Improvements in Cycles.
Year: 1889

page_text: Date of Application, 20th Feb., 1889
Complete Specification Left, 18th Dec., 1889-Accepted, 20th Feb., 1890
PROVISIONAL SPECIFICATION.
Improvements in Cycles.
1, ROBERT SAMUEL LOVELACE, of Henstridge, in the County of Somerset, Cycle
Manufacturer, do hereby declare the nature of this Invention to be as follows:-
22
The main object of my invention is to effect improvements in the construction of
bicycles of the safety" class, but certain of such improvements are also applicable to
bicycles, tricycles and cycles in general.
I employ steel tube, as usual, in constructing the frame of the bicycle, but in place
of the ordinary socket for joining the parts of the frame, I use the following mode of
construction. Thus in joining two pieces of tube at a right, or other desired
angle, I split the end of one tube for a sufficient distance and then open the split ends
and bend them round a mandrel of the correct size, so that they form an eye which
can be slipped over the other tube and brazed thereon. The joint formed in this
manner is of great strength and at the same time lighter than a joint formed by
means of an ordinary socket, and I employ this arrangement wherever applicable
throughout the machine.
I make the front or steering wheel of less size than the rear or driving wheel.
The main bar of the frame or backbone is pivotted to the steering wheel fork and
then curves downwards, following the circumference of the wheel for a short distance,
it then becomes horizontal as far as the junction with the seat pillar and driving
accomplished
wheel fork. A step is fixed on the horizontal part for mounting, which
by standing at the side of the machine, placing one foot on the step and rising into
the saddle, which is more convenient than the ordinary method of mounting from
behind the machine.
The end of the horizontal part of the frame and the driving wheel fork are joined
to the seat pillar, one above the other, an inner tube being brazed within the pillar at
this part for extra strength. The hole for the pedal shaft is bored through the end
of the fork and the seat pillar after the joints are brazed up. The brake is attached to
the bottom of the seat pillar and acts upon the driving wheel, a rod passes through
the curved part of the frame, which is over the steering wheel, being connected
at one end to the brake and at the other end by means of suitable devices to
the usual lever on the handle bar; by this means the brake mechanism is protected
from injury and is not in the way of the rider. The top of the seat pillar which
receives the sliding piece for adjustment is split and embraced by a split collar
having lugs and a bolt to grip the said piece at the required height. The said collar
is provided with an extension, which serves to support the driving wheel splash
guard and also to receive the ends of a pair of back stays attached to the outer ends
of the driving wheel fork. The saddle spring consists of a double wire having the
ends joined together and bent into a single loop; the loop is placed in front and a
helical spring is placed between the ends of the wire at the back. The effect of this
arrangement is that the saddle gives at the back more than the front and thus avoids
the danger of throwing the rider forward off the saddle.
The handle bar is ordinarily fixed to a direct prolongation of the steering wheel
fork with the effect of conveying vibration directly to the hands, but in my

page_text: improved machine, I fix the handle bar to a vertical bar placed some distance
behind a prolongation of the fork, and attached thereto by suitable connecting
pieces, thus avoiding transmission of vibration in a direct line to the hands. The
said vertical bar contains a rod, which when released by a handle or lever on the
handle bar, is forced down by a spring and actuates a bolt to lock the steering wheel
in line with the driving wheel, to prevent the said wheel swinging round when the
machine is leaning against a wall or other support. A luggage carrier consisting of
a suitable frame is supported over the aforesaid prolongation of the steering wheel
fork, and rests upon a spring thereon, so that the centre of motion passes through the
luggage on the carrier, and the steering is not affected by the overhang of the luggage
when the handle bar is moved. The straight part of the handle bar is made lower
than usual and the ends are bent up and then downwards to bring them into the
required position.
A flat
The splash guard on the front wheel is provided with a hinged prolongation which
nearly touches the ground. This piece prevents mud being thrown on to the rider,
while at the same time it gives way to stones or other obstacles. The hub centres of
the wheels are tubular and the spokes are threaded through holes in the ends.
is formed on one side of the tube and a flat on one side of the spindle to insure a rigid
connection between them; but I may employ a hub of the usual pattern. The spokes
are so connected to the rim, that two spokes, that is to say one from each end of the
hub meet at the same point in the rim, thus bringing the strain to bear equally upon
the rim and avoiding the liability to buckle which is attendant on the usual arrange-
ment. The foot rests are attached by lugs and set screws to the front wheel fork, in
such manner that the heads of the set screws prevent the shoe soles from coming in
contact with the forks and scraping off the enamel or plating.
As before stated it will be obvious that many of the above features of construction
are applicable to tricycles and cycles in general, as well as to the "safety" bicycle
which I have more particularly described.
Dated this 20th day of February 1889
AMBROSE MYALL,
21, Cockspur Street, London, S.W., Agent for the Applicant.
COMPLETE SPECIFICATION (AMENDED.)
Improvements in Cycles.
I, ROBERT SAMUEL LOVELACE, of Henstridge, in the County of Somerset, Cycle
Manufacturer, do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
The main object of my invention is to effect improvements in the construction of
bicycles of the "safety" class, but certain of such improvements are also applicable
to bicycles, tricycles, and cycles in general.
In the accompanying two sheets of drawings, Fig. 1 is a side elevation of a
"safety" bicycle, constructed in accordance with my invention; Fig. 2 is a part
sectional elevation shewing the method employed for joining the tubular parts of the
framing; Fig. 3 is a sectional elevation of the handle bar pillar, and luggage carrier;
Fig. 4 is a part side elevation, partly in section, of one of the wheels, and Fig. 5 is
a transverse section of the same. Fig. 6 is a perspective detached view of the luggage
carrier, and Fig. 7 is a front view of a foot rest.
Figs. 2, 3, 4 and 5 are to an enlarged scale.
Similar letters refer to similar parts throughout the drawings.
I employ steel tube as usual in constructing the frame of a bicycle, but in place of
the ordinary socket for joining the parts of the frame, I use the following mode of
construction. Thus, in joining two pieces of tube at a right, or other desired angle,
I split the end of one tube for a sufficient distance and then open the split ends and

page_text: bend them round a mandrel of the correct size, so that they form an eye which can
be slipped over the other tube and brazed thereon. The joint formed in this manner
is of great strength, and at the same time lighter than a joint formed by means of
an ordinary socket, and I employ this arrangement wherever applicable throughout
the machine.
Fig. 2 represents two pieces of tube connected in this manner. A is the tube of
which one end has been split, the split portions having been shaped on a mandrel
into the form shewn at A¹ A2, B is the tube embraced by the said ends, the whole
being brazed together. Referring to Figs. 1 and 3, joints of this construction are
also shewn at D, E, F and H.
I make the front or steering wheel J. of less size than the rear or driving wheel K.
The main bar of the frame or backbone is pivotted to the steering wheel fork L, at M,
and then curves downwards at N, following the circumference of the wheel J for a
short distance, it then becomes horizontal at N', as far as the junction with
the seat pillar P and driving wheel fork Q. A step R is fixed on the horizon'al
part for mounting, which is accomplished by standing at the side of the machine,
placing one foot on the step and rising into the saddle, which is more convenient than
the ordinary method of mounting from behind the machine. This step consists of a
piece of tube R fixed to the tube N' by my improved joint and fitted with a solid piece
of rubber S, which projects beyond the end of the tube R and affords a secure and
elastic foothold.
The driving wheel fork Q is fixed to the seat pillar P, below the horizontal part N¹
of the frame. The ends of the fork project beyond the pillar, as shewn at Q', and
carry the bearings for the pedal shaft, and the driving chain is adjusted by altering
the position of the bearings upon the said ends Q¹.
The brake T is fulcrummed to the bottom of the seat pillar and acts upon the
driving wheel K. A rod U passes through the curved part N of the frame, and is
connected at one end to the brake T, and at the other end to the bell crank lever V,
which said lever is operated through the adjustable rod W and the bell crank lever X,
by means of the usual lever Y on the handle bar Z. By this arrangement the brake
mechanism is protected from injury, and is not in the way of the rider.
The top of the seat pillar P, which receives the sliding piece a for the adjustment
of the height of the saddle, is split and embraced by a split collar b, having lugs and a
bolt c to grip the piece a at the required height.
The collar bis provided with an extension d which serves to support the driving
wheel splash-guard e, and also to receive the ends of a pair of rods f, attached to the
outer ends of the driving wheel fork Q, and acting as struts.
The collar b, with its
extension d and lugs, to receive the rods f, is all made in one forging.
The saddle spring consists of a double wire h, having the ends joined together and
bent into a single loop i. This loop is placed in front, and a helical spring ; is
placed between the ends of the wire at the back. The effect of this arrangement is
that the saddle gives more at the back than the front; and thus avoids the danger
of throwing the rider forward off the saddle.
The handle bar is ordinarily fixed to a direct prolongation of the steering-wheel
fork, with the effect of conveying vibration directly to the hands, but in my improved
machine, I fix the handle bar Z, to a tube k, placed some distance behind a prolongation
of the fork L, and attached thereto by a bracket piece l, thus avoiding the transmission
of vibration in a direct line to the hands. The tube k contains a rod m, which is
forced down by a spring n, and enters a hole in a bracket p fixed to the head of the
frame, thus preventing the steering-wheel swinging round when the machine is leaning
against a wall or other support. To release the wheel the rod is pulled up by the ring
handle g. and turned a quarter round, when the shoulders g' abutting on the handle
bar Z, prevent the descent of the rod, as shewn in Fig. 3.
A luggage carrier, consisting of two parallel rods r, united by flat strips is
supported over the steering wheel fork L, in the following manner :-
The tube L', which is a prolongation of the fork L, contains a helical spring s. On

page_text: the top of the spring is a rubber washers, and steel washer s², and the shouldered end
of a downwardly projecting rod 1, on the carrier, rests in a hole in the said
washers. Two upwardly projecting rods on the carrier, pass through holes in a
bracket t on the tube k, the said holes being bushed with rubber t'. By this means
the centre of motion of the steering wheel passes through the luggage on the carrier,
so that the steering is not affected by the overhang of the luggage, when the handle
bar is moved. The carrier can be instantly removed when required by first lifting the
rod out of the washers s', s2 and then depressing the carrier until the upper rods are
clear of the holes in the bracket t. The rubber bushings and washer s prevent any
vibration or rattling being transmitted to the machine through the vertical movement
of the carrier when the machine is in motion. The splash guard u on the front wheel
is provided with a prolongation u', attachel by a hinge u², which may nearly touch
the ground. This piece ¹ prevents mud being thrown on to the rider, while at the
same time it gives way to stones or other obstacles.
The arrangement of the wheel spokes is shewn clearly in Figs. 4 and 5. The
spokes v are screwed into the hub flanges w, in a line which is a tangent to a circle
somewhat smaller than the said flange, and two spokes, that is to say, one from each
end of the hub, meet at the same point in the rim as shewn clearly in Fig. 5, thus
bringing the strain to bear equally upon the rim and avoiding the liability to buckle,
which is attendant on the usual arrangement. As shown in Fig. 4, the spokes are
fixed alternately in opposite directions.
The foot rests y, which are of the usual pattern, instead of being attached to the
steering-wheel fork in the ordinary manner, are provided at their inner ends with
plates or lugs, which said plates are fixed to the fork by set-screws . The
advantage of this arrangement being that the projecting heads of the set-screws prevent
the edges of the boot soles from coming in contact with the forks and scraping off the
enamel or plating. See Fig. 7.
As before stated, it will be obvious that many of the above features of construction
are applicable to tricycles and cycles in general, as well as to the "safety" bicycle,
which I have more particularly described.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what I
claim is
1. In a cycle, the method of joining the tubular parts of the framing, substantially
as herein set forth.
2. In a cycle, the footstep for mounting in front of the saddle, consisting of a tube R
containing a rubber-eushion S, substantially as herein set forth.
3. In a "safety" bicycle, the arrangement for operating the brake-T on the rear or
driving wheel, through the medium of a rod V passing through the framing N,
substantially as herein set forth.
4. In a "safety "bieyele, the forging, consisting of a collar-b-with extension-d-for
the purposes of holding the seat pillar a, supporting the splash guard e and forming
an attachment for the upper ends of the stay rods /, substantially as herein set forth.
5. In-a-cycle, u saddle spring, consisting of the double wire-h, with loop-i, in
combination with a helical spring j, substantially us herein set forth.
6. In-a-front-steering eyele, the construction of the tube, connecting-the-handle-
bar Z to the fork L, in two pieces-k and L', connected by a brucket-l; substantially as
and-for-the purposes-herein set forth.
71. In a front steering cycle, the arrangement for locking the steering wheel,
consisting of a rod m with handle q spring n and bracket p, substantially as herein
set forth.
8. 2. In a safety" bicycle, the luggage carrier r, supported upon a spring s, and
guided by a bracket t, over the centre of motion of the steering wheel, substantially
as herein set forth.
9. In a front steering eyele, the prolongation-ul of the splash-guard-u-attached-by
a hinge u², substantially as and for the purposes herein set forth.

page_text: 10. 3. In a cycle wheel, the arrangement of spokes screwed tangentially into the hub
and meeting in pairs at the same point in the rim, substantially as and for the purposes
herein set forth.
4. In a bicycle, the combination of the several parts, constructed, arranged and
operating, substantially as herein described and illustrated by the accompanying drawing.
11. In a front steering eyele, the attachment of the foot rests by-lugs-r, and set
serews, substantially as and for the purposes herein set forth.
12. Asafety" bieyele, constructed substantially as herein described and shewn
with reference to the accompanying drawings.
Dated 18th December 1820
AMBROSE MYALL,
21, Cockspur Street, London, S.W., Agent for the Applicant.