Improvements in Velocipedes.
Year: 1896

page_text: BUY TENAL DI BUITICATION.
Improvements in Velocipedes.
FRANK WYNNE Civil Engineer of 13 Ashley Gardens in the City of
Westminster do hereby declare the nature of this invention to be as follows:-
My invention relates to improvements in velocipedes and more particularly to
that form of velocipede which is commonly known as the safety bicycle in which
the crank shaft carries a sprocket or gear wheel which gears with a smaller
sprocket or gear wheel on the axle of the driving wheel.
In carrying out my invention I prefer to use such small driving wheels that the
down tube or diagonal may easily and without unduly raising the height of the
crank axle from the ground be placed normal to a straight line drawn between
the axis of the driving wheel and the axis of the crank shaft, by which means a
tube or rod (hereinafter referred to as the crank bearing tube) carrying the
saddle at one end and the crank bearing at or near to the other end may be
allowed to work up and down on and preferably within a spring which may con-
veniently be a spiral spring in or alongside of the down tube being supported
through the spring on the down tube or other convenient part of the frame the
motion so long as it is kept within small limits not materially altering the distance
between the two axis the distance between the saddle and the crank axis being also
constant.
When driving by means of a pair of toothed wheels or friction wheels which
the small size of the driving wheel permits without unduly increasing the size of
the wheel on the crank axle the pedalling for forward motion is in the reverse
direction from that used for chain gearing.
When the radius of the gear or sprocket wheel on the crank axle is conveniently
greater than the throw of the crank I sometimes attach the crank pin to the wheel
as amongst other advantages this allows of the tread being reduced.
The crank bearing tube may be held by guides and the small amount if any
of turning permitted in it may be regulated by a curve given to these guides and
I sometimes hold it by a link and I generally prefer to so design and attach this
link to the tube that the mechanical disturbance in the gear which tends by
increasing the distance between the centers of the crank and driving wheel axles,
and is due to the motion of the tube up and down from what I term its normal
position (that is when the crank bearing tube is a perpendicular on the line joining
the axis of the driving wheel shaft and the crank shaft), may be lessened and the
normal pedalling be undisturbed by any twisting except what is quite negligible
of the crank bearing tube-this I arrange by placing the link in a plane parallel
to the plane of the sprocket or other gear wheels, but on the other side of the
frame, and while one end of this link is pivotted to a lever or attachment on the
crank bearing tube (such as a convenient part of the crank bearing itself or a
convenient extension of the same, the other end is pivotted to an attachment on
the frame, but on that part of it which is in front of the crank bearing tube, e.g.
viewing a bicycle in elevation, and drawing a center line from the axis of the
driving wheel, thro' the crank axis when this is in its normal position, and con-
tinuing this on to a point (hereinafter referred to as the frame pivot) which is

page_text: about as much on one side of the crank axis as the axis of the driving wheel is
on the other, place the link with one pivot centering on or near the axis of the
crank and the other on a projection from the frame centering on an axis which is
the frame axis. A plan of the bicycle would shew the sprocket wheel in a vertical
plane on one side of the frame, and the link in a parallel plane on the other side
of the frame the two planes being approximately equally distant from a plane
parallel to both and passing thro' the axis of the crank bearing tube, it may be
noted that a slight twist is given by the link to the sprocket or gear wheel out of
plane, when the crank bearing is above or below its normal positiou, but this
displacement of plane is generally negligible. In the above example the link and
pivots are all given as being along the center line joining the axis of the driving
shaft and the crank shaft or its continuation, but I do not limit myself to this,
as the link and pivots may be in many other positions, their proportions also varying
with their position in some cases, but I place them preferably along lines approxi-
mately parallel to that given in the example.
I sometimes place the frame pivot on or near to the axle of the driving wheel
aud when thus placed and on the same side as the sprocket wheels the link acting
as a radial link has a corrective tendency on the mechanical disturbance. By
using two links one on either side of the frame or a double link in the form of a
rigid fork pivotted at one end on the driving wheel axis and at the other on the
crank bearing to hold and also guide the lower end of the crank bearing tube I get
true mechanical action so far as the driving gear is concerned and the upper guide
of the crank bearing tube to which in this case the mechanical disturbance is
transferred may be allowed to pivot.
The mechanical disturbance herein before referred to, due to the motion along its
own axis of the crank bearing tube below and above its normal position may-be
kept within such small limit, that it may sometimes be not only negligible but even
aggravated if allowance is made in the driving gear, and the link may be placed
on the same side and in front of the sprocket wheels, or two links one on either
side of the frame or a double link in the form of a rigid fork and holding and
guiding the lower end of the crank bearing tube may be used as hereinbefore
described but with its frame pivot in front.
When driving by friction gear I make a somewhat different arrangement,
I provide that when the spring supporting the crank bearing tube is pressed down
to or near to its greatest compression the pair of friction wheels shall be at their
position of maximum friction, the crank bearing tube being then in its "normal"
position, altho' for convenience of a more stable mechanical position I sometimes
allow the crank axle to depass this position before I stop the compression of the
spring by a buffer, on relieving the spring the friction wheel on the crank rising
or being raised, are released preferably gradually from the pressure between them
and I sometimes regulate or limit the pressure of the friction wheels by means
of a spring which may be advantageously attached to the axle of the driving
wheel.
I sometimes employ two pair of friction wheels one pair on either side of the
driving wheel, and two links which may be rigidly connected and act as hereinbefore
explained.
I sometimes provide for a two speed driving gear, the driven wheels being
arranged to run fast or loose as desired, and the proportion between the diameter
of the crank wheel and driven wheel on one side being different from that between
the crank wheel and driven wheel on the other side.
When using the chain gear I sometimes provide a break to act on those parts
of the sprocket wheels which run free of the chain.
Dated this 13th day of June 1896..
FRANK WYNNE.

page_text: I, FRANK WYNNE of 13, Ashley Gardens in the City of Westminster, and
'County of Middlesex, 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:-
This invention relates to improvements in velocipedes and more particularly to
that form of velocipede which is commonly known as the safety bicycle in which the
crank shaft carries a sprocket or gear wheel which gears with a small sprocket or
gear wheel on the axle of the driving wheel.
The crank bearing tube is guided by a link pivotted to the axle of the driving
wheel, or to the frame of the machine in close proximity thereto, so that there is no
mechanical disturbance of the distance between the centres of the pedal-crank axle
and the driving wheel axle.
In the accompanying drawing :-
Figure 1 is a view in side elevation of a bicycle fitted with this invention.
Figures 2, 3 and 4 are broken views on an enlarged scale-in side elevation, plan,
and sectional front elevation respectively, shewing more clearly the details of
construction and
Figure 5 is a view in section on line y y Figure 4.
Throughout the views similar parts are marked with like letters of reference.
The pillar carrying the saddle A is mounted in a tubular pillar B passing
down through the "diagonal" member C of the frame of the machine and carries
at its lower end the pedal-crank axle bracket D. In the upper end of the
"diagonal" member C of the frame is a sliding sleeve E supported by one or more
spiral springs Farranged around the pillar B and supported by a suitable offset c
in the diagonal" member C.
The pillar B is pivotted to the sleeve E by means of trunnions such as b, as more
clearly shown by Figure 4, so that it is free to swing on the longitudinal centre line
of the machine.
The pedal-crank axle bracket D is connected by pivotal connections with the
axle G of the driving wheel by means of a fork or pair of radius links H arranged
one on each side of the said wheel as shown.
The lower end of the pillar B is guided in both its sliding and swinging movements
by a ball bearing J consisting essentially of a cage j carrying two rows of balls j
which take a bearing between the flattened sides of the pillar B and the
"diagonal".C respectively as shown more clearly in Figure 5, the said parts being
preferably fitted with hardened steel liners.
To relieve the balls of the friction of the supporting cage; the said cage is
carried by two or more links 2 supported by a similar number of small spur pinions
gearing with racks formed in or fixed to the flattened sides of the pillar Band.
the "diagonal" C. The links are so connected to both the pinions j³ and the
cage j as to provide for the swinging movement of the pillar B.
Although I prefer to use a ball bearing to guide the lower end of the pillar B a
plain sliding bearing may be used.
To allow of the swinging movement of the pillar B and also of the movement
of the said tube when the adjustment of the tension driving chain is effected by
varying the effective length of the links H, the diagonal C is either made of a

page_text: sufficiently large diameter or it is tapered or made of an oval shape in cross section
at its lower end.
The adjustment of the driving chain may be effected either by means of slots in
the back part of the frame in the usual manner, or by means of an eccentric device
such as K by which the forward ends of the links H are connected to the pedal-crank
axle bracket D.
Those parts to which no special reference has been made present no novel
features and may be of the usual construction.
I am aware that cycles have already been constructed in which the saddle
and pedal-crank axle bracket have been carried by a member so mounted
with respect to the main frame of the machine as to have an independent
motion controlled by suitable springs and I make no broad claim for such a
construction, but
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
(1.) The improvements in velocipedes substantially as herein described and
illustrated by the accompanying drawing.
(2:) A velocipede having the saddle and pedal-crank axle bracket carried by a
pillar adapted to slide in the "diagonal" member of the frame and supported by one
or more suitable springs, the said sliding pillar being pivotted near its upper end
to a sleeve adapted to slide in the top of the "diagonal" member of the frame and
near its lower end to a fork or pair of links pivotted at or near the axle of the
driving wheel and guided in its sliding and swinging movement by a suitable bearing
in the lower end of the diagonal, as set forth.
(3.) In a velocipede having the saddle and pedal-crank axle bracket mounted
on a pillar adapted to slide in the "diagonal" meinber of the frame and supported
by one or more suitable springs, pivotting the said pillar to a sleeve adapted to
slide in the upper end of the "diagonal" of the frame, as set forth.
(4.) In a velocipede having the saddle and pedal-crank axle bracket mounted
on a pillar adapted to slide in the "diagonal" member of the frame and supported
by one or more suitable springs, pivotting the said pillar to a sleeve adapted to
slide in the upper end of the "diagonal" of the frame and guiding the lower end
of the said pillar in the "diagonal" of the frame by means of a suitable bearing, as
set forth.
(5.) In a velocipede having the saddle and pedal-crank axle bracket mounted on
a pillar adapted to slide in the "diagonal" member of the frame and supported by
one or more suitable springs, pivotting the said pillar to a sleeve adapted to slide
in the upper end of the "diagonal" of the frame, and controlling the longitudinal
swinging movement of the said pillar by means of a fork or pair of links pivotted
at one end at or near to the pedal-crauk axle and at the other end at or near the
axle of the driving wheel, as set forth.
(6.) In a velocipede having the saddle and pedal-crank axle bracket mounted on
a pillar adapted to slide in the "diagonal" member of the frame and supported by
one or more suitable springs, pivotting the said pillar to a sleeve adapted to slide
in the upper end of the "diagonal" of the frame, and controlling the longitudinal
swinging movement of the said pillar by means of a fork or pair of links pivotted
at one end at or near to the pedal-crank axle and at the other end at or near the
axle of the driving wheel, as set forth.
(7.) In a velocipede the combination with the frame of the machine, of a
pillar such as B carrying the seat or saddle A at its upper end and the pedal-
crank axle bracket D at its lower end, of a sleeve such as E adapted to slide in
the top of the "diagonal" member C of the frame and to which the pillar B is
pivotted transversely, of one or more springs such as F supporting the slide E, of
a fork or pair of links such as H coupling the pedal-crank axle bracket D with the

page_text: axle G of the driving wheel, and of a bearing such as J for guiding the bottom end
of the pillar B in its sliding and swinging movements, all combined, arranged and.
adapted to operate, as and for the purpose set forth.
Dated this 15th dow of Anmil 1907
ROBERT E. PHILLIPS, Assoc. M. Inst. C.E., M.I. Mech. E.,.
Consulting Engineer and Patent Agent,
70, Chancery Lane, London, W.C., Agent for the Applicant.