US578644A - Velocipede - Google Patents

Description

` 3 Sheets-Sheet 1. B. G. LATTA.

4 VELOGIPBDB.

(No Model.)

No. 578,644. Patented Mar.'9, 1897.

(No Model.) 3 Sheets-Sheet 3. E. G. LATTA.

VBLOGIPEDB.

No. 578,644. Patented Mar. 9, 1897.

1l/11111111111111111111 ""4VIII/111111111111111 UNITED STATES PATENT OFFICE.

EMMIT LATTA, OF FRIENDSHIP, NElV YORK, ASSIGNOR TO THE POPE MANUFACTURING COMPANY, OF PORTLAND, MAINE.

vELoclPEDE.

SPECIFICATION forming part-of Letters Patent No. 578,644, dated March 9, 1897.

Application led February 2, 1888. Serial No. 262,707. (No model.)

To @ZZ whom'it may concern:

Be it known that I, EMMIT G. LATTA, of 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 object of this invention is to produce a light and safe tricycle which can be readily converted from a tandem or double machine to a single machine, which in its tandem form v may be used by two ladies and in its single form shall be no more complicated than if it were constructed as a single machine only.

A further object of the invention is to provide a simple double driving-gear of variable speed and power; also to render the steering mechanism safer and more eifective, and, finally, to improve the means whereby the driving-wheel bearings, the saddles, front handle-bar, and mud-guard are secured to the frame of the machine.

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 l is a side elevation of my improved tricycle arranged in the form of a tandem or double machine. Fig. 2 is -a vertical longitudinal section of a portion of the main frame thereof, on an enlarged scale. Fig. 3 is a cross-section in line :l: Fig. 2. Fig. 4 is an enlarged fragmentary sectional top plan view of the mechanism whereby the steeringpost is connected with the steeringhead. Fig. 5 is a top plan view of the machine. Fig. 6 is a cross-section of the front saddle support land its brace in line w w, Fig. l, on an enlarged scale. Fig. 7 is a perspective view of the adjustable support or pillar of the front saddle. Fig. 8 is a side elevation of the removable frame, which is detached from the machine when the latter is converted into a single machine. Fig. 9 is a vertical cross-section, on an enlarged scale, of the clamp whereby the spring of the front saddle is secured to the saddle-pillar, the section being taken in line Fig. l. Fig. l0

is a cross-section, on an enlarged scale, of the clamp connecting the rear-saddle support to the upper fork of the driving-wheel, thesection being taken in line y y, Fig. l. Fig. ll

is a cross-section, on an enlarged scale, of the rear-saddle support, in line .c z, Fig. l. Fig. l2 is a vertical longitudinal section of one of the bearings of the driving-wheel and the coupling whereby it is connected to the main frame, on an enlarged scale. Fig. 13 is avertical cross-section of these parts at right angles to Fig. 12.

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

A represents the rear drivingwvheel; a, its axle, provided with a sprocket-wheel a.

A A2 are the front steering-wheels, and B is the main frame of the machine.

B B2 represent the forks of the rear wheel, C are the bearing-boxes thereof, and D are couplings connecting said bearings to the inner ends of the forks B' B2.

c represents the rear crank-shaft, journaled in bearings formed at the lower end of an arm or bracket E, which is adjustably secured to the main frame B.

F F represent two sprocket-wheels mounted upon the crankshaft e and made of different diameters, and f is an endless chain running around the sprocket-wheel a' and one of the sprocket-wheels F F.

The couplings D each consist of an upright stud or spindle d, which fits into an opening or socket d', arranged in a forging or enlargement formed at the junction of the inner ends of the forks B B2, and two vertical lugs or ears d2, which embrace a lug d3, formed at the upper end of each bearing-box C, said lugs being connected by a horizontal pivotbolt d4, as shown in Figs. l2 and 13. The sockets CZ are held upon the spindles d by horizontalV pins or bolts d5, passing through openings in the sockets and engaging in annular grooves or depressions d6, formed in the spindles. This construction permits the spindles d to turn on the bolts d5 to aline the bearing-boxes C on the axle if one arm of the lower fork B should be slightly longer than the other, and the horizontal bolts d4 allow of the necessary lateral play of the bearing-boxes to enable the latter to assume a perpendicular position if one of the fork-arms is higher than the other.

The-vertical spindles d are offset or located on one side of a line drawn through the center of the bearing-boxes, so that upon reverslOO sired relative speed. For this purpose the spindles CZ are offset from the center of the bearings C a distance about equal to the difference between the diameters of the sprocketwheels F F. In the position of the parts represented in Fig. 1 the large wheel F' is connected with the sprocket-wheel a.

The wheels F F are secured to opposite ends of the crank-shaft e at about equal distances from the longitudinal center line of the machine, so that the wheel a' can be connected with either one of the wheels F F by reversing the driving-wheel A when used as a single machine or by reversing the crank-shaft. The chain f is tightened by adjusting the bracket E on the main frame B.

The main frame B consists of two det-achable tubular sections or parts H H. The section H is rigidly secured with its rearendto the lower fork B' and is provided at its front end with a depending upright spindle or shank h. The section H is provided at its rear end with a Vertical socket `or sleeve 7L', which iits over the spindle h of the section H and is secured thereto by a nut applied to the lower end of said spindle. The sleeve 7L is rigidly held against turning on the spindle h by vertical lips or flanges h2, formed on the rear section H and bearing against opposite sides of the front section, as shown in Fig. 3.

i is the front crank-shaf t, which is mounted in eccentric bearings formed in brackets I, arranged at the lower ends of the sleeve 72,. j is a sprocket-wheel secured to the crankshaft fi, and j is a chain running around the sprocket-wheel j and one of the sprocketwheels F F. In the construction shown in the drawings the chainj' passes around the small wheel F and the chain j' runs around the large sprocket-wheel F. The sprocketwheels F F' form with the wheel a' a twospeed gear, and with the wheel j a double driving-gear for tworiders. The wheels F and j are preferably of equal size, so that the riders keep step, and as the wheels F F are both secured to the same crank-shaft the wheel Ftransmits the power of both riders to the wheel a. The front chainj is adjusted by turning the eccentric bearings in the brackets I.

A very powerful gear is obtained by connecting the wheelj with the wheel Fl and the wheel a with the wheel F. This arrangement requires the front rider to pedal faster than the rear rider, which is in some cases desirable. The sprocket-wheels F, F', and j are secured to their crank-shafts e and 7,' in such a manner that, if desired, the wheels F and j may be interchanged, which gives the driving-wheel A the same peripheral speedas if its sprocket-wheel a" were connected to the wheel F and enables the front rider to pedal slower than the rearrider. This arrangement is sometimes desirable when a lady occupies the front seat.

7c represents the vertical spindle arranged at the front end of the section H', and K is the steering-head arranged upon the spindle and held thereon by a n ut applied to the lower screw-threaded end of the spindle, as clearly shown in Fig. 2.

L represents a horizontal bow or curved tubular frame rigidly secured to a bracket or socket Z, which is in turn secured to an oblong or oval enlargement formed on the front side of the steering-head by means of two horizontal bolts l' Z2. rlhe journals of the steeringwheels A A2 are secured to or formed at the outer ends of the frame L. By giving this frame L a curved form the axles of the steering-wheels are located behind the steeringhead,which renders the machine safer in turning than it would be if the steering-head were arranged in line with the axles of the steering-wheels. Italsopermt-s Jthe machine to be built narrower. Itis obvious that the same result will be obtained by making the branches of the frame straight from the steering-head to the steering-wheels, but I prefer to curve it, so as to provide ample room for vthe feet and legs of the front rider, as well as to contract the length of the wheel-base over what that length would be were the axles straight, and as is clearly apparent in Fig. 5 of the drawings.

M represents the upright steering-post, secured with its lower end to the section H of the main frame B, and m represents the handle-bar post, to the upper end of which the handle-bars are secured.

n is a short tube arranged in the steeringpost M, and in which the handle-bar post is adjustably secured bya suitable clamp. The tube n passes through the section II of the main frame and is provided at its lower end with a cross head or bar o. The steering-head K is provided with a similar cross-head d, which is connected with the cross-head 0 by connecting-rods o2, so that by turning the handle-bar post by means of the handle-bars in either direction this movement is transmitted to the steering-wheels.

P represents the front saddle, P its pillar or supporting-frame, and P2 the supportingtube in which the saddle-pillar is adjustably arranged. The lower end of the tube P2 is rigidly secured to the section II of the main frame B, and its upper end is connected with the upper end of the steering-post M by a brace q. The upper end of this brace is united with the tube P2 bya forging g', which is provided with a stub or projection itting into the tubular brace q. The tube P2 is curved upwardly and backwardly for about twothirds of its length, while its upper portion, which receives the saddle-pillar P', is straight. The saddle-pillar P consists of two horizontal legs p p, connected at their front ends and provided with inclined or angular branches IOO IIO

or extensions p p', as shown in Fig. 7. The lower ends of these branches are adjustably secured in openings p2, formed in the forging q', which latter is split from these openings to its front side and provided with two lugs or ears p3, through which passes a clampingbolt p4, as represented in Fig. G. The lower ends of the branches p project into the tube P2 and are concealed by the latter.

R represents the spring of the front saddle, which is secured to the horizontal legs p p of the saddle-pillar bya clamp r. The latter is composed of an upper and a lower plate provided in their adjacent portions with grooves or depressions r', in which the branches of the saddle-spring and t-he legs p p are seated, and a vertical clamping-bolt r2, connecting these' grooved plates, as shown in Fig. 9.

s represents the front handle-bars, which are preferably made tubular and secured to lateral projections s', formed on opposite sides of the clamp r. This clamp permits the spring R and the handle-bars to be adjusted forwardly and backwardly on the saddle-pillar independently of each other or together, as may be desired. By arranging the branches p of the saddle-pillar at an angle to the horizontal legs p the front seat can be adjusted vertically and at the same time backwardly and forwardly to suit the average rider.

The saddle-pillar P is preferably constructed of a single length or rod of steel. It is light, cheap, and slightly elastic, and, being double, it prevents the saddle from turning or twisting.

T represents the rear saddle, T the pillar, and T2 a curved supporting-tube secured with its lower end to the section H, and in which the saddle-pillar is adj ustably secured. The saddle-pillar is composed of two branches or legs t t, which are formed in one piece with the saddle-spring t and are -arranged with theirlower ends in sockets or openings formed in a forging t2, secured to the upper end of the fork B2. The forging t2 and the upper end of the tube T2 are split, as shown in Fig. l0, and a clamping-bolt 253 passes through these parts, whereby the branches of the saddle-pillar T' are secured in said forging.

If desired, the saddle pillar and spring of the rear saddle may be constructed like those of the front saddle, but I prefer the construction above described, as the handle-bars are not attached to the saddle-frame, as in the construction of the front saddle. The tube T2 is curved concentric with the rear wheel A and forms a mud-guard for the same.

u is an upward and rearward extension of the tube or mud-guard T2, extending rearwardly beyond the center of the wheel A. The rear portion of this extension u is supported by bars or braces u', secured with their lower ends to the fork B2, and is secured at its front end to the forging t2. This extension is constructed of sheet metal and preferably made of semicircular cross-section, as shown in Fig. lO7 and is made of about the same width as the tube T2 of the mud-guard.

The extension u of the mud-guard being arranged in rear of the saddle is subjected to little strain and can therefore be made lighter and at less expense than if the tube T2 were extended backwardly sufficiently to take the place of the extension u.

The lower ends of the branches t are each inclosed by a small tube or sleeve Z4, as shown in Figs. 10 and l1, to prevent the same from bending and to enable the holes in the forging t2 to be made of the same size as those in the forging q', so that a double saddle-pillar and separate spring like that of the front saddle may be employed for the rear saddle, if desix-ed.

W'hen it is desired to convert the tandem or double machine into a single tricycle, the front section II' of the main frame B, with its connecting parts, (shown in Fig. 8,) and the drive-chain and connecting-rods o2, are detached from the machine by removing the nut at the lower end of the front spindle k and the bolt at the lower end of the brace q. The steering-head K is then attached to the spindle Zt, arranged at the` front end of the section H, and the cross-heads o o are connected by a shorter pair of connecting-rods. This arrangement brings the steering-wheels A A2 into the position represented by dotted lines in Fig. 1.

To pass the machine through a doorway or passage which is narrower than the machine, the upper bolt Z of the bracket Z is removed and the bow or frame L is turned into a vertical position upon the lower bolt Z2 as a pivot. The steering-wheels will then stand horizontally, which considerably reduces the width of the machine.

A less expensive construction may be obtained by rigidly securing the frame L to the steering-head K and attaching the connecting-rods o2 directly to the frame L. In this case the machine could be narrowed by removing the steering-head from its spindle, but this requires the connecting-rods to be detached in addition to the nut Z', or, in other words, the construction requires the removal of three nuts instead of a single nut, as in the iirst-described construction.

I claim as my inventionl. In a velocipede, the combination with two front steering-wheels and a single rear driving-wheel and its aXle provided with a sprocket-wheel, of two crank-shafts arranged in front of said rear wheel and provided with sprocket-wheels connected by a drive-chain arranged on one side of the center of the machine, and a drive chain connecting the sprocket-wheel of the rear driving-wheel with the sprocket-wheel of one of said crank-shafts and arranged on the opposite side of the center of the machine, substantially as set forth.

2. The combination with the axle of the rear driving-wheel provided with a sprocketwheel, and a crank-shaft provided with two IOD IIC.

sprocket-Wheels of different diameters, of the main frame provided with a socket or opening, a bearingbox provided with a spindle engaging in said socket and arranged on one side of the center of the bearing-box, whereby the distance between the sprocket-wheels of the axle and crank-shaft can be varied by reversing the driving wheel in the main frame,and either sprocket-wheel of the crankshaft can be connected with the sprocketwlieel of the axle by the same drive-chain, substantially as set forth.

3. The combination with the main frame of a velocipede provided with a socket or opening, of a bearing-box provided with an eccentric spindle engaging in said socket and a horizontal pin or bolt secured to the main frame and engaging in an annular groove or recess formed in said spindle, substantially as set forth.

4.-. The combination with the main frame, a single rear driving-Wheel and two front steering-wheels, of a horizontal frame or bar connecting said steering-wheels and capable of being turned into a vertical position, to reduce the width of the machine, substantially as set forth.

5. In a velocipede, the combination with the main frame, a rear driving-wheel and a crank-shaft, of two front steering-wheels arranged outside of said crankshaft, and a 1 curved frame connecting said steering-wheels and attached to the main frame and composed of two arms passing outwardly from the main frame and extending rearwardly outside of the orbits or circles described by the cranks, substantially as set forth.l

6. In avelocipede, the combination with a rear driving-wheel and two front steeringwheels, of a main frame provided at its front end with a spindle, an auxiliary frame provided at its rear end with a socket adapted to it over said spindle, and at its front end with a spindle, a frame or bar connecting the front steering-wheels, and a steering-head attached to said fra-me or bar, and adapted to be applied either to the spindle of the main frame or to the spindle of the auxiliary frame, substantially as set forth.

7. The combination with the main frame, composed of a front section provided at its rear end with a socket or sleeve and a rear section having a spindle, of a saddle-support secured to said front section and a crank-shaft bracket attached to said sleeve orsocket, substantially as set forth.

Witness my hand this 30th day of January, 1883.

' EMMIT G. LATTA. lWitnesses:

HERMAN RICE, H. C. WILooX.

Images