Improvements in Tricycles or Velocipedes, chiefly designed for Use on Railways.
Year: 1895

page_text: Date of Application, 9th July, 1895-Accepted, 28th Dec., 1895
COMPLETE SPECIFICATION.
Improvements in Tricycles or Velocipedes, chiefly designed for Use
on Railways.
I, FRANK BRADY, of No. 2 Clark Street, City of Chicago, in the County of
Cook and State of Illinois, United States of America, Manufacturer, 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 railway tricycles or velocipedes, and
has among its primary objects that of producing a railway tricycle which shall be
strong, durable, compact and light in its construction, easy to propel and capable
of being at all times perfectly controlled, and which shall effectively apply the
maximum amount of power developed by either, or both, the arms and legs of
the rider.
The above stated and such other objects as may appear from the ensuing
description are attained by the construction illustrated in the accompanying
drawings, in which—
Figure 1 is a plan view of the velocipede.
Figure 2 is a sectional elevation on the line 2-2 of Figure 1.
Figure 3 is a sectional elevation on the line 3-3 of Figure 1.
Figure 4 is the detail of construction.
Figure 5 is a plan view showing a slight variation.
Figure 6 an elevation of a portion of the pedal mechanism.
Figure 7 a side elevation on the line 7-7 of Figure 5.
Figures 8 and 9 are details of construction.
Figure 10 is a plan view of a modified form of a machine embodying my
invention.
Figure 11 is a transverse vertical section on the line 11-11 of Figure 10.
Figure 12, a similar view to Figure 11 showing a variation of the structure.
Figure 13, a detail section on the line 13--13 of Figure 10; and
Figure 14, a detail view of the clutch mechanism.
Like letters of reference indicate corresponding parts in the various views.
In carrying out the invention, A, A1, A2, represent the wheels of the vehicle
adapted to travel upon the railway track rails, the wheel A travelling upou one
rail and the wheels A', A' upon the other. The wheels A1 and A2 are connected
by parallel frames B, forming a wheel-frame connected by the bolts b, b¹, the
latter forming axles for the wheels. Each of these wheel-frames is made up of
two horizontal portions, one above the other, with diagonal braces connecting
them. C is a rod constituting the axle of the wheel A, to which the driving gear
is connected. Supported at one end by this rod C is the side frame B', connected
with the wheel-frame B on the opposite side by the rods D, D¹. E, E¹ are braces
or frames of metal similar to the frames B from the rod D to the rod D¹ about
midway between the wheels and supporting the seat and driving mechanism. The
seat F is supported by a standard F', extending upward from the rod D' and
braced by the braces F2, F3. Pivoted between the frames E, E' are the pedal
cranks carrying two pedals G. These are of the ordinary construction and need
not be elaborated upon in this description. On the spindle of the crank G is the
usual sprocket wheel G. This is connected by the usual sprocket chain G³ with

page_text: the sprocket wheel G'on the shaft of the wheel A. Motion is thus communicated
to the latter. On the shaft C of the wheel A is a band wheel or friction pulley C¹
and surrounding this is a strap C2. Pivoted to the rod D' is a lever C³, one end
of the strap C being engaged to the lower end of this lever and the other end of
the strap being engaged to the rod D¹, so that the operator by grasping the
upper end of this lever can cause the strap to bear upon the wheel or pulley C¹,
and thus have an effective brake. Pivoted to an arm or projection H (Figure 3)
is the lever J, its lower end connected by the rod J with one of the cranks G.
The connection between the rod J' and the crank G is made by providing the end
of the rod with a hook which engages the crank, so that the rod can at any time
oe disengaged from the crank and the machine operated entirely by foot-power,
and during said operation, the rod can be temporarily connected with the lever
(which is now locked) in any suitable manner, or, by engaging the rod to the
crank, both foot and hand power may be used. The braces F2 and F3 are formed
in the arc of a circle, and provided with one or more notches f, and the lever J is
provided with an adjustable block j with a thumb-screw, said block engaging a
botch in the braces F2, F³, and locked therein by the thumb-screw. Thus, should
the operator not desire to use the hand power, he can lock the lever in any desired
position and use it as a handle to grasp and thus obtain more purchase with his
feet. It will be observed that the rods D, D₁ are detachably engaged to the
frame B by the bolts 6, 61 extending into said rods (which are preferably hollow,
and when so are preferably made of gas pipe) and locked there by the thumb
screws d. It will also be observed that by removing the nut a, the wheel A can
be removed. In Figures 5, 6, 7 and 8, I have shown a slight variation in the form
of imechanism, the end of the hand-lever J, instead of being connected to one of
the cranks by the rod J', is engaged to the shaft of the cranks G by a friction
clutch, shown in detail in Figure 8. This clutch consists of a hollow wheel K
loosely mounted on the crank shaft K¹. Around the periphery of this wheel K is
passed a band K2, one end connected to the lever J above its pivotal point, and the
other connected thereto below its pivotal point, the two portions of the band
crossing each other. Keyed to the shaft K¹ is a cam K³, and between this cam
and the inner periphery of the wheel is a loose block k, connected with the cam by
a spring. Thus, when the wheel K is revolved by a pull on the portion K2 of
the strap, the block k wedges between the cam and the inner periphery of the
wheel, and the wheel carries the shaft around with it. It will be observed that,
in Figure 5,1 have indicated by dotted lines the provision of wheels with pneumatic
tires, whereby the vehicle might be used upon an ordinary road or other surface,
and not be confined to use on a railway track. It will also be observed that I
have made the wheel frame B carrying the wheels A1, A2, as well as the wheel A
on the opposite side, readily attachable to and detachable from the balance of the
construction, so that when shipping or transporting the vehicle from one point to
another, the frame may be separated and more conveniently packed for shipping.
To protect the pedal mechanism, I extend the guard M (Figures 1 and 3) from
the frame E to the frame E¹. Again, it will be observed that, by the peculiar
curved shape of the lever J, the connections can be made with the driving
mechanism, and yet the upper end of the lever be at the desired point to be
grasped.
By the above construction; I have provided an exceedingly light, compact and
yet durable form of railway velocipede or tricycle, one that can be readily
"knocked down" for shipping, one in which the most destructible parts are
protected by a suitable guard, one in which the operator sits in the most desirable
point on the frame-work, and one in which either hand or foot power, or both, may
be used to drive the vehicle.
The description so far given refers in detail to Figures 1 to 9, inclusive, but in
Figures 10 to 14, inclusive, I have illustrated modifications of my invention, but
containing the same general features, such as the single wheel A, adapted to travel
upon one rail and mounted in the main frame of the machine, and the two

page_text: wheels A, A, mounted in the supplemental or detachable frame B, which is so
connected with the. main frame that it may be readily detached therefrom for
greater convenience in transportation.
While in the construction previously described, the driving mechanism, and the.
seat for the operator, is shown as mounted at the centre of the main frame, midway
between the rails, in Figures 10 to 14 inclusive, the driving mechanism and seat.of
the operator are shown at one side of the centre and near the detachable frame.,
Of course, a similar arrangement could be made with the mechanism previously
described, and vice versa.
Another modification of. the construction shown in Figures 10 to 14 is that the
frame E,. E, carrying the driving mechanism, is detachably mounted upon the
main frame by means of separable bars E³, as clearly illustrated in Figures 10, 11
and 12.
The detachable connection of the wheel frame B with the main frame, instead of
being obtained by means of the sleeve couplings d, are obtained by providing
pins d on the frame B, near the end thereof, adapted to fit a corresponding socket
in the bent ends d' of the main frame bars, D and D¹, and, adjacent to such pins,...
a thumb screw d³ is provided, working through the end d² and engaging the frame
bar D, as clearly illustrated at the right in Figure 10. When the thumb screws.
are loosened, so as to disengage from the frame bar D, obviously the wheel frame
may be readily detached from the main frame.
In the driving mechanism of this modified construction, the crank shaft A' has
the pedal cranks G rigidly secured to the ends thereof, and carrying at their ends
the usual pedals G¹, the pedals by preference having ports for their shafts in
companion arms G³ to the crank arms G, which latter a. pivoted to the frame
bars E. Between the crank arms G, the shaft K is provided with a crank arm G,
which is connected with a pitman G, with a crank arm G upon a shaft G loosely
journalled in the frame bars E, E. Upon this shaft is mounted a large gear
wheel G', meshing with.a pinion G8 on a shaft G, also loosely journalled in the
frame bars E, E. This shaft, as more clearly illustrated in Figures 10 and 14,
has mounted upon the end thereof, beyond the frame bar E and co-incident with
the axis of the wheel A¹, a half clutched coupling G, designed to engage a
companion half.coupling Gu, upon the axle G¹ of the wheel A'.
The hand lever J, having the handle J' in convenient position for use by the
operator, in this modified construction connects with the pitman G₁ between the
crank G2 on the pedal shaft and the crank G' on the gear shaft. In Figure 11,
I have shown the pitman G. as constructed in two sections and directly pivoted
at J¹ to the lever J, which latter is pivoted on the frame E'. While in Figure 12,
I have shown the lower end of the lever J provided with an elongated slot J³,
engaging a pin J* upon the pitman.
In all of the constructions shown, the machines possess the same general
characteristics as to the main frame carrying the single wheel, and the detachable
frame carrying the pair of wheels, and also the capability of operating by either
hand or foot power, or both, each form of the machine being equally simple, strong,
durable and portable.
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. In a railway tricycle, the combination with the wheels, the wheel-frame and the
main frame, said wheel-frame detachable from the main frame of the driving power,
substantially between the two ends of the main frame, said power consisting of a
lever for driving by hand and foot mechanism for driving with the feet, substantially
as described.
2. In a railway tricycle, the combination with the driving wheel, and its axle,
and connections between said axle and an auxiliary driving shaft, of a lever J for
driving the latter, said lever bent or curved, substantially as shown and described.

page_text: 3. In a railway tricycle, the combination with an auxiliary driving-shaft, of a
lever for driving the same, and clutch mechanism connecting the lever and shaft
consisting of a flexible band, one end connected with the lever above its pivotal
point and the other end to the lever below the pivotal point, the two portions of
the band crossing each other, a wheel loosely mounted on the shaft, around the
periphery of which the band is passed, and clutch mechanism within the wheel for
engaging the wheel to the shaft when the wheel is revolved in one direction,
substantially as described.
4. In a railway tricycle, the combination with the wheels and the wheel frame
of the main frame on which the driving mechanism is mounted, said main frame
consisting of two parallel rods extending from one wheel-frame to the other, said
rods attachable to and detachable from the wheel frame, at one end, substantially
as described.
5. In a railway tricycle, the combination with the main frame, a hand driving
lever, and the seat standard supported by said frame, of a brace extending from
said seat standard to the main frame, said brace provided with notches into which
locking mechanism on the lever may engage, substantially as described.
6. In a railway tricycle, the combination with the main frame and driving gear
mounted thereon, said driving gear consisting of foot mechanism and hand
mechanism, of a lever constituting the hand mechanism, said lever provided with
mechanism whereby it may be disengaged from the driving gear and with
locking mechanism whereby it may be locked in the desired position, when
disengaged, substantially as described.
7. In a railway tricycle, the combination with the main frame, of the detachable
frame mounted thereon, the crank shaft and foot pedals mounted thereon, the
pitman rod connected to said crank shaft, the gear operated by said pitman, the
pitman and clutch mechanism, all arranged substantially as shown and described.
8. In a railway tricycle, the combination with the main wheel, carrying frame
and tubular radial arms carrying the auxiliary wheel and driving mechanism,
of elbow arms, one portion of which enters the tubular frame arms and the other
portion of which is detachably bolted to the main wheel frame, substantially as
.described.
9. In a railway tricycle, the combination with the main and detachable frames,
of the crank shaft, gear and pinion, the pitman connecting the crank shaft and
gear, the foot pedals mounted upon the crank shaft, and a hand lever pivoted
upon the detachable frame and connected with the pitman, whereby either hand or
foot power, or both, may be used, substantially as shown and described.
Dated this 9th day of July 1895
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.