US360101A - latta - Google Patents

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US360101A US360101DA US360101A US 360101 A US360101 A US 360101A US 360101D A US360101D A US 360101DA US 360101 A US360101 A US 360101A
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    • B62K3/00Bicycles
    • B62K3/005Recumbent-type bicycles
    • Y10T74/00Machine element or mechanism
    • Y10T74/20Control lever and linkage systems
    • Y10T74/20576Elements
    • Y10T74/20732Handles
    • Y10T74/2078Handle bars


(No Model.)
3 Sheets-Sheet 1. E. G. LATTA.
Patented Mar. 294, 1887.
By Wm gmey,
N. PErEns, Prmutmgnphcr, Wnninglun. D. c.
(No Model.) `3 Sheets-Sheet 2.
l E. G. LATTA.
No. 360,101. Pagggjed 113.1229, 1887.
(No Model.) 3 Sheets-Sheet 3.
No, 360,101. Patented Mal". 29, 1887,
SPECIFICATION forming part of Letters Patent No. 360,101, dated March 29, 1887.
Application tiled February 1Q, 1886. Serial No. 191,735.
To all whom it may concern:
Be it known that I, EMMIT G. LATTA, of Friendship, in the county ofAllegany and State of New York, have invented new and useful Improvements in Velocipedesyot' which the following is a specification.
This invention relates to that class of inachines which are provided with a front steering-wheel and a rear driving wheel or wheels, and has for its object to produce a machine which is especially adapted for usel on hilly or rough roads, and which can be used by riders who are unableto mount the ordinary bicycle; also, to construct a machine in which the danger of forward falls is prevented,and in which the rider can readily and quickly dismount on either side,or in front or in rear of the machine, without danger of becoming entangled with the machine.
The invention consists of the improvements in the construction of the machine,which will be hereinafter fully described, and pointed out in the claims.
In the accompanying drawings, consisting of three sheets, Figure l is a fragmentary side elevation of my improved machine. Fig. 2 is a sectional front elevation ofthe machine. Fig. 3 is a sectional elevation of the steering mechanism and connecting parts on an enlarged scale. Fig. 4 is a horizontal section on line :r fr, Fig. 3. Fig. 5 is a side elevation o f amodiied construction of my improved machine.
Like letters of reference refer to like parts in the several ligures.
A represents the driving-wheel, and A the steering-wheel, which is arranged in front of the driving-Wheel A.
a represents the axle of the driving-wheel, and b a sprocket-wheel secured to the axle of the driving-wheel- C represents the crankshaft, which is arranged in front of the drivingavheel and provided with a sprocket-wheel, c, which is connected with the sprocket-wheel Z) on the axle of the driving-wheel by an endless chain, c.
D are the pedals secured to the crank-arms d of the crank-shaft in the usual manner.
E represents the rear fork or frame of the machine, which straddles the rear wheel and extends forwardly and downwardly from the j" and bolts fl.
(No model.)
axle or hub of the driving-wheel to the rim. The crank-shaft C is journaled in bearingsf, which are secured to the rear fork, E, by clips The crank-shaft C can be readily adjusted byloosening the bolts]C2 and 55 sliding the clipsf on the fork-arms E.
G represents the front fork arms, which straddle the front or steering wheel, A', and which extend rearwardly and upwardly from the axle of the front wheel and downwardly to 6o the rim, and terminate outside of the rim in a steering-head, Il.
I represents the center spindle, seated in the head II and provided with a flat neck, l', which is attached to the rear fork-arms, E. The head H may be of any suitable form, but I prefer the usual cylindrical form of steeringhead, having an opening, h, in its rear side t0 admit the spindle I, and through which the neck I of the spindle passes. The spindle I 7o is provided with upper and lower centers of the usual form, on which the steering-head turns. The ends of the steering-head are provided with internal screw-threads, which receive the screw-nuts J J', which latter are pro- 75 vided with conical seats j j, which form the bearings for the centers of the spindle I. The screw-nuts J J are provided with a central bore or oil-duct, L', which extends through the screwuiuts, for oiling the centers of the spin- 8o die. The oil-ducts k are closed by a screw, k', which retains the oil in the openings and prevents -dust, &c., from entering the openings.
The center bearings, J J, are of different lengths, and are interchangeable, and permit the spindle to be adjusted up or down in the steering-head to change the relative position of the various parts of the machine, as well as to permit the adjustment of the bearings when worn and their renewal. The bearings J J 9o are held in position, when adjusted, by jamnuts k". The steeringhead H is preferably arranged at an angle or incline, with its lower end slightly forward under the rear of the steering-wheel, whereby the steering-wheel is 9 5 rendered less liable to swerve when striking an obstruction, and the center bearings are brought closer to the center of the steeringwheel than if the steering-head were arranged in a vertical position, which enables the rider Ico wheels in line, and by locating the steeringhead between the wheels enables the steering to be effected with less deflection of thesteering-wheel, as the rear wheel is also deflected in the opposite direction nearly as much as i 5 the steeringwheel is deflected, causing the two wheels to run closer to the saine line.
The neck l of the spindle fits closely be tween the extensions L of the rear fork-arms, and is pivoted thereto by a bolt, Z, which passes 2O through the lower end of the neck and the lower front end of the extension L.
Z is a boltwhich passes through the upper end .of the fork-extensions L, and through a slot, m, formed in the neck l.
N are arms formed at the lower ends of the fork-extensions L, and extending baekwardly from the pivot-bolt l. n
O represents a lever which is secured at 'its lower end between the arms N by a bolt, a,
3@ and which extends upwardly and forwardly,
so as to clear the pedals on the crank-shaft.
P represents a curved spring secured at its upper end to the neck I, above the slot m, by a bolt, p, and at its lower end to the lever O by a bolt, 19', the curved portion of the spring passing between the forward ends of the rear fork-arms, E. l
R represents the handle-bars secured to the front forks, G, and extending outwardly and 4o upwardly to a convenient height, at which they are provided with outwardly-projecting handles 1'. The handle bars R are preferably detachably connected with the fork-arms G, or they may be riveted or brazed thereto. The
lower horizontal portions, o", of the handlebars form convenient foot-rests, upon which the rider can rest his feet when coasting down hill, and from which he'can easily replace his feet on the pedals when necessary, or jump to 5C the ground in case of a fall, the free open ,space between the handle-bars permitting the rider to dismount from the machine and pass between the handle-bars.
S represents a mud-guard,secured at its lower end to the rear fork or frame of the machine and extending upwardly in front-of the driving-wheel, and connected at its upper end to a brace, S', which extends backward to the hub ofthe driving-wheel. The guard S is made 6J of tubing, and is formed to encircle the front and sides of the driving-Wheel tire, as shown in Figs. l and 3. The upper end of the-guard S terminates in a tubular socket, s, which forms a support for the saddle. The latter is fast- 6 5 cned to a rod, s', which is secured lin the socket s by a split ring, s2, and screw-bolt sa.
the handle-bars or foot-rests.
Upon mounting a hill the rider depresses the lever O with his toe, which he can readily do without removing his foot from the pedal, until the bolt p', which connects the lower end of the spring P with the lever, is moved past a line drawn between the pivot-bolt n of the lever and the bolt p, which connects the upper end of the spring with the neck l. Then the lower end ofthe spring has moved past this point, lthe lever is forced downward by the spring, which causes the fork-extensions L to swing on the pivot-bolt Z of the neck, and the upper portions of the neck and fork-extensions are brought closer together, the bolt Z 'sliding in the slot min the neck. This movement of the spring and lever changes the position of the front and rear forks, and causes the saddleto be thrown slightly forward, so that the rider can assume about the same position over the pedals when on an upgrade as when on a level road, and also by the same movement the handle-bars are thrown slightly backward of their normal position and nearer to the'saddle, which enables the rider to lift on the handles, ifhe desires. Vhen level or descending ground is reached, the parts are readily returned to their former position by pressing forward on lf desired, the saddle may be tilted forward in hill-climbing by slotting the -rear ends of the braces S, as shown in Fig. G. In this construction the braces are sprung slightly, to cause them to bind on the bolts which secure their rear ends to the fork-arms.
The driving-gear and saddle being located between the points where the two wheels rest on the ground, equalizes the vibration or jar when passing over rough roads and renders it much easier to the rider. Any jar. or shock received by either wheel is lessened by the spring P, which forms a connection between the front and rear forks of the machine.
Constructing the frame of the machine as as described,and arranging the driving mechanism between the driving-wheel and the steery ing-wheel and below the axles of the wheels,
enables the machine to be easier balanced and permits the rider to dismount from either side ofthe machine, as there is no obstruction between the Wheels above the driving-gear. The open space between the handle-ba-rs also permits the rider to dismount in front and pass between the handle-bars, or the rider can readily dismount in the rear without danger ofentangling himself with the machine. This construction of the frame also permits the wheels to be brought very close together, if desired, as the rear part of the steering-wheel does not swing across the line of the frame, as in other machines, thus making a very short machine.
T represents the brake-lever, which is pivoted to the rear fork-arms at t, and extends upward outside of the mud-guard, and provided at its upper end with a broad iiat head, t, which projects outward on each side of the mud-guard S.
t2 is the brake-spoon formed at thelower end of the brake-lever and below the rear forkarms. Upon pressing` forward on the head t with either foot the brake is applied below the driving-gear, where it causes dirt or mud on the tire to fall to the ground without coming in contact with the machine. The head t, when pressed forward in position for use, forms a broad hollow bearing` for the foot. The brakespoon is held away from contact with the tire of the wheel when not in use by a suitable spring secured to the brake-lever between the forli-arms.
I claim as my inventionl. In a veloeipede, the combination, with a frontsteering-wheelandareardrivingwheel,of a frame connecting both wheels and depressed between said wheels, a driving-gear attached to the depressed portion of theit'raine between the steering and driving wheels, and handlebars attached with theirlower ends directly to the fork-arms of the steering-wheel and having their upper portions separated from the fork-arms byintervening spaces, substantially as set forth.
2. The combination,with the front steeringing-wheel and rear driving-wheel, of a frame connecting both wheels, and abackwardly-inclined steering-head arranged in rear of the steering-wheel and below the center thereof, whereby the tendency to swerve upon striking` an obstruction is greatly lessened, snbstan` tially as set forth.
3. The combination, in a veloeipede provided with a front steering-wheel and rear driving wheel or wheels,of apivoted framesupporting the front wheel, and two independent handle-bars connected to the front frame and extending outward and upward from the frame, substantially as set forth.
4. The combination, in a veloeipede pro vided with a front steering-wheel and rear driving wheel or wheels and a connecting-frame. of two handle-bars connected to the frame and bent outward from the frame to form footrests and upward to form handles, substantially as set forth.
5.- The combination, with the steering-head and spindle, ofthe center bearings, J J', seated in threaded openings formed in opposite ends of the steering-head and made interchangeable and of different lengths, substantially as set forth.
6. In a veloeipede, the co1nbination,with the front steering-wheel and a rear driving-wheel and a connecting-frame, of a saddle-support pivoted at its lower end to the frame and snpported at its upper end by braces S', which extend rearwardly from the saddle-support and connected at their rear ends to the frame, substantially as set forth.
7. In a veloeipede, the combination, with a front steering-wheel and a rear drivingwhcel, of a connecting-frame composed of two parts attached, respectively, to said wheels and connected by a hinge-joint, and a spring, I?, also connecting both parts of the frame, substantially as set forth.
S. In a veloeipede, the combination, with a front steering-wheel and a reardriving-wheel, of a frame connecting said wheels and co1nposed of two parts attached together by a hinge joint, a saddle supported on one part of the frame, and mechanism, substantially as described,whereby the two parts of the frame are adjusted toward and from cach other, thereby throwing the saddle forward or backward, substantially as set forth.
9. In a'velocipede, the combination, with a front steering-wheel and a rear drivingwheel, of a jointed frame connecting the steering wheel with the driving-wheel, handle-bars sccured to the frame, and mechanism, substantially as described, whereby the handle-bars are thrown backward or forward, substantially as set forth.
10. In a veloeipede, the combination, with the front fork-arms supporting the steeringwhecl and haudle-bars and the rear fork-arms supporting the driving-wheel and saddle, of the steering-head and spindle connecting the front and rear fork-arms, aspring, I), attached to the rear forks and the neck of the spindle, and a lever, N whereby the position of the fork-ar1ns is adjusted andthe handle-bars and saddle adjusted toward each other, snbstantially as set forth.
1l. In a veloeipede, the combination, with the front fork-arms supporting the steeringwheel and the rear fork-arms supporting the tliiviiig-\vhcel and saddle, of the steering-head and spindle connecting the frontand rear forkarms, a crankshaft attached to the rear forkarms, and a lever arranged close to the cranlshaft, whereby the position of the fork-arms and saddle is adjusted by the riders foot without rcmovingthe foot l'rom the pedal, substantially as set forth.
\Vitness my hand this 6th day of February, 1886.
M. W. Po'r'rnn, S. E. LATTA.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100186545A1 (en) * 2009-01-29 2010-07-29 William Ray Handlebar auxiliary adjustable hand grip extension

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100186545A1 (en) * 2009-01-29 2010-07-29 William Ray Handlebar auxiliary adjustable hand grip extension

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