US583078A - Frederick d - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

P. D. OWEN.

SAFETY BICYCLE. No. 583,078. Patented May 25.1897.

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(No Model.) F D OWEN 2 Sheets-Sheet 2.

SAFETY BICYCLE.

No. 583,078. Patented May 25,1897.

UNITED STATES PATENT OFFICE.

FREDERICK D. OIVEN, OF WVASHINGTON, DISTRICT OF COLUMBIA.

SAFETY-BICYC LE.

SPECIFICATION forming part of Letters Patent No. 583,078, dated May 25, 1897.

Application filed March 15, 1893. Serial No. 466,056. (No model.)

To all whom it may concern.-

Be it known that I, FREDERICK D. OWEN, a citizen of the United States, residing at Washington, District of Columbia, have invented certain new and 'useful Improvements in Safety-Bicycles; and I do hereby declare the following to be a full, clear, andeXact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to that class of velocipedes known as safety-bicycles, embodying in their construction two wheels of small diameter connected by aframe to form a single-track machine. In bicycles of this class the steering-head is arranged at such an angle with relation to the vertical diameter or vertical radius of the front or steering wheel that a line drawn through the arm of the steering-centers of the head will cross the Vertical diameter of the steering-wheel at some point below the wheel-axle, and generally above the rim. Thus constructed the line of the steering-centers is a greater or less distance forward of the point of contact of the steering-wheel with the ground, so that said steering-wheel will have a castering action upon forward movement of the bicycle, which tends to prevent swerving to the right or left so long as the frame of the bicycle is kept upright.

The prime object of my invention is to provide for the adjustment of the steering-head of safety-bicycles at different angles to the vertical diameter of the front or steering wheel, thus admitting of the same bicycle being used with comfort by a tall or short rider, or by riders of different weight, or to suit difierent positions of the saddle or the character of the surface traveled.

With experienced riders the test'of the correctness of steering of a particular machine is the ease and comfort with which it may be ridden without touching the handle-bar, or hands off, under all conditions of speed, and it is a matter of common knowledge among wheelmen that riders of equal skill cannot .steer a particular machine with equal facility.

other, or a difference in weight, causing greater or less friction on the head-bearings, and also a greater or less bearing-surface of the tire on the ground, or differences in the position of the saddle to render it comfortable to the rider. The condition of the surface traveled over has also a direct influence upon the proper rake of the head, as experience has shown that a comparatively straight head is better adapted for smooth roads than one having much rake. It is my aim, therefore, by providing for the adjustment of rake of its steering-head to adapt a single machine to'all riders and all conditions of use.

To this end my invention consists in the matters to be hereinafter described in detail, and then pointed out in the claims at the close of this specification.

In the accompanying drawings-Figure 1 is a side elevation of a safety-bicycle embodying one form of construction for carrying my invention into practical effect. Figs. 2 to 8 are detail views illustrating certain methods of adjustment embraced in my invention. Fig. 9 is a sectional detail of an adjustingsleeve. Fig. 101s adetail illustrating another mode of adjusting the brace-tubes of the frame.

In this specification I have assumed that the bicycle described is standing in an upright position, as when in use, and the description thereof must be. made to read with this understanding.

To illustrate the principle of my invention and some of the various modes of carrying the same into effect, I have chosen the wellknown Humber type of frame, comprising the upper and lower reach-tubes A and 13, rear forks C, braces D, and seat-post support E. The forward ends of the reach-tubes A and B are connected to the upper and lower ends of the head sleeve or shell F, the latter inclosing the steering-tube G, which is con-- nected at the lower end to the front forks G, or, more properly speaking, to the crown G of said forks. The frame is fitted with the usual front and rear wheels H II of any approved pattern, the rear-wheel hub h being connected to the crank-shaft I by chain and sprocket, as is usual.

To give a clearer understanding of the main feature of my invention, I have indicated the vertical diameter or vertical radius of the steering-wheel by a vertical line 1 l in Fig. 1, the plane of the steering-centers being indicated by a line 2 2. The dotted lines 2 2 denote the planes or axial lines at of the steering head or centers after adjustment (indicated by the dotted positions of the frame.)

One arrangement of parts by which I am enabled to adjust the rake of the steeringhead is illustrated in Figs. 1, 3, 4, and 5, wherein the braces D are connected at their upper ends to the seat-post tube E in such a manner as to be adjustable thereon, so that the upper end of said tube E may be moved farther from or nearer to the center of the rear wheel II", or, in other words, moved forward or back through an are having the crank-shaft I as a center. As the tubes A, B, E, and F are rigidlyconneeted, it follows that the steering-head, of which the head-sleeve F forms a part, will maintain its parallelism with tube E, the rake or inclination of said steering-head being thereby changed as desired. The bracetubes D are at their lower ends provided with eyes which may embrace the rear axle 7t or a frame-bolt, thus providing for the necessary PlX'OtELl action of said brace-tubes, and are provided at their upper ends with stubs d, brazed therein, and pro- "ided with transverse openings (1 for the passage of the bolt D, which secures said ends to the sleeve or clip E, surrounding tube E.

The sleeve or clamp E may be split at its front side, as shown in Fig. 4, and provided with apertured lugs c to receive a clamping bolt 0, by which said sleeve may be tightly clamped to the tube E after adjustment thereon, and is at the rear provided with horizontally-projecting arms e pierced in the direction of their length to receive the bolt D. Said sleeve E may be split also at its rear side, or only at its rear side, as indicated in Fig. 3, the bolt D then serving as the clamping-bolt. To provide against the accidental slipping or twisting of the clamp E on tube E, said tube may be provided with a web or fin E brazed thereon. This web or fin may be notched, as shown, the bolt D passing through one or the other of the notches therein, as indicated.

To admit of the described adjustments in the frame as so far described, the tubes A, 13, E, and F as a whole must be pivoted upon the rear part of the frame. Such a pivot is shown in Fig. 1 as comprising a horizontal bolt or pin passing transversely through members of the frame, said pivot being arranged at the junction of the rear forks O and the hanger or sleeve K of the crank-shaft I.

As shown in Figs. 3 and l, the stubs (Z of the braces D are provided at their inner sides with circular sockets or recesses d bored concentric with the bolt-hole (1, said sockets being designed to receive the cylindrical ends of the arms e of the clamp-sleeve E. This construction, while permitting of the free pivotal movement of the braces D upon the arms of the clamp-sleeve E, serves the further purpose of taking all lateral strain from the securing-bolt D, thus admitting of the employment of an extremely light bolt.

It will be of course understood that the ends of the arms 6 should enter the sockets d with a tight fit to avoid lateral play and consequent rattle and that the sockets and engaging ends of the arms 0 may be slightly tapered to form, in effect, cone-bearing surfaces which may be adjusted to compensate for wear.

A modification of the described construction admitting of the l1ereinbefore-described adjustment is illustrated in Fig. 10, wherein the lower ends of the braces D are adj ustably secured at the rear axle. The particular means employed for effecting adjustment at this point will not be described herein, as the same is embodied as a part of the subjectmatter of a concurrent application filed by In machines having the adjustment at its rear axle the frame as a whole might be constructed as before described, though preferably the upper or forward ends of the braces D would be connected directly to the forward part of the frame instead of to an adjustable sleeve, such as E. A still further modification of the before-described construction is indicated by the dotted lines in Fig. 7, wherein the clam p-sleeve E is represented as secured to the upper reach-tube A and adjustable horizontally thereon.

Still another construction by which my invention may be carried into practical effect embraces the elongation or shortening of the brace-rods by oppositely-threaded sleeves L, Fig. 9, or other equivalent means. Thus constructed the lengthening of the member D will move the upper part of the head forward and decrease the rake thereof, while an opposite adjustment of said member D will have the opposite effect and increase said rake in the head.

Any approved means may be employed for effecting the lengthwise adjustment of the tube D, such as the well-known form of coupling-sleeve L (illustrated in detail in Fig. 7) or a turnbuckle, Fig. 6, and to avoid the necessity of adjusting each brace-tube D separately yokes M, Figs. 7 and 8, and a short adj usting-rod m maybe employed to connect the upper ends of said tube D with the forward part of the frame.

In what is known as drop-frame safetiesthat is to say, machines having frames specially designed for use by womenthe required adjustment of rake of the steeringhead is effected in the same manner as already described.

In referring to the lengthening of the bracerods D, I mean to include any construction producing such an effect, whether it be the sleeve L or a turnbuckle or the means shown in Fig. 8.

I claim- 1. A safety-bicycle frame provided with horizontal pivots upon which the frame members may be rocked to change the rake of the steering-head, the rear brace-rod of the frame being adjustable to change the position of the pivoted members and to lock them after adjustment as described.

2. A safety-bicycle frame provided with horizontal pivots to admit of changing the rake of the steering-head, and with adjustable rear brace-rods provided at one end with a clamp-sleeve to lock the movable ends of the 10 brace-rods to a rigid part of the frame, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

FREDERICK D. OWEN.

\Vitnesses:

HENRY E. COOPER, CHAS. F. ONEILL.

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