Year: 1886

page_text: I, THOMAS B. JEFFERY, of Ravenswood, in the County of Cook, and State of
Illinois, United States of America, Mechanical Engineer, do hereby declare the nature
of this invention, to be as follows:-
----
----
----
Reference being had to the accompanying drawings: Fig. 1 is a side elevation of a
bicycle fitted with my improvements. Fig. 2 is a front elevation of the drive wheel
operating mechanism and one branch of the fork, and one disk of the hub of the wheel.
Fig. 3 is an axial section through the hub and axle of the drive wheel, cutting also the
fork and crank to show their construction. Fig. 4 is a similar section of a modified forni
of axle bearing. Fig. 5 is a section through X Xon Fig. 3, and Fig. 6 is a similar
section through Y Y on Fig. 4. Fig. 7 is a section through V- V on Fig. 3,
or Fig. 4. Fig. 8 is a side elevation of the crank on the form of axle shown in Fig. 3,
and Fig. 9 is a similar elevation on the form of axle shown in Fig. 4. Fig. 10 is a
plan of the pedal and crank and connecting mechanism, as when the crank is at the
highest position. Fig. 11 is a detail edge view of one disk of the drive wheel hub, a
portion being broken away to show the form in section. Fig. 12 shows the manner in
which the spokes are fixed in the hub. Fig. 13, is a detail side elevation of the lower
end of the fork. Fig. 14 is an enlarged section showing the ball joint between the
pedal bar and its guiding link. Fig. 15 is an enlarged section of the ball joint between
the guide link and the fork. Fig. 16 is an elevation of the end piece of the pedal frame, and
Figs. 17 and 18 are detail elevations showing slight modifications of the same. Figs. 19,
20, and 21 are perspectives of the cross bars of the pedal frame in three forms
corresponding respectively to the end pieces shown in Figs. 16, 17 and 18-Fig. 22 is
a sectional side elevation of the upper end of the back bone and neck. Fig. 23 is a
section through W W Fig. 20. Fig. 24 is a section showing a modified form of
the same. Fig. 25 is a rear elevation of the rear portion of the back bone and rear
fork. Fig. 26 is a side elevation of the same; one branch of the fork being broken
away at the line T ----T on Fig. 25. Fig. 27 is a rear elevation showing the condition
of the back bone at one stage in the process of manufacture.
----
The purposes of this invention are to increase the safety and diminish the weight
without diminishing the strength of the class of velocipedes commonly known as

page_text: bicycles, having two wheels running tandem and connected by an arch called the
back-bone, which is forked at the rear to admit the smaller wheel and provided at the
front with a vertical bearing to receive the spindle of a fork which strides the drive
wheel and has the bearings for the same.
Many of the features, however, hereinafter explained, are applicable to velocipedes
of other kinds and I do not desire to be limited in the application of this invention to
"two-wheeled vehicles of the class described.
In the drawings; A. is the front or driving wheel. B is the rear wheel. C is the
back-bone terminating at the rear in the rear fork C. D is the front fork. E is the
neck or upper end of the back bone about which the head D₁ of the front fork is
swivelled. F, is the axle. G is the crank. H is the pedal lever; I a link connecting
it to the upper portion of the fork D. J is the seat. K; the handle bar. The neck
piece E is made in the usual form, except that the rear portion E', on to which the
back bone is joined, usually by brazing, is preferably made hollow, and to compensate
for the diminution of strength, it is extended rearwardly on the lower side in the
tongue E, thus giving it greater surface for brazing to the back bone, and affording
strength at the point where the strain is most severe. If this part E', is made absolutely
rigid and made to fill the tubular cavity in the back bone to the entire length of the
portion E, the strain caused by the weight of the rider upon the seat, is concentrated
upon the tubular back bone at the end of the rigid part E, so that the back bone is
especially liable to break at that point when subjected to severe strain. This defect is
in part cured by forming the part E¹, with the tongue E10, and joining it as described
within the back bone on the under side. The taper of the tongue causes the stiffness
at this part to be increased gradually instead of abruptly, and thereby distributes the
strain throughout the distance included in the taper. The tubular character of the
part E¹, by rendering it more clastic than if it were solid, further contributes to the
same result while at the same time effecting a small saving in weight.
In order that the distance from the saddle to the axle and hence to the pedals, may
be shortened without diminishing the diameter of the wheel, or materially weakening
the parts, I compress vertically that portion of the back bone which extends over the
wheel under the saddle the part included between the dotted lines c, c, in Fig. 1.
The form thereby given to the cross section of the back bone may be olliptical, as in
Fig. 23, or preferably, on some accounts, approximately D-shaped with the more
convex curve upward, as in Fig. 24, in either of these flattened forms the vertical
elasticity that is, the tendency to spring in a vertical plane, is somewhat greater than
when perfectly circular. This vertical compression may be continued to the extreme
forward end of the back bone, and in that case the rear portion E¹, of the neck piece
is of necessity similarly compressed to receive the back bone and to be joined thereto,
as shown in Figs. 23 and 24.
It has heretofore been customary to make the rear fork in a separate piece from the
remainder of the back bone and join them by brazing or rivetting. I avoid the expense
of making this junction and increase the strength of the structure at this point, by
making the back bone and fork of one piece of tubular metal. By suitable devices, I
compress the tube longitudinally, and at the same time expand it transversely at the
point c', just above the division of the fork. The longitudinal compression furnishes
metal for the transverse expansion, and I prefer to compress longitudinally enough to
increase the thickness at the expanded part beyond what it was before the compression
and expansion, so that the strength and stiffness at that part shall be proportionate to
the strain to which it is there subjected. The expanded portion is medially cut away
between the dotted lines 10, 10, on Fig. 27, or rifted from a point a little rearward of
that at which the expansion commences, and the lateral portions D, E, are then
somewhat further spread apart and form the fork. Each lateral portion E¹, is thus
left concavo-convex in cross sections, and tapering toward the rear lower extremity,
and said extremities are afterward flattened to form the eyes e", which receive the
axle of the rear wheel.
The axle F, is rigid with the hub A¹, of the drive wheel and also with the crank G.
Between the two, it is journalled in the lower end of the fork D (it will be understood

page_text: that there is a crank at each end of the axle and that the wheel has two hubs like A¹,
which are separated by a little distance on the axle, and that each arm of the fork gets
a bearing on the axle at the position stated-one at each end of the axle).
The axle is preferably tubular in order to give lightness and strength and is
contracted at the tapering portion F¹, so that the hub A', which is correspondingly
tapered interiorly, may be very securely fastened thereto by being forced on to this
tapering portion, thus avoiding the necessity of any key device which would unequally
apply the strain to the axle and tend to crush or split it at some point. The hub A,
has its web A10, made much lighter than has heretofore been usual, and the strength
thus lost is compensated by corrugating it radially, as shown in Fig. 11.
The end of the axle is adapted to receive the crank and prevent the latter turning
therein, either in the manner shown in Figs. 6 and 9, that is, by serrating the axle
longitudinally and correspondingly serrating the interior of the aperture g, in the
crank which is entered by the end of the axle ; or, the axle is compressed into
elliptical form at the end portion where the crank is to be applied, and the aperture g,
in the crank is made corresponding elliptical. In either case the crank is preferably
rifted from the axle aperture g, to the end, and provided with a clamping bolt G¹,
which is inserted transversely across said rift to clamp the severed portions of the end
together upon the axle. This clamping bolt is preferably inserted parallel with the
shorter axis of the ellipse when the elliptical form of the axle end and aperture is
employed. Whatever form of axle end and aperture are adopted to prevent the crank
turning on the axle, the clamping bolt is preferably inserted at such point that it
traverses a portion of the axle and requires a notch f to be made therein to receive it,
whereby not only does it further tend to prevent the crank turning on the axle, but
positively prevents the longitudinal displacement of the crank thereon.
The clamping bolt itself is preferably made tapering, so that as it passes into the
notch f, it may bind tightly therein; and for the further reason, that any lost motion
at this point may be compensated by setting the bolt deeper.
F and F, are sleeves which slide on the axle F, between the hub and crank, the
sleeve F, is in any familiar manner secured against turning on the axle, as by being
feathered thereon, and when the axle is serrated, as in the form shown in Figs. 6 and
9, these serrations may be continued the whole length of both sleeves and answer for
the feathering. The two sleeves have their proximate ends bevelled, as shown, to
form the bearings for the anti-friction balls f2. Both sleeves are encircled, though
not throughout the entire length of the sleeve F, by the bearing box D', having the
interior annular bearing d', which, in the form illustrated, is a groove which retains
the balls, upon the bevelled ends of the sleeves F' and F (sometimes two series of
balls are used, and in that case the bearing D¹, would be an annular ridge between the
balls). The sleeve F¹, is exteriorly threaded and on to it is screwed the nut F10, which
thus is located between the bearing box D¹, and the hub or stop A', and prevented
from moving longitudinally on the axle. When, therefore, the nut is revolved by any
means it will, by virtue of its threaded connection with the sleeve F¹, cause the latter
to move longitudinally toward or from the sleeve F2, and thus loosen or tighten the
ball bearing:
I have shown two means for revolving the nut 110, and securing it as thus adjusted,
-one illustrated in Figs. 4 and 6, in which the nut F10, is exteriorly cogged, and on
the
the hub is suitably journalled an endless screw A. By revolving the screw A10,
nut F, is rotated and locked at all positions. Another device for the same purpose
is illustrated in Figs. 3 and 5, the periphery of the nut F, being notched to render
it a ratchet wheel and upon the hub is pivoted a pawl A", to engage the notches of
the nut, and a spring a", to force it into such engagement. Practically the bearing will
never need to be loosened, but only tightened as it wears, and the ratchet device des-
cribed is constructed to allow the nut F, to revolve to tighten the bearing, and it may
be thus conveniently revolved by the hand directly grasping the nut, or by any tool
which may readily be devised adapted for that purpose.
In a bicycle, the hub being preferably concaved exteriorly so that it overhangs a
portion of the bearing box and said bearing box being pivoted in the fork D¹º, at the

page_text: end of the fork arm D, and being provided with gudgeons d, for that purpose, it is
necessary to bend the fork D, aside that it may pass under or into the concavity of
the hub; and being thus constructed, in order to connect it to the bearing box after
the latter is in place on the axle, the bearings d", of the gudgeons in the fork D, are
slotted obliquely toward the same side toward which the fork is bent, and by this
means it is made possible to pass the fork on to the gudgeons and under the over-
hanging hub by one oblique downward and sidewise movement. In order to prevent
accidental escape of the gudgeons from their bearings in the fork, I countersink said
bearings on the outside as seen at 12, and thread the gudgeons and provide the
retaining nuts d¹³ which pass into the counter-sink d, and preferably make the
portion of the nut which enters the countersink round, the exterior portion being
polygonal, or otherwise adapted to afford grasp for a wrench, and said round portion
may fit the countersink snugly, and thus become the direct bearing for the fork.
The excess of the diameter of the portion of the nut which enters the countersink
over that of the gudgeon and slot, prevents the escape of the gudgeon from the
bearings, and keeps the bearing box D¹, securely in connection with the fork
arm D.
The pedal crank is made in two pieces: The portion which is clamped on to the
axle as above described being solid except as to the apertures for the axle and clamping
bolt. The remaining portion is made tubular for the sake of lightness, and elliptical,
with the shorter axis horizontal, for the sake of strength in the direction of strain
applied by the foot upon the pedal. The pedal lever H, is connected to the crank by
means of the clips G and G2. The former of which has the crank wrist G10, and is
adjustably secured on the crank, while the latter has a bearing for the crank wrist and
is adjustably secured on the pedal lever H. In order that the clip G', may be adjust-
ably secured on the crank it has the elliptical opening fitting the crank snugly and is
provided with a set screw g¹, inserted in the direction of the longer axis of the ellipse,
whereby the greatest possible resistance to its pressure is obtained. The clip G², is
forked to stride the pedal lever H, and provided with a small bolt g², at the end, to
secure it in an adjustable position thereon. The pedal lever H, is preferably made
oval in cross section with its shorter diameter parallel with the axle in order that it
may offer the greatest resistance to the strain applied by the foot in a plane parallel to the
wheel, and to further increase its stiffness in the same plane, I form it S-shaped, as
shown the curve forward of the crank wrist being convex upward, and the curves in
the rear of the crank wrist being concave downward. The pedal L, is pivoted on the
rear end of the pedal lever H, and said lever is connected at the forward end by the
link I, to the fork arm D, at a point at a considerable distance above the axle, and in
order to give the most desirable movement to the pedal, the pivot of the link should
be approximately in vertical line over the axle, that is, the pivot should be near the
fork arm, as illustrated. The position at which the link is pivoted, I find it desirable
to make adjustable, and for that purpose I provide the clamp I, which slides on the
fork and may be clamped at any desired position thereon, and upon this clamp I fix
the pivot of the link.
Since the link I, does not swing in the plane of the rotation of the crank wrist,
that is, since its upper pivot is not in the plane of motion of its lower pivot-it is
desirable to provide it with ball joints.
I form the sockets of the joints in the link, and provide the connected parts-the
foot lever and the clamp I-with sideward jutting studs H20 and 120, respectively,
which, terminate in the balls 20 and 20, fitting the socket bearings and in the
link, and provide the bolts I³, I, screwed into the ends of the link, and inwardly
terminating in concave bearing surfaces 3, 4, fitting the balls. These bolts may be
adjusted to take up lost motion in the joints, and are preferably provided with the
jam nuts 10 and 140, to prevent them from working loose.
The head Do, is provided with the cross arm consisting of the two lateral projec-
tions D2 and D², each of which is exteriorly in the form of half a conical frustrum
provided with an axial semi-cylindrical groove D20, into which the handle bar K fits,
and in which said bar is secured by clamps K'. I find it desirable to stiffen this

page_text: cross arm by thickening the same at the rear, which I prefer to do by making the
exterior outline eccentric to the interior so that a cross section is crescent shaped,
though the same effect may be produced by merely forming a rib at the back, the
objection to that form being the polishing it.
The pedal Lis pivoted on the stud or wrist H', which projects laterally from the
pedal lever H. The pedal frame is composed of the two side bars L, L', which are
made perforated, as shown in Figs. 16, 17 or 18. The aperture 12 being provided to
admit the pedal shaft H', and the apertures 110, for the purpose of securing the cross
bars L³, which are made hollowed and preferably annular. The form most preferred
being a square tube, as shown in Fig. 19, and provided with the tongues or rivet ends 12,
two or more of which enter the apertures (10, in the plate L', and are headed down
on the outside.
The cross bars L³, are most cheaply made of sheet metal folded into the required
form either a single angle, as Fig. 20, or with three sides. (channel bar) as Fig. 21,
or a square tube as Fig. 19. Any of these forms may be constructed more cheaply
than a solid bar, being cut from sheet metal so that the tongues are formed on them
without extra work, and are more secure than bars which are joined to the end pieces
by a single tongue which must necessarily be riveted more firmly, and even then is
more liable to be loosened by torsion, than two or more riveted tongues 12, which
may be separated by considerable distance and so grasp the end pieces more
securely.
Oil JN 1002
HERBERT & Co.,
67, Strand, W.C.,
Agents to Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements in Velocipedes.
I, THOMAS B. JEFFERY of Ravenswood, in the County of Cook and State of
Illinois, United States of America, Mechanical Engineer, do hereby declare the nature
of my invention, and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
Reference being had to the drawings filed with my provisional specification
Fig. 1, is a side elevation of a bicycle fitted with my improvements.
Fig. 2, is a front elevation of the drive wheel operating mechanism and one branch
of the fork, and one disk of the hub of the wheel.
Fig. 3 is an axial section through the hub and axle of the drive wheel, cutting also
the fork and crank to show their construction.
Fig. 4 is a similar section of a modified form of axle bearing.
Fig. 5 is a section through -- on Fig. 3, and
Fig. 6 is a similar section through Y
Y on Fig. 4.
Fig. 7 is a section through V---V on Fig. 3, or Fig. 4.
Fig. 8, is a side elevation of the crank on the form of axle shown in Fig. 3, and
Fig. 9 is a similar elevation on the form of axle shown in Fig. 4.
Fig. 10, is a plan of the pedal and crank and connecting mechanism, as when the
crank is at the highest position.
Fig. 11 is a detail edge view of one disk of the drive wheel hub, a portion being
broken away to show the form in section.
Fig. 12 shows the manner in which the spokes are fixed in the hub.
Fig. 13 is a detail side elevation of the lower end of the fork.
Fig. 14 is an enlarged section showing the ball joint between the pedal bar and its
guiding link.
Fig. 15 is an enlarged section of the ball joint between the guide link and the fork.
Fig. 16, is an elevation of the end piece of the pedal frame, and
Figs. 17 and 18 are detail elevations showing slight modifications of the same.
Figs. 19, 20 and 21 are perspectives of the cross bars of the pedal frame in three
forms corresponding respectively to the end pieces shown in Figs. 16, 17 and 18.
Fig. 22 is a sectional side elevation of the upper end of the back bone and neck.
Fig. 23 is a section through W. - W Fig. 20.
Fig. 24 is a section showing a modified form of the same.
Fig. 25 is a rear elevation of the rear portion of the back bone and rear fork.
Fig. 26 is a side elevation of the same; one branch of the fork being broken away
at the line T--- Ton
Fig. 25.
Fig. 27 is a rear elevation showing the condition of the back bone at one stage in
the
process of manufacture.
The purposes of this invention are to increase the safety and diminish the weight
without diminishing the strength of the class of velocipedes commonly known as
bicycles, having two wheels running tandem and connected by an arch called the

page_text: back-bone, which is forked at the rear to admit the smaller wheel and provided at the
front with a vertical bearing to receive the spindle of a fork which strides the drive
wheel and has the bearings for the same.
Many of the features, however, hereinafter explained, are applicable to velocipedes
of other kinds and I do not design to be limited in the application of this invention to
two-wheeled vehicles of the class described.
In the drawings; A is the front or driving wheel. B, is the rear wheel. C is the
back-bone terminating at the rear in the rear fork C. D is the front fork. E is the
neck or upper end of the back bone about which the head D' of the front fork is
swivelled. F is the axle. Gis the crank. H is the pedal level. I a link connecting.
it to the upper portion of the fork D. J is the scat. K the handle bar. The neck
piece E, is made in the usual form, except that the rear portion E', onto which the
back bone is joined, usually by brazing, is preferably made hollow, and to compensate
for the diminution of strength, it is extended rearwardly on the lower side in the
tongue E10, thus giving it greater surface for brazing to the back bone, and affording
strength at the point where the strain is most severe. If this part E¹, is made
absolutely rigid and made to fill the tubular cavity in the back bone to the entire
length of the portion E¹, the strain caused by the weight of the rider upon the seat,
concentrated upon the tubular back bone at the end of the rigid part E, so that the
back bone is especially liable to break at that point when subjected to severe strain.
This defect is in part cured by forming the part E', with the tongue E10, and joining
it as described within the back bone on the under side. The taper of the tongue
causes the stiffness at this part to be increased gradually instead of abruptly, and.
thereby distributes the strain throughout the distance included in the taper. The
tubular character of the part E', by rendering it more elastic than if it were solid,
further contributes to-the same result while at the same time effecting a small saving.
in weight.
:
In order that the distance from the saddle to the axle and hence to the pedals, may:
be shortened without diminishing the diameter of the wheel, or materially weakening
the parts, I compress vertically that portion of the back-bone which extends over the
wheel under the saddle-the part included between the dotted lines c, c, in Fig. 1.
The form thereby given to the cross section of the back bone may be elliptical, as in
Fig. 23, or preferably, on some accounts, approximately D-shaped with the more
convex curve upward, as in Fig. 24. In either of these flattened forms the vertical.
elasticity, that is, the tendency to spring in a vertical plane, is somewhat greater than-
when perfectly circular. This vertical compression may be continued to the extreme-
forward end of the back bone, and in that case the rear portion E', of the neck piece
is of necessity similarly compressed to receive the back bone and to be joined thereto,
as shown in Figs. 23 and 24.
It has heretofore been customary to make the rear fork in a separate piece from the
remainder of the back bone and join them by brazing or rivetting. I avoid the
expense of making this junction and increase the strength of the structure at this
point, by making the back bone and fork of one piece of tubular metal. By suitable
devices, I compress the tube longitudinally, and at the same time expand it trans-
versely at the point c¹, just above the division of the fork. The longitudinal
compression furnishes metal for the transverse expansion; and I prefer to compress
longitudinally enough to increase the thickness at the expanded part beyond what it
was before the compression and expansion, so that the strength and stiffness at that.
part shall be proportionate to the strain to which it is there subjected. The expanded.
portion is medially cut away between the dotted lines c¹o, clo, on Fig. 27, or rifted-
from a point a little rearward of that at which the expansion commences, and the
lateral portions E10, E1, are then somewhat further spread apart and form the fork.
Each lateral portion E, is thus left concavo-convex in cross sections, and tapering
toward the rear lower extremity, and said extremities are afterward flattened to form
the eyes e, which receive the axle of the rear wheel.
The axle F, is rigid with the hub A', of the drive wheel and also with the crank G.
Between the two, it is journalled in the lower end of the fork D, (it will be under-

page_text: stood that there is a crank at each end of the axle and that the wheel has two hubs
like A', which are separated by a little distance on the axle, and that each arm of the
fork gets a bearing on the axle at the position stated-one at each end of the axle).
The axle is preferably tubular in order to give lightness and strength and is
contracted at the tapering portion F¹, so that the hub A', which is correspondingly
tapered interiorly, may be very securely fastened thereto by being forced onto this
tapering portion, thus avoiding the necessity of any key device which would unequally
apply the strain to the axle and tend to crush or split it at some point. The hub A¹,
has its web A10, made much lighter than has heretofore been usual, and the strength
thus lost is compensated by corrugating it radially, as shown in Fig. 11.
The end of the axle. is adapted to receive the crank and prevent the latter turning
therein, either in the manner shown in Figs. 6 and 9, that is, by serrating the axle
longitudinally and correspondingly serrating the interior of the aperture y, in the
crank which is. entered by the end of the axle; or, the axle is compressed into
elliptical form at the end portion where the crank is to be applied, and the aperture g,
in the crank is made correspondingly elliptical. In either case the crank is preferably
rifted from the axle aperture g, to the end, and provided with a clamping bolt G¹,
which is inserted transversely across said rift to clamp the severed portions of the end
together upon the axle. This clamping bolt is preferably inserted parallel with the
shorter axis of the ellipse when the elliptical form of the axle end and aperture is
employed. Whatever form of axle end and aperture are adopted to prevent the crank
turning on the axle, the clamping bolt is preferably inserted at such point that it
traverses a portion of the axle and requires a notch f, to be made therein to receive it,
whereby not only does it further tend to prevent the crank turning on the axle, but
positively prevents the longitudinal displacement of the crank thereon. The clamping
bolt itself is preferably made tapering, so that as it passes into the notch,
it may
bind tightly therein; and for the further reason, that any lost motion at this point
may be compensated by setting the bolt deeper.
Considered with reference to the parts of the axle-bearing which I am about to
describe, the wheel hub A', and the crank G, are stops on the axle to retain and limit
the movement of certain parts of said bearing. I do not limit the application of my
invention to the form in which such stops perform the additional specific functions of
the wheel hub and crank respectively, for the wheel and crank may be elsewhere on
the axle, distinct, and in some forms of vehicle quite distant from these stops; but as
applied to the class of vehicles named, where compactness is desired, a specific feature
of this invention consists in utilizing said stops for the specific purposes stated.
F and F, are sleeves which slide on the axle F, between the hub and crank, the
sleeve F, is in any familiar manner secured against turning on the axle, as by being
feathered thereon, and when the axle is serrated, as in the form shown in Figs.
and 9, these serrations may be continued the whole length of both sleeves and answer
for the feathering. The two sleeves have their proximate ends bevelled, as shown, to
form the bearings for the anti-friction balls f. Both sleeves are encircled, though not
throughout the entire length of the sleeve F', by the bearing box D', having the
interior annular bearing d', which, in the form illustrated, is a groove which retains
the balls f, upon the bevelled ends of the sleeves F1 and 2 (sometimes two series of
balls are used, and in that case the bearing D1, would be an annular ridge between
the balls). The sleeve F", is exteriorly threaded and onto it is screwed the nut F10,
which thus is located between the bearing box D', and the hub or stop A¹, and
prevented from moving longitudinally on the axle. When, therefore, the nut is
revolved by any means it will, by virtue of its threaded connection with the sleeve F¹,
cause the latter to move longitudinally toward or from the sleeve F2, and thus loosen
or tighten the ball bearing.
I have shown two means for revolving the nut F10, and securing it as thus adjusted
-one illustrated in Figs. 4 and 6, in which the nut F10, is exteriorly cogged, and on
the hub is suitably journalled an endless screw A. By revolving the screw A¹º,
nut F10, is rotated and locked at all positions. Another device for the same purpose
is illustrated in Figs. 3 and 5; the periphery of the nut F, being notched to render.
the

page_text: it a ratchet wheel and upon the hub is pivoted a pawl A¹¹, to engage the notches of
the nut, and a spring a", to force it into such engagement. Practically the bearing
will never need to be loosened, but only tightened as it wears, and the ratchet
device described is constructed to allow the nut F10, to revolve to tighten the bearing,
and it may be thus conveniently revolved by the hand directly grasping the nut, or
by any tool which may readily be devised adapted for that purpose.
In a bicycle the hub being preferably concaved exteriorly so that it overhangs a
portion of the bearing box and said bearing box being pivoted in the fork D10, at the
end of the fork arm D, and being provided with gudgeons do, for that purpose, it is
necessary to bend the fork D10, aside, that it may pass under or into the concavity of
the hub; and being thus constructed, in order to connect it to the bearing box after
the latter is in place on the axle, the bearings ", of the gudgeons in the fork D¹º, are
slotted obliquely toward the same side toward which the fork is bent, and by this
means it is made possible to pass the fork onto the gudgeons and under the over-
hanging hub by one oblique downward and sidewise movement. In order to prevent
accidental escape of the gudgeons from their bearings in the fork, I countersink said
bearings on the outside as seen at 1, and thread the gudgeons and provide the
retaining nuts d¹³, which pass into the counter sink d¹, and preferably make the
portion of the nut which enters the counter-sink round, the exterior portion being
polygonal, or otherwise adapted to afford grasp for a wrench, and said round portion
may fit the counter-sink snugly, and thus become the direct bearing for the fork. The
excess of the diameter of the portion of the nut which enters the counter-sink over
that of the gudgeon and slot, prevents the escape of the gudgeon from the bearings,
and keeps the bearing box D₁ securely in connection with the fork arm D.
at
The pedal crank is made in two pieces: The portion which is clamped onto the axle
as above described being solid except as to the apertures for the axle and clamping
bolt. The remaining portion is made tubular for the sake of lightness, and elliptical,
with the shorter axis horizontal, for the sake of strength in the direction of strain
applied by the foot upon the pedal. The pedal lever H, is connected to the crank by
means of the clips G₁ and G³, the former of which has the crank wrist G¹º, and is
adjustably secured on the crank, while the latter has a bearing for the crank wrist and
is adjustably secured on the pedal lever H. In order that the clip G¹, may be
adjustably secured on the crank it has the elliptical opening fitting the crank snugly
and is provided with a set screw g¹, inserted in the direction of the longer axis of the
ellipse, whereby the greatest possible resistance to its pressure is obtained. The
clip G², is forked to stride the pedal lever H, and provided with a small bolt g²,
the end, to secure it in an adjustable position thereon. The pedal lever H, is pre-
ferably made oval in cross section with its shorter diameter parallel with the axle in
order that it may offer the greatest resistance to the strain applied by the foot in a
plane parallel to the wheel, and to further increase its stiffness in the same plane, I
form it S-shaped, as shown-the curve forward of the crank wrist being convex
upward, and the curves in the rear of the crank wrist being concave downward. The
pedal L, is pivoted on the rear end of the pedal lever H, and said lever is connected
at the forward end by the link I, to the fork arm D, at a point at a considerable
distance above the axle, and in order to give the most desirable movement to the
pedal, the pivot of the link should be approximately in vertical line over the axle,--
that is, the pivot should be near the fork arm, as illustrated. The position at which
the link is pivoted, I find it desirable to make adjustable, and for that purpose I
provide the clamp 12 which slides on the fork and may be clamped at any desired
position thereon, and upon this clamp I fix the pivot of the link.
The three adjustments described-viz, the crank-wrist on the crank; the crank
wrist bearing, on the foot lever, and the link-pivot, on the fork, permit the variation
of the pedal movement in several respects: 1st, the length of the horizontal
movement of the pedal is determined almost entirely by the distance of the crank
wrist from the axle. 2nd, the reach or length of vertical stroke of the pedal is
determined by the relative distances of the crank wrist from the axle, and from the
pedal. The mean position of the pedal with reference to the vertical plane of the seat
B

page_text: will be determined chiefly by the position of the crank wrist bearing on the foot lever,
and the mean height of the pedal-or mean distance below the seat-will be determined
chiefly by the position of the link-pivot on the fork. Each of these adjustments
affects the other somewhat, but by means of them all, all desirable variations may be
made in the length of stroke, and in the mean vertical and mean horizontal position
of the pedal.
Since the link I, does not swing in the plane of the rotation of the crank wrist,
that is, since its upper pivot is not in the plane of motion of its lower pivot-it is
desirable to provide it with ball joints; and since these joints are liable to wear, it is
desirable to provide means for closing up the bearings about the ball-pivot of such
points. It has been usual to form the balls for such joints at the extremity of a rigid
stud jutting sideward from the link, and to form the sockets in the foot lever, at one
end, and in the fork, or part attached thereto, at the other end. But since the wear is
in the direction of the link-and any adjustment for lost motion should be in the
direction, that is to say, along the line of the loss of motion by wear; and since the
various adjustments of the link on the fork, and the crank wrist bearing on the foot
lever, change the direction of the link I, with reference to the parts to which it
connected, it is obvious that the parts of the joint which are made movable to take up
lost motion should be on the link, since with reference to the link, the direction of
wear does not materially vary-rather than on the connected parts with reference to
which the direction of wear does vary with varying adjustments. I therefore form
the sockets of the joints in the link, and provide the connected parts—the foot lever
and the clamp I with sideward jutting studs H and 120, respectively, which ferminate
in the balls and 20, fitting the socket hearings and in the link, and provide
the bolts I³, I', screwed into the ends of the link, and inwardly terminating in concave
bearing surfaces,, fitting the balls. These bolts may be adjusted to take up lost
motion in the joints, and are preferably provided with the jam nuts 130 and 140, to
prevent them from working loose.
The head Do, is provided with the cross arm consisting of the two lateral pro-
jections D2 and D2, each of which is exteriorly in the form of half a conical frustrum
provided with an axial semi-cylindrical groove D, into which the handle bar K fits,
and in which said bar is secured by clamps K¹. I find it desirable to stiffen this cross
arm by thickening the same at the rear, which I prefer to do by making the exterior
outline eccentric to the interior so that a cross section is crescent shaped, though the
same effect may be produced by merely forming a rib at the back, the objection to
that form being the polishing it.
The pedal L, is pivoted on the stud or wrist H', which projects laterally from the
pedal lever H. The pedal frame is composed of the two side bars L' L', which are
made perforated, as shown in Figs. 16, 17 or 18. The aperture 11 being provided to
admit the pedal shaft H, and the apertures 10, for the purpose of securing the cross
bars L, which are made hollowed and preferably annular. The form most preferred
being a square tube, as shown in Fig. 19, and provided with the tongues or rivet
ends, two or more of which enter the apertures 110, in the plate L' and are headed
down on the outside.
The cross bars L³, are most cheaply made of sheet metal folded into the required
form, either a single angle, as Fig. 20, or with three sides (channel bar) as Fig. 21, or
a square tube as Fig. 19. Any of these forms may be constructed more cheaply than
a solid bar, being cut from sheet metal so that the tongues are formed on them without
extra work, and are more secure than bars which are joined to the end pieces by a
single tongue which must necessarily be riveted more firmly, and even then is more
liable to be loosened by torsion, than two or more rivetted tongues 1³,
which may
separated by considerable distance and so grasp the end pieces more securely.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is :-
be
1. In combination, the axle crank: the pedal lever, the swinging link, and the fork-
arm; the pedal lever being pivoted on the crank wrist; the link connected to the pedal

page_text: lever, in front of the crank wrist, and to a pivot on the fork approximately in vertical
line over the axle: substantially as set forth.
2. In combination, the axle crank; the pedal lever; the swinging link, and the fork
arm; the pedal lever being pivoted on the crank wrist; the link connected to the
lever in front of the crank wrist, and to a pivot, which is vertically adjustable on the
fork arm approximately in line above the axle; substantially as set forth.
•
3. In combination, the axle crank; pedal lever; link, and the fork arm; the link
being pivoted to the fork arm, and to the forward end of the pedal lever; said pedal
lever being pivoted on the crank wrist; the bearing of said wrist being adjustable at
will intermediate to the ends of the pedal lever; substantially as set forth.
4. In combination, the axle-crank; pedal lever; link and the fork arm; the link
being pivoted to the fork-arm, and to the forward end of the foot lever; the pedal
lever being pivoted on the crank wrist, concave upward in front, and downward in the
rear of said pivot, and the length of the crank being adjustable at will, substantially
as set forth.
5. In combination, the axle crank, the pedal lever, the swinging link and the fork;
the pedal lever being pivoted on the crank wrist; the bearing of the wrist being
adjustable on the lever, and the link being connected to the forward end of the lever
and to a pivot adjustable on the fork, substantially as set forth.
6. In combination, the axle crank; the pedal lever pivoted on the crank wrist,
the bearing of the wrist being adjustable on the lever, and the wrist being adjustable
on the crank; and the link connected to the forward end of the pedal lever and to a
pivot on the fork arm, substantially as set forth.
7. In combination, the axle crank having the crank wrist adjustable toward and
from the axle; the pedal lever pivoted on the crank wrist, and the link connecting
the forward end of the pedal lever to a pivot adjustable on the fork arm, substantially.as
set forth.
8. In combination, the axle crank having the crank wrist adjustable toward and
from the axle; the pedal lever pivoted on the crank wrist, the bearing of the wrist
being adjustable on the lever; and the link connecting the forward end of the lever to
a pivot adjustable on the fork arm, substantially as set forth.
9. In combination with the crank; the pedal lever pivoted on the crank wrist, and
having at the forward end a lateral stud or wrist terminating in a ball; the fork arm
having secured to it a similar stud, and the link having the spherical sockets or
bearings for the balls, substantially as set forth.
10. In combination with the axle crank, the pedal lever pivoted on the wrist; the
link connected to the forward end of the lever and to a pivot on the fork arm, said
connection being by ball and socket joints of which the socket is in the link; and the
bearing in said socket adjustable, to take up lost motion, in the direction of the length
of the link, substantially as set forth.
11. In combination with the axle crank, and the link swinging from a pivot on the
fork, the pedal lever pivoted at the forward end of the link, and, intermediate its ends,
to the crank wrist, and having the pedal on the rear end, said pedal lever being
concave upward between the pedal and the crank wrist, and convex upward between
the crank wrist and the link, substantially as set forth.
12. In combination with the axle crank, and the link swinging from a pivot on the
fork, the pedal lever pivoted to the free end of the link and to the crank wrist, and
bent concave upward in front of, and downward in the rear of said pivot, and
formed oval in cross sections,-the shorter diameter being horizontal, substantially as
set forth.
13. In combination with the axle rendered elliptical at the end, the pedal crank
having an elliptical opening to fit the end of the axle.
14. In combination with the axle rendered elliptical at the end, the pedal crank
having an elliptical opening to fit the end of the axle, and a bolt extending parallel
with the shorter axis of the ellipse to clamp the crank thereon.
15. In combination with the axle, the pedal crank split and clamped thereon, the

page_text: axle being notched in the line of the clamping bolt and the bolt lying in such notch,
whereby the longitudinal displacement of the crank on the axle is prevented.
16. In combination substantially as set forth, the pedal crank, the axle and a key
bolt; the axle and the axle aperture in the crank being shaped to prevent the crank
turning on the axle, and the axle being notched, the key bolt lying in such notch.
17. In combination, the axle having on it two rigid stops; the sleeves on the axle
between the stops having their proximate ends bevelled to form an adjustable bearing,
and one of them feathered on the axle and exteriorly screw-threaded; the bearing
box encircling the sleeves; a nut screwed onto the threaded sleeve between the
bearing box and one of the stops and unattached to the latter, substantially as
set forth.
18. In combination with the axle having rigid with it the hub and the pedal
crank; the sleeves encircling the axle, having their proximate ends bevelled, and the
anti-friction balls between their bevelled ends, and the bearing box encircling the
balls, the sleeve F¹, being exteriorly screw threaded and feathered on the axle, and
the ratchet edged nut F, screwed onto said sleeve between the hub and the ball
bearing box, and the pawl to engage said ratchet edged nut, substantially as
set forth.
19. In combination with the axle and the bearing box thereon, and the hub
concaved and overhanging the bearing box and provided with two opposite gudgeons;
the stem forked to stride the box and inwardly bent to enter the concavity of the
hub, and having bearings for the gudgeons slotted obliquely toward the end of
the fork, whereby the gudgeons are inserted into their bearings by the same oblique
movement by which the fork is passed into the concavity of the hub substantially as
set forth.
20. In a velocipede, a suspension wheel having its hub provided with a corrugated
web, substantially as set forth.
21. In a velocipede, the pedal crank made tubular and elliptical in cross sections,
the shorter axis of the ellipse being horizontal.
22. In combination with the tubular pedal crank, the clip G¹, exteriorly secured
thereto and longitudinally adjustable thereon.
23. In combination with the pedal. crank made tubular and elliptical, the pedal
provided with the clip G¹, exteriorly applied to and adjustable on the crank and
secured thereon by a set screw inserted in the direction of the longer axis of the
ellipse, substantially as set forth.
24. A velocipede pedal comprising in combination substantially as set forth, the
ends L' and tubular cross bars L³, secured thereto.
25. A velocipede pedal comprising in combination substantially as set forth, the
ends and the square tubular cross bars L secured thereto.
26. A velocipede pedal comprising in combination substantially as set forth, the
ends L' having the central apertures for the pedal axle, and two or more non-central
apertures as 1, and the cross bars having two or more tongues as 12, to fit the non-
central apertures.
27. A velocipede pedal comprising, in combination substantially as set forth, the
end pieces having the central pivotal aperture, and the non-central rivet apertures and
the cross bars made of folded sheet metal with two or more tongues, as 1, to fit the
rivet apertures.
28. A bicycle back-bone and rear fork made in one piece; the back bone being
tubular and medially rifted in the plane of the curvature to form the fork, and
thickened at the vicinity of the rift, substantially as set forth.
29. A bicycle back bone and rear fork made of a single piece of tubing expanded
at c¹, and rifted beyond such expanded portion, and the two branches laterally
separated to form the rear fork, substantially as set forth.
30. A bicycle back-bone and rear fork made of a single piece of tubing expanded
transversely and thickened at c¹, and rifted beyond that point to form the fork to
admit the rear wheel, substantially as set forth.

page_text: 31. In combination substantially as set forth, the neck piece E, having the rear-
wardly extended part E¹ made tubular and prolonged at the lower side, in the
tongue E; and the tubular back bone lapping said tubular part E¹, and tongue E",
and secured thereto.
32. A bicycle back bone made tubular and having its vertical diameter less than its
horizontal diameter at the upper forward part, substantially as set forth.
33. The cross arm D², D², on the head, having a semi-cylindrical hollow in front
to receive a round handle bar, and thickened at the rear in the plane of the horizontal
diameter of the handle bar, substantially as set forth.
T: 05 11
1 1007
THOMAS B. JEFFERY.
By Herbert & Co.,
67, Strand, W.C.,
Agents to Applicant.