IMPROVEMENTS IN OR CONNECTED WITH THE CONSTRUCTION AND WORKING OF BICYCLES, TRICYCLES, AND OTHER VELO- CIPEDES
Year: 1879

page_text: LETTERS PATENT to Nils Knut Husberg, of Stockholm, in the Kingdom of
Sweden, for the Invention of " IMPROVEMENTS IN OR CONNECTED WITH THE
CONSTRUCTION AND WORKING OF BICYCLES, TRICYCLES, AND OTHER VELO-
CIPEDES."
Sealed the 18th November 1879, and dated the 4th September 1879.
PROVISIONAL SPECIFICATION left by the said Nils Knut. Husberg at the
Office of the Commissioners of Patents on the 4th September 1879.
NILS KNUT HUSBERO; of Stockholm, in the Kingdom of Sweden. "IMPROVE-
MENTS IN OR CONNECTED WITH THE CONSTRUCTION AND WORKING OF BICYCLES,
TRICYCLES, AND OTHER VELOCIPEDES."
This Invention relates to, various improvements in or connected with the con-
struction and working of bicycles, tricycles, and other velocipedes, and the Invention
has especial reference to the propelling mechanism, the connection of the fork of the
front wheel with the backbone, the fitting of the saddle or rider's seat, the steering
and brake mechanism, and to the rim tyre, and to the combination of such improve-
ments in one machine, or their use separately in existing machines, with the several
objects which will be rendered apparent in the following description
That part of my Invention having reference to the propelling mechanism consists
in the substitution of a ratchet-lever mechanism for the usual arrangement of cranks
or cranked axles for actuating the driving-wheel, with the object of doing away
altogether with the dead centres, and thus rendering the motion easier, especially
in going up inclined roadways... This mechanism consists of a novel arrangement of
reciprocating ratchet-levers (consisting, when adapted for instance to the driving
wheel of a bicycle, of two ratchet wheels, each of which is firmly secured to a lever),
one of which is arranged on each side of the driving wheel, and mounted loosely on
its axle, or on its hub if it runs loosely on its axle. Each side of the hub of the
wheel carries one or more pawls, which engage with the ratchet wheels. As an
equivalent for this arrangement the pawls may be combined with the levers, and
the ratchet wheels be secured to the hub of the driving wheel. Each lever is pre-
ferably made in two parts or sections pivoted to each other and fitted with stops, so
[Price 81

page_text: as to be rigid when extended, and so as to allow the outermost part being folded
onto the other, so as to form a shorter lever, with the pedal nearer the axle of the
driving wheel if more convenient. Each lever is separately connected by an elastic
cord depending from and fastened to the fork, and which cords have a constant
tendency to keep the pedal levers in a raised position ready to be depressed by the
feet. This arrangement is of advantage in that it renders the motion of each foot
and the action of each ratchet-lever quite independent of those of the others, which
is a great desideratum and altogether unattainable in such machines as generally
constructed. As an equivalent for this arrangement the ratchet levers may be
suitably connected to and have their return movements effected by a cord passing
over a pulley or pullies carried by the fork above the driving wheel, and either
above or below its junction with the backbone.
It will thus be seen that the depression of the pedal-levers by the feet will cause
the forward rotation of the driving-wheel and the consequent propulsion of the
velocipede, the return movements of the pedal-levers being effected in reciprocating
movements through the same arcs they descended by the elastic cords or other con-
necting cords, as above described, the pawls then slipping past the teeth of the
ratchet-wheels without affecting the forward rotation of the wheel in any way, and
which may continue while the pedals are at rest until the inertia of the velocipede
is exhausted by the friction of its parts or otherwise.
A modification of this ratchet-lever mechanism may be effected by pivoting the
pedal levers upon rear extensions of the fork, and fitting the same with spur toothed
segments, which gear with smaller spur pinions made fast to the ratchet wheels.
This árrangement has the advantage of enabling a multiplied motion to be given
to the driving wheel, and of enabling the saddle or seat to be placed further back
relatively to the fork than in the preceding modification, so that the danger of
turning an unintentional somersault is reduced to a minimum.
The junction of the fork with the backbone is effected as follows, with the special
object of rendering it more elastic than usually, so as to minimise as much as possible
the effect of shocks to the velocipede:-I cause the under centre of the head of the
back-bone to work in a small loose cap carried by the fork, the same being cushioned
by and resting in a thin packing of india rubber. The upper centre of the head
works in the usual screw at the top of the fork, but which I cause to work, not in
threads cut in the upper cross bar or piece, of the fork, as usually, but in a nut
cushioned by and resting in a packing of india rubber arranged between it and the
said cross bar or piece of the fork in the same way as the under cap. In some cases
however it may be necessary or advisable to use only a cushioned under centre, the
upper cestre then working in the usual screw held by the threads cut in the upper
cross-bar of the fork, as above referred to.
To render the connection between the saddle or seat and the backbone more
elastic than usually, and to allow of it being more easily placed in and removed
from position,. I. provide the backbone with upper and lower projecting parts or
tangs, which I cushion with facings of india rubber, and I bend the bar to which
the seat or saddle is connected so as to engage with these cushioned tangs and
secure the seat in position, rendering the same still more secure by securing the
outermost end of the bar to the backbone by a cord or strap or otherwise.
I effect the steering of the velocipede by a lever to which the usual handles are
connected, and which is pivoted to the fork, and is constructed to act also as a
brake, its forward end being prolonged, so that it may be depressed as a brake upon
the wheel. Where the seat is not placed almost directly over the axle of the driving
wheel, as in the second modification of the above described improved propelling
mechanism, the combined steering and brake lever is constructed so as to rest upon
the neck of the backbone at a point near the head. The friction and pressure which
may be thus obtained when the handles of the lever are depressed is of advantage
in preventing the driving wheel from "wobbling," and in enabling it to be easily
held in any desired position in which it may be placed without such a tendency to

page_text: constantly change as is the case with ordinary velocipedes. By this means also the
driving wheel may be caused to bear upon the ground in such a manner as to obtain
a greater bite or hold thereon when desired.
To enable the driving (or other) wheels to obtain a better hold than usually upon
the ground I construct the rim thereof with two V or U-shaped grooves around its
periphery in lieu of one, as hitherto, and I fasten the same to a hollow felloe by
rivets or otherwise, and around such double grooved rim I stretch (without needing
cement to fix it in position) an india-rubber or other tyre formed so far as regards
its inner side of a double Vor U-shape, corresponding to the grooves of the rim, and
so far as regards its outer side, which bears upon the ground, either of a corre-
sponding shape, which I prefer, or of a semi-cylindrical or other suitable shape; or
I stretch around each of such grooves a separate tyre. By these means I lighten the
rim and tyre to a very appreciable extent, render it very strong and yet elastic, and
obtain a much more effective hold upon the ground.

page_text: .
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Nils Knut Husberg in the Great Seal Patent Office on the 4th March
1880.
IMPROVE-
NILS KNUT HUSBERG, of Stockholm, in the Kingdom of Sweden.
MENTS IN OR CONNECTED WITH THE CONSTRUCTION AND WORKING OF BICYCLES,
TRICYCLES, AND OTHER VELOCIPEDES."
This Invention relates to various improvements in or connected with the con-
struction and working of bicycles, tricycles, and other velocipedes, and the In-
vention has especial reference to the propelling mechanism, the connection of the
fork of the front wheel with the backbone, the fitting of the saddle or rider's
seat, the steering and brake mechanism, and to the tyre, and to the combination
of such improvements in one machine, or their use separately in existing
machines, with the several objects which will be rendered apparent in the following
description :-
I would premise the description of my Invention by remarking that at the time
of filing my Provisional Specification I was not aware that levers had ever been
used in combination with ratchets for the purpose of propelling velocipedes, and that
it has since come to my knowledge that ratchet levers have in certain forins been
employed for the purpose. I shall therefore limit myself in the following descrip-
tion to such arrangements of such parts which I believe to be novel and of my
Invention, and shall then point out their advantages over other known combi-
.nations.
On the accompanying Drawings Figure 1 represents a partial side elevation of a
bicycle constructed according to my improvements, the upper portion of the fork
and backbone being shown in section to render the illustration easier of comprehen-
sion; Fgiure 2 represents a plan view of the steering and brake lever hinged to the
fork, which latter is cut at a place between its upper bridge and the lever; Figure 3
represents a side elevation of a bicycle of a somewhat modified shape, portions of
the wheels being broken away; Figure 4 represents a partial front view of the
improved propelling mechanism, showing the driving gear, wheel, and connections
in section; Figure 5 represents a sectional side elevation showing the clutch con-
nection between the pedal lever and the driving gearing wheel; Figure 6 represents
a section of the pedal lever, showing a stirrup to which may be attached the spring
or elastic cord which causes the return movements of the pedal; Figure 7 represents
a partial sectional view of the fork, showing the mode of connecting it to the head
of the backbone; Figures 8 and 9 represent sectional views illustrative (together with
part of Figure 1) of my method of fitting the saddle or rider's seat; Figure 10 repre-
sents a partial section through the centre plane of the steering lever, with the upper
portion of the head of the backbone broken away; Figure 11 represents a plan view
of the same head and connections, of which portions are broken away; and Figures
12 to 14 represent sections of rims adapted with my improved tyres.
In Figure 1 of the Drawings the driving wheel 1 is shown as mounted in the
usual frame or fork 2; the latter is represented as provided with extensions 3, to
which are pivoted pedal levers 4, but should the latter be pivoted to the fork above
the centres of the driving wheel the extensions 3 are dispensed with. The levers 4
are fitted with spur toothed segments 5, which gear into smaller spur pinions 6,
having a ratchet connection with the driving wheel, and mounted loosely either on
the axle thereof or on prolongations of its hub.
Instead of ratchets I may use their equivalents, and prefer those of a silent
motion.

page_text: Such a ratchet or rather clutch connection is shown in Figures 1, 3, 4, and 5. In
Figure 1 is shown an outside clutch 7 pivoted to the flange of the hub; its free end
is wedge shaped, and enters a corresponding groove 8 in the spur pinion 6, or other
wheel firmly secured to it, and at a point some 5 of 6 degrees from a line drawn
between the pivot centre of the clutch and the centre of the grooved wheel 6, the
wedge shaped end of the clutch being pressed into the groove by a spring 9.
The action of this friction clutch is well known. When the spur pinion is caused
to revolve in one direction, say by the pressing down of the pedal lever, the clutch
will lock itself, and thus carry the driving wheel with it; but the clutch slips freely
in the groove on the return movement of the pedal without in any way affecting
the rotation of the wheel
Each lever is separately connected to an elastic cord or spring depending from or
fastened to the fork or frame, and which cords or springs have a constant tendency
to keep the pedals in a raised position ready to be depressed by the feet.
Such an arrangement is of advantage in that it renders the motion of each foot
and the action of each pedal lever quite independent of those of the others, which
is a great desideratum and altogether unattainable in such machines as generally
constructed.
I prefer the use of a double spring, as shown in Figure 1, or a combination of an
elastic cord and spring as shown in Figure 3. The spring 10 shown in Figure 1
is very pliant, its object being merely to keep the pedal raised; the spring 11 is
stouter and in a lower position than the spring 10, and has for its.object not only to
take up the work amassed by the oscillating lever, and which work it may return
to the rider, but also to serve as a support for the pedal lever when the rider's
foot rests upon it, as is the case when going down hills.
By such an arrangement of springs it will be seen that when going up hills, or
else when the motion of the pedal is slow, in which case it need not be depressed
very low, the more pliant spring will be able to raise it; but when great speed is
desired the stouter .spring will have to assist. The spring 10 may be fixed to the
fork but is preferably attached to the stouter spring, as shown in Figure 1, and is
adjusted by one or two screws 12, 13, the latter of which may at its end be
provided with a small castor to reduce friction. The spring 11 is pivoted or hinged
to the frame or fork and secured and adjusted by screws 14.
The adjustment of the elastic cord 15, see Figure 3, may be effected by merely
moving the stirrup 16, to which it is attached nearer to or further from the fulcrum
of the lever.4. To this end,a,rubber ring 17 is passed under the lever or under a
bar of the lever and.stretched over the ends of the stirrup as shown in Figure 6.
The mode above described for increasing the speed of the driving wheel is in some
few special cases to be preferred to its equivalent the common gearing. Though
it be true that a large multiplying wheel is more unsightly than a segment, the
latter secured as it is to the pedal .lever augments its weight and consequently
causes a good deal of work to be lost.. The common gearing, with the pedal levers
in direct ratchet or clutch connection with the larger of the geared wheels is
therefore in most cases to be preferred.
In Figure 3 is shown a bicycle with a small driving-wheel and chain gearing'in
combination with the spring.pedal levers.
The driving wheel 1 is mounted in a frame, a combined fork, and back-bone. At
the place where the forks 2 are jointed to the back-bone 18 and the bars 19, two
slots, one on each side of the wheel, are provided for the carriers of the seat which
is made capable of.being raised or lowered as shown.
The bars 19, one on each side of the wheel, are rigidly connected with the forked
back-bone and properly stayed further below by the bent tube 20, they support the
axle 21 for.the driving gearing wheel 22 and connections, as shown in Figures.3,
4, and 5.
The pedal levers 4 which are loosely pivoted to the same tube (as when the axle
21 is fixed to the frame, so that it does not revolve with the wheel) or in modified

page_text: constructions (as when the axle is secured to and revolves with the wheel) to the
same axle as the driving-wheel 22, transmit motion to it through a ratchet or
clutch connection. The clutch 7 is constructed as the one already described, except
that it here works inside its wheel or pulley 6, an arrangement which is always to
be preferred whenever practicable. The power is transmitted from the wheel 22
through an endless chain 23 to a smaller wheel 24 made fast to the driving
wheel 1.
It is of course of the utmost importance that the levers and especially the pedals
be made as light as possible. Another matter of no less importance is to have a
suitable proportion between the diameters of the geared wheels as well as a proper
length of the levers. It might be said that if the levers shown in Figure 3 were
made half as long as they are shown, the diameter of the driving wheel 22 could be
reduced to one half its present size and the vehicle in both cases be propelled with
the same ease. But it is not so. It is certain that the same pressure on the pedals
in both cases would propel the wheels with equal ease, but the shorter levers have
either to return twice as often, or be caused to oscillate over twice as many degrees
of a circle as the longer levers to obtain the same speed of the wheels in both cases.
Now we know that at cach return movement of the pedal some work is lost. This
may be insignificant when the springs which raise them are properly constructed
and adjusted, but the muscles of the rider's legs are twice as often expanded and
contracted, making him get tired much sooner. Supposing then we have the
shorter levers to oscillate over twice as large an angle as the longer one it will be
apparent that the leverage will be considerably diminished. There is a limit
however for the increasing of the length of the levers, not only because of the
disproportion between the geared wheels, but even because they become heavier as
they become longer, and amass therefore a greater work when put in motion, a
portion of which work is lost at the moment the pedal changes the direction of its
sway. The absence of dead centres allows of a comparatively smaller leverage, so
the pedals of the levers need not move so fast as those of the cranks for obtaining
the same speed.
Each lever is preferably made in two parts or sections pivoted to each other and
fitted with stops, as shown best in Figures 4, and 5, so as to be rigid both when
folded and extended, which operations may be readily effected by the action of the
foot without dismounting. The stop may consist of a semicircular groove 25 in
the outer socket, and a corresponding pin 26 so as to serve to prevent the
separation of the hinged portions and as a stop, but other equivalent means may be
used. When the section 27 is folded upon the other section 4 the pedal 28 comes
closer to the axle, forming a short lever, and when the sections are extended a longer
leverage is obtained.
In machines. built for travel on a moderately billy road or for racing purposes
lighter pedal levers without the folding arrangements are to be preferred.
I will now show the advantages to be derived from the adoption of my above
described improved arangements of ratchet pedal levers over those of other known
combinations.
One of the latter is described in the Specification of Letters Patent, No. 195378,
granted to Michael Mary Brophy. The advantage this arrangement possesses over
the common crank is the doing away with the dead-centres, so that hills may be
more easily mounted, but on level ground and up moderately steep hills the cranks
have the advantage, for the reason that the pedal levers have to return nearly twice
as often as the cranks, and at each such return movement some work is lost. This
work thus lost is proportionate to the square of the velocity of the oscillating lever,
and it will therefore be apparent that whenever ordinary or greater speed is
required, it becomes necessary to connect the pedal levers with gearing, so as to
cause the levers to move slowly.
Again, in the Specification of Letters Patent, No. 682, granted to William
Robert Lake, is described a combination of speed gearing and ratchet levers, but

page_text: the latter are in this case connected to other pivoted levers and rods; such a com-
bination is of course impracticable, for the unavoidable, loss of work of the oscillating
levers stand in direct proportion to their weights; besides, there is the extra friction
of the second pivoted lever.
The method described in the Specification of Letters Patent, No. 2603 *, granted
to Joseph Monteith, would seem to remedy the disadvantage just referred to, there
being no extra rods or levers, but the return movement of the one pedal is here
effected by pressure on the opposite one (both being connected by a cord passing
over a pulley at the top of the wheel). The work amassed at the moment of. the
returning of the pedals must be entirely lost, and causes therefore a sudden contre
pressure on the downward moving foot. Another disadvantage of this arrangement,
is that the pedal levers cannot be worked independantly of each other.
It will then be apparent that the only practical mode of employing ratchet levers
for the purpose of propelling velocipedes, will be in combination with springs and
gearing, as is described in my present Specification, and without any connection
with other levers, rods, or bell-cranks.
The junction of the fork with the backbone is effected as follows:-with the
special object of rendering it more elastic than usually, so as to minimise as much
as possible the effect of shocks, making it possible to employ a lighter rubber tyre
than ordinarily.
As shown in Figure 7, I cause the under centre 29 of the head of the back-bone
18 to work in a small cap 30, carried by the lower cross-bar or bridge 31 of the
fork 2, the cap being cushioned by and resting in a thin packing 32 of india rubber,
leather, or other suitable material. The upper centre 33 of the head works in
connection with the usual screw 34 at the top of the fork, but which I cause to
work, not in threads cut in the upper cross-bar or piece 35 of the fork 2 as usually,
but in a nut 36 cushioned by, and resting in a packing 37 of india rubber, arranged
between it and a groove in the said cross-bar in about the same way as the under
сар.
In some cases however, it may be necessary or advisable to use only a cushioned
under centre, the upper centre then working in the usual screw held by the threads
cut in the upper cross-bar of the fork, as above referred to.
To render the connection between the saddle or seat and the backbone more
elastic than usually, I provide the backbone with upper and lower projecting [parts
or tangs, which I cushion with facings of india rubber or other elastic material, and
I bend the bar to which the seat or saddle is connected, so as to engage with the
cushioned parts and secure the seat in position, rendering the same still more secure
by connecting the outermost end of the bar to the backbone by a cord or otherwise.
Figures 1, 8, and 9, show some modes of securing the saddle and saddle supports
to the backbone, but many others may be constructed on the same principle.
Figure 1 shows the saddle 38 secured to the bar 39 which is preferably a spring
and is bent so as to engage with the elastic cushions 40 placed between the two
side bars of the back-bone (the upper portion of the usual tubular back-bone being
in this case replaced by the side bars) and secured preferably by bolts 41 as shown.
A bolt 42 which passes through holes made in the side bars and over a bend of the
bar 39 keeps the saddle down so as to render the mounting of the bicycle easy.
The bar 39 should fit between the sides of the backbone 18 so as to be properly
guided.
Figure 8 shows the back-bone constructed as in Figure 1 with two side bars, but
here the rear end of the bar or spring 39.has been made to engage with a larger
cushion 40 and the end of the bar is so shaped as to surround this piece entirely.
The foremost end of the spring or bar 39 is kept down by the bolt 41 and a
stop 43 preferably rubber coated prevents the end of the spring from coming in
contact with the wheel 1.
The seat bar 39 shown in Figure 9 rests with its rear end upon the elastic
cushion 40 held in a conveniently shaped piece 44 made fast to the backbone.

page_text: The foremost, end of the spring is secured by a bolt as in common bicycles but the
perforations in the spring are much larger than the bolt and the space thus formed
is filled in with a rubber piece 45.preventing metallic contact between the spring
and the bolt.
'
Where the seat is placed near to the steering head as in common bicycles the
arrangements illustrated in Figures 8 and 9, or modifications thereof are to be
preferred to the one illustrated in Figure 1.
In cases similar to those shown in Figures 1 and 9, the rubber facing on the bolts
or pieces nearest to the fork may sometimes be dispensed with.
The steering of the velocipede is effected by a lever, to which the usual handles
are connected and which is pivoted to the fork, and is constructed to act also as
à brake, its forward end being prolonged so that it may be depressed upon the
wheel.
The lever 46 is preferably pivoted to the lower bridge 31 on a bolt 47, and may
pass on the one or the other sido of the head; but I prefer to construct it so as to
encircle the head of the back-bone or the head of the fork, should the same not be
an open one. The forward end of the lever carries a common spoon or roller
brake 48, which may be depressed upon the wheel whenever necessary. The
handle bar 49 may be fixed to the lever 46, or it may be pivoted to it, as shown
in Figures 1 and 2, so as to turn laterally. The dotted lines in Figure 2 show the
position of its middle line when turned 180°, as it may be when the saddle has
been placed further to the rear.
Where the seat is made to be raised or lowered the handle-bar 49 should also be
made to be raised, and is for this purpose affixed to a bolt 50, shown in Figure 3,
the latter being provided with threads working in corresponding threads cut in the
end of the lever 46.
Sometimes it will be more convenient to mount the bicycle with the hands on
the seat instead of on the handles 49, and in such cases I attach a cord 51, seen in
Figure 3, to one side of the lever 46, and pass it through a hook 52, under the
saddle 38, and back to the lever 46, where it is again fastened. I can by this
means keep the bicycle in a given direction while mounting without touching
the handles, and when well mounted I unfasten the said cord.
The hinged lever 46 may be suspended through a rubber ring 53 which touches
the lever on its upper and under faces, and is stretched over small extensions 54 of
the fork head, as shown in Figures 1, 2, 3, 10, and 11. This arrangement has
several small advantages besides the one of admitting of a gradual application of
the brake. In bicycles of ordinary construction, where the hinged lever comes.
wholly in front of the head, a rubber ring is either passed over both the head and
the lever, or each side of the fork head is provided with projections (buttons), and
a rubber ring or rubber band stretched between them and in front of the lever so
as to press it against the forkhead, or a spring may be attached to the forkhead
for the same purpose. The bracket to which the lever 46 is hinged ought to
project further out from the head to prevent the brake from coming down upon
the wheel when there is a mere downward pressure on it, or the handle bar may
be bent so that the handles come nearer to the rider.
Where the seat is not placed almost directly over the axle of the driving wheel
the combined steering and brake lever is constructed so as to rest upon the neck
of the backbone at a point near the head.
The friction and pressure which may be thus obtained when the handles of the
lever are depressed is of advantage in preventing the driving-wheel from wobbling, 5
and in enabling it to be easily held in any desired position in which it may be
placed without such a tendency to constantly change, as is the case with ordinary
velocipedes.
Figure 7 shews the hinged lever 46 resting on the raised portion 55 of the neck
of the backbone, and a rubber band 56 stretched over the lever tends to make its 5
contact with the back-bone elastic. The rubber band 56 may be moved further to.

page_text: the rear or nearer to the front whenever desired, in which case the lever instead
of being arrested by the neck of the backbone comes down on one or two
preferably rubber coated stops 57, made fast to the sides of the head of the fork."
As a modification of this a suitable piece 58, seen best in Figures 1 and 10, may
be hinged to the backbone, and when disconnection between the latter and the
depressed lever 46 is desired the hinged piece 58 may be turned backward direct
by the rider, or through a cord 59, as shewn in Figure 3, if too distant from the
rider; the elastic band 53 serves also to cushion the depressed lever.
To enable the driving or other wheels to obtain a better hold than usually upon
the ground I give to the outer side of the tyre a double semi-cylindrical or a
double V or U shape, or other suitable shape that causes a groove to be formed in
its middle around its periphery; or I stretch around the rim two separate tyres,
should the rim be constructed with two corresponding grooves.
The inside of the tyre or tyres I make of a shape corresponding to the section
of the felloe or of any other suitable shape.
In Figures 12, 13, and 14 are shown sections of these non-slipping tyres.
The rim 60, shewn in Figure 12, is provided with two semi-cylindrical grooves
around its periphery, and onto it is stretched a tyre 61 of a corresponding shape,
both on its inner and outer sides. No cement need be used to fit it in position.
Figure 13 shews another improved tyre 61 fixed to a rim of a common
section.
If the groove in the middle of the tyre be made deep the tyre should be fixed
with a string 62, strong but fine, so as to permit of knots being made for every few
coils, so that if the thread should burst in one place the whole string would not
come off; should the groove be more shallow it may be fixed with cement or with
a few small bolts which pass through the tyre and rim, on the underside of which
they are either riveted or secured by nuts. The bolts arc, provided with thin
oblong heads, so as to fit in the groove and have a sufficient bearing surface upon
the rubber. This tyre gives a very light and neat appearance to the wheel, not
being so high as the corresponding round one as the dotted lines indicate.
The tyre, shewn in Figure 14, is fixed to the rim by means of a wire 63 passing
through the tyro (and rim and secured to a spoke 64, and then spun round in
the groove, and again passed through the tyre and rim and made fast to another
spoke.
The brake may in this case be of such a shape as to press simultaneously against
the wire, and only that part of the rubber adjacent to the groove.
Should the felloe be very deep it may be advantageous to fill it up to a certain
height with thread or other suitable material, as shewn in Figure 14.
Having now fully described my Invention, and the manner in which the same is
to be or may be performed or carried into practical effect, I would remark in
conclusion that I wish it to be understood that I make no claim to the principle of
the application of ratchet pedal levers in general for the purpose of propelling
velocipedes; but what I believe to be new and original, and therefore claim as the
Invention secured to me by the hereinbefore in part recited Letters Patent is,―
1. The use in combination of pedal levers, having a ratchet or clutch connection
with the driving wheel or with the driving gearing wheel of velocipedes with
springs and gearing, substantially as hereinbefore described.
2. In a velocipede I claim the connection of the fork with the backbone, sub-
stantially as hereinbefore described and illustrated in Figure 7 of the accompanying
Drawings.
3. The supporting of the bar or spring of the seats or saddles of velocipedes by
elastic custions, substantially in the manner herein before described.
4. The use of a steering lever pivoted on the fork of the guiding wheel of
velocipedes and adapted to act as a brake upon the wheel, substantially as hercin-
before described and illustrated on the accompanying Drawings.
5. The use of a pivoted steering lever constructed to rest on or be depressed

page_text: upon the frame or backbone of the velocipede, substantially as and for the purpose
hereinbefore set forth.
And 6. In a velocipede I claim the application and use of grooved non-slipping
tyres, substantially as herein before set forth and illustrated in Figures 12 to 14 of
the accompanying Drawings.
In witness whereof, I, the said Nils Knut Husberg, have hereunto set my
hand and seal, this Second day of March, in the year of our Lord One
thousand eight hundred and eighty.
N. K. HUSBERG. (LS.)