Improvements in or relating to Frames for Safety Bicycles.
Year: 1897

page_text: Date of Application, 2nd Sept., 1897--Accepted, 20th Nov., 1897
Improvements in or relating to Frames for Safety Bicycles.
A communication from JOSEPH PERNET MAGNEY of Chicago, State of Illinois,
United States of America.
I, ALFRED JULIUS BOULT of 111 Hatton Garden in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:-
This invention relates to improvement in truss-frames for safety bicycles; and
the object is to provide certain improvements in the construction of such frames
for the purpose of rendering them particularly strong, rigid and durable and
at the same time light in weight and attractive in appearance.
In carrying out this invention all parts of the frame proper, that is to say the
upper and lower chords, the steering-head support and rear fork, are formed of a
single length of material, which may be a laminated strip of wood, bent to shape
and joined at the ends and braced where required with metal fittings.
In the drawings- {
Figure 1 is a side elevation of the frame proper without the fittings.
Figure 2 the same with the fittings applied.
Figure 3, an enlarged, broken and longitudinal section through the lower
central part of the frame at the pedal-crank bearings.
..
Figure 4, a similar section through the seat-post supporting part.
Figure 5, an enlarged detail view of one of two similarly constructed rear-
wheel shaft supporting fittings.
Figure 6, an enlarged vertical section through the steering-head fitting and
adjacent part of the frame proper.
Figure 7, a section taken on line 7 of Figure 6.
Figure 8, a section taken on line 8 of Figure 3 and viewed in the direction of
the arrow; and
Figures 9 and 10, perspective views of the frame proper.
The frame proper A, consists of a single length of material bent at x toward
one end portion to produce the cross-brace, t, and bent between end portions to
produce the upper chord t, steering head support and lower chord 13. The
brace at its lower end terminates a short distance above the lower end of the
chord 3, the latter ending in a bend ¹. Just beyond the bend a¹, from a point r³,
the strip is split or bifurcated to the end, and bent at a to produce the lower
rear fork and upper rear fork t³. The prongs of the forks to terminate at their
upper ends just in rear of the bend z.
The continuous length or strip of which the frame proper A is formed may be
of any suitable wood or metal and, when of wood, preferably laminated, the
laminae consisting of thin strips of hickory or other suitable wood, or of different
woods, cemented together. This latter construction insures great strength as well

page_text: as freedom from danger of warping or splitting. The wooden strip is preferably
steamed or otherwise treated to render the bends permanent, whereby the natural
tendency of all parts of the frame is to maintain their proper angles and relative
positions. The various parts of the frame when of wood may be shaped after
the bending operation, to render them relatively large in cross-section where the
greatest strength is required, and smaller in cross-section where the least strength
is required.
B is a crank-shaft bearing fitting consisting of a box or hollow cylinders, an
upward extending socket portions, and forward and rearward extending fasten-
ing arms respectively. The socket portion is preferably bifurcated, as
shown, the forks being flanged to fit snugly against all sides of the lower end-
portion of the brace t. The forks may be fastened rigidly to the brace t by means
of bolts passing through the brace as shown in Figure 3, or in any other suitable
manner. The armis 3 extend at right angles to each other, as indicated in Figure 8
and they and the arms s² are recessed on their under sides, or flanged at opposite
sides, to fit the tops and over he upper side edges of the parts of the frame.
B is a fitting or companion piece to the fitting B, in every respect substantially
like the latter without the cylinder-portion s and socket-portions. It fits against
the under surface of the frame proper and has side flanges which embrace the
lower side edge portions of the frame. The fittings B B are secured together
as by bolts passing through the frame in the positions shown in Figure 8, or by
other suitable means. This construction, besides affording a comparatively light
and strong pedal-crank bearing, insures a rigid joint between the lower end of
the bracet and the lower chord and forks, which prevents not only downward
sagging of the frame, but also any material lateral play. This latter feature is
particularly important as it prevents the lower forks from striking against the
rear wheel tire under the mounting, dismounting or pedaling actions of the rider.
The steering head C comprises a tube-portion having the usual ball races l
at its upper and lower ends and arms 2. Extending along opposite sides of the
tube and arms are flanges 4, which altogether afford a socket fitting over the
part, over the top and sides of the part t¹, and over the under surface and sides of
the part. The fitting C may be secured in place by bolts passing through the
frame, as indicated in Figures 2 and 6, or it may be fastened in place by any
other suitable means. One great advantage of constructing the fitting Cas
described lies in the fact that it requires no cutting away and consequent weaken-
ing of the material composing the steering head support 2.
I is a seat post supporting fitting comprising a socket-piece q, split vertically
along its rear upper portion and there provided with cars q, and having an upper
forward extending attaching arm q² and a lower downward extending attaching
arm The tube portion q at its forward side extends into a vertical recess
provided in the upper portion of the brace and the tube and arms are provided
at opposite sides with flanges affording a continuous socket which fits over the
bend of the frame. The fitting is fastened in place with bolts passing
through the frame, as indicated in Figure 4, or it may be secured in place by any
other suitable means. Extending through openings in the ears q¹ is a bolt g
having a head at one end and a nut at the opposite end; and, in practice, liy
tightening the nut the upper portion of the socket-piece is clamped about a seat
post to hold the latter securely in adjusted position. At the upper end of each
prong of the fork is a fitting or socket-piece I) which is firmly secured to the
prong and provided with an upward extending attaching ear p. The ears p fit
against opposite sides of the ear q' of the fitting D and have openings through
them to receive the bolt g', whereby they are rigidly secured to the said fitting.
The construction of the fittings D D¹ produces a very strong and rigid joint and
presents a substantially vertical seat post supporting socket.
At each bend is a fitting E provided with a curved socket portion n fitting
around three sides of the respective portion of the frame and having a backward
extending forked shaft engaging part n'. At their parts n¹ the fittings, in

page_text: practice, engage and are fastened to opposite end portions of the drive wheel
shaft in the usual manner.
This improved truss-frame when formed of one continuous length of wood and
joined at the ends and provided with fittings as described, affords a particularly
strong, durable and inexpensive construction, having decided advantages in these
respects over steel tube frames of the same weight, especially as hitherto con-
structed. It is not materially larger in any of its parts than tubular metal frames.
of the present most approved construction, and may be made in every way as
attractive in appearance.
This improved frame would possess decided advantages over frames as hitherto
constructed even though the part or rear upper fork were not an integral
portion of the rest of the frame, but were a separate piece, or separate pieces
secured at their lower ends to the rear ends of the fork by means of suitable
fittings. One of the main points of advantage in my construction lies in having
the cross-brace integral with the upper chord and fastened at its lower end in
rigid relation to the lower chord 3 by means of a fitting which may also operate
as the bearing box for the pedal-crank.
While it is preferred to construct the frame throughout as shown and described
it may be modified in the matter of material and details without departing from
the spirit of this invention as defined by the claims.
Having now particularly described and ascertained the nature of this said
invention and in what manner the same is to be performed, as communicated to
ne by my foreign correspondent, I declare that what I claim is:-
1. As a new article of manufacture, the truss-frame proper of a safety bicycle
having a brace, a top chord, a steering head support, a lower chord, and rear
fork, the whole being formed entire of a continuous length of material with the
rear-fork section split and expanded, substantially as described.
2. As a new article of manufacture, the truss-frame proper of a safety bicycle
having a brace, a top chord, a steering head support, a lower chord, and rear
fork, the whole being formed entire of a continuous length of material with the
rear-fork section split and expanded, the lower end of said brace forming one
terminal of said length and the rear fork forming the other terminal thereof,
substantially as described.
3. As a new article of manufacture, the truss-frame proper of a safety bicycle
having a brace, a top chord, a steering head support, a lower chord, and lower
and upper rear fork, the whole being formed entire of a continuous length of
material with the fork sections split and expanded, substantially as described..
4. As a new article of manufacture, the truss-frame proper of a safety bicycle
having a brace, a top chord, a steering head support, a lower chord, and rear
fork, the whole being formed entire of a continuous length of material with the
rear fork sections split and expanded, said length terminating at one end at the
lower end of said brace, and terminating at its opposite end at the upper end of
the upper rear fork, substantially as described.
Dated this 2nd day of September 1897.
BOULT & WADE,
Agents for the Applicant.