Improvements in Bicycles.
Year: 1896

page_text: Date of Application, 2nd June, 1896-Accepted, 18th July, 1896
COMPLETE SPECIFICATION.
Improvements in Bicycles.
I, HIPPOLYTE HARDY, Manufacturer of Bicycles, of 42 W. 67th Street, New
York, United States of America, 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 :-
This invention relates to bicycles and has special reference to that class of
machines in which means are provided for relieving the rider from shocks and jars
encountered when riding over rough roads. In this class of machines it has been
proposed heretofore to support the rider upon a supplemental frame which is
hinged to the main frame carrying the wheels of the bicycle, the weight of the
rider being sustained by a spring interposed between the two frames. My inven-
tion has reference, more particularly, to this latter class of bicycles although some
features of the invention are also applicable to ordinary bicycles in which no
special provision for the comfort of the rider is made.
The said invention comprises improvements relating to the construction of the
said frames; to the interposed spring; to the connection between the said frame
and the handle-bar; to au adjustable support for the saddle; to a crank-shaft; to
a wheel bearing; and other improvements which will be more particularly referred
to hereinafter.
In the accompanying drawings
Figures 1 and 8 are side elevations of the frames of a gentleman's and a lady's
bicycle respectively;
and
Figures 2 and 3 are front and side views of the fixture carrying the handle-bar;
Figure 4 is an end view of the saddle-support and adjuster;
Figure 5 is a section through the spring drum;
Figure 6 is a horizontal section through the crank-hanger or bracket and axle ;
Figure 7 is a section through the wheel-hub and bearing.
The main frame of the gentleman's bicycle shown in Figure 1, is of the well
known "diamond" shape comprising the single-tube upper and lower forward
braces a and a', and the upper and lower forks or rear braces a² and a³. The
intermediate cross or upright brace a is U-shaped in cross section, instead of
being tubular, as usual. At the angles where these braces join, suitable castings
or brackets, are used, for making strong connections as is customary. The front
fork carrying the steering wheel is indicated at a and the fork-stem passes
through a tubular section a of the frame, to which the forward ends of the
braces a and a' are connected. The rear wheel is hung in the rear castings or
brackets connecting the rear braces a³, a³, as usual. The frame thus described is
the usual rigid structure supporting the wheels and receiving all shocks an!
vibrations due to contact with the road.
The supplemental frame upon which the rider is directly supported consists of a
tube 6 located inside of the U-shaped brace a and projecting both above the main
frame, where it is fitted with a saddle-post b¹, and below the main frame where it
is fitted with a crank-hanger or bracket . From the crank-hanger there extends
rearward the radius bars 63, one on each side of the rear wheel, pivoted at their
rear extremities to the castings or brackets in which the rear wheel is supported,
and as near to the axle of the rear wheel, as practicable. To support this frame

page_text: and prevent its falling by its own weight or that of the rider, I use a spring-
support; this spring-support comprises a drum c supported loosely upon an axle c
mounted in suitable brackets c2 and bridging across the two rear upper braces a² of
the main frame, and near their upper extremities. Inside of the said drum there
is a spring c³ having one end secured to the drum and the other to the axle.
Around the outside of the drum is a steel ribbon c' having one end secured to the
periphery and the other passing downward and engaging with a hook on the
upright tube b. The spring is so wound that it resists any tendency of the tube b
to move downward, and any suitable means may be adopted for adjusting the
tension of the spring to suit the weight of the rider.
As a means for laterally bracing this hinged frame and preventing it from
springing backward at its upper end, I provide a link d pivoted to the main frame
at d' and to the tube b at d. This link is forked and takes hold of the tube b on
both sides so that a lateral movement of the tube is prevented. When the tube is
forced downward under the weight of the rider, the link swings downward with it,
but limits its rearward movement. For a similar purpose, a brace is placed at the
angle of the hinged frame where the crank-hanger is located, but here the strains
are somewhat different from those above, necessitating a different construction.
The lower end of the tube is hinged to the crank-hanger at e and between the
crank-hanger and the casting or bracket of the main frame, is a knuckle consisting
of two links and f1 pivoted together at 2 and pivoted respectively to the bracket
of the main frame at 3 and to the crank-hanger at e. The function of the said
knuckle is to resist the torsional or tipping strain which is brought upon the crank-
hanger in the pedalling action, and for this purpose the links are made wide and
their pivotal bearings long, so as to offer the greatest resistance to all such lateral
strains. At the same time this knuckle must permit the crank-hanger to rise and
fall with respect to the main frame, and to swing in the arc of a circle the centre of
which is the pivot at the rear end of the radius bars 3, hence the use of two links
pivoted together in the form of a knuckle.
The steering head projects through the steering tube a and is fitted at the top
with a lug g having two lateral holes through it. Upon this lug is pivoted a
bracket or casting for the support of the handle bar i. The casting is formed
with two cylindrical sockets ', h, respectively, in which the inner ends of each
half of the handle-bar are secured. Between these sockets a spherical cavity or
socket is formed, and depending from each side of the spherical socket are
ears 3, 3, embracing the sides of the lug g and pivoted thereto by means of a
pin passing through the ears and through the lower hole in the lug. Thus, this
bracket with the handle-bar which it supports, may swing upon the pin, but to
provide for preventing any such swing of this part, when so desired, another
pin h, shown in dotted lines in Figure 2, may be inserted through the cars and
through the upper hole in the lug g, to make the bracket and the lug rigid with
each other.
In order that the handle-bar may move in unis with the hingel Trame and
thus provide for all parts of the rider's boly moving in unis m, I make a connection
between the pivoted handle-bar and the link d. For this purpose the link has an
angular extension d³ to which is pivoted the end of a rod j; the outer end of the
rod carries a ball which fits into the socket 2. By this means, all vertical motions
of the hinged frame supporting the rider, are communicated to the handle-bar and
his hands therefore move up and down in unison with his body. The ball-and-
socket connection between the rod j and the centre of the handle-bar, permits the
latter to swing, in the steering movement, with perfect freedom. In order to have
these parts properly adjusted, the rod j should be made of such length that the
depression caused by the weight of the rider, will just bring the centre of the ball-
and-socket joint coincident with the axis of the steering stem. This adjustment is
not essential, however, to a minute degree, and the centre of the ball may be
thrown either forward or backward of the axis of the steering sten if it is desirel

page_text: to do so, for the purpose of elevating or depressing the handle-bar; the rod jis
made extensible for this purpose as shown.
Another feature of my invention is the adjustable support for the saddle. The
usual T-head or cross-head k is firmly fixed on top of the sa Idle-post bl. In this
case, it is a solid round rod having two square grooves k¹, one on each side extending
from end to end. The clamp for the saddle consists of two loose jaws l and a filling
or bolster piece between them. These jaws have inwardly turned toes that fit
into the grooves . The ends of the jaws are formed in any manner to suit the
particular kind of frame of the saddle, such frame, in this case, being indicated in
section at m. The bolt n clamps the saddle-frame between the jaws and also
clamps the toes in the grooves k', thus firmly anchoring the sad lle. By loosening
the bolt, the clamp may be adjusted to any position on the cross-head or may be
readily disengaged from it entirely, at will. A saddle-clamp of this character not
only permits of placing the saddle either forward or backward of the saddle-post,
but also directly in line with it, a thing which is impossible with any other form
of clamp known to me. At the same time this cross-head will receive any ordinary
saddle-clamp.
For the purpose of making the entire machine rigid when desired, and thus like
ordinary bicycles, the pin is inserted, as shown in Figure 2, and a similar pin is
inserted through the hole o in the lower bracket or casting of the main frame and
through a corresponding hole in the tube b; then the spring sleeve p on the upper
end of the tube b, which is provided with a notch p is reversed in position and
adjusted so that its notch will rest over the edge of the upper casting or bracket of
the main frame. The machine is then perfectly rigid and the supplemental frame
cannot move with respect to the main frame. In using the machine in this
condition, the spring may or may not be detached from the hook c, and the rod j
and link fmay be removed if desired.
The preferred method of connecting the handle-bar with the hinged frame is that
described above; if desired, however, substantially the same result may be
produced by making the bar to extend from the ball and socket in the handle-bar,
downward to the upper link f' of the knuckle, as indicated in dotted lines. This,
however, is less desirable for various mechanical reasons.
The lady's bicycle is similar in every respect to the gentleman's, except in the
method of connecting the handle-bar with the hinged frame. In making this
connection it is necessary to follow, more or less accurately, the lines of the
"drop" frame, and I therefore provide two rods q and q hinged together at q2 and
there connected with a swinging link q3 pivoted to the main frame, the said rods
being connected at the lower terminal with the upper link f¹ of the knuckle and
at the upper terminal with the ball and socket in the handle-bar. Obviously the
same results are here obtained as above described in connection with the gentleman's
bicycle.
I will now refer to features adaptable generally to all kinds of bicycles, taking
up first a novel form of crank-axle. Instead of the ordinary single shaft and
independent detachable cranks, I provide crank-arms s which have shaft-sections s'
formed integrally with them. The said shaft-sections project in opposite directions
from the respective crauk-arms and are constructed to telescope with each other
and to readily screw together in their telescoped position to form a single rigid
shaft having the crank-arms at its opposite ends. The shaft-sections are of tubular
form and the engaging surfaces thereof are of reversely conical form for
permitting the same to be drawn tightly together in the telescoping action.
Otherwise stated, the male shaft-section tapers from the crank-arm to the end of
the crank-section on its external surface, and the female crank-section tapers from
the crank-arm to the end of the crank-section on its interior surface. The male
shaft-section is provided with an internal screw-thread at its smaller end, with
which engages a headed screw s, the head of which presses against the crank-arm
of the female shaft-section and serves to draw the said shaft-sections tightly

page_text: together in their telescoped position. The drawing action of the screw would
probably be sufficient, of itself, to lock the shaft-sections from turning on each other
under pedalling action, but to ensure a positive lock without drawing the shaft-
sections s too tightly together, I provide a key on one of the shaft-sections,
which engages with a key-seat on the other section. This construction of crank-
axle overcomes in a very simple way the difficulties hitherto experienced with
detachable crank-arms and at the same time offers a construction of greater
strength and rigidity than any hitherto obtained for the crank-shaft and arm.
With this construction it is of course impossible for the cranks to slip. The
cone-adjusters will work outward against the adjacent crank-arm to unlock or
start apart the shaft-sections s¹.
Referring now to Figure 7, wherein the hub of the rear wheel is shown, the
sprocket-wheel t has screw-threaded engagement with the right-hand end of the
hub-shell t¹ and is held in place by a combined cap and outside cone-bearing t²,
which also has screw-threaded engagement with the end of the hub-shell t¹. The
left-hand end of the hub-shell is provided with a shoulder t3 and is screw-threaded
internally both inwardly and outwardly of the said shoulder. A cone-adjuster t,
which serves also as a hub-end or cap, works as a nut in the internal thread of the
hub-shell inward of the shoulder t³. An annular jamb-nut works in the
internal thread of the hub-shell outward of the cone-adjuster and serves to
lock the cone-adjuster wherever set. The inside cones t are brazed fast to the
axle t in the proper positions thereon. The said axle is made of tubing with walls
of proper thickness to permit the ends of the stem to be turned down and leaves
shoulders against which the inside cones are firs: et up before they are brazed
fast to the axle. The cone-adjuster t is a hub of p. per shape for manipulation by
an ordinary wrench. With this construction of whee. hearing, it is obvious that the
movable or outside cones 2 and will both be si Itaneously adjusted on t'.
The hub-shell t' being fast to the cone t2, it is obvious th t. when the cone-adjuster t
is turned, both of the movable cones will be drawn inwa toward the centre and
will force the balls against the fixed cones. This struction permits the
hub-shell to be a plain cylinder and in general cheapens ne construction of the
bearing. The axle t' extends outward at both ends beyond e hub of the wheel,
for supporting the frame in the usual way and affording aounting step at the
left-hand end. At the proper points the projecting parts of the axle are screw-
threaded to receive jamb-nuts which clamp between them the brackets
supporting the rear forks of the frame and the chain-adjuster w These chain-
adjusters consist of plates, shown in side views in Figures 1 and 8. having eccentric
slots therein and pivoted to the fork brackets at u. The wheel-axle passes
through the cam-slots and it is obvious that the axle may be thrown rearward by
forcing the chain-adjusters downward on their pivots, and vice versa, thereby
tightening or loosening the chain.
The hub and bearing have been described and shown as applied to the rear or
driving wheel, but such description will also suffice for the front wheel inasmuch
as the hub-bearing is essentially the same in both cases.
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. In a bicycle, a crank-shaft consisting of two sections of substantially the
same length, one of which is tubular and encloses the other, in combination with
two crank-arms connected respectively with the said sections, substantially as
described.
2. In a bicycle, a crank-shaft consisting of two sections of substantially the
same length, one of which is tubular and encloses the other substantially from enl
to end, in combination with two crank-armis connected respectively with the said
sections, substantially as described.

page_text: 3. In a bicycle, a crank-shaft consisting of two sections of substantially the
same length, one of which is tubular with its interior surface conical from end to
end and the other of which is conical from end to end exteriorly, the tubular
section enclosing the other section substantially from end to end, in combination
with cranks connected with the two sections of the shaft, means of drawing the
two conical surfaces together and means for separating them, substantially as
described.
4. The combination, with an axle, hub and balls, of inside cones fixed to the
axle, and outside cones carried by the hub, at least one of which is in the form of
a nut having screw-threaded engagement with the hub for adjusting the cones,
substantially as described.
5. The combination, with an axle, hub and balls, of inside cones fixed to the
axle, and outside cones in the form of nuts loose on the axle, and having screw-
threaded engagement with the ends of the hub, and serving as both movable cones
and hub-caps, substantially as described.
6. In a bicycle, the chain-adjuster, in the form of a slotted eccentric cam,
adapted to be pivoted to the fork-end with the slot of the cam engaged by the
wheel-axle, substantially as described.
7. In a bicycle, the combination, with the wheels and the main or rigid frame,
of a subsidiary frame carrying the crank-shaft and the seat-support elastically
supported from the main frame, a handle-bar pivoted to the fork-stem and a direct
connection from the upper end of the subsidiary frame to the handle-bar for moving
the handle-bar in unison with the crank-shaft and seat-support, in the cushioning
action, substantially as described.
8. In a bicycle, the combination, with a main or rigid frame, of a subsidiary
frame carrying the crank-shaft-hanger and the seat-support, and means for
elastically supporting the subsidiary frame from the main frame or rendering the
same rigid therewith, at will, substantially as described.
9. In a bicycle, the combination, of a main rigid frame, a supplemental frame
hinged thereto with a spring interposed between them, said supplemental fraine
carrying the seat and crank-hanger, a pivoted handle-bar, and a direct connection
between the handle-bar and the supplemental frame at a point adjacent to the
seat.
10. In a bicycle, the combination of a main rigid frame of "diamond" shape, a
supplemental frame of L-shape carrying a crank-hanger at the angle, a seat at the
top and pivoted to the main frame at the third extremity, a spring attached to
the main frame and sustaining the supplemental frame, a pivoted handle-bar, and
a direct connection between the handle-bar and the upper end of the supplemental
frame.
11. In a bicycle, the combination of the steering stem, a fixture pivotally con-
nected with the upper end thereof, a handle-bar carried by said fixture, and means
for locking the fixture rigidly to the stem.
12. In a bicycle, the combination of a main rigid frame of "diamond shape, a
supplemental frame carrying the crank-hanger and seat and hinged to the main
frame, a spring drum mounted on an axle across the upper rear fork of the
main frame, and a cord or ribbon extending from said drum to the supplemental
frame.
13. An adjustable saddle-support for cycles, consisting of a post having a cross-
head provided with two lateral grooves extending from end to end, in combination
with a clamp sustaining the saddle, engaging with said grooves and adapted to slide
from end to end therein.
14. In a bicycle, the combination of a "drop" main frame, a supplemental
frame hinged thereto, a pivoted handle-bar and a connection extending from the
handle-bar to the hinged frame and following the lines of the "drop" frame, said
construction consisting of two or more rods pivoted together and to a swinging
link attached to the main frame.

page_text: 15. The improved bicycle constructed substantially as described with reference
to either of the forms or modifications shown in the accompanying drawings, for
the purposes above specified.
Dated the 2nd day of June 1896.
D. YOUNG & Co.,
11 & 12 Southampton Buildings, London, W.C.,
Agents for the Applicant.