Improvements in or relating to the Reduction of Vibration in Road Carriages, Velocipedes, and other Vehicles and the like.
Year: 1894

page_text: Date of Application, 9th July, 1894
Complete Specification Left, 9th Apr., 1895-Accepted, 21th May, 1895
PROVISIONAL SPECIFICATION.
Improvements in or relating to the Reduction of Vibration in Road
Carriages, Velocipedes, and other Vehicles and the like.
I, SHELDON HAROLD STUBBS of No. 56 Birch Lane, Longsight, Manchester
in the County of Lancashire, Engineer, do hereby declare the nature of this
invention to be as follows:-
My invention relates to the reduction of vibration in road carriages, velocipedes
and other vehicles and the like and consists in building the wheels thereof with
hollow spindles or centres so that the rigid parts of the framework on each side of
the wheel may be directly connected through the wheel without interfering with, or
only partly interfering with, the action of the anti-vibratory apparatus applied
thereto. These hollow spindles' or centres and direct connections may be applied
to or combined with some forms of anti-vibratory apparatus in use at the present
time, but I prefer to employ them as part of the anti-vibratory apparatus hereinafter
described as applied to the well known diamond framed rear driving safety
bicycle.
The front fork is of the usual construction as applied to a rigid framed machine,
but is preferably of somewhat greater length compared to the diameter' of the
front wheel to allow of the movement hereinafter described. The hub is constructed
with a hollow spindle having the diameter of the interior of suitable dimensions to
allow of the requisite movement of the wheel and fork with respect to each other.
A sleeve or other suitable form of bearing is formed along one side of the interior
of the spindle and through this passes a pin, bolted or otherwise secured to the
ends of the fork so as to firmly tie the ends of the fork as in a rigid machine; the
hub is built up on the hollow spindle and the remainder of the wheel constructed in
the usual way. The front wheel is thus free to rotate around the hollow spindle
as a centre and the hollow spindle may rock on or rotate around the pin as a centre,
thus allowing the wheel to rise and fall with respect to the pin and fork within
limits prescribed by the distance between the centre line of the pin and the centro
line of the hollow spindle: To control this rising and falling movement employ
a suitable spring or springs and a suitable stop or stops in such a way that, the
hollow spindle is normally at its lowest position or between its lowest and most
forward positions or in some other suitable position, so that it may give in a back-
ward or backward and upward' direction on the wheel encountering an obstacle
to its forward progress and return more or less to its normal position when' the
obstacle is passed. A "mouse-trap" spring may conveniently be employed at each
end of, and centred round, the pin and each spring having one arm bearing' against
the back of the fork side and the other against the back of a conveniently placed
stud, catch or the like on the side of each end of the hollow spindle more or less
opposite to the pin. The stop may consist of a rigid arm extending: from one or
both of the forksides & adapted to bear against the front of the said, or another,
stud or the like on one or both ends of the hollow spindle. The stops may be
provided with suitable springs or buffers to prevent jar on their coming into play.
The said arms may be made in one piece with the forksides and where it is desirable
to extend the forksides when applying the apparatus to an existing rigid fork, the
said arms may be made in one with the said extensions which extensions may be
adapted to be bolted to the said forksides or to be secured thereto.in any other
.

page_text: convenient and suitable manner. If desired, the pin may be made in one piece
with or be fixed to the hollow spindle and rotate in bearings on the ends of
the fork.
The rear wheel is similarly constructed with a hollow spindle, and & pin passing
through the same rigidly connects the extremities of the rigid frame, but owing to
the desirability of maintaining the two chain wheels at a constant distance apart
I prefer to vary the remainder of the construction from that described with refer-
ence to the front part of the machine, as follows. In addition to or instead of the
rigid lower fork I fit a lower fork, the forward end of which is preferably hinged
in any convenient manner to the main frame in the neighbourhood of the bottom
bracket in such a way as to allow of an approximately vertical movement of the
rear end of the hinged fork with respect to the remainder of the frame. I secure
the ends of the hollow spindle, preferably by the front thereof, rigidly to the rear
ends of the hinged fork. The rear wheel is thus free to rotate around the hollow
spindle as a centre and the hollow spindle may rock or partly rotate around the
hinge of the said fork, thus allowing the wheel to rise and fall with respect to the
pin and the rigid frame within limits prescribed by the respective dimensions of
the exterior of the pin and the interior of the hollow spindle. To control the
rising and falling movement I employ any suitable spring or springs in such a way,
between the rigid frame or the pin and the hinged fork or the hollow spindle, that
the said hollow spindle is normally at its lowest position so that it may give in an
upward direction on encountering an obstacle to its forward progress and return to
its normal position when the obstacle is passed. The pin and spindle act as a stop
on coming into contact with each other in either direction and may be provided
with suitable springs or buffers to prevent jar on so doing.
In adapting this part of my invention to other velocipedes, road carriages & other
vehicles and the like, suitable modifications may be made to meet particular
circumstances, without departing from the spirit of my invention.
Dated this 9th day of July 1894.
Improvements in or relating to the Reduction of Vibration in Road
Carriages, Velocipedes, and other Vehicles and the like.
I, SHELDON HAROLD STUBBS of No. 56 Birch Lane, Longsight, Manchester,
in the County of Lancashire, 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 :-
My invention relates to the reduction of vibration in road carriages, velocipedes
and other vehicles and the like and consists of building the wheels thereof with
hollow spindles or centres so that the rigid parts of the framework on each side of
the wheel may be directly connected through the wheel without interfering with
or only partly interfering with the action of the anti-vibratory apparatus applied
thereto. These hollow spindles or centres and direct connectious may be applied to
or combined with some forms of anti-vibratory apparatus in use at the present
time but I prefer to employ them as part of the anti-vibratory apparatus hereinafter
described, as applied to the well known diamond framed rear driving safety bicycle,
and as shown in the accompanying drawings, in which
1
On Sheet 1
I
Figure I is a side view in elevation of the lower part of the steering or front fork

page_text: mg battery bicycle muted WIGIL ul But-Toratory
according to my invention,
Figure II is a sectional elevation of the same, and
Constructed
Figure III is a side view in elevation of the hollow spindle or centre employed
in the said hub.
On Sheet 2—
Figure IV is a side view in elevation and Figure V is a plan of part of the back
portion of a rear driving safety bicycle fitted with an anti-vibratory apparatus
constructed according to my invention, and
Figure VI is a side view in elevation of the hub employed therein, drawn to an
enlarged scale.
Like numerals refer to like parts throughout the drawings.
Referring to Figures I and II Sheet 1. The front fork is of the usual con-
struction as applied to a rigid framed machine but is preferably of somewhat
greater length compared to the diameter of the front wheel to allow of the move-
ment hereinafter described. The hub 3 is constructed with a hollow spindle 4
having the diameter of the interior of suitable dimensions to allow of the requisite
movement of the wheel and fork with respect to each other. A sleeve 5 or other
suitable form of bearing is formed along one side of the interior of the spindle 4
and through this passes a pin 6 bolted or otherwise secured to the ends 7. 7. of the
fork so as to firmly tie then as in a rigid machine; the hub 3 is built up on the
hollow spindle 4 and the remainder of the wheel constructed in the usual way.
The front wheel is thus free to rotate around the hollow spindle 4 as a centre and
the hollow spindle may rock on or rotate around the pin 6 as a centre thus allowing
the wheel to rise and fall with respect to the said pin and fork within limits
prescribed by the distance between the centre line a-a of the pin and the centre
line of the hollow spindle. To take up any lateral shake that may arise from
the rocking of the hollow spindle 4 on the pin 6, 1. prefer to fix a wearing collar 16
on each end of the said spindle and to fit two wearing washers 17 on the pin 6.
One of these two washers is fixed, but the other is adapted to screw along the pin 6
so that it may be adjusted as required, it is locked by a nut 19 on the end of the
pin 6 in the usual way. The nut 19 is omitted from Figure I to expose the parts
behind it. To control the rising and falling movement I employ a suitable spring
or springs and a suitable stop or stops in such a way that the hollow spindle 4 is
normally at its lowest position as shown, or between its lowest and most forward
positions or in some other suitable position so that it may give in a backward or
backward and upward direction on the wheel encountering an obstacle to its
forward progress and return more or less to its normal position when the obstacle
is passed. A "mousetrap" spring may conveniently be employed at each end of
and centred round the pin and each spring having one arm bearing against the
back of the fork side and the other against the back of a conveniently placed
stud, catch or the like on the side of each end of the hollow spindle more or
less opposite to the pin. The stop may consist of a rigid arm extending from
one or both of the fork sides and adapted to bear against the front of the said
or another stud or the like on one or both ends of the hollow spindle. The
stops may be provided with suitable springs or buffers to prevent jar on their
coming into play. The said arms may be made in one piece with the forksides
and where it is desirable to extend the forksides when applying the apparatus
to an existing rigid fork the said armns may be made in one with the said
extensions which extensions may be adapted to be bolted to the said forksides
or to be secured thereto in any other convenient and suitable manner.
A con-
venient form of combined spring and stop is shown in the drawings. The
spring 8 is a nearly flat spiral and is preferably made of round or square spring
steel wire; the inner end 9 is rounded and turned out at a right angle and engages
in a hole provided in the fork end 7. Part of the first turn 10 is adapted to bear
against the pin 6 and part of the last turn 12 is adapted to bear against the corre-
sponding part of the last but one turn 11 as shown. The other end 13 of the

page_text: spring and the part it overlaps are fitted into a socket 14 attached to the interior of
the hollow spindle 4 and are gripped by a set screw 15. The spring thus allows a
considerable range of movement in the direction of the arrow Figure I but the
reverse movement is gradually checked by the expansion of the free parts of the
spring being limited by the inexpansibility of the last turn 12. A spring is fitted
at each end of the hub but the second one is omitted from Figure II to expose the
parts 16 and 17. The strength of the springs may be adjusted to different loads by
passing the end 13 farther or less far through the socket 14. If desired the pin 6
may be made in one piece with or be fixed to the hollow spindle and rotate in
bearings on the ends of the fork.
Referring to Figures 1V, V and VI Sheet 2 the rear wheel is similarly con-
structed with a hollow spindle 4 and a pin 6 passing through the same rigidly
connects the extremities 7 of the rigid frame but owing to the desirability of
maintaining the two chain wheels 20, 21 at a constant distance apart I prefer to
vary the remainder of the construction from that described with reference to the
front part of the machine as follows. In addition to the rigid lower fork 22, I fit
a movable lower fork 23, the forward end of which is preferably hinged (24) in any
convenient manner to the main frame in the neighbourhood of the bottom bracket 25
in such a way as to allow of an approximately vertical movement of the rear end
of the hinged fork 23 with respect to the remainder of the frame.
I secure the
ends of the hollow spindle 4, preferably by the front thereof, rigidly to the rear
ends of the hinged fork 23. The rear wheel is thus free to rotate around the
hollow spindle 4 as a centre and the hollow spindle may rock or partly rotate
around the hinge 24 of the said fork thus allowing the wheel to rise and fall with
respect to the pin 6 and the rigid frame, within limits prescribed by the respective
dimensions of the exterior of the pin 6 and the interior of the hollow spindle 4.
To control the rising and falling movement 1 employ any suitable spring or springs
in such a way between the rigid frame or the pin and the hinged fork or the hollow
spindle that the said hollow spindle is normally at its lowest position so that it may
give in an upward direction on encountering an obstacle to its forward progress and
return to its normal position when the obstacle is passed. For example a rod 27
projecting up from the rigid lower fork 22 may pass through an eye or socket 26
secured to the hinged fork 23. A suitable spring 8 is threaded on to the rod and
is held down by a Lut and washer 28. A similar device is preferably fitted to both
sides of the machine. The strength of the springs may be adjusted to different
loads by raising or lowering the nuts and washers 28; or springs of greater or less
strength may be substituted. The rods 27 are preferably curved with the hinge 24
as centre. The pin and spindle act as a stop on coming into contact with each
other in either direction and may, to prevent jar on so doing, be provided with
suitable springs or buffers such as blocks 26 of rubber or the like secured along
the top and bottom of the hollow spindle 4, as shown. The adjustment of the
chain may be provided for as shown. The usual screw draw bolts 29 are fitted to
the pin 6 and fork end 7 and slotted collars 16 are fitted to the ends of the hollow
spindle 4. The slots 30 in the collars 16 are curved with the hinge 24 as centre
and are wide enough to clear the pin 6. Each member of the fork 23 consists of
two parts telescoped together and gripped by a split lug 31 which may be in one
piece with the eye 26. To tighten the chain, the split lugs 31 are slackened and
the nuts 19 on the pin 6 released, the draw bolts are then operated bringing the
pin 6 into contact with the collars 16 and drawing both back together until the
chain is a trifle too tight when the split lugs 31 are tightened. The chain is then
Blackened to the proper tension and so that the pin is clear in the slots 30, when
the nuts 19 are screwed up again. The collars 16 may also serve as wearing
surfaces to bear against washers 17 on the pin forming slides adapted to assist the
hinge 24 in preventing lateral shake. One of the washers 17 is preferably fixed
and the other adjustable as hereinbefore described with reference to the front hub.
The fork 23 may be arranged to lie between the members of the fork 22 throughout
its length, but in order to minimise the "width of tread" that is, the distance

page_text: between the pedals, I prefer to arrange the fork 22 below the fork 23 in front and
to bring it outside the latter towards the rear only, as shown. If desired, the
fork 22 may be dispensed with and the rods 27 be attached to the members of the
upper fork 32, but I prefer to retain the fork 22, as shown.
In adapting my invention to other velocipedes road carriages and other vehicles
and the like, suitable modifications may be made to meet particular circumstances
without departing from the spirit of my invention.
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 : :-
I. In apparatus for the reduction of vibration in road carriages, velocipedes and
other vehicles and the like, making the wheels thereof with hollow spindles or
centres and connecting together the parts of the framework on each side of the
said wheel by a pin passing through a bearing formed in the said hollow spindle
substantially as set forth.
II. The apparatus for the reduction of vibration applied to a free running, fork
carried wheel in a velocipede, substantially as herein described and as illustrated in
Figures I, II and III on Sheet 1 of the accompanying drawings.
III. The apparatus for the reduction of vibration applied to a driving, fork
carried wheel in a velocipede, substantially as herein described and as illustrated in
Figures IV, V and VI on Sheet 2 of the accompanying drawings.
IV. In apparatus for the reduction of vibration applied to a fork carried wheel
in a velocipede or the like, the combination of a hollow spindle, a pin passing
through the said hollow spindle and rigidly connecting the extremities of the frame,
a fork or the like secured to the hollow spindle at one end and hinged to the frame
at the other, and a spring or springs adapted to press the pin and the upper part
of the hollow spindle together substantially as set forth.
V. The improvements in or relating to apparatus for the reduction of vibration
in road carriages, velocipedes and other vehicles and the like substantially as
described and as illustrated herein.
Dated this 8th day of April 1895.
SHELDON HAROLD STUBBS.

page_text: Date of Application, 9th July, 1894'
Complete Specification Laft, 9th Apr., 1895-Accepted, 24th May, 1895
PROVISIONAL SPECIFICATION.
Improvements in or relating to Springs, and the Reduction of
Vibration in Road Carriages, Velocipedes,, and, other, Vehicles
and the like.
I, SHELDON HAROLD STUBBS of No. 56. Birch Lane, Longsight,, Manchester
in the County of Lancashire, Engineer,, do hereby declare, the. nature, of this
invention to be as follows:-
My, invention relates, to springs and to, the reduction of vibration in. road
carriages, velocipedes and other vehicles and, the. like and consists, in. the several
improvements hereinafter described.
My. improved spring. consists preferably, of, an annular inflated or pneumatic
cushion interposed between and carried by two, suitably constructed frames, one of
which is adapted to be attached to one object and the other to. the other object of
any two. objects. to, be connected, or severed by the spring, so that the. inflated
cushion, forms the principal connection between the two objects, and, owing to its
elasticity, prevents, to a greater, or less extent, the, vibrations of one of the two
objects, being communicated to the other. The plane of the cushion, is preferably
situated either in, line, with or at right, angles,to, the direction of the movement to
be controlled, or the vibration, to be reduced, by it.
When the plane of the, cushion is placed in line with the direction of the
movement or vibration. I prefer to construct the two parts of the frame as an inner
part and an outer part respectively. The inner part consists of a ring or the like
having its periphery adapted to bear against the inner face of the cushion, the said
periphery being preferably provided with, a groove, of suitable.. section for that
purpose. The outer part consists of another ring or the like larger than the first
and having its inner face adapted to, bear against the periphery of the cushion, the
said inner, face also being preferably, provided with a suitable groove. The outer
ring may be in one or more pieces; if in one piece one of the two objects is
preferably attached to, the inner ring, and the other, object to the, outer ring or
otherwise so that the connection between the two parts is, effected: through the
cushion. If the outer ring, be not made in one piece, I prefer to make. it in two
pieces separated at right angles to the line of movement or vibration, in which case
one, of the two said objects, may be attached to one, piece of the outer ring.and the
other said object to, the other piece, thereof, so, that the connection, between the two
said objects. is effected through, the cushion, and the inner ring is idle.
When the plane of the cushion, is placed at right angles.to the direction of the
movement or vibration, I prefer to arrange the two, parts, of the frame also with
their planes at right angles, to the said direction and one, on, each side or face of the
said, cushion. The said two, parts, of the frame consist of rings having the. one side
or face of each, adapted to bean against the respective sides.or faces, of the, said
cushion and are preferably, provided with a groove of suitable, section, for. that
purpose...
In some cases, the cushions may be of circular, square, or other, suitable forms
instead of annular and the frame may be adapted to the form of the cushion. Eor
example, the cushion may be of circular form, and the frame take the form of two
disce. More than one, cushion, may be used, in, each frame and, any; or all, of: the
cushions may be partitioned internally or be single chambered. The cushions may

page_text: be inflated up to the desired pressure in the course of manufacture, but I prefer to
provide them with suitable valves or ducts so that they may be inflated and deflated
when required. Each cushion is made of india-rubber or other suitable air-proof
material and is provided with an envelope or insertion of inextensible material or it
may be otherwise prevented from expanding unduly; it may be secured to the
frame in any suitable manner. Hinges, links or other suitable forms of guides and
stops may be applied to the respective moving parts of the spring, or of the objects
connected or severed by the spring, to control the movements of the said parts or
of the said objects or of both, either in direction or extent of both. The springs
may be adapted to work in tension or compression and in some cases in both tension
or compression. The springs may be applied to a variety of purposes.
In applying my improved springs to the reduction of vibration in road carriages,
velocipedes and other vehicles and the like, I construct certain parts of the said
vehicles and the like which are more or less in direct communication with the
surface over or in contact with which they travel and from the inequalities of
which the vibration arises and is transmitted to the riders, passengers or goods in or
on such vehicles and the like,-I construct such parts so that they may move in
certain directions without equally moving certain other parts which are more or
less in direct communication with the riders, passengers or goods and I control
such movements by my improved springs and also when desirable, by suitable
guides and stops, which guides and stops may be provided with suitable springs or
buffers to prevent any jar on their coming into play.
In applying my invention to ordinary road carriages, such as a brougham, with
the common bow steel springs for example, I interpose one of my pneumatic springs
between each of the steel springs and the axle to which they are usually attached;
or between the steel springs and the body of the carriage; or in the ends of the
steel springs; or any or all of these methods may be combined. The cushions may
be arranged vertically or horizontally and suitable guides and stops are preferably
applied to control the amount and direction of the movement or movements allowed
by the pneumatic springs. The vibration arising from the uneven nature of the
surface passed over by the carriage is reduced by the interposition of my improved
springs, the indirectness or severance of the connection between the parts of the
carriage tending to neutralise the jar.
In applying my invention to velocipedes, such as the well known diamond
framed rear driving safety bicycle, I prefer to interpose a pneumatic spring or
springs in both the front and rear parts of the frame. The front fork may be
severed horizontally at a convenient point in its length and the lower parts of the
respective forksides be attached to the respective inner rings, and the upper parts
of the said forksides be attached to the respective outer rings, of two springs
having the planes of their cushions in line with the direction of the vibration as
firstly hereinbefore described; or the lower parts may be attached to the outer
rings and the upper parts to the inner rings. Or the outer rings may be in two
pieces as hereinbefore described, in which case the lower part of the forksides may
be attached to the lower parts of the outer rings and the upper part of the said
forksides to the upper parts of the outer rings, so that the connection between the
upper and lower parts of the fork is effected through the cushions, and the inner
rings are idle.
Suitable hinges, links or other guides and stops are preferably
applied to confine the motion to the direction and extent required for absorbing the
vibration and to prevent loss of rigidity in other directions. Or instead of applying
two springs, one to each side of the fork, one similar spring may be applied between
the fork crown and the lower part of the steering head; one part of the frame of
the spring being combined with the fork crown and another part with the lower
ball race or other convenient portion of the head of the velocipede. In this case
the guides will be adapted to retain the axial connection between the parts for
steering purposes.
In applying the invention to the rear part of the velocipede, the forward end of
the lower fork is preferably hinged in any convenient manner to the main frame

page_text: of the machine in the neighbourhood of the bottom bracket in such a way as to
allow of an approximately vertical movement of the said wheel with respect to the
frame within certain limits controlled by the spring or springs. The upper fork
may be arranged in a vertical position and the main frame be modified to extend
back to or near to the top of such fork, but in any case the said upper fork is
adapted to allow of the above mentioned or some other suitable movement of the
rear wheel. To control such movement one or more springs, with the planes of
their cushions either in line with or at right angles to the direction of the
movement, are introduced into the said upper fork between the circumference of
the rear wheel and the top of the said fork, or at the top of the said fork, or
between the saddle and the frame or saddle pillar, or in any other suitable position
or positions. If a cushion having its plane at right angles to the plane of the
direction of the movement be employed, I prefer to sever the upper fork between
the circumference of the rear wheel and the top of the said fork and to attach the
upper part thereof to the upper ring and the lower part thereof to the lower ring.
And I prefer to employ guides and stops to confine the motion as herein before
described.
In adapting my pneumatic springs to other vehicles and the like whereon or
wherein the passengers or goods are subjected to vibration arising from the uneven
nature of the surface passed over or from other causes, suitable modifications may,
be made to ineet particular circumstances without departing from the spirit of my
invention.
Dated this 30th day of June 1894.
SHELDON HAROLD STUBBS.
Improvements in or relating to Springs, and the Reduction of
Vibration in Road Carriages, Velocipedes, and other Vehicles
and the like.
1, SHELDON HAROLD STUBBS, of No. 56 Birch Lane, Longsight, Manchester
in the County of Lancashire, 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 :-
My invention relates to springs and to the reduction of vibration in road
carriages, velocipedes and other vehicles and the like and consists in the several
improvements hereinafter described.
My improved spring consists preferably of an annular inflated or pneumatic
cushion interposed between and carried by two suitably constructed frames one of
which is adapted to be attached to one object and the other to the other object of
any two objects to be connected or severed by the spring so that the inflated
cushion forms the principal connection between the two objects and owing to its
elasticity, prevents, to a greater or lesser extent the vibrations of one of the two
objects being communicated to the other. The plane of the cushion is preferably
situated either in line with or at right angles to, the direction of the movement to
be controlled or the vibration to be reduced by it.
When the plane of the cushion is placed in line with the direction of the
movement or vibration I prefer to construct the two parts of the frame as an inner
part and an outer part respectively. The inner part consists of a ring or the like
having its periphery adapted to bear against the inner face of the cushion, the said
periphery being preferably provided with a groove of suitable section for that
purpose. The outer part consists of another ring or the like larger than the first
and having its inner face adapted to bear against the periphery of the cushion, the.
said inner face also being preferably provided with a suitable groove. The outer

page_text: ring may be in one or more pieces; if in one piece, one of the two objects is
preferably attached to the inner ring and the other object to the outer ring or
otherwise so that the connection between the two parts: is effected through the
cushiou. If 'the outer ring be not made in one piece, I prefer to make it in two
pieces separated at right angles to the line of movement or vibration, in which case
one of the two said objects may be attached to one piece of the outer ring and the
other said object to the other piece thereof, so that the connection between the.
two said objects' is effected through the cushion, and the inner ring is idle.
When the plane of the cushion is placed at right angles to the direction of the
movement or vibration, I prefer to arrange the two parts of the frame also with
their planes at right angles to the said direction and one on each side or face of
the said cushion. The said two parts of the frame consist of rings having one side
or face of each adapted to bear against the respective sides or faces of the said
cushion and are preferably provided with a groove of suitable section for that
purpose.
In some cases the cushions may be of circular, square or other suitable forms
instead of annular and the frame may be adapted to the form of the cushion.
For example, the cushion may be of circular forin and the frame take the form of
two discs. More than one cushion may be used in each frame and any or all of
the cushions may be partitioned internally or be single chambered. The cushions-
may be inflated up to the desired pressure in the course of manufacture but I
prefer to provide them with suitable valves or ducts so that they may be inflated
and deflated when required. Each cushion is made of india-rubber or other
suitable air proof material and is provided with an envelope or insertion of
inextensible material or it may be otherwise prevented from expanding unduly; it
may be secured to the frame in any suitable manner. Hinges, links or other
suitable forms of guides and stops may be applied to the respective moving parts
of the spring or of the objects connected or severed by the spring to control the
movements of the said parts or of the said objects or of both, either in direction or
extent or both. The springs may be adapted to work in tension' or compression-
and in some cases in both tension and compression. The springs may be applied
to a variety of purposes.
In applying my improved springs to the reduction of vibration in road carriages,
velocipedes and other vehicles and the like, I construct certain parts of the said
vehicles and the like which are more or less in direct communication with the
surface over or in contact with which they travel and from the inequalities of
which the vibration arises and is transmitted to the riders, passengers or goods in
or on such vehicles and the like,-I construct such parts so that they may move in
certain directions without equally moving certain other parts which are more or
less in direct communication with the riders, passengers or goods and I control
such movenients by my improved springs and also when desirable, by suitable
guides and stops, which guides and stops may be provided with suitable springs or
buffers to prevent any jar on their coming into play.
In applying my invention to ordinary road carriages, such as a brougham, with
the common bow steel springs for example, I interpose one of my pneumatic
springs between each of the steel springs and the axle to which they are usually
attached; or between 'the steel springs and the body of the carriage; or in the
ends of the steel springs; or any or all of these methods may be combined. The
cushions may be 'arranged vertically or horizontally and suitable guides and stops
are preferably applied to control the amount and direction of the movement.or
movements allowed by the pneumatic springs. The vibration arising from the
uneven nature of 'the surface passed over by the carriage is reduced by the inter-
position of my improved springs the indirectness or severance of the connection
between the parts of the carriage tending to neutralise the jar.
In applying my invention to velocipedes, such as the well known diamond' framed
rear-driving safety bicycle, I prefer to interpose a pneumatic spring or springs in
both the front and the rear parts of the frame. The front fork may be severed

page_text: horizontally at a convenient point in its length-and the lower parts of the respective
forksides be attached to the respective inner rings and the upper parts of the said
forksides be attached to the respective outer rings of two springs having the planes
of their cushions in line with the direction of the vibration as firstly hereinbefore
described; or the lower parts may be attached to the outer rings and the upper
parts to the inner rings. Or the outer rings may be in two pieces as hereinbefore
described, in which case the lower parts of the forksides may be attached to the
lower parts of the outer rings and the upper parts of the said forksides to the upper
parts of the outer rings, so that the connection between the upper and lower parts
of the fork is effected through the cushions, and the inner rings are idle. Suitable
hinges, links or other guides and stops are preferably applied to confine the motion
to the direction and extent required for absorbing the vibration and to prevent loss
of rigidity in other directions. Or instead of applying two springs, one to each
side of the fork, one similar spring may be applied between the fork crown and the
lower part of the steering head; one part of the frame of the spring being
combined with the fork-crown and another part with the lower ball race or other
convenient portion of the head of the velocipede. In this case the guides will be
adapted to retain the axial connection between the parts for steering purposes.
In applying the invention to the rear part of the velocipede, the forward end of
the lower fork is preferably hinged in any convenient manuer to the main frame in
the neighbourhood of the bottom bracket in such a way as to allow of an
approximately vertical movement of the said wheel with respect to the frame
within certain limits controlled by the spring or springs. The upper fork may be
arranged in a vertical position and the main frame be modified to extend back to
or near to the top of such fork, but in any case the said upper fork is adapted to
allow of the above mentioned or some other suitable movement of the rear wheel.
To control such movement one or more springs, with the planes of their cushions
either in line with or at right angles to the direction of the movement, are
introduced into the said upper fork between the circumference of the rear wheel
and the top of the said fork, or at the top of the said fork, or between the saddle
and the fraine or saddle pillar, or in any other suitable position or positions.
And in order that my invention may be fully understood I append drawings
which illustrate several practical applications of the same but I do not confine
myself to the exact details shown, as these may obviously be varied without
exceeding the limits of the invention.
On Sheet 1-
Figure I is a view in elevation, partly in section, showing the application of the
pneumatic spring between the metal spring and the body at the rear part of a
brougham or like vehicle.
Figures II and III are sectional views on the lines a―a and b-b respectively
in Figure 1.
Figure IV is a side view in elevation showing the spring applied between the
metal spring and the axle of a two wheeled vehicle or the front part of a four
wheeled vehicle, and
Figures V and VI are end views in elevation and section respectively of the
same.
On Sheet 2-
Figure VII is a side view in elevation, partly in section and Figure VIII is a
plan of a pneumatic spring introduced at the end between the parts of a metal
double bow spring..
Figure 1X is a side view in elevation, Figure X is a sectional elevation and
Figure X is a plan, of a pneumatic spring with a divided outer ring and adapted
to be used without a metal or other spring.
On Sheet 3–
Figure XII is a view in elevation, partly in section, showing one method of
applying a pneumatic spring to the front fork of a rear driving safety bicycle, the
said fork being divided horizontally.

page_text: Figure XIII is a front view in elevation, partly in section and Figure XIV is a
side view in elevation showing another method of applying the pneumatic spring to
the said front fork.
Figure XV is a sectional elevation showing the pneumatic spring applied between
the fork crowu and the lower part of the head of a rear driving safety bicycle.
On Sheet 4.
Figure XVI is a side view in elevation, partly in section showing one method of
applying the pneumatic spring to the rear part of a safety bicycle.
Figure XVII is a side view in elevation of a safety bicycle showing another
anethod of applying the pneumatic spring to the fore and rear parts thereof and
Figure XVIII is a detail view partly in section to an enlarged scale viewed from
point in Figure XVII.
Like numerals refer to like parts throughout the drawings.
Referring to Figures I, II, and III. Sheet 1. 2 represents the upper half of an
ordinary double bow spring and 3 the "pump handle "on the same side of a brougham
or similar vehicle, the pump-handle (which may be cranked, if desired) projecting
from the body in the usual way. To the top of the spring 2 I attach, hy suitable
clips 4 of the well known construction, a bar or bracket 5 of wrought iron or other
suitable material and of suitable form and dimensions. To the pump handle 3
I clip two divided rings 6 of malleable iron or other suitable material. The interior
configuration of the rings is made to correspond to the exterior transverse
configuration of the pump handle, so that the two parts of each may be firmly
attached thereto by halved lugs and bolts and nuts 7 or other well known suitable
means.
The exterior configuration of the rings 6 I turn to a curve of a convenient radius.
Around each of the rings 6 I fit an annular inflatable cushion 8 preferably
-constructed of india rubber 9 and an insertion and a covering of canvas or other
suitable restraining fabric 10 or with a separate bladder and a restraining cover as
well understood in the manufacture of pneumatic tyres for velocipedes. The
cushion is preferably provided with a suitable valve or valves 11 for inflation and
-deflation and may be endless or it may be divided transversely at one or more
points to facilitate its attachment and removal. To each end of the bracket 5
I rivet or braze a ring 12 of malleable iron or other suitable material, larger
than the ring 6 and having its inner face adapted to bear against. the periphery of
the cushion 8, the said face being turned with a groove, the curve of which and the
curve of the groove in the ring 6 are preferably of a rather longer radius than the
radius of the transverse section of the cushion 8 wheu inflated. The vibration
imparted to the wheels and springs of the rear part of the vehicle arising from
the inequalities of the surface is more or less absorbed by the cushions 8. Guide
rings, such as 13, may be fixed by screws 14 to the ring 12 so as to bear against the
sides of the ring 6 and confine the motion of the rings 6 and 12 to the direction of
their mutual central plane. In fitting them I allow sufficient clearance for the
lateral expansion of the cushions 8 when compressed vertically.
Referring to Figures IV, V, and VI. Sheet 1. 22 represents a single bow
spring or the lower half of an ordinary double bow spring, and 15 the axle of a
two wheeled vehicle or the front axle of a four wheeled vehicle. For convenience
of attachment to existing vehicles the pneumatic spring is shown situated to
one side of the metal spring 22, but, if desired the cross-bar 16 may be dispensed
with and the pneumatic spring fitted immediately under the metal spring. To
the axle 15 I clip a divided inner ring 6 similar to that above described and to the
spring 22 attach by suitable clips 4 and bracket 5 an outer ring 12 similar to that
above described and between the two rings 6, 12, I fit an annular inflatable
-cushion 8 also similar to that above described. Guide rings may be applied if
the parts be modified as indicated in Figures I and II Sheet 1. to accommodate
them.
In the two above described applications the pneumatic springs or cushions are
. arranged vertically, and in line with the direction of the movement or vibration;

page_text: when I fit them between the ends of the steel springs I may arrange them
horizontally and at right angles to the direction of the movement or vibration as
shown in Figures VII and VIII Sheet 2. To the end of the spring 2 1 hinge or
otherwise suitably attach a ring or dise 12 of malleable iron or other suitable
material and of suitable dimensions, and to the end of the spring 22 I similarly attach
a similar ring or disc 6. The two rings or discs 12 and 6 are adapted to lie
opposite to each other horizontally and their opposing faces are grooved t.)
receive an annular poeumatic cushion 8. A guide ring such as 13 may be fixed by
screws 14 to the ring or plate 12 so as to bear against the sides of the ring 6 and
confine the motion of the rings or plates 6 and 12 to a direction parallel to their
mutual axial centre line. To prevent the rings or plates 12 and 6 separating tob
far, the guide ring 13 may be provided with an inwardly directed flange 19
carrying a buffer ring 20 of india rubber or other suitable material adapted to bear
against the underside of the ring or plate 6. A similar pneumatic spring is
preferably applied to the other end of the metal springs 2, 22. Similar pneumatic
springs may be applied at one or both ends of a single bow spring between
such ends and the body of the vehicle or a bearer or the like carrying such body.
Referring to Figures IX, X and XI Sheet 2, the pneumatic cushion or spring is
arranged vertically and is used without the ordinary metal spring. The outer
ring 12 is made in two parts 12° and 12 separated at right angles to the line
of movement. The upper part 12" is attached directly to the body of the vehicle or
a bearer supporting it, and the lower part 12° to the axle 15 or cross bar 16 by bolts
and nuts 4. The inner ring 6 is idle and may be independent or may be attached
to one part of the outer ring as by a web 21. The two parts 12ª, 12° of
the outer ring are connected and the extent and direction of their relative motions
are controlled by hinged links such as 25 or other suitable means. The rings 12
and 6 may be made of malleable iron or other suitable material and the bolts 4 may
be countersunk into the parts of the ring 12 which are preferably strengthened and
fashioned locally according to requirements. In the absence of the metal springs
an additional amount of play may be derived from the pneumatic spring by using
two cushions one above the other as shown in the upper part of Figure X, or by a
single large cushion divided into two chambers and restricted laterally by one or
more transverse webbings as shown in the lower part of the same figure.
Each of the two chambers (if the webbing be air-proof) and each of the two
cushions is preferably provided with a separate valve.
Referring to Figure XII Sheet 3, 25 represents the front fork of a rear driving
safety bicycle, severed horizontally into two parts, an upper 26 and a lower 27.
Springs similar to those illustrated in Figures IV, V and VI,Sheet 1 are applied to.
absorb the vibration but are of suitably lighter construction and less power. The
members of the lower part 27 are attached to the inner rings 6 by brazing or other
suitable means and the members of the upper part 26 are attached to the outer
rings 12; a bracket 5 may be introduced to better support the rings 12. The
cushions 8 are inserted between the inner and outer rings and the planes of
the springs are arranged vertically and parallel to each other. The members of
the lower part 27 of the fork are adapted to telescope in the members of the upper
part 26, the telescoping parts being either straight or curved to a like radius. Or
the lower parts may be attached to the outer rings and the upper parts to the inner
rings, and the upper parts may be adapted to telescope within the lower parts.
Or the outer rings 12 may each be in two pieces as hereinbefore described
and as shown in Figures XIII and XIV Sheet 3 where the upper parts 26
and lower parts 27 of the fork are attached to the upper parts 12" and lower
parts 12 of the ring 12 respectively. Parallel guide rods such as 28 may be fixed
to one part of the ring and slide in eyes or sockets 29 on the other part thereof and
other eyes or sockets 29 secured to the fork. Buffer springs 20 are preferably.
introduced to prevent jar on the reaction of the cushions.
Or one spring may be applied between the fork crown 30 and the lower part of'
the steering head 31 as shown in Figure XV Sheet 3. The spring is arranged at

page_text: right angles to the direction, of the movement somewhat as, shown. in, Figure V1L
Sheet 2, the lower disc.6.is combined with thejfork crown 30 and the upper disc 12
is combined with the lower ball race 32 of the head1 31.. The centre tube is made in
two parts, an upper 33 and a lower, 34, and the latter, telescopes into the former with.
a sliding fit... The upper, part carries the ball race.32 and the lower is fixed to the
fork, crown. 30, and carries a stud 35, which projects through slots 36 in the upper
part 33. to retain, the axial connection, for steering purposes. A cushion. 8 is
fitted into the circular grooves in the discs 6 and; 12;and a buffer spring 20 is. fitted:
between the stud, 35 and the top of the ball race 32.
Figures XVI, XVII and XVIII Sheet 4. show the application of the spring to
the rear part of the velocipede. The forward; end of the lower fork: 37 is hinged.in
any suitable, well known manner. to the main frame at, 38 to allow of an
approximately vertical, movement of the wheel 39 with respect to the frame 40.
The upper fork 41 may be arranged vertically as shown in Figure XVI where the
main frame. is provided with, a rearward, extension 42 to meet it. The fork 41 is
preferably hinged: at its lower end (43) and to the upper end of it is. secured:
a grooved disc 6, while to the extension 42 is secured another grooved disc 12.
direct and limit the movement a central projection, 28 on the disc 6 is adapted to
slide through, a, corresponding, socket 29 in the disc 12 and carries. a, buffer spring 20
which, bears against the top of the socket 29 and is held down by a nut 35.
Το
Or the upper fork .41. may assume.its ordinary position as shown in Figures XVIII
and XVIII where the lower end is, hinged as before and the upper end is made in
two parts, the upper 41° telescoping into, the lower 41 to, act as a guide to the
spring. The spring, is similar to that illustrated in Figures IV, V and V.I Sheet 1.
The inner ring. 6. is provided with lateral projections 4 by which it is brazed
or otherwise suitably secured to the parts 41' of the fork. The outer ring 12 is
hinged to the saddle pillar lug 44 by a bracket 5 and bolt and nut 45. (The front
of the lug 44 may be split, and, provided with a transverse grip bolt. to hold the
saddle pillar.) The cushion 8 is introduced between the two rings and here, as in.
other cases, where the pressure on, the spring is mostly on one part of the cushion,
that part may be made larger than the other, as shown.
In adapting my pneumatic springs to other vehicles and the like whereon or
wherein the passengers or goods are subject to vibration arising from the uneven
nature of the surface passed over or from other causes, suitable modifications may.
be made to meet particular circumstances without departing from the spirit of my
invention.,
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 :-
I. A pneumatic spring for the reduction of vibration in road carriages, velocipedes
and other vehicles and the like, consisting of an inflated cushion (with one or more.
suitable valves or ducts) interposed between and carried by an inner ring, and an
outer ring, each ring being in one piece and one ring being adapted to be attached
to one object, and, the other ring to the other of two objects, so that the cushion
forms, the principal connection between the two objects and prevents to a greater
or lesser extent the vibration of one of the two. objects being communicated to the
other, substantially as set forth.
II. A pneumatic spring for the reduction of vibration in road carriages, velocipedes
and other vehicles and the like, cousisting of an inflated cushion (with one or more
suitable valves. or.ducts) interposed between and: carried by an inner ring-and an
outer ring, the outer ring. being in two pieces separated at right angles to the line of
movement or vibration and each piece being adapted to be attached to one of two
such objects as referred to in Claim I so that the cushion forms the principal
connection between the two.objects and prevents.to a greater or lesser extent the
vibration of one of the two objects being communicated to the other and the inner
ring, is idle, substantially as set forth.

page_text: III. In springs of the kind referred to in Claims I and II the application of
guides and stops as hereinbefore described to control the movements of the parts
of the said springs or of the objects to which they are attached either in direction or
extent or both, whether or not such guides or stops be provided with springs. .
or buffers, substantially as set forth.
IV. The pneumatic springs for the reduction of vibration applied between the
metal spring and the body at the rear part of a brougham or like vehicle-
substantially as herein described and as illustrated in Figures 1, II and III on.
Sheet 1 of the accompanying drawings.
V. The pneumatic spring for the reduction of vibration applied between the
metal spring and the axle of a two wheeled vehicle or the front part of a four
wheeled vehicle substantially as herein described and as illustrated in Figures IV, V
and VI on Sheet 1 of the accompanying drawings.
VI. The pneumatic spring or springs for the reduction of vibration applied at one
or both ends between the parts of a metal double bow spring, substantially as.
herein described and as illustrated in Figures VII and VIII on Sheet 2 of
the accompanying drawings.
VII. The pneumatic spring or springs for the reduction of vibration applied at.
one or both ends of a single bow spring, between such ends and the body of
the vehicle or a bearer or the like carrying such body substantially as herein
described and as illustrated in Figures VII and VIII on Sheet 2 of the.
accompanying drawings.
VIII. The pneumatic spring for the reduction of vibration in road carriages,.
velocipedes and other vehicles and the like adapted to be used without a metal or
other spring and the modification thereof substantially as herein described and as
illustrated in Figures IX, X and XI on Sheet 2 of the accompanying drawings.
IX. The pneumatic spring for the reduction of vibration applied to the steering
fork of a velocipede substantially as herein described and as illustrated in.
Figure XII, on Sheet 3 of the accompanying drawings.
X. The pneumatic spring for the reduction of vibration applied to the steering.
fork of a velocipede substantially as herein described and as illustrated in
Figures XIII and XIV on Sheet 3 of the accompanying drawings.
XI. The pneumatic spring for the reduction of vibration applied between.
the fork crown and the lower part of the steering head of a velocipede substantially
as herein described and as illustrated in Figure XV on Sheet 3 of the accompanying
drawings.
XII. The pneumatic spring for the reduction of vibration applied to the rear
part of a rear driving safety bicycle substantially as herein described and as.
illustrated in Figure XVI on Sheet 4 of the accompanying drawings.
XIII. The pneumatic spring for the reduction of vibration applied to the rear part.
of a rear driving safety bicycle substantially as hercin described and as illustrated in.
Figures XVII and XVIII on Sheet 4 of the accompanying drawings.
XIV. The improvements in or relating to springs for the reduction of vibration.
in road carriages, velocipedes and other vehicles and the like substantially as.
described and illustrated herein.
Dated this 8th day of April 1895.
SHELDON HAROLD STUBBS.