US391253A - Velocipede - Google Patents

Description

(No Model.) Sheets-Sheet 1.

E. G. LATTA.

VBLOGIPEDB.

No. 391,253. Patented Oct. 16, 1888.

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(No Model.) l 3 sheetssheet s. B. G. LATTA.

VELOGIPBDE.

No. 391,253. Patented Oct. 16, 1888.

UNiTED STATES PATENT OFFICE.

EMMIT G. LATTA, OF FRENDSHIP, NEV YORK, ASSIGNOR TO THE POPE MANUFACTURING COMPANY, OF PORTLAND, MAINE.

VELOCIPEDE.

SPECIFICATION forming part of Letters Patent No. 391,253, dated October 16, 1888.

Application filed November 3, 1887.

T all 107mm it may concern.-

Be it known that I, EMMrr G. LATTA, of Friendship, in the county of Allegany and State of New Yor k,have invented new and use` ful Improvements in Velocipedes, of which the following is a specification.

The object of this invention is to improve the means whereby the anti-friction balls are retained in the steering-head when the spindle io is removed therefrom; to provide a handle which will to a great extent relieve the riders arms and hands from the vibrations of the machine, and which can be readily adjusted at various distances from the steering-head; also to improve the construction of the handle-bars, and,tinally, to provide a powerful and efficient brake, whereby the machine can be controlled by the riders feet when the latter are removed from the pedals.

The invention consists to these ends of the improvements which will be hereinafter fully described, and pointed out in the claims.

In the accompanying drawings, consisting of three sheets, Figure 1 is a fragmentary side z5 elevation of a bicycle provided with my iinprovements. Fig.Zisafrontelevationthereof. Fig. 3 is a longitudinal sectional elevation of the steering-head on an enlarged scale. Fig. 4 is a horizontal section in linee so, Fig. 3. 3o 5 is a vertical section of the spring whereby the anti-friction balls at the lower end of the steering-head are held in their grooves. Fig. 6 is a top plan view thereof. Figs. 7 and 8 are respectively a vertical section and a top 3:, plan view of the circular plate or disk whereby the anti'friction balls at the upper end of the steeringliead are retained in place. Fig. 9 is a sectional elevation of one of the handles and a portion ofthe handle-bar on an enlarged scale. Fig. 10 is a cross section in line .e x, Fig. 9. Fig. 1l is a crosssection in line yy, Fig. 9. Fig. 12 is a fragmentary sectional elevation of one of the handles. Fig. 18 is a top plan view of one of the handles. Fig. 14 is a sectional elevation of the lower portion of the front fork and connecting parts on an enlarged scale. Fig. 15 is a cross-section in line as Fig. 14. Fig. 16 is across section in line y i, Fig. 14. Fig. 17 is a fragmentary view of a horizontal 5o handle-bar provided with improved handle.

Serial No. 254,159. (No model.)

Like letters of reference refer to like parts in the several figures.

A represents the cylindrical steering-head, which is provided in its rear with the usual opening for the reception of the spindle B and its neck, and C is the dust-shield, of ordinary construction, surrounding the steeringhead.

D is the step, arranged at the lower end of the steering-head and provided with an annular groove, d, and E is the adjusting-screw 6o or cap, arranged in a screwthreaded opening at the upper end ofthe steering-head and provided with an annular groove, c.

F represents the tapering clamping-nut applied to the upper end of the steering-head, and whereby the. adjustingscrew E and dustshield C are held in place. rI he upper end of the steering-head is correspondingly tapered and provided with an external serewthread, and is split longitudinally, as shown in Fig. 4, 7o so that it will clamp the adjusting-screw E upon tightening the nut F. rlllie screw-cap may, however, be secured in place by any other suitable means. A slot is formed in the upper end of the screw-cap for the insertion of a screw-driver,and a small opening or oil-duct,

e', is formed centrally in the same.

g represents the anti-friction balls arranged in the groove of the screw-cap E, and bearing against a concave shoulder, b, at the upper 8o end of the spindle B and g are the balls arranged in the groove of the step D, and bearing against a similar shoulder, b, at the lower end of the spindle.

H represents a circular plate or disk arranged in a cavity or recess, h,- formed at the upper end of the screw=cap E, above the groove e, and bearing against the upper and inner portions of the balls g, so as to retain the balls in the groove when the spindle is removed 9o from the steering-head. The diameter of the disk H is slightly larger than the distance between the inner portions of the balls, so that the disk will not fall through the space inclosed by the balls when the spindle is removed.

h is a spiral spring interposed between the disk H and a plate, h2, resting against the upper end of the screw-cap E, and whereby the disk is pressed against the balls g. The disk roo H is preferably provided with a depending marginal ange, h3, which overlaps the upper end of the spindle and rests upon the balls g. The plate h2 serves as a valve, which closes the oil-duct e and excludes dust from theinterior of the screw-cap. Oil is supplied to the steering-head by depressing the valve h2 by means of the nozzle ofthe oiler. The spring h thus serves the double purpose of closing the Valve h2 and retaining the disk H upon the balls g. The balls at the lower end of the steeringhead are retained in their groove in a similar manner; but to economize space and reduce the number of parts the retaining disk and spring are preferably formed in one piece, as shown in Figs. 5 and 6. This is accomplished by stamping a spiral spring, i, out of a circular disk of the proper size. The step D is provided below the groove d with a cavity or recess, d', in which the spring and disk are arranged. The lower end of the spring rests upon the bottom of the step D, and the upper end of the spring, forming the retaining ring or disk i', bears against the lower end of the spindle B. As soon as the spindle is raised,the upper end of the spring t' bears against the lower and inner edges of the anti-friction balls g and confines the same inthe grooves d. 1f desired, however, the construction of the retaining disk and spring at the lower end of the steering-head may be like that at the upper end thereof. After the retaining disks and springs have been placed in the cavities of the screwcap E and step D, the anti-friction balls are inserted by moving the disks inwardly asufticient distance to permit the balls to enter the grooves. When it is desired to remove the balls from the steering-head, the retaining disks are pressed inwardly by a small tool, when the balls will drop out of the grooves. These ball-retaining disks greatly facilitate the assembling of the parts. They prevent the loosening and falling out of the balls when the machine is taken apart and add no perceptible weight to the machine.

If desired, rubber or any other elastic material may be employed in place of the metallic springs; but Iprefer to use the latter.

J represents the tubular handle-bars,secured with their lower ends to the tubular fork-arms K by brackets K, and which are bent outwardly and forwardly, so as to forni foot-rests j. From the latter the handle-bars extend upwardly andrearwardly'and terminate about opposite the upper end of the fork-arms. The handle-bars are preferably tapered throughout their entire length. As shown in Fig. 14, the bracket K is secured to the fork-arms by two laps, k 7c', which are brazed to the fork. This construction forms a more rigid connection than a single lap and is less liableto bend the fork. If a cheaper construction is desired, the forksV may be made solid instead of tubular and the brackets K secured thereto by welding. In some cases it may be desirable to make thc lower portions of the forks and the brackets K solid in one piece andthe upper portion of the fork tubular, the two parts of the fork being secured together by brazing or otherwise. Each bracket K is provided with a lug or projection, Z, which fits into the end of the adjacent tubular handle-bar, and is secured to the latter by a transverse bolt,vZ. The joint between the handle bars and the brackets lies in the line of the greatest strain, whereby the tendency of the joint to become loose is greatly reduced. This construction also enables the handle-bars to be removed for close packing or storage and to be easily replaced if. broken.

M represents the handles, arranged at the upperends of the handlebars and made ofthe spade or D form,fbeing composed of a handle portion, M', and a fork or frame, 1W. The latter is secured to or formed on a shank, on, which is adjuslably seated in the upper end of the handle-bar. The upper ends of the handlcybars are provided with an external screwthread and are split longitudinally, as shown in Fig. 10.

m are clamping-nuts applied to the upper ends ofthe handle-bars,and wherebytheshanks m and handles M are held at any desired elevation. The forks or frames of the handles are arranged at an angle to the shanks m, as shown in Figs. 2 and 13, so that the handles will stand to one side of the shanks and handle-bars. Upon loosening the clamping-nuts m and giving the Shanks m a half-turn the handles can be arranged on the inner sides of the handle-bars, as shown by dotted lines in the upper portion of Fig. 13, so as to reduce the distance between the handles, or be arranged on the outer side of the handle-bars, as shown by full lines in the same figure, so as to increase the distance between the handles. The greater portion of the fork or frames M2 of each handle M is arranged on one side of the shank m, or, in other words, the shank is arranged out of the center of the fork or frame, so that by giving the handle a half-turn it will be arrangedcloser to or farther away from the rider, as may be most convenient. In the position shown in full lines in Figs. 1, 9, and 13 the greater portion of the handles is locatedin rear of the handle-bars, and in the position shown by dotted lines in Figs. 1 and 9 and by dotted lines inthe upper portion of Fig. 13 the greater portion of the handles is arranged in front of the handle-bars and at a less distance from the rider than in the position indicated by full lines.

If it is desired to adjust the handles rear- Wardly at the shortest distance apart or forwardly and at the greatest distance apart, the handles are simply interchanged and set to either of the positions shown bybroken lines in Fig. 13, both handleshanks being of the same size, so that they are interchangeable. In the position represented by full lines in Figs. l, 9, and 13 the handles are adj usted rearwardly and at the greatest distance apart. If desired, the handles may be turned slightly, to bring their front ends in or out, as may bede- IIO sired bythe rider. It is obvious that the same result will be accomplished by making an off` set in the shanks m, instead of offsetting the handleforks on the shanks; but I prefer the construction shown, because a shank of given weight and length affords a greater range of vertical adjustment of the handles.

The handle fork or frame may stand directly inline with the shank and the latter be arl ranged to one side of the center of the fork. By this construction the handles can be adj usted baekwardly and forwardly by giving the handles a half-turn, but cannot be adj usted latorally to increase or diminish the distance between them; or the shank may be set at an angle to the handle-fork and arranged at the center of the latter, in which case the handles can be adjusted laterally, but not forwardly or backwardly. Xeither of these last-mentioned constructions requires the handles to be made interchangeable or right and left, and are consequently less expensive; but they are not so desirable as the construction first described having both adjustments.

My improved handle is applicable to and equally desirable for velocipedes having the usual cross or horizontal handle-bar connected directly to the steering-head, as shown in Fig. 17. In this construction the handles can be adjusted laterally for increasing` or reducing the distance between the handles by sliding the Shanks in the handle-bars upon loosening the clamping-nuts n., the handles being arranged eccentrically on their Shanks and elevated or depressed by turning the slia-nks in the handlebars.

-The portions lli of the handles are composed of vulcaniteor other suitable material, and are molded around a tube or bushing, O, which is o'val or oblong in cross section, as represented in Fig. il.. rIhe tube O is arranged to slide with its ends in grooves or ways o, formed in the inner sides ot' the fork or frame M2. The tube G is capable ot' being raised and lowered in the grooves o, but is held against turning therein, thereby preventing the turning of the handle portion M/ in its fork.

p represents a tube of small diameter passing loosely through the tube O and arranged with its ends in the grooves 0 ofthe fork, and secured therein by screws p, passing through the ends of the fork and engaging iu the screwthreaded ends ofthe tubej). The outer tube, O, is made somewhat shorter than the inner tube, 1), so that when the screws p are firmly tightened the outer tube will not bind in the fork, but will be free to move up and down in the slots o.

P represents a block or cushion of rubber or other elastic material arranged between the upper surface of the inner tubc,p,and the innersurface and the outer tube, O,and filling the remaining space of the tube. The central portionof theinner tube.p,is flattened or depressed to afford more room for the rubber cushion P. The latter is preferably formed with a series of depressions or corrugations, as shown in Figs. 9 and 1l, to increase its elasticity. The supporting-tube p, resting against the lower portion of the tube O, resists any upward pressure on the handle and enables the rider to lift on the handles as though they were rigid. Vhen the front wheel passes over an obstruction and jars the machine, the elastic cushions P yield and compress under the weight of the riders arms and thereby relieve the hands to a large extent from the vibrations ofthe machine.

Q represents the bi'al e-spooii,\vhich is ofthe usual construction and pivoted with its rear end between the upper ends ofthe fork-arms K.

Q' represents the brake-lever, which is pivoted with its inner end to the lower end ofone ofthe brackets K' and connected with the rear portion ofthe brake-spoon by a rod, q. The front end of the brakelever Q' is bent outwardly and terminates in convenient reach of one ofthe riders feet, so that the rider can depress the lever by his foot and apply the brake when his feet are placed on the foot-rests in coasting. W`hcn the feet are on the pedals, the machine can be controlled by back pedaling.

The brake is raised from the tire when released by the brake lever by the ordinary spring interposed between the brake and the stetring head, and which is not shown in the drawings.

I am aware that handles have heretofore been made with one end adj ustably secured to the end or side ofa handle-oar in various ways, and such construction I do not claim.

I claim as my invention- 1. The combination, with the steering-head and the spindle,of anti-friction balls seated in the steering-head and a yielding or elastic retaining device whereby the balls are held in their seats when the spindle is removed from the steering-head, substantially as set forth.

2. The combination, with the steering-head and the spindle,of anti-friction balls seated in grooves in the steeringhead and yielding plates or disks bearing against the inner sides of the balls, substantially as set forth.

3. The combination, with the spindle and the steering-head provided with annulargrooves, of anti-frictionballs arranged in said grooves, retaining plates or disks bearing against theinner sides ofsaid balls,and springs interposed between said retaining-plates and the steering-head, substantially as set forth.

t. The combination, with the spindle and the steering-head provided with annular grooves, of anti-friction balls seated in said grooves and a spiral spring bearing with one end against said balls and with its opposite end against the steering-head, substantially as set forth.

5. rIhecombination, with thespindle andthe steering head provided with a. grooved screwcap, E, and a grooved step, D, of anti friction balls g, arranged in the groove of the screwcap E, a retai ning-disk, I-I, bearing against the inner sides of said balls, a spiral spring interposed betwcen the plate H and the screw-cap,

IOO

IIO

anti-friction balls y',arranged in the groove of the step D, and a spiral spring, it, interposed between the balls g and the step D, substantially as set forth.

6. The combination, with the spindle and the steering-head provided with an annular groove and an oil-duet, of anti friction balls seated in said grooves, a retaining plate, H, bearing against said balls, a valve, h2, closing said oi1 duct, and a spiral spring, hv', interposed between the plate H and the valve h2, substantially as set forth.

7. The combination, with a handle-bar, of a handle arranged at right-angles to the handlebar and provided with a shank or support arranged on one side of the center of the handle and adjustably secured to the handle bar, whereby the handle is adjusted inwardly and forwardly or outwardly and backwardly by re ver-sing its shank orsupport on the handle-bar, substantially as set forth.

8. The combination of the handle bars and a pair of handles provided with Shanks or supports arrranged on one side of the center of the handles and adjustably secured to the handle bars, the handles and their supporting- Shanks being made interchangeable, whereby two different positions of the handles may be had by reversing the shanks on the handlebars and two other positions of the handles obtained by interchanging the handles and Shanks in the handle-bars, substantially as set forth.

9. The combination, with a fork or frame and a tubular handle capable of vertical movement in said frame, of an elastic rsupport arranged within the bore of the handle and bearing against the upper surface thereof and a rigid support arranged within the bore of the handle and between the elastic support and the lower surface of the handle, substantially as set forth. A

10. The combination, with the tubular handle and its fork or frame, of a rigid tube or rod passing loosely through the tubular haudle and secured with its ends to the fork or frame and an elastic 0r yielding cushion arranged within the tubular handle above said rigid tube or rod, substantially as set forth.

1l. The combination, with the tubular handle and its fork or frame provided with grooves or ways, of a tube or bushing arranged within said tubular handle and projecting with its ends into said grooves or ways, a rigid tube or rod passing through the handle and secured with its ends to the fork or frame, and an elastic block or cushion arranged within the tubular handle above the rigid rod 0r tube, substantially as set forth.

12.` The combination, with a tubular fork and a handle-bar, ofa connecting-bracket detachably secured to the handle-bar and provided with two arms or laps, whereby the bracket is rigidly secured to the tubular fork at two points, substantially as set forth.

13. The combination, with the fork,the front wheel and the brake, of a brake-lever pivoted to the fork inconvenient reach of the feet of the rider and a rod connecting the brake and brake-lever, substantially as set forth.

Witness my hand this 18th day of October, 1887.

EMMIT G. LATTA.

Vitnesses:

M. W. POTTER, W. WARD Rien.

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