AN IMPROVED SAFETY BICYCLE, PARTS OF WHICH INVENTION ARE APPLICABLE TO TRICYCLES GENERALLY."
Year: 1883

page_text: LETTERS PATENT to John Orme of Barbican in the City of London for an
*Invention of "AN IMPROVED SAFETY BICYCLE, PARTS OF WHICH INVENTION
ARE APPLICABLE TO TRICYCLES GENERALLY."
PROVISIONAL SPECIFICATION left by the said John Orme at the Office
of the Commissioners of Patents on the 23rd August 1883.
SAFETY
JOHN ORME of Barbican in the City of London AN IMPROVED
BICYCLE, PARTS OF WHICH INVENTION ARE APPLICABLE TO TRICYCLES
GENERALLY,
This Invention has for its object improvements in safety bicycles and tricycles,
and relates firstly to that class of machine known as the Otto Safety Bicycle
where the rider is seated between two wheels at a point above the axle,
and in which case a certain amount of skill is required to enable him to balance
himself and the machine, by the pressure of his feet upon the treadles, without the
intervention of a third wheel.
In the construction of such machines, the steering has always been regarded as
the chief difficulty and in all the Letters Patent relating to the said machines it
has been proposed to employ bands that can be caused to slip on one or either
side, according to the direction on which it is intended to steer and for this
purpose thin steel bands have been employed, running around grooved pullies, the
beds of which are composed of such a material, as to prevent the slipping of the
band thereon,
In order to disengage the band the crank shaft with its pulley was drawn nearer
to the axle by suitable hand steering gear, which simultaneously actuated a brake
which latter engaged with the base of the pulley on the axle and connected to or
forming part of the hub of the driving wheels. It will thus be seen that as soon
as the band is released the brake must be applied to the corresponding wheel, in
order to lock it whilst the other wheel was travelling, the rider being able to
maintain his balance, owing to the opposite side being in gear, otherwise should
the wheel be free, and not checked, then in descending a hill, the machine would
turn in the wrong direction.

page_text: Now according to my invention. I still retain this principle of effecting the
steerage of such machines, but I entirely depart from the means hitherto employed
and such as herein before described.
My invention consists in the employment of friction clutches which can bo
immediately disengaged and simultaneously with the movement thereof, to actuato
the brake on the wheel from which the friction clutch has been disengaged, and
thus effecting the steerage of the machine. The brake is free to be actuated
independently of the friction clutches.
A convenient form of clutch is a cone fitting into a corresponding ring, which
advantageously forms part of the hubs of the road wheels. The cone has attached
to it the chain or other wheel as well as the clutch groove by which the cone is
released from the clutch ring, by suitable band gear that will be hereafter more
fully described.
It is obvious that by the application of friction clutches to this class of machine
that chains can be practically employed, but in a former Patent No 2164 A D 1879
the employment of chains or endless bands was proposed, but in their application
it was necessary that the one end of the axis of the crank shaft should be brought
nearer to the akis of the road wheel, or its respective pulley, so that the band
would be disengaged on that side, but although guides were proposed in the
application of chains, it is obvious that such would be utterly impracticable by the
means therein shown. In all the Specifications relating to the Otto mchine, the
steering has been effected by the slacening of one or other of the bands, and
chains, straps, cords, bands and their equivalents, have been described for the
purposo. Subsequently to these Specifications and in that No 1673 A D 1880 is
claimed the employment of endless metallic driving bands, of steel or other so
called elastic metal but the employment of endless steel or other metallic bands for
the transmission of power had previously been employed.
According to a modification of the chain I may employ such steel bands for
imparting motion from the crank shaft to the pulley on, or forming part of the
conical or other friction clutch, and kept in proper tension by a spring, screw, or
lever arrangement, I find it advantageous to employ a continuous axle wliere
chains are employed or I may in some cases employ a short axle to each wheel, and
firmly bolted or otherwise secured to a bracket, by which the respective axles are
connected by a tube, to which the tail piece, and the rider's seat, are, connected.
The steering handles are connected to these side brackets and provided with cams,
eccentrics or screws, which actuate the clutch fork and enables the clutch or
clutches to be released. In the employment of conical clutches the slightest
movement will suffice to release the clutch or otherwise to cause the same to
become engaged, but this latter may be effected by spring pressure. It will be
observed that the tendency would be to cause the wheels to bear on the collar on
the end of the axle, but in order to lessen this friction I may employ an adjustable
cone bearing, or a ring containing ball bearings; or in some cases the axle or axles
may revolve as the case may be to obviate the emplyment thereof, in which case
the side brackets could be provided with the necessary bearings or it may be in
the tube connecting the two sides.
In the first described modification the clutch fork stem is of a diameter
corresponding with the interior of the transverse tube or other part and slides
therein the said stem being provided with a projection, or friction roller, working
in the cam of the steering handles. Another modification of goar for releasing the
clutches is to provide the lower end of the steering handle, with a bovil pinion
gearing with a quadrant, which latter works on a screw The quadrant itself is
provided with the clutch for releasing the clutch or clutches.
The female clutch is in some cases provided with a boss or sleeve extending to
the bracket, the said sleeve forming the bearing of the chain or other driving
wheel. The spring where such is employed is also placed around said sleeve but
by causing it to exert its pressure, also, against a collar on the sleeve instead of
against the bracket, the pressure on the outer end of the axle would bo

page_text: entirely overcome, and in most cases this method can be most advantageously,
employed.
There are many forms of clutches which I may use or which are applicable in
carrying my invention into effect and one modification of the conical clutch
herein before referred to is what may be termed an annular taper or conical ring by
which a conical surface is presented both in the interior and exterior of the said
annular ring corresponding with respective tapered or conical surfaces so as to
present two surfaces whereby an effective and compact clutch is obtained in a small
compass.
Another form of clutch is two flat discs on both the crank shaft and the axle
and these are interposed by an intermediate disc. and clipped thereby by spring
pressure.
One disc can be advantageously be provided with the clutch ring and released in
any convenient manner to effect the steerage.
Another very convenient form of clutch is the ordinary toggle link arrangement
and in this case I propose to employ at each end of the machine a pair of such
clutches, with the clutches mounted in opposite ways so that the wheels are in
gear at all positions, by the application of brake or other frictional power to the
one box in communication with or connected to the wheel, the clutches, or ratchets,
are released, and the machine thereby caused to turn, whilst by the application of
brake power in the opposite direction or on the reverse side, the steering is not
affected, when such brake power is required.
In the employment of other forms of clutches I propose to employ a band or
other convenient brake which is actuated simultaneously with the releasing of the
clutches in any convenient manner or by such means as are well known.
Another form of clutch is an expanding ring engaging with an annular flange on
the driving or road wheels. The chain wheel may be connected to the boss of the
clutch ring whilst a link therefrom serves to close or expand the ring, or other
equivalent means may be employed for the purpose so long as the said motion can.
be effected during the revolutions of the said clutch ring. I am aware that such
means have been heretofore proposed as a brake in such class of machines as
herein before described but by causing the same to rotate I find it a very convenient
means or method by which rotary motion can be imparted to the driving or road
wheels
I would have it understood that by employing a continuous axle that a central
driving gear can be effected. The chain or ther wheel on the crank shaft imparts
motion to a corresponding wheel that is secured to the axis or otherwise to the
clutches of the main wheels, in other respects the machine would be much the
same as before described.
The forms of clutches herein set forth can be employed to transmit motion to
the driving wheels through the intervention of gearing for the purpose of either
gaining or diminishing speed all applications thereof being hereafter described.
They may also be caused to operate on the crank shaft instead of on the axle and
may be provided with ball or other suitable bearings. In some instances the
ordinary form of friction clutch may engage in the concave portion of the ring
whilst others may engage with the convexity or periphery thereof.
When continuous axles are employed I propose to attach an inverted bridge
piece which will act as a tension rod or tube so that the weight of the rider will
not be the means of bending the axle whereby the lines of the machine would be
entirely altered. To the said inverted bridge piece the back rest or back bone
may be connected and the seat may be either connected to the axle or bridge piece
or to the tail as may be found advantageous.
In cases where two short axles are employed I propose to mount above their
centres a transverse tube and underneath a light tension rod, in order to effect the.
same object as the foregoing. The axles in this case being connected to the side
brackets or frames as before described. In some cases where a bridge pièce and a

page_text: continuous axlé are employ'd a tension rod on the underside of the axle can be
applied in a similar männer
In two wheeled safety bicycles I find that by detaching the back rest and
putting a tail in the front, that is to say a tail pivotted to a bracket, on the bridge
piece; or axle with trailing wheel and reversing the seat, that the machine can be
converted into a tricycle on a similar principle to the Humber machine. In those
machines the steering is effected by a handle of the bicycle type and great skill is
required in its application owing to the great amount of leverage but by the herein-
before described improvements of steerage by the side handles and by the adaptation
of friction clutches, or even of the steel bands, that this form of tricycle is a most
convenient one and may be convertible or not as desired
A inodification of this part of my invention as regards the conversion of two-
wheeled safety bicycles into tricycles consists in attaching a wheel that is controllable
to the back rest in a similar manner to the hind steering wheel of ordinary tricycles.
Or tricycles may be constructed on this principle, the novelty consisting in its
general construction, that is a crank shaft worked by the rider from a position
behind the axle and the steering effected by the hind wheel. It may be a single
driver with or without a clutch or may be a double driver having clutch gear.
In order to effect the folding of safety bicycles and tricycles overcome the
many difficulties by making the crank shaft in two parts advantageously between
the two pedals and with a tube capable of sliding on this part, and free to be
locked by a set screw or other appliance or in a similar manner may be effected-
by a screw collar so that by the screwing or unscrewing thereof the machine can
be set or collapsed. Or the crank shaft may be jointed or hinged to allow of being
folded without affecting the rigidity of the crank in the direction of rotation.
A convenient form of speed or power gearing is as follows The end or ends
of the crank shaft is provided with a bevil wheel into which a pinion engages and
its shaft extends up towards the axle and at this end is provided with another
pinion gearing into a corresponding wheel on the axle or it may be on the hub of
the road wheel as desired.
Another convenient form of speed gearing is the employment on the crank axis
or other convenient part of tricycles of a speed gear similar to that referred to in
the Specification of Scott and Philott No 860 AD 1878 consisting of two pairs of
bevil wheels or mitres which are all in gear with each other. By rotating the
wheels on the crank axis the intermediate pair of wheels are caused to revolve
slowly but by disengaging them and putting into goar.those that are mounted on
the axis at right angles to the crank axis a quicker speed is obtained.
This is an old mechanical movement but the novelty in the application to
tricycles consists in the mounting around the intermediate wheels the chain or
toothed wheels that impart rotatory motion to the driving wheels. Thus the action
of the feet of the driver may be communicated to or shut off from the driving
wheels in such a manner that the revolutions of the latter may be multiplied,
diminished, or rendered; independent with regard to the action of the feet of the
rider and the consequent revolutions of the crank at his will.
Another form of machine may be the placing of a comparatively small, wheel in
the front with two larger or driving whees at the back The rider is sented
between these and from this intermediate position the motion is imparted to the
axle by chains or gearing or otherwise by an arrangement of levers with stirrups
or treadlo attached thereto.
In the construction of what are known as band. brakes I propose to connect the
the lower end of the band or it may be the centre or other portion so that when
the brake is applied in the usual manner the said connection may move with it
and can be brought back by spring pressure if desired when the brake is roleased.
Or if the brake band is in two halves or portions, the said connection serves to
preserve one portion in the event of the other becoming broken.
In affording better facility for attaching a lamp to the hub of a road wheel I'
attach a swivel or socket on the spoke which secures the two ends and by dùscrewing

page_text: the same and turning the spoke on the one side the lamp can be readily attached.
to the hub According to another modification I divide the spoke or spokes at a
suitable point and on one of the ends I form an extension. Around this spoke I
connect a sleeve or its equivalent so as to be free to be moved up and down. A
spring may be advantageously applied in the application of a catch or sleeve or in
any of the modifications. In some cases the spokes may be connected to the bub
and locked or unlocked by a spring catch or other suitable means or the inner ends
of the desired spokes may be connected to a cross bar and secured by any suitable
device so long as the spoke' can be readily be free to be turned on one side or a
space formed to insert the lamp and to attach the same to the hub without dirtying
the sleeve of the rider as is now so usual

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Orme in the Patent Office on the 23rd February 1884.
JOHN ORME, of Barbican, in the City of London, ' AN IMPROVED SAFETY
BICYCLE PARTS OF WHICH INVENTION ARE APPLICABLE TO TRICYCLES
GENERALLY
$3
This invention has for its object improvements in safety bicycles, tricycles and
velocipedes generally, and relates firstly to that class of machine known as the
Otto safety bicycle, where the rider is seated between two wheels at a point above
the axle, and in which case a certain amount of skill is required to enable him to
balance himself and the machine without the intervention of a third wheel.
In the construction of such machines, the steering has always been regarded as
the chief difficulty, and in all the Letters Patent relating to the said machines, it
has been proposed to employ bands that can be caused to slip their pulleys upon
one or either side of the machine, according to the direction in which it is desired
to steer, and for this purpose thin steel bands have been employed running around
pulleys. The periphery of these pulleys is composed of such a material as to
prevent the slipping of the band thereon when the necessary extension is being
exerted by the springs.
In order to disengage the band, the crank shaft with its pulley was drawn nearor
to the axle by suitable hand steering gear, which simultaneously actuated a brake,
which latter engaged with the base of the pulley on the axle or other part
connected thereto, and forming part of the hub of driving wheels. It will thus be
seen that as soon as the band is released, the brake must be applied to the
corresponding wheel in order to lock it, whilst the other wheel was travelling, the
rider being able to maintain his balance owing to the opposite side being in gear,
otherwise should the wheel be free and not checked by a brake, then in
descending a hill the machine would turn in the wrong direction and otherwise be
uncontrollable.
Now according to my invention, I still retain this principle of effecting the
steerage of such machines, but I entirely depart from the means hitherto employed,
and such as hereinbefore described.
My invention consists in the employment of friction clutches which can be
immediately disengaged, and simultaneously with the movement thereof to actuate
the brake on the wheel from which the friction clutch has been disengaged, and
thus effecting the steerage of the machine. The brake is free to be actuated
independently of the friction clutches.
In order that my invention may be more fully understood and readily carried
into effect I will proceed to describe the same with reference to the accompanying
drawings.
Figure 1 is a side elevation and Figure 2 a front view of a machine constructed
according to one part of my invention.
A A are the road wheels, B the axle-tree, the tail or back rest, D the crank
shaft, and E the rider's scat.
A convenient form of clutch is a cone F engaging with corresponding ring H
which advantageously forms part of the hubs of the road wheels A. The cone F.
has attached to it the chain or other wheel G, as well as the clutch groove or
equivalent device by which the cone is released by the steering handles I from the
clutch ring by any suitable hand gear that will be hereafter more fully described.
It is obvious that by the application of friction clutches to this class of
machine, that chains can be practically employed, but in a former Patent N° 2164
A.D. 1870, the employment of chains or endless bands was proposed, but in their

page_text: application it was necessary that the one end of the axis of the crank shaft should
be brought nearer to the axis of the road wheel or its respective pulley, so that the
band would be disengaged on that side, but although guides were proposed in the
application of chains, it is obvious that such would be utterly impracticable by the
means therein shown and described. In all the specifications relating to the Otto
machine, the steering has been effected by the slackening of one or other of the
bands; and chains, straps, cords, bands and their equivalents have been described
for the purpose.
Subsequently to these specifications and in that N° 1673, A.D. 1880, is claimed
the employment of endless metallic driving bands of steel or other socalled elastic
metal, but the employment of endless steel or other metallic bands for the
transmission of power bad previously been employed for various purposes.
According to a modification of the chain I may employ such steel bands for
imparting motion from the crank shaft to the pulley on, or forming part of, the
conical or other friction clutch, and kept in proper tension by a spring, screw or
lever arrangement. I find it advantageous to employ a continuous axle where
chains are employed, or I may in some cases employ a short axle to each wheel,
and firmly bolted or otherwise secured to a bracket, by which the respective axles
are connected by a tube to which the tail piece and the rider's seat are connected.
Figures 3. 4 and 5 are respectively side elevation, front sectional elevation and
part plan of my clutch and steering gear drawn to a larger scale.
The steering handles I are attached to suitable extensions of the side brackets B¹
or axle tube, and each provided with a cam or eccentric J on being partially turned
serves to apply the brake K on the periphery of the clutch ring H. The lower
end of the handle bar I carries a pinion L which gears into corresponding annular
rings M formed on the boss of the clutch F whereby the chain wheel G and with
it the clutch F is free to turn, but by a partial turn of the said pinion L the
clutch F is released and simultaneously the brake K is applied by the cam J
before described. The brake K can be independently applied by the hand lever I'
which by a connecting link I³ engages with the end of the slot I³, causing that
end to be raised and the opposite or brake end to be depressed. The object of
making the slot I³ is to enable the brake to be independent of the automatic
action before referred to.
Another modification of gear for releasing the clutches to provide the lower
end of the steering handle with a bevil pinion gearing with a quadrant which
latter works on a screw. The quadrant itself is provided with the clutch for
releasing the clutch or clutches.
In the employment of conical clutches the slightest movement will suffice to
release the clutch, or otherwise to cause the sanie to become engaged, but this
latter may be effected by spring pressure. It will be observed that the tendency
would be to cause the wheels to bear on the collar on the end of the axle, but in
order to lessen this friction I may employ an adjustable cone bearing, or a ring
containing half bearings, or in some cases the axle or axles may revolve as the
case may be to obviate the employment thereof in which case the side brackets
could be provided with the necessary bearings, or it may be in the tube connecting
the two sides; but I find it advantageous to provide the female clutch H, as will
be seen in Figure 4, with a boss or sleeve a extending to the bracket, the said
sleeve a forming the bearing of the chain or other driving wheel and with it the
male cone F. A spring 6 is employed placed around said sleeve a, but by causing
it to exert its pressure, also against the collar a¹ on the sleeve instead of against
the bracket, the pressure on the other end of the axle would be minimized or
overcome, and in most cases this method can be most advantageously employed.
Another modification of my improvements is shewn in Figure 6 and in sectional
elevations at Figures 7 and 8. I is the handle I¹ the independent lever for
applying the brake K. The cone or clutch F is shown connected to the crank
axis D and capable of sliding on a key. By a partial turn of the handle I the rod N
is pulled and by being connected to a nut N₁ at the opposite end, a partial rotation

page_text: is given thereto to release or disengage the clutch F, which latter is provided
with a ring F to enable the clutch to be drawn in lateral direction by the
aforesaid movement. The nut N¹ works on the screw N' which latter not only
serves as the bearing but also as the socket for the side rods.
There are many forms of clutches which I may use or which are applicable in
carrying my invention into effect, and one modification of the conical clutch
herein before referred to is what may be termed an annular taper or conical ring,
by which a conical surface is presented both in the interior and exterior of the
said annular ring or clutch, corresponding with respective tapered or conical
surfaces, so as to present two surfaces whereby an effective and compact clutch is
obtained in a small compass.
Another form of clutch is two flat discs on both the crank shaft and the axle,
and these are interposed by an intermediate disc and clipped thereby by spring
pressure.
One disc can be advantageously provided with the clutch ring and released in
any convenient manner to effect the steerage.
Another very convenient form of clutch is the ordinary toggle link arrangement,
and in this case I propose to employ at each end of the machine a pair of such
clutches, with the clutches mounted in opposite ways, so that the wheels are in
gear at all positions by the application of brake or other frictional power to the
one box in communication with or connected to the wheel. The clutches or
ratchets are released and the machine thereby caused to turn, whilst by the
application of brake power to the opposite disc or on the reverse sido, the
steering is not affected when such brake power is required.
Another form of clutch is an expanding ring engaging with an annular flange on
the driving or road wheels. The chain wheel may be connected to the boss of the
clutch ring, whilst a link therefrom serves to close or expand the ring, or other
equivalent means may be employed for the purpose so long as the said motion can
be effected during the revolutions of the said clutch ring.
I am aware that such means have been heretofore proposed as a brake in such
class of machines as herein before described, but by causing the same to rotate I
find it a very convenient means or method by which rotary motion can be
imparted to the driving or road wheels in a manner well known. In all the
aforesaid modifications of clutches for the purpose they are so well known that it
is unnecessary to illustrate them, but I would mention that they may advan-
tageously be used to transmit power through the intervention of gearing.
I would have it understood that by employing a continuous axle, that a machine
with central driving gear can be effected as shown in elevation at Figure 9 and
front view at Figure 10. The chain or other wheel on the crank shaft imparts
motion to a corresponding wheel that is secured to the axis or otherwise to the
clutches. In other respects the machine is much the same as before described and
illustrated with reference to Figures 1 and 2 to which similar letters of reference
apply.
When continuous axles are employed in velocipedes generally, I propose to
employ a tension rod O Figure 10 so that the weight of the rider will not alter the
lines of the machines, and this part of my invention is applicable not only to
tricycles generally, but more especially to those provided with any contral driving
mechanism.
In some cases where a bridge piece and a continuous axle are employed a tension
rod on the underside of the axle can be applied in a similar manner.
In two wheeled safety bicycles, I find that by putting a tail in the front as
shown at P Figure 11 that is to say a tail pivotted to a bracket or what is
known as a Stanley head on the bridge piece or axle tube or extension thereof,
and provided with a trailing wheel; and reversing the seat, that the machine.can
be converted into a tricyclo.
By the hereinbefore described improvements of steerage in tricycles of this type
by the side handles and by the adaptation of friction-clutches and chain or chains

page_text: ör even of the steel bands, this form of tricycle is a most convenient one and may
be convertible or arranged permanently as desired.
The tail piece P need not necessarily be removed, and may advantageously be.
used in this arrangement and as shown.
In order to effect the folding of safety bicycles or tricycles, I overcome the
many difficulties by making the crank shaft in two or more parts, advantageously
between the two pedals as shown at A Figure 12, and with a tube B capable of
sliding on this part and free to be locked by a set screw C or other appliance, or
in a similar manner may be effected by a screw collar. so that by the screwing or
unscrewing thereof the machine can be set in position or collapsed, in which
position the crank is shown at Figure 13.
Or the crank shaft may be jointed or hinged, A, A, as shown at Figure 14, to
allow of being folded, without affecting the rigidity of the crank in the direction
of rotation, and is in some cases provided with additional clips B for further
rigidity.
In the construction of what are known as band brakes, I propose to connect the
lower end C of the band as shown at Figure 15 (it may be the centre or other
portion) so that when the brake is applied in the usual manner the said connection C
may be capable of moving with the band, and can be brought back by spring
pressure if desired when the brake is released. Or if the brake band is in two
halves or portions, the said connection serves to preserve one portion in the event
of the other becoming broken. The brake B is shown actuated by the lever a
pivotted at A, the ends a'. a. of the band being connected to the extensions of the
lever a as shewn.
In affording better facility for attaching a lamp to the hub of a road wheel, I
attach a swivel or socket on the spoke as shown at Figures 16 and in detail at
Figure 17, which secures the two ends of the spoke Cand by unscrewing the same
and turning the spoke on the one side, which it allows by reason of the spoke
being pivotted at B, the lamp can be readily attached to the liub. According to
another modification I divide the spoke or spokes at a suitable point, and on one
of the ends I form an extension. Around this spoke I connect a sleeve or its
equivalent so as to be free to be moved up and down. A spring may be
advantageously applied in the application of a catch or sleeve or in any of the
modifications. In some cases the spokes may be connected to the hub and locked
or unlocked by a spring catch or other suitable means, or the inner ends of the
desired spokes may be connected to a cross bar and secured by any suitable device,
so long as the spoke can be readily freed to be turned on one side or a space
formed to insert the lamp and to attach the same to the hub without dirtying the
sleeve of the rider as is now so usual.
4
A convenient form of power, or it may be, speed-gearing, is the employment on
the crank axis or other convenient part of tricycles or other velocipedes, of a speed
or power gear of a principle similar to that referred to in the specification of Scott
and Philott, N° 800, A.D. 1878, consisting of two pairs of bevil wheels or mitres
which are all in gear with each other.
Figure 18 is a longitudinal section, Figure 19 part side elevation, Figure 20 a
front view of the wheel A (Figure 19), and Figure 21 a view of the clutch B¹
forming advantageously part of the axle B..
.
By rotating the wheels on the crank axis, rotatory motion is transmitted to the
chain wheel a surrounding the mitres.
The spindle B and clutch B¹ are capable of being moved if desired laterally
through the hollow shaft or equivalent device. When moved to the left, the
driver B¹ passes into the bevil wheel A, Figures 18 and 20, which is connected to
one of the chain wheels a, the revolution of the crank spindle is transmitted
directly to the driving wheel at half the speed of the crank. When the driver B¹
is moved to the right or in gear with the cross head C which carries the mitrė
wheels D D running loosely on the gudgeons E and gearing into the fixed wheel F,
the machine will be. driven double speed to that of the the cranks..because the motion

page_text: imparted to the central wheels D D by the clutch when in this position rotates
the said wheels, but in the intermediate position shown acting as a differential
gear for steerage purposes.
By a suitable clutch the wheel A can be readily disconnected from the road
wheel and transmitted to the axis for gaining power or vice vered in a manner well
known.
A convenient form of machine may be the placing of a comparatively small
wheel in the front with two larger or driving wheels at the back as shown in
Figures 22. 23. 24. 25. 26 and 27. The driver is sealed between these as shown
in the front elevation Figure 23, and from this intermediate position the motion is
imparted to the axle by chains or gearing or by clutclies as shown, or by an
arrangement of levers with stirrups or treadles attached thereto, as shown in
Figures 26 and 27.
In these examples the part A carries a T piece B to which a pinion or
equivalent device is secured for actuating the axle for the purpose of steering the
machine.
In Figures 25 and 26 the seat is connected to the axle tube instead of to the
part A.
Having thus described and ascertained the nature of my invention and in
what manner the same may be advantageously carried into effect I would have it
understood that what I claim is:-
First In what are known as two wheeled safety bicycles of the "Otto" type,
the driving of the road wheels by chains or bands from motion exerted by the
rider on the crank shaft, the road wheels being connected or disconnected at will
by the employment of friction clutches from its respective chain or other wheel on
the axis, for the purpose of steering the machine, substantially as described and
illustrated more particularly with reference to Figures 1 and 2 of the accompanying
drawings.
Second-In two-wheeled safety bicycles or tricycles, the employment of a
conical or ring clutch F carrying the chain or other wheel G provided with a
it may be a
clutch ring or boss M, actuated in a lateral direction by a pinion Lor
quadrant or ordinary clutch fork connected to the lower extremity of the handle
bar I. for the purpose of releasing the said clutch and consequently its respective
road wheel, substantially in the manner described and illustrated with reference to
Figures 3 and 4 of the annexed drawings.
Third-The means described and illustrated for simultaneously applying the
brake with the disengaging of the friction clutch F, and consisting of the cam J
operating against an extension of the brake K as shown in Figures 3, 4 and 5.
Fourthi In combination with friction clutch releasing devices, the independent
brake mechanism consisting of the pivotted brake lever I', connecting rod Is, and
slot I, substantially as described and illustrated with reference to Figures 3. 4
and 5.
Fifth-The adaptation of friction clutches to the crank shaft or axle of machines
of the safety or other type and providing said clutches F with a ring For
equivalent connection to work fredly around the nut N', said nut being free to
work on the screwed socket bearing N° and actuated from the handle by the
rod N, substantially as described and illustrated with reference to Figures 6. 7
and 8 of the annexed drawings.
Sixth-The arrangement of central driving gear to machines driven through the
intervention of friction clutches connected and free to be actuated on the axle and
substantially as described and illustrated with reference to Figures 9 and 10.
Seventh In safety bicycles or tricycles the employment on the underside of
the axle or axle tube of a tension rod O connected at each side to the framing of
the, machine and substantially in the manner and for the purposes described with
reference to Figure 10.
Eighth The conversion of the type of safety bicycles herein described inte
tricycles by the application of a tail P connected to the frame by a Stanley head

page_text: the seat having been removed and attached by suitable means to the tail P
substantially in the manner described and illustrated.
Ninth The construction of machine shown at Figure 11 consisting of side
steering handles, front rest C, and pivotted. back bone P, substantially as
described.
Tenth The dividing of the crank at A and the means for coupling same
consisting of a tube B and set screw C substantially as described and illustrated
with reference to Figures 12 and 13.
Eleventh The hingeing of the crank at the two points A. A between the pedals.
in combination with the clips B B to allow of the folding of the machine and
also to effect rigidity of the crank substantially as described with reference to
Figure 14.
Twelfth The connection of hand brakes at a point intermediate of their
length substantially in the manner described and illustrated with reference to
Figure 15.
•
Thirteenth The means herein described and shown at Figures 16 and 17, or
other equivalent device, for moving a spoke or spokes for effecting the ready
insertion and attachment of the lamp to the hub.
Fourteenth-The power or speed gear herein described and illustrated consisting
of a chain wheel a arranged as shown and connected to or forming part of the
mitre or bevil wheel A, and capable of being connected at will to the road wheel,
said wheel A when released driving the wheels D on their gudgeons. E, and on the
opposite side engaging with the fixed wheel F, and operating substantially in the
manner described and illustrated with reference to Figures 18. 19. 20 and 21.
Fifteenth The construction of machine substantially as described and shewn
provided with a cross bar B extending from the framing A for the purpose of
steerage substantially in the manner shown and described with reference to
Figures 22. 23, 24, 25, 26 and 27.
In witness whereof I the said John Orme have hereunto set my hand and
seal this Twenty third day of February in the year of our Lord One thousand
eight hundred and eighty four.
Witness
CHAS. S. WOODROFFE,
22 Southampton Buildings
Chancery Lane W.C.
JNU, UKME
(L.S.)