Improved Means for Coupling Cycles.
Year: 1897

page_text: Date of Application, 31st July, 1897
Complete Specification Left, 28th Apr., 1898-Accepted, 18th June, 1898
Improved Means for Coupling Cycles.
GEORGE FREDERIck Sturgess, of The Inglenook, Leicester, in the County of
Leicester, Hosier's Engineer, do hereby declare the nature of this invention to be
as follows:
It consists of a tow line having the maximum amount of strength compatible
with lightness particularly adapted for cyclists to use.
By its use a cyclist can hitch his machine onto another cycle in a manner as not
to interfere with driving or steering.
The tow line consists of a length of flexible material, such as leather, tape, cord,
or steel having provisions for fastenings and to prevent wear and breakage.
The ends of the tow line are reinforced and provided with metal eyelets.
To facilitate the fastening of the tow-line, I attach a metal split ring to one
end and a metal linking clip to the loose end. This linking clip will hold onto
any bar for a limited amount of towing pressure, but will release itself with less
pressure than is required to break the tow line, that is to say if the line will bear
70 pounds pressure the clip will only bear 40 pounds pressure; or it may be
released by the hand. The linking clip has an adjusting screw and sliding piece
to regulate the amount of grip, and consequently the amount of towing pressure
it will bear before releasing.
To counteract jerks, a length of spiral spring is attached to one end of the tow
line, and an indicator hand is attached to the spring to register the amount of
pressure applied.
•
The tow line is reinforced with the same material or steel wire, at the connect-
ing parts subject to wear, and at the points of friction glass or pot eyes are pro-
vided for the tow-line to pass through.
To put the tow-line into a small space, I provide a reel to wind it on and enclose
the reel in a box, the centre spindle of the box passing through an eyelet.
A volute spring is provided inside the reel, to prevent the tow-line sagging
when in action. This spring revolves the reel and winds up the tow-line auto-
matically and holds the line taut.
.1
་་
To wind the tow-line evenly, I use one or more balls in the box free to run on
the line and provide a spring clip pressing on the line.
Dated this Thintre first day of July 1897.
GEORGE FREDERICK STURGESS.
COMPLETE SPECIFICATION.

page_text: in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
-
The object of this invention is to facilitate the locomotion of light vehicular
traffic by the connecting or coupling of two vehicles together (particularly cycles),
by a flexible self-releasing coupling device, that will by expansion and contrac-
tion automatically counteract or counterbalance all the abnormal tension pressure
caused by shocks, and automatically detach itself on a limited tension pressure
being exceeded.
It consists of a spring coupling link adapted to unite two light vehicles, having
means of compensating for abrupt or sudden shocks or saggs occasioned by the
rearward vehicle, and consequently capable of making up or recovering the
distance which would otherwise be lost to the rearward vehicle, thereby reducing
the manual power required to propel two vehicles, and a spring connecting clip
having means for automatically releasing the link from the rearward vehicle when
the rear vehicle is retarded or stopped by an obstacle or otherwise.
It consists further of reinforced connecting ends, metal eyelets and other means
to prevent friction and wear; a pressure indicating scale; a signalling flag, and a
protecting cover, also a spring-controlled flanged reel and a suitable casing
therefor.
·
The original drawings are on a reduced scale, of which Fig. 1 is a view in per-
spective of a vehicle coupling link shewing a method of attaching the compensat-
ing spring and rubber buffer, also the self-releasing or self-detaching clip, and
Fig. 1 is a rubber sheath or covering therefor. Fig. 2 shews a similar link to the
one shewn in Fig. 1, the spiral spring being omitted. Fig. 3 is an inside view
of the case or casing, Fig. 4 is a view in cross-section of the case, Fig. 5 is an out-
side view of the case, and Fig. 6 is a top view of an encased vehicle coupling link
(the linking clip being omitted) affixed to the seat pillar of a cycle shewing
method of attaching the compensating spring and buffer. Fig. 7 is a view in
perspective taken from life of one cyclist assisting two others, shewing the first
rider equipped with the self-winding type of coupling link shewn in Fig. 6, and
the second rider equipped with the hand type of coupling link shewn in Fig. 1.
Referring to Fig. 1, the compensating spring A¹ and buffer R are equipped with
cord attachments making a complete vehicle coupling link. The cord-line A is
reinforced with steel wire C and thereby formed into loops at its connecting ends,
and furnished with a mietal eyelet G to prevent wear. The attaching end is pro-
vided with a loop B and the free end with a self-releasable or self detachable clip D
which is furnished with protecting rubber sheaths D' and 13. The signal flag Q
is threaded onto the cord-line and is free to travel thereon. In Fig. 1 the spiral
spring is looped to the centre of the cord-line and is of any desired length, and
when the cord-line is dispensed with the split ring F and buffer R are put on one end
and the clip is put on the other end of the compensating spring which thereupon
becomes a complete towing link in itself. A tubular rubber sheath or cover A²
(see Fig. 1) is provided to protect the device shewn in Fig. 1 from rust and dirt.
The vehicle link is attached to a vehicle in any suitable manner. One way of
attaching it to a cycle is to pass the loop B first through the horizontal tube of
the seat pillar, then through the buffer R, securing the same by inserting a button
hook or peg of wood through the loop B, the peg being held tight by reason of
the buffer R closing over the loop 1, or the split ring is used, it being threaded
through the eyeletted end as shewn in Fig. 2. The clip D is then affixed to any
part of a rear vehicle and a compensating or self-releasing coupling or connection
is thereby made. The connection may be maintained until the rear rider, by
backpedalling, imparts sufficient drag force or tension pressure as to release the
clip, or until some obstacle interrupts the progress of the rear vehicle, upon which
the link automatically releases itself without jeopardising the riders. The flag Q,
best shewn in Fig. 2, indicates the presence of the tow-line in action and warns
other travellers against passing between the linked up vehicles.
Buffer R and spiral spring A¹ are firm enough to resist the normal amount of

page_text: tension pressure imposed by the rearward vehicle when two vehicles are travelling
unitedly, but are flexible enough to absorb all vibration and drag strain exceeding
the said normal tension pressure, and owing to the vibratory or recoil action set up
by the friction incident to locomotion, it may be said, the compensating coupling
link is constantly pulling the rear cycle to the forward cycle, resulting in a
saving of power to the rear rider largely exceeding the support given or the
purchase offered by the forward rider.
In motion, on the level road, the forward vehicle acts as a point of purchase for
the spring, and the intermittent vibratory or compensatory action is effectually
resisted by the momentum of the forward cycle, which of course has a regular or
uniform motion; and by virtue of this compensatory or counter-balancing action,
the rear vehicle or rider is recovering or making up the distance that would other-
wise be so much lost ground at every jolt or tug experienced. Whilst five or six
pounds is the total normal pressure or tension required to pull a cycle, the spring
and buffer are strong enough to compensate for any amount of intermittent
abnormal drag, strain or pressure up to the point at which the clip releases itself,
say 30 lbs.
The action of the compensatory link will be better understood when I say, that
if the shock pressure was constant and strong enough, the pressure thereof would
equal or balance the power expended by the forward rider, and as a result the
spiral spring would be completely extended, the buffer completely contracted, and
the full or maximum drag strain or abnormal tension pressure would be thrown
onto the forward rider. But always, provided the compensating spring and buffer
are made equal to the strength required, it follows that they will absorb the inter-
mittent maximum or abnormal pressure by their expansion and recoil action or
resilient power, and will consequently reduce the manual power required to propel
two vehicles on the same lines and for the same reason that a spring or elastic tyre
reduces manual labour.
The clip is coiled upon itself at 13 to give flexibility, and grips with more or
less power according to the size of tube it is put upon. The rubber sheaths D¹
and 12 on the clip effectually protect the enamel of the cycle. The connection or
grip of the clip is stronger or weaker according to where the loop eyeletted end E
or swivel S (Fig. 2) is placed on the clip. When the eyeletted end is in the
indent D, the clip will withstand a towing pressure of, say, 10 lbs., in the coil D³,
say, 20 lbs., and in the indent 15, say, 30 lbs., after which the clip will release
itself.
Referring to Fig. 2, a split ring F, threaded through the eyelet G and looped
end E, and a metal swivel S, are employed to facilitate attachment.
The hand type of link shewn in Fig. 1 will do for some vehicles and for cycles
in which the rear wheel is protected by a mudguard, but when the rear wheel is
unprotected or when the line is affixed to the front of a cycle, as is desirable when
carried by a cyclist who wishes to hitch onto a proceeding vehicle, a longer cord-
line, and consequently a take-up for the slack or sag of the cord-
line is required. This is provided for in the manner shewn in Fig. 6, details of
which are shewn in Figs. 3, 4, and 5. A cover or case H having an aperture A³
for the passage of the cord-line A, a centre screw pin J', a detachable lid H2, a
swivel H and also friction rollers L and M, is provided to receive the cord-line.
The case H is attached to the compensating spring and buffer by the swivel H',
A dished reel K
and yields to the inclination of the cord-line as seen in Fig. 6.
having flanges K' and K2 (see Fig. 4) to wind the cord-line on is mounted on the
pin J and revolvable thereon. The flanges K' and K2 serve to prevent friction of
the cord-line on the sides of the case H. Within the disc of this reel is a volute
spring J, one end of which is secured to the pin J of the case and one end to the
reel at J. The cord-line is fastened to the reel in a manner that when released
the spring pulls the cord in again as seen in Fig. 4.
When connected, the volute spring is completely paid out as soon as the travel-
ling vehicles are united normally and has no power to counteract or compensate

page_text: for the abnormal pressure or shock tension that occurs intermittently, whilst the
spiral spring being in a substantially compressed state, and the rubber buffer being
in a substantially extended state when the vehicles are united and normal pressure
is applied are able to compensate for such shock tension, they being brought into
requisition intermittently, corresponding to the intermittent application of shock
tension or abnormal pressure. The cord-line passes over the rollers L' and M
which are journalled in the arms L1 and L2 of the case and serve to prevent the
cord-line fraying out on the edge of the aperture A¹:
Whilst the spring J is strong enough to draw the cord-line A into the box, it is
not strong enough to strike the wheels or rider with the clip end when the link
detaches itself.
wear. on
In order to throw the pressure of united travel onto the centre pin J¹ of the
case, the. line is passed through the reel and secured to the pin J¹, the cord being
first provided with an eyelet G similar to the one shown in Fig. 1. To prevent
the raw edge of the aperture in the reel through which the
line is threaded, the edge of the aperture is turned back upon itself making it
round. As will be seen, the spiral spring or the rubber buffer R may be used
alone for the purpose of compensation if made strong enough. Referring to the
self-winding type of link, when attached to a solid seat pillar, the compensating
spring is simply coiled round the pillar, both ends being secured to the swivel H¹
and the rubber buffer dispensed with, but when the seat pillar is tubular the com-
pensation spring O (Fig. 6) is linked to the swivel H¹, then passed through the
pillar 03 and secured by the split ring F, the rubber buffer R¹ being arranged
as shewn to aid the compensation spring O, and the rubber buffer R2 being arranged
as shewn to silence the action. The end P of the spring is passed through the
coils and is provided with figures and serves to indicate the extreme amount of
tension thrown upon the spring and the amount of pressure the clip will bear
before releasing. The spring self-releasing clip, the metallic compensating spring
and the rubber buffers are made in any of the well-known forms suitable types of
which are those shewn.
Having now particularly described and ascertained the nature and objects of
my said invention, and in what manner the same is to be performed, I declare that
what I claim is:-
―:
1. A link or coupling device adapted to detachably unite two vehicles and with-
stand the normal tension pressure of united travel and capable of expansion and
contraction to a degree beyond and exceeding the limits of normal tension pressure,
substantially and for the purposes set forth.
2. A link or coupling device adapted to detachably unite two vehicles and with-
stand the normal tension pressure of united travel, having provisions in virtue of
which it compensates for the abnormal friction and consequent loss of momentum
occasioned to the rear vehicle due to shocks in a manner as not to perceptibly
retard the foremost vehicle, substantially and for the purposes set forth.
3. A link or coupling device adapted to unite two vehicles and withstand the
normal tension pressure and relative bearing of united travel capable of resisting
abrupt or sudden shocks or jaggs from the rear vehicle, the force or tension pressure
of which exceeds the normal tension pressure in a manner as to yield to the shock,
then recoil as to recover the distance lost by the yielding, and finally to take up
the normal relative bearing, substantially and for the purposes set forth.
., 4. A link or coupling device adapted to unite two vehicles and withstand the
normal tension of united travel, having provisions for normally maintaining the
relative bearing of the two vehicles in a manner that whilst travelling the rear
vehicle may over-come, shocks and maintain the relative bearing without losing
time or retarding the forward vehicle, comprising a compensating link or coupling
device, substantially and for the purposes set forth.
5. A link or..coupling, device adapted to unite two vehicles and withstand the
normal tension of united travel, having provisions for normally-holding two travel-

page_text: ling vehicles united, in a manner that the rear vehicle may over-come shocks with-
out losing time or retarding the forward vehicle, comprising a metallic spiral
spring and connecting means therefor, substantially and for the purposes set forth.
6. A link or coupling device adapted to unite two vehicles and withstand the
normal tension of united travel, having provisions for normally holding two travel-
ling vehicles united in a manner that the rear vehicle may over-come shocks with-
out losing time or retarding the forward vehicle, comprising a rubber buffer and
connecting means therefor, substantially and for the purposes set forth.
7. A link or coupling device adapted to unite two vehicles and withstand the
normal tension of united travel, having provisions for normally holding two travel-
ling vehicles united in a manner that the rear vehicle may over-come shocks with-
out losing time or retarding the forward vehicle, comprising a metallic spring and
rubber buffer and connecting means therefor, substantially and for the purposes
set forth.
8. A compensatory vehicle link or coupling device, substantially and for the
purposes set forth.
9. A compensatory and self-detachable vehicle link or coupling device, sub-
stantially and for the purposes set forth.
10. A self-detachable vehicle link or coupling device, substantially and for the
purposes set forth.
11. A link or coupling device adapted to unite two vehicles comprised of the
parts herein described, substantially and for the purposes set forth.
12. A link or coupling device adapted to unite two vehicles and a rubber sheath
or cover therefor, substantially and for the purposes set forth.
13. A link or coupling device adapted to unite two vehicles provided with a
signalling flag free to travel thereon, substantially and for the purposes set forth.
14. A link or coupling device adapted to unite two vehicles provided with a
split ring to facilitate the attachment of one end and a self-releasable or detachable
clip to facilitate the affixing of the free end, substantially and for the purposes set
forth.
15. A link or coupling device adapted to unite two vehicles, the cord-line of
which has its connecting ends reinforced with wire and thereby looped and pro-
vided with metal eyelets to prevent wear, a split ring and clip fastening, sub-
stantially and for the purposes set forth.
16. A link or coupling device adapted to unite two vehicles, the frame-work or
casing of which is provided with a connecting swivel and anti-friction rollers for
the cord-line to pass over, and a revolvable spring-controlled reel to wind the cord-
line having flanges to prevent friction of the line with the casing and means of
connecting the cord-line to the casing and reel to prevent wear, substantially and
for the purposes set forth.
17. A link or coupling device adapted to unite two vehicles provided with a
compensating device to counteract or counterbalance for abnormal tension or drag
force, and provisions for indicating the amount of pressure put upon the com-
pensating device, and connecting means therefor, substantially and for the pur-
poses set forth.
18. A link or coupling device adapted to detachably unite two travelling
vehicles, provided with a winding reel and means of connecting the cord-line to
the reel in a manner as to prevent wear, substantially and for the purposes set
forth.
19. A link or coupling device adapted to detachably unite two travelling
vehicles, provided with a winding reel and an automatically winding up spring,
substantially and for the purposes set forth.
20. A link or coupling device adapted to detachably unite two travelling
vehicles, provided with a winding reel and an automatically winding up spring
and a case to enclose the whole, substantially and for the purposes set forth.
21. A link or coupling device adapted to detachably unite two vehicles having
a self-detachable fastening or connecting device at its free end, capable of with-

page_text: standing a limited amount of united tension pressure exceeding which it releases
or detaches itself from one vehicle, and means whereby the amount of pressure
required to release or detach the clip can be varied or adjusted, substantially and
for the purposes set forth.
22. A link or coupling device adapted to unite two vehicles having a spring
self-detachable device at its free end, capable of withstanding a limited amount of
tension pressure exceeding which it detaches or releases itself from one vehicle,
and means whereby the amount of pressure required to release the clip can be
varied or adjusted, comprised of a steel clip fastening coiled back upon itself into
spiral rings to give flexibility and having an opening between its two ends and
indents to receive the free end of the link or device, substantially and for the
purposes set forth.
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11000