Improvements in and relating to Velocipedes.
Year: 1887

page_text: Date of Application, 29th Sept., 1887
Complete Left, 27th Jan., 1888
Complete Accepted, 2nd Mar., 1888
Improvements in and relating to Velocipedes.
We JOHN WILLIAM HALL of 13 Solway View, Whitehaven, in the County of
Cumberland, Engineer, and HENRY LOUIS PHILLIPS of 57 Moorgate Street, in the
City of London, in the County of Middlesex, Gentleman, do hereby declare the
nature of this invention to be as follows :-
:-
Our invention relates first to a tandem safety bicycle, secondly to a modification
thereof whereby it may be converted into an ordinary rear-driving safety bicycle, and
thirdly to an improved construction of "laced spoke" wheels which are preferably
intended to be used with the before mentioned machines, though they are applicable to
all types of Velocipedes.
Our improved tandem safety bicycle has two equal sized wheels, the rear of which
is the driver and the front one the steering wheel. The latter is mounted in a fork of
the usual type terminating in a steering post carrying a transverse handle bar, and
forming part of, or carrying, a head by which the main frame carrying the driving
wheel and other parts is pivotally connected thereto. In order to stiffen the fork
carrying the steering wheel it is trussed on each side by two stay rods, running from
the lower ends of the prongs of the fork to the top of the steering post, a suitable
cross strut being fixed on each side of the fork close to the roof thereof. The driving
wheel is mounted in a double fork the lower part of which runs horizontally, or
approximately horizontally, forwards to the periphery of the wheel where it is
connected to a backbone which extends forwards in the same horizontal plane for a
convenient distance to carry the front pedal axle, when it curves upwards and follows
the curve of the steering wheel and terminates in a socket or neck to fit the steering
post or head formed thereon. The other part of the double fork carrying the driving
wheel extends upwards to carry the rear seat, and then runs forward as a back-bone to
carry the front seat and a socket for the rear steering post carrying a transverse
handle bar. The top backbone then curves downwards to join the lower backbone,
and near the junction another backbone runs forward and upward to the socket or
neck, following the curve, or approximately so, of the lower backbone. The rear
pedal crank axle is mounted in a bracket carried by the lower backbone in close

page_text: proximity to the driving wheel, with which it is connected by a chain in the well
known manner. The front pedal crank axle is connected by a chain either directly
with the driving wheel, or with the rear pedal crank axle. In the latter case we
prefer to mount the driving chain central with the machine, and use two chains for
communicating the motion from the rear pedal crank axle to the driving wheel, one
on either side thereof. The machine may be steered by the front rider alone, or by
both in combination, in which case the rear steering post is mounted loosely in its
socket, and the rear transverse handle bar is connected either directly, or indirectly, with
the front one by a coupling rod or link, or its equivalent. On the front pedal crank
axle we fit a strap and drum brake operated from either, or both, of the transverse
The ordinary front wheel spoon brake may be used in addition if
handle bars.
desired.
In this machine it will be seen that both riders are mounted between the wheels so
that the weight is equally distributed between them and all tendency for the machine
to tip up when ridden by a single rider is overcome.
The modification necessary to make the machine convertible into an ordinary rear-
driving safety bicycle consists in making the main frame of the machine in two parts,
one of which, i.e., that part carrying the driving wheel, pedal, crank axle and seat for
the rear rider, being made similar to that used for an ordinary rear-driving bicycle, so
that when it is detached from the other part of the main frame, which carries the
pedal crank axle and seat for the front rider and the handle bar for the rear rider, and
connected to the fork carrying the steering wheel-the other part of the main frame
being removed it forms an ordinary rear-driving safety bicycle. The construction of
the auxiliary detachable part of the frame will depend upon the type of safety bicycle
to which it is intended to be fitted, as various patterns of frames are now in use, but
it is essential that it be fitted with a socket or neck at its forward extremity to connect
it to the steering post, or head formed thereon, of the steering wheel, and with a post
or head to receive the socket or neck of the backbone of the safety bicycle, and also
with one or more extensions of the frame-provided with couplings or other clamping
devices to embrace the main frame of the safety bicycle to make the auxiliary frame
rigid therewith. All the parts of the machine, with the exception of the wheels
which will hereafter be described, to which no reference has been made, present no
novel features and may therefore be of the usual type and construction.
Our improved "lace spoke" wheel is constructed as follows:-Instead of drilling
holes in the flanges of the hub or fitting studs therein to receive the spokes, we
form or mill a series of shallow grooves-preferably circular in shape-in the outer
face of each flange of the hub. These grooves are to receive the spokes which are
made in pairs and are bent with loops at the centre of their lengths to fit in such
grooves. After the spokes are in place and tightened at the rim by nipples or other-
wise, plates are fixed on to the outer faces of the flanges of the hub to cover the said
grooves. By varying the positions of the circular grooves with respect to the
periphery of the flanges of the hub so that they break through it more or less, the
angle at which the spokes run to the rim of the wheel may be varied, from a true
tangent to as near radially as desired.
Dated this 29th day of September 1887:
ROBT. ED. PHILLIPS, M.I.M.E.,
Consulting Engineer & Patent Agent,
Royal Courts Chambers,
70, 71 & 72, Chancery Lane, London, W.C.,
Agent for the Applicants.

page_text: Improvements in and relating to veloorpedes.
We, JOHN WILLIAM HALL of 13 Solway View Whitehaven in the county of
Cumberland Engineer and HENRY LOUIS PHILLIPS of 57 Moorgate Street in the
city of London in the county of Middlesex, Gentleman 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 :-
Our invention relates first to a tandem safety bicycle, secondly to a modification
thereof whereby it may be converted into an ordinary rear driving safety bicycle, and
thirdly to an improved construction of "laced spoke" wheels which are preferably
intended to be used with the before mentioned machines, though they are applicable to
all types of velocipedes.
We carry out our invention as illustrated in the accompanying drawings, in which
Figure 1 Sheet No. 1 is a view showing a tandem bicycle embodying our invention;
Figure 2 Sheet No. 2 is a view showing a convertible tandem bicycle embodying our
invention; and Figures 3 and 4 Sheet No. 3 are views showing the construction of our
improved "lace spoke" wheel.
Throughout the several views similar parts are marked with like letters of reference.
Referring to Figure 1 Sheet No. 1 of the accompanying drawings it will be seen that
our improved tandem safety bicycle has two equal or approximately equal sized
wheels A and B, the rear one of which B is the driver, and the front one A. the
steering wheel. The wheel A is mounted in a fork C of the usual type terminating in
a steering post D in which fits adjustably a steering rod E carrying a transverse
handle bar F. On the steering post D are formed lugs d, d, carrying centres forming
part of a head by which the main frame G carrying the driving wheel B and other
parts, is pivotally connected thereto. In order to stiffen the fork C-carrying the
steering wheel B its prongs are trussed on each side by two stay rods c, c, running
from the lower ends thereof to the top of the steering post D; suitable cross struts c, c
being fixed on each prong near the top thereof. These stay rods are fixed and strained
by means of nipples or nuts, or their equivalent, or they may be screwed and headed
into the respective parts like the direct spokes of a cycle wheel. The driving wheel B
is mounted in a double forked frame, the lower part of which g runs horizontally, or
approximately horizontally, forwards to the periphery of the wheel where it is
connected to a backbone, forming part of the main frame G which extends forwards
in the same horizontal plane for a convenient distance to carry the bearing bracket H
of the front pedal crank axle H', after which it curves upwards and follows the outline
of the steering wheel and terminates in a neck g¹ to engage with centres formed by or

page_text: in the lugs d, d, thus completing the hinge or joint by which the frame carrying the
steering wheel is turned for the purpose of steering the machine. The top part g2 of
the double forked frame carrying the driving wheel extends upwards to carry the
pillar J for the saddle J¹ and then runs forward as a backbone io carry a bracket ga to
receive the rear steering post D¹ in which is fitted a steering rod E¹, carrying a
transverse handle bar F¹. The bracket g³ also carries the pillar K for the front
saddle K. The top backbone of the frame G then curves downwards till it meets the
lower backbone, when it runs forward and upward to the socket or neck g' following
the curve or approximately so of the lower backbone to which it is connected by
suitable brackets. If desired the top backbone may be carried down to the neck g' as
shown by dotted lines instead of being carried downwards to join the lower backbone
but this renders the machine only suitable for the use of men. The rear pedal crank
axle I' is mounted in a bracket 1, carried by the lower backbone in close proximity to
the driving wheel B with which it is connected by chain gearing in the usual manner.
The front pedal crank axle H' is connected by a chain either directly with the driving
wheel B or with the rear pedal crank axle L. In the latter case we prefer to mount
the driving chain central with the machine and use two chains for communicating the
motion from the rear pedal crank axle to the driving wheel, one on either side thereof.
The machine may be steered by the front rider alone by means of the handle bar F
or by both in combination, in which case the rear steering rod E' is mounted loosely
in the post or socket D' and the handle bar F¹ is connected with the front bar F by a
coupling rod or link f, or its equivalent. On the front pedal crank axle H¹ we prefer
to fit a strap and drum brake operated from either or both of the transverse handle
bars F and F. The ordinary front wheel spoon brake may be used in addition if
desired.
In this machine it will be seen that both riders are mounted between the wheels so
that the weight is equally distributed between them, and all tendency for the machine
to tip up when ridden by a single rider is overcome.
The modification necessary to make the machine convertible into an ordinary rear-
driving safety bicycle is illustrated by Figure 2 Sheet No. 2 of the accompanying
drawings, and it consists in making the main frame of the machine in two parts, one
of which G which carries the driving wheel B, pedal crank axle L and saddle J, for
the rear rider, being made similar to that used for an ordinary rear-driving bicycle, so
that when it is detached from the other part of the main frame G¹ which carries the
pedal crank axle H and seat K' for the front rider, and the handle bar F¹ for the rear
rider, and is connected to the fork Ccarrying the steering wheel A-the other part G¹
of the main frame being removed it forms an ordinary rear-driving safety bicycle.
The construction of the auxiliary detachable part G' of the frame will depend upon
the type of safety bicycle to which it is intended to be fitted, as various patterns of
frames are now in use, but it is essential that it be fitted with a socket or neck gl at its
forward extremity, to connect it to the steering post or head of the fork carrying the
steering wheel, with a post or head to receive the socket or neck of the backbone G
of the safety bicycle, and also with a suitable extension provided with a coupling gor
other suitable clamping device, to embrace the main frame G of the safety bicycle, to
brace and couple up the two frames G and G¹ to make it one rigid frame. If desired
the several parts of the two frames may be further braced together by suitable tie rods.
All the parts of the machine-with the exception of the wheels which will hereafter be
described to which no reference has been made, present no novel features and may
therefore be of the usual type and construction. 14
Our improved "lace spoke "wheel is constructed as illustrated by Figures 3 and 4
Sheet No. 3 of the accompanying drawings. Instead of drilling holes in the flanges
of the hub or fitting studs therein to receive the spokes, we form or mill out a series
of shallow circular grooves x, etc. in the outer face of each flange X of the hub of
the wheel so close to the peripliery thereof that the said grooves break through the
periphery. In each of the grooves a double spoke is fixed, each double spoke
consisting of a length of wire long enough to form two spokes y,y,-bent at the
#3

page_text: centre of its length to form an eye or loop to fit in the said groove. After the
spokes y, y etc. are in place and tightened at the rim by nipples or otherwise, a plate X¹
is fixed by screws e, etc., on to the outer face of each flange X of the hub, to cover
the grooves a, a etc. and keep the spokes y, etc. in place. By varying the positions
of the circular grooves, etc. with respect to the periphery of the flanges X, X of
the hub, so that they break through it more or less, the angle at which the
spokes y, y etc. run to the rim of the wheel may be varied, from a true tangent to as
near radial as desired. We sometimes form the circular grooves on the inner faces of
the flanges of the hub instead of on the outer faces thereof when it is more convenient
to do so.
Instead of making the spokes in pairs they may be made singly each being
bent or curved at one end to form an eye or loop to lie in one of the grooves in the
flanges of the hub.
By slightly undercutting the grooves a, etc. the plates X¹, X' may be dispensed
with.
It will be obvious that this particular construction of wheel may be carried out in
all types of velocipedes, as may also be the particular method of staying or trussing
the fork carrying the steering wheel herein before described.
We do not limit ourselves to the exact construction and arrangement of parts
herein before shown and described, but hold ourselves at liberty to make such changes
and alterations as fairly fall within the spirit and scope of our invention.
We are aware that tandem bicycles both convertible and non-convertible have
already been made, and we therefore do not claim such machines broadly but
having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed we declare that what we
claim is:-
1. A tandem bicycle constructed specifically as and for the purpose hereinbefore
set forth.
2. A tandem bicycle adapted to convert into a rear-driving safety bicycle as set
forth.
3. In a tandem bicycle having a rear-driving wheel, and a front steering wheel, the
combination with the two seats for the riders mounted within the wheel base, of the
two pedal crank axles, arranged between the driving and steering wheels, and adapted
to be operated by the riders, and communicate motion to the driving wheel as set
forth.
4. In a tandem bicycle having a rear-driving wheel and a non-driven front wheel,
the combination with the two sents for the riders mounted within the wheel base, of
two pedal crank axles also mounted within the wheel base and adapted to be operated
by the riders and communicate motion to the driving wheel as set forth.
5. In a tandem bicycle having a rear driving wheel and a front steering wheel, the
particular construction of the main frame adapting the front seat to the use of ladies,
in combination with the duplex handle bars arranged to work in unison so that the
machine may he steered by the rear rider as set forth.
6. In a tandem bicycle adapted to convert into an ordinary rear-driving safety
bicycle, the particular construction of the auxiliary detachable frame, arranged to
carry the seat and pedal crank axle for the front rider, and the handle bar for the rear
rider as set forth.
7. In a tandem bicycle constructing the frame so that that part carrying the
steering wheel, and that part carrying the driving wheel, the rear seat and the rear
pedal crank axle, are adapted to detach from the other part of the frame carrying the
front seat, front pedal crank axle and the rear handle bar, and to be connected together
by the usual head or joint to form a rear-driving safety bicycle as set forth.
8. In a velocipede staying or trussing the fork carrying the steering wheel as and
for the purpose set forth.
9. In a velocipede wheel, fixing the spokes to the flanges of the hub in the manner
and for the purpose as set forth.

page_text: 10. In a velocipede wheel the combination with the flanges of the hub having a
series of circular grooves cut in the outer or inner faces thereof, of the spokes having
loops or eyes formed in or between them to engage with the said grooves, and the
plates screwed on to the outer or inner faces of the said flanges to cover and confine
the loops of the said spokes as set forth.
00.
ROBT. ED. PHILLIPS, M.L.M.E.,
Consulting Engineer & Patent Agent,
Royal Courts Chambers,
70, Chancery Lane, London, W.C.,
Agent for the Applicants.