Improvements in Cycles, and Parts of the same which are applicable to other Carriages.
Year: 1893

page_text: Date of Application, 26th Apr., 1893
Complete Specification Left, 26th Jan., 1894-Accepted, 10th Mar., 1894
PROVISIONAL SPECIFICATION.
Improvements in Cycles, and Parts of the same which are applicable
to other Carriages.
1, GEORGE BARKER of Sutton Coldfield in the County of Warwick, Consulting
Engineer do hereby declare the nature of my said invention to be as follows:-
My invention has for its object improvements in cycles and parts of the same
which are applicable to other carriages the purpose being to give maximum
strength to various parts with a minimum weight of material and at the same
time to impart great rigidity and strength to some portions with great flexibility
to other parts with certainty of tread to prevent accidents by slipping.
In regard to the bodies of cycles I will confine my explanation to the frame
of a bicycle which I form in such a manner that great vertical and side stiffness
are combined the one with the other. For this purpose I form the main frame of
four tubes or members which are of smaller diameter than those in present use,
that is to say, four tubes or solid rods or other members start from the front pivot
or steering case two from each side at the bottom and two from each side at the
top and bend downwards until the two lower ones are turned round and backwards
at a level say of the lower pedal when down the two upper members turning
about the level of the pedal axle. Either the upper two or lower two may be
carried up to the saddle bar and two, by preference the upper two to the centre
of the back wheel or these may be separate members united to, the pedal axle
casing. connect this framework together by cross pieces and bracing so as to
form one, two, or more boxes or the connections may be formed by stamped sheet
metal plates very thin and these plates may be stiffened by bulges or corrugations
thus forming water tight compartments for the storage of clothes &c. The form
I most like is one where the upper box is at the front of the steering pivot which
is completely out of the way of the rider whether lady or gentleman with the
other main receptacle is under the pedal spindle or at any rate a portion or main
portion of it in which the heavier luggage would be carried so as to bring the
centre of gravity as low as possible. By this means I concentrate the largest
bulks of the body of the machine entirely out of the way of the rider and exactly
where the most strain comes upon the framework. The sides of the boxes act
precisely as the webs of a box girder connecting the main members together and
by the use of four main members I obtain both vertical and side stiffness. An
approximation may be made to this form by three main members or more than
four but four answers the purpose. One great advantage here gained is that
such machines may be constructed strong enough for either a lady or gentleman
to mount from the side instead of the gentleman mounting from the back over
the saddle as is now almost universally the case with the Diamond frame which is
almost entirely the shape adopted for the use of gentlemen. By my plan I obtain
the necessary stiffness without the top bar of the Diamond frame. Ladies machines
are now made with a single tube cranked down but this tube though made heavy
is weak at its front junction and liable to considerable spring and consequent
With such frames
fracture under the constant vibration and shocks on the road.
the necessary elasticity may be obtained from the wheels in the following
manner:-
Taking the rim of the wheel which ordinarily contains the puuematic cushion or
other tyre for any kind of wheel is applicable to the frames as before described-
1 form a metallic ring of ribbed or other steel or from a number of wires either
in rings or in coils and enclose this ring or confine it by a casing of canvas or

page_text: other flexible material in such a manner that the elastic tyre has no direct bearing
upon the rim the covering serving to hold the ring or coils in compression.
This plan allows perfect resiliency of tread without inflation by air pressure
though a certain amount of air pressure might be used supplementally. The
covering may be elastic material or a strip or strips of clastic material may be
used to take up the slack when the ring is compressed inwardly. Outside the
casing to form the tread india rubber may be made up on the casing or the casing
may consist entirely of india rubber.
In the case of the pnuematic tyre which is so liable to slip I construct the
casing with metal or other hard projections having flanges at the base or spread
out at the base so that they may be fixed by cement or otherwise between layers
of rubber or upon a-canvas or other inner base with the rubber or other case
laid over the points so as to only allow the points to project through the rubber or
other outer casing a sufficient distance to prevent the tyre from slipping sideways
longitudinally. These projections whether in one, two, three or more rows do not
interfere with the resiliency of the tyre which is the desideratum in such tyres.
By this means the projections cannot be removed either internally or externally
and it prevents to a great extent the tyre being punctured.
Dated this 25th doer of Anril 1802
GEORGE BARKER.
Improvements in Cycles, and Parts of the same which are applicable:
to other Carriages.
I, GEORGE BARKER, of Sutton Coldfield, in the County of Warwick, Con-
sulting Engineer, do hereby declare the nature of my said 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 has for its object improvements in cycles and parts of the same
which are applicable to other carriages the purpose being to give maximum
strength to various parts with a minimum weight of material and at the same time
to impart great rigidity and strength to some portions with great flexibility to
other parts with certainty of tread to prevent accidents by slipping.
In regard to the bodies of cycles I will confine my explanation to the frame of
a bicycle which I form in such a manner that great vertical and side stiffness are
combined the one with the other. For this purpose I form the main frame of four
tubes or members which are of smaller diameter than those in present use, that is
to say, four tubes or solid rods or other members start from the front pivot or
steering case, two from each side, at the bottom, and two from cach side at the
top, and bend downwards until the two lower ones are turned round and backwards
at a level say of the lower pedal when down, the two upper members turning
about the level of the pedal axle. Either the upper two or lower two may be
carried up to the saddle bar, and two, by preference the upper two, to the centre
of the back wheel or these may be separate members united to the pedal axle
casing. I connect this framework together by cross pieces and bracing so as to
form one, two or more boxes, or the connections may be formed by stamped sheet
metal plates very thin and these plates may be stiffened by bulges or corrugations
thus forming water-tight compartments for the storage of clothes &c. The form I
most like is one where the upper box. is at the front near the steering pivot being
thus completely out of the way of the rider whether lady or gentleman with the
other main receptacle is under the pedal spindle or at any rate a portion or main
portion of it in which the heavier luggage would be carried so as to bring the
centre of gravity as low as possible. By this means I concentrate the largest
bulks of the body of the machine entirely out of the way of the rider and exactly

page_text: where the most strain comes upon the framework. The sides of the boxes act
precisely as the webs of a box girder connecting the main members together and
by the use of four main members I obtain both vertical and side stiffness. An
approximation may be made to this form by three main members or more than
four but four answers the purpose. One great advantage here gained is that such
machines may be constructed strong enough for either a lady or gentleman to
mount from the side instead of the gentleman mounting from the back over the
saddle as is now almost universally the case with the Diamond frame which is
almost entirely the shape adopted for the use of gentlemen. By my plan I obtain
the necessary stiffness without the top bar of the Diamond frame. Ladies
machines are now made with a single tube cranked down but this tube though
made heavy is weak at its front junction and liable to considerable spring and con-
sequent fracture under the constant vibration and shocks on the road. With such
frames the necessary elasticity may be obtained from the wheels in the following
manner :-
Taking the rim of the wheel which ordinarily contains the pneumatic, cushion,
or other tyre for any kind of wheel is applicable to the frames as before described-
I form a metallic ring of ribbed or other steel or from a number of wires either
in rings or in coils and I enclose this ring or confine it by a casing of canvas or
other flexible material in such a manner that the elastic tyre has no direct
bearing upon the rim the covering serving to hold the ring or coils in compression.
This plan allows perfect resiliency of tread without inflation by air pressure though
a certain amount of air pressure might be used supplementally. The covering may
be elastic material or a strip or strips of elastic material may be used to take up the
slack when the ring is compressed inwardly. Outside the casing to form the tread
india-rubber may be made up on the casing or the casing may consist entirely of
india-rubber.
In the case of the pneumatic tyre which is so liable to slip I construct the
casing with metal or other hard projections having flanges at the base or spread
out at the base so that they may be fixed by cement or otherwise between layers
of rubber or upon a canvas or other inner base with the rubber or other case laid
over the points so as to only allow the points to project through the rubber or
other outer casing a sufficient distance to prevent the tyre from slipping sideways
or longitudinally. These projections whether in one, two, three or more rows do
not interfere with the resiliency of the tyre which is the desideratum in such tyres.
By this means the projections cannot be removed either internally or externally
and it prevents to a great extent the tyre being punctured.
In order that my invention may be clearly understood and more easily carried
into practice I have appended hereunto four double sized sheets of drawings upon
which I have illustrated the nature of my said improvements.
Figure 1., is a side elevation of one of my frames.
Figure 2., is a sectional plan on the line 1-2.
Figure 3., is a section on the line 3-4.
Figure 4., is a skeleton view of the frame with the outer plates or other casing
removed.
Figure 5., is a similar view of the front pivot tube B to that in Figure 4 but
showing a modification.
Figure 6., is a vertical section through one of my elastic wheels.
Figure 7., is an enlarged section through Figure 6 on the line 5-6.
Figure 8., is a similar section to Figure 7 but showing a modification in the
shape of the spring ring T.
Figure 9., shows another modification in the ring T.
Figure 10., is a similar section to Figure 7 showing a further modification.
Figure 11., is also a section through the tyre showing a modification of
Figure 7.
Figure 12., is a section through a pneumatic tyre with my spring rings applied
thereto.

page_text: Figure 13, is a modification of Figure 12.
Figure 14., is a longitudinal section through a pueumatic tyre showing my
improved projecting tread shields applied thereto.
Figure 15., is a cross section through Figure 14.
Figure 16., is a plan of same.
Figure 17., is a detached view of the stud shield shown in Figures 14 and 15.
Figure 18., is a cross section through a pneumatic tyre showing a modified shape
of the stud shield.
Figure 19., is a detached view of the stud or projection shown in Figure 18.
In carrying my invention into effect I form the frames of bicycles in such a
manner that great vertical and side stiffness are combined the one with the other.
With this in view the main frame consists of four tubes or members A, A', A²
and A which are of smaller diameter than those in present-use, and these four
tubes or solid rods or other members of any suitable material start from the front
pivot or steering case B as shown and bend downwards until the two lower
ones A and A³ are turned round and backwards at a level say of the lower pedal
when down, the two upper members A and A' turning about the level of the
pedal axles. Either the upper two A and A' or the lower two A' and A³ may be
carried up to the saddle D and two, by preference the upper two A and A', to the
centre of the back wheel F or these may be separate members united to the pedal
axle casing E. I connect this framework together by cross pieces a' and bracing
pieces a so as to leave space for one, two, or more receptacles or the connections
may be formed by stamped sheet metal plates very thin as shown by H at Figure 1
and these plates may be stiffened by bulges or corrugations à' thus forming water-
tight compartments for the storage of clothes &c., the form most preferable being as
shown by Figure 1 where the upper box K is thus formed at the rear of the
steering pivot which is at the same time completely out of the way of the rider
whether lady or gentleman while the other main receptacle M is under the pedal
spindle or at any rate a portion or main portion of it and in this the heavier
luggage would be carried so as to bring the centre of gravity as low as possible.
By this means I concentrate the largest bulks of the body of the machine entirely
out of the way of the rider and exactly where the most strain comes upon the
framework. The sides H. of the boxes act precisely as the webs of a box girder
connecting the main members together and by the use of four, main members I
obtain both vertical and side stiffness. An approximation may be made to this
form by three main members as shown by Figure 5 or more than four, but
four answers the purpose. One great advantage here gained is that such machines
may be constructed strong enough for either a lady or gentleman to mount from
the side instead of the gentleman mounting from the back over the saddle as is
now almost invariably the case with the Diamond frame which is almost entirely
the shape adopted for the use of gentlemen and by this arrangement I obtain
the necessary stiffness without the top bar of the Diamond frame. Ladies
machines are now frequently made with a single tube cranked down but this
tube though made heavy is weak at its front junction and liable to considerable
spring and consequent fracture under the constant vibrations and shocks on the
road. The doors to the compartments may be arranged in any convenient position
but I prefer that the door to the top compartment should be hung at h² while that
of the bottom compartment would preferably be hung at both being provided
with proper fastenings the lids being formed so as to prevent any possibility
of wet entering. If the frame is not required to be formed into receptacles the
main members may be braced together by tension wires and cross struts in
compression on the girder principle which would bring the main members into
sympathy, the one with the other. With such frames the necessary elasticity may be
obtained from the wheels in the following manner :-Taking the rim S of the wheel
which usually contains the pneumatic, cushion or other tyre I form a metallic
ring T of ribbon or other ring of steel as hereafter described or the ring may be
made from other material having sufficient stiffness such as cane, wood, whale-

page_text: bone &c. This ring TI enclose or confine by a casing W of canvas or other
flexible, but limited elastic material, in such a manner that the metallic ring T has
no bearing on any part of the rim S but is retained at an equal distance therefrom
by the covering W the ring T being sufficiently springy or elastic to either give
when passing over any obstacle such as shown by Z Figure 6 or otherwise to retire
to a limited extent while it is sufficiently strong to resist any objectionable
depression under ordinary or normal conditions and as the spring ring T never,
except under the most exceptionable circumstances, touches the rim S, the whole or
greater part of the vibration or jerk is absorbed in the ring T and very rarely, if
ever, reaches the wheel X or its bearing. One important point of this portion of
my invention is that the metallic ring so completely tied or secured to the rim as
to be under compression around the whole of its circumference but it may be
advisable to secure it by a material which, while only expanding to a very limited
extent, will contract sufficiently to take up the belly caused by any depression of
the spring ring T this being effected by any material in which part of the wefts
are formed so as to greatly limit any tension while the other part of the wefts
would be elastic and so arranged as to contract when no tension was on the
remainder, i.e. the covering may be formed of an elastic material or lacing which
is stretched to nearly its full limit of elasticity when binding or securing the
ring T to the rim S but which contracts when the ring T is depressed towards
the rim. I may of course form my metallic ring in various ways as for
instance I may coil a length or lengths of highly sensitive spring wire which
obviates the necessity of brazing or joining the ends of the ring T together
and the strands of these coils may be bound together as shown at t Figure 9 or
they may be set in a solution of rubber as shown by Figure 10 or passed through
a ring of leather as shown by Figure 11, t being the coil or coils of spring wire,
the rubber, and the leather. The wire may be turned into independent rings
and welded or otherwise joined but generally I prefer the continuous length. The
ring T which may be of any section may be covered by a sheet metal envelope as
shown by Figure 8 and this metal envelope may be rivetted at its neck or the
metal covering may be shaped as shown by Figure 8° where the alternate
tongues on the one side pass through the slots on the other side the tongues c³
on that side passing through slots on the reverse side as shown by Figure 8.
India-rubber Y may generally be put outside the casing W to form the tread of
the wheel with advantage. This arrangement, allows considerable resiliency of
tread without inflation by air pressure although a certain amount of air pressure
may be used supplementary as shown by Figure 12 where the wire coils
formed within the pneumatic cover W or as shown by Figure 13 where the spring
wire coils are inside the casing W₁. The cover W may be secured to the
tyre S by any suitable means such as wire lacing or by wire rings placed in loops
formed in the edges of the cover the wires being sprung into recesses s' formed in
the rim S as shewn in Figure 8.
These wheels may be applied to cycles of any size or shape.
are
I do not confine myself to the width of the metallic ring T and I may make it
in two or more parts as shown at Figures 7 and 7B the edges coming close
or nearly close together or they might be slightly overlapped. It will be obvious.
in the case of solid sections, as in the case of section made up of wire or its
equivalent that while I may depend upon the strength of the single band of metal
whether compound or in one piece, that I may also render some assistance by
using compressed air internally either by the addition of the usual internal air tube
or by air in the casing proper and that wherever air is used in conjunction with the
ring or rings, puncturing is practically prevented. These wire or other bands may
also be made up in separate strips such as Figure 11 and applied to the outside
of existing tyres.
In the case of the pneumatic tyre, Sheet +, which is so liable to slip I construct.
the casing N with metal or other hard projections P having flanges p' at the base
or spread out at the base as shown by Figure 19 so that they may be fixed by

page_text: cement or otherwise between layers of rubber or upon a canvas or other thinner
base n' with the rubber or other case N laid over the projection P so as to only
allow the points p² to project through the rubber or other outer casing a sufficient
distance to prevent the tyre from slipping sideways or longitudinally. These
projections whether in one, two, three or more rows do not interfere with the
resiliency of the tyre which is the desideratum in such tyres. By this means the
projections cannot be removed either internally or externally and the flanges p²
prevent to a great extent the tyre R being punctured.
These puncture-proof and slipping-proof mounts may be made up in separate
strips or bands and mounted outside the pneumatic tyres now in use where more
convenient. The effect is practically the same. Such a mount is seen at Figure 20
where 1 is the outer casing and 2 is the inner casing and P the projections as in
Figure 16. It is also obvious that if the prevention of side or backward slip is
not the desideratum and the prevention of puncturing is that the projections upon
the plates p may not be needed and simple plates used, either curved or not,
according to their size and the curve of the tyre. Such a mount is seen at
Figure 21. It will also be obvious that I may fasten round the tyre a number of
inner short bands instead of one long one. I do not confine myself to any
particular kind of metal as all metals are more or less applicable as well as other
hard materials.
In my former Patent No. 17,281 A.D. 1892 I claim wire puncture shields in the
shape of wire coiled round the tyre or air tube but these were only invented in
that Specification as puncture shields and were of thin wire having very little if
any compressive strength to assist the tyre to resist compression with only a
partly inflated tyre or a tyre having no inflation of air whatever. But in the case
of my present invention the wires or bands are intended to support wholly or in
part the weight of the machine and rider.
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 :--
1st. The improvements in cycles and parts of the same which are applicable to
other carriages substantially as and for the purpose herein set forth and shown upon
the accompanying four sheets of drawings.
2nd. In cycles a frame having three, four, or more members such as A, A', A²
and A with a casing H or equivalent struts and bracings the whole arranged and
constructed substantially as and for the purpose herein set forth and shown on
Sheets 1 and 2 of the drawings.
3rd. In elastic tyres the spring ring or rings T, or attached or secured under
compression to the rim or wheel by the cover W substantially as and for the
purpose herein set forth and shown. by Figures 6, 7, 7ª, 7, 8, 84, 88, 8º, 9, 10
and 11.
4th. In elastic tyres the spring rings (or attached or secured under
compression to the rim or wheel by the flexible cover W in combination with
means for inflating or partly inflating the same with air substantially as and for
the purpose herein set forth and shown by Figures 12 and 13.
5th. Separate bands or mounts made up complete for attachment outside
pneumatic tyres as at present in use, such as shown by Figure 11^.
6th. In pneumatic tyres for wheels the studs or projections P having flanges pl
substantially such as and for the purpose herein set forth and shown upon Sheet 4
of the drawings.
7th. Separate bands made up of plates p' for attachment to pneumatic tyres as
now in common use either with or without the anti-slipping studs P.
Dated this 25th day of January 1801
GEORGE BARKER.