US485839A

US485839A - Velocipede

Info

Publication number: US485839A
Authority: US
Publication date: 1892-11-08
Anticipated expiration: 1909-11-08

Description

(No Model.) v 5 Sheets-Sheet 1V R. P. DARLING.

VBLOCIPEDB. No. 485,839. Patented Nov. 8, 1892.

(No Model.) 5 Sheets-Sheet 2. R. P. DARLING'I VBLOGIPEDB. No. 485,889. Patented Nov. 8, 1892.

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VELOCIPBDB.

Patented Nov. A8, 1892.

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(No Model.) 5 Sheets-Sheet 4. R. P. DARLING. VELOCIPEDE.

No. 485,889 PatentedNov. 8, 1892.

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(No Model.) 5 sheetssheet 5,

R. P. DARLING.

VBLOGIPEDE.

No. 485,889. Patented Nov. 8, 1892.

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ROBERT F. DARLING, OF SYRAOUSE, NEW YORK, ASSIGNOR TO E. C. STEARNS dz: OO., OF SAME PLACE.

vELoolPEoE.

SPECIFICATION forming part of Letters Iatent No. 485,839, dated November 8, 1892.

Application filed March 17, 1892.

To all whom it' may concern:

Be it known that I, ROBERT F. DARLING, a citizen of the United States, residing at Syraeuse, in the county of Onondaga and State of New York, have invented anew and useful Improvement in Velocipedes, of which the following is a specification.

The objects of my invention are to produce a velocipede in which the main frame and forks are light, durable, and simple in construction, to improve the steering, brake, and driving mechanisms, and finally to improve the details of lconstruction in several respects.

In the accompanying drawings, consisting of seven sheets, Figure 1 is a side elevation of a velocipede embodying my improvements. Fig. 2 is a longitudinal sectional elevation of the main frame and connecting parts on an enlarged scale. Figs. 3 and 4 are sections, on an enlarged scale, taken in lines 1 1 and 2 2,A Fig. 2, respectively. Fig. 5 is a face View of one of the disk or cup springs forming part of the connection between the rear mudguard and the rear forks. Fig. 6 is a perspective view of one part of the coupling whereby the main frame and the upper rear fork are connected. Fig. 7 is a similar view of one of the eyes whereby the main-frame is connected with the steering-post. Fig. S is a fragmentary vertical section, on an enlarged scale, of the upper bearing of the steeringhead, the section being taken at right angles to Fig. 2. Fig. 9 is a similar view of the lower bearing of the steering-head and the front fork. Fig. 10 is a vertical section of the ball case or box of the upper bearing of the steering-head. Figs. l1 and 12 are horizontal secions in lines 3 3 and 44, Figs. 8 and 9, respectively. Fig. 13 is a perspective view of one part of the coupling-yoke whereby the steering-post is connected with the front fork. Fig. 14 is a fragmentary vert-ical section, on an enlarged scale, of the upper portion of the steering-post and connecting parts. Fig. 15 is a sectional elevation of the steering-post and connecting parts, taken at right angles to Fig. 14. Fig. 16 is a cross-section in line 5 5, Fig. 14. Fig. 17 is a horizontal section in line 6 6, Fig. 15. Fig. 18 is a sectional elevation of the crank-shaft and connecting parts on an enlarged scale, the plane of section bebrace the lower end of the steering-post.

Serial No.425,23'7 (No model.)

ing taken in line 7 7, Fig. 1. Fig. 19 is a top plan view of the same parts partly in section. Fig. 2O is a cross-section in line 8 R, Fig. 18. Fig. 2l is a similar section of one of the hang- 55 ers of the crank-shaft in line 9 9, Fig. 18.

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

A represents the front steering-wheel, and A the rear driving-wheel.

a, represents the front fork, and a. the hollow steering-post secured to the upper end of the fork. The front fork is preferably made hollow and oval in cross-section and is formed in one continuous piece or length doubled at its middle to form the arms of the fork. This construction increases the strength `of the forks and simplifies its manufacture.V The upper portion or crown of the fork is bent in the form of asernicircle and connected to the 7o lower end of the steering-post by a couplingyoke a?, composed of two similar parts. Each of these parts consists of a channeled archshaped portion a3, provided at its crown with a semicylindrical neck or partial collar a4, as represented in Fig. 13. The two parts of the coupling-yoke are placed against the front and rear sides of the fork and post, respectively, so that their arched portions embrace the crown of the fork and their collar portions em- 8o The inner surfaces of both parts of the yoke conform to the shape of the fork and steeringpost and completely inclose the adjacent portions of these parts. Both parts of the coupling-yoke are firmly secured to the fork and post by brazing,and the ends of its channeled portions are preferably tapered to produce-a finished joint between the yoke and the fork.- The parts of the yoke are firmly connected 9o by a sleeve or ring a5, which surrounds both of the collar-sections a4 of the yoke and holds the saine against spreading under undue strains. The coupling yoke forms a very strong and reliable connection between the post and fork and produces a neat joint.

B represents a tubular shank, whichsupports the handle-bars b b atits upperend and extends with its lower portion into the upper portion of the hollow steeringpost. The rco shank B is adj ustably secured in the cavity of the steering-post, so that it can be raised or lowered to suit the convenience ofthe rider. For this purpose the upper portion of the steering-post is provided on dianieti'ically-opposite sides with longitudinal slits b and sur rounded by a clamping-band b2, carrying a radial clamping-bolt b3, which bears against one side of the steering-post. Upon loosening the bolt b3 the tubular shank B can be raised and lowered in the post, while by tightening the bolt b3 the shank is secured in position.

C represents a tubular brake-rod arranged in the steering-post and extending with its upper portion into the handle-bar shank B, while its lower portion passes through openings formed in the crown of the front fork. The brake-rod is provided at its lower end with a brake-spoon c, adapted to bear against the tire oi' the steering-wheel. As shown in Fig. l2, the lower portion of the brake-rod is also provided kwith a longitudinal feather c', whichy engages with a guideway formed in the openings in the forl ,whereby the brakerod is held against turning.

D represents the brake-lever, pivoted to one of the handle-bars bya horizontal bolt d, and el is an adjusting-rod, whereby the brakelever is adj ustably connected with the brakerod. This adjusting-rod passes transversely through the handle-bars and is arranged with its lower portion in the shank B and the brake-rod, while its upper end is provided with an eye d2, which receives a laterally-projecting pin (Z3, formed on the inner end of the brake-lever. The lower portion of the adjusting-rod is flattened and provided along its narrow edges with a series of notches d4, the notches of both edges being arranged in line transversely of the adjusting-rod, so as to form pairs.

d5 represents a cap which is secured to the upper end of the brake-rod and which is'provided with a central opening d6,tl1rough which the adjusting-rod passes. This opening is oblong or elongated to tit the flattened portion of the adjusting-rod, and the longitudinal edges of the opening interlock with a pair of opposite notches ot' the adjnstingrod, forming stops or shoulders 17, which hold the adj listing-rod against longitudinal movement on the brake-rod. When itis desired to raise or lower the handle-bars, the pin d3 of the brake-lever is detached from the adjusting rod and the latteris turned until its flattened sides register with the flattened sides of the opening d6 in the cap d5. This permits the adjusting-rod to be freely raised and lowered for the purpose of engaging the stops of the brake-rod cap with a higher or lowerpair of notches in the adj usting-rod. Then the desired pair ot notches register with the stops of the cap, the adjusting-rod is turnedY one quarter, which causes said notches to engage with the stops of the cap, thereby connecting the adjusting-rod and brake-rod and locking one against lengthwise movement'upon the other. The adjusting-rod is heldin its locked position by engaging the eye at its upper end with the pin of the brake-lever and attaching the brake-lever to the handle-bar byits pivotbolt. The construction ot' this adjustable connection between the brake-rod and brakelever permits the adjustment to be quickly and easily eected and securely holds the partsin position after adjustment.

E represents a spiral spring whereby the brake-spoon is held out of contact with the steering-wheel. This spring surrounds the brake-rod and bears with its upper end against the cap d5 and with its lower end against a washer e, resting upon an annular shoulder e', formed by enlarging the bore of the upper portion of the steering-post.

The main frame of the velocipede consists of an upper reach F, a lower reach F', a main brace F2, connecting the rear ends of the reaches, and a steering-head F3, connecting the front ends of the reaches. These four members are formed from one continuous rod or piece of tubing,which extends downwardly in rear of the steering-post and parallel therewith, forming the steering-head F3, thence rearwardly and downwardly to the rear driving-wheel, forming the lower reach F', thence upwardly and rearwardly in front of the driving-wheel, forming the main brace F2, and thence forwardly to the upper end of the steering-head, forming the upper reach F. The upper end ot' the steering-head and the front end of the upper reach, which torm the terminals ofthe continuous length of tubing, are connected by an angular' coupling f, having IOO its ends inserted in the hollow ends of the main frame-tube and secured therein by brazing. By constructing the main frame from one continuous rod or length of tubing it is rrendered lighter and stronger, owing to the absence of couplings between the several members. The upper and lower portions of the steering-head are provided with forwardly-projecting eyes GH, respectively, in which the steering-post is journaled, preferably, by means of ball-bearings, as represented in Figs. 8 and 9. The lower eye H is provided with two rearwardly-projecting lips or flanges H', which are lapped around opposite sides of the main frame at the junction of the lower reach and the steering-head and brazed thereto.

h represents the cone ofthe lower ball-bearing of the steering-head, and h the circular row of balls which rest upon said cone. This cone surrounds the lower portion of the steering-post and rests upon the upper edges of the divided yoke-collar a4 and its sleeve a5.

h2 represents the circular ball case or box of the lower ball-bearing, which is mounted on the lower portion of the steering-post and rests upon the row of balls h. This casing is provided with an annular' depending flange hwhich incloses the row of balls and bears with its lower edge against the lower cone, thereby preventing dust from entering the lower ball-bearing from below. ball-case is provided on its upper side with IIO The lower au externally-screw-threaded collar h4, which surrounds the steering-post and engages with an internally-screw-threaded socket 715, formed in the under side of the lower eye H. Dust is prevented from entering the lower ballbearing through the upper side of the lower eye `by a felt washer h6, arranged in the socket of the lower eye and surrounding the steering-post. Upon screwing the collar of the lower case h2 into the socket of the lower eye the feltwasher is pressed firmly against the outer side of the steering-post, thereby effectually preventing dust from entering the lower ball-bearing at that point. The upper eye G is preferably formed integrally with the angular coupling, which connects the ends of the steering-headland the upper reach.

g represents the cone of the upper ballbearing, in'which the upper portion of the steerin g-post is j ournaled, and g are the balls resting upon said cone. This cone is provided on its under side with an externally-screwthreaded collar g2, which engages with an internal screw-thread g3, formed in the upper eye.

gl1 represents the circular ball-case of the upper bearing, which surrounds the adjacent portion of the steering-post and rests upon the upper balls. This casing is provided with an annular depending flange g5, which incloses the upper balls and bears with its lower edge against the edge of the upper cone, thereby preventing dust from entering the upper ballbearing from below.

l represents a split collar formed on the upper side of the upper ball-casing g4 and embracing the steering-post, and t is a ring surrounding said split collar and carrying radial clamping screws or bolts t', which bear against the outer side of the springarms formed by splitting the collar and press said arms iirmly against the steering-post, thereby tightly securing the ball-case to the post. The split collar is formed with an internal screw-thread 2, which engages with an eX- ternal thread t3, formed on the adjacent portion of the post. Upon loosening the screws l t" and screwing the split collar downwardly upon the upper balls it causes the cones of the upper and lower bearings to approach their respective ball-cases and take up the wear of both ball-bearings simultaneously. lf desired, the screw-threads of the steeringpost and the split collar may be dispensed with, in which case the spring-arms of the collar would bear against the plain surface of the steering-post. The clamping-ring t' is preferably provided with a depending annular guard i5, which covers the lower enlarged portions of the slits 6 between the springarms of the split collar, thereby improving the appearance of the bearing and also preventing dust from entering the same from above.

J represents the transverse crank-shaft, which is arranged in a tubular bearlng or sleeve j, connected to the main frame at the junction of the lower reach and the main brace, as represented in Figs. 2, 18, and 19.

7c is the main or driving sprocket-wheel, mounted on the crank-shaft near the righthand end thereof, and 7o the driven sprocketwheel secured to the axle of the rear wheel and connected with the main sprocket-wheel by a chain belt 7a2 in the usual way. For the purpose of reducing the weight and increasing the durability of the main sprocket-wheel it is constructed of cast or wrought metal and sheet metal, as represented in Figs. 18 and 19.

7.43 represents the hub ot' the main sprocketwheel, which is constructed, preferably, of wrought-steel and provided with a peripheral fiange 7a4. The body of the main sprocketwheel consists ot' two separate annular rims 765, each of which is provided with arms or web portions k6, connecting it with the hub and with sprocket-teeth 757. Both parts of the body are stamped out of sheet metal, preferably steel, and their arms or web portions are secured at their inner ends to opposite sides of the iiange by rivets 708. The teeth of both rims are arranged transversely in line, so that two opposing teeth form, practically, a single tooth. The teeth of both rims are preferably bent toward each other, so as to facilitate their entrance into the links of the chain belt. By forming the sprocket-wheel of two sheet-metal body portions and a cast or wrought metal hub itsweight is considerably reduced. It is also less liable to become broken and can be easily repaired in case it is bent ont of shape. The hub of the main sprocket-Wheel is provided with an internal screw-thread, which engages with an external screw-thread L, formed on the crank-shaft, near the right thereof. The crank-shaft is provided at the outer end of the screw-threaded portion L with a collar Z, against which the outer side of the hub of the main sprocket-wheel bears, and whereby the latter is held against rot-ation in one direction. The main sprocketwheel is held against rotation in the opposite direction by an internally screw-threaded cone Z', arranged upon the screw-thread L of the crank-shaft and bearing against the inner side of the hub of the main sprocket-Wheel.

M represents an internally-screw-threaded cone arranged upon a screw-thread m, formed near the opposite end of the crank-shaft. This screw-thread is of slightly-smaller dialneter than the screw-thread L, so as to permit IOO IIO

IIS

the hub of the main sprocket-Wheel and the side of the cone M by pins n2. This construction permits the cone M to be adjusted by turning the dust-cap n.

n3 represents a washer arranged on the outer side of the dust-cap n', and n4 is a jam-nut arranged upon the crank-shaft and bearing against said washer, whereby the cone M is clamped in position after being adj usted. The crank-shaft is preferably provided with a longitudinal slot or way '11.5, (see Figs. 19 and 20,) and the washer 'n3 is provided with a feather n, which engages in said slot, whereby the washer is prevented from turning with the jam nut and cone M, thereby preventing the parts from becoming loose, owing to the vibrations of the machine. The sleeve j consists, preferably, of two tubular portions-0 o', one of which is provided with an internally-screwthreaded end, which receives the externallyscrew-threaded end of the other portion, as shown in Fig. 18. The part 0 isy provided with two eccentric collars ork disks P P', having the same relative position and mounted in eccentric han-gers or bearings o2, arranged below and-on opposite sides of the main frame. These eccentric-disks are preferably formed integrally with the part o of the sleeve Th-e upper portions of these hangers are provided with curved seats or depressions 03, which rest against the underside of the curved portions ofthe main frame at the junction of the lower reach Fand the main brace F2, the hangers being secured to the frame at this point by brazing. As shown in Figs. 18 and 19, one of the hangers isprovided with lips 04, which are lapped over the adjacent portion of the-main frame from one side thereof, while the other hanger is provided with a similar lip o5, which is lapped over the frame fromthe opposite side thereof and is arranged between the two lips of the opposite hanger. These lips iirmlyembrace the main frame and reliably secure the hangers to the main frame. Upon turning the eccentric-disks in their hangersor bearings in the proper direction the position of the crank-shaft is shifted forwardly and the sprocket-chain is tightened. The lower portion of each eccentric-bearing is divided or slitted, as shown at q, and the portions of the hangers on opposite sides of the slit are provided with lugs q', through which pass clamping-bolts Q, whereby thel eccentric-disks are clamped against rotative and lateral movement in the hangers. The central portions of the clamping-bolts Q eX- tend through the inner surface of the hangers and enter peripheral grooves q2, formed in the eccentric-disks, thereby holding the latter against lateral displacement in their hangers, but permitting them to be rotated when the clamping-bolts are loosened.

R represents the cranks, which are connected to the ends of the crank-shaft by couplings r, and R are the pedals, pivotally attached to the cranks.

s represents the lower rear fork, which is connected at its front end to the hangers o2 andfprovided at the rear ends of vits arms with perforated lugs S, in which the axle of the rear wheel is secured. This fork is constructed from one continuous piece of tubing and has its ends secured to the perforated j the lower fork is secured by bending the lips around the fork and brazing them thereto. By forming lips on the hangers which embrace the front portion-ofthe lower fork the latter is leftintact, thereby preventing a weakening of the same, and also rendering it much lighter than a fork made in two parts' and united by a coupling, as heretofore constructed.

T represents the upper rear fork, whereby the 'axle-lugs S are connected with the upper portion of the main frame. This fork is constructed from a continuous length or piece of tubing and has its ends secured to the perforated lugs S by brazing or other means.

The bent upper portion of the fork T is connected with the main frame at the junction of the main brace and the upper reach by a coupling t. This coupling consists of'two like parts, each of which is provided with a curved channeled portion 15', corresponding to the curved portion of the main frame connecting the mai-n brace with the upper reach, a semicylindrical portion t2, which receives one side of the saddle-pillar T and two rearwardlyprojecting ears or lips t3, formed on the semicylindri'cal portion, as represented in Fig. 6. The channeled portions of the coupling t are placed on opposite sides of the curved portion of the main frame, connecting the upper reach and the main brace, and are brazed thereto, the parts of the coupling completely inclosing said curved portion. The cylindrical socket formed by the two semicylindrical portions of the couplingt intersects'the curved portion of the coupling and the main frame is provided in line with said socket with an opening which permits the lower portion of the saddle-pillar to pass into the hollow main frame, as represented in Fig. 2. The saddle is held in its adjusted position bya set-screw t5, arranged in the rear portion of the coupling t. Both semicylindrical portions of the coupling are preferably surrounded at their upper ends by a band or ring t6, which securely unites the parts and prevent them from spreading. The bight or bent portion of the upper fork is arranged between the lips t3 of both parts of the coupling t and se- IOO Ioq

IIO

on the outer side of the mud-guard. Each of these cross-bars is provided with an opening tl?, and the adjacent portion of' the mud-guard is provided with openings n3, arranged in line with the openings u2 of the cross-bars. The mud-guard is detachably secured to these cross-bars by studs or pins a4, which are arranged in the openings of the cross-bars and the mud-guard and are provided at their inner ends with heads M5, which bear against the inner side of the mud-guard. The opposite ends of the studs are provided with transverse openings a6, in which are inserted locking-keys o, whereby the studs are secured to the cross-bars. Each of these keys is provided with an incline c and at the innerend of said incline with a shoulder o2, while the opposite end of the key is provided with an eye r3. When the locking-keys are in position in the openings of the studs, the keys bear against the sides of the crossbars opposite to that on which the mud-guard is arranged.

c4 represents diskesprings surrounding the studs and interposed between the mudguard and the cross-bars, whereby the studs are yieldingly drawn against the keys and the parts are prevented from rattling. These disksprings are preferably cup-shaped and provided with radial slits r5, extending from their periphery inwardly, as represented in Fig. 5. In mounting the mud-guard the studs tti are passed through the openings of the mud-guard, the disk-springs, and the cross-bars, and the keys are passed with their inclined ends through the studs from one side thereof until the shoulders of the keys are on the opposite sides of the studs. In this position the studs are arranged between the shoulders and the eyes of the keys, and the latter are confined in the studs by the constant tension of the disk-springs. When it is desired to remove the mud-guard, a hook is inserted in the eyes of the keys, and the latter are pulled out with sufficient force to cause their shoulders to move the studs lengthwise against the pressure of the disk-springs and permit the keys to be removed, the shoulders being slightly inclined to permit the keys to be withdrawnin this manner. This means of mounting the mud-guard is very simple and inexpensive and permits the same to be readily attached to or detached from the forks. If desired, the studs and the disk-springs may be permanently attached to the mud-guard. The rear portion of the mud-guard is snpported by a brace @6, connected with its ends to the mud-guard and the perforated lng S of the rear axle.

I claim as my invention l. The combination, with the steering-post, of a continuous fork and a connecting-yoke composed of two like parts fitted against the front and rear sides of the fork and steeringpost and consisting each of a curved channel portion which embraces one side of the fork and a semicircular collar portion projecting upwardly from the crown of the channel por- `formed of a single continuous length or piece,

a coupling connecting the fork with the steering-post, a brake-rod arranged in the steeringpost and passing with its lower end through the fork and yoke, and a brake-spoon attached to the lower end of the brake-rod, substantially as set forth.

4. The combination, with the hollow steering-post and the handle-bar provided with a hollow shank arranged in said steering-post, of a hollow brake-rod arranged in the steer ing-post, an adjusting-rod arranged in the handle-bar shank and brake-rod and having -its lower portion flattened and provided with a series of notches, a cap secured to the upper end of the brake-rod and provided in its top with an elongated opening through which the flat adj usting-rod passes and which forms inwardly-projecting lips or flanges with which the notches of the adjusting-rod engage, and' a brake-lever pivoted to the handle-bar and connected with the adjusting-rod, substantially as set fort-h.

5. The combination, with the hollow steering-post and the handle-bar provided with a hollow shank arranged in said steering-post, of a hollow brake-rod also arranged in the steering-post, an adjusting-rod arranged in the hollow shank and the brake-rod and having its lower portion flattened and provided with a series of notches on opposite sides, a cap secured to the upper end of the brakerod and provided with an elongated opening whose edges engage with a pair of said notches, a brake-lever pivoted to the handlebar and connected with the adj usting-rod, and a spiral spring surrounding the brakerod and bearing with its opposite ends against said cap and the steering-post, substantially as set forth.

. 6. The combination, with the front and rear wheels and the stecring-post, of a main frame formed of one continuons piece or length of tubing and comprising an upper and a lower reach, a brace connecting the rear portions of the reaches in front of the rear wheel, a steering-head arranged in rear of t'he steering-post and connecting the front portions of the reaches, and a coupling connecting the ends of the continuous piece of tubing, substantially as set forth.

7. The combination, with the front and rear wheels and the steering-head, of aforwardlyprojecting eye or bearing secured to the steering-head and provided with a screw-threaded IIL) socket, a steeringpost arranged in the eye, a cone attached to the steering-post, a row of balls resting upon the cone, acase resting upon the balls and provided on its upper side with a screw-threaded collar engaging with the threaded socket of the eye, and a packingwasher arranged in said socket and surrounding the steering-post, substantially as set forth.

S. The combination, with the front and rear Wheels and the steering-head provided with a forwardly-projecting eye or bearing having a cone, of a steering-post arranged in said cone, a row of balls resting upon said cone, and a case resting upon the balls and secured to the steering-post, substantially as set forth.

9. The combination, with the front and rear wheels and the steering-head provided with a forwardly projecting eye or bearing, of a steering-post arranged in said eye,acone surrounding the steering-post. and arranged on the eye, arow of balls resting upon said cone, and a case resting upon the balls and provided with a split clamping-collar bearing against the steering-post, substantially as set forth.

10. Thecombination,with the front and rear wheels and the steering-head provided with a forwardly-proj ectin g eye or bearin g, of a steering-post arranged in said eye, a cone surrounding the steering-post and arranged on the eye, a row of balls resting upon said cone, an adjustable case surrounding the steering-post, resting upon the balls and provided with a split collar bearing against the steering-post, and a ring surrounding the split collar and provided with a clampin g screw bearing against the split collar, substantially as set forth.

11. The combination, with the front and rear Wheels and the steering-head provided witha forwardly-proj ectin g eye or bearing, of a steering-post arranged in said eye and provided with an externally-screw-threaded portion, a cone surrounding the steering-post and arranged on the upper side of said eye,a row of balls resting upon the cone, a case surrounding the steering-post, resting upon the balls and having a split collar provided with an internal screw-thread, which engages with the screw-thread of the steering-post, a ring surrounding the free ends of the split collar, and a clamping-screw arranged in the ring and pressing against the split collar, substantially as set forth.

12. The combination, with the front and rear wheels and the steering-head provided with an upper and a lower eye or bearing, of a steering-post arranged in said eye, a cone secured to the steering-post below the lower eye and supporting a row of balls, a lower case arranged on the under side of the lower eye and resting upon said balls, a cone arranged on the upper side of the upper eye and supporting a row of balls, and a case adj ustably secured to the steering-post and resting upon the upper row of balls, substantially as set forth.

13. A sprocket-wheel composed of a hub and two body-plates of sheet metal secured with their central portions to the hub and having their toothed peripheral portions separated, substantially as set forth.

14. In a sprocket-wheel, the combination, with a hub provided with a peripheral flange, of a body com posed of two separate sheet-- metal parts riveted to opposite sides of the ange and each consisting of a toothed rim and arins or web portions connecting the rim With the hub, substantially as set forth.

15. In a velocipede, the combination, with the main frame provided with a hanger, of an eccentric-disk arranged in said hanger and provided with a peripheral groove, a bolt secured to the hanger and arranged in said groove, a sleeve or bearing arranged on the eccentric-disk, and a crank-shaft supported in said sleeve, substantially as set forth.

16. In a velocipede, the combination, with the main frame, of a hanger provided with a lip which embraces the main frame, a sleeve provided with an eccentric-disk arranged in said hanger, and a crank-shaft supported in said sleeve or bearing, substantially as set forth.

17. In a velocipede, the combination, with the main frame, of a divided or slitted hanger provided on its upper side with a lip which embraces the main frame and at its ends with lugs, an eccentric-disk arranged in said hanger and provided with a peripheral groove, a clamping-bolt arranged in the lugs of the hanger and extending into the groove of the eccentric-disk, a sleeve or bearing arranged on the eccentric-disk, and a crank-shaft supported in said bearing, substantially as set forth.

18., In a velocipede, the combination, with the main frame and therear fork,of alianger provided with a lip which embraces the main frame and with lugs or lips which embrace the front portion of the rear fork, a sleeve or bearing provided with an eccentric-disk arranged in the hanger, and a crank-shaft supported in the sleeve, substantially as set forth.

19. In a velocipede, the combination, with the main frame and the rear wheel, of afork attached at its lower end to the axle of the rear wheel and a coupling composed of two parts which embrace the rear portion of the main frame and the upper portion of the fork, substantially as set forth.

20. In a velocipede, the combination, with the main frame, the saddle-pillar, and the rear wheel, of a fork attached at its lower ends to the axle of the rear Wheel and a coupling uniting the main frame with the fork and supporting the pillar and composed of two parts, each consisting of a curved channeled portion which embraces the main frame, a semicylindrical portion forming part of the socket for the saddle-pillar, and lips or ears which are rbent around the adjacent upper portion of the fork, substantially as set forth.v

21. In a velocipede, the combination, with the main frame, the saddle-pillar, and the rear IOO IIO

wheel, of a fork attached at its lower ends to the axle of the rear wheel, a coupling uniting the main frame with the fork and supporting the pillar and composed of two parts, each consisting of a curved channeled portion which embraces the main frame, a semicylindrical portion forming part of the socket for the saddle pillar, and two lips or ears which embrace the upper portion of the fork and a ring or band surrounding both semicylindrical portions of the coupling, substantially as set forth.

22. In a velocipede, the combination, with the main frame having a cross-bar provided with an opening, of a mudguard arranged on one side of the cross-bar, a stud secured at one end to the mud-guard and passing through the opening of the cross-bar and provided with a transverse opening, and a key arranged inthe opening ofthe stud, substantially as set forth.

23. In a velocipede, the combination, with a fork having a cross-bar provided with an opening, of a mud-guard having a stud arranged in the opening of the crossbar and provided with a transverse opening, a key arranged in the opening of the stud and bearing against one side of the cross-bar, and a spring interposed between the mud-guard and the opposite side of the cross-bar, substantially as set forth.

24. In a velocipede, the combination, with a fork having a cross bar provided with an opening, of a mnd-guard having a stud arranged in the opening of the erossbar and provided with a transverse opening, a key arranged in the opening of the stud and bearing against one side ot the cross-bar, and a slitted disk spring interposed between the mud-guard and the opposite side of the crossbar, substantially as set forth.

25. In a velocipede, the combination, with the fork having a cross-bar provided with an opening, of a mnd-guard having a stud provided with a transverse opening at one end and arranged in the opening of the crossbar, akey arranged in the opening of the stud and bearing against one side of the cross-bar and provided with a shoulder and an eye at opposite ends, and a spring interposed betweeen the mud-guard and the opposite side of the cross-bar, substantially as set forth.

Witness my hand this 8th day of March, 1892.

ROBERT F. DARLING.

Witnesses:

R. S. BOWEN, R. C. ABBOTT.