IMPROVEMENTS IN TRICYCLES BICYCLES AND OTHER VELOCIPEDES
Year: 1882

page_text: LETTERS PATENT to William Thomas Shaw of Adelaide Road Surbiton in
the County of Surrey and William Sydenham of Wood Street Chambers,
Old Street in the City of London for an Invention of "IMPROVEMENTS IN
TRICYCLES BICYCLES AND OTHER VELOCIPEDES
PROVISIONAL SPECIFICATION left by the said William Thomas Shaw
& William Sydenham at the Office of the Commissioners of Patents on the
7th July 1882.
WILLIAM THOMAS SHAW of Adelaide Road Surbiton in the County of Surrey
and WILLIAM SYDENHAM of Wood Street Chambers Old Street in the City of
Londou." IMPROVEMENTS IN TRICYCLES BICYCLES AND OTHER VELOCIPEDES
"
Our invention consists in a new and improved method of applying gearing to
the driving parts of tricycles, bicycles and other velocipedes, whereby increased
power is obtained and applied in an advantageous manner to the propulsion of
such machines.
The gearing employed by us in its application to a tricycle driven with a
revolving axle and wheels fixed to axle may be described as under.
The driving pulley on the main axle is geared with the pulley on the pedal axle
either by an endless chain or by cog wheels in the usual way but itself runs free
upon the driving axle. This driving pulley though running free is capable of being
clutched to the axle so as to rotate the driving wheels of the machine. Attached
to the driving pulley and turning with it on the same centre is a pinion called by
us the motor pinion, which is geared to four similar pinions, called by us
the transmitting pinions, placed in the same plane and equidistant around the
circumference of the motor pinion. These transmitting pinions turn freely on pins
fixed in a disc called by us the power disc which turns freely on the driving axle
but which is capable of being clutched to that axle in the manner hereinafter
described. The four transmitting pinions are geared on their external circum-
ference with an internal wheel called by us the fulcrum-wheel which is firmly
attached to the frame or other part of the machine so as to be incapable of

page_text: .
revolving. The size of the motor pinion relatively to that of the transmitting
pinions determines the number of revolutions required of the motor pinion in order
to give one revolution of the power disc. We find it convenient to make the
diameter of the motor pinion twice that of the transmitting. pinions, which gives
three revolutions of the motor pinion (and driving pulley) to one of the power disc.
From this it follows that the power disc being clutched to the axle while the
driving pulley turns freely on that axle, three revolutions of the driving pulley
must be made in order to procure one revolution of the axle and driving wheels
whereby there is a corresponding increase of power. Conversely the clutch being
withdrawn from the power disc and by the same movement attached to the driving
pulley the latter now drives the axle directly without the intervention of the
gearing and makes an equal number of revolutions with the driving wheels.
There is a third position of the clutch intermediate between the two positions
above described, and the clutch when so placed is disengaged both from the driving
pulley and the power disc, and the axle with the driving wheels can then freely
rotate without imparting motion to the gearing and pulley. It will be evident
that in this case the pedal axle and pulley are also stationary which enables the
pedals to be conveniently used as foot rests.
The following is an advantageous method of arranging the gearing for tricycles
with revolving axles running within a sleeve or sleeves. The fulcrum wheel is
centred loosely upon the axle-sleeve and is securely attached to the frame of the
machine so as not to revolve. The pulley is placed so as to run freely upon the
sleeve and at its outside circumference has a broad rim; which, butts against
the rim of the internal or fulcrum wheel. The power disc is placed next to
the fulcrum wheel and has a broad sleeve revolving freely on the sleeve of the
driving axle. The sleeve of the power disc at the part furthest from the fulcrum
.wheel is continued upwards until it meets the rim of the driving pulley. This
continuation or flange of the power disc is armed with a circular row of rounded
teeth facing towards the inside of the pulley wheel. Immediately behind this
toothed flange or disc is the flange of the motor pinion which flange is continued
upwards and fixed to the rim of the driving pulley. The motor pinion itself runs
freely on the flange of the power disc and its flange being as before stated attached
to the rim of the pulley it follows that the pulley and the motor pinion revolve as
one and rotate the axle sleeve either directly, or through the medium of the power
disc according to the position of the clutch. This clutch consists of a disc with a
double rim on its periphery, and is furnished with three segmental rows of teeth
on both sides. The clutch is in perpetual engagement with a rimmed collar which
is itself firmly attached to the axle sleeve. By sliding the clutch towards the
power disc it is at once engaged by the teeth before described and the axle 'sleeve
is rotated with a reduced motion by the power disc. Sliding the clutch in the
opposite direction its segmental rows of teeth are thrust through corresponding
slots cut in the collar and engage with a circular row of teeth on the inner side of
the chain pulley. The latter, and the collar with the axle-sleeve, will now rotate
as one, and the gearing will revolve without doing any work. The clutch slided
into the intermediate position now leaves the pulley and by consequence the
gearing entirely unconnected and the wheels with axle and sleeve are free to
revolve without imparting any motion to the pedal shaft or pedals. The above
described arrangement is also applicable to tricycles with revolving axles without
a sleeve; and in some cases it may be preferable to attach the gearing to the
pedal shaft.
In the case of tricycles in which the axle is fixed and the driving wheel revolves
free, the hub of the driving wheel is enlarged on the side towards the seat into the
form of a circular bollow box of suitable size concentric with the axle and pro-
jecting into the space within the spokes of the wheel. The gearing substantially
as above described is fixed within this enlarged portion of the hub in the following
manner. The fulcrum-wheel is firmly fixed to the axle at the part of the hub-box
furthest removed from the rider, while immediately outside the hub is fixed the

page_text: driving-pulley. This pulley is fixed upon a sleeve running freely upon the axle
and continued along the axle down to the bottom of the hub-recess or box,
where it butts against the fulcrum wheel. To this sleeve, at the part next to the
fulcram-wheel is fixed the motor-pinion which gears into the transmitting pinions.
These latter turn freely upon pins bedded in the power-disc which revolves
freely upon the sleeve of the driving pulley. In the space between the power-disc
and the driving-pulley is a continuation of the hub proper of the wheel, which
backs up to the power disc and is terminated by a cylindrical sleeve filling up the
remaining space of the pulley-sleeve on which it freely revolves, thus forming the
support of the wheel on this (the rider's) side. This central portion of the hub is
perforated with three segmental slots to give admission to a three-fold clutch and
enable it to be pushed through so as to engage with a circular row of similar teeth on
the power-disc. This clutch is situated between the central outside portion of the
hub and the driving pulley. It consists of a collar with three segmental rows of
rounded teeth cut on both sides near to its periphery. On the side towards the
power-disc these rows of teeth are loosely keyed into the slots in the hub, as
described above. This collar, forming the clutch, is as to its peripheral portion
in perpetual engagement with the hub and therefore with the wheel. Moved
towards the fulcrum wheel, it engages with the power disc and the driving pulley
must then make three revolutions to procure one revolution of the driving wheel;
moved in the opposite direction the clutch engages directly with a circular row
of teeth upon the driving pulley which then makes an equal number of revolutions
with the driving-wheel; in the intermediate position the clutch is free, both from
the power-disc and the driving-pulley; and the wheel then revolves leaving all the.
internal parts stationary except the clutch which is carried round with it. In this
case, too, the pedals are stationary and can be used as foot-rests.
In the case of the bicycle, precisely similar gearing is used applied in the
following manner. The nave of the large driving wheel is enlarged in the centre
so as to form a cylindrical receptacle for the gearing which is thus placed in the
centre of the wheel. The various parts are arranged as for the tricycle with fixed
axle described above, with the following modifications. The motor-pinion is fixed
directly to the driving axle. The fulcrumn-wheel has a sleeve which is firmly fixed.
to the fork of the machine. The driving-pulley is substituted by a collar securely
fixed to the driving-axle. The sliding clutch is itself in all. positions engaged with
the box or nave and therefore with the wheel itself, and can at will be attached
either to the fixed collar or to the power-disc, with the results already defined
above, or it can be placed in the intermediate or neutral position, in which case
the axle and therefore the pedals, remain stationary while the wheel with its box
and gearing freely rotates.
It must be understood that though the number of transmitting pinions is herein
defined as four, as being in our judgment the most advantageous, yet either more
or less may be used according to the circumstances of the case.
In all the foregoing cases the ratio of the motor pinion to the transmitting
pinions is so fixed as to reduce the motion and therefore increase the power by
three; but any other convenient ratio may be chosen, as for example equality in
the motor and transmitting pinions, which would multiply the power four times.
There is a further means of modifying the increase of power which we make use of
so as to gain an increase in the speed of the machine. Fixing the increase of power
by the gearing at three, we reduce this to 2%, by making the pulley on the pedal
axle larger than the pulley on the driving axle in the proportion of 6 to 5. Suppose
the machine to have 50 inch driving wheels the rider can by these means gear his
driving wheels up to 60 in: or down to 20in. We will now describe our method
of applying a differential gearing to the axle in those machines in which the wheels
are fixed to the axle. The driving-axle is divided into two equal lengths separated
at the middle by a strong disc into which the two ends take a loose bearing. This
disc at its circumference is attached to a hollow box tapered down to the axle on
each side and there terminated by long sleeves through which the axles run and

page_text: •
freely turn. The chain pulley is geared to the sleeve on the rider's left and the
motion imparted to the sleeves is communicated to the disc and hence to the axles
by the following method. On each side of the disc and concentric with the shaft
is fixed a ratchet-wheel with sloped teeth. This we call the driving-ratchet.
On the axle and in perpetual engagement with this ratchet is a ratchet
called by us the transmitting ratchet similar in size and construction but
with the teeth sloping in the opposite direction. The direction of the teeth
is such that when the disc moves forward the clutch is firmly locked; con-
versely when the transmitting-ratchet moves forward faster than the driving-
ratchet the former is pushed away from the disc. The transmitting-ratchet is fixed
to a short sleeve running freely round a collar attached to the axle. The end of
the collar on the side furthest from the disc is provided with ratchet-teeth with
forward push engaging with similar teeth on a ring attached to the sleeve. The
parts are so adjusted that when the teeth of the transmitting-ratchet are well home
in the driving-ratchet, these small ratchet teeth are locked and the axle will be
rotated by any forward movement of the disc. As the axle and disc on the other
side of the machine are similarly fitted, it follows that both the driving wheels will
be driven equally forward so long as they are kept in a straight course. If
however the machine be caused to describe a curve, the outer wheel and by conse-
quence the transmitting ratchet on that side will move faster than the disc. The
effect of this is that the transmitting-ratchet withdraws itself from the driving-
ratchet and in receding disengages the sleeve-clutch and permits the driving wheel
to run free at the speed necessary for describing the required curve.
On the axle
a short distance from the sleeve-clutch a stop is fixed and between them a spring
is inserted to assist in keeping the transmitting-ratchet up to its work. The
length of the teeth in the driving and transmitting ratchets so far exceeds the
depth of the teeth in the sleeve-clutch that the transmitting-ratchet when gaining
on the disc ceases to be carried round before it can entirely disengage itself from
the driving-ratchet. This latter result is also ensured in the case of the machine
running backwards by the stop on the axle. As has just been said when the
machine runs backwards, the sleeve of the transmitting ratchet is pushed along the
axle up to the stop. We therefore provide the stop and the opposing ring of
the sleeve with ratchet-teeth with a back bush in order to admit of the machine
being propelled backwards.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Thomas Shaw & William Sydenham in the Great Seal
Patent Office on the 6th January 1883.
WILLIAM THOMAS SHAW of Adelaide Road Surbiton in the County of Surrey
and WILLIAM SYDENHAM of Wood Street Chambers Old Street in the City of
London, "IMPROVEMENTS IN TRICYCLES, BICYCLES AND OTHER VELOCIPEDES
Our invention consists in a new and improved method of applying gearing to
the driving parts of tricycles, bicycles and other velocipedes, whereby increased
power is obtained and applied in an advantageous manner to the propulsion of such
machines.
One arrangement of gearing employed by us in its application to a tricycle
driven with a revolving axle and wheels fixed to axle is as follows and is shewn in
section at Figure 1 of. the drawings hereunto annexed. The driving pulley A on
the main or driving axle to which the driving wheel or wheels B are fixed is geared
with the pulley on the pedal-axle either by an endless chain or by cog-wheels in
the usual way but itself runs free upon the driving axle. This driving pulley
though running free is capable of being clutched by a clutch O to the axle so as to
rotate the driving wheels of the machine. Attached to the driving pulley A and
turning with it on the same centre is a pinion D called by us the motor-pinion,
which is geared to four similar pinions E called by us the transmitting pinions,
placed in the same plane and equi-distant around the circumference of the motor-
pinion. These transmitting pinions turn freely on pins fixed in a disc F called by
us the power-disc which turns freely on the driving axle but which is capable of
being clutched to that axle by a clutch G. The four transmitting pinions are
geared on their external circumference with an internal wheel H called by us the
fulcrum-wheel which is firmly attached to the frame or other part of the machine
so as to be incapable of revolving.
In another form of the gearing the centre pinion is fixed and forms the fulcrum-
wheel while the internal wheel becomes the motor as will be fully described here-
after. In another form of the gearing, we employ transmitting pinions of two
diameters for the purpose of diminishing the speed of the power-disc and in this
case also we impart the motion sometimes by the central pinion and sometimes by
the rotation of the internal wheel as hereinafter more fully described.
In the form of gearing shown at Figure 1, the size of the motor-pinion relatively
to that of the transmitting. pinions and consequently to that of the fulcrum-wheel
determines the number of revolutions required of the motor-pinion in order to give
one revolution of the power-disc. We find it convenient to make the diameter of
the motor-pinion twice that of the transmitting pinions, which gives three revolu-
tions of the motor-pinion (and driving pulley) to one of the power-disc. From
this it follows that the power disc F being clutched to the axle while the driving
pulley A turns freely on that axle, three revolutions of the driving-pulley A must
be made in order to procure one revolution of the axle.and driving wheels whereby
there is a corresponding increase of power. Conversely the end G of the clutch
being withdrawn from the power-disc F and by the same movement the end C of
the clutch attached to the driving pulley A the latter now drives the axle directly
without the intervention of the gearing and makes an equal number of revolutions
with the driving-wheels. There is a third position of the clutch intermediate
between the two positions above described, and the clutch when so placed is
disengaged both from the driving-pulley and the power-disc, and the axle with the
driving wheels can then freely rotate without imparting motion to the gearing and

page_text: pulley. It will be evident that in this case the pedal-axle and pulley are also
stationary which enables the pedals to be conveniently used as foot rests.
When it is desired to obtain less than three times the power, it is necessary to
alter the relative sizes of the central pinion transmitting pinions and internal
wheel. By this means any required degree of power may be obtained the radius
of the respective pinions being computed by the ordinary mathematical formulæ.
In the several drawings we have indicated the relative proportions found to be
-the most useful in practice and we have stated the increase of power obtained
from the combinations, but any others may be adopted according as more or less
power may be required.
The following is an advantageous method of arranging the gearing for tricycles
with revolving axles running within a sleeve or sleeves. Figure 2 shows a
longitudinal section of the gearing. The fulcrum wheel H is centred loosely
upon the axle-sleeve. B and is securely attached to the frame of the machine
so as not to revolve. The pulley A is placed so as to run freely upon the sleeve
and at its outside circumference has a broad rim which butts against the rim of
the internal or fulcrum wheel H. The power-disc F is placed next to the fulcrum-
wheel H and has a broad sleeve revolving freely on the sleeve of the driving-axle.
The sleeve of the power-disc at the part furthest from the fulcrum-wheel is con-
tinued outwards nearly to the rim of the driving pulley A. This continuation or
flange of the power-disc is armed with a circular row of rounded teeth facing
towards the inside of the pulley-wheel A. Immediately behind this toothed flange
or disc is the flange of the motor-pinion D which flange is continued outwards and
fixed to the rim of the driving-pulley A. The motor-pinion D itself runs freely
-on the sleeve of the power-disc F and its flange being as before stated attached
to the rim of the pulley A it follows that the pulley A and the motor-pinion D
.revolve as one and rotate the axle-sleeve either directly or through the medium
of the power-disc according to the position of the clutch teeth Č. G. Ways of
forming the clutch are shewn at Figures 1 and 2 another and preferable way is
shewn more fully at Figures 2º, 2º, 2º, 2d, and 2º.
In these latter figures it is shewn to consist of a flanged collar a fixed to or
forming part of the axle sleeve and of clutch teeth C, G, carried by the collar and
which can be made to project from either side of it near its periphery. The clutch
teeth project from opposite sides of a disc b which can be slidden lengthwise of the
sleeve. The disc b with its clutch teeth C, G, is as to its peripheral portion in
_perpetual engagement with the flanged collar a and is coupled as shewn by
screws d to a grooved ring i which can also slide lengthwise of the sleeve.
A clutch lever is made to engage with this ring and by it the clutch teeth can
be moved in either direction or held in a central position as desired.
By sliding the clutch towards the power-disc F the ends G of the clutch teeth
at once fall into the radial slots in the power-disc with which it thus firmly
engages rotating the axle sleeve with a reduced motion. Sliding the clutch in the
opposite direction the ends of the teeth marked C engage with radial slots on the
inner side of the chain or driving pulley A. The latter and the collar, with the
axle-sleeve will now rotate as one and the gearing will revolve without doing any
work. When the clutch is moved into the intermediate position the clutch teeth
are disengaged both from the power disc F and driving wheel A. and in consequence
the wheels with axle and sleeve are free to revolve without imparting any motion
to the pedal shaft or pedals. The above described arrangement is also applicable
to tricycles with revolving axles without a sleeve; and in some cases it may be
preferable to attach the gearing to the pedal-shaft.
A modification of the above described arrangement is shown at Figure 3. It
differs from the arrangement shewn at Figure 2 in the relative dimensions of the
toothed wheels H and D and the pinions E and this combination gives 2', times
the power instead of 3 times as in the arrangement shewn at Figure 2.
A further modification is shewn at Figure 4. In this modification the smaller
of the two wheels into which the pinions E gear is the fixed fulcrum wheel H and

page_text: the larger one the motor pinion D in other respects the arrangements are the same
―this modification gives a power of 1.66 to one.
A further modification is shewn at Figure 5 this differs only from the modifi-
cation shewn at Figure 3 in that each of the pinions E is made of two different
diameters one diameter to gear with the motor pinion D'and the other diameter
to gear with the fulcrum wheel H-the arrangement as shewn gives a power
of 21 times to 1. In each of the figures the same letters of reference indicate
similar parts.
In the case of, tricycles driven from one wheel (known as single drivers) in
which the axle is fixed and the driving wheel revolves free we enlarge the hub
of the driving-wheel on the side towards the seat into the form of a circular
hollow box of suitable size concentric with the axle and projecting into the space
within the spokes of the wheel. The gearing substantially as above described is
fixed within this enlarged portion of the hub in the following manner and as is
shewn at Figure 6.
The fulcrum wheel H is firmly fixed to the axle at the part of the hub-box B
furthest removed from the rider, while immediately outside the hub is fixed the
driving-pulley A. This pulley is fixed upon a sleeve running freely upon the axle
and continued along the axle down to the bottom of the hub-recess or box, where
it butts against the fulcrum-wheel. To this sleeve at the part next to the fulcrum
wheel is fixed the motor-pinion D which gears into the transmitting pinions E.
These latter turn freely upon pins bedded in the power-disc F, which revolves
freely upon the sleeve of the driving pulley A. In the space between the power-
disc F and the driving-pulley A is a continuation of the hub proper of the wheel
which backs up to the power-disc F and is terminated by a cylindrical sleeve
filling up the remaining space of the pulley-sleeve on which it freely revolves, thus
forming the support of the wheel on this (the rider's) side. This central portion
of the hub is perforated with three segmental slots to give admission to a three
fold clutch and enable it to be pushed through so as to engage with a circular row
of sunken teeth or radial slots on the power-disc F. This clutch is situated
between the central outside portion of the hub and the driving pulley. It consists
of a collar with three segmental rows of rounded teeth cut on both sides near to its
periphery. On the side towards the power-disc these rows of teeth pass loosely
through the slots in the hub as described above. This collar forming the clutch is
as to its peripheral portion in perpetual engagement with the hub and therefore
with the wheel. Moved towards the fulcrum-wheel H the ends G of the clutch
teeth engage with the power-disc F and the driving pulley A must then make
three revolutions to procure one revolution of the driving-wheel; moved in the
opposite direction the ends C of the clutch teeth engage directly with a circular
row of sunken teeth in the driving pulley A which then makes an equal number of
revolutions with the driving-wheel; in the intermediate position the clutch is free
both from the power-disc F and the driving pulley A; and the wheel then revolves
leaving all the internal parts stationary except the clutch which is carried round
with it. In this case too, the pedals are stationary and can be used as foot-rests.
A modification of the above arrangement is shewn at Figure 7. In this modifi-
cation the smaller of the two wheels into which the pinions E gear is the fixed
fulcrum wheel H. The driving pinion A can also either be clutched to the hub of
the road wheel or can be clutched to the motor-pinion D for the slower speed, the
transmitting pinions being carried by the hub of the road wheel. The modification
as shewn gives a power of 1'66 to 1.
In the case of the bicycle precisely similar gearing is used applied in the
following manner and as is shewn at Figure 8. The nave of the large driving
wheel is enlarged in the centre so as to form a cylindrical receptacle for the gearing
which is thus placed in the centre of the wheel. The various parts are arranged
as for the tricycle with fixed axle described above, with the following modifications.
The motor-pinion D is fixed directly to the driving axle. The fulcrum wheel H

page_text: has a sleeve which is firmly fixed to the fork of the machine. The driving pulley
is substituted by a collar A securely fixed to the driving-axle. The sliding clutch
is itself in all positions engaged with the box or nave and therefore with the wheel
itself and can at will be clutched either to the fixed collar A or to the power-
disc F with the results already defined above; or it can be placed in the inter-
mediate or neutral position in which case the axle and therefore the pedals remain
stationary while the wheel with its box and gearing freely rotates.
A modification of the above arrangement is shewn at Figure 9. In this arrange-
ment the fixed fulcrum wheel H is the smaller of the two toothed wheels with
which the pinions E gear and as in Figure 7 the pinions E are carried by the hub
of the road wheel, the arrangement as shewn gives a power of 1.66 to 1.
A further modification is shewn at Figure 10 this differs only from the arrange-
ment shewn at Figure 9 in that the pinions E are each of two different diameters-
the larger diameter gearing with the motor wheel D and the smaller diameter with
the fulcrum wheel H, the arrangement as shown gives a power of 1-88 to 1.
Another modification is shewn at Figure 11. If instead of using four trans-
mitting pinions E three such pinions be used of the relative sizes shewn at
Figure 11 a power of two to one may be obtained. In this Figure the fulcrum
wheel H is shewn to be formed with 24 teeth-the transmitting pinions with 24
and 10 teeth and the motor wheel D with 58 teeth. The same combination can
also be used for obtaining a power of 2 to 1 when driven from the interior.
The same result may be obtained in the manner shewn at Figure 12. In this
arrangement the motor wheel D and fulcrum wheel H are of the same diameter
the one as the other. The power disc F forming one side of the hub carries four
sets of two broad pinions E which gear together and one of which also gears with
the motor wheel D and the other with the fulcrum wheel FI.
Another modification is shewn at Figure 13. In this modification the fulcrum
wheel H and motor-wheel D are bevil wheels and the four pairs of pinions E are
correspondingly bevilled and gear with both of them as shewn. The axle A can be
clutched either to the motor wheel or to the hub of the road wheel as in the
arrangement previously described.
Another modification is shewn at Figure 14 in which the transmitting pinions E
are of two diameters and turn freely on studs or pins fixed in the fulcrum-wheel
or disc H which in this case is fixed to the frame. The power disc F carries a
fixed wheel on its axis gearing with the smaller of the two pinions E, the larger of
the two pinions gearing with the motor-wheel D. By reciprocally varying the
diameters of these two wheels and those of the transmitting pinions with which
they respectively gear, any required degree of power may be obtained. When
their ratio is as shewn at Figure 14 the increase of power is as 1-5 to 1.
It must be understood that though the number of transmitting pinions E has
been in most of the combinations defined as 4, as being in our judgment the most
advantageous yet either more or less may be.used according to the circumstances
of the case.
In the foregoing cases the motion of the driving wheel or axle is reduced and an
increase of power, so obtained. There is a further means of modifying this increase
of power which we make use of so as to gain an increase in the speed of the
machine. Fixing the increase of power by the gearing at three, we reduce this
to 21, by making the pulley on the pedal-axle larger than the pulley on the
driving axle in the proportion of 6 to 5. Suppose the machine to have 50 driving
wheels the rider can by these means gear his. driving wheels up to 60th or down
to 20th
When it is desired for a machine to be geared down even when the power-
gearing is off, it is advisable to employ a combination which shall give less than
twice the power bringing the increase of power up to 2 by making the pedal-
pulley smaller than the driving pulley. Thus supposing 1 power to be obtained
from the internal gearing, this may be increased to 2 by giving 16 teeth to the

page_text: driving pulley and 14 teeth to the pedal-pulley. The effect of this is to gear
50" wheels down to 434 with the power gearing off and to 25" with the power
gearing on.
We will now describe our method of applying a differential gearing to the axle
in those machines in which the wheels are fixed to the axle. The driving axle A
as shown at Figures 15 is divided into two equal lengths which meet together
and where they meet are surrounded by a strong disc B. This disc at its circum-
ference is attached to a hollow box C tapered down to the axle on each side and
there terminated by long sleeves through which the axles run and freely turn.
The chain pulley is geared to the sleeves on the rider's left and the motion imparted
to the sleeves is communicated to the disc B and hence to the axles by the following
method. On each side of the disc B and concentric with the shaft is fixed a
ratchet-wheel D with sloped teeth. This we call the driving-ratchet. On the axle
and in perpetual engagement with this ratchet wheel is a ratchet wheel E called
by us the transmitting ratchet similar in size and construction but with the teeth
sloping in the opposite direction. The direction of the teeth is such that when the
disc B moves forward the clutch is drawn in and firmly locked; conversely when
the transmitting-ratchet E moves forward faster than the driving-ratchet D the
former is pushed away from the disc B. The transmitting ratchet E is carried by .
a short hub or sleeve G which runs freely around the axle. The end of each
length of the axle has fixed on it a collar F. The end of the collar on the side
furthest from the disc is provided with small ratchet-teeth with forward push
engaging with similar teeth on the opposing face of the sleeve G. The parts are
so adjusted that when the teeth of the transmitting-ratchet E are well home in the
driving-ratchet D the small ratchet teeth on its sleeve are locked with the ratchet
teeth on the face of the collar F and the axle will be rotated by any forward
movement of the disc B. As the axle and disc on the other side of the machine
are similarly fitted, it follows that both the driving wheels will be driven equally
forward so long as they are kept in a straight course. If however the machine be
caused to describe a curve, the outer wheel and by consequence the transmitting
ratchet on that side will move faster than the disc. The effect of this is that the
transmitting-ratchet E withdraws itself from the driving-ratchet and in receding
disengages the smaller teeth on its sleeve from the teeth on the collar F and so
permits the driving wheel to run free at the speed necessary for describing the
required curve. On the axle a short distance from the other end of the hub or
sleeve of the ratchet wheel E, a stop H is fixed and between them a spring is
inserted to assist in keeping the transmitting ratchet E up to its work. The
length of the teeth in the driving ratchet D and transmitting ratchet E so far
exceeds the depth of the smaller teeth on the sleeve G and collar F that the
transmitting-ratchet E when gaining on the disc ceases to operate on the sleeve-
clutch and axle without becoming disengaged from the driving-ratchet D. This
latter result is also ensured in the case of the machine running backwards by the
stop on the axle. As has just been said when the machine runs back wards the
sleeve G of the transmitting ratchet E is pushed along the axle up to the stop H.
The stop H and the opposing end of the sleeve G may therefore be provided with
ratchet-teeth with a back push in order to admit of the machine being propelled
backwards, if these teeth are made to engage with one another. To ensure this
result, the ends of the spiral spring before referred to are made to butt against two
rings of small ratchet-teeth (not shewn in the drawing) cut within the sleeve of
the transmitting ratchet, and the interior of the axle-stop respectively. These rings
are concentric with the axis, and the ratchet teeth which they bear have a back-
ward push in the case of the transmitting ratchet and a forward push in the case
of the stop on the axle.
Having thus described the nature of our invention and the manner of performing
the same we would have it understood that we claim as our improvements in
tricycles, bicycles and other velocinedes._

page_text: First. Le various comQu
described, each consisting of.
1-a driving pulley or axle A.
2-a driven wheel sleeve or axle B.
3a motor wheel D.
4-a fixed fulcrum wheel E.
Bearing
5-transmitting pinions E and power disc F.
6-clutches C Ğ capable of being moved lengthwise of the axle by which A can
either be clutched direct to B or B caused to be driven from A through motor
wheel D pinions E and disc F.
Second. The combination of differential gearing substantially as described with
reference to Figure 15.
In witness whereof I the said William Thomas Shaw have hereunto set my
hand and seal this fifth day of January in the year of our Lord One
thousand eight hundred and eighty three.
• 114 ATTAR ATTLEY