Improvements in the Frames of Bicycles and other Foot Propelled Vehicles.
Year: 1898

page_text: Date of Application, 25th June, 1898- Accepted, 13th Aug., 1898
COMPLETE SPECIFICATION.
Improvements in the Frames of Bicycles and other Foot Propelled
Vehicles.
We, JOSEPH HUGHES, residing at 55, Sullivan Street, in the City of Toronto, in
the County of York and Province of Ontario, Stationary Engineer, and
JOHN MEENELY DIXON, residing at 22, Cameron Street, in the said City of Toronto,
Stationary Engineer, 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 certain new and useful improvements in the frames of
bicycles and other foot propelled vehicles, and relates more particularly to the
peculiar manner in which the crank axle bracket is attached to the lower end
of the standard of the frame and to the lower side bars, and the manner in which
the upper side bars are connected to the upper part of the frame and to the rear
ends of the lower side bars; and the invention also relates to the manner in which
the standard of the front forks is fitted to the head of the frame. During the
progress of a bicycle or other foot propelled vehicle over rough or uneven surfaces
the frame is subjected to a vibratory motion, which is injurious both to the vehicle
and the rider, and is especially noticeable in vehicles fitted with rigid frames.
The front forks are constantly subjected to breaking strains of considerable force
during the ordinary usage of a bicycle, by the wheel forcibly meeting immoveable
objects of sufficient size and resisting force to arrest or partially arrest its progress,
and in the event of the rider propelling the wheel at a rapid rate of speed and
meeting an obstacle of this description it frequently happens that the front forks
break at the crown or intermediate the crown and the bearings for the axle, or
become bent to such an extent as to render the vehicles useless. Instances have
also been known where the reach bars of the frame have been broken, and
other instances where they have been bent from such concussion to such an extent
as to render the vehicle useless. To overcome these objections, (that is to relieve
the rider of all controllable vibratory motion) and to so arrange the frame as
to relieve the vehicle of practically all liability of breakage through meeting an
immoveable resisting obstacle, is one part of the object of the present invention,
whilst the other part of the object of the invention is to so arrange the parts of the
frame that it will have all the advantages of a rigid frame as well as of a yielding
resilient frame; as hereinafter set forth and more particularly pointed out in the
claims.
In the drawings:-
-
Fig. 1 is a perspective view of the frame of a man's wheel.
Fig. 1 is a perspective view of the frame of a lady's wheel.
Fig. 2 is a view showing the attachment of the spring forks to the upper part
of the frame shown in Fig. 1.
Fig. 2 is a similar view showing the attachment of the spring forks to the

page_text: ICHO Of the crank axle bracket to the lower
end of the standard.
Fig. 4 is a view showing the construction of the head of the bicycle frame and
standard of the front forks.
Like letters of reference refer to like parts throughout the specification and
drawings.
As shown in Figs. 1 and 2, A represents the standard, B the head, and C, C the
upper and lower reach bars respectively; these parts are united rigidly in the usual
manner by couplings D.
The coupling D uniting the lower end of the standard A and lower reach bar C
is provided with a horizontal sleeve E, which contains a pivot bolt F projecting
a slight distance beyond each end of the sleeve E.
Grepresents the crank axle bracket fitted with two upwardly extending lugs H,
the inner faces of which are remote from each other a distance equal to the length
of the sleeve E. Each of the lugs H is provided with a bolt-hole I through which
extends the pivot bolt F. When the crank axle bracket is assembled in position
the lugs H embrace the ends of the sleeve E, and the pivot bolt F extends through
the holes I. Fitted on the ends of the bolt Fare nuts and washers F, F" respec-
tively, by means of which the lugs are locked to the ends of the sleeve E, and the
crank axle bracket pivotally held to the lower end of the standard.
Rigidly connected to and projecting rearwardly from the crank axle bracket G
are the lower side bars J, the rear ends of which are fitted with the usual axle
plates K.
L, L represent the upper side bars of the rear forks, the lower end of each of
which is pivoted to its respective axle plate K by means of a pivot bolt M.
N represents a link embracing in its construction a shank O, terminating at
its rear end in a horizontal sleeve Q, and at its forward end in two forks P, P
embracing the standard A. Passing through the upper ends of the upper side
bars L and through the sleeve Q is a bolt R, by means of which the upper ends of
the upper side bars are locked to the link. At the front side of the coupling D,
uniting the upper reach bar to the top of the standard is a horizontal sleeve S,
and passing through the forks P, P, and sleeve S is a pivot bolt T, by means
of which the link N is pivotally fastened to the top of the frame.
U represents a collar fitted to the standard below the link N,
a hook extending rearwardly from the collar.
and V represents
W represents a spring connected to the sleeve Q of the link and to the hook V,
the purpose of the spring being to hold these parts in their normal relative position
when the weight is upon the vehicle, and to return the rear forks to their normal
relative position after yielding to relieve the frame of the jarring motion.
The lower end of the head B is provided with a sleeve member X, having an
annular flange X', of a slightly greater diameter than the head of the front forks.
Vertically moveable within the lower end of the sleeve member X is a sleeve
member X", the lower end of which is fitted with a ball cup Y. The sleeve
member X above the ball cup Y is fitted with an anuular flange or shoulder Z.
To prevent any revolvable or twisting motion on the part of the sleeve member X"
it is provided with diametrically opposite lugs a which work in vertical slots a¹
in the sleeve member X.
b represents the front forks united by a crown bl, the top of which is fitted with
a ball cup 6, corresponding in size and shape with the ball cup Y. Interposed
between the ball cups Y and 6" are the usual anti-friction balls c, to minimize the
friction of the turning of the forks.
A represents the standard of the front forks projecting through the ball Υ
and sleeve members X", X, and the head B. Encircling the standard A' is a
cup
spring B¹, the ends of which bear against the flanges X' and Z, to hold the front
forks in their normal relative position to the head of the frame. When the front
wheel meets an obstacle the sleeve members telescope one into the other and partially

page_text: relieve the frame of the force of the jar, the spring B' returning the front forks
to their normal position as soon as the cause of the trouble has passed.
In passing over a rough or uneven surface the springs B and W allow of the
front forks and rear forks to respond to the jarring motion to relieve the frame
of its force, and to return the parts to their normal position, as soon as the cause
of disturbance has passed. The action of the rear forks when passing an obstruc-
tion is in the direction indicated by arrows, and to provide for the side bars and
chain swinging from the same centre it is necessary to pivotally connect the crank
axle bracket to the lower end of the standard, in the manner above described. By
this means the sprocket wheels on the crank axle and driving wheels swing from
the same centre together with the chain and side bars, avoiding any liability of the
chain binding on the wheels and causing a stoppage of the progress of the vehicle.
The spring W draws the link and rear forks downwards to their normal relative
position when the cause of the trouble is over.
As shown in Figs. 1 and 2 the top of the standard A is provided with a for-
ward projection C corresponding to the reach bar C in Figs. 1 and 2, and used
for the purpose of connecting the link N to the top of the frame in practically the
same manner as in Figs. 1 and 2.
Frames constructed on these principles are relieved of practically all vibratory
motion, and the rider can ride over the roughest and most uneven surfaces in as
comparatively comfortable a manner as if riding on a smooth pavement.
Again by providing the head of the forks with the spring connection in the
manner described, the danger of injury to the forks or reach bars is to a large
extent overcome.
Again, by relieving the frame of the jolting or jarring sensation the parts are
not worked loose as in the case of a rigid frame, necessitating a tightening up of
the same.
To limit the upward movement of the upper reach bars and spring W we pro-
vide a chain B connected to the link N and to the hook V.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is:
1. A bicycle frame embracing in its construction the usual reach bars, head
and standard rigidly united, a crank axle bracket pivotally connected to the
standard, the lower side bars of the rear forks rigidly connected to the crank axle
bracket, and the upper side bars of the rear forks pivotally connected to the lower
side bars and to the top of the frame, substantially as specified.
2. A bicycle frame embracing in its construction the usual reach bars, head
and standard rigidly united, a crank axle bracket pivotally connected to the stan-
dard, the lower side bars of the rear forks rigidly connected to the crank axle
bracket, and the upper side bars of the rear forks pivotally connected to the lower
side bars and to the top of the frame by a link having a horizontal sleeve and a
bifurcated end, the forks of which embrace a sleeve connected to the top of the
frame, and bolts passing through the forks of the link and sleeve,
and through the upper side bars and sleeve of the link, substantially as
specified.
3. A bicycle frame embracing in its construction the usual reach bars, head and
standard rigidly united, a crank axle bracket pivotally connected to the standard,
the lower side bars of the rear forks rigidly connected to the crank axle bracket,
and the upper side bars of the rear forks pivotally connected to the lower side
bars and to the standard by a link having a horizontal sleeve and a bifurcated end,
the forks of which embrace a sleeve connected to the top of the frame, bolts pass-
ing through the forks of the link and sleeve, and through the upper side bars
and sleeve of the link, and a spring connected to the link and to the standard,
substantially as specified.
4. A bicycle frame embracing in its construction the usual reach bars, head and

page_text: standard rigidly united, the rear forks consisting of two lower side bars pivotally
connected to the lower end of the standard, the upper side bars pivotally connected
to the lower side bars and to the upper part of the frame by a link, and a spring
connected to the link and to the standard to hold the rear forks in their normal
relative position, substantially as specified.
5. A bicycle frame embracing in its construction a head, a sleeve member depend-
ing from the head, having an annular flange, a moveable sleeve member within
the fixed sleeve member having an annular shoulder intermediate the top and
bottom, a bearing cup connected to the lower end of the moveable sleeve member,
the front forks, a standard for the front forks projecting through the head and
sleeve members, a ball cup connected to the crown of the front forks in juxta-
position to the ball cup of the moveable sleeve, and antifriction balls interposed
between the ball cups, substantially as specified.
6. A bicycle frame embracing in its construction the usual reach bars, head
and standard rigidly united, a crank axle bracket pivotally connected to the
standard, the lower side bars of the rear forks rigidly connected to the crank axle
bracket, and the upper side bars of the rear forks pivotally connected to the lower
side bars and to the top of the frame by a link having a horizontal sleeve and a
bifurcated end, the forks of which embrace a sleeve connected to the top of
the frame, bolts passing through the forks of the link and sleeve, and through the
upper side bars and sleeve of the link, a spring connected to the link and to the
standard, and a stop to limit the upward movement of the link and side bars,
consisting of a chain connected to the link and to a hook connected to the stan-
dard intermediate the link and crank axle bracket, substantially as specified.
7. The bicycle frame hereinbefore described and illustrated in Figs. 1 and 2.
8. The bicycle frame hereinbefore described and illustrated in Figs. 1 and 2^.
Dated this 18th day of June 1898
HUGHES & YOUNG,
23, Coleman Street, E.C., Agents.