IMPROVEMENTS IN VELOCIPEDES
Year: 1886

page_text: I, WILLIAM GOLDING, of Britannia Works, Yarburgh Street, Moss Side, near
Manchester in the county of: Lancaster, Bicycle Manufacturer, do hereby declare
the nature of my 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 :—
The object of this invention is to improve the construction of Velocipedes so as
to give greater ease in operating them as well as a position of safety and comfort
for the rider.
To effect this object this invention relates
Firstly to an improved method of propelling the machine and consists of the
adaptation for this purpose of some of the movements of my Invention entitled
"Improved mechanism for converting, modifying, regulating and transmitting
motion" (11990-1885).
Secondly to combinations of such movements with spur wheels by which the
driving wheels of the velocipedes are geared up or turned more than half round as
a result of each downward stroke of the pedal.
Thirdly to an improved method of readily changing the gear so that the angular
distance the driving wheels are rotated at each stroke may be varied by the rider
so as to utilize his power to the best advantage under the varying conditions of
roads, gradients, and weather.
Fourthly to improved means for intercepting or dissipating the effects of vibration
upon the machine and rider by a novel construction and arrangement of buffer
rings and springs.
Fifthly to improvements in steering, and
Sixthly to the general combination and arrangement of framework and wheels
whereby strong and rigid yet light machines are constructed to suit the different
movements while supplying a safe and convenient position for the operator.
In the accompanying drawings, Fig. 6 and Fig. 8 shew in side elevation two of
the arrangements of mechanism under the first head of my invention each adapted
to drive the front wheel of a bicycle consisting of a large driving wheel with a
Small trailing wheel as usually designed.
Fig. 1: shews in side elevation and Fig. 2 in plan view one of the arrangements
of mechanism under the first second and third heads of my invention adapted to
drive the rear wheel of a bicycle the two wheels of which are equal or about equal
in size and Fig. 4 shews the movement applied to the machine.

page_text: Fig. 3 is another arrangement of the same movement adapted to drive the front
wheel of the bicycle shewn in Fig. 4 when it is provided with a second seat in
front of the head and the machine is operated by two riders and forms a machine
generally known as a tandem bicycle.
I
Fig. 5 shews in side elevation another form of movement, similar to that shewn
in Fig. 1, adapted to drive the rear wheel of a bicycle having the front wheel con-
siderably smaller in size than the rear wheel and Fig. 7 represents the movement
applied to the machine.
Fig. 9 shews another arrangement of mechanism under the first second and third
heads of my invention adapted for driving the front wheel of a bicycle with small
trailing wheel.
Fig. 13 illustrates under the first and second heads of my invention another form
of the movement shewn in Fig. 9 adapted to drive the two front wheels of a tricyclo
having a small trailing wheel behind..
Fig. 14 illustrates a double form of the movement shewn in Fig. 13 adapted to
drive the two front wheels of a tricycle having a small trailing wheel behind. In
this case the movement is operated by two riders sitting one behind the other. The
figure shews the movement applied to the machine which is generally known as a
tandem tricycle.
Fig. 15 illustrates another form of the movement shewn in Fig. 13 and repre-
sents the application of the movement to a tricycle having two equal sized wheels
and a smaller steering wheel in front.
Under the fourth and fifth heads of my.invention :-
Fig. 4 illustrates a novel feature in steering, the steering centres being placed in
a vertical line midway between the two wheels.
Figs. 11 and 12 illustrate a combination of rubber rings, steel washers and ball
bearing hinges for the steering heads of bicycles or tricycles and is shewn applied
to a bicycle in Fig. 7. and to a tricycle in Fig. 15.
Figs. 16, 17 and 18 illustrate a combination of the steering head or hinge as
shewn in Fig. 4 with antivibration springs and adapted to tricycles with two equal
rear driven wheels and a smaller front steering wheel Fig. 16 shows the elevation
and Fig. 17 the plan view of the combination with a novel arrangement of side
handle steering for a lady's machine, and Fig. 18 shews an elevation of the same
arrangement with bicycle steering for a man's machine.
From the figures representing the different forms of driving arrangements it will
be seen that they may be roughly divided into three classes viz. (a) those repre-
sented in Figs 6 and 8 which turn the driving wheel or wheels half round at each
stroke, (b) those which turn the driving wheel or wheels more than half round at
each stroke by means of the system of gearing known as the sun and planet gear
represented in Figs 1, 2, 3, 5, and (c) those in which the same result is obtained by
means of two spur wheels revolving on bearings in direct gear as shewn in Figs 9,
13, 14 and 15. The mechanical movements themselves whether in connection with
spur wheels or not are varieties of the mechanism described in my application for
letters patent No 11990 1885, in which the laws regulating it and its various
forms and combinations are fully explained. It may be shortly stated to consist of
two or more rods pivotted together by which means motion may be converted,
modified and transmitted as required by a combination of leverage with direct
thrust or pull, the result to be obtained being the resultant of the two forces which
may be combined in any proportion and direction according to the relative pro-
portions of the rods and the position of their common pivots and fixed centres.
For convenience this mechanism in all its different forms is treated as a new
mechanical power under the name of "Claviger." It is also divided into well
marked varieties with distinctive names and using the same nomenclature the
movements represented in the figures are as under:
- Figs 1 and 5 represent Hanger Clavigers of the first kind. Figs 3, 6 and 13 are
Bent Hanger Clavigers of the first kind. Fig. 8 is a Roller Claviger of the second
kind. Figs 9 and 15 are Bent Roller Clavigera of the first kind and Fig. 14 is a

page_text: Double Bent Hanger Claviger of the first kind. The advantages possessed by these
different forms in common for propelling velocipedes are firstly that the force is
applied by the foot being thrust in a straight line, or in a curve differing but
slightly from a straight line, directly downward from the centre of gravity of the
body, the weight of the body being utilized as resistance. This movement is a
natural one and the muscular energy can thus be more economically employed than
when the foot is moved round the crank pin circle which is not a natural move-
ment. Also in the latter case the effective stroke is only across the diameter of the
circle though the foot is moved round the circumference; there is thus a reduction
in these movements of one third of the travel of the foot and a consequent saving
of muscular energy without shortening the length of the effective stroke. The
second advantage common to all is that the motion of the main part of the
movement is continuous and hence there is no such loss of momentum as in lever,
and clutch movements in which the parts must be brought to a dead stand at the
end of each stroke and started again in the opposite direction. Each movement
has in addition special advantages of its own. In all cases the motion is smoothly
transmitted and gearing up effected without the inconvenience, danger and friction
of chains.
In the figures the same letters apply to the same parts in each.
Reference is now made to Figs 1 and 2. A is a bracket attached at one end to
the lower part of the fork side and carrying at the other end the stud S which is
the fixed axis of the hanger claviger B C D S. The latter consists of a rod B C D
called the clavis rod and a rod or link C S, called the restraining arm. C is the
pivot by which the two rods are attached to each other. By preference the
restraining arm SC is forked at C and the pivot is formed by a threaded hardened
coned centre being screwed into each side of the fork at C the point of each turning
in a hollow coned centre on each side of the clavis rod. The cones are adjusted
and held firm by a lock nut on each side. The fixed axis at S is also by preference
made adjustable with a hardened fixed and loose cone. Though the movement of
these joints is very small the means described allows of adjustment for wear and
prevents rattle. The clavis rod B D is slotted at the end B in order to allow the
pedal P to be adjusted to vary the length of the stroke the other end at D termi-
nates in a boss in which is cut a rectangular slot as shewn in Fig. 1. H is a small
spur pinion provided with a boss or projection on one side which fits into the slot
in the end of the clavis rod at D. K is a spur wheel which is rigidly fixed to the
axle L of the driving wheel. By preference it is fixed by coned screws so that it
and the parts behind it may be easily taken off for cleaning. The bracket A
recessed and bored at m which then forms a knuckle joint for the bearing box P.
The other end of the bracket is extended beyond S to form a support for the
step and for the mud guard supports. Between the spur wheel K and the bearing
box P is a slotted radius arm N which is mounted loosely on a hardened steel
bush or sleeve attached to the spur wheel K and to the axle of the driving wheel.
A spindle n having a fixed collar cis clamped in position in the slot of the radius
arm N by means of the nut n¹. The spur pinion H is mounted upon the spindle n
and is free to revolve upon it. The boss or projection of the spur pinion H is
passed through the slot in the end D of the clavis rod D C D and secured in
position by the nut n¹¹. The spur pinion H is thus tied to the axle and is held in
gear with the spur wheel K while it is prevented from turning upon its own axis.
The spur pinion and wheel thus form the movement known as the sun and planet
gear.
An alternative arrangement is to change the positions relatively of the radius
arm N and the spur pinion and wheel the former being placed outside the latter.
The clavis rod is preferably bent laterally at G in order to narrow the tread. The
parts described above are duplicated on the other side of the bicycle. Fig. 4
represents them in position applied to the bicycle. The spur wheel and pinion on
each side are completely covered in from the dust by a thin metallic box which
is supported inwards round the boss of the radius arm N and outwards by the

page_text: :
spindle n between the spur pinion H and the clavis rod D, and it revolves with
these parts.
When the pedals are operated the spur pinion H makes half a revolution round
the spur wheel K for each full stroke and supposing the same tooth in the pinion H
remained engaged between the same two teeth in the wheel K during the move-
ment, the driving wheel would be moved through half a revolution. But the
pinion H is locked to the clavis rod B C D and at the end of the stroke half the
teeth in the pinion have been engaged with the teeth in the wheel and the latter
has been advanced to that extent more than half a revolution. Hence if the spur
wheel and pinion have each the same number of teeth the driving wheel will make
one revolution instead of a half at each stroke of the pedal.
It will be seen from the foregoing description that by loosening the nuts n¹ n11
and the small spur pinion or planet wheel may be readily taken out and
another with more or fewer teeth substituted, a supply of planet wheels of different
diameters being conveniently carried in the tool bag. By this means the gearing
of the bicycle may be adapted to the average of the resistances to be overcome so
as to utilize the riders power to the best advantage. These resistances vary
according to the road surface, gradients, weather and direction of the wind and
by the means described the proportion of speed and power may be made to
correspond and they may also be proportioned to suit the requirements of the
rider.
.
If the movement in the proportions shewn in Fig. 1 were to be directly connected
with a crank at D so as to make level gearing the return stroke would be incon-
veniently more rapid than the down stroke as the latter would then turn the
crank more than half a revolution.. The effect of the sun and planet gear in
connexion with it is exactly the reverse, the result being that the up and down
movement of the pedals are equalized. The larger the planet wheel the more
nearly equal they are brought. The nearer the fixed axis S is brought to the axis
of the driving wheel the restraining arm S C being proportionately shortened the
greater the ratio between the velocity of the down and up strokes and the
corresponding angular distances moved by the driving wheel. In this way a nice
adjustment of the movement may be obtained to suit any sized wheel and an
average of 4 or 5 gearings, and by arranging for the return to be slightly quicker
than the down stroke the two dead points may be thrown entirely into the roturn
stroke.
This is shewn in Fig. 1. The movement is adapted to a driving wheel of about
30 inches the gearing to be about double see Fig. 4. The dotted line shows the
figure described by the centre of the pedal P during the movement. The centre of
the turn in 'the curve at the top and bottom are the positions of the dead points
while the points marked x and y show the commencement and termination of the
downward stroke corresponding to an exact half revolution of the centre of the
planet wheel H. round the sun wheel K. The dead points are thus in the return
stroke and pressure upon either one or other of the pedals in any position they
may assume will cause the driving wheel to be turned. The variation of force in
this movement is less than with a rotary pedal or with a lever.
Fig. 5 represents the same movement just described adapted to drive a wheel of
about 34 to 38 inches in diameter geared from 50 to 60 inches. The planet wheel H
is smaller in proportion to the wheel K than in the preceding movement. In order
to bring the points x and y into their proper positions as just explained the
distance between the centre of the axle L and the fixed axis S is increased the
restraining arm C S. being correspondingly lengthened as shewn in Fig. 5. The
application of this movement to a rear driving bicycle is shewn in Fig. 7.
Fig. 3 represents a similar movement for application to the front wheel of the
bicycle shewn in Fig. 4 when it is propelled by two riders. It is a bent hanger
claviger. The same reference letters and description apply to this movement as to
that represented in Fig. 1. It will be seen that the clavis rod D C B is bent to
an acute angle at C and that the position of the fixed axis S is different to thąt

page_text: shewn in Fig. 1. The object of these variations is to bring the foot as near to the
driving wheel axle as clearance will allow so that the riders weight may be as
much as possible over the driving wheel to prevent its slipping. The diameter of
the two spur wheels and the length of the radius rod which ties the planet wheel
to the axle must be increased in this form of the movement as shewn in order to
obtain the full length of stroke.
Fig. 6 represents the same movement as Fig. 3 being also a bent hanger claviger
of the first kind but different arranged. The main difference being that the fixed
axis S is in the opposite direction. The centre of the pedal P describes an elongated
figure 8 during the movement instead of the double loop shewn in Fig. 3. The
movement is here shewn connected to a crank M attached to the axle L of the
driving wheel. It is adapted to drive the front wheel of a bicycle of medium size
giving half a revolution at each stroke.
Fig. 8 represents the form of claviger described as a roller claviger of the second
kind. A is a bracket attached to lower end of the fork side. It is recessed and
bored to form a knuckle joint for the ball bearings the box of which is shewn
at P. The lower part of the bracket is extended forward and is finished off below
with a broader flat or grooved surface for the roller R to bear against B C D is the
clavis rod. It may terminate at the end B in a slotted are as shewn to allow the
pedal to be adjusted to different riders, or it may end with a boss to support a pedal
which is not adjustable, in the latter case the clavis rod D C B is straight in the
plane represented by the paper. It is bent laterally at G to allow of a narrower
tread. The pivot at C is a long boss giving a wide bearing on the crank pin of
the crank M. which is rigidly attached to the axle L of the driving wheel. The
end D is provided with a roller R which is preferentially surrounded by an india
rubber ring similar to the tyre round a wheel of a velocipede. The stress of the
force both when the pedal is driving the crank and when the crank is returning
the pedal into position is always upwards against A'. The dotted lines and
numerals indicate the relative positions of the crank pin and pedal centre at equal
intervals of time during the movement. It will be seen that in this movement the
variation of force is the same as in a pedal having rotary motion. The motion is
peculiarly smooth and silent and free from vibration as it bas no fixed point and
both the roller and pedal are rubber clothed. It is adapted to a bicycle having a
large driving wheel in front. The fork side is represented with a rake of 1 in 4.
This together with the arrangement allowing the stroke to be given throughout in
the rear of the axle affords the necessary element of safety. With respect to large
wheeled ungeared bicycles it is frequently the case that a strong rider could operate
to better advantage a larger wheel than he can bestride. This movement allows
this to be done as a rider can operate a wheel 6 inches more in diameter than
with the ordinary crank movement or any intermediate diameter between.
Fig. 9 represents a bent roller claviger of the second kind for operating the front
wheel of a bicycle in combination with two spur wheels in direct gear. AA is a
fixed bracket rigidly attached to the end of the fork side. At V it is recessed and
drilled to form a knuckle joint for the axle bearing, the box of which is shewn
at P. At O it has a shoulder which carries the remainder of the bracket forward
and outward beyond the fork side. At W the bracket has a fork or projection on
each side opposite to each other; these are recessed and drilled and form knuckle
joints for two bearings which support between them a short spindle . The
bracket is then curved and bent downward as shewn in the figure. The inner
surface a of the bracket for about half its length at the lower part is broader and
is finished with a flat or a slightly concave surface to accommodate the roller which
bears against it. The clavis rod BCD is represented bent to a right angle. P is
the pedal, which is adjustable in the boss at the end of B being threaded and
screwed in it and fixed securely at any height by the set screw c¹. Towards the
centre of the rod is a boss at C which carries a stud upon which the roller R
revolves. The end D of the clavis rod terminates in a boss forming a deep bearing
for the adjustable crank pin of the crank M. The crank M is rigidly attached to

page_text: the short spindle 1. Between the two bearings there is rigidly attached to the
spindle a spur pinion T. On the end of the driving wheel axle L there is
likewise rigidly fixed another spur pinion S and the centres are arranged so that
these two spur wheels gear together. The position shewn in the figure is just
after the commencement of the downward stroke for half a revolution of the
crank M. The dotted lines and numerals indicate the relative positions of the
crank pin and pedal centre at equal intervals of time during the movement. It
will be seen that the figure described by the pedal is similar to an elongated
figure 8 but it cannot be distinguished by the operator from a direct up and down
motion. During a complete revolution of the crank the roller R moves up and down
the guide A a distance each way equal to the diameter of the crank pin circle.
The pedal P has a stroke equal in length to the two sides of an inscribed square in
the crank pin circle: The first half of the stroke is effected by leverage alone the
roller R acting as fulcrum and the second half by direct thrust the roller R
acting as guide. "The directions of the motion of the roller and of the pedal P do
not coincide as to time the roller being a quarter of a stroke behind the pedal
The stress of the pressure at R is against A throughout the movement, but in
order to prevent the clavis rod from swinging free from contact with the bracket A
at the termination of the stroke a bent rod or wire g fixed to the bracket A above
and below comes into contact with a groove in the roller. The roller is preferably
covered by a rubber ring similar to the preceding movement described. This
movement owing to the fact of there being no fixed point and to the roller and
pedal being both covered with rubber is smooth and noiseless. The figure 0 in
the dotted crank pin circle and in the dotted lines traversed by the pedal shows
the commencement of the stroke and the figure 8 the termination. In this move-
ment there is no dead point in the stroke and the force is more equalized than in
the case of a pedal attached to the crank pin, in what is generally known as rotary
motion. The gear pinions are arranged to be small and they and the crank and
outside bearing are fixed in position so as to be readily removeable. Several sets
of spur pinions are provided each pair differing in the ratio of their teeth but all
having the same centres. In this way the gear may be varied by the rider to suit
different requirements and resistances. The parts are duplicated on the other side
of the bicycle.
Fig. 13 represents a claviger movement, in combination with two spur wheels in
direct gear, adapted to propel a tricycle with two driving and steering wheels in
front with a small rear trailing wheel. The movement is a bent hanger claviger of
the first kind. The size and position of the driving wheels in relation to the parts
represented in the figure are indicated by the circle which represents them pro-
jected on the plane of the paper.
The back-bone rear wheel and seat are not
shewn. A is the front bone consisting as is usual of a vertical hollow tube
terminating at the upper end in the head. It is bent backward just above the
axle and then continued vertically downward to S as shewn in the figure. Rigidly
attached to it near the bend is the fork-piece A¹ and A" depending from it to the
right and left and then curved forwards and downwards. On the fork-pieces are
two bosses band b₁ one on each side. Through each of these pass a vertical bolt
carrying a knuckle joint Y at the end, to which the ball bearing box P is attached.
I represents in cross section the solid axle and L the hollow one which are con-
nected together by the balance gear at one end. The ends of the forks each
terminate in a knuckle joint V₁ which carry ball bearing boxes p₁ which support
at both ends a subsidiary axle 1. A crank M and M² is keyed or otherwise
securely attached at each end to this axle. On this subsidiary axle between the
two bearings there is rigidly attached a spur wheel T. On the hollow axle L'
there is likewise rigidly attached to it another spur wheel R the centres being
arranged so that the two are held in gear. The rod B C,D is the clavis rod, SC is
the restraining arm, the fixed axis S being rigidly attached to the bottom of the
tube A. The restraining arm S C is pivoted to the clavis rod at C. The end D'
terminates with a boss giving a deep bearing upon the crank pin. The crank pin
4

page_text: is adjustable in the usual way allowing the length of stroke of the pedal P to be
shortened or lengthened. In the figure the movement is represented at the com-
mencement of the stroke. The dotted lines show the position of the movement on
the other side of the machine at the termination of the stroke: The movement of
the pedal is similar to that represented in Fig. 9 the dead point being overcome.
The drawbacks to this class of tricycle hitherto been the difficulty of steering and
the danger of the brake which when put on under usual circumstances causes the
rear part of the machine with the rider to revolve round the driving axle much to
the latters discomfiture. The stroke of the foot being almost directly downwards
the steering is rendered exceptionally easy. To remedy the latter drawback a
safety brake and step combined are shown in the figure attached to the framework
just described. The step a o is also the brake lever with the fulcrum at h towards
the lower end of the tube A. It is operated by the foot, which when the machine
is in motion is withdrawn from a pedal for the purpose. Great power of restraint
may be obtained by downward pressure of the feet on the uprising pedals and the
brake may be reserved for use in emergencies when it may be employed in the
manner described with perfect safety. The power is transmitted by the connecting
rod id to the bell crank lever which tightens a band brake acting upon a drum
rigidly attached to the hollow axle in the usual manner.
Fig. 14 represents a machine similar to the one just described which may be
operated by one or two riders, in the latter case forming a tricycle tandem. The
framework and tandem movement will be first described. A A is a straight
vertical hollow tube placed behind the axle about the same distance as the lower
part of the vertical tube shewn in Fig. 13. The forked bracket, knuckle joints,
bearings, spur wheels, cranks and subsidiary axle are substantially the same as
those shewn in Fig. 13 and the same description will apply. A bracket P is
rigidly attached to the upright tube A to support the adjustable seat rod spring
and seat with the supporting handles all of the usual kind. The movement is a.
double bent hanger claviger of the first kind. The part D UC is preferably con-
structed in one piece. It terminates at D in a boss which allows of a deep bearing
on the crank pin which is adjustable so as to allow the length of stroke to be
varied. The other end terminates in a pivot at C to which point the end of the
restraining arm CS is connected. The fixed axis is at S at the lower end of the
front bone A A. Just above the pivot C the rod D C has a strong boss U which
is drilled or bored out to accommodate the rod B B¹. The latter is by preference
a hollow tube of steel. It carries at each end the two segmental slotted pieces p
and p¹ to allow of the adjustment of the pedals P and PI to suit different riders.
The tube is divided into two pieces about the centre. A short core is brazed into
one end so that it projects a short distance outwards. This projecting piece and
the interior of the end of the other piece of the tube are threaded. One part is
then passed through the boss U and the two parts tightly screwed together The
tube B B¹ can be moved backwards and forwards through the bearing in the
boss U, thus the length of the stroke can be adjusted between the two riders. If
a lady occupies the front seat the length U B may be shortened and the length UB
corresponding lengthened, the length of the stroke corresponding. When the
rod BUB is arranged in position it is firmly held there by the set screw n".
The rods then form a rigid cross. The movements of the two pedals are half a
stroke apart, when one is at the commencement the other is at the middle of the
stroke so that full impulse without break is transmitted to the crank. The
O oscillation of the rod CS is in time between the other two being a quarter of a
stroke before one and a quarter of a stroke behind the other.
When it is required to change the machine into a single one, the fore part of the
rod B¹ UB is unscrewed from the other and withdrawn. The rear part is then
fixed in the bearing at U by the set screw n¹¹. The set screw n¹ is loosened and
5 the front seat rod spring saddle. and handles are withdrawn in one piece.
Fig. 15 represents the same movement which has already been described and
illustrated in Fig. 9 where it is shewn applied to a bicycle. In this case it is

page_text: I
shewn applied to a tricycle with two rear driving wheels and a smaller front
steering wheel. The fork bracket, bearings, wheels, cranks &c. are similar to those
shewn in connection with Fig. 13 and the same description will apply. The shape
of the fork brackets is different and the spur wheels differently arranged to suit the
altered conditions. A step S binds the two ends of the fork bracket together and
allows easy access to the saddle from the rear of the machine over the axle. The
tube A. at the upper end accommodates the seat. pin which is adjustable as to
height by means of the set screw C.
The fourth and fifth heads of my invention deals with-means for excluding or
dissipating vibration, and improvements in the steering,
Fig. 11 represents a longitudinal section of the steering head or hinge of a
velocipede. It is shewn applied to a rear driving bicycle in Fig. 7.and to a rear
driving tricycle in Fig. 15. Fig. 12 represents the lower part of the head on
a larger scale so as more clearly to illustrate its details. In Fig. 11 the
piece bbb16111 represents the head and neck which are tubular. They are
preferably made in one piece as shewn and the upper end of the neck b¹¹ is brazed
by means of a core, piece into the rest of the backbone, which is connected with the
axle of the rear wheel or wheels. The steering rod a a passes through the head
having bearings within it for a short distance at each end at 6' and b¹. At its
lower end it is rigidly connected to the washer all and to the boss a' which latter
is securely brazed into the top of the fork of the small steering wheel. The top
and bottom of the head are made of greater diameter so as to admit of an annular
groove being cut into them to accommodate a ring of hardened steel spheres with
which they are filled. Above and below the head are steel washers C and C¹
bearing upon the steering rod a a and free to move up and down upon it. They
have an annular collar at the inside, projecting slightly beyond the face of the
washer in a direction away from the head. These steel washers have annular
grooves cut into them opposite to and corresponding with the grooves cut into the
head. The grooves and balls are fitted so that when brought together the faces of
the head and of the washers shall not butt together but that the head shall bear
and roll upon the balls. Two steel washers e and e¹ are turned of the shape shewn
in the figures. They are thin discs with a thin cylindrical centre piece projecting
on both sides of the disc. Round each of these washers two rubber rings are
placed one above and one below the disc. They are represented by 71 72 73 and 24.
The fixed washer a" has annular projection or bearing similar to those on ball
bearing washers. The parts described are placed in position as shewn in the
figures. A loose steel washer shaped the same as the fast one al is placed at the
top reversed in position. A part of the steering rod above the head is threaded
and a nut n placed upon it. This is slightly screwed down, the extent depending
upon the weight of the rider. The lock nut n is then utilized to hold all secure.
The head of the machine is thus held in equilibrium between the rubber rings
above and below, while the balls and channels. are held together by an elastic
tension. The rubber rings are held entirely by the washers e and e¹ so that they
cannot bind against the steering rod or. the other washers but are free to be
compressed or expanded in response to the jolts of the small steering wheel, the
washers sliding upon each other inside and upon the steering rod. In this manner
the vibration of the front wheel is intercepted by the rubber. During steering the
head rolls upon the balls and renders the steering easier. The arrangement also
prevents the rubber being injured by the erosive action of the oil as it is
excluded.
Fig. 4 represents a novel method of steering a bicycle according to my invention
The open head or hinge represented has the centres in a vertical line midway
between the two wheels. There is no novelty claimed for the head itself, which
may be an open one as represented in the figure or any other ordinary head in use.
The novelty is in its position alone. When the steering is operated both wheels
are turned at an equal angle in opposite directions. -It is thus a double steerer'ând
except at the moment of altering the steering both wheels move exactly in the

page_text: same track. The weight of the rider renders the steering steady. The balance of
the rider can be more easily maintained than by any other method with scarcely
any perceptible effect upon the steering, as a slight movement of the steering
handles causes the head of the machine and to a less extent the riders centre of
gravity to oscillate to right or left of a vertical plane passing through the points
of contact of the wheels with the ground. Fig. 10 represents a detail of the head.
Instead of the vertical spindle terminating in coned centres which aro very liable
to break off and difficult to repair; they have a hemispherical hole cut at each end.
The adjustable, head pin at the top and the bush at the bottom of the spindle are
treated in the same manner. Within these holes a rather large steel sphere is
placed at top and bottom and the spindle turn upon these spheres. When worn or
broken they can be readily replaced.
Fig 16. 17 and 18 represent the head just described in combination with an
anti-vibration spring adapted to rear driving tricycles... Fig. 16 is an elevation and
Fig. 17 a plan view of the parts suited for a lady's tricycle. The head with vertical
centres is situated between the small steering wheel and the axle of the driving
wheels When the steering is operated in connection with balance gear all three
wheels turn simultaneously the small wheel and the two driving wheels making an
opposite angle. All three wheels steer and the steering is much steadier, and does
not strain the rubber tyre of the small wheel. Figs 16 and 17 also illustrate a
method of excluding the vibration of the small wheel from the rest of the machine.
Four springs S¹ S2 S3 and S' each consisting of a steel rod bent into a single coil with
two parallel straight ends are fixed between the end of the horizontal fork of the
small wheel and the steering. The longer ends of the four springs are pinned and
brazed into holes drilled into a suitably shaped piece of metal brazed or otherwise
rigidly attached to the fork, two above and two below. The other ends are
similarly pinned and brazed into holes drilled into lugs rigidly attached to the
head. The springs on each side are thus incapable of differential action and
therefore cannot affect the steering of the small wheel while they effectually
exclude the vibration. The steering is represented as effected by a claviger
movement described fully in my application before referred to Fig. 18 represents
the same combination of springs and head applied to a mans machine with bicycle
steering. The tubular part of the head which carries the lugs is extended upwards
and carries an adjustable handle bar. The lugs and steering centres may be placed
at any part of the tube.
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. The various modifications of the mechanism for converting and transmitting
motion (as already described in my specification No 11990, 1885) and their adapta-
tion and application to the propulsion of velocipedes substantially as hereinbefore
described and illustrated by Figures 1, 2, 3, 5, 6, 8, 9, 13, 14, and 15 of the
accompanying drawings.
Second. The combination and adaptation to velocipedes of the driving mechanism
with sun and planet gear, substantially as herein shewn and described.
Third. The arrangement and method of fixing the planet wheel so as to be
readily interchangeable, as herein shewn and described.
Fourth. The combination and adaptation to velocipedes of the driving mechanism
with direct gear substantially as herein shewn and described.
Fifth. The combination and application to velocipedes, in the manner and for the
purpose substantially as herein shewn and described of claviger movements (or
otherwise of levers with moveable fulcra) and sun and planet motion, in which the
planet wheel is attached to or held by the clavis rod (or otherwise the lever).
Sixth. The combination and arrangement of washers, rubber rings and ball
bearings in connection with the steering head of a velocipede, in the manner and.

page_text: for the purpose substantially as herein described and illustrated by figures 11
and 12.
Seventh. The arrangement and method of steering by which both wheels of a
bicycle steer, substantially as herein described and illustrated in figures 4 and 10.
Eighth. The arrangement and method of steering by which all three wheels of a
tricycle steer, substantially as herein described and illustrated in Figures 16, 17
and 18.
Ninth. The general arrangement and combination of the anti-vibration springs
and vertical heads herein before described and illustrated in figures 17, 18 and 19.
Tenth. The general combination and arrangement of the several respective parts
and details together forming my improvements in velocipedes, substantially as
herein before described and shewn in the drawings.
Eleventh. The novel construction and arrangement of the framework. of the
velocipedes substantially as heroinbefore described and illustrated in figures 4, 7, 13,
14 and 15.