Improvements in Cycle Saddles or Seats.
Year: 1899

page_text: Improvements in Cycle Saddles or Seats.
I, VINCENT WILLIS, 9, Rochester Terrace, Camden Town, N.W., Organ Builder,
do hereby declare the nature of this invention to be as follows:-
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:: The object of this invention is to secure increased comfort for the rider by
reducing to a minimum the possibility of transmission of jar or shock on roads
and providing more completely than heretofore for the movement of the legs.
Many attempts have been made to accomplish the primary object of this invention
and theoretically the interposition of a sufficiently elastic intermediary between
the cycle and the rider should secure the desired result, but elasticity has hereto-
fore been limited because an excessive amount of resilience would result in the
rider being unseated on rough roads.
If, however, sufficient elasticity could be combined with limited resilience shock
would be absorbed and the objectionable reaction prevented.
This result may be obtained by combining springs (or some equivalent) of the
necessary elasticity with a dash-pot or dash-pots arranged to move freely or nearly'
so in one direction but to act as a retarding device in the other, both movements
being independently adjustable at the will of the rider.
Obviously, similarly acting frictional devices may be employed as substitutes
for the dash-pots.
So fitted a saddle or seat can be adjusted in such a manner as to modify vibration
or shock to almost any desired extent.
Many attempts have also been made to secure comfort for the rider in the saddle
considered as a seat. The well known anatomical pattern of saddle may be
instanced as a theoretical attempt in this direction but the proper leg movement
over the rigid edge of the seat forces the rider forward into an unintended position,
thereby preventing the advantage claimed for this pattern being realized.
Increased comfort may be obtained by providing a limited alternate rocking
motion about suitably arranged transverse axes for each of the rear extensions
of the saddle or seat which extensions are thereby enabled to yield to, or follow
the movements of the legs.
Dated this Twelfth day of May 1899
VINCENT WILLIS.

page_text: manner the same is to be performed, to be particularly described and ascertained
in and by the following statement
The object of this invention is to secure increased comfort for the rider by
reducing to a minimum the possibility of transmission of jar or shock on roads,
and providing more completely than heretofore for the movement of the legs.
Many attempts have been made to accomplish the primary object of this invention
and, theoretically, the interposition of a sufficiently elastic intermediary between
the cycle and the rider should secure. the desired result, but elasticity has hereto-
fore been limited because an excessive amount of resilience would result in the
rider being unseated on rough roads. If, however, sufficient elasticity could be
combined with limited resilience shock would be absorbed and the objectionable
reaction prevented.
This result may, be obtained by combining springs (or some equivalent) of the
necessary elasticity with a dash pot or dash pots arranged to move freely or nearly
so in one direction but to act as a retarding device in the other, both movements
being independently adjustable at the will of the rider.
Every rider is familiar with the ordinary tyre-inflator and consequently a
similar apparatus of large and sufficient area and travel. would appear to be the
most acceptable retarding device.
Fig. 1 is a section shewing a well known type of saddle fitted with a pneumatic
retarding apparatus or dashpot. Figs. 2 and 3 are plan views. shewing .the
construction of the piston.
A cylinder A of considerable area is fitted with a ball joint a and a piston B
which is connected by the rod-b with the ball joint 6. The ball joints a and b¹
may be attached to the saddle frame and tension bars by the clip bolts a¹ and b
as shewn, the piston rod passing upwards in order to minimise undue wear from
dust and grit.
The piston B is fitted with a single cup leather which serves as a valve and
allows air to pass when the piston is depressed or the cylinder 'is raised like the
ordinary tyre-inflator.
The piston B is porforated as shewn at 3 Fig. 2 and a means of adjustment
is provided by the radial arms of the plate shewn in Fig. 3 which may be either
above or below the piston.
.
The lower plate of the piston B is perforated as shewn at 6, and semi-circular
portions as shewn at 65 are removed from the upper plate in order to uncover. the
cup leather and permit the segmental slots shewn at 66 which allow air to pass
upwards and enable the intermediate strips over the holes 6* to serve as valves.
The holes may be choked by a plate like Fig. 3 arranged below the piston.
It will now be understood that the upward motion of the piston B and con-
sequently of the rider can be controlled and limited to a predetermined speed by
adjusting the area of the holes 63, also that the upward motion of the cycle and
cylinder A is scarcely retarded the holes 63 being then aided by the cup leather
acting as a valve and the larger holes 6*.
The area and travel of the retarding apparatus and the elasticity of springs
best adapted to a given weight of rider cannot be determined without experiments
on the road. Adjustable springs would be convenient for the weight of the rider
should centralize the retarding piston.
It will now be evident that springs of considerable elasticity cannot by reaction
or resilience unseat the rider if controlled by a retarding apparatus constructed
and operating as described, also that the rider is more completely insulated than
heretofore from jar or shocks or rough roads.
Dashpots constructed and operating as described may be controlled by a
liquid.
Friction may be employed to check or retard the resilience of the springs and
Fig. 4. which is partly in section shews an arrangement of the well known "silent
feed" adapted to this purpose.

page_text: On a frame C is mounted a wheel c which is controlled by the brake c¹ to an
extent determined by the screw c². The rod D operates an arm d which is mounted
on the same axis as the wheel c. The arm d carries a friction pawl d which is
arranged to engage and rotate the wheel c on the up-stroke and to free itself for
the down-stroke.
The frame C being attached to some part of the cycle or saddle frame rigidly
connected therewith and the rod D to the seat supported by the springs, an upward
motion of the seat would cause the pawl d¹ to engage the wheel c and partially
rotate it. The power required to partially rotate the wheel c against the effort
of the brake c¹ checks or retards the re-action of the springs as required.
But the pneumatic dash pot as shewn in Fig. 1 is to be preferred and in com-
bination with helical springs of adequate elasticity is the essential feature in
a saddle sufficiently yielding to remove any cause of friction and sufficiently
elastic to prevent the spinal jar felt by riders adopting the erect position..
In saddles unsuited to the direct application illustrated mechanical connections
may be employed and the dash pot may be located in any convenient position.
In such cases the dashpot may be considered as an auxiliary to the springs and
the connections arranged accordingly.
In some cases two dash pots may be employed in preference to imechanical
connections.
The retarding apparatus described is a valuable addition to the saddles or seats
of motor cycles.
Increased comfort may be obtained by providing for a limited alternate rocking
motion about suitably arranged transverse axes for each of the rear extensions
of the saddle or seat which extensions are thereby enabled to yield to or follow
the movements of the legs.
One method of providing more completely than heretofore for the movement
of the legs in a saddle or seat of the accepted form is clearly shewn in Figs. 5,
6 and 7.
Fig. 5 is a side view partly in section.
Fig. 6 is a half-plan inverted in order to shew clearly the mechanical con-
struction.
Fig. 7 is a half-plan.
In Figs. 5 and 6, E is a light T shaped frame, the stem of the T forming
the peak of the saddle and the top of the T part of the rear extensions. To the
arms of the T at e are hinged movable pieces F, F which complete the rear
extensions or seat. Bracketted from the under side of the movable portions of
the seat F, F, are the pins f, f¹. The frame of the saddle near the peak is
extended downwards in order to carry a fulcrum h for the lever H which rocks to
the limit indicated in dotted lines. The ends of the lever H and the pins f, 'f¹
are connected by the rods G, G₁ which are cranked as shewn in Fig. 6.
It will now be seen that a limited alternate rocking motion about the axis e
has been provided for at the seat extensions F, F', which may be regarded as
bellcranks, by the agency of the lever H.
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The padded seat is shaped as shewn in Fig. 7, a loose gusset of pliable leather J,
guarding the fork.
Any mechanical means securing alternate motion for the movable seats may
be employed in place of the mechanism shewn.
The position of the axes may be varied and flexible or virtual axes. may be,
arranged.
Fig. 8 shews a variation, the rear extensions being detached and mounted on
an axis K. The same mechanism may be employed to secure alternate motion.
Fig. 9 shews another arrangement in which the axis is placed at the level of
the seat at L. In this arrangement as in Fig. 8, the weight of the rider would
be supported by the axis, and therefore ball bearings might be employed with
some advantage as in the ordinary cycle pedal.
In the arrangements described above the axes are in line, a position that

page_text: simplifies the mechanical connections, but the axes may be arranged at a con-
siderable angle without neutralizing the advantage to the rider.
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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. Controlling the resilience or re-action of springs or elastic equivalents sup-
porting the rider for purposes above described.
2. In cycle saddles or seats, the combination with springs or their equivalents
of dash-pots, brakes, or other retarding devices as and for the purposes described.
3. Providing for an alternate rocking motion about transversely arranged axes
or virtual axes at the parts of a cycle saddle or seat in contact with the leg.
4. Mechanically connecting movable parts of a cycle saddle or seat in such a
manner as to secure contrary motion under impulse from the leg of the rider.
5. The construction. of cycle saddles or seats substantially as described with
reference to Figs. 5, 6, 7, 8, & 9, of the drawings and subject to the modifications
referred to in respect of the several figures.
Dated this 12th day of February 1900