US447434A - Velocipede - Google Patents

Description

(No Model.) 'Y

3 Sheets-Sheet 1. E. G. LATTA.

.VELOGIPEDR No. 447,434.. Patented Mar. 3.1891.

(No Model.) 3 Sheets-Sheet 2.

E. G. LATTA. VBLOGIPBDE.

No. 447,434. Patented Mar. 3, 1891.

s sheets-'sheet 3,

(No Model.)

E. G. LATT-A.

PatentedMar. 3,1891. l

*me mms Pzfzns co.. mmmmm.. wAsnmcnon, n. 4:A

i Nirnn STATES I ATENT wrom vELoolPEDE.

SPECIFICATION forming part of Letters Patent No. 447,434, dated March 3, 1891.

Application filed August 25, 1890.

To @ZZ whom it may concern.'

Be it known that I, EMMIT G. LATTA, a citi- Zen of the United States, residing at Friendship, in the county of Allegany and State of New York, have invented new and useful Improvements in Velocipedes, of which the following is a specification.

The principal objects of my inventionr are to produce avelocipede of the Safety "type,

which shall possess great strength and at the same time be comparatively light, and toso construct the frame that its members oppose the various strains upon the frame in direct lines, as far as possible.

My invention has the further object to provide an improved adjustable handle.

In the accompanying drawings, Figure lis a side elevation of my improved velocipede. Fig. 2 is a top plan view thereof with the saddle omitted. Fig. 3 is a cross-section of one of the handles in line cc at, Fig. 2, on an enlarged scale. Fig. 4. is a detached perspective View of the main-frame of the machine.

' Fig. 5 is a detached side elevation, on an enlarged scale, of the steering-spindle and the front part of the main frame. Fig. 6 is a cross-section of the frame in line y y, Fig. 5.

.Figa 7 is a fragmentary side elevation of a modified construction of the main frame, showing the latter as applied to a socketsteering head. Fig. S is a sectional elevation of the portion of the frame with which the upper parts of the saddle-supports are connected. Fig. 9 is a horizontal section in line .e z, Fig. 8. Fig. 1'0 is a side elevation of another modification of the main frame. Fig. 11 is a top plan view thereof.

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

A represents the front steering-wheel, and

- 4A the rear driving-wheel, of the machine.

B represents the fork-arms of the steeringwheel, which are provided above the wheel with upward extensions Z1 b, forming the two posts of the open steering-head. These posts or extensions are connected at their upper' and lower portions by bridges or cross-pieces c c.

D is the steering-spindle, formed at its ends with suitable centers, which are seated in suitable bearings formed in the bridge-pieces c c.

Serial No. 363,025. (No model.)

f', which fits over the end of the handle-bar.-

The socket f is split lengthwise, as represented in Fig. 3, and is adjustably secured upon the handle-bar by a clamping bolt or screw f2, passing through ears formed on the split portions of the socket. the clamping-boltf2 the handle may be turned on the handle-bar to locate the handle farther inward or outward or change its elevation, as may be desired, the bolt being again tightened after adj Listing the handle. The socket of the shank f is arranged parallel with the handle, so that the handle will maintain the same angle or backward inclination in all of its various adjustments.

By making the handle-cranks f of several different sizes the manufacturer can furnish handles having a greater or less range of adj ustment, as may be desired by the rider.

By constructing :the handle-bars integral with the members of the. steering-head and making the handles adjustable on the handle-bars, in the event of one of thehandles becoming loose by the loosening of its clampingscrew the rider still retains control of the machine by the other fixed handle, which feature affords an important advantage over the Upon loosening usual telescopic steering-post, in which both handles .become useless for Vcontrolling the machine when the fastening or clamping device of the steering-post becomes loose.

- If desired, my improved handle may be applied to the backwardly-bent ends of anordinary transverse handle-bar, and if the bar be rigidly secured to the fork or frame of the steering-wheel lthe same advantages of the crank-handles are secured as 'in the style of handle-bars illustrated in the drawings.

The main frame ofthe machine is composed of four principal parts or members G G G2 G3. The uppermost member Gr extends from IOO the rear wheel opposite thereto.

the upper portion of the steering-spindle rearwardly to a point above the crank-shaft h and thence rearwardly and downwardly to the axle 0f the rear wheel on one side of the latter. The intermediate member G extends from the upper portion of the steering-spindle downwardly and rearwardly to a point near the crank-shaft h and thence backwardly and upwardly to the rear axle on the side of the rear wheel opposite to the member G.

The members G G of the `frame preferably consist of a continuous piece of tubing flattened near its central portion, bent or doubled around the upper portion of thc steering-spindle, and secured at its-ends in sockets formed in the slotted lugs 'L' of the rear axle, the two members forming an approximately diamondshaped frame, as represented in Figs. 1 and Il. The other intermediate member G2 of the main frame extends from the lower portion of the steering-spindle rearwardly and upwardly to a point above the crank-shaft and thence downwardly and rearwardly to the rear axle-lug t', parallel with the adjacent rear branch of the member G and on the side of The lowermost branch G3 of the frame extends from the lower portion of the steering-spindle downwardly and rearwardly to the crank-shaft and thence rearwardly and upwardly to the rear axle-lug parallel with the adjacent rear branch of the member G and on the opposite side of the rear wheel. The members G2 G3 are also preferably constructed of a continuous piece of tubing iattened near its central portion and bent, coiled, or wound around the lower portion of the spindle, as more clearly represented in Fig. 5, while the ends of the tube are secured in sockets formed in` the slotted lugs of the rear axle, the two members constituting an approximately diamondshaped frame, as clearly represented in Figs. 1 and 4. It will thus be understood that the rear branches of each piece of tubing forming half of the frame are located on opposite sides of the rear wheel. The several members G G G2 G8 cross the longitudinal center line of the machine and extend rearwardly from the steering-spindle at different inclinations. The tubes G G2 cross each other a short distance in rear of the steering-spindle and are connected together at their point of intersection by a coupling or union 7l. The tubes G G2 are preferably connected by a tie rod or brace i2, andthe tubes G G3 by asimilar tie-rod i3, as represented in Figs. .1, 2, and 4. The bent central portions of the lower tubes G G3 are connected together by a transverse tube J, provided on its upper side near its ends with lugs j, having horizontal sockets or openin gs j', through which the ad jacent portions of the tubes G G3 pass, as represented in Fig. 2. The crank-shaft h passes through the tube J and turns in suitable bearings arranged in the ends of the tube, as represented in Fig. 2. The bent central portions of the upper tubes G G2 are connected by a transverse bar or tube k, provided at its ends with horizontal sockets k', as represented in Figs. 8 and 9.

L L represent upright tubes or rods ar ranged on opposite sides of the longitudinal center of the machine and forming saddlesupports. rlhese tubes are secured at their lower ends in upright sockets arranged in the lugs j above the sockets j', and at their upper ends in similar sockets l, formed on the connecting-rod 7.1 on the inner sides of the horizontal sockets 7e', as represented in Figs. 8 and 9.

M M represent the saddle-pillars seated in the upper ends of the tubularsaddle-supports. The upper ends of t-he latter and the sockets 7i; are split vertically in their rear sides, and the split portions of the latter are contracted by a clamping-bolt, whereby the saddle-pil,- lars are ad justably secured in the saddle-supports.

rlhe rods or tubes L L extend in a direct line from the saddle-pillar to the crank-shaft bearings and effectually resist the alternate strains applied to the frame by the cranks. rIhey also serve to conceal the ends of the double saddle-pillar and support the upper and lower parts lof the main frame. The main frame receives the most severe strains when the front wheel strikes an obstruction, and when this occurs the tendency is to force the lower end of the spindle backwardlyand its upper end forwardly. By extending the tube GL of the main frame from the saddlepillar to the lower portion of the spindle and the tube G from the crank-shaft to the upper part of the spindle the forward pull or draft upon the upper end of the spindle is transmitted directly to the crank-shaft and saddle, while the backward push or thrust upon the lower end of the spindle is distributed in a similar manner, thereby greatly lessening the tendency to rack or spring the frame. The union or coupling fi greatly stiffens the frame, and the braces or ties i2 L3 also serve this purpose; but these parts are not indispensable.

In order to more eiectually prevent loosening of the spindle under backward strains at its lower end, the tube G2 is preferably wound around the spindle to form a complete coil, as shown; but this is not necessary with the tube G, because the strains upon the upper end of the spindle are principally in a forward direction.

Another advantage resulting from my improved construction is that the four principal members or tubes of the frame are practically secured to the spindle at different points or elevations, which strengthens the spindle and renders it less liable to become bent or broken. By causing the tubes of the frame to cross the longitudinal center line of the machine they are brought more closely in the same plane and permit of a greater range of movement of the steering-head before striking against the same.

IIO

If desired, the front `portion of the main frame may be constructed of curved tubes andthe coupling c" and tie-rods i2 fabe formed of a single piece, as represented in Fig. 10.

Instead of employing two upright rods or saddle-supports L L, a single rod or tube located in the center of the machine and a saddle-pillar of the ordinary form \may be employed, as represented in Figs. l0 and 11,

If desired, the tubes of the main frame may be separate and secured at their front ends in sockets arranged on the rear sideof the steering-head, as represented in Fig. 75 or they may be bent or coiled around a socketsteering head in the same manner that they are bent or coiled around the spindle.

N represents the sprocket-wheel mounted upon the crank-shaft, and from which motion is transmitted to the sprocket-wheel n of the rear axle by a drive-chain n', in the custom ary manner. v

I claim as my invention- 1. The combination, withfa velocipede handle-bar having backwardly-bent end portions, of a handle and a crank-shaped shank connecting the handle with the handle-bar,where by the handle may be adjusted vertically as well as inwardly and outwardly, substantially as set forth.

2. The combination, with a velocipede handle-bar having backwardly-bent end portions, of a handle and a connecting-shanksecured to the handle and having an offset portion ar` ranged parallel with the handle and which is adjustably attached to the end of the handle- `bar, substantially as set forth.

3. The combination,with a velocipede handle-bar having backwardly-bent end portions, of a handle and a crank-shaped connectingshank secured to the handle and having a split clamping-socket, whereby it is adjustably secured to the end of the handle-bar, substantially as set forth.

4. In a velocipede, the combination, with the front and rear wheels and asteering head or pivot, of a main frame consisting of four members, each extending from the steering head or pivot to the central portion of the rear wheel and each composed of a single continuous piece or length, substantially as setforth.

5. In a velocipede, the combination, with the front steering-wheel, a rear driving-wheel, and the steering-pi vot, of a main frame or reach supporting the'steeringpivot at its front end, the rear-wheel axle at its rear end, and the saddle-support and driving-gear at its central portion, -and having two members extending from the steering-pivot rearwardly to the saddle-support and thence downwardly to the rear-wheel axle, and two similar members extending downwardly and rearwardly from the steering-pivot and thence rearwardly to the rear axle, the fourmembers of the frame being each composed of a single continuous y piece or length, substantially asset forth.

6. The combination, with the steering-pivot, the driving-gear, and the saddle-support, of a main frame supporting said parts and having two members which connect the saddle-support with the upper andlowerportions of the steering-pivot, and two members whereby the support of the driving-gear is also connected with the upper and lower portions of the steering-pivot, substantially as set forth.

7. The combination, with the steering-pivot, the saddle-support, and the driving-gear, of a main frame supporting said parts and having a member connecting the upper part of the steering-pivot with the support of the driving-gear, and a member crossing said. firstmentioned member and connecting the lower part of the steering-pivot with the saddle-support, substantially as set forth.

8. The combination, with the steering-pivot, the saddle-support, and the driving-gear, of a main frame supporting said parts and having a member connecting the upper part of the steering-pivot with the support of the driving-gear, a member crossing said first-niention ed member and connecting the lower part of the steering-pivot with the saddle-support,

9. In a velocipede, the combination, with the steering-pivot, the saddle-support, and the driving-gear, of a main frame supporting said parts and consisting of four members extending rearwardly from the steering-pivot at different inclinations, substantially as set forth.

l0. In a velocipede, the combination, with the front and rear wheels and the steeringpivot, of a main frame consisting of four longitudinal members having their frontportions connected to the steering-pivot at different elevations, substantially as set forth.

ll. In a velocipede, the combination, with the steeringpivot, the saddle-support, and the driving-gear, of a main frame supporting said parts and consisting of four members extending rearwardly from the steering-pivot at different inclinations, and cross ties or braces connecting the members of vthe frame, substantially as set forth.

l2. The combination, with the front and rear wheels and the steering-pivot, of a frame or reach composed of longitudinal members formed of a rod orbarcoiled or wound around the steering-pivot and having its branches extended rearwardly from the pivot, substantially as set forth.

13. The combination, with the front and rear wheels and the steering-pivot, of a main frame having two members connected to the steering-pivot at different elevations, converging rearwardly and connected to the upper part of the frame at about the same ele vation, and two members connected to the steering-pivot at different elevations, con# verging rearwardly and downwardly and con- IZO nected to the lower part of the frame at about if the same elevation, substantiallyrasset forth.

14. The combination, Vith/the front and rear wheels and/the steering-pivot, of amain frame composed of longitudinal members extending rearwardly from Jche steering-pivot and crossing the longitudinal Center line 0f the machine, substantially as set forth. 15

fitness my hand this 20th day of August, 1800.

AEIMIT G. LATTA.

Witnesses:

W. WARD RICE, F. C. FAY.

Images