IMPROVEMENTS IN OR RELATING TO VELOCIPEDES, APPLICABLE IN PART TO OTHER PURPOSES." PROVISIONAL SPECI
Year: 1881

page_text: LETTERS PATENT to James Challis and Charles Ebenezer Challis, of the Firm
of Challis Brothers, of Bushberry Works, Sidney Road, Homerton, in the
County of Middlesex, for an Invention of "IMPROVEMENTS IN OR RELATING
TO VELOCIPEDES, APPLICABLE IN PART TO OTHER PURPOSES."
PROVISIONAL SPECIFICATION left by the said James Challis and Charles
Ebenezer Challis at the Office of the Commissioners of Patents on the
3rd March 1881.
JAMES CHALLIS and CHARLES EBENEZER CHALLIS, of the Firm of Challis
Brothers, of Bushberry Works, Sidney Road, Homerton, in the County of
Middlesex. "IMPROVEMENTS IN AND RELATING TO VELOCIPEDES, APPLICABLE
IN PART TO OTHER PURPOSES."
A bicycle of the present day is, in many respects, a very perfect machine, but
nevertheless it has defects which we seek in our present Invention to rectify.
"
A frequent source of trouble is what is called the steering "head," this gets
loose, or sets fast, or breaks altogether. The form that we adopt resembles what
is generally known as the "Stanley or "closed" head and neck, being the
junction of the front fork and the backbone, but instead of using a coned screw let
into the top of the head as hitherto employed, we cut a thread upon the upper part
of the head, and on this screw a cap hollowed out to receive the upper bearing of
neck, thus securing greater length between the centres and consequently largely
increased rigidity. We may or may not employ here the ordinary top or bottom
cones in addition to the use either at the top or bottom, or both, of balls to lessen
the friction. We turn out a groove partly in the vertical end or neck of the back-
bone, and form a similar groove inside the head, and in this we place the balls for
the bottom bearing. At the top we form a similar groove in the upright neck or
end of the backbone and the inside of the cap which fits upon the top of the head,
and is secured from working loose by set screws or equivalent device.
By so
shaping the neck and head with grooves and cones it is optional whether a ball or
cone bearing is used, for by simply taking out the set of steel balls from either

page_text: top or bottom, or both, the bearing comes upon the cones.
The cap covers all in
and keeps everything in its place and tight. This system of ball bearings can also
be applied with the slight necessary modification to what is generally known as
the "open" centre steering.
Many plans have been devised for producing a light but strong rim for the
wheels; now we produce a section at once light, strong, and cheap to manufacture
by adopting a form which can be rolled in one piece. The rim when completed
is of the external form known as a U rim, but the sides are bent over so as to
form a second rim inside the first one, and after touching are prolonged down so
as to form a mid-feather between the first and second rims, and are finally bent
back from each other so as to be upon the inside of the outer rim.
The sides are
brazed or soldered together where they join, and a strip can if desired be brazed or
soldered over the joint for extra strength and for fastening the spokes to.
Much room is generally lost by the spring and saddle, but we get over this by
forming them in one. We dispense with the usual spring and place under the
saddle a double frame of stout wire or the like, one part secured to the saddle and
the other to the backbone; round these is placed india rubber which forms the
spring and allows the saddle to dip close onto the backbone, as this saves much
space and enables a rider to manage a much larger wheel than he could with a
spring of ordinary construction.
As an alternative arrangement little pillars composed of a series of india rubber
rings, the ordinary umbrella rings will do, arranged in pairs with a metal washer
between each pair, may be used. We find that extra springiness is obtained by
this method of arranging the rings.
The cover of the oil cups has a small cap or stopper in it held in place by a little
helical spring within the cup itself. The stopper can be withdrawn and caught over
the cover whilst pouring in oil and released when done with, and it then flies back
into its place. A small seating is raised for the stopper upon the cover, and the
stopper, which has a leather washer upon it, fits over this seating, keeping the oil
in and the dirt out.
The well known "Challis's stop bells" are usually attached to the handle bar or
other portion of the machine by a strap, but this prevents it from receiving much
of the vibration, besides allowing the bell to get in the way of the rider's knee.
We prefer therefore to attach the bell by means of a small bracket which is secured
.to the machine by a suitable clip and bolt or screw; the outer end of the bracket
is reduced so as to leave a collar, and the thin part passes through the usual
.projection or ear upon the bell, and a nut or collar is screwed or otherwise secured
outside the ear. The bell can thus be rigidly attached to the bracket or may swing
sideways, but in either case receives the vibrations of the machine. The clapper is
usually held (when the bell is not wanted to sound) in a brass clip and spring,
but we find that a simpler and more satisfactory plan is to employ a short tube of
steel; this is split, and parts of it bent in so as to catch and retain the stopper when
drawn up into the tube. In place of the string formerly employed and which was
liable to break just when particularly wanted for use, we now use a chain or metal
'connection. The chain can be very conveniently attached to the clapper (which is
simply a solid ball) by drilling in two converging holes till they meet, then inserting
an open link of the chain and bending it up again.
It will be seen that the oil cups are similar for other forms of velocipedes as well
as for many kinds of machinery, and the same remark is partly applicable to some
other parts of this Invention.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said James Challis and Charles Ebenezer Challis in the Great Seal Patent
Office on the 3rd September 1881.
JAMES CHALLIS and CHARLES EBENEZER CHALLIS, of the Firm of Challis
Bros., of Bushberry Works, Sidney Road, Homerton, in the County of Middlesex.
"IMPROVEMENTS IN OR RELATING TO VELOCIPEDES, APPLICABLE IN PART TO
OTHER PURPOSES."
A bicycle of the present day is in many respects a very perfect machine, but
nevertheless it has defects which we seek in our present Invention to rectify.
A frequent source of trouble is what is called the steering "head;" this gets
loose, or sets fast, or breaks altogether. The form that we adopt resembles what
is generally known as the "Stanley" or "closed" head and neck, being the junction
of the front fork and the backbone, but instead of using a coned screw let into the
top of the "head" as hitherto employed, we cut a thread upon the upper part of
the head, and on this screw a cap hollowed out to receive the upper bearing of the
neck, thus securing greater length between the centres, and consequently largely
increased rigidity. We may or may not employ here the ordinary top or bottom
cones in addition to the use either at the top or bottom, or both, of balls to lessen
the friction. We turn out a groove partly in the vertical end or neck of the back-
bone, and form a similar groove inside the head, and in this we place the balls for
the bottom bearing. At the top we form a similar groove in the upright neck or
end of the backbone and the inside of the cap which fits upon the top of the head
and is secured from working loose by set screws or equivalent device. By so
shaping the neck and head with grooves and cones it is optional whether a ball or
cone bearing is used, for by simply taking out the set of steel balls from either top
or bottom, or both, the bearing comes upon the cones. The cap covers all in and
keeps everything in its place and tight. This system of ball bearings can also be
applied with the slight necessary modification to what is generally known as the
open" centre steering.
"
Many plans have been devised for providing a light but strong rim for the
wheels; now we produce a section at once light, strong, and cheap to manufacture
by adopting a form which can be rolled or drawn in one piece. The rim when
completed is of the external form known as a U rim, but the sides are bent over so
as to form a second rim inside the first one, and after touching are prolonged down
so as to form a mid-feather between the first and second rims, and are finally bent
back from each other so as to lie, upon the inside of the outer rim. The sides are
brazed or soldered together where they join, and a strip can if desired be brazed or
soldered over the joint for extra strength and for fastening the spokes to.
Much room is generally lost by the spring and saddle, but we get over this by
forming them in one. We dispense with the usual spring and place under the
saddle a double frame of stout wire or the like, one part secured to the saddle and
the other to the backbone; round these is placed indiarubber which forms the
spring and allows the saddle to dip close onto the backbone; as this saves much
space and enables a rider to manage a much larger wheel than he could with a
spring of ordinary construction. As an alternative arrangement little pillars
composed of a series of india rubber rings, the ordinary umbrella rings will do,
arranged in pairs with a metal washer between each pair, may be used. We find
that extra springiness is obtained by this method of arranging the rings. A block of
"spongey" rubber would in some cases answer the same purpose.
The cover of the oil cups has a small cap or stopper in it held in place by a little
helical spring within the cup itself. The stopper can be withdrawn and caught

page_text: over the cover whilst pouring in oil and released when done with, and it then flies
back into its place. A small seating is raised for the stopper upon the cover, and
the stopper which has a leather washer upon it fits over this seating, keeping the
oil in and the dirt out.
The well known "Challis' stop bells" are usually attached to the handle bar or
other portion of the machine by a strap, but this prevents it from receiving much
of the vibration, besides allowing the bell to get in the way of the rider's knee.
We prefer therefore to attach the bell by means of a small bracket which is
secured to the machine by a suitable clip and bolt or screw; the outer end of the
bracket is reduced so as to leave a collar, and the thin part passes through the
usual projection or ear upon the bell, and a nut or collar is screwed or otherwise
secured outside the ear. The bell can thus be rigidly attached to the bracket, or
may swing sideways, but in either case receives the vibrations of the machine.
The clapper is usually held (when the bell is not wanted to sound) in a brass clip
and wire ring spring, but we find that a simpler and more satisfactory plan is to
employ a short tube of steel; this is split, and parts of it bent in (or these pieces
can be removed and one or more small spiral springs hooked across) so as to catch
and retain the stopper when drawn up into the tube. In place of the spring
formerly employed, and which was liable to break just when particularly wanted
for use, we now use a chain or metal connection, covered or otherwise. The chain
can be very conveniently attached to the clapper (which is simply a solid ball) by
drilling in two converging holes till they meet, then inserting an open link of the
chain and bending it up again.
The outer end of the chain can either be attached to an indiarubber ring by
means of a strip of metal passing round it or fastened to the support or upper
portion of the bell.
Reference being had to the accompanying Drawings, in which like letters
represent like parts.
Fig, 1 is a vertical section through the head; Figs. 2, 3, 4, and 5 show the saddle
and spring arrangement; Fig. 6 is a section of the stop bell showing how the
clapper is held from striking the bell; Fig. 7, an elevation of the bell showing how
it may be secured to the handle-bar; Figs. 8 and 9 are modifications of the arm
for holding the bell; Fig. 10, two views of another form of clapper holder; and
Figs. 11 and 12 sections of the improved rim of the wheel.
The disposition of the balls D in the grooves B³ of the neck B is clearly shown
in Fig. 1. A is the head, and B the neck; B¹ is the cone at the bottom of the
neck, and B2 the cone at the top, taking bearings respectively in the conical
recesses A' of the head A, and C¹ of the cap C. The cap C is screwed on as shown,
and fastened so that it may not work loose by means of set screws E or equivalent
device. C is a small hole for oil. It will be seen that the balls D can be removed
if desired, in which case the bearing will be only upon the cones B¹ and B²; or
the cones may be dispensed with and the balls left. By this arrangement we get
great length between the bearing centres, and increased rigidity. This system of
ball bearings can also be applied with the necessary modification to what is generally
known as the "open" centre steering.
.
Figs. 11 and 12 show sections of the improved wheel-rim. In Fig. 11 two
pieces are joined together by brazing or otherwise at the edges 3, while in Fig. 12
the whole is in one piece. A strip 4 is added when desired over the joint for extra
strength and for fastening the spokes into.
The arrangement of the saddle and attachments will be understood by reference
to Figs. 2, 3, 4, and 5. F is the saddle; G, the backbone; and H the spring
consisting of a piece of steel wire or rod attached in any suitable manner to the
neck B at one side at H³, but round at the back of the saddle in shape to form an
arch over the backbone, see Fig. 5, and the other end similarly secured to the other
side of the neck, see Fig. 2. Stretched across and secured to each side of this bent
spring is a sheet of indiarubber I, as shown in Fig. 5 (end view). As the weight
of the rider comes upon the saddle the rubber is stretched upon the backbone, as

page_text: shown in the dotted lines, and by this means the saddle can be brought very close
upon the backbone, the arms of the spring passing on either side of it. Instead of
rigidly securing the ends of the spring at H₁ an ordinary shackle may be employed,
and the other end hinged behind the saddle; or it may be merely jointed in front
as in Fig. 4, the whole of the "spring" in that case being obtained from the india-
rubber.
The arrangement shown in Fig. 4 differs in the way of applying the indiarubber.
Indiarubber rings K, such as ordinary umbrella rings, are strung in pairs with a
metal or other suitable washer L between each pair upon a centre pin, the saddle
resting upon the top of them; the plan of putting two rubber rings together with
a washer between each pair gives great springiness to the whole. In Fig. 4 there
are two pillars of rings, one on each side of the backbone, but two more may when
desired be used in front instead of the joint shown in the Drawing; or the
position may be reversed, the joint being behind and the pillars in front, this
however not being so good a disposition as either of the former.
The principle of Challis' stop bell is well known, and the form shown in section
in Fig. 6 differs from the ordinary one only in the method of holding the clapper
silent, and in the employment of a chain to the clapper in place of the string
formerly used. It will be seen that a short tube M, Fig. 6 and 6º, projects inside
the bell; parts of the opposite sides of this are cut away and little helical springs M³
placed across; the clapper is drawn up by the chain between these springs, forcing
them somewhat apart, so that they retain it firmly; Fig. 10 shows two views of the
steel tube M having by preference three portions or tongues M¹ extending inwardly,
so that upon the ball being drawn up between them it is firmly held in a similar
manner to that already described.
These bells are usually hung to the machine by a strap, but we find that a much
better result may be got from the bell by employing a fixed bracket N, Figs. 8
and 9, or a spring bracket N, Fig. 7. This may be bent so as to clip the lug upon
the bell, and a bolt or rivet put through the three parts loosely so as to allow of
side play, the other end being bent into a clip which passes round the handle bar
or other suitable part of the machine, and is screwed up with a bolt and nut, as
shown in Fig. 7; or if rigid the end may be screwed and passed loosely through the
lug of the bell, and a nut screwed on the end to retain the bell (see Fig. 8), the
other end being hinged and bolted; or it may have no hinge at all, and two bolts or
a piece of copper or other pliable material may be bent round and fastened by
a bolt or screw, as shown in Fig. 9. The form shown in Fig. 7 is the cheapest and
perhaps the most useful.
Fig. 13 shows the oil cup and cover. The cap O is of ordinary construction,
preferably of brass, and the cover P screws onto it, as shown. A collar P is
formed upon the upper side of the cover surrounding a central hole into which fits
the end of a plug Q, a soft washer Q" helping to make the joint tight, and keep in
the oil and keep out the dust. A small helical and conical spring R is hooked on
to the inner end of the plug Q by one end which is carried up the inside of the
cone, the other end resting freely against the inside of the cover P. When it is
necessary to replenish the cup, the plug Q is drawn up a little and pulled to one
side, where the spring holds it, while a portion of the hole in the cover is exposed
through which the oil can be poured, whilst a touch on the side of the plug will
cause it to jump back into its place, the spring retaining it securely there. This
form of cup has this advantage, that when closed it is closely shut up, and the plug
cannot get loose; that a small opening for the spout of the oil can can be
immediately exposed without the necessity for unscrewing, and that when it is
desired to clean out the cup or spring the cover may be unscrewed and the whole
can be easily got at.
Having now described our Invention and the method of performing the same,
we wish it to be understood that we are aware that a split or divided spring, but
flat and otherwise of the ordinary construction, has before now been proposed to be
employed for the purpose of economising the space between the saddle and the

page_text: backbone, and that we do not broadly claim the principle of dividing the spring;
we are also aware that an oil cup having a loose cap or cover in one solid piece, the
whole of which had to be removed at once, held in place by an ordinary helical
spring inside the cap, has been made; and therefore we do not broadly claim the
principle of securing the cover by a spring inside, but that what we claim and
desire to protect under the herein before in part recited Letters Patent is,-
First. In the steering head of a bicycle, the combination of the cones and balls
at the top or bottom, or both, substantially as set forth and shown.
Second. In the steering head of a bicycle, the combination of the neck B, cap C,
and head A, screwed with a male thread at its upper end to receive the cap,
substantially as and for the purposes set forth and shown.
Third. As a saddle spring, the employment of a piece of sheet rubber stretched
over the backbone underneath the saddle, and attached to springs or arms H which
are connected to the saddle and to the backbone, substantially as set forth and
shown.
Fourth. In a saddle spring, a pillar composed of rubber rings arranged in pairs
around a central rod, and having a metallic or other non elastic washer between
cach pair, substantially as set forth and shown.
Fifth. As a saddle attachment, the arms H pivotted at one end and capable of
dipping past the backbone in combination with the pillars of rubber rings K
arranged in pairs and divided by washers L, substantially as set forth and shown.
Sixth. In a stop bell, the employment of the metal tube M provided with
tongues M¹ or helical cross springs M² as a means of retaining the clapper and
silencing the bell, substantially as set forth and shown.
Seventh. The combination with a Challis' stop valve of a rigid or spring
attachment N for connecting it with the bicycle or other velocipede or carriage,
whereby the vibrations are promptly conveyed to the bell, and the strap connection
hitherto employed is dispensed with, substantially as set forth and shown.
Eighth. The combination with the body of an oil cup of a screw cap P having
a central hole and a plug Q to fit therein, said plug being retained by means of
an internal helical and conical spring R, substantially as set forth and shown in
Fig. 13 of the accompanying Drawings.
Ninth. The wheel tyre sections, substantially as described and shown in Figs. 11
and 12 of the accompanying Drawings.
In witness whereof, we, the said James Challis and the said Charles Ebenezer
Challis, have hereunto set our hands and seals, this First day of September,
in the year of our Lord One thousand eight hundred and eighty one.