Improvements in the Manufacture of Certain Parts of the Frames of Safety Bicycles and other Velocipedes and Motor Carriages
Year: 1896

page_text: Date of Application, 28th Dec., 1896
Complete Specification Left, 28th Oct., 1897-Accepted, 24th Dec., 1897
"Improvements in the Manufacture of Certain Parts of the Frames of
Safety Bicycles and other Velocipedes and Motor Carriages."
We, FRANK TORNS GIBBS and WILLIAM WRIGHT, trading together as Gibbs & Wright,
of 70, Lower Hurst Street, in the City of Birmingham, Tinplate Workers and Metal
Workers, do hereby declare the nature of this Invention to be as follows:-
This Invention consists of the herein described improvements in the manufacture
of certain parts of the frames of safety bicycles and other velocipedes and motor
carriages such as what are known as the bottom brackets and the lugs and steering
head and the back fork ends and other parts of the frames as hereinafter described.
By our Invention we are enabled to make the said parts from sheet steel or other
sheet metal in a much cheaper manner than heretofore and in such a way that the
said parts will be as strong as necessary and be readily fixed on to the tubular parts of
the machine frame.
We will first describe one arrangement of making a bottom bracket according to
this Invention. By a "bottom bracket" we mean the bracket at the bottom of the
cycle frame through which the crank axle passes and which usually has four socket
like lugs formed with it into which the tubes of the frame are brazed. By means of
top and bottom dies worked in a press or stamp we raise a tinned sheet steel or other
sheet metal blank into the form which the bottom bracket would have if it were
divided through the tubular lugs of the two bottom tubes and opened out. There is
a hole put in the blank corresponding with the position of the two larger lugs for the
tube which extends up to the seat pillar and for the other. tube which connects the
bottom bracket to the steering head. We raise the two sooket like lugs for the last
named two tubes either together or separately in dies from sheet metal forming each
of the said lugs with a flange made of the proper shape to fit against a seamless steel
or other tubular liner which we provide and which is internally about the same size
as the inside of the finished bottom bracket is required to be. This liner is by
preference tinned all over. The said two lugs are threaded through the hole in the
said blank which we will now call the shell and which is bent round the liner so as to
enclose the same and is soldered thereto. which is accomplished by heating the
combined shell and liner to the proper heat so as to melt the adjacent tinned surfaces
and cause them to adhere. The two tubular sockets for the back tubes are
strengthened when required by each having a tubular ferrule threaded on to the
outside of the same and soldered thereto these ferrules being shaped so as to fit
properly and adhere to the outside of the body of the shell. The said liner is screw
threaded at its inside to receive the collars for the ball bearings.
According to another method of forming the said bottom bracket we make the
shell of the bracket of two sheet metal blanks which are stamped in top and bottom
dies of the proper shape the division of the shell extending across the two lugs of the
two bottom tubes and across the centre of the lug for that tube which connects the
bottom bracket to the steering pillar. The tubular socket or lug for the other tube-

page_text: which connects the bottom bracket to the seat pillar lug has to be raised separately
from sheet metal with a flange on the lower end which fits in between the inner liner
and the shell as above described. In this arrangement of our Invention the said parts
of the shell are sweated on to the tubular liner and the tubular lugs of the shell are
strengthened by tubular rings or collars sweated or otherwise fixed round the outside
of the same so as to strengthen and secure the two halves together as in the
arrangement first above described.
According to another method of making the bottom bracket in accordance with
this Invention we provide an inner tube or lining and an outer tube adapted to fit
inside the said lining and both of about the same length as is the required bottom
bracket, the inner tube being also of about the same diameter inside as the inside
of the bottom bracket is required to be. The outer tube is made with four holes one
for each of the socket like lugs for the tubes and each of these socket like lugs.is
raised separately from sheet metal like a socket or ferrule with a flange one end of
the said flange fitting against the liner and between the liner and outer tube and
the sockets projecting through holes in the outer tube. The parts when placed in
position and secured together are sweated together they having been previously
tinued thus making the complete bottom bracket. The said outer tube may if desired
be divided so as to allow of the sockets being placed in position.
In making a ball head lug or other lug of a like kind in accordance with this
Invention we raise the said lug from sheet steel or other sheet metal by top and
bottom dies worked in a stamp or press, the said lug when partly formed as it leaves
these tools having the shape which the steering pillar lug would have if the saune
were slit through the side socket and bent out. The said blank is thien closed in
'dies so as to bring the two parts of the divided socket together thus giving the proper
shape to the lug. The two parts of the divided socket are held together by a tubular
ferrule which is placed on the outside of the socket or in the inside and the whole is
sweated together the parts having previously been tinned; Or instead of being
sweated.together the parts may be brazed.
In another arrangement of making the ball head lug in accordance with this
Invention we make the shell part of the lug in halves as if the lug were divided right
across the centre of the socket. These two halves are then placed' round a small
central piece of tube and a ferrule is threaded on to the side socket of the lug and
these parts are then held in position and sweated-together thus making a strong ball
head lug.
According to another method of making the top and bottom ball head lugs and
securing them to the tubular head of the cycle frame in accordance with this
Invention we take a tabe of the proper diameter and length to form the tubular
head or front and on the upper and lower parts of this tube we fit two short tubes or
sockets corresponding with the socket parts of the usual ball head lugs. These it wo
short tubes are by preference open jointed; or they may be seamless and the ball
bearing cups raised on their ends. Each of these two short tubes is made with a
hole to take the tubular side socket which two side sockets are each raised from
tinned.sheet steel or other suitable sheet metal with a flange at one end of the proper
size and shape to fit between the outside of the said tubular lining and the inside of
the short tube. Inside or outside of the said side socket there is fitted a tubular
ring or ferrule to strengthen the same. The said sockets are by preference made in
halves so as to facilitate their being threaded through the holes from the inside of
the smaller tubes. When the parts are held in position they are heated so as to
melt the tin on their adjacent surfaces and thus sweat all the parts together to form
the tubular head or front with the two annular socket like lugs to be fixed to the
two tubes of the cycle frame. We make other lugs for other parts of the cycle
frame in any of the weys above described with reference to the top and bottom fugs
of the head or front of the machine frame.
In making a seat pillar lng in accordance, with this Invention we proceed as
follows: We take a short piece of open jointed or other tube of a size to form the
socket which fits upon the tube extending.down to the bottom bracket. The other

page_text: socket like part of this seat pillar lug we raise in dies from sheet metal as above
described with reference to the other lugs and secure them on to the sent pillar lug
by a flange which. fits against the inside of the seat pillar lug. and against the tubular
liner therein. Extending round the first or larger socket part of the seat pillar lug
we provide a metal band which embraces the said socket and passes through slots in
the smaller socket and the ends of the band project at the back of the seat pillar ing
and through these projecting ends passes a bolt which cramps the seat pillar lug on
to the sent pillar. In order to strengthen the projecting ears of the band there are
two loose pieces fixed to the inner sides of the same which bear against the main
socket of the lug. The, said parts are by preference made from tinned metal or
tinned after being bent to shape, and the parts are held together as stated above and
then all sweated together so as to make the complete seat pillar lug.
According to another method of making the said bottom brackets in accordance
with this Invention the shell part is made separate from the socket like lugs which
latter are all made with flanges which are embraced between the shell and the liner
as stated above and the meeting edges of the said shell are by preference made of a
zig-zng form so as to match each other and form a zig-zag joint which is stronger
than an ordinary straight joint. The parts are held and sweated together as in the
other bottom brackets as above described.
According to another part of this Invention we make the front fork crown plate
and the fork crown from sheet metal Blanks raised to the proper shape with a rim or
head all round them and round the various holes thereby making the said crown
plates and fork crowns light and strong. Two of the said raised plates may be fitted
together to form the crown plate or to form the fork crown which will then be of an
enclosed hollow form. These parts are by preference made from tinned sheet steel,
or tinned after being raised, so that when cramped or held together in position are
sweated together and also sweated in position on the steering pillar.
The crown plate and the fork crown may be made together of two of the said raised
plates one on the top and the other at the bottom fixed at a certain distance apart
with tubular sockets or distance pieces round the steering tube and round the holes
for the fork sides the whole being sweated together as aforesaid.
In another arrangement of our Invention the fork crown is made much deeper
than heretofore so as to dispense with the crown plate and is raised in halves from
sheet metal blanks as if the fork crown were divided vertically across the centre of
the fork sides and the steering tube. These halves are sweated together and to the
liners if necessary and embrace the steering pillar and the two fork sides between
them and they are previously bound or pegged to keep them in position if required.
The parts are by preference made of tinned metal and sweated together as aforesaid.
In making the back fork ende for the back wheel axle in accordance with this
Invention we take a sheet metal blank and by means of suitable dies we raise the
edge all round thus forming the blank hollow and in this hollow part we lay a
strengthening piece of metal of corresponding shape so as to make the fork end to
the proper thickness and also form the end lug which has to be brazed or soldiered
into the bottom tube. These parts are made from tinned metal and after being
pegged or otherwise temporarily fixed together they are sweated together by being
heated so as to melt the tin on their adjacent surfaces as in the other parts above
described.
We also make the fork ends for the back stays in a similar manner as last above
described.
In making the tubular fork sides for the front forks we make each of the fork sides
in halves by raising the same in dies from sheet metal to the proper shape so that
the two halves when placed together have the form of the tubular fork side. We also
form a tubular liner of an open jointed or other tube of the proper shape and size
and then we sweat these two half shells on to the outside of the liner and thus make
the oval section tubular fork side complete. Before the said shells are fixed to the
liner we prefer to fill the latter with lead and then to temporarily peg or otherwise
fix the shells on to the liner and compress the same in dies under a press so as to

page_text: hold the shells and the liner firmly together. These parts are then sweated together
as aforesaid.
When sweating any of the said parts together we prefer to hold the parts in a
divided mould or cramp which is heated to cause the tin to run.
1000
"Improvements in the Manufacture of Certain Parts of the Frames of
Safety Bicycles and other Velocipedes and Motor Carriages."
We, FRANK IORNS GIBBS and WILLIAM WRIGHT, trading together as Gibbs &
Wright, of 70, Lower Hurst Street, in the City of Birmingham, Tinplate Workers and
Metal Workers, 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 consists of the herein described improvements in the manufacture
of certain parts of the frames of safety bicycles and other velocipedes aud motor
carriages such as what are known as the bottom brackets and the lugs and steering
head and the back fork ends and other parts of the frames as hereinafter described.
By our Invention we are enabled to make the said parts from sheet steel or other sheet
metal cheaper than heretofore and in such a way that the said parts will be as strong
as necessary and be readily fixed on to the tubular parts of the machine.fraine.
We will describe our Invention by referring to the accompanying drawings
on which
Fig. 1 is a cross sectional elevation of a cycle bottom bracket constructed in
accordance with this Invention ;
Fig. 2 is a sectional plan of the same;
Fig. 3 is a sectional elevation and Fig. 4 is a plan of a partly formed blank forming
one part of the said bottom bracket;
Fig. 5 is a front elevation and Fig. 6 is an end elevation of two of the lug parts of
the said bottom bracket separately;
Fig. 7 is a cross sectional elevation of another form of bottom bracket constructed
according to this Invention ;
Fig. 8 is a cross sectional elevation shewing the upper and lower parts of the said
bottom bracket separately;
Fig. 9 is a plan of the said upper part and Fig. 10 is a plan of the lower part of the
said bottom bracket and Fig. 10 is a side elevation and end elevation separately of
one of the lugs of the bottom bracket shewn by Fig. 7;
Fig. 11 is a sectional elevation of a cycle head constructed in accordance with this
Invention and Figs. 12 and 13 shew some parts of the said cycle head separately;
Fig. 14 is a sectional elevation of a cycle ball head or other like. lug constructed in
accordance with this Invention and Fig. 15 shews some parts of the ball head lug
represented by Fig. 14 separately.j
Fig. 16 is a side elevation of a seat pillar lug constructed in accordance with this
Invention;
Fig. 17 is a plan of the same;
Fig. 18 is a sectional plan of the same;
Fig. 19 shews the inner portion of the said pillar lug separately;
Fig. 20 is a side elevation and Fig. 21 is a plan of a sheet metal blank partly formed
into the said inner portion represented by Fig. 10;

page_text: Fig. 22 is a front elevation and Fig. 23 is a plan of the sheet metal blank partly
raised into the outer portion of the said seat pillar lug shewn by Figs. 16, 17
and 18:
Fig. 24 is a sectional elevation and Fig. 25 is a sectional plan of another form of
seat pillar lug constructed in accordance with this Invention;
Fig. 26 is a sectional side elevation and Fig. 27 is a sectional plan of a. further
modification of the said seat pillar lug;
Fig. 28 is a front elevation and Fig. 29 is a sectional elevation of a combined cycle
front fork crown plate and fork crown constructed in accordance with this Invention
and Fig. 30 is a plan of the same;
Fig. 31 shews the four parts of the said combined cycle front fork crown plate and
fork crown separately;
Fig. 32 is a sectional side elevation of a modified form of our improved combined
crown plate and fork crown and Fig. 33 is a sectional side elevation of a further
modification of the same and Fig. 34 is a sectional plan of the arrangement shewn by
Fig. 33;
Fig. 35 is a side elevation and Fig. 36 is a plan partly in section of another form of
our improved combined crown plate and fork crown;
Fig. 37 is a side elevation and Fig. 38 is a sectional plan of a cycle back fork end
constructed in accordance with this Invention ;
Fig. 39 is a side elevation Fig. 40 is a plan and Fig. 41 is a cross section of one
part of the said cycle back fork end and Fig. 42 is a front elevation and plan of another
part of the same;
Fig. 43 is a side elevation Fig. 44 is an end elevation and Fig. 45 is a plan of
another form of cycle back fork end constructed in accordance with this Invention;
Fig. 46 is a side elevation Fig. 47 is a sectional plan Fig. 48 is a cross sectional
elevation of another form of cycle back fork end constructed in accordance with
this Invention ;
Figs. 49 and 50 are side elevations of a top end piece constructed in accordance
with this Invention for one of the D-section cycle back stays ;
Fig. 51 is a side elevation of the same and Fig. 52 is a sectional elevation and plan
of the same;
Fig. 53 shews parts of the same separately;
Fig. 54 is a front elevation Fig. 55 is a back elevation and sectional plan of a fork
end constructed in accordance with this Invention for the bottom of a cycle back
stay;
Fig. 56 is a side elevation of the said fork end';
Fig. 57 is a sectional elevation of the same;
Fig. 58 is a sectional elevation of a modified form of the top end piece illustrated
by Figs. 49, 50, 51 and 52; and
Fig. 59 is a sectional side elevation and sectional plan of a modified form of the
bottom fork end represented by Figs. 54, 55, 56 and 57.
The same letters of reference indicate the same or eɔrresponding parts in various
Figures where they occur.
We will first describe the arrangement of making a bottom bracket in accordance
with this Invention which is illustrated by Figs. 1 to 6 both inclusive.
By a "bottom bracket" we mean the bracket on the bottom of the cycle frame
through which the crank axle passes and which usually has four socket like lugs
which on our drawings are marked a' a b b formed with it and into which the
tubes of the frame are brazed or otherwise fixed. By means of top and bottom dies
worked in a stamp or press we raise a tinned sheet steel or other sheet metal blank
into the form (see Figs. 3 and 4) which the bottom bracket would have if it were
divided through the two tubular lugs al a² of the two bottom tubes of the cycle
frame and bent out. It will be seen that the main portion of this blank A
corresponds with the barrel portion a³ of the bottom bracket shewn by Figs. 1 and 2
and has raised with it at each end two semi-circular parts marked at a corresponding
with one half of the two sockets a' a in Fig. 2. The blank A has an oval hole q

page_text: pierced' in it corresponding with the position of the two lugs B B of which the lug B
is for the tube which extends up to the seat pillar and the lug B is for the other tube
which connects the bottom bracket to the steering head. We raise the two socket
like lugs B B for the last named two tubes separately in dies froin sheet metal
forming each of the said lugs with a flange said flanges being marked respec-
tively of the proper shape to. fit against the seamless steel or other tubular
liner C which we provide and which is internally of about the same size as the inside
of the finished bottom bracket is required to be. This liner C is by preference
tinned all over. The said lugs B¹ B which are made to abut together at the line b³
are threaded through the hole at in the blank A which we will now call the shell and
which is bent round the liner C so as to enclose the same the two semi-circular
parts aa on one side of the blank meeting the two semi-circular luge a¹ a² on the
other side of the blank and thus forming the circular side lugs al a as shewn in
Figs. 1 and 2. The parts are soldered together which can readily be accomplished
by heating the parts to the proper heat so as to melt the adjacent tinned surfaces and
cause them to adhere. The blank A is by preference made with a stamped recess a³
round the hole a to receive the flanges 616 so that the inside faces of the flanges b¹ b
will be flush with the inside of the shell A and, fit properly against the tabular
liner C. The two tubular sockets a¹ a for the bnak tubes are strengthened when
required by each having a tubular ferrule such as el et (see Fig. 2) threaded on to
the outside of the same and soldered thereto these ferrules ele being shaped so as
to fit properly and adhere to the outside of the body of the shell A. The said liner C
is screw threaded at its inside as usual to receive the collars for the ball bearings.
According to another method illustrated by Figs. 7, 8, 9, 10 and 10 of forming
the said cycle bottom bracket in accordance with this Invention we make the shell
of the bracket of two sheet metal part shells marked respectively A¹ A2 which are
stamped in top and bottom dies of the proper shapes the division of the shell
extending as shewn by Fig. 7 along the line X X across the two lugs a' as for the
bottom tubes and across the centre of the lug B2 for that tube which connects the
bottom bracket to the steering pillar. The shape of these part shells will be clearly
understood by an examination of Figs. 7, 8, 9 and 10 where it will be seen that the
bottom.part shell A¹ has the shape of somewhat more than one half of the barrel
part of the bottom bracket with one half of each of the lugs al a projecting from
one edge of it and with one half of the lug B projecting from the other edge of it
and the upper blank A has the form of rather less than one half of the barrel part
of the bottom bracket with one half of each of the lugs at a projecting from each
side of it and one half of the other lug B2 projecting from the other side. The
tubular socket or lug B' for the tube which connects the bottom bracket to the seat
pillar lag has to be raised separately from sheet metal to the shape shown by
Fig. 10 with the flanges b' on the lower end which fits in between the inner liner
C and the upper part A of the shell as above described. In this arrangement of our
Invention the said parta A' A and B of the shell are sweated on to the tubular
liner Cand the tubular lugs at a are strengthened by tubular rings or ferrules
sweated or otherwise fixed round the outside of the same so as to strengthen and
secure the two halves together as in the arrangement first above described and
illustrated by Figs. 1, 2, 3, 4, 5 and 6. The socket or like lug B is similarly
strengthened by an outside tubular liner (see Fig. 7).
In one method of making the top and bottom cycle ball head lugs and securing
them to the tubular head of the cycle frame in accordance with this Invention (see
Figs. 11 12 and 13) we take a tube F of the proper diameter and length to form
the tubular head or front and on the upper and lower parts of this tube we fit two
short tubes or sockets marked respectively G G corresponding with the socket
parts of the usual ball head lugs. These two short tubes G G are by preference
jointed at (see Fig. 12) or they may be seamless and have the ball bearing
cups g g raised on their ends. Each of these two short tubes G Gis made with a
hole g to take the tubular side sockets which two side sockets H H are each
raised from tinned sheet steel or other suitable sheet metal with a flange h¹ at one

page_text: end of the proper size and shape to fit between the outside of the tubular lining F
and the inside of the corresponding short tube G G The said side sockets HH
are by preference made in balves as shewn by Fig. 13, or they are divided in halves
vertically, so as to faciliatet their being threaded through the holes g" from the inside
of the smaller tubes G1 G2. Inside or outside of each of the sockets H¹ H2 there is
fitted a tubular ring or ferrule h² so as to strengthen the same. When the parts are
fitted together as shewn by Fig. 11 they are heated so as to melt the tin on their
adjacent surfaces and thus sweat all the parts together to form the tubular head or
front with the two annular, socket like lugs H1 H2 ready to be fixed to the two tubes
of the cycle frame. Instead of the tubular liner F extending from the top lug of the
eyele head to the bottom lug of the same as in the arrangement shewn by Fig. 11
the said tube F may as shewn in Fig. 14 extend only the length of the socket part
Gor Gand then in making up the cycle head these parts as shewn.by Fig. 14 will
be sweated on to another tube which fits inside the tubular lining of Fig. 14 and
extends from the top lug to the bottom lug.
In making a seat pillar lug in accordance with this Invention we proceed as
follows: We form from sheet metal a short open jointed tube I (see Fig. 19; of a
size to form the socket which fits upon the tube extending down to the bottom
bracket. The blank forming this tube I has raised with it two semicircular
projecting side sockets (see Figs. 20 and 21) which when the blank has been
turned round to form the circular socket I together form the side socket jijin
which the top tube of the cycle frame fits. Extending round the socket part I
of the said seat pillar lug we provide a metal band K shewn separately by Figs. 22
and 23 which embrace the socket I and is made with a central hole through
which the socket passes (or as hereinafter described with reference to Figs. 26
and 27 the band K passes through side holes in the sockets 12). The
ends of the band K project at the back of the socket I and through holes k
in these projecting ends passes the usual bolt (not shewn on the drawings) which
cramps the seat pillar lug on to the seat pillar.. In order to strengthen the
projecting ears of the band K these ears k³ ³ are by preference raised of a
hollow box like form (Figs. 22 and 23) curved at to bear against the socket I and
in each of these bollow ends there is fitted a loose filling up piece which are
marked L L so as to make the same solid these parts L L being each made
with a hole corresponding with the hole for the crainping bolt. The said parts
are by preference made from tinned metal or tinned after being bent to the shapes
shewn and they are held together and they are all sweated together, so as to make
the complete seat pillar lug represented by Figs. 17 and 18. On the divided
socket there is fixed a tubular ferrule or strengthening tube so as to strengthen
the same.
The cars of the band K may if desired be left flat as in Figs. 24 and 25
instead of being raised, into the hollow form shewn in Figs. 17, 18, 22 and 23. In
this case the filling up pieces L L will be fitted between the inuer faces of the
band K and the exterior of the socket I as will be clearly understood by an
examination of Fig. 25.
As before stated instead of the band K being made with a hole k¹ for the
socket to pass through as in the arrangement above described with reference to
Figs. 16 to 25 both inclusive, the band K when the ears are made flat as in Figs. 24 and
25 may as shewn in Figs. 26 and 27 pass through slots 2 in the sides of the socket ji j²
and thus the central part of the band K will bear directly against the seat pillar tube when
fixed therein. The socket I may if desired be strengthened by an interior lining M
soldered therein and within the band K as in Figs. 26 and 27.
According to another part of this Invention we make the combined front fork
crown plate and fork crown as we will now describe by referring to Figs. 28, 29 30
and 31. We take four sheet metal blanks and raise them into the four
stampings N N N N each having, when viewed in plan, the outline shape of the
combined front fork crown plate and fork crown each having a bead or rim n¹ all
round them. The stamping N is made of a size to fit within the stamping N¹ and

page_text: the stamping N is made of a size to fit within the stamping N as shewn in sectional
view Fig. 29. The three stamping N N N are each raised with a projecting rim n
round the holes n n in which the fork sides fit and the stamping N is raised with
two depressions of a proper shape and size to fit inside the open tops of the fork
sides 002. The stampings N1 N2 N8 are each raised with a projecting bead or rim ne
round the central hole n' in which the steering tube Os fits and the bottom
stamping N is similarly raised with a central pommel 8 of the proper size to fit
inside the open bottom end of the said steering tube 0. After the stamping N® has
been fitted inside the stamping N' and the stamping N has been fitted inside the
stamping N thus forming au enclosed hollow crown plate and fork crown as shewn in
Figs. 28 and 29, these parts are placed together one below the other and secured
together by being sweated on to the fork sides 01 and steering pillar 0³ or on-to
the tubular liners fitted in the holes n³n n'. The said parts N' N2 N3 N' are by pre-
ference made from tinned sheet steel or tinned after being raised so that when
cramped and held together in the positions shewn by Figs. 28 and 29 they can
readily be sweated together and also sweated in position on the steering pillar Oº.
According to another method we form the combined crown plate and fork crown of
the upper stamping N' and the lower stamping N fixed at a short distance apart one
below the other as shewn in Fig. 32 with the two tubular sockets or distances pieces, nº 20
fitting between the plates N N round the fork sides 0 and with n central tubular
socket or distance piece fitted between the plates N' N' round the central hole in
the steering tube 0 and the central tubular socket or distance piece n may also be
provided if desired with a tubular liner n which fits inside the socket n" and in the
projecting rim n' and thus helps to secure the parts together. It will be understood
that after the parts have been fitted together as shown in Fig. 32 they are all sweated
together as aforesaid.
Fig. 33 is a sectional elevation and Fig. 34 is a sectional plan of a modification of
the combined crown plate and fork crown represented by Fig. 32. In this example
shewn by Figs. 33 and 34 a continuous distance piece or strip 18 bent to the outline
shape of the top plate N and bottom plate N is fitted in between these two plates
and fits within their rime ni and they are secured by soldering sweating or other
means as stated above.
In another arrangement of our Invention the fork crown (see Figs. 35 and 36) is
made much deeper than heretofore so as to dispense with the crown plate and is raised'.
in halves marked P' P' from sheet metal blanks as if the fork crown were divided
vertically across the centre of the fork sides and steering tube that is along the line XX
Fig. 36. These halves P P are sweated together and to tubular liners p p p if
necessary and they embrace the steering pillar 03 and the two fork sides 01 02
between them and they are previously bound or pegged to keep them in position if
required whilst they are sweated together. It will be seen that each of the
halves P P is of a small box like form each raised' with a strong hollow section
strengthening rib pall round the top and bottom which adds very considerably to
the strength.
We will now refer to Figs. 37, 38, 39, 40, 41 and 42 and describe one arrangement
of making the buck fork ends for the back wheel axle in accordance with this Inven-
tion. We take a sheet metal blank and. by means of suitable 'dies of a shape
corresponding with the required back fork and we raise the edge q' all round (see
Figs. 39, 40 and 41) thus forming the blank hollow and we raise the shank part q
to the shape of the required shank which fits in the bottom tube of the cycle frame.
The raised blank will now have the appearance represented by Figs. 39, 40 and 41
with an ear q³ at the top for the attachment of the back stays and with a longitudinal
slot to take the wheel axle. In this hollow sheet metal stainping Q we lay a
strengthening piece R of thick sheet metal made of the proper shape to fit within
the hollow blank Q and so as to make the complete fork end of the proper thickness
and made with a sbank part r to close the shank part q2 of the hollow blank Q and
from the end shank which has to be brazed or soldered in the bottom tube. The said
parts Qt are made from tinned metal and after being pegged or otherwise
temporarily fixed together they are sweated together by heating the tin of their

page_text: adjacent surfaces as in the other parts as above described. The complete back fork
end is represented in elevation by Fig. 37 and in sectional plan by Fig. 38. In
order to add to the strength of the back fork end the projecting edges q' of the sheet
metal blank Q may if desired be closed over the edges of the strengthening piece R
as shewn in Fig. 37* which strengthening piece R will then by preference be made
with a rebate. running all round it (see Fig. 37") in which the closed down edges.ql
of the sheet metal stamping Q will fit.
Figs. 43, 44 and 45 illustrate another form of back fork end made in accordance
with this Invention similarly as above described with reference to Figs. 37 to 42
except that in the example of our Invention shewn by Figs. 43, 44 and 45 the
back fork end is made with an inclined projecting lug g at the top to fit into
the back stay of the cycle frame.
Instead of employing the solid strengthening piece R in combination with the
hollow sheet metal stamping Q as above described the said strengthening piece may
as shown by Figs. 46, 47 and 48 be raised from sheet metal with a projecting rim
all round of the proper shape and size to fit within the top of the rim or edge q¹ of
the blank Q. The back fork end will then be hollow as in Figs. 46, 47 and 48
in which the hollow sheet metal strengthening piece is marked R¹.
We also make the ends for the back stays of the cycle frame in a similar manner
to that above described with reference to the back fork ends for the back wheel axle.
Figs. 49, 50, 51, 52 and 53 illustrate a top end piece for a D-section tubular back stay.
It will be seen that this end piece consists of a sheet metal stamping Q¹ having, the
shape of the end piece, that is to say, it has a semi-circular bottom part q² to fix into the
D-section back stay and at the top is made with an eye for the cross pin which
passes through the seat pillar lag and is also raised with a shoulder q' for the top of
the D-section tubular back stay to abut against and also has a raised edge q² all
round in which fits the thick sheet metal strengthening piece R' forming the flat
side and fitting against the upper flat part g and against a simi-circular liner g" which
is or may be inserted in the semi-circular shank part q. The strengthening piece R²
is secured to the sheet metal stamping,Q' by the edges q2 of the stamping Q¹ being
closed over the rebated edges rt of the strengthening plate R and by the metal of the
stamping Qround the eye being forced into the corresponding eye part of
thestrengthening piece R2 and then the parts are tinned and sweated or brazed together
as above described with reference to the other parts.
We also make the bottom fork ends for the back stays of the cycle frame in a
similar manner to that above described with reference to the top ends of the said
back stays illustrated by Figs. 49 to 53. That is to say (see Figs 54, 55, 56 and 57)
we employ a sheet metal stamping Q similar to that above described and illustrated
in Figs. 49, 50, 51 and 52 but instead of the thick sheet metal strengthening piece.
being made to fit in the flat part q" in which is the eye this strengthening piece
marked Rs is set back at its eye part so as to leave a space for the ear q³ of the
fork end to fit in between this eye part and the eye part q° of the stamping Q and
within this part is fitted another filling up piece R the end of which is raised
at at the top of the fork to bear against the other filling up piece Rs (see Fig. 57).
Fig. 59 illustrates a slightly modified form of the fork end shewn by
Figs. 54, 55, 56 and 57 the filling up plate Rs being rebated at its base for the
turned down edges q² of the raised sheet metal blank Q¹ to fit in.
When the bottom end of the tubular back stay is not required to be forked the
mid bottom end will be made as above described with reference to Figures 49, 50, 51,
52 and 53 or na shewn by Fig. 58 which is a modification of the said top end and in
which the Filling up piece R is made as a thin sheet metal stamping and there is a
making up piece fitted in between this strengthening plate R2 and the flat part g
of the stamping Q.
Having now particularly described and ascertained 'the nature of our said
Invention and in what manner the same is to be performed, we declare that what
we claim is:-
1. A cycle bottom bracket consisting essentially of the following parts namely the

page_text: stamped sheet metal shell A formed with the divided sockets a¹ a², the strengthening
ferrules el e fitting on said sockets, the tubular liner C enclosed by the shell, the
sockets B B2 fitted together and fitting in a hole a in the shell said sockets B1 B2
being made with flanges which fit between the shell and the tubular liner, the said
parts being arranged and sweated brazed or otherwise similarly fixed together so as
to form a cycle bottom bracket substantially as hereinbefore described with reference
to Figs. 1, 2, 3, 4, 5 and 6 of the accompanying drawings.
2. A cycle bottom bracket consisting essentially of the following parts, namely, the
stamped sheet metal shell formed of the two parts A¹ A2, the strengthening
ferrules ele e fitting on the lugs of the said part shells, the tubular liner C enclosed
by said shell, the socket B fitting in a. hole at in the said shell and made with a
flange b¹ which fits between the shell and the tubular liner said parts being arranged
and sweated brazed or otherwise similarly fixed together so as to form a cycle
with reference .to
bottom bracket substantially as herein before described
Figs. 7 8, 9, 10 and 10 of the. accompanying drawings.
3. A cycle head consisting essentially of the main tube F extending from end to
end and provided with end cups for the ball bearings, the two short tubes G1 G
fitting on said main tube and the two side sockets fitting in holes in the short tubes
and made with flanges which fit between the said short tubes and the main tube
said parts being sweated brazed or otherwise similarly fixed together so as to form a
oycle head substantially as hereinbefore described with reference to Figs. 11 and 12
of the accompanying drawings.
4. A cycle head consisting essentially of the main tube F extending from end to
end and provided with end cups for the ball bearings the two short tubes G¹ G
fitting on said main tube and the two side sockets H1 H2 made in halves and fitting
in holes in the short tubes and made with flanges h which fit between said short
tubes and the main tube said parts being sweated brazed or otherwise similarly fixed
together so as to form a cycle head substantially as herein before described and
illustrated by Figs. 11, 12 and 13 of the accompanying drawings.
5. A ball head lug consisting essentially. of the tubular socket G the tubular
liner fitting in said socket and the side socket H2 fitting in a side hole in the
socket G and made with a flange which fits between the socket G2 and the liner F
said parts being sweated brazed or otherwise similarly fixed together so as to form a
ball head lug substantially as herein before described and illustrated with reference to
Figs. 14 and 15 of the accompanying drawings.
6. A cycle seat pillar lug consisting essentially of the following parts namely the
divided tubular liner I made with a divided side socket 12 on which fits the
strengthening ferrule j, the band K made with a central hole through which
the side sockets j je protrude said band K being bent round the divided socket I and
formed with projecting ears 28 for the clamping bolt the said parts being arranged
and sweated brazed or otherwise similarly fixed together so as to form a cycle seat
pillar lug in any of the several ways substantially as herein before described with
reference to Figs. 16 to 25 of the accompanying drawings.
7. A cycle seat pillar lug consisting essentially of the following parts namely the
divided tubular liner 1 made with a divided side socket on which fits the
strengthening ferrule j', the band K made to pass through side holes in the divided
socket and bent round the divided socket I and formed with projecting
ears for the clamping bolt and strengthened by blocks- LL the said parts
being arranged and sweated brazed or otherwise similarly. fixed together so as to form
a cycle seat pillar lug substantially as herein before described with reference to
Figs. 26 and 27 of the accompanying drawings.
8. A combined cycle front fork orown plate and fork crown consisting essentially
of the parts N N N N constructed arranged and sweated or brazed or otherwise
similarly fixed together substantially as herein before described with reference
to Figs. 28, 29, 30 and 31 of the accompanying drawings.
'
9. A combined cycle front fork crown plate and fork crown consisting; essentially
of the parts N¹ N and distance sockets nº 10 constructed arranged and fixed
"

page_text: together in the manner substantially as hereinbefore described and illustrated
by Fig. 32 of the accompanying drawings.
10. A cycle front fork crown consisting essentially of the parts N N and the
distance piece or strip n fitting between them all constructed arranged and fixed
together in the manner substantially as hereinbefore described and illustrated
by Figs. 33 and 34 of the accompanying drawings.
11. A cycle front fork crown consisting essentially. of the. hollow stamped sheet
metal halves p p with or without the liners.pl p² p³ fitted' between said halves all
constructed arranged and fixed together in the manner substantially as hereinbefore
described and illustrated by Figs. 35 and 36 of the 'accompanying drawings.
12. A cycle back fork end consisting essentially of the stamped sheet metal
hollow blank Qand the strengthening piece R fitted therein constructed arranged
and fixed together in the manner substantially as hereinbefore described and
illustrated by Figs. 37 to 41 of the accompanying drawings.
13. A cycle back fork end cousisting essentially of the stamped sheet metal hollow
blank Q and the strengthening piece R fitted therein constructed arranged and fixed
together in the manner substantially as hereinbefore described with reference
to Figs. 43, 44 and 45 of the accompanying drawings.
14. A cycle back fork end consisting essentially of the stamped sheet metal
hollow blank Q and the stamped sheet metal strengthening piece R¹ fitting
therein constructed arranged and fixed together in the manner substantially as
herein before described and illustrated by Figs. 46, 47 and 48 of the accompanying
drawings.
15. An end piece for a cycle tubular back stay consisting essentially of the
stamped sheet metal hollow blank Q' and the strengthening piece. Ř² fitting
therein constructed arranged and fixed together in the manner substantially as
herein before described and illustrated by Figs. 49, 50, 51, 52 and 53 of the
accompanying drawings.
16. A forked end piece for a cycle back stay consisting of the stamped sheet metal
hollow blank Q and the strengthening piece R³ fitting therein and the filling up
piece R fitting in said shell the said parts being constructed arranged and. fixed
together in the manner substantially as herein before described and illustrated
by Figs. 54, 55, 56, 57.and 59 of the accompanying drawings.
17. An end piece for a cycle back stay consisting essentially of the stamped sheet
metal blank Qand the strengthening piece R2 fitting therein and the filling up
piece fitting between the parts Q1 R2 said parts being constructed arranged and
fixed together in the manner substantially as hereinbefore described and illustrated
by Fig. 58 of the accompanying drawings.
Dated this 26th day of October 1897.
CHARLES BOSWORTH KETLEY,
Agent for the Applicants.