IMPROVEMENTS IN VELOCIPEDES
Year: 1884

page_text: I EDWARD CHARLES FREDERICK OTTO of Peckham in the County of Surrey,
Civil Engineer do hereby declare the nature of said invention for "IMPROVEMENTS
IN VELOCIPEDES to be as follows:-
These improvements are as regards one part applicable to velocipedes in general
and as regards other parts applicable to such velocipedes in which the rider
maintains bis equilibrium upon a frame which has its fulcrum in or near the centre
line of the road wheel axle and which carries the cranks and pedals, such as in my
Otto bicycle. In this latter machine the equilibrium of the rider whether at rest
or in motion is maintained by a distribution of the riders weight on the seat and
his pressure or pull (or both) upon the pedals, which latter through the band
connection from the driving pulleys on the crank to the driven pulleys on the road
wheel axle afford the required amount of stability or steadiness.
In order to conveniently apply a balance gear in such velocipedes, the axle is
made in two parts viz an inner part which may be tubular and which at one end
carries one road wheel and an outer tubular part which carries another road
wheel. The former passes through the latter part so that the two wheels may be
driven either together or independently of each other.
The " balance gear"
presently to be described is by preference placed in the centre of the axle but may
also be placed laterally. The saddle or other seat is mounted on a tubular or other
suitable frame which at its lower end carries a shaft with driving pulley or pulleys
and cranks and pedals attached thereto the whole of which is free to swing and
balance on the wheel axle in the centre of the vehicle. I provide the pedals with
footstraps as in my Otto bicycle to enable the rider both to push and to pull with
his feet and thus also giving greater steadiness and control over the machine.
Motion is transmitted from the crank shaft pulley or pulleys to a pulley or
pulleys on the wheel axle by endless driving band or bands or chain or chains or
the transmission may be effected in any other suitable way such as by tooth wheel
gearing or connecting rods and cranks. When I use two sets of pulleys I steer in
the same manner as in my Otto bicycle one or other of the bands being slackened
as required, and smooth bands being used. When I use one set of pulleys I prefer
to employ an endless driving band made of very Bexible steel or other suitable
strong flexible metal which for preventing slip is provided at regular intervals with
two half round steel bars opposite to each other on the two sides of the band and
which thus together form one round bar. These bars project beyond the edges of
the band and are there rivetted together and are fixed in notches formed in the
edges of the band. The under halves of the bars drop into corresponding half
round recesses formed in the pulleys and in flanges provided for them. The band
or the pulleys between the flanges may be covered with india rubber. I prefer to
form the band with similar notches at short intervals between the aforesaid notches

page_text: for the half round bars, so that the weakening effect of the notches becomes more
distributed throughout the length of the band. These bands are also applicable to
other velocipedes.
The balance gear is constructed as follows:
On the smaller or inner wheel axle is loosely mounted a flange pulley or sprocket
wheel which has a laterally projecting rim on each side and is driven by an endless
chain or band from the pulley on the crank shaft. The central spokes or web of the
sprocket wheel is between the rim and the nave formed with bearings for two
spindles placed diametrically opposite each other and having at each end (that is on
each side of the centre web or spokes of the wheel) fixed thereon a pinion; the
two pinions on one side are a trifle smaller than the two pinions on the other side,
and these latter gear each with a pinion of the same diameter as itself and mounted
loosely on a pin fixed to the web or spokes of the wheel. The last named loose
pinions gear with an internally toothed wheel rim which is fixed on say the outer
tubular part of the road wheel axle. The aforesaid slightly smaller pinions on the
other side of the sprocket wheel web or spokes similarly gear with an internally
toothed wheel rim which is somewhat smaller in diameter than the first named
internal tooth rim and is fixed on the other or inner part of the road wheel axle.
The projecting rims of the sprocket wheel come over the aforesaid internally
toothed wheel rims, but an intermediate annular space is left between them for a
friction or other clutch which normally is in action, while the peculiar action of
the balance gear is then so to say arrested; in such case the vehicle is bound to
move in a straight direction. Now in order to steer that is to say make one say
the right hand road wheel to go slower than the other, I release the clutch on that
side and apply at the same time and by a simultaneous motion a brake upon the
The other or left hand road
rim of the internally toothed wheel on the same.side.
wheel has at the same time to move proportionately quicker on account of the
balance gear intervening, and the friction clutch has to be of such a construction
that it allows the left wheel to move proportionately quicker. If it were not for
the balance gear intervening the wheel could be made always to run forward but
not backward unless the clutch were released and brake applied.
For the purpose of retarding or stopping the motion of the vehicle I provide a
central brake or brakes by preference of a band form on the rims or other part of
the sprocket wheel. The aforesaid brakes and clutches are operated by handles
arranged on the swing frame.
Obviously any other suitable or well known balance gear may be employed if
provided with clutches and brakes as stated for it will be observed that wherever
a balance gear is employed the steering can be effected by simply retarding one or
the other side of the balance gear and with it the corresponding driving wheel;
also that it is possible to introduce a clutch or two for arresting the action of the
balance gear when it is desired to run in a straight direction.
By thus combining a balance gear with clutches and brakes as stated I not only
obtain the advantages of a true double driver as in the Otto bicycle but I actually
gain and transfer the power of the brake which retards the inner wheel in turning
a curve to the outer wheel which is able to apply the power most effectually and
over the greatest space or distance thus making it tlie principal driver. By a
balance gear alone as heretofore it is well known that the outer wheel performs its
work at a disadvantage because the work performed in a unit of time and of space
is relatively small, while the work of the inner wheel is relatively too great to be
advantageously applied in the short space traversed.
Car
1004

page_text: I, EDWARD CHARLES FREDERICK OTTO of Peckham in the County of Surrey
Civil Engineer do hereby declare the nature of said invention for "IMPROVEMENTS
IN VELOCIPEDES and in what manner the same is to be performed, to be
particularly described and ascertained.in and by the following statement:-
و"
These improvements are as regards one part applicable to velocipedes in general
and as regards other parts applicable to such velocipedes in which the rider
maintains his equilibrium upon a frame which has its fulcrum in or near the centre
line of the road wheel axle, and which carries the cranks and pedals, such as in my
Otto bicycle. In this latter machine the equilibrium of the rider whether at rest
or in motion is maintained by a distribution of the rider's weight on the seat and
his pressure or pull (or both) upon the pedals which latter through the band
connection from the driving pulleys on the crank to the driven pulleys on the road
wheel axle afford the required amount of stability or steadiness.
Figure 1 of the accompanying drawings is a sectional side view, Figure 2 a part
sectional front view and Figure 3 a longitudinal section of steering lever for brakes
of a central driver Otto bicycle constructed according to this invention. Figures 4,
5 and 6 illustrate my new balance gear, and Figures 7 and 8 illustrate a Starley
balance gear adapted to my clutch and brake steering arrangement, showing also
partly my new construction of driving band which is also illustrated by Figures 9,
10, 11 and 12.
In order to conveniently apply a balance gear in such velocipedes the axle
is made in two parts vizt an inner part A which may be tubular and which at one
end carries one road wheel W and an outer tubular part B which carries another
road wheel W¹. The former part A passes through the latter part B so that the
two wheels W W₁ may be driven either together or independently of each other.
The "balance gear" presently to be described is by preference placed in the centre
of the axle as shown but may also be placed laterally. The saddle or other seat T
is mounted on a tubular or other suitable frame T which at its lower end carries a
shaft T with driving pulley T3 or pulleys and cranks and pedals attached thereto
the whole of which is free to swing and balance on the wheel axle in the centre of
the vehicle. I provide the pedals with footstraps (not shown in the drawings) as
in my Otto bicycle to enable the rider both to push and to pull with his feet and
thus also giving greater steadiness and control over the machine.
Motion is transmitted from the crank shaft pulley T3 or pulleys to a pulley T or
pulleys on the wheel axle by endless driving band or bands or chain or chains or
the transmission may be effected in any other suitable way such as by tooth wheel
gearing or connecting rods and cranks." When I use one set of pulleys I prefer to
employ an endless driving baud such as shewn in plan at Figure 9 and in cross
section at Figure 10 made of very flexible steel or other suitable strong flexible
metal which for preventing slip is provided at regular intervals with two half.
round steel bars S opposite to each other on the two sides of the band and which
thus together form one round bar. These bars project beyond the edges of the

page_text: band and are there riveted together as shown and may be also fixed in notches
formed in the edges of the band as shown in Figure 9 or they may be fixed
by three rivets as shown in Figure 11 one rivet in the middle and one at each end
through a widened part of the band; shown also in the edge view fig 8 and in the
cross section on line A A in Figure 12. The under halves of the bars drop into
corresponding half round recesses formed in the pulleys and in the flanges pro-
vided for them as shown in dotted lines in Figure 8. The band or the pulleys
between the flanges may be covered with india rubber. I may as shown in dotted
lines at Figure 9 form the band with similar notches between the aforesaid notches
for the half round bars, so that the weakening effect of the notches becomes more
distributed throughout the length of the band. These bands and pulleys are also
applicable to other velocipedes.
The balance gear shown in longitudinal section in Figure 4, in right hand
sectional end view in Figure 5, and in left hand sectional end view in Figure 6 is
constructed as follows:-
On the smaller or inner wheel axle A is loosely mounted a flange pulley or
sprocket wheel C which has a laterally projecting rim on each side and is driven by
an endless chain or band from the pulley on the crank shaft. The central spokes or
web of the sprocket wheel are between the rim and the nave formed with bearings
for two spindles F and G placed diametrically opposite each other and having at
each end (that is on each side of the centre web or spokes of the wheel) fixed
thereon a pinion; the two pinions F¹ E on one side are a trifle smaller than the
two pinions F G on the other side, and these latter F2 G2 gear each with a
pinion D E respectively of the same diameter as itself and mounted loosely on a
pin D and E respectively which pins are fixed to the web or spokes of the wheel C.
The last named loose pinions D2 E2 gear with an internally toothed wheel rim H
which is fixed on say the outer tubular part B of the road wheel axle. The afore-
said slightly smaller pinions F¹ E¹ on the other side of the sprocket wheel web or
spokes similarly gear with an internally toothed wheel rim I which is somewhat
smaller in diameter than the first named internal tooth rim H and is fixed on the
other or inner part A of the road wheel axle. The projecting rims of the sprocket
wheel C come over the aforesaid internally toothed wheel rims H and I but
an intermediate annular space is left between them for a friction or other clutch
which normally is in action, while the peculiar action of the balance gear is then so
to say arrested; in such case the vehicle is bound to move in a straight direction-
I by preference use a clutch arrangement having an instantaneous action such for
instance as that described in the specification of my Patent N° 5433 of 1883,
or the improved form of it shown here which is that of an open ring K and K
on each side of the central web of the sprocket wheel C. Each ring is at one end
held by or connected to the rim I or H respectively by means of a screw k passing
freely through the rim, and the other end of the clutch rings K K¹ is provided with
a projection and respectively entering into a slot formed in a cap L and M
which caps are fixed respectively on the inner axle A and outer axle B. These
caps L and M are also provided with carrier pegs L' and M' which pass between
lugs H and 1 formed on the inner surface of the outer lateral rims of the
wheels H and I. The caps L and M may be covered or not with corticine or the
like on the outside circumference, to form a surface for brake bands O and P or
the brake bands may be lined with such material as shown. Now in order to
steer that is to say make one, say the right hand road wheel to go slower than the
other, I release the clutch on that side and for this purpose apply the brake O
upon the cap L which by the projection k³ takes hold of one end of the clutch
ring K and thereby winds it on the mandril wheel I thus releasing its hold upon
the rim of the sprocket wheel C. Thereupon the carrier peg L¹ comes in contact
with a lug I in the rim of the internally toothed wheel H on the same side. This
is effected by turning the right hand stirrup handle U Figures 1 and 2. The
other or left hand road wheel has at the same time to move proportionately

page_text: quicker on account of the balance gear intervening, and the clutch has to be of
such a construction as here shown that it allows the left wheel to move proportion-
ately quicker, If it were not for the balance gear intervening the wheel could be
made always to run forward but not backward unless the clutch were released and
brake applied.
For the purpose of retarding or stopping the motion of the vehicle I provide a
central brake or brakes Q and R by preference in the form of bands lined with
cortecine on the rims or other part of the sprocket wheel C. The aforesaid
brakes O, P, Q, R and clutches are operated by handles arranged on the swing
frame.
The brake bands O and P are operated by turning the stirrup handle U or U₁
Figures 1, 2 and 3 which by bevil tooth wheel sectors U and U* gear with bevil
sectors u and u¹ on sleeves u³ and u. These latter can turn on bossest formed on
the fork or bridge part of the swinging frame T and have on the other end
levers respectively to which the brake bands O and P respectively are
connected.
The brake bands Q, R are operated from the inner finger plate pull handles V
and V1 which by a bar vand v³ are each connected to a sleeve that can move up
and down on the stem of the stirrup handle and by a rod v³ is jointed to a lever v
fixed on a spindle within the aforesaid sleeve u³ u and passing through the
aforesaid bosses t on the bridge parts of the swinging frame T¹. Each spindle v³
carries a lever v6 which is connected to the brake bands Q and R respectively.
This gear may also advantageously be applied to an ordinary Otto bicycle for
operating the two brakes and the two appliances for slackening or tightening the
driving bands of the two swinging frames.
Obviously any other suitable or well known balance gear may be employed if
provided with clutches and brakes as stated.
In Figures 7 and 8 I have thus shown a Starley balance gear adapted to my
clutch and brake arrangement. On the inner wheel axle A is mounted loosely a
ring or hub D in which bearings are formed for the spindles E and F of the bevil
pinions E and F1 which gear with the bevil wheels I¹ and H. These latter are in
one respectively with the mandril drums I and H on which are mounted the clutch
rings K and K respectively shown in end view at Figure 8 all arranged similar to
the clutch rings K and K described with reference to the balance gear shewn in
Figures 4, 5 and 6 already described. The clutch rings K and K operate against
the inside of the rim of the driving pulley C which may be a sprocket wheel for a
chain of any suitable construction or of the form here shown suitable for the
flexible steel driving band already described. The mandril drum I is fixed on the
inner axle A and the mandril drum H on the outer axle B. The caps Land M
and the brakes O P and QR are arranged and operated in a similar manner to
the corresponding brakes of the balance gear already described.
It will be observed that wherever a balance gear is employed the steering can
be effected by simply retarding one or the other side of the balance gear and with
it the corresponding driving wheel; also that it is possible to introduce a clutch
or two for arresting the action of the balance gear when it is desired to run in a
straight direction.
By thus combining a balance gear with clutches and brakes as stated I not only
obtain the advantages of a true double driver as in the Otto bicycle but I actually
gain and transfer the brake power which retards the inner wheel in turning a
curve to the outer wheel as an effective driving power which outer wheel is able to
apply the power most effectually and over the greatest space or distance thus
making it the principal driver. By a balance gear alone as heretofore it is well
known that the outer wheel performs its work at a disadvantage because the work
performed in a unit of time and of space is relatively small, while the work of the
inner wheel is relatively too great to be advantageously applied in the short space
traversed.

page_text: 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
First In an Otto bicycle having a swinging frame the employment of any
balance gear in combination with suitable clutches and brakes all so arranged that
the advantages of a true double driver are obtained while the brake power applied
to retard the inner wheel in turning a curve is transferred as an effective driving
power to the outer wheel and also so that a straight course is normally obtained
when the steering brakes are not applied.
Second-The construction of the central driver Otto bicycle as described with
reference to the drawings.
Third: The balance gear and brake gear described with reference to Figures 4,5
and 6.
Fourth-The combination of a Starley balance gear or other balance gear with
clutch and brake gear for driving and steering purposes as described and also as
specially illustrated with reference to Figures 7 and 8.
Fifth-The construction and combination of driving band and correspondingly
recessed pulleys for velocipedes as described with reference to Figures 8, 9, 10, 11
and 12.
Sixth-The construction of the gear for operating the steering and braking gear
as described with reference to Figures 1, 2 and 3.