Improvements in Velocipedes and other Light Vehicles for Common Roads.
Year: 1894

page_text: Date of Application, 5th: Dec., 1894
Complete Specification Left, 5th Oct., 1895-Accepted, 30th Nov., 1895
PROVISIONAL SPECIFICATION.
Improvements in Velocipedes and other Light Vehicles for Common
Roads.
I, NICOLAS DUVAL-PIHET, of 8, Rue Neuve Popincourt, Paris, in the Republic
of France, Builder, do hereby declare the nature of this invention to be as
follows: :-
My invention relates to the means of supporting or suspending the frames or
bodies of velocipedes and other light vehicles on the axes or axles of their wheels
whereby the shocks and vibrations are prevented from being transmitted to the
rider or are at least reduced and deadened to a very large extent.
In carrying out my invention I provide for each wheel an arrangement of spring-
support comprising three principal parts, namely, a suspension rod or kind of
vertical piston resting on the axle of the wheel, a socket or cylinder fixed to the
frame and in which the suspension rod can move and a spring which bears upon
the suspension rod and upon the socket or cylinder. In combination with this
spring I can employ a second spring serving to wholly or partially counterbalance
the weight of the rider. The said springs in conjunction with the parts of the
frame of the bicycle or other vehicle which they support and also with the axles of
the wheels form a combination of parts all of which are not only correlative with
one another but constitute a perfectly elastic system which ensures the movement
of the frame being absolutely vertical without vacillating on either side, the said
movements being in every way similar with regard to extent and extreme softness
to those of the frames of pneumatic bicycles.
On the axle of the wheel are fixed at each side of the hub the vertical suspension
rods, each provided at their lower end with a recess which receives the axle of the
wheel, and with a strengthened cylindrical part which constitutes at the base of the
rod a shoulder on which the spring bears and it serves at the same time as a guide
by sliding with slight friction in the socket or cylinder made integral with a
supporting bracket. The cylinder is closed at the top by a screw-threaded stopper
through the centre of which passes the rod for which it forms a guide. This
stopper constitutes the second bearing for the spring which is coiled around the
rod; it is moreover employed for regulating the tension of the spring as herein-
after described. A threaded ring the lower face of which rests upon the edge of
the cylinder is screwed over the stopper and prevents it becoming unscrewed.
Over the threaded end of the rod is screwed a nut which limits its downward
movement.
Instead of spiral springs I can make use of Belleville springs, a column of
india-rubber washers, two or more columns of superposed flat springs, flat springs
spirally wound, etc.
I can dispense with the screw-threaded stopper which closes the cylinder and
form a hole in the end of this cylinder to give passage to the rod over the screw-
thread of which is screwed the nut secured, after adjustment, by means of a pin.
Instead of causing the suspension rod to slide directly in the guiding socket or
cylinder, I fix a tube on this rod by means of a pin; the tube and the rod are
prevented from turning in their guide either by forming the rod with two flat
portions and giving to the hole in the end of the cylinder through which the rod

page_text: passes a corresponding section, or by providing the tube with a lug, or with a
longitudinal projection adapted to slide in a longitudinal groove in the cylinder.
In order to prevent the noise which might be caused by the nut striking upon or
against the end of the cylinder when the vehicle is travelling, I interpose between
the nut and the said end a washer of leather or india-rubber which deadens the
shock; or I interpose leather or india-rubber washers between the spring and its
bearing surfaces.
The tension of the spring can be regulated according to the weight of the rider.
To this end upon the locking ring is engraved a scale the first division of which
corresponds to the position that the index, with which the stopper is provided,
ought to take opposite thereto, so that the spring shall be placed at a minimum
tension. By turning the stopper in the proper direction to the extent of one
division, the tension of the spring is increased to a given extent. In this manner
it is easy to compress the spring so as to exactly produce a certain tension according
to the weight of the cyclist.
Instead of a single spring at each side of the hubs of the wheels I sometimes
employ two reciprocal metal or other springs arranged and combined in the manner
hereinafter described.
Whatever may be the construction adopted, the springs which are opposed to one
another are arranged in two cylinders which have their axes in line with one another.
The upper spring effects the suspension whilst the lower spring equilibrates the
whole or part of the weight of the cyclist. One of the springs may act by
extension and the other by compression.
The spring and counter-spring can, if required, be arranged in one and the same
cylinder or sheath placed above the axle of the wheels, using as a fixed support
for both the springs a shoulder or partition in the said cylinder or sheath.
The upper spring may consist of an india-rubber cone provided with a central
hole for the passage of the suspension rod.
Or the springs, instead of being of metal or other solid material, may consist of
cushions of compressed air or gas.
1 can also combine in one arrangement a spring of metal or india-rubber with a
cushion of air or gas.
In order to ensure the proper working of my suspension arrangement the cylinder
or cylinders containing the spring or springs is or are formed integral with the
part which connects the forks of the frame of the bicycle. Each of the branches
of the horizontal fork of the frame in order that it may be firmly fixed to the
corresponding connecting piece or bracket is strengthened at its rear end by a tube
brazed thereon. The combined supporting bracket and connecting piece is adjusted
upon the tube or strengthening piece by means of a cylindrical portion split
longitudinally and formed with it; it is held in place by screwing up a bolt. The
strengthening piece is threaded on its end nearest the cylinder and spring or
cylinders and springs and over this thread is screwed a nut held in position by a pin
which does not, however, prevent it from turning. The rotation of the nut in oue
direction or the other therefore allows of tightening or slackening the endless chain
which transmits the movement of the pedals to the axle of the driving wheel (on
which axle rests the suspension rod).
The end of each of the branches of the upright fork is traversed by a bolt by
means of which it can be fixed in the required position, in a horizontal slot in the
bracket, so that after having brought the bracket into the required position by
operating the nut it is only necessary to tighten the bolts in order to fix the said
bracket in place. The slot being horizontal, the pressure of the fork is approxi-
mately normal upon the bearing surface so that the rigidity of the frame is
perfect.
The strengthening piece on the end of each of the branches of the fork may be
screw-threaded towards the front and a nut be screwed over the thread and take
its bearing upon the bracket to adjust the tension of the chain. Notches are made
in the nut to receive a key for tightening the nut.

page_text: Or the tension of the chain can be effected by the rotation of a pinion fixed
upon one of the bolts and which operates a rack cut upon the strengthening
plece.
The same result can be arrived at by means of a worm turned by operating a
knob or button and engaging in rack teeth on the strengthening piece.
Another arrangement consists of a longitudinal slot in the tube and its
strengthening piece and a bolt passing through the said slot, the screwing up of
which bolt will secure the bracket in the required position.
Or the bracket can be made in two parts connected by tightening up flange
joints arranged parallel to the axis of the tube and on each side of the said
tube.
Dated this 5th love of December 1201
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.
Improvements in Velocipedes and other Light Vehicles for Common
Roads.
I, NICOLAS DUVAL-PIHET, of 8, Rue Neuve Popincourt, Paris in the Republic
of France, Builder 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 :-
My invention relates to a suspension device for velocipedes and other light
vehicles, such as baby-carriages, perambulators and the like, by the medium of
which the axes or main shafts of the wheels support the frame of the velocipede
or the bearing of the vehicle, without transmission of shocks or vibrations, or at
least so as to lessen and deaden the same to a very large extent.
My suspension device which is more particularly applicable to bicycles and
other velocipedes has moreover the advantage of offering a great stability and
permitting of a reliable and easy adjustment of the power of the springs used,
and of the tension of the chain which transmits the action of the pedals to the
driving wheel.
The application of the invention to any of the various known kinds of bicycles
does not present any difficulty.
In the accompanying drawings I have represented as a whole as well as in detail,-
several constructional forms of my device, applied with single or double springs to a
bicycle.
Each of the two identical devices which, for each wheel, constitute my system of
suspension, comprises three principal parts: A suspension rod or kind of vertical
piston, resting upon the axis of the wheel; a socket or cylinder firmly fixed to the
frame and in which the suspension rod can move; a spring, which is respectively
supported upon the suspension rod and upon the socket or cylinder. This spring
may be opposed by a second spring serving to equipoise the whole or a part of the
weight of the cyclist.
The combination of the suspension springs between each other and with the
parts of the frame of the bicycle which they support, and also with the axis of the
wheels, forms one whole, all parts of which are not only in co-relation to one
another but constitute a perfectly elastic mechanism which insures to the frame
displacements of an absolute rectitude, without vacillations from one side or the
other, which displacements are perfectly assimilable,-as regards the amplitude and
the extreme smoothness,-to those of the frames of pneumatic cycles.
In the drawings
Figures 1 and 2 are respectively a sectional side elevation and a front view of

page_text: TC One Single spring
upon the driving wheel.
the suspeLSION OF the frame
Figure 3 is a sectional elevation of an analogous device for the suspension of
the frame upon the steering wheel.
Figures 4, 5 and 6 indicate modifications of the suspension spring.
Figure 7 represents a sectional side elevation and detail views of another
constructional form of the device for the suspension of the frame upon the driving
wheel.
Figure 8 represents the corresponding device for the suspension upon the steering
wheel.
Figures 9, 10 and 10ª are modifications of the construction shown in Figure 7.
Figures 11 to 17 represent modifications of the application of the suspension
device with double spring, to the driving wheel as well as to the steering wheel.
Figure 18 illustrates in rear elevation partly in section, the way in which the
two identical devices with double springs are arranged on the right and left of
the wheel, are coupled together, combined and firmly fixed to the axis of the wheel
and the frame.
Figures 19 to 22 represent modifications, in which the springs are formed by
compressed air or gas buffers.
Similar letters of reference indicate corresponding parts in all the figures of the
drawings.
Upon the axis of the wheel Figures 1 and 2 are fixed, at each side of the nave d,
the vertical suspension rods a, each provided at its lower extremity, with a cavity
Figure 1 in which the axis of the wheel is fitted, and with a reinforced cylindrical
portion a; this portion a² constitutes at the base of the rod a a shoulder upon
which the springe is supported, and the said cylindrical portion serves at the same
time as a guide, which slides under slight friction in the hollow cylinder b constructed
in one piece with the support. The cylinder is closed at the top by a screw
threaded stopper 3, through the centre of which the rod a, passes and to which rod
the said stopper serves as a guide. This stopper constitutes the second support of
the spring wound around the rod b; the same is moreover employed for
adjusting the tension of the spring e, as will be hereinafter referred to. A screw
threaded ring 3, the lower face of which rests upon the edge of the cylinder b, is
screwed upon the stopper and prevents it from becoming loose. Upon the screw
threaded extremity of the rod à a nut a³ is screwed which limits the downward
movement thereof.
From the preceding it follows that every vibrating effect arising from unevenness
of the ground travelled over by the wheel, is deadened by the action of the
springs c; so that the structure or frame of the machine, resting to the right and
left of the wheel upon a similar device, does not receive any perceptible concussions
or shocks. By applying this suspension device in combination, be it with an
clastic tyre, pneumatic or not, or with a deformable felly, an absolute suppression
of the vibrations will be obtained and thus obviate the only inconveniences,
attending the use of velocipedes.
In place of spiral springs I may use "Belleville" springs c Figure 4; a column
of indiarubber washers e Figure 10A; two or more columns of springs consisting of
superposed blades Figure 5; spirally wound flat springs Figure 6; or the like.
Instead of having the suspension rod a sliding directly in the guide socket b,
1 may, as is indicated in Figures 7, 8, 9, 10, 104, fix by means of a pin a upon this
rod a tube a; the tube a' and the rod a are prevented from turning in their guide b
either by providing the rod a with two flat projections a Figures 9, 10, 10ª, 11, 12
and 18 and by giving to the passage hole for the rod in the bottom of the
cylinder a corresponding section see b' in the plan view of Figure 9 or by
providing the tube a with a claw or with a longitudinal projection a', capable of
sliding in a longitudinal groove 68 of the cylinder & Figures 7 and 8.
I may dispense with the screw threaded stopper which closes the cylinder b, and
construct this cylinder with an end, through which I form a central hole affording

page_text: a passage to the rod a, and upon the screw thread of which a screw nut a³ is fitted,
and secured in its position, after adjustment, by means of a pin a Figures 7, 8, 9,
10 and 10ª.
In order to prevent the noise which might be caused by the screw nut a³ striking
upon or against the end of the cylinder b when the suspension device operates,
insert between the ring 68 and this end a washer i of leather or indiarubber, which
deadens the shock Figures 7 and 10; or 1 may insert between the spring and its
supporting surfaces washers k of leather or indiarubber Figures 9 to 12.
The tension of the spring c Figures 1 and 2 is regulated according to the weight
of the cyclist. For this purpose, upon the ring 63 graduations are provided the
first division of which corresponds to the position which, a mark on the stopper 62
must occupy in order that the spring be contracted to a minimum, for example
25 kilogrammes. By turning the stopper 62 in a suitable direction through one
division, the tension of the spring is increased to a determined quantity, for instance
5 kilogrammes. In this manner it is easy to compress the spring c exactly so as to
produce a given tension, variable according to the weight of the cyclist.
For the single spring suspension for each of the devices such as have been
described with reference to Figures 1 to 10A, I prefer to substitute the suspension
device having two reciprocal springs, of metal or other material, arranged and
combined as hereinafter described and represented in Figures 11 to 22.
Whatever may be the construction adopted, the springs cc' Figures 11 to 18,
opposite one another, are arranged in two cylinders b, b which have their axes in
line with one another. The upper spring c produces the suspending action, whilst
the lower one c' equilibrates the whole or a part of the weight of the cyclist. One
of the springs is enabled to act by extension and the other by compression or
vice versa.
In the device shown in Figure 11, which represents the double suspension spring
for the driving wheel, the two cylinders bb form one part with the uniting
piece b. In order to permit of the introduction of the rod a, one of the ends of
the cylinders is replaced by a screw threaded stopper; the reciprocal action
of the two springs cc upon the axis of the wheel and upon the frame can be
regulated at will by suitably proportioning the force of the springs or by causing
this force to vary by the aid of any appropriate regulating mechanism.
Figure 12 indicates a construction in which the uniting piece b¹ consists of two
parts in order to allow of fixing the suspension device proper in its place, as
bereinafter referred to.
Figure 13 represents the application of the double suspension of the frame to
the front wheel.
Figure 14 is a modification for the driving wheel, in which the two springs c c¹
work by compression, whilst in the devices shown in Figures 11, 12 and 13 the
upper spring c works by compression and the lower one by extension.
The springs and the countersprings c¹ may be metallic or of any other
suitable elastic material and act either by compression or by extension.
In the devices shown in Figures 16 and 17, the suspension spring c and the
counter spring c are arranged in one and the same sheath, placed above the axis
of the wheels, while as a fixed support for the spring c and the counter spring c
one and the same shoulder or partition at of this sheath or cylinder is used.
In Figure 16, the upper spring is formed by an india-rubber cone c¹ provided
with a central hole for the passage of the rod a. The dotted lines indicate the
form of the cone before its compression, the full lines indicate the spring when
compressed almost to its maximum.
In Figure 15, & designate sheaths, forming prolongations of the stoppers of the
upper and lower cylinders bb, in order to serve as guides for the springs e c¹ and
to avoid the friction against the rod a.
In Figures 16 and 17, the fixed support of the counter-spring c¹ is formed by
the partition wall a of the cylinder, whilst its upper extremity acts upon a

page_text: washer aº, screwed upon the extremity of the rod a.
contributes to the guiding of the rod a in the cylinder b.
This washer moreover
In the devices shown in Figures 19 to 22 the springs, instead of being of metal
or of other solid elastic material, are formed by air- or compressed gas buffers.
Whatever may be the construction which 1 give to the air or gas springs, in 5
relation to the axis of the wheel, the general construction of the apparatus-as
compared with that of the corresponding metal spring or other arrangement-only
involves such modifications as are necessitated by the substitutions of compressible-
fluid buffers for springs. The whole of the suspension device forms always, in
combination with the parts of the wheel and of the frame to which the same is
connected, a perfectly elastic system, offering likewise the advantages and the
qualities which I have herein before explained.
Figure 19 represents a double-suspension device, with air or gas springs,
comprising hermetically closed cylinders bb, in which act pistons, connected by
the part a, which latter is at a' carried by the axis of the wheel. The hollow
spaces are closed by bottoms the tightness of which is obtained by means of
the piston packings q, of beaten out leathers and of the washers interposed
between the cylinders and their bottoms. The stop-valves p facilitate the charging
of the cylinders with compressed air or gas; the result of the reciprocal action of
the air cushion is identical to that which I obtain with my double suspension having
metal or other springs.
In the device shown in Figure 20, the gas of each buffer is contained in a
pneumatic pocket y y' of suitable extensible material; so that the packings of
Figure 19 may be dispensed with.
Figure 21 indicates a modification of the double suspension device, in which the
two hollow spaces' communicate with each other by a vertical channel 22
provided in a rib ", and where the difference of pressure upon the pistons results
from their difference of diameter, whilst in the devices shown in Figures 19 and 20
the same results from the difference of tension of the fluid in the two gas
chambers.
Figure 22 indicates a device in which the two coupled pistons are located in a
single cylinder b. This cylinder is divided by a partition wall a into two com-
partments and ¹, of different, diameters. The space comprised between the two
pistons is charged with compressed air or gas through the valve p arranged
laterally. During the operation of the suspension device, the air, owing to the
difference of the diameters of the pistons, acts again as if springs of different and
predetermined forces were arranged beneath these pistons.
In all of the devices herein before described the metal or other springs may be
replaced by compressible fluid buffers.
I may also combine in one and the same suspension device a metal—or india-
rubber spring with an air or gas buffer.
In order to secure the good function of the suspension device, the cylinder or
cylinders containing the spring or springs form an integral part with the uniting
piece of the forks of the cycle frame. Referring to Figure 1, each of the branches e
of the horizontal fork of the frame, is, in order to be rigidly connected to the
corresponding uniting piece b', reinforced at its rear extremity by a soldered tube e¹.
The supporting and connecting or uniting piece is adjusted upon the tube or
reinforcement e¹ by means of a cylindrical part slotted longitudinally and forming
an integral part therewith; the same is maintained in place by a bolt. The
reinforcement e' is screw threaded upon the one extremity which is adjacent to the
suspension device, and upon this screw thread a nut is screwed which nut is held
in place by a pin gl without preventing the same from turning. The rotation of
the nut y in one or the other direction thus permits of stretching or releasing the
endless chain which transmits the movement of the pedals to the axis of the
driving wheel, upon which axis rests the suspension rod a. The extremity of each
of the branches of the ascending fork is traversed by a bolt by means of which

page_text: the same may be fixed in the desired position, in a horizontal slot of the
support ; so that after having brought this piece b¹ into the required position hy
means of the nut g, it is sufficient to fasten the bolts and h¹ in order to permanently
fix the said uniting piece b.
As the slot or guide 65 is horizontal, the pressure of the fork is approximately
normal upon the supporting surface; so that the rigidity of the frame is perfect.
Figure 3 shows the application of my device for the suspension of the frame to
the front wheel. The cylinder is integral with the branch of the fork 6°. The
construction of the vertical suspension rod and of its accessories is the same as
that hereinbefore described. The uniting piece & Figure 1 is not necessary.
In Figure 7 the reinforcement el of the extremity of each of the branches e of
the fork, is screw threaded toward the front and a screw nut is screwed upon the
thread while taking its point of support on the uniting piece in order to effect
the desired tension of the chain. At I have represented notches for the
application of the key for turning the nut.
In Figure 9 the tension of the chain is obtained by the rotation of a pinion m¹
fixed upon the connecting pin fand which actuates a rack m having its teeth cut
into the reinforcement e¹.
Figure 10 indicates a constructional form in which the same result is obtained
by means of an endless screw n with manipulating knob n' and of a toothed rack
provided on the reinforcement e¹.
Figure 11 indicates another device which consists in cutting a longitudinal
slot into the tube e and its reinforcement e¹ and in passing through this slot a
bolt o, the binding pressure of which will hold the connecting piece in the desired
position.
Finally Figure 12 illustrates a constructional form in which the piece b' is formed
by two parts connected by the binding pressure of bridle couplings arranged
parallel to the axis of the tube e and on each side of this tube.
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 suspension device for velocipedes and light vehicles, constituted by two
identical spring devices interposed between the frame and the axis of the driving
wheel, and by two spring devices likewise identical to each other interposed
between the frame and the axis of the steering wheel, these different spring devices
being connected in a suitable manner with the parts of the frame or of the bearing
of the vehicle and with the axes of the wheels, in such a manner that a great
rigidity of the connections is imparted and consequently a rectitude of the
displacements, preventing any vacillation, is secured.
2. In a suspension device, such as described in the first claim, a uniting piece
interposed between the frame and the axis of the driving wheel, forming at one
side a single or double cylinder, and receiving at the other side one of the branches
of the fork of the frame which carries the axis of the pedal, so as to permit the
adjustment of this axis by means of suitable adjusting mechanisms.
3. In a suspension device of the kind described in the first claim, an elastic
mechanism located in the cylinder or cylinders formed by the uniting piece placed
between the frame and the axis of the driving wheel, this elastic mechanism
comprising one or two springs of elastic material or one or two air or gas buffers.
4. In a suspension device of the kind described in the first claim, a suspension
rod resting upon the axis of the driving wheel and provided with one or two
pistons sliding in the cylinders of the uniting piece and acting upon the elastic
mechanisms located in these cylinders.
5. In a suspension device for light vehicles, according to the first claim, a special
arrangement of each of the branches of the guide fork, these branches forming
each one or two cylinders at their extremity adjacent to the axis of the wheel.
6. In a suspension device for light vehicles, according to first claim, an elastic

page_text: mechanism located in the cylinder or cylinders formed by the extremity of each of
the branches of the guide fork, this mechanism comprising one or two springs of
elastic material or one or two air or gas buffers.
7. In a suspension device for light vehicles, according to the first claim, a
suspension rod resting upon the axis of the guide wheel and provided with one or
two pistons sliding in the cylinders firmly connected to the guide fork and acting
upon the elastic mechanisms located in these cylinders.
Dated this 5th day of October 1895
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.