US593597A - Foot-propelled vehicle - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1. G. G. J. MILLAR.

FOOT PROPELLBD VEHICLE.

No. 593,597. Patented Nov. 16, 1897.

Wagggs@ (No Model.) 3 Sheets-Sheet 3. G. G. J. MILLAR. BOOT PROPELLED VEHICLE.

Patented Nov. 16,v 1897.

lUNITED STATES PATENT OFFICE.

GEORGE G. J. MILLAR, OF GROVEPORT, OHIO, ASSIGNOR OF ONE-HALF TO LUKE G. BYRNE, OF COLUMBUS, OHIO.

FooT-PRoPELLED VEHICLE.

SPECIFICATION forming part of 'Letters Patent No. 593,597, dated November 16, 1897. Application filed February 3, 1896. Serial No. 577,869. (Novmodel.)

To @ZZ 'lv/"1,0m it may con/cern Be it known that I, GEORGE G. J. MILLAR, a citizen of the United States, residing 'at Groveport,in the county of Franklin and State of Ohio, have invented a new and useful Foot- :Propelled Vehicle, of which the following is a-specication.

This invention relates to an improvement in foot-propelled vehicles; and the object in view-is to simplify and improve the construction illustrated and described in former applications for patents, Serial No. 547 ,267 iled April 26, 1895, and Serial No. 561,982, filed September 9, 1895, both for improvement'in foot-propelled vehicles.

The primary object of the present invention is to produce a superior and advantageous construction of propelling mechanism, also to simplify and materially strengthen the frame construction, and generally to make the several parts of the vehicle adjustable, whereby the comfort of the rider, and passengers is added to.

One of the principal objects of the invention is to make the vehicle convertible into either one of two forms of carriage-either a passenger-vehicle or a carrier such as is now largely used by stores, wholesale and retail, for the rapid delivery of small packages.

It is also the purpose of the presentiuvention to so arrange the passengers seat and the operators seat with relation to each other and the driving mechanism that space will be economized to the greatest possible extent and the machine as a whole thereby rendered more compact, much lighter and stronger, and as a result much neater and handsomer in appearance.

Other objects and advantages of the invention will appear in the course 'of the ensuing description.

In the accompanying drawings, Figure l is a perspective View of the improved vehicle adapted for carrying passengers and having the detachable canopy applied. Fig. 2 is a side elevation, partly in section, showing the vehicle adapted for use as a carrier. Fig. 3 is a detail elevation showing the form of the crank-shaft and the manner in which it isA supported.' Fig. 4 is an enlarged detail perspective view of one of the pedal-levers, &;c.

lthe lower bar 2,

Fig. 5 is a similar view of one of the pedals, showing the improved toe-clip. Fig. 6 is a detail elevation of the link connection with the intermediate crankof the crank-shaft. Fig. 7 shows the manner of mounting the rear axle in the frame, also the chain adj ustment. Fig. 8 is a detail section through the handle-bar and its stem, showing the manner f of detaching the former. Fig. 9 is a detail 6o perspective View showing` the manner of mounting and holding the brake-lever. Fig.

.l0 is a detail elevation of one of the hooks for connecting the foot-board to the machineframe. 65 Similar numerals of reference designate corresponding parts in the several iigures of the drawings.

The framework of the improved passengervehicle and carrier is constructed in the main 7o 1 and wherever practicable of weldless or drawn steel tubing, such as is ordinarily employed in the manufacture of bicycles. The frame of thev machine is substantially rectangular in plan, and consists of twin side frames l, extending longitudinally the entire length of the machine and of sufficient Aheight to include between them and support the several parts of the machine. Each side frame comprises a lower and substantially horizontal 8o reach-bar 2 and an upper horizontal bar 3, the lower bar being extended in a straight line rearwardly to the point where the crankshaft Yis located and then depressed 0r Vinclined downward in the direction of the rear or main axle of the'machine. The upper bar 3 of each side frame is bent downward at its advance end and joined to the corresponding end of the lower bar 2, and the rear end of the upper bar is also inclined downwardly 9c and rearwardly, so as to bring it into the proximal plane of the corresponding end of the rear ends of both bars being joined to a slotted bracket 4, in theslot 5 of which is received one end of the stationy95 ary main axle 6. The form of this bracket ft is clearly illustrated in Fig. 7, in'which it will be observed that an adjusting-screw 7 passes longitudinally through the central or web portion S of the bracket and bears at its 4rco rear end against the axle G. The `object of this construction is to provide for tightening or taking up slack in the drive-chain 9which extends around and is driven. bythe main driving-sprocket 10 on the crank-shaft. vAfter the axle 6 has been adjusted tothe proper point it is clamped securely by means of jamnuts 1l.

12 designates a series of inclined tubular braces extending between and rigidly connecting the bars 2 and 3-of the side frames, said braces being reversely inclined or arranged in zigzag order, as shown, whereby each side frame is effectively braced and strengthened.

The-twin side frames-1 are-spaced any suitv able distance apart and are connected rigidly at numerous points by means of tubular crossbars. v Two of such bars 13, arranged a slight distance apart, connect' the advance ends cf the lower bars 2 of the side frame, andl another bar 13a connects the same side bar 2 in close proximity to the rear axle 6. The ba-rs 2 are also rigidly connected,v at intermediate points by cross-bars 14 and 15, arranged, respectively, in front and in rear of the crankshaft. Another cross-bar 16 connects the upper longitudinal bars 3near the center ofthe machine, while still another cross-bar 1.7 connects the rearwardly-declining rear ends of the bars 3`at such point as to form. a convenient horizontal support for the passengers seat, as will hereinafter appear.

I8 designates thehead-tube, in which the stern 19l of the front steering-fork 20 is revolubly mounted. This fork is of the us-ual pattern and carries the steering-wheel2l at the front of the machine. The lower end of `the head-tube 18 is united rigidly to and between the cross-bars 13, above referred to, andlis braced as to itsupper endV by means of a` lateral bar 22, which extends therefrom and connects rigidly to one ofthe sideframes l. The head-tu be isfurther braced by means of a tubular bar 23, which extends rearwardly and connects with the seat-post tube, (indicated at 24,) at or near the upper endof the latter. A supplemental inclined. brace 25L is also interposed between the brace 23 and upper end of the head-tube, being. rigidly connected to both. The seat-post tube 24 is supported at its lower end in a bracket or oi'set 26, connected centrally to and projecting forwardly from the cross-bar 14, above described. At its upper end the seat-post tube 2-.Lcarries a binding-collar 27, by means of which the seat-post 28 may be securely clamped in rigid relation to the machineframe and adj usted to the required height to accommodate the particular rider who is to operate the machine. The seat-post is provided with the usual horizontal extension-.29, which provides for the longitudinal adjustmentl of the operators saddle 30, which may be of any ordinary description. The tubular fork-stemV 19 is also providedat its upper end with a binding-collar 3l, which provides for the adjustment and' removal of the handlebar stem 32. By referring to Fig. 8 it will The central portion of the handle-bar is made solid in cross-section and provided with a squared vertical aperture of a size adapted to it snugly over the squared upper end of the stem 32, and in order'to hold the handlebar in place when so applied recesses 36 are formed in opposite sides of the squared end 33, and in such recesses are located and permanently secured spring-catches 37.

catches 37 have their upper ends reversely The beveled, so that when the handle-bar is pressed downward said catches will be pressed inward or toward each other. Upon the handie-bar coming in contact withk the shoulder 34 the catches 37 automatically spring apart and. the shoulders of said catches engage i above saidbar, thus locking the sameY rigidly to the stem. W'hen it is desired to remove the' handle-bar, it may be quickly done' by compressing the catches 37 between the iingers until the shoulders of said catches will pass ythrough the squared aperture of. the handle-bar. The handle-bar is now free to be removed and may be carried upon the person standing, thus materially obviating the liability of the machine being stolen.

9s lof the operator while the machine isleft j.

When the handle-bar is removed, it is-un-V necessary to turnthe steering-wheel to admit the operator between the side portions ofthe frame, andy this is animportant advan tagc,.as it is liable to. injure thetire of the steering.-

wheel when turnedv to any appreciable ex-` tent, owing. to the weight of the load that' may be carried upon themachine. It will be noted also that the lateral brace 22 is omitted upon one side of the head-tube 1S, so as to allow the operator t0 pass between the head-tube and one of the side frames.

3Si'ndicates a covering of leather, rubber, o

IIO

other suitable material which passes around the f rontcross-bars 13 and extends-upon each -side of the head-tube 18, constituting foot-.i

rests upon which the rider may rest his feet while coastingl or when standing still, thus preventinginj ury to the enamel or other finishof the machine-frame.

39 is a lamp-bracket attached, preferably, to the fork-stem or head-tube, as may be preferred. v

rlhe driving mechanism comprises, essentially, a transversely disposed horizontal f crank-shaft 40, of approximately half the width of the machine-frame. This crank-,shaft i is mountedat or near its inner endin a crank,-

hanger 41, similar to that employed in the or- 'A dinary safety-bicycle, andsupported in rigid a relation to the machine-frame by means of a forward arm 42, extending to and connecting; rigidly with the cross-bar 14,v and also connected tothe cross-bar 15, above described,

by meansof one -or more rearward arms 43.

,TheY crank-shaft 40 is provided at/its inner end with a terminal crank 44 upon one side of the hanger 4l, and upon the other side of the hanger with a crank 45, and the shaft is mounted adjacent to its outer end ina bearing 46, attached to the lower horizontal bar 2 of the machine-frame by means of downwardly-converging short arms 47. The arms or bars, which are formed, preferably, of' steel tubing, not only form a convenient support for the bearing 46, but also serve to brace or truss the sideframe at the point where the greatest bend occurs in the bar 2. The crank-shaft 40 has mounted fast upon its outer end the main driving sprocket-wheel 10, above referred to, and from which the chain extends to the rear axle for communicating the motion thereto.

4S designates a pair of pedal-levers, which are provided at their rear ends with eye-bearings or straps which embrace the rear crossbar 14 of the frame construction upon each side of a tubular upright 49, rigidly connecting said cross-bar 14 with the bar 17, hereinbefore referred to. This prevents any springing of the bar 14 and provides a steady bearing for the rear ends of' the pedal-levers.

Each of the levers 48 is provided at a suitable point intermediate its ends with a vertical longitudinal slot 50, through which passes and in which oscillates a link or connecting-rod 51. The lower end of the link 5l, below the lever 4S, is received pivotally between a pair of V- shaped brackets 52, secured to the under side of the lever and spaced apart a distance equal to the thickness of the lower end of the link, a through pin or pivot 53 being passed through the brackets and link and constituting the fulcrum between said parts. One of the links 51 is formed at its upper end with an eye-bearing 54, in which is received the extremity of the terminal crank 44 of the crank-shaft 40, while the other link is provided'at its upper end with a divided eye-bearing 55, by which it is adapted to be brought into engagement with the crank 45, a strap 56 being employed for connecting the two parts of the bearing 55, with the aid of a retaining-bolt 57.

The pedals 5S, located at the ou ter advance ends of the pedal levers, comprise each a base portion 59, either of metal or rubber or y a combination of both, and adapted to receive the ball of the foot. The base of the pedal is pivotally mounted at the front end of itsv respective pedal-lever by means of a pedalpin 60 and has connected therewith a novel form of toe-clip. This toe-clip comprises a U-shaped portion 61, which attaches adjustably to the front edge of the pedal, from which it extends forward a slight distance, after which it is recurved and extended backward, so as to reach approximately to the instep of the foot, at which point the said toe-clip is bifurcated or forked, as shown, the arms 62 of said fork being curved, so as to embrace and receive between them the foot of' the opand passengers.

ily loaded or in the event of the roadway being rough or heavy and sticky.

The pedal-levers 48 may of course be constructed of any suitable material; but it is preferred to employ four separate pieces or thicknesses of hard wood, such as white oak, and rivetthe same firmly together, in such manner, however, as to prevent the grain of the wood of the different pieces running all the same way. This affords avery desirable and-rigid pedal-lever and avoids the possible bending and consequent lostmotion incident to the use of light-metal levers. By the construction described it will be observed that the bearing 'at the rear end of each pedallever, and the pedal at the forward end thereof', and the link 5l intermediate the ends of the lever, and the connections of said link` to the lever and crank-shaft are all located in exact longitudinal alinement. This results in obviating'all side draft and the consequent additional friction which would result from such side draft and require additional power to drive the machine. v Under this arrangement each lever 48 is perfectly balanced andrthere is no tendency for the same to tilt to one side or the other.

63 designates a canopy or top, preferably rectangular in form, which is adapted to be superposed above the heads of the operator The standard 64 of this canopy enters and is adjustably mounted in a vertical tubular post 65, attached rigidly at its lower end to and supported upon thecrankhanger 41 and at its upper end attached to the horizontal cross-bar 16. The post 65 is also provided at its upper extremity with a binding-collar 66, by which the standard 64 may be adjusted and held.

The passengers seat (indicated at 67) is formed with a back 68, and both the seat and back are upholstered in any desired manner. Along the upper edge of the back 68 are arranged spring-hooks 69, secured permanently theretoV and constructed in such manner that their extremities are adapted to engage over the cross-bar 16 for supporting the back and the rear end of the seat in proper position. The forward edge of the seat rests upon and receives its support from the horizontal crossbar 17, before referred to. For the convenience of the passengers a foot board or rest 70 is provided, the same having at its opposite rear corners attached hooks 72, which engage over the stationary axle 6. The footboard issupported at its rear outer edge by' means of inclined rods 71, which extend from y IOC IIO

the opposite rear corners of said foot-board upwardto thevbar 17, over" which 'their ends are hooked. v 72a designates a textile apron or curtain, which extends transversely of the `machineframe and from the front edge of the seat to the inner end of the foot-rest for the purpose of protecting the clothes of the passengers from becoming soiled or' entangled with the driving mechanism. l

Upon one side ofthe machine, preferably the right-hand side, is mounted a brake-lever 73, having at its lower end a brake-shoe 75L,A

resting normally in proximal relation to the rear carrying-wheel upon that side of the machine. The lever 73 -is fulcrumed intermediate its ends upon a lateral studl upon the outside of one ofthe lower'frame-bars 2 and is adapted to be engaged at its upper'end by rack-teeth on the bar 3of lthe frame. The operator, sittingin the saddle 30, may readily grasp this brake-lever and by thrusting the same' forward force the shoe thereof into en'- gagement with the supportir'ig-wlieel.V The lever may be engaged with the teethpof the rack-frame for the purpose of holding the brake-shoe set, if desired. A bail -shaped l i frame 75,-attached to the bar 3, defines the sys limit in which the upper end of the brakelever moves, and a spring 7 5a, carried by the brake-lever, bears against the frame 75 and holds the'hrake-lever in' engagement with the ratchet-teeth and, prevents rattling of the lever.

By reason ofthe particular construction of the seat for the passengers and also the footrest and the manner in which it is supported and connected to the machine-frame it will be seen that these parts may be readily and quicklydisconnected and removed from the machine, as also the canopy 63, with its standard. This allows a suitable cabinet or body 76 to be substituted for the passengerseat, the same being supported in the main upon the horizontal cross-bar 17 and connected to the frame construction-at other points by hooks, as shown, or in any convenient manner. The use and application of the cabinet or body 76 is illustrated in Fig. 2, and under this arrangement an excellent carrier is obtained,which may be utilized-to the greatest advantage by wholesalers and retailers in the delivery of small packages.

One of the rear carrying-wheels 77 has attached to the inner end of its hub kthe small sprocket 78, around which runs the chain 9 from the main driving-sprocket l0, hereinbefore described. This is the preferred arrangement, as it will enable both of the rear carrying-wheels to turn independently and travel I and to face in the direction in which traveling. This greatly economizes space and ren-1 dersthe machine extremely compact and, as a result, lighter and stronger, as well as cheaper in manufacture. Besides this the weight of the passengers or load is distributedl proportionately, the excess of weight being thrown upon and carried by the rear wheels.

It will also be seen that under the present construction the pedal-levers are located beneath the vehicle-body and hang pendent.

.from the crank-shaft, so that the links interposed between t-he levers and crank-shaft have 'a pulling instead of a pushing action. The construction of the pedal-levers also enables the use of much longer connecting-links,

and thus adds greatly to the smoothness and" easy running of Y the driving mechanism. Finally, it will be noted as one important advantage ofthe present construction that' machine is quickly convertible from a carrier into a passenger vehicle, and viceV versa, thusV adding greatly to the desirability of such ny Chan gesintlie form, proportion, and minordetails of construction may be resortedlto without departing from the spirit or sacrifie?" a brace connection with the front end of one` side frame, thereby providing the framework at one side of the head-tube with an open' front space for the free passage of the operator, a foot-rest covering embracing the fore-- most cross-bars at the base of the head-tube',

a centrally-disposed crank-hanger having op# IIO positely-extended arms joined respectively` to two intermediate cross-bars, a seat-post` extended upward from one of said interme-V diate cross-bars, and suitable driving mech-4 anism having a crank-shaft journaled in the crank-hanger, substantially as set forth.

2. In av foot-propelled vehicle, the combi# nation with va pedal, of a toe-clip adjustably` secured to the front of said pedal and curved to embrace the front portion of the foot andV extended backward in proximal relation to the instep, the said clip being forked at' the instep to embrace the foot and having the fork ends connected to the pedal, substantially as described.

3. In a foot-propelled vehicle, the combination with a pedal, of a toe-clip shaped to embrace the front'portion of the foot and pro-` vided adjacent to the instep with a fork the arms of which extend downwardly so as to embrace the foot and are connected 'adjust-d ably to the pedal, substantially as and for the purpose specified.

4. A toe-clip having its body portion bent so as to embrace the toe and provided at the front with a depending perforated extension for attachment to a pedal, said clip being further provided adjacent to the instep with a fork, the arms of which are bent downward and made divergent so as to extend upon opposite sides of the foot, said arms being also' perforated for attachment to a pedal, substantially as described.

5. The combination witha handle-barstem having its upper end squared and provided at opposite sides with tapering recesses, and opposin g spring-catches permanently secured to said stem and adapted to be deflected into said recesses, of a handle-bar provided at its center with a squared aperture adapting the handle-bar to be removably fitted upon the stem, the catches being extended sufficiently to pass through the aperture in the handle- Vbar and to engage the top of the latter, sub- GEORGE G. J.' MILLAR.

Vitnesses:

JOSEPH P. BYRNE, W. H. ENGLISH.

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