Improvements in Velocipedes.
Year: 1897

page_text: Date of Application, 4th May, 1897-Accepted, 26th June, 1897
Improvements in Velocipedes.
I, PHINEAS HIRAM YORK, of No. 1241 Wellington Avenue, in the City of
Chicago, State of Illinois, United States of America, Manufacturer, 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:-
My invention relates to the construction of certain of the parts of bicycles or
velocipedes, and more particularly to the construction of the frame and front fork.
My invention is applicable to bicycles of the diamond frame, drop frame and
tandem types and its principal object is to decrease the weight, reduce the cost,
To this end my
improve the quality and promote the durability of the machine.
invention consists in making the main frame and the front fork of the bicycle of
wood, and I preferably make said frame and fork of wood veneers in laminated
form, and construct each of said parts integral or continuous, instead of
constructing each of them from a number of parts joined or united together as
heretofore.
I attain the necessary strength at a less cost by the employment of wood veneers,
and at the same time the use of wood instead of metal imparts a certain degree of
elasticity or resiliency to the frame which absorbs or cushions the shocks and
tremors due to the passing of the machine over obstructions, thus rendering the
use of the machine more agreeable and less injurious to the rider than the rigid
metal frames heretofore most generally employed. The wood frame will not become
permanently twisted or set as will a rigid metal frame, for while yielding to
shocks caused by passing over obstructions or from other causes, the wood frame is
sufficiently resilient as to immediately regain its original form, whereas the metal
frame would be permanently distorted.
My construction also permits me to make the frame hollow, which will enable
the weight of the machine to be considerably reduced, and as the material employed
takes up or cushions the shocks, strains and vibrations which have heretofore becu
most severely felt upon the joints of the metal frame, the durability of the machine
is increased.
I bave also devised certain novel fittings or trimmings for the machine, notably a
crank shaft bearing, a seat post support, a front fork clamp and bearings for the
steering head post.
In the accompanying drawings:
Figure 1 is a view in side elevation of a bicycle of the diamond frame type.
Figures 2 and 3 are similar views of the mating parts or members of said
frame respectively.
Figures 4 and 5 are cross sectional views, the former showing a frame member
hollowed or grooved upon one side and the latter being a section intended to show
the laminations.
Figures 6 and 7 are views in side elevation of the two mating parts of a drop
frame, the position or relation of one to the other being shown by dotted lines in
Figure 6.
Figure 8 is a broken detail showing a modification of the construction of the outer
frame part shown in Figure 6.
Figures 9, 10 and 11 are details of the crank hanger bearing.

page_text: Of the fork in Iront elevation.
Figure 13 is an elevation showing the stock from which the fork is made.
Figures 14 and 15 are front and side elevations respectively of the steering head,
and steering head post with a part of the front fork, the views being partly in
section to show a construction otherwise concealed..
Figure 16 shows in edge view and side elevation a tip for the front fork.
Figure 17 is a perspective view of a seat post.
Figure 18 is a similar view of a clamp bracket for the upper rear apex of the
frame.
Figure 19 is a seat post socket.
Figure 20 is a clamp for the parts shown in Figures 17, 18 and 19, and Figure 21
shows said parts assembled.
Figures 22 to 25 inclusive are views showing a modified construction of clamp
for the rear fork and seat post.
Figures 26 and 27 are details of a sprocket spider having a crank socket and a
split clamp for the crank shaft.
1 prefer to form the principal members of the frame integrally and without any
joints or socket pieces at the bends or angles of the frame, and to this end
I construct the steering head post, top and bottom bar and rear upright bar of the
diamond or drop frame of wood veneers laminated and properly secured together;
the several strips or veneers being arranged in such manner as to extend around the
angles of the frame and the ends thereof lapped or joined between the angles. In
building up this frame, it may be composed of two mating parts marked A, B and
of the form shown in Figures 2 and 3 for a diamond frame bicycle, or of the form
shown in Figures 6 and 7 for a drop frame. Each of these parts is composed
preferably of a number of strips of some tough wood, such as rock elm or second
growth hickory; the several strips being of any desired width and thickness and
secured flatwise upon each other, as shown at a bede and fin Figures 4 and 5.
The joints are formed by bevelling the ends of the strips and overlapping them as
shown at gh, Figure 13. In building up the frame, said strips are bent around
suitable forms to produce the parts A and B, where the two-part construction is
used, or a suitable number of strips are used and laid up around a single form, the
strips being cemented together and securely clamped until the frame attains its set
and the cement firmly unites the strips.
For the purpose of reducing the weight of the frame, I prefer to use two mating
parts as shown in Figures 2 and 3, or in Figures 6 and 7, and the part A may be
grooved longitudinally on its outer side as shown in Figure 4, while the part B may
be similarly grooved upon its inner side. These two mating parts when fitted the
one within the other and cemented together will produce a laminated frame formed
of strips extending continuously around the angles or bends and with a longitudinal
cavity which considerably lightens the frame without materially decreasing its
strength. It is recommended that such cavity when used be formed only in the
straight portions of the frame, the angles or bends being left solid.
I do not, of course, limit my invention to. the precise or particular manner of
uniting the strips to form the laminated frame but recommend the construction of
the frame in two mating parts, not only for the reason that the frame may thus be
made hollow or tubular, but also because it enables me to provide for the bearings.
It will be noted in Figure 3 that at the lower apex of the part B the frame is
curved to receive the crank shaft bearing. As shown in Figure 6, a block C is
fitted into this circular cavity and after the parts A, B are secured together, the
block is bored out to receive the bearings. Figures 9, 10 and 11 show the crank
bearings of which D is the casing and E the inner cone members or cups which
are flanged to embrace the ends of the rear forks F. Figures 26 and 27
represent the shaft having integral crank d'. One end of the shaft has its sides
flattened to provide the wedge point d². El represents a sprocket spider having
an aperture of a form to receive the flattened end of the crank and one of its arms
slotted as shown at e¹. is a clamping bolt which rests in a notch in the thin

page_text: edge of the wedge shaped crank end. Said spider also has a socket. in which..the
crank dis brazed. The sprocket rim is riveted or bolted to the spider and, the
latter clamped on the crank shaft.
The front fork shown in Figure 12 is also of laminated construction; the strips
used in the construction being long enough so that when bent, they produce the
tines G and the crown H. This construction is desirable for certain reasons.
First. The weakest part of a bicycle is the front fork, because upon said fork all
of the shocks and strains come when obstructions are met with. In the usual
construction of bicycles, the front fork is made of metal, the tines being brazed to
the crown and the brazed joint frequently gives way and the metal often.
crystallizes and breaks. By making the front fork of these laminated strips an.
integral or one-piece construction is provided, and the weaknesses inherent in.
metal forks are avoided. Second The second and principal improvement,.
however, resides in the use of the wood as the material for constructing this
fork. The shocks, tremors and vibrations caused by the passing of the front
wheel over obstructions are transmitted, where a rigid fork is used, to the steering
head to which the fork is connected and through said steering head and the handle
bars to the rider. My improved fork absorbs these vibrations and minimizes or
reduces the violence of shocks, thus conducing to the comfort of the rider and
also minimizes the effect of shocks upon the frame.
I have provided certain improved fittings for my bicycle which I will now
describe. In Figures 14 and 15 is shown the construction of the steering head.
I first provide a tube I, which is fitted into a longitudinal cavity of the steering
head post. At its ends said tube carries the external hearing cones or cups .
Through the tube I passes the tubular steering head J to which is secured the
bearing cones or cups J'; the lower of said cups J' being pinned to the steering
head Jas by the pin j, while the upper of said cups Jis threaded to its stem to
permit proper adjustment and is locked by the washer K having the lug & sliding
within a slot of the steering head J and locked by the nut K. The front fork
is secured to the steering head by means of the curved and flanged clamps LL':
The clamp L has riveted, flanged or otherwise secured thereto a short tube
which passes up within the steering head J, to which it is pinned by the pin j,
and to which it is also brazed. I prefer to use the clamp bolts M whose shanks
are threaded and enter a threaded socket member m; the socket member and the
bolt proper having slotted or nicked heads. The lower ends of the fork are fitted
with the metal tips shown in Figure 16. In order to securely clamp the steering
head post and to support said steering head and front fork, I use the clamp
members shown in Figure 15, each of said clamp members being formed out of
sheet metal and the body portion thereof adapted to receive the cones at the top
and bottom of the steering head. Said body portion is marked N and it is
circular in form, being pressed up out of steel and provided with the angular
flanges N which have the integral straps ; said straps being adapted to pass
around the frame members and their ends being tightly drawn together by means
of the clamping bolts M. These clamps not only brace and strengthen the steering
head and front fork, but they also stiffen the frame at the angles. A clamp of
slightly modified construction is used at the upper rear angle of the frame and is
shown in Figures 17 to 20 inclusive with its associated parts. Said clamp is
substantially triangular in its outline and is formed with a semi-cylindric cavity or
seat O, Figure 18. A socket shown in Figure 19 consists of a metal shell
marked P and receives the rear fork members and the seat post R; the latter
being disposed parallel to the fork members Q and the shell P having its central
portion clamped snugly within the cavity O by means of the U-bolt S shown in
Figure 20, which bolt einbraces the frame at its upper rear angle and also the
clamp while its extremities pass through apertures in the shell P and embrace
the seat post R. This not only strengthens the frame at that point but it also
affords a secure connection for the upper ends of the rear fork members and a means
for adjusting the seat post. A modified construction of the seat post and rear fork

page_text: clamp is necessary in the drop frame and these modifications are shown in the
views numbered 22, 23, 24 and 25. The rear post of the frame is bored out to
provide a socket to receive the seat post and a split clamp T is mounted thereon.
This clamp has an internal shoulder which rests on the top of the wooden post of
the frame whereby it is vertically supported and it has the straps n' which embrace
the body of the post and are drawn together by the clamping bolt M. The
clamp T has conical cups T' into which are fitted cups U, said cups T' and U
having registering bolt apertures through which a tightening bolt V passes, said
bolt passing also through transverse apertures in the upper ends of the rear stays.
By tightening said bolt, the seat post can be clamped in any adjusted position
and the rear stays firmly secured at their upper ends, the ball and socket
bearings permitting the parts to be clamped without springing the rear stays out
of line.
The foregoing description is intended to set forth the preferred construction of
the several parts, but obviously the specified construction of parts may be varied.
While I prefer to make the frame of two mating parts separately formed, it is
within the scope of my invention to make the principal frame members, namely,
the steering head post, top and bottom bar and the rear bar, of veneers of wood
laminated, and the laminations extending around the angles of the frame, by using
a single form and building up the laminated frame as a whole, instead of constructing
the two mating parts separately and then uniting them. Neither do I limit my
invention to the employment of any certain number of strips, providing a plurality
of strips are used so as to make a laminated construction without transverse joints
at its angles. The tubular construction may also be dispensed with where the
saving of weight is not considered important.
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 :-
1. A bicycle, the frame of which is formed of strips of wood laminated and the
laminations being continuous around the angles or bends of the frame, substantially
as described.
2. A bicycle frame whereof the steering head post, the top and bottom bars and
rear post are constructed integrally with each other from strips of wood laminated
and the laminations extending continuously around the angles or bends of the
frame and without joints at such bends or angles, substantially as described.
3. A bicycle frame composed of strips of wood, the laminations whereof are
continuous around the angles of the frame and a crank bearing embraced by the
laminations of the frame, substantially as described.
4. A bicycle frame whereof the steering head post, top and bottom bars and rear
post are constructed integrally with each other from strips of wood laminated and
the laminations being continuous around the angles of the frame and provided with
suitable hearings and with a longitudinal cavity, substantially as described.
5. A bicycle frame composed of two mating parts, each part being formed of
strips of wood and adapted to be fitted one within the other and having suitable
bearings therein, substantially as described.
6. A fork for bicycles, the crown and tines whereof are integrally formed of
laminated strips of wood, substantially as described.
7. A wooden bicycle frame having a steering head post provided with a longi-
tudinal cavity, a tubular metal sheath or lining for said cavity, said tubular lining
having conical cup bearings members secured thereof, a steering head journalled
within said tube or lining and having conical bearing cups secured thereto and a
front fork clamped to said steering head, substantially as described.
8. The combination with a bicycle fork composed of strips of wood laminated
and bent to provide the crown and tines of said fork of metal clamps embracing the
sides of said crown, and one of said clamps being secured to the steering head,
substantially as described.

page_text: 9. A clamp for the steering bead post of a bicycle, said clamp having its central
portion perforated for the passage of the steering head post and providing a seat or
bearing for the cup of the steering head bearing and said clamp having angular-
flanges with integral straps adapted to embrace the frame and clamping bolts for
tightening said straps, substantially as described.
10. A clamp for bicycles adapted to embrace the upper rear augle of the diamond.
frame and having a semi-cylindric cavity or seat, a socket piece to receive the seat
post and rear fork members and a U-bolt adapted to pass around the frame and
clamp and having its ends extended through said socket piece with means for
compressing the latter to frictionally secure the seat post, substantially as
described.
11. Iu combination with the drop frame of a bicycle, the rear post whereof is.
provided with a longitudinal cavity or socket, of a seat post clamp split or severed
longitudinally and having a bearing upon the upper end of said post and straps.
embracing said post, a clamping bolt for said strap and a clamping bolt adapted to
pass through the upper end of said split clamp and through the upper ends of the
rear fork members, substantially as described.
12. The combination in a bicycle frame, of a frame member having a scat post.
socket therein, a split clamp mounted on said socketed member, said clamp having
conical sockets, conical cups working in said sockets and a clamping bolt whereby
the rear stays may be clamped to said conical cups, substantially as described.
13. The combination with a crank shaft having a flattened portion of a sprocket.
spider having an aperture adapted to receive the flattened portion of the shaft, and
a clamping bolt whereby the spider may be clamped upon the shaft, substantially
as described.
14. The combination with a crank shaft having a wedge shaped portion, of a
sprocket spider having a wedge shaped aperture, and a slot extending from said.
aperture into one of the spider arms, a clamping bolt passing through the members-
of said split arm and engaging also with a notch in the crank shaft and said spider-
having a crank arm secured thereto and being adapted for connection with a.
toothed rim, substantially as described.
puted this 4th day of May
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant..