Improvements in Bicycles and the like.
Year: 1896

page_text: Date of Application, 4th Sept., 1896-Accepted, 31st Oct., 1896
COMPLETE SPECIFICATION.
Improvements in Bicycles and the like.
We, JESSE THORNTON HALL, of No. 218, 55th Street, and MINOR THOMAS.
JONES, of 407 Dearborn Street, both of Chicago, Illinois, United States of
America, Gentlemen, 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 relates to improvements in bicycles and vehicles of a similar
character, and has for its object to provide a structure of this kind embodying
many new and novel features relating to the general construction and combination
as a whole, and embracing such features as the driving and steering-mechanism;
the seat or saddle; the handle-bar; the pedal attachment; and the link-chain, all
as will be hereinafter set forth in detail; reference being had to the accompanying
drawings, forming a part of this application, in which-
Figure 1 is a side elevation of a complete bicycle-structure embodying my
improved features.
Figure 2, a longitudinal horizontal section on line 2, Fig. 1, looking in the
direction indicated by the arrow.
Figure 3, a broken-away longitudinal section of the steering-head and parts of
the frame.
Figure 4, an elevation of the steering-head and fork-attachment; a part of the
handle-bar being shown broken-away.
Figure 5, a transverse section through the steering-head, on line 5, Fig. 1.
Figures 6, 7 and 8 are views in perspective, showing the different structural
features of the saddle or seat.
Figure 9 is a broken-away elevation of the handle-bar.
Figure 10, a transverse section of the same, on line 10, Fig. 9.
Figure 11 is an elevation of the pedal and crank features.
Figure 12, an edge elevation of the pedal.
Figure 13, a transverse section of the pedal, on line 13, Fig. 11.
Figure 14, a broken-away part elevation and part section of a driving-chain and
sprocket-wheel.
Figure 15, a transverse section of the driving-chain, on line 15 Fig. 16.
Figure 16 a side elevation of one of the chain links; and
Figure 17, a plan of the same.
Referring to the drawing, A represents the rear wheel, A' the front wheel and
A the usual diamond frame of a bicycle structure.
The first part of my invention to be described relates to a differential driving-
mechanism for the purpose of increasing the speed of a bicycle without pro-
portionately increasing the pedal action or movement.
BB represents the two horizontal back-forks, which connect the rear or
driving-wheel axle, a, and the crank-axle, a'. A shaft, B', is journaled in the
back-forks (Fig. 2) at a point back of the crank-axle. On this shaft is mounted.
a small sprocket-wheel, a'. A sprocket-wheel, a³, of a larger diameter is mounted
on the crank-axle in line with the lesser sprocket, a³. These two sprocket-wheels
are arranged exactly in line with the tracking-wheels of the bicycle, and are
connected by a link-chain, a'.
By having these two sprockets in line with the tracking-wheels the true balance
of the structure is more easily maintained and is steered with less exertion on the
part of the rider.

page_text: A sprocket-wheel, a, corresponding in diameter to that of the sprocket, a³, on
the crank-axle, is mounted on the outer end of the shaft B', and a sprocket, a, of
a less diameter is mounted on the rear wheel-axle; these two sprockets being
connected by a chain, a'.
The proportionate diameter of the sprocket-wheels and the number of teeth
formed thereon may be varied in accordance with the speed to be attained in
propelling the bicycle, and, also, with reference to the proportioning of the
number of revolutions it is desired to make with the crank-shaft and that of the
driving-wheel.
By this arrangement a wheel may be geared up to a high speed and yet the
movement of the crank-shaft and pedals so limited as not to be fatiguing to the
rider.
The second part of this invention relates to the steering-mechanism by which
this part of the structure is greatly stiffened and strengthened without increasing
the weight. The steering arrangement is more easily manipulated, thus enabling
the rider to more readily and positively guide and control the wheel.
The steering-post, B2, is an integral part or extension of the lower main tube, a³,
of the frame, and is provided, at its junction, with a bearing-shoulder, b, more
clearly shown in Fig. 3.
A tube or sleeve, a, is fitted on the steering-post; the fork-members, b¹¹,
forming an integral part of the tube a. The fork-members, at their junction with
the supporting tube-part, take a short bend outwardly at right-angles before
extending downwardly to the steering-wheel axle, . This bend in the upper end
of the fork-members permits of the steering or front wheel being swung far around
on either side before coming in contact with the frame.
A number of balls, 6, are inserted between the shoulder, formed on the lower
end of the steering-post and the adjacent lower end of the tubular sleeve-part
of the steering-fork, and provide a ball-bearing for the movement of these parts.
The upper end of the steering-post extends through the corresponding end of
the fork-tube, a, and is screw-threaded for the reception of a nut, 4, Fig. 2. This
provides for a proper adjustment of these parts in retaining them in their relative
working position.
The tubular handle-bar stem, B4, slips down over the tubular part of the fork-
members. This stem is provided on the upper end with one or more loops, 65,
through which the handle-bar, B, is inserted. This stem is, also, provided with a
elot, 6, starting in from the upper end and stopping short of the lower end, and
has lugs, b', formed on opposite sides of said slot for the insertion of a clamping-
bolt, therethrough which serves to adjustably and removably retain the tubular
stem, B, in position on the tube inclosing the steering-post.
The steering-post being an integral part of the frame, it forms a more rigid and
durable structure, and is much less liable to yield or spring with the movement of
the handle-bar.
This form of construction will respond to the slightest pressure on the handle-
bar and provides for a complete and perfect control of the steering-wheel and
prevents the "wabble" so noticeable in many forms of bicycles.
The third part of this invention relates to the saddle or seat structure, C, and
provides a saddle that will adjust itself so as to conform to and closely fit the
inside of the thighs and bring all the muscles of this part of the body into play and
provide a continuous and uniform bearing-surface, distributing the weight and
pressure equally.
The elongated frame or base-feature, C', of the saddle-structure consists of a
single continuous piece of spring-metal bent in the form shown in Fig. 6. This
frame gradually narrows from the wider rear end, d, curves downwardly to form
the drop-part, d', then curving upwardly and terminating in the contracted front
end, d³.
The wider rear part of the saddle-frame is covered with a thin spring-sheet of
steel, d³, having a number of openings, d', to provide for the attachment of other

page_text: parts. The ends of the frame are connected by a flat spring, C, running through
the center, and is depressed along the middle. The rear end of this spring is
bifurcated; the diverging members passing under the steel covering, d³, and being
attached to the frame, as at d*.
The clip, d, for securing the saddle to the seat-post, C³, is mounted on the
spring C, as shown in Fig. 6.
A flat spring, C, is arranged transversely and has its respective ends curved.
under and secured to the steel sheet, d, at each side of the spring, C². A flat
spring-plate, C, is secured at its rear end to the frame, the opposite end being
attached to the front end of spring C2, just inside of the frame, as at d.
The rear ends of companion plate-springs, C C7, are secured to that part of the
frame curving downwardly from the rear end, then extend diagonally; the front
part of one spring overlapping that of the other, and have their respective front
ends secured to the corresponding part of the saddle-frame, as shown in Fig. 7.
The rear ends of companion plate-springs, C° C, are secured to the back end of
the frame, and from thence cross each other in a diagonal plane and have their
opposite ends secured to that part of the frame curving upwardly from the drop-
part, as shown in Fig. 8.
This compound arrangement of the series of springs entering into the structure
provides a saddle of the required firmness and, at the same time, of such a springy
and yielding nature as to bring every muscle into action, and thus obviate the
objectionable features attending the saddle-part of a bicycle.
The saddle will be completed by covering the same with leather or other
suitable material.
The fourth part relates to the han.lle-bar, and the object is to provide a steering-
handle having a spring action, which will relieve the arms of that unpleasant jar and
tremulous sensation that is a feature of and incident to the ordinary arrangement.
The handle-bar proper may be of any or the usual construction; the nature of
this improvement consisting in placing a spring or springs between the handle-bar
and its stem attachment. The stem, B, and the handle-bar, B, have a spring, B6,
interposed between and connecting the same. The spring may be of any desired
form that will afford the best result, and a number of springs may be used instead
of one, as shown in Fig. 9. The spring is inserted through the upper end of the
tubular stem, B', the respective ends extending laterally therefroin and being
secured to the underside of the handle-bar at opposite points by means of screws, d.
The spring curves downwardly from the point of attachment of the respective ends,
leaving the space, d, between the handle-bar and stem, and providing for a free
action of the spring.
It will be readily understood that this arrangement will not only lessen the jar
on the arms of the rider, but will also greatly lessen the pressure on the bearing of
the steering-head, so that the wheel is more easily controlled.
The fifth part relates to the pedal and crank-axle attachment, and consists in
providing a device of this kind that has a spring-bearing action for the purpose of
easing the pressure on the foot and the strain on the ankle.
The pedal is formed from a single piece of metal and is comprised in the central
body-part, D, and the companion bearing-plates, D' D2, arranged on opposite sides,
as shown in Figs. 11, 12 and 13.
The bearing-plates on which the foot rests consist of the two transverse
end-bars, gg, and the lengthwise joining-bars, g'g'. The transverse bare, gg,
forming the integral part of the body, are joined to the hub-ends, g, of the body,
as at 93, Fig. 13. The bearing or foot-plates are divided from the body-part by a
space, g, which extends along the ends from each side of the point where they are
rigidly joined to the hub, and along the edges their entire length, as shown, thus
providing for a free spring action for that part of the pedal-surface on which the
foot rests. It will be readily understood that, by this construction, each side of
the spring-plate has an independent action from that of the other, thus confor.ning
to and equalizing the weight or pressure at the point of contact.

page_text: It is a well known fact that the rigid pedal has the effect, in addition to the
constant jar on the legs, of abnormally enlarging the structure of the feet and
producing soreness. The elasticity of the pedal herein set forth will entirely
obviate these objections and impart that springy action so desirable in mechanism
of this character.
The pedal-spindle, D³, is provided, on the inner end, with the shoulder, g', and
the threaded extension, 9, which connects with the outer end of the crank-arm, D4,
and draws the same close up to the shoulder-bearing, as shown in Fig. 11. In
bringing the crank-arm closely to the pedal, lost motion is avoided and the action
rendered more positive and direct.
The inner end of the crank-arm, D, is provided with the enlarged hub, D³, in
which is formed the chamber, 9', for the reception of the end of the crank-axle, a',
which is retained in place by means of a tap-bolt, 98. This form of contruction
permits of these parts being readily and conveniently taken apart without inter-
fering with the ball-bearings of the pedal or disarranging the bearings of the
crank-axle.
The sixth part relates to a roller link-chain and a sprocket-wheel, as will be
hereinafter set forth.
The link or driving-chain, E, consists of a number of links of a peculiar
construction. The links, F, which are approximately square in cross-section are
open on the inner side and closed on the outside. Each link consists of the two
vertical sides, hh, and the closed back or top, h', formed in a single piece.
Figure 16 is an outside view of one of the links, and Fig. 17 a plan. The series
of links are so joined together that the ends alternately overlap each other in their
order of arrangement. The ends of the links, coming on the inside, are cut out, as
at h (Fig. 17.) and are provided on each side with the projecting bearing-lugs, h³ ³,
tbrough which the joining pivot-pin, , passes. The opposite end of the link is
square, as at h, and is then rounded off on the inner edge, as at h°, so as to be able
to conform to the change of position in working.
The links are provided, on the outer side, with a strengthening-rib, h, which is
equidistant between the pivot-pins, h. The pivot-pins have friction-bearing-
rollers, h, loosely mounted thereon the ends of which terminate adjacent to the
inside walls of the links. The series of links being closed or capped on the outside
greatly prevents dirt and dust from getting into the contacting wearing-surfaces.
To further prevent any foreign substances from passing into the wearing-surfaces
of these parts, a guard, G, is provided to cover the lower run of the chain, as shown
in Fig. 1. This guard is supported from the frame.
The sprocket-wheel, H, on which the chain is shown in its working position, is
especially provided for use on bicycles in connection with this improved chain.
The space between each tooth is curved or rounded-out to present the concave
space, H', for the engagement of the friction-rollers of the chain. This form of
sprocket provides a larger bearing or gripping-surface for the action of the
friction-rollers, prevents the possibility of slipping, and entirely avoids lost
motion.
In the construction of the chain, the links are made short and the bearing-rollers
brought closely together as is possible in accordance with the diameter of the
sprocket-wheel on which the chain is to be used. The bearing of the rollers will
be continuous, (Fig. 14.) and the chain will give the best possible results as to
efficiency.
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. In a bicycle, the combination with the back-forks, of a shaft, journaled
therein, a small sprocket-wheel, mounted in the center of said shaft, the crank-
axle, a large sprocket-wheel, mounted on said axle in line of the smaller sprocket
and both of said sprockets being in line with the tracking-wheels, the large

page_text: sprocket, mounted on one end of said shaft, the rear-wheel axle, the small sprocket,
mounted thereon in line with the larger sprocket last mentioned, and the chain,
connecting the series of sprockets, substantially as described.
2. In a bicycle, the combination with a steering-post, forming an integral part of
the lower main frame-tube and provided with a bearing-shoulder, the tube or
sleeve, having the fork-members formed thereon and adjustably fitted on said
steering-post, the tubular handle-bar stem, provided with a slot in the upper end
thereof and having lugs, and the clamping-bolt inserted through said lugs, sub-
stantially as described.
3. In a bicycle, the saddle-structure, comprising the elongated frame, provided
in the center with a drop-part, the steel sheet, covering the wider rear part of the
frame, the flat spring, C, connecting the rear and front ends of the frame, the flat
transverse spring, C, the flat spring-plate, C, the companion spring-plates, C C',
and the companion plate-springs, CB C, substantially as described.
4. In a bicycle, the combination with a handle-bar, of a handle-bar stem, and a
spring, interposed between and connecting said bar and stem, substantially as
described.
5. In a bicycle, the pedal-structure, made from a single piece and consisting of
the central body-part, the companion bearing or foot-plates, divided from the
body-part by a space so as to impart a spring action to the foot-plates, substantially
as described.
6. In a bicycle, a link driving-chain, consisting of a series of links, closed on
their outer or back side and the ends overlapping each other, the pivot-pins
connecting said links, and the friction-rollers, mounted on said pivot-pins, sub-
stantially as described.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicants.