Improvements in Velocipedes.
Year: 1888

page_text: Date of Application, 10th Oct., 1888
Complete Specification Left, 10th July, 1889-Accepted, 31st Aug.,
1889
PROVISIONAL SPECIFICATION.
Improvements in Velocipedes.
I, EDWARD CHARLES FREDERICK OTTO of 7 York Grove, Peckham in the county
of Surrey, Civil Engineer do hereby declare the nature of this invention to be as
follows:-
"
According to this invention I increase the strength and diminish the weight of
tubular framing, and tubular axles of velocipedes by filling their interior with cane,
compressed cork, or other light elastic material forming a sufficient resistance against
the flattening of the tubular structure by any bending strain. If the framing is to
be of a bent or curved form the cane or other material is generally introduced before
the bending operation. I also construct tubular seat springs which I make of a
C form and in the curved part by preference of a section somewhat flattened down
and terminating in a rounded ridge on each side. Or instead of a C form, 1 make
the tubular spring of a helical, volute, or other suitable form. These springs are
by preference filled with cane, compressed cork or other light clastic material. By
reason of the interior filling of the aforesaid various parts of velocipedes I am
enabled to reduce the substance of the steel, thus decreasing the weight of the
velocipede to an appreciable extent which is of especial importance for racing
velocipedes.
My invention relates also to improvements in the driving, steering, and braking
mechanisms of Velocipedes. I fix, preferably in the centre of an axle called
afterwards the "inner" axle a pulley or sprocket wheel, and fit to each end of the
axle a sleeve or tube upon which is fixed a driving wheel. Each of these sleeves
reaches closely up to the pulley wheel, and is cut through or open by a narrow helical
groove or cut. Both sleeves fit tightly on the inner axle and grip it one way
but are released therefrom when turned in the opposite direction, so that when
the pulley wheel is acted upon, both travelling wheels are moved in unison,
say forward, but remain unconnected and at rest when the axle is driven
backwards.
To allow fixing the driving wheels to the inner axle for backward movement, I
reduce the diameter of the ends of the inner axle to such an extent as to enable me
to introduce between each of these ends and the wheel hub a tube cut open
or through by a helical groove, similarly to the respective sleeve, but in tho
reverse direction. Such tubes grip tightly the inner axle but are loose in the
hubs except at the outer ends which are coupled to the hubs by means of lug
and slot or groove.
By this arrangement both wheels are connected by the
intermediary of the inner axle and would respond equally fast to the turn of the
pulley wheel.
Close to the hubs and upon the sleeves where they are not helically grooved, I fix
the ball bearing sleeves, and with them the ball bearings, and connect them above
the axle by means of a tubular framing, in the centre of which the frontal bone is
fixed with the arrangement for the reception of the seat pillar and its spring. The
seat pillar is so arranged as to shift up and downwards for adjusting purposes in the
frontal bone. Over each of the axle ball-bearings and upon the ends of the tubular
frame which connects them, I fit the so called "Otto steering handles" described
more particularly in my Patent Specification No. 1,673 of 1880, and gear each of
the cogwheels into a bevel wheel turning on the connecting tube frame close to
the steering handle. Each of these bevel wheels is provided with a lever which by
a connecting rod or link acts upon its respective steering brake. To fit each of the
latter to its ball-bearing sleeve I surround each helically cut sleeve by a pretty closely

page_text: fitting tube one end of which is fixed to the said sleeve close to the pulley, and the
other coupled, by means of a lug and slot, to the respective ball-bearing sleeve, but in
such manner that when the brake is applied to the end of the outer tube close to the
ball-bearing, the tube is allowed slightly to move with its lug in the slot, by which
movement it opens the helically grooved sleeve upon the inner axle, and allows the
corresponding driving wheel to be retarded by the very brake which opened or
loosened first the helically cut sleeve upon the inner axle.
In addition to the steering brakes, I fix at the other sides of the ball-bearing
sleeves another brake which is acted upon by the finger plate which the "Otto
handle contains. The steering brakebands as well as the other ones are of
spiral shape, and go twice or several times round its bearing surface. The
movements of the brake-bands are caused by intermediate levers connected to the
outstanding ends of the tubular frame which connects the ball-bearings; and the
ends of the spiral-brakes are mounted on pins fixed to the ballbearing cases or
their standards.
Dated this 10th day of October 1888.
EDWARD CHARLES FREDERICK OTTO.
By Jensen & Son,
77, Chancery Lane, London, W.C.,
COMPLETE SPECIFICATION.
Improvements in Velocipedes.
1, EDWARD CHARLES FREDERICK OTTO, of 7, York Grove, Peckham, in the
County of Surrey, Civil Engineer do hereby declare the nature of this invention
and in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
My invention relates to improvements in the framing and saddle springs and in the
driving steering and braking mechanisms of velocipedes.
In order that my invention may be fully understood and readily carried into effect
I shall describe the same with reference to the accompanying drawings.
Fig. 1, sheet 1, is side view of a central driving Otto bicycle of the now well
known Otto bicycle type the steering and braking arrangements being removed.
The rider's seat is on a central front tubular bone or framing which balances on the
wheel axle and in its lower part carries the pedal axle whence motion is communicated
to the wheel axle by sprocket wheel and chain gear.
Fig. 2, Sheet 2, is a rear end view partly in section.
Fig. 3, Sheet 3, is a part sectional rear elevation of the wheel axle and parts
connected therewith, Fig. 4 is a side view of same shewing the handle on right hand
side and Fig. 5 a plan section of middle portion of same shewing part of steering
brake and retarding brake. Fig. 6 is a right hand part sectional side view of ono part
of the steering gear of the right hand steering brake and Fig. 7 a side view of the
right hand retarding brake and parts connected thereto.
Figs. 8 to 18 are detail views, sheets 3 and 1.
I fix preferably in the centre of an axle A called hereafter the inner axle (Fig. 2)
a pulley or sprocket wheel B and fit to each end of the said axle a sleeve or tube
upon which is fixed a driving wheel. W W, Figs. 2 and 3, are flanges forming the
hubs or naves of the saine. Each of the sleeves C reaches closely up to the pulley or
sprocket wheel B and is cut through or open by a narrow helical groove which reaches
to about the place shewn in Fig. 2. The helical spring part of sleeve may be mado
separately and joined to the solid or uncut part of the sleeve. Both sleeves (fit
tightly on the inner axle A so as to grip it each one way and allow the axle to slip
the other way, so that when the pulley or wheel B is acted upon both the travelling
wheels Ware moved in unison, say forward, but remain unconnected and at rest
when the axlo-A is driven backwards. The one tube Chas a right handed and the

page_text: other tube Ca left handed helical groove as shown. The axle A is driven from the
sprocket wheel D on the pedal axle D', Fig. 1, by the chain D2 which passes round
the sprocket wheel B on the axle A.
To allow for fixing or fixedly connecting the driving wheels W to the inner axle A
for backward movement I reduce the diameter of the ends of the inner axle A as
shewn more particularly in Fig. 2 to such an extent as to enable me to introduce
between each of the thus reduced ends and the wheel hub W a tubo or sleeve E
cut open or through by a helical groove similarly to the groove in the respective
sleeve C but cut in the reverse direction. Such tubes E grip tightly the inner axle A
but are loose in the hubs W except at the outer ends which are coupled to the hub
flange by means of a lug E¹, Figs. 2 and 3.
By this arrangement both travelling wheels W are connected by the intermediary
of the inner axle A and would respond equally fast to the backward turning of
the pulley or wheel B
Close to the hubs Wand upon the sleeves where they are not helically grooved
I fix the ball bearing sleeves F and with them the ball bearings F¹ which may be of
any usual or suitable construction. The ball bearings F¹ are connected above the
axle A by means of a transverse tubular bar or framing F2 in the centre of which
the frontal bone F³, Fig. 1, is fixed to which is connected the ball bearing S for
supporting the axle in the middle. The frontal bone F³ is arranged for the reception
of the seat bearing pillar F and its spring G. The spring I construct either solid
as shewn in the sectional view Fig. 14, Sheet 1, or of thin tubing and bend it in the
shape of a C as shewn.
I make the spring in the curved part by preference hollow such for instance as
shewn in Figs. 15, 16 or 18, Sheet 1, or of a hollow section somewhat flattened
down as shewn in the sectional view Fig. 17 and terminating in a rounded ridge
on each side. Or instead of a C form I make the tubular spring of a helical, volute
or other suitable form. These springs are by preference filled with cane, compressed
cork, or other light clastic material. In a similar manner I may fill the interior of
the tubular framing, which will thus offer increased resistance against flattening by
bending strains. By reason of the interior filling or coring of the aforesaid various
parts of velocipedes (which is generally done before bending) I am enabled to reduce
the substance of the steel, thus decreasing the weight of the velocipede to an
appreciable extent which is of especial importance for racing velocipedes. The seat
pillar F Fig. 1 is so arranged as to shift up and downwards for adjusting purposes
in the frontal bone F³.
Over each of the axle ball bearings F, and upon the ends of the tubular frame F' which
connects them, I fit the so called Otto steering handles H (with inner brake handles I)
described more particularly in my patent Specification No. 1673 of 1880 and shewn
here especially in Figs. 3 and 4 the hollow sleeve H* of the handle H having a bevel
wheel sector H' which gears with a bevel wheel sector *H* turning freely on the
transverse tubular frame F2 close to the steering handle H. The boss of each sector
bevel wheel H is provided with a lever K see Figs. 4 and 6 and shewn in dotted
lines in Fig. 3 which lever K by a connecting rod or link K' acts upon its respective
steering brake M.
To fit each of the latter brakes to its ball bearing sleeve F I surround each helically
cut sleeve C by a pretty closely fitting tube Q one end of which is fixed to the
sleeve C close to the pulley B and the other coupled by means of a lug Q, Figs. 9
to 13, and slot to the respective ball bearing sleeve F but in such manner that when
the brake M is applied to the end of the outer tube which, there close to the ball
bearing F, is of larger diameter the tube Q is allowed to move slightly with its
lug Q, Fig. 11, in its slot f, Figs. 9 and 10, by which movement it opens the
helically grooved sleeve C upon the inner axle A the little lug Qx, Fig. 2, taking
into a slot in the end of the said sleeve C close to the wheel B and allows the
corresponding driving wheel W to be retarded by the very brake M which first
opened or loosened the helically cut sleeve C upon the inner axle A.

page_text: In addition to the steering brakes M I fix at the other side of each ball bearing
sleeve Fanother brake L shewn with its connections in Figs. 3, 4, 5, 7 and 8.
The brake is acted upon by the finger plate I contained in the Otto handle H.
the two links, I one on each side of the tubular part H* of said handle being in
one with the socket H³, whereon works the sleeve or collar 12. This latter is made
in halves and fits loosely between two shoulders on a ring H³ which can slide on
the tubular part H*. The collar 12 is by the link 13 (made adjustable as to length)
connected to the lever I having its fulcrum on a stud fixed in the end of the
tubular cross connecting frame F3. The opposite end of the lever I* is by a rod N
connected to one end of a brake band L.
The other end of the band L is attached by the bolt L' to a block L that is
clamped on to the pillar Fx forming a piece with the ball bearing F and on which
the handle sleeve H× is mounted and can turn. The two brake bands M and L are
also shewn in the plan view Fig. 5.
The steering brake bands M as well as the stopping brake bands L are of spiral
shape as shewn and coil two or more times round their bearing surfaces.
In order to fix the vehicle when the rider having dismounted it is to be left
standing I provide the catch spring P Figs. 3, 12 and 13. It is pin jointed at one end
to the ball bearing sleeve F and has a small hole P¹ which when the sleeve Q is
turned so that the peg P2, on the same comes opposite the hole P¹, can spring into it
and hold the sleeve in that position and thereby opens the helical sleeve C on that
side and disengages the same from acting upon the axle A. The spring catch on the
other side being connected to its sleeve Q it will be understood that both the
wheels W, are out of gear and the machine cannot be propelled if a stranger should
attempt it. During work the spring P is in the position shown in Figs. 3 and 13 a
small flange on the underside of the side lug P³ catching over a narrow flange Q
formed on the sleeve Q, the peg P² being then clear of the oval hole in the
spring P, as the latter is raised slightly. R, Fig. 12, is a spring which at one end
is fixed to the sleeve and at the other end to the ball bearing sleeve F thus causing
the lug Q, Fig. 2, to take hold of the end of the sleeve C and keep it wound
tightly on the axle A. This spring R may however be omitted provided the spring
part of the sleeve be made sufficiently strong to return all by itself into its gripping
position after having been uncoiled by the steering brake.
The action of the steering brakes and handles is as follows:-
If while the machine is advancing the right hand handle H for instance is
turned toward the outside the right hand steering brake M is tightened by the
intervention of the sector wheels HH2 the lever K and link K', thus retarding
the right hand sleeve which being attached by means of the lug Qx to the
right hand helically cut sleeve Cunwinds and opens the latter slightly thus
putting the right hand wheel W quite out of gear or partly so in order to slip
or slide.
In going down hill when both retarding brakes L are put on and one of the
steering brakes M say the right hand one is also applied then the right hand wheel is
retarded partly by its right hand retarding brake L and partly by the right hand steering
brake M. The left retarding brake L still acting on both wheels therefore gives
half its power to the right hand wheel; thus the power of two brakes and a half is
applied to the right wheel and the remaining half power of a brake is applied to
the left wheel. The steering in going down hill is thus of exceptionally great power
and reliability which is also very desirable.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is :-
1. The mode of steering velocipedes by means of helically coiled spring brake bands
in combination with helically cut sleeves on the axle whereby one wheel or the other
is disconnected from such axle. substantially as set forth.

page_text: 2. The axle A provided at each side of a central pulley or wheel B with a partly
helically cut sleeve C connected thereto and to the travelling wheel and with or
without the spring R for assisting it to assume its normal position, in combination
with the tube Q connected to the sleeve C and carrying a steering brake M and
with the helically cut sleeve E connected to the travelling wheel, substantially as
set forth.
3. The application and use of tightly fitting helically cut sleeves such as C
and E to the axle of a velocipede to form clutching apparatus, substantially as set
forth.
4. The spring P and parts connected therewith for locking and disengaging the
clutching appliances substantially as set forth.
5. The application and use of tubular seat springs to velocipedes substantially as
set forth.
6. The application and use of cane compressed cork or other light elastic material
for coring tubular framing and seat springs for velocipedes.
7. The construction of central steering Otto bicycle substantially as described and
shewn.
Dated this 104 JCT.-1.- 1000
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.