Improvements in or relating to Bicycles.
Year: 1898

page_text: Date of Application, 29th Aug., 1898-Accepted, 10th Dec., 1898
COMPLETE SPECIFICATION.
Improvements in or relating to Bicycles.
I, JAMES CALDWELL ANDERSON, of Youngs Hotel, Boston, in the County of
Suffolk, and State of Massachusetts, United States of America, Inventor, do here-
by 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 certain new and useful improvements in bicycle con-
struction, and it has for its main objects to provide a radically novel means for
steering the bicycle and also radically novel means for transmitting power and
motion from the crank shaft to the rear or driving wheel.
"
In the present state of the art relating to vehicles of human locomotion pro-
pelled and controlled by the articulate force of the body applied to the machine
it has for many years been recognized that what is known as the "safety
bicycle is the best exemplification of vehicles for such locomotion. In this class
of vehicles however it has been well understood that the machine was not in form
and balance suited to the human anatomy; it being well known that the nearer
such a machine approaches and articulates with the natural functions of the body
the nearer it will approach acme in the art.
In the present type of safety bicycles the front wheel in order to clear the toes
of the rider's feet must of necessity be located forward to such a degree that the
rider to proper manipulate the machine is compelled to lean his body forward to
an unnatural position. Moreover the front wheel in this advanced forward posi-
tion is heavy and unwieldy, requiring considerable effort on the part of the rider
to hold and guide the same. These conditions have arisen from the fact that no
means has heretofore been suggested for steering other than attaching the front
wheel fork with the front part of the machine. The first part of my invention
has for its object to overcome the disadvantages recited, and to provide a means
for steering the machine through the medium of the saddle post located at the
rear part of the machine.
Another disadvantage existing in the present state of the art of safety bicycles
rests in the means employed for transmitting power and motion from the crank
shaft to the rear or driven wheel. The common and well known method consists
of providing the crank shaft and the hub of the rear wheel with fixed sprocket
wheels and connecting the two by a sprocket chain, or connecting the crank shaft
and rear wheel through the medium of bevel gears and a longitudinal intermediate
driving shaft; still another common method being the connection of the crank
shaft and rear wheel through a train of ordinary spur gears.
In all of these constructions there is necessarily great friction, and it becomes
necessary to secure the best results to maintain absolute and perfect alignment
and adjustment of all the parts, which in practice is found to be not only
difficult but absolutely impossible owing to the necessary strains to which the
machine is in practice subjected.
The second part of my invention has for its object to avoid all of the disad-
vantages of the present constructions for imparting motion to the rear wheel and

page_text: .
to provide a means which shall be simple and efficient and at the same time be
uninfluenced in its mechanical function by any of the ordinary variations in lines
of adjustment in the several parts of the machine.
My invention has for its object also to provide a frame of such design that it may
be made very much lighter than the ordinary frame and at the same time be
capable of resisting successfully the crushing or spreading action due to the
weight or load carried by the machine.
With these two main objects in view my invention consists, first, in attaching
the front wheel fork to the seat post and locating the latter pivotally in the front
tube of the frame and providing handle bars fixed to the frame in such a manner
that the rider can steer the wheel through the medium of his seat upon the
saddle.
My invention consists secondly in providing a power transmitting shaft inter-
mediate of the rear wheel and crank axle, said shaft being operated at its forward
end by a fixed circular ball race carrying a train of balls said balls being in the
first instance driven around the circular race by a disc fixed to the crank shaft
and formed with registering cups on its periphery to engage the balls, which
balls engage with a disc fixed to the forward end of the longitudinal shaft, and
having its periphery provided with registering ball cups, and in providing the
longitudinal shaft at its rear end with a ball cup disc similar to the one fixed on
the forward end, and co-acting with a train of balls in a circular ball race secured
to the hub of the rear wheel, said balls also co-acting with a cup disc fixed to
the hub of the rear wheel, all as will be hereinafter more fully described.
My invention consists thirdly of a frame of substantially triangular form, and
in which no part of it which carries the load extends forward of the plane in which
the seat post and load lies, so that the tubes of the frame may be braced and sup-
ported in the most scientific and mechanical manner.
My invention also consists in minor details of construction hereinafter more
fully set forth and specifically claimed.
In order that those skilled in the art to which my invention appertains may
know how to make and use the same I will proceed to describe the construction
and operation of the several parts, referring by letters to the accompanying
drawings in which,
Fig. 1 is a side elevation of a bicycle embodying my invention.
Fig. 2 is a side view on enlarged scale of the driving mechanism.
Fig. 3 is a longitudinal section of the driving shaft and showing its connec-
tion with crank mechanism and rear wheel mechanism.
Fig. 4 is a plan view of the frame and driving mechanism.
Fig. 5 is a detail front view of the stationary ball carrying housing employed
in connection with the crank hanger and with the ball carrying disc dropped
slightly down from its normal position to expose the balls mounted therein.
Fig. 6 is a horizontal section taken on the line of Fig. 5.
Fig. 7 is a longitudinal section of seat post and steering fork.
Fig. 8 is a horizontal section on the line y y of Fig. 7.
Fig. 9 is a face or front view of clamp for securing or binding the seat post.
Fig. 10 is a horizontal section on the line z, z of Fig. 7.
Fig. 11 is a face or front view of the steering fork.
Fig. 12 is a face of front view of the handle bars, the dotted lines showing
vertical adjustments.
Fig. 13 is a plan view of the handle bars; and
Fig. 14 is a detail plan view showing means for clamping the handle bars.
Similar letters of reference denote like parts in the several figures of the
drawing.
A represents the rear fork of the frame and B the seat post tube connected near
their lower ends by the tube or brace C. The tubes A and B are slightly separated
at their upper ends and connected by a brace D) which constitutes a support for
the forwardly curved handle bars E.

page_text: The rear or driving wheel H is mounted in suitable bearings at the point of
junction between the tubes A and C in any well known manner.
The front wheel I is mounted in a fork J; the tubular stem or shank of which
extends up through the tube B and is secured in position by the screw ring or
collar L resting upon balls M in a ball race nut N threaded in the upper end of
the seat post tube B.
is
O is the seat post which supports the adjustable saddle P. The seat post
securely clamped in any desired adjustment to the front wheel fork shank or
tube K, by an eccentric Q, operated by a short lever R, or secured in an obvious
manner.
The handle bars E are secured to the tube D by an eccentric S, operated by a
hand lever T (see Figs. 12 and 14) in the lower ends of a supporting block U,
the upper portion of which is formed with two sleeves to receive the ends of the
handle bars, which latter are provided with fixed collars having serrated edges
meshing with similar serrations on the ends of the sleeves. The projecting ends
of the handle bars are threaded, and lever nuts V are employed to draw the serra-
tions on the collars and sleeves in to mesh when the handle bars have been
adiusted to any desired position.
The front wheel I is so connected with the lower ends of the fork J that the
tread or point of contact between" the wheel and the ground will be in rear of
the point at which the oblique or vertical plane of the seat post would strike the
ground, and as a consequence there would occur a trailing or caster action in the
wheel which would tend to keep it in alignment with the track of the rear
wheel H.
The fork J is constructed in the usual manner, and as shown (in Fig. 7) to
secure ball bearing connection at the bottom end of tube B.
At the lower end of the tube or shank K from which the fork J springs, I
insert and sweat or otherwise secure in place a plug W having a vertically extend-
in shank X threaded to receive a washer Y and nut Z, which washer and nut
hold in place around the shank X a spring 1, the two ends 2. 2 of which (see
Fig. 11 extend radially and diametrically, and are then turned upwardly so
that they will bear against the front surface of the bridge a of the steering fork
each side of the centre, as clearly shown at Fig. 11. From this construction it
will be seen that the spring arms tend to hold the front fork in such position as
to secure perfect alignment or track between the front and rear wheels, and that
when the fork shank is rotated in one or the other direction it is rotated against
the action of one of the other spring arms 2, 2 the re-action of which restores
the fork to its normal position. Shoulders or spurs 3, 3 are formed on the lower
edge of the ball race cun which shoulders bear against and hold the respective
spring arms 2. 2 (when the front fork is rotated away from one or the other of said
spring arms) in proper position to contact with the work when rotated in opposition
to the said spring arm.
.f⭑
When the machine is short coupled that is, when the distance between the drive
wheel and the steering wheel is relatively shortened and it is necessary to limit
the degree of rotation of the front fork shoulders or studs 4. 4, are formed on
the ton surface of the fork bridge a adapted to contact with the rear faces of the
shoulders or studs 3. 3 in an obvious manner, and consequently the re-action of
the spring restores the fork and wheel to normal position. It follows from the
construction described that the trailing action of the front wheel. supplemented
by the action of the spring arms 2, 2 that the natural tendency of the front wheel
is to travel in a straight line, and to divert it from such path must involve the
action of the rider, while in the wheels as at present constructed the rider is
required to exercise to a certain extent physical force to preserve the alignment
of the two wheels, as well as to steer or guide his machine. The rear faces of the
shoulders 3, 3 are designed to come into contact with shoulders or lugs 4. 4 and
thus limit the rotation of the fork J. This is designed to prevent the front
wheel intersecting the path of motion of the cranks and pedals when the two

page_text: wheels are short coupled, as shown in the drawings, W
when the length of the machine is reduced from the present dimensions by my
improved construction, that it is not essential that the front or guiding wheel
should be turned to so extreme a point to secure a short turn, but it will be
understood that I do not wish to confine myself absolutely to so short a coupling
as is shown, for it will be readily seen that I may throw the lower end of the
tube B and front fork J sufficiently far forward as to permit the front wheel I
to swivel entirely free of the crank and pedal.
It will also be understood that I do not confine myself to placing the steering
wheel in front of the rider, as I may and do reverse the action of the machine
with a small steering wheel arranged at the rear of the machine and a larger
driving wheel in front. The function of steering by the seat and seat post being
performed alike in both cases, and by this latter method of operating the machine
a larger range of swivel to the steering wheel is attained.
The handle bars E being adjustable as stated, relatively to the saddle, the rider
may occupy a perfectly natural position, and holding on the handle bars, a pull
or push upon one or the other, in either direction, will cause the body to swivel
as it were, and as a consequence the saddle and the saddle post will correspond-
ingly swivel turning the front fork tube and front wheel also. This action and
result is the most natural because it is in harmony with the usual function of the
body as controlled by the will in making variations of movements.
Having described the means by which the bicycle is guided or steered I will
now describe the peculiar and novel construction and devices through the medium
of which power is applied from the crank shaft to the rear wheel H.
Depending from the lower tube C of the frame at either end thereof are two
hangers A A¹ in the lower end of which the power transmitting shaft B¹ is
journaled in suitable ball bearings. This shaft, as shown on enlarged scale at
Fig. 4, is made in two sections the adjacent ends of which are morticed and
tenoned to secure perfect axial relation between the two sections which are con-
nected by a right and left threaded swivel C. To the forward end of the shaft is
secured a disk 1) having a series of ball cups 12 in its periphery open radially
and forward. To the rear end of the shaft is secured a similar ball disk E¹ with
similar ball cups E, each of the disks is formed with a ball cone hub between
which and a ball race in the hangers A¹ are confined anti-friction balls, the adjust-
ment of the several parts being through the medium of the swivel C¹, before
described. Depending from the crank hanger G' is a rigid stud or bolt Hi
threaded to receive a mut I¹. A right angled housing K', L is rigidly secured
to the crank hanger G¹ and stud or bolt H¹ (see Figs. 4, 5 and 6) and the hori-
zontal portion K₁ of this housing is formed with a circular ball race shown at M',
Fig. 5. N is a ball disk formed with a ball race similar to race M³, and in which
are arranged a train of balls (1 which when the ball disk is placed against or with-
in the housing K¹ and secured in position by the nut I are securely held in
position within their race. To the crank shaft is rigidly secured a ball cup
disk Q similar to the disks D, E, on the ends of the shaft B. This disk Q
is, when the crank is in position, housed within the vertical portion L' of housing
herein before referred to.
The periphery of the ball cup disk Q' on the crank shaft intersects the horizontal
plane of the train of balls located in the ball disk N¹, the radial balls between
the ball cups resulting from the intersecting arcs of the balls cups successively
enter the reversely curved recesses or spaces between the balls 01 and as a neces-
sary consequence drive the train of balls continuously around their circular race.
The ball cup D¹, on the forward end of shaft B' is enclosed (when in position)
within a housing which connects with the housing K¹ and the walls of the cups Da
of the disk D enter the spaces between the balls 0' as previously described
with reference to the ball cup walls of ball cup disk Q. Now as the balls are
driven around their circular race by the action of the disk Q on the crank shaft
they come in contact with the cup walls of the disk D', and in an obvious manner

page_text: cause the disk and the shaft BI to rotate. The ball cup E at the rear end of the
shaft B intersects the path of a train of balls R' located in a circular race in a
horizontal ball disk S¹ secured to the lower end of the frame tube A and causes
said train of balls to travel through their circular race, and in such travel they
contact with the walls between the ball cups in the periphery of a vertical ball
cup disk T rigidly secured to the hub of the rear wheel, and consequently said last
named disk and the rear wheel are rotated in a direction to propel the bicycle.
The several disks and the balls at the rear end of the machine are all suitably
housed in casing U₁, V¹ in substantially the same manner as herein before described
with reference to the disks at the forward end of the machine.
It will be understood that I am not limited to the exact relation of the several
disks or the construction as many changes may be made in the details of construc-
tion and arrangement without departing from the spirit of my invention in rela-
tion to the driving mechanism which consists in the broad idea of utilizing the
enforced circular travel of a train of balls as the medium of communicating
motion from one plane to another at an angle thereto.
I am aware that it has been proposed to drive balls through a path similar to
that travelled by a sprocket chain, but such construction is impracticable owing to
the necessary lateral thrust of the balls in changing their direction of movement
and also because of the inability to secure perfect smoothness and hardness of
the ball race located within a stationary tube.
I am also aware that it has been proposed to drive a train of balls spirally
around the crank axle and rear wheel axle through a tube on each side of the
machine communicating at both ends with the spiral conduits, and I do not wish
to have my invention confound with any such constructions, but desire to call
special attention to the fact that in my improved construction I take advantage
of the well known principle of the axial rotation and circular travel of a train
of balls as anti-friction devices and to utilize the same as a means for transmitting
power and motion in planes at an angle to each other and wherein the ordinary
variations in the relations of the parts of a bicycle resulting from strain and
weight of load will not materially affect the operation and usefulness of the
driving mechanism.
Referring now to the peculiar construction of the frame of my machine it will
be observed that the two vertical tubes A, B approach each other at the upper
end at an angle and to such an extent as to make their connection to all intents
and purposes a pivoted point, and that the lower ends are securely tied against
any spreading action by the tube C. As the seat post and the weight carried
thereon is in a plane coincident with the front tube B there is no part of the
frame in advance of the weight line, and therefore no occasion for any other
bracing or tying devices.
As a ready means for securing the seat post in any desired vertical adjustment
it is flattened on its front surface and slightly serrated or not as desired, to receive
the contact of the eccentric face of the cup Q which is quickly manipulated by the
handle R, as hereinbefore stated. The handle bar H is adjustably secured to
the frame tube D in a similar manner.
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. In a bicycle embodying in its organization a frame composed of rigid
tubes A, B, C, a driving wheel H, mounted in a rigid frame, a steering wheel I
mounted in a steering fork, pivotted within one of the oblique tubes of the frame
and a saddle rigidly connected with the pivotted shank of the steering wheel on
the ground, being substantially in line with the shank of the steering fork as
described.
2. In a bicycle, the saddle post and steering fork rigidly and adjustably
secured together and pivotted within one of the oblique tubes of the frame.
The

page_text: steering wheel connected with the steering fork in the plane substantially coinci-
dent with the axis of motion of said fork and a driving wheel and rigid handle
bar secured in fixed relation with the frame of the machine substantially as and
for the purpose set forth.
3. In combination with the frame tube B, seat post O, and steering fork
shank K, constructed as described, the spring I confined within the lower end of
the steering fork shank and provided with diametric radial arms 2, 2, bearing
against the front surface of the fork bridge a, substantially as and for the purpose
set forth.
4. In combination with the frame tubes B, the saddle post O, the steering
fork shank J, K, and spring I constructed as described, the spurs or shoulders 3, 3
on the ball race cups to hold the arms 2, 2 respectively when the bridge a of the
steering fork J rotates away from either of said spring arms, substantially as
herein before described.
1912
5. In a bicycle the steering fork and saddle post adjustably and rigidly secured
together and pivotally arranged in the front or rear tube of the frame in a plane
substantially coincident with the axis of motion of said fork, whereby the machine
may be steered by the rider by the medium of the seat, substantially as herein-
before set forth.
rear and the front
6. A triangular frame for a bicycle composed of the
tubes A, B, approaching each other and connected at the upper end and a tube C
connecting and bracing the lower extended ends of the tubes A, B, in combination
with the hangers A', A' and shaft B', substantially as hereinbefore set forth.
7. As a means for transmitting power and motion from an initial point or
locality to another at an angle thereto the combination and arrangement of a ball
disk having a circular race provided with a train of balls, two or more ball cup
disks whose peripheries intersect the plane of the balls in the ball disk, suitable
transmitting shaft connected with one or more of the ball cup disks, and means
for driving the balls around their circular race, substantially as described.
8. In a bicycle, the combination with the crank hanger provided with a ball
disk M, N formed with a circular ball race and furnished with a train of balls O¹,
the crank shaft " provided with a fixed ball cup disk Q, and a power transmit-
ting shaft B provided at its forward end with a ball cup disk D', the peripheries
of the ball cup disks Q' and ' intersecting the horizontal plane of the train of
balls 1, whereby the said balls are driven around their circular race and com-
municate power and motion to the shaft B', substantially as and for the purpose
set forth.
11.
f Luomat 1908
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool,
Agents for the Applicant.