Improvements in the Construction of Bicycles and other Velocipedes.
Year: 1894

page_text: Date of Application, 1st Jan., 1894
Complete Specification Left, 1st Nov., 1894-Accepted, 22nd Dec., 1894
Improvements in the Construction of Bicycles and other
Velocipedes.
We, WILLIAM BORTHWICK SMITH, Engineer, and WILLIAM HENRY
STARLEY, Mechanician, both of 139, Cannon Street, in the City of London, do
hereby declare the nature of this invention to be as follows:-
Our present invention relates to improvements in the construction of bicycles and
other velocipedes, and it has for its objects novel methods of construction and
arrangement of the parts of such velocipedes, so that they are easily made, repaired,
and kept in order, are durable, and effective in use, and afford great convenience
and comfort to their riders.
The first part of our invention relates to the frames of velocipedes, and consists
of a novel method of forming such frames so that great elasticity is obtained with
corresponding comfort and freedom from shock or vibration to the rider especially
when travelling over rough ground.
For this purpose, assuming that our invention is to be applied to what is well-
known as a safety rear-driving bicycle, we make the frame somewhat in the usual
manner, that is to say the front or steering wheel is carried in a fork provided with
a steering bar or handle and turning in a more or less vertical socket at the front
end of the backbone of the frame of the machine, the back end of which is provided
with a fork in which the rear or driving wheel runs.
The pedal axle is carried in the usual way in brackets, upon the front end of
bars or frames one of which is arranged upon each side of the driving wheel, their
back ends turning upon centres preferably concentric with the axle of the wheel.
Upon these back ends of the frames or bars are also fixed or formed bars or frames
extending upward and forward, and the upper ends of these bars or frames are
connected with the forward ends of those carrying the pedal axle by one or more
bars curved so as to be concentric with the driving wheel and passing through
guides in or upon the backbone or fork near the outer circumference of the wheel,
the lower bars, the upper bars, and the side bars connecting them, forming therefore
a solid frame, which can turn round the centre of the axle of the driving wheel as
already described. The upper end of the curved bar is carried back and is fitted
with an adjustable saddle of the usual kind.
The ends of the backbone fork are prolonged backward beyond the axle of the
wheel for a sufficient distance, and the ends of the upper side bars or frames are
also prolonged downward and backward, and are curved so as to be brought
opposite, (in end view) to the projecting ends of the backbone fork just described,
and between these respective projecting ends is arranged, upon each side of the
wheel, a sufficiently strong spring of steel, india rubber, or other suitable elastic
material, the tendency of which is to separate the projecting ends of the bars
described, and consequently to keep the saddle raised. When however the rider
is in his place his weight depresses the saddle somewhat, compressing the springs
between the projecting ends of the bars, which therefore provide an elastic con-
nection between the rider and the machine, and absorb and neutralize any jars,
shocks, or vibrations experienced in riding over rough roads.
The arrangement described may be modified more
or less. For instance
instead of compressible springs being used as described, helical or other extensible
springs may be used, arranged so that the weight of the rider causes them to be

page_text: extended instead of compressed, the parts of the frame being suitably arranged for
the purpose, the springs for example being adjusted between the extensions back-
ward of the fork, and prolongations up and backward of the lower bars which carry
the pedal axle. Or, one or more springs may be arranged between the upper end
of the curved bar, and the guide through which it passes, such springs being
compressed by the weight of the rider, our intention in all cases being to interpose
an elastic connection between the saddle bar and the backbone or backfork of the
machine.
Where our invention is to be applied to velocipedes used by ladies, it is preferable
to curve the backbone down from its front or socket end, its rear part and fork being
horizontal or nearly so, and space is thus conveniently provided for the rider's dress.
Moveable attachable tie rods may be used when required, extending on each side
from the front socket of the backbone, to the back ends or centres of the fork in
which the back or driving wheel works.
In order to connect the wire spokes to the rims of bicycles and other velocipedes,
we use the following novel method of arrangement. We make the outer end of
the wire spoke in the form of a hook projecting at right angles to the plane of
the wheel, and we pass the spoke through a hole in the metal rim, the end of the
hook passing out through another adjoining hole, so that not only is the spoke very
strongly and durably attached to the rim, but the projecting ends of the hooks form
catches round the inner sides of the rim or tyre, to which the wire or other
fastenings of the ordinary cover tyre used in pneumatic tyres can be conveniently
attached. Instead of two holes through the rim for each spoke, a single hole or
slot may be used, a wire or rod being fitted round the outside of the rim, round
which the hooks upon the ends of the spokes pass and are held.
Where what are known as pneumatic tyres are used for wheels, having a
covering or protecting tyre or casing fitted over them, it is sometimes usual to
form a hollow longitudinal channel or passage in the edges of such covering tyre,
such channel receiving a wire or rod the ends of which can be fixed after having
been drawn together with sufficient force. We make such wire with a sufficient
number of small eyes or rings formed upon it at a sufficient distance apart by
bending or twisting the wire, and the extreme ends of the wires may be bent
into the shape of hooks or eyes. When such a wire as that just described is
fitted into the channel or passage in the edge of the covering tyre, then by drawing
the ends together with sufficient force the covering tyre is contracted and firmly
fixed in its position and the ends of the wire can be securely attached by passing
the projecting eyes described through corresponding holes or slots in the metal
rim, or by hooking hooked or eyed end or ends of the wire round the most
conveniently situated projecting rings.
A very simple and effective fastening is thus obtained.
Or, in another method of securing the covering or protecting tyre, we form
the opposite longitudinal edges of the latter with teeth or serrations of sufficient
depth completely round the tyre, hooks or loops being attached to the edges at
the points of the teeth.
If the rim of the wheel is formed of wood as is now sometimes the case, we
fit and fix round its hollow outside a ring or plate of metal, either flat or some-
what concave outside in transverse section, and having serrated edges or notches
along both edges, corresponding with those on the edges of the covering tyre
already described. When it is required to fix the latter (before the pneumatic
tyre is fully inflated) the hooks upon one edge of the covering are inserted into
the notches upon the opposite edge of the metal ring, and the hooks upon the
other edge of the covering are similarly inserted into the notches upon the other
edge of the ring, the alternate hooks and serrations upon the edges of the
covering tyre therefore crossing each other. The ends of the spokes may be
rivetted or otherwise fixed in the metal ring. Where a metal rim is used, the
hooks described may be inserted into suitable holes made through such metal
rim. Or a separate metal ring such as that first described may be fixed round

page_text: the metal rim, to receive the hooks in its serrated edges. Or a wire or bar
either straight or bent so as to have lateral notches or recesses at suitable
distances apart, may be fitted and fixed in and round the wheel rim (whether of
wood or iron) the hooks being fitted over the wire or into the notches or recesses
formed as described. The ends of the wire described may either be hooked into
each other or one or both ends may be hooked into or through the rim of the
wheel, or one or both ends may be tightened by means of a screw swivel.
The ends of the spokes may also be passed round this wire or bar.
Where what are known as elastic cushion tyres are to be used for velocipede
wheels, instead of pneumatic tyres, we make the metal rim of the wheel in the
shape in cross section of two grooves or channels arranged side by side, and each
forming somewhat more than a semi-circle of suitable diameter. We then take a
hollow ring or tyre, of india rubber or other suitable sufficiently elastic material,
and of the required diameter and thickness, and we flatten the two sides of the
tube together, and then fold the flattened tube longitudinally along its centre,
inserting into the fold a core of steel, cane, or other suitable material. We then
force the projecting rounded edges of the flattened and folded tube into the two
parallel channels in the metal rim, which they fill and in which they are firmly
held by their elasticity, and by the pressure of the outer turned-in edges of the
channels, or by suitable studs.
In this way a very simple, effective, and durable wheel tyre is obtained, which
may be readily removed and replaced when desired.
In a modified form of the tyre just described, we make it from a longitudinal
strip (instead of a tube) of india rubber or other suitable material. The two edges
of the strip are turned-in and fitted against each other side by side their outer edges
being directed against and held by a curved ring fitted round the outer part of the
tyre, inside the latter. A strong and effective cushion tyre is thus obtained.
In the cushion tyres described, the metal rim may be of a suitable shape, either
as just described or approximately semi-circular in cross section, the inner or central
part being bent so as to form a double flange projecting from the back. The sides
of this double flange do not come in contact, but they may be drawn together by
transverse bolts passed through them, so as to tighten the sides of the rim against
the cushion tyre.
The details of our invention may be varied more or less as may be found advisable,
to suit varying circumstances.
נדנונית
T
2004
Improvements in the Construction of Bicycles and other
Velocipedes.
We, WILLIAM BORTHWICK SMITH, Engineer, and WILLIAM HENRY
STARLEY, Mechanician, both of 139, Cannon Street, in the City of London, 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 and accompanying drawing, that is to say :-
Our present invention relates to improvements in the construction of bicycles and
other velocipedes, and it has for its object novel methods of construction and
arrangement of the parts of such velocipedes, so that they are easily made, repaired,
and kept in order, are durable and effective in use, and afford great comfort and
convenience to their riders.

page_text: The first part of our invention relates to the frames of velocipedes, and consists
of a novel method of forming such frames so that great elasticity is obtained, with
corresponding comfort and freedom from shock or vibration to the riders especially
when travelling over rough ground.
For this purpose, assuming that our invention is to be applied to what is known
as a safety rear-driving bicycle, we make the frame somewhat in the usual manner,
that is to say the front or steering wheel a is carried in a fork provided with a
steering bar or handle c and turning in a more or less vertical socket at the front
end of the backbone d of the frame of the machine, the back end of which is
provided with a fork e in which the rear or driving wheel fruns.
The pedal axle g is carried in the usual way in brackets, upon the front end of
bars or frames h, one of which is arranged upon each side of the driving wheel f,.
their back ends turning upon centres preferably concentric with the axle of the
wheel. Upon these back ends of the frames or bars are also fixed or formed bars
or frames i extending upward and forward, and the upper ends of these bars or
frames are connected with the forward ends of those carrying the pedal axle, by
one or more bars k curved so as to be concentric with the driving wheel ƒ and
passing through guides 7 in or upon the backbone or fork e, near the outer circum-
erence of the wheel f, the lower bars, the upper bars i, and the side bars k
connecting them, forming therefore a solid frame, which can turn round the centre
of the axle of the driving wheel fas already described. The upper end of the
curved bar is carried back and is fitted with an adjustable saddle in of the usual
kind.
The ends of the backbone fork e are prolonged backward at n beyond the axle
of the wheel for a sufficient distance, and the ends of the upper side bars or frames
are also prolonged downward and backward at o, and are curved so as to be brought
opposite (in end view) to the projecting ends of the backbone fork just described,
and between these respective projecting ends is arranged, upon each side of the
wheel, a sufficiently.strong spring p, of steel, indiarubber, or other suitable elastic
material, the tendency of which is to separate the projecting ends n and o of the
bars described, and consequently to keep the saddle m raised. When however, the
rider is in his place his weight depresses the saddle somewhat, compressing the springs p
between the projecting ends of the bars, which therefore provide an elastic con-
nection between the rider and the machine, and absorb and neutralize any jars,
shocks, or vibrations, experienced in riding over rough roads.
The arrangement described may be modified more or less. For instance, instead
of compressible springs being used as described, helical or other extensible springs
may be used, arranged so that the weight of the rider causes them to be extended
instead of compressed, the parts of the frame being suitably arranged for the
purpose, the springs, for example, being adjusted between the extensions backward
of the fork, and the prolongations up and backward of the lower bars which carry
the pedal axle. Or, one or more springs may be arranged between the upper end
of the curved bar, and the guide through which it passes, such springs being com-
pressed by the weight of the rider; our intention in all cases being to interpose an
elastic connection between the saddle bar and the backbone or back fork of the
machine.
Where our invention is to be applied to velocipedes used by ladies, it is preferable
to curve the backbone down from its front or socket end, its rear part and fork
being horizontal or nearly so, and space is thus conveniently provided for the
rider's dress. Moveable attachable tie rods may be used when required, extending
on each side from the front socket of the backbone, to the back ends or centres of
the fork in which the back or driving wheel works. The spring » may be arranged
so as to operate by tension instead of compression, and its position may be varied.
For instance, it may consist of a helical spring fitted round the curved bar k
between the guide 1, and the upper end of the bar i, if in compression, or the other
end of the bar h if in tension.
In order to connect the wire spokes to the rims of bicycles and other velocipedes,

page_text: we use the following novel method of arrangement (as illustrated in transverse
section in Figure 2). We make the outer end of the wire spoke a in the form of a
hook 6 projecting at right angles to the plane of the wheel, and we pass the spoke
through a hole in the metal rim c, and round a sufficiently strong wire d, fitted (in
one or more parts) round the rim, the end of the hook passing out through another
adjoining hole, so that not only is the spoke very strongly and durably attached to
the rim, but the projecting ends of the hooks form catches round the inner sides of
the rim or tyre, to which the wire or other fastenings of the ordinary cover tyre
used in pneumatic tyres can be conveniently attached. Instead of two holes
through the rim for each spoke, a single bole or slot may be used (as illustrated in
Figure 3), the wire or rod d being fitted round the outside of the rim c, round
which the hooks upon the end of the spokes a pass and are held.
In Figure 4 the wire or rod d is shewn lying in a recess in the rim c, and the
spoke a is made double and passed round the wire, its ends passing through either
a single hole or two separate holes, in the rim.
The arrangements described are applicable either to metal or wooden rims.
Where what are known as pneumatic tyres are used for wheels, having a covering
or protecting tyre or casing fitted over them, it is sometimes usual to form a hollow
longitudinal channel or passage in the edges of such covering tyre, such channel
receiving a wire or rod the ends of which can be fixed after having been drawn
together with sufficient force. We make such wire with a sufficient number of
small eyes or rings formed upon it near the ends at a sufficient distance apart by
bending or twisting the wire, and the extreme ends of the wires may be bent into
the shape of hooks or eyes. When such a wire as that just described is fitted into
the channel or passage in the edge of the covering tyre, then by drawing the ends
together with sufficient force the covering tyre is contracted and firmly fixed in its
position, and the ends of the wire can be securely attached by passing the projecting
eyes described through corresponding holes or slots in the metal rim of the wheel,
or by hooking the hooked or eyed end or ends of the wire round the most
conveniently situated of the projecting rings first described.
A very simple and effective fastening is thus obtained.
Or, in another method of securing the covering or protecting tyre, we form the
opposite longitudinal edges of the latter with alternate teeth or serrations of
sufficient depth completely round the tyre those upon one edge being opposite to
the recesses between the teeth upon the other edge, and hooks or loops being
attached to the said edges at the points of the teeth.
If the rim of the wheel is formed of wood, as is now sometimes the case, we fit
and fix round its hollow or concave outside, a ring or plate of metal e, either flat or
somewhat concave outside in transverse section, and having holes f (as illustrated
in Figure 5), or serrated edges or notches (as illustrated in Figure 6) along both
edges, corresponding with those on the edges of the covering tyre already
described. When it is required to fix the latter in the concave side of the rim,
(before the pneumatic tyre is fully inflated), the hooks upon one edge of the
covering are inserted into the holes or notches f upon the opposite edge of the metal
ring, and the alternate hooks upon the other edge of the covering are similarly
inserted into the notches upon the other edge of the ring, the alternate hooks and
serrations upon the edges of the covering tyre therefore crossing each other. The
ends of the spokes may be rivetted or otherwise fixed in the metal ring as shewn
at g. In Figure 7 the edges of the ring or plate e are shewn with double
notches forming projections on which the hooks or loops upon the edge of the
covering tyre may be fixed. Where a metal rim is used, the hooks described may
be inserted into suitable holes made through such metal rim itself. Or, a separate
metal ring such as that first described may be fixed round the concave side of the
rim to receive the hooks upon the covering tyre in its serrated edges. Or, a wire
or bar either straight or bent (as illustrated in different forms in Figures 8, 9,
and 10,) so as to have lateral notches or recesses at suitable distances apart, may
be fitted and fixed in and round the concave side of the wheel rim (whether of

page_text: wood or iron), the hooks being fitted over the wire or into the notches or recesses f
formed as described. The ends of the wire i described, may either be hooked into
each other or one or both ends may be hooked into or through the rim of the wheel,
or one or both ends may be tightened by means of a screw swivel.
The ends of the spokes may also be passed round the wire or bar, as indicated
at g.
Where what are known as elastic cushion tyres are to be used for velocipede
wheels, instead of pneumatic tyres, we make the metal rim of the wheel in the
shape in cross section of two grooves or channels a, a, arranged side by side, (as
illustrated in Figure 11 in cross section), and each forming somewhat more than a
semi-circle of suitable diameter. We then take a hollow ring or tyre b, of india-
rubber or other suitable sufficiently elastic material, and of the required diameter
and thickness, and we flatten the two sides of the tube together, and then fold the
flattened tube longitudinally along its centre, inserting into the fold a core c of
steel, cane, or other suitable material. We then force the projecting rounded
edges of the flattened and folded tube into the two parallel channels a, a', in the
metal rim, which they fill, and in which they are firmly held by their elasticity,
and by the pressure of the outer turned-in edges of the channels or by suitable
studs, (as indicated at d).
In this way a very simple, effective, and durable wheel tyre is obtained, which
may be readily removed and replaced when desired.
In a modified form, (illustrated in Figure 12) of the tyre just described, we
make it from a longitudinal strip 6 (instead of a tube), of india rubber or other
suitable material. The two edges of the strip are turned in and fitted against each
other side by side, their outer edges being directed against and held by a curved
ringe fitted round the outer part of the tyre, inside the latter.
effective cushion tyre is thus obtained.
A strong and
In the cushion tyres described, the metal rim may be of a suitable shape,
either as just described, or approximately semi-circular in cross section, (as
shewn in Figure 12), and formed of sheet metal, the inner or central part being
bent so as to form a double flange at k, projecting from the back. The sides
of this double flange do not come in contact, but they may be drawn together
by transverse bolts (not shewn in the figure,) passed through them, so as to
tighten the sides of the rim against the cushion tyre.
The details of our invention, and the size and proportion of the several parts,
may be varied more or less as may be found advisable, to suit varying
circumstances.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is :-
1. The method of construction in which the pedal axle is carried upon a
frame, i, k, turning upon the centre of the driving wheel ; and guided by a
guide upon the frame of the machine, an elastic spring being so arranged in
relation to the frame e of the machine and the moveable frame hik, that it is
brought into operation by the weight of the rider upon the saddle m, substantially
as described and illustrated in Figure 1.
2. The method of connecting the spokes to the metal or wooden rims of the
wheels of bicycles or other velocipedes, by passing the spoke through a hole in the
rim of the wheel a book at its end passing over a wire round the rim, and out
through another hole, substantially as described, and illustrated in Figure 2.
3. In the method of connecting the spokes to the rim described aud claimed in
Claim 2, the use of a single hole through the rim of the wheel, the hook upon the
spoke passing round a wire fitted round the rim c, substantially as described and
illustrated in Figures 3 and 4.
4. The method of attaching the covering tyre to the rim of a wheel, by forming
its edges with serrated notches having hooks at their extremities, the said hooks

page_text: being engaged with corresponding holes in the rim itself, or in a metal strip fitted
round the said rim, or with notches formed in the edges of such strip, or with
notches or recesses formed by wires or bars suitably bent and fitted round the rim,
substantially as described and illustrated in Figures 5, 6, 7, 8, 9 and 10.
5. The elastic cushion tyre, fitting into a rim having double channels a, a', into
which are forced the folded edges of a flexible elastic tube b, the sides of which are
first flattened together, and then bent round a core c, substantially as described and
illustrated in Figure 11.
6. The elastic cushion tyre, fitting into a rim, having double channels a, a, and
consisting of a longitudinal strip of flexible elastic material, the two edges of which
are turned-in and fitted against each other, their outer edges being held by a
curved ring e, substantially as described and illustrated in Figure 12.
Dated this 1st day of November 1894.
EDWARDS & Co.,
65 and 66, Chancery Lane, London, Agents for the Applicants.