Improvements in Bicycles.
Year: 1891

page_text: Date of Application, 3rd Dec., 1891-Accepted, 9th Jan., 1892
COMPLETE SPECIFICATION.
Improvements in Bicycles.
I, GEORGE WASHINGTON FERNALD, of Needham in the County of Norfolk
and Commonwealth of Massachusetts, United States of America, Gentleman, do
hereby declare the nature of the invention and in what manner the same
is to be performed, to be particularly described and ascertained in and by the
following statement:-
My invention consists of certain improved features of construction in bicycle
frames my main object being to cushion the rider against the jarring ordinarily
met with on roads and tracks in a more thorough manner than is possible with a
spring saddle, or with any form of spring frame now in use. To this end I make
my frame in parts jointed together and capable of motion about the joints in a
vertical plane, though stiff laterally. I, moreover, interpose between certain parts
of the frame a spring which receives all the jarring and cushions the rider
perfectly. This spring does not detract from the appearance of the machine and
is not apparent to the casual observer being a part of the mud guard to the rear
wheel. In addition the spring acts as a stiff brace laterally. The details of
construction are as hereinafter fully described.
Referring to the accompanying drawings :-
Fig. 1 shows in side elevation a bicycle embodying my invention.
Fig. 2 is an enlarged sectional view through the upper portion of the mud guard
spring and adjacent parts, showing the mode of connection of the parts together.
Fig. 3 is a transverse section through the mud guard spring on an enlarged scale.
Fig. 4 shows in plan one of the joints to the frame.
Fig. 5 shows in section the mode of connection of the bottom of the mud guard
spring to the frame and certain other details of construction, and
Fig. 6 shows in side elevation a modified form of frame embodying my
improvements.
Referring to the form of machine illustrated in Figs. 1 to 5 inclusive of the
drawings which has what is known as the "diamond" style of frame, A is the
socket head to which is rigidly connected by brazing or otherwise the upper
tubular portion B of the frame which portion B may be made up of one or more
B³ shows
sections as desired, but is rigid throughout its length from front to rear.
the rear upright frame fork each leg of which is brazed at the top thereof to the
piece 7 which is jointed at 6 in the manner more fully described hereinafter to a
rear connection of the tubular piece B. Each leg B³ of the rear upright fork is
jointed at 6 to a fulcrum piece B on each side of the rear wheel to which fulcrum
pieces are rigidly attached the rear of each leg of the lower or horizontal frame
fork B. Each leg B' is rigidly secured in front to a branch of the piece D which
forms a bearing for the axle of the sprocket driving wheel D¹. Between the
head A of the machine and the piece D is interposed the curved piece B¹ of the
frame jointed at 6' to a connection 24 of the head and at 6' to the piece D.
The frame is thus composed of the pieces B B₁ B' and B³, having joints
at bbb and admitting of motion in the plane of the frame.
The mud guard to the rear wheel is made in two pieces O and C. Of these the
piece O is fixed, being attached to the top of the rear upright fork, while the
part C which in outward appearance conforms to the shape of the portion O is in
reality a spring, jointed as at cat the top to a connection of the rear upright
frame fork and at c¹ to a connection of the bearing piece D. By this construction
all the jarring and vibration due to the roughness of the track is taken up by the
spring portion C of the mud guard which bends back and forth slightly as rough
DO33

page_text: places are encountered, thus serving to thoroughly cushion the rider. The exact
manner of jointing the various portions of the frame together is immaterial so
long as it is capable of motion in the plane of the frame but is quite stiff and
rigid laterally: I have illustrated in detail on an enlarged scale in Figs. 2, 4,
and 5 forms of joints employed in the machine shown in Fig. 1. Where two
portions of the frame are movably jointed together I prefer to have one portion
provided with embracing lugs as 27 (see Fig. 4) while the other has a single
central lug as 26, which accurately fits between the other two, the pivotal pin
as being passed through them in the usual manner. When desired the motion
of the two parts may be limited by a rule joint as shown in Fig. 2, which indicates
one manner in which the spring is secured to the junction of two parts of the
frame. As here shown the spring proper consists of a curved piece of thin
metal 12 of the same width practically as the mud guard. Over this is placed a
curved filling 5 preferably of hollow rubber passing along nearly the entire length
of the spring, the filling 5 and the spring 12 being held together by a cover 6
consisting preferably of thin rubber tubing, the contour of the complete spring
portion of the mud guard being the same as that of the fixed portion O so far
as the curved shape is concerned.
With reference now to Fig. 2, 20 is a piece brazed to the rear of the upper
tube B of the frame and has the two embracing lugs 25. 8 is a piece similarly
brazed into the top 7 of the rear upright frame fork. The central portion of the
piece 8 projects forward and downward and is adapted to be embraced by the
lugs 25 on the piece 20, the two being hinged together beneath at b. The lugs 25
at the rear are tapered backward and the front of the lug 8 is also tapered in
such a manner that a rule joint is formed which limits the motion of the two parts
hinged together at b. 9 is an ear extending rearwardly from the lug 8 and
embraced by two lugs 10 on a piece firmly riveted or otherwise secured to the top
of the spring 12.
To the bottom of the spring 12 is riveted or otherwise secured the box 14
which is adapted to fit between lugs on the piece 15, this piece being bolted to
the bearing piece D for the sprocket wheel, c¹ being the pivot about which the
bottom of the spring turns. 18 is a lug piece brazed to the bottom of the tubular
portion B of the frame being hinged at 6 between the embracing lugs 17 on the
piece 16 brazed to the bearing piece D.
The motion of the joint at is naturally upward while that at b is downward
when the rider is on the saddle, and the mud guard spring C bends or gives
outwardly. The bend of the mud guard spring C lengthwise and the distance
between the middle of the vibrating spring and the wheel rim may be adjusted
by varying the natural position the joint would assume when the machine is at
rest. In order to admit of this adjustment I have provided at the lower end of
the hinge lug 18 a wedge shaped angle piece 21, which, by means of the bolt 23, is
secured to the bearing piece D and against the wedge shaped inner tongue of
which the bottom of the hinge lug 18 bears when the machine is at rest, i.e., with
the rider off the saddle. In this position the middle of the spring mud guard C
is obviously at its nearest position to the wheel rim. By interposing washers 22
of varying thickness around the bolt 23 the position of the wedge shaped angle
piece 21 in its slot may be varied at will and with it the bend or curvature of
the mud guard spring when at rest.
In adapting my improved construction to a drop frame for ladies use some
slight modifications are necessary. In Fig. 6 I have shown such a frame embodying
my improvement. In this form of frame the horizontal rear fork B³ is rigidly
secured to the drop portion B¹ of the frame, which portion B₁ is rigidly brazed
to the head A. The fulcrum pieces F on each side of the wheel to which pieces
are rigidly secured the legs B³ of the upright rear fork are separate from the
horizontal frame fork B' as shown.
The piece 7 at the top. of the upright rear fork bears directly the saddle
supporting rod L, and has the top of the spring mud guard C jointed thereto at c.

page_text: The bottom of the mud guard spring is jointed at c¹ to the junction of the rear
horizontal fork.
In order to limit the motion of the spring in this case, I preferably provide on
each side the curved rod E secured at its upper end either to the piece 7 or to
one of the rods B³ as desired. This rod is bent to a circular arc and plays in the
sleeve 19, which is fixed on the fork B³, the rod E being provided with the
shoulder e, which, before the spring has reached the limit of its resiliency engages
with the top of the sleeve 19 and prevents further bending of the spring, this
construction serving the same purpose as the rule joint at 6 in Fig. 1 which closes
together and prevents further motion of the parts about the joint when the spring
has been bent as far as it safely can.
The spring which forms a part of the mud guard also serves as a firm brace to
the machine laterally so that the piece C serves the three fold functions of a
spring, a brace, and a mud guard combined.
The spring being entirely concealed in the body of the mud guard does not
detract from the appearance of the machine nor in any way modify the graceful
lines of a diamond frame as is the case with the variously shaped curved springs
already in use.
With this construction of frame the spring saddle ordinarily used is unnecessary
since the frame itself is perfectly cushioned. For this reason I show the saddle $
a rigid one secured without any spring directly to its supporting rod L.
If through any cause the spring 12 should break the frame cannot collapse
since the lock joint at 6 would close up. The filling 5 and the outer cover 6 of
the part C would prevent the parts of the spring from flying apart or causing
any injury even should the spring through any unusual accident break.
While I have shown and described a combined spring, mud guard and brace as
applied to the rear wheel of a bicycle I might also adapt such a spring and mud
guard to the front wheel if desired.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. A jointed bicycle frame capable of motion about its joints in the plane of the
frame in combination with a combined cushioning spring and mud guard so arranged
between parts of the frame as to hold said frame in normal open position and a
locking device whereby the frame is prevented from closing too far together
against the pressure of the spring and from collapsing should the spring break,
substantially as described.
2. A bicycle frame made in parts jointed together whereby it is capable of
motion about its joints in the plane of the frame in combination with a combined
mud guard, spring, and lateral brace pivoted at both ends to parts of the frame,
substantially as and for the purposes described.
3. In a bicycle a flexible frame in combination with a resilient cushioning mud
guard pivoted at both ends to parts of the frame, substantially as described.
4. In a bicycle a flexible frame in combination with a resilient mud guard
pivotally connected at its ends with parts of said frame, said mud guard consisting
of the spring 12, filling 5, and cover 6, substantially as and for the purposes
described.
5. In a bicycle the combination with the head A of the piece B rigidly fixed
to said head, rear upright fork B³ pivotally connected at 6 with said piece B or an
attachment thereto, fulcrum pieces Bjointed to the legs of said fork, rear horizontal
fork B rigidly secured to said fulcrum pieces, the piece B¹ pivotally connected
at with said head and at 6 with said rear horizontal fork, and the combined
spring and mud guard C interposed between the rear upright and the rear horizontal
forks, substantially as described.
6. A bicycle having a flexible frame in combination with a fixed rear wheel
mud guard and a resilient rear wheel mud guard C forming a continuation of

page_text: the guard O, said guard C being interposed between the upright and horizontal
rear forks, substantially as and for the purposes described.
Dated this 19th day of November 1891.
GEORGE WASHINGTON FERNALD.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicant.