Year: 1881

page_text: We THE COVENTRY MACHINISTS' COMPANY (Limited) of Coventry in the
County of Warwick, Velocipede Manufacturers seek leave to amend the Specifi-
cation of Letters Patent, No. 5682 of 1881, as shown in red ink in the copy of the
original Specification hereunto annexed, White & Asbury (Velocipedes).
Our reasons for making this amendment are as follows:-
-
That the first head of the Invention is anticipated in part by a Patent of earlior
date, the Specification of which was not tiled at the time the application was
made for the Patent N° 5682 of 1881 above referred to.
That we are the owners of the said Patent N° 5682 of 1881 by virtue of an
Assignment bearing date the 8ª day of November 1882, and duly recorded in the
Patent Office.

page_text: In the matter of Letters Patent granted to Joseph White and John Asbury
No 5682 of the series of the year 1881.
I hereby grant leave to the Coventry Machinists' Company, Limited, the assignees
of the said Letters Patent, to amend the Specification, filed in pursuance of the
said Letters Patent, in the manner proposed.

page_text: LETTERS PATENT to Joseph White of Coventry in the County of Warwick,
Manager, and John Asbury of the same Place, Machinist, for an Invention of
"IMPROVEMENTS IN VELOCIPEDES”
PROVISIONAL SPECIFICATION left by the said Joseph White and John
Asbury at the Office of the Commissioners of Patents on the 27th December
1881.
JOSEPH WHITE of Coventry in the County of Warwick Manager, and JOHN
ASBURY of the same Place, Machinist " IMPROVEMENTS IN VELOCIPEDES."
This Invention relates to improvements in the driving gear of velocipedes in
which one travelling wheel is driven, and also in which both travelling wheels are
driven. It has likewise reference to an improved arrangement of brake for acting
on both wheels simultaneously.
In fitting up a velocipede in which the power is transmitted to one wheel only
at a time, I mount two chain wheels on the crank shaft, one for transmitting
motion to a "speed" wheel on the hub of one of the travelling wheels, and the
other for transmitting motion to the "power" wheel on the hub of the other
travelling wheel. A sliding clutch or ratchet is used for locking to the crank axle
the chain wheel for driving the speed wheel, and the well-known arrangement of
rollers and converging gripping surfaces is used for locking to the crank axle the
chain wheel which drives the "power" wheel. When the speed wheel is brought
into use, the "power" wheel will cause its chain wheel to over run, and thus it
will be virtually loose on the crank shaft and offer no obstruction to the driving
of the vehicle.
In the case where both travelling wheels are required to be driven simul-
taneously, I introduce a novel arrangement of differential driving gear, which
receiving motion directly from the crank shaft, will transmit it to both travelling
wheels. This differential gear consists of a chain wheel which runs loosely on the
axle of the travelling wheels, and carries the axle for a pair of pinions or wheels,
one on either side of the chain wheel. One of these pinions or wheels gears directly
into a pinion keyed on the axle of the travelling wheels to which also one of the
travelling wheels is keyed. The other pinion drives, through an intermediato
pinion carried by the chain wheel, a pinion keyed on a sleeve shaft to which the
other travelling wheel is made fast, or it may be to the hub of that wheel.
Through this gearing both travelling wheels are driven, and either may be used as
the pivot wheel in turning.
In some cases I propose to combine with this differential gearing the arrangement
of speed gearing above described, and I then place the two sits of gearing at
opposite sides, or both on one side, of the vehicle. When the speed gearing is
thrown into action, it will cause the chain wheel on the crank shaft by which the
differential gearing is actuated, to over run, and thus the differential gearing will
act as a transmitter of motion instead of a giver off of motion, as before. The

page_text: sliding clutch is held in action by a spring and drawn out of action by means of a
forked rock lever borne against by a cam on the extremity of a vertical stem
carrying a handle for turning it.
The skids of the improved brake are carried by a horizontal rod which is
supported in a rocking frame pivotted to the main framing. A link from this
rocking frame connects it with the arm of a rock shaft, from which stands up a
second arm that forms the brake handle. By the rocking of the frame the skids
are brought to bear on the periphery of the travelling wheels at such a position
that the transverse rod which carries them comes into, or near, the plane of the
axis of the travelling wheels and as these skids project, both above and below their
rod, they will take an effective bearing upon the wheels.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patont filed by
the said Joseph White and John Asbury in the Great Seal Patent Office
on the 27th June 1882.
JOSEPH WHITE of Coventry in the County of Warwick, Manager, and JoHN
ASBURY of the same Place Machinist. IMPROVEMENTS IN VELOCIPEDES
"
This Invention relates to improvements in the driving gear of velocipedes in
which one travelling wheel is driven, and also in which both travelling wheels are
driven. It has likewise reference to an improved arrangement of brake for acting
on both wheels simultaneously.
In-fitting up a velocipede in which the power is transmitted to one-wheel only
at a time, we mount two chain wheels on the crank shaft, one for transmitting
motion to a "speed" wheel on the hub of one of the travelling wheels, and the
other for transmitting motion to the "power"-wheel on the hub of the other
travelling wheel. A sliding clutch or ratchet is used for locking to the crank axle
the-chain-wheel for driving the speed wheel, and the well known arrangement of
rollers-and-converging gripping surfaces is used for locking to the crank-axle-the
chain wheel which drives the "power" wheel. When the speed wheel is brought
into-use the "power" wheel will cause its chain wheel to over run, and thus it will
be virtually loose on the crank shaft, and offer no obstruction to the driving of the
vehiele
In Sheet I of the accompanying Drawings Fig: 1 is a side elevation of a Tricycle
arranged according to the first part of our Invention with speed and power gearing
and serving to shewing alse the application of our improved brake to tricycles
generally, and Fig: 2 is a plan view of the same. In these figures A A is an open
fronted-frame-fitted with stud axles to receive the travelling wheels BB' and
extending rear-wards to carry the fork of the steering wheel C. The front-part-of
the frame bends downwards to receive the bearings for the crankshaft Dupon
which are mounted loosely the chain wheels E, E¹. The chain wheel E is held
fast to the crank shaft by a sliding clutch F the normal or locking position of which
is-maintained by n-coiled spring F-acting upon a short rock lever F. This lever
(seen-best-in-the-detached views Figures 2) rocks on a fulerum pin projecting from
a bracket Fmade fast to the framing A, and the head of the lever enters an annular
groove in the eluteh. Bearing on the tail of this eluteh lever is a eam lever F³
which is mounted on a rod F' that has its bearings in the bracket F*, and in a
second-bracket F**-carried by one of the stud-axles. The rod F is fitted with
a cross handle near the seat of the driver and by turning it, the cam will be caused
to draw the clutch out of action, and cuspend the working of the chain wheel E
as desired.
Passing around the chain wheel E is a chain G, which gears with a chain
wheel Gon the hub of the travelling wheel B. The wheels E and G' it will be
seen, are so proportioned as to increase the speed of rotation of the wheel B over
the speed of the crank shaft, when the chain wheel E imparts-rotary motion to the
travelling wheel. This arrangement of mechanism is situate on the left-hand side
of the Tricycle and it will be the driving gear that is most commonly in use. The
power driving gear is situate on the right hand side of the Tricycle, and a chain H

page_text: from the chain wheel E'. passes-over-a-chain-wheel H' on the hub of the travelling
wheel B. The proportion between the wheels Eland H-is the reverse of the
proportion of the wheels E and G'. Thus when the chain-wheel E' is driven (the
chain-wheel E-being thrown out-of-use)-increased-power at the expense of speed
will be imparted to the wheel H, and thereby a facility for hill climbing will be
placed at the command of the rider. It is necessary however, that when the speed
gearing is in action, the power gearing on the other side of the vehicle should be
out of action. This we ensure by fitting the chain wheel El with an overrunning
eluteh,-commonly known as the Cheylesmore eluteh," and consisting of a dise
keyed onto the crank shaft and recessed into the side of the chain wheel:-eam-shaped
recesses are cut-in the periphery of the dise to receive rollers which, as the space
contracts between the dise and the wall of the recess in the chain wheel by
reason of the rotation of the dise, are nipped firmly and thus lock the chain wheel
to the crank shaft. So long however as the speed of rotation of the travelling
wheel B' and consequently of the chain wheel H' exceeds the speed of rotation
of the crank shaft by reason of the speed gearing being-in-action-the wheel H
will through its chain I cause the chain wheel E-to-overrun, and thus that chain
wheel will be practically put out of action.
In-some-enses it may be found desirable To drive both travelling wheels simul-
taneously through either of the speed or power gearing is the main object of our
Invention. For this purpose we propose to adapt to the tricycle provided with
such gearing an arrangement of differential gearing through which the motion of
the crank axle will be transmitted to the travelling wheels. In Sheet II of the
Drawings this novel combination of gearing is shewn as applied to a tricycle, Fig: 3
being a side elevation and Fig: 4 a plan of the same. The same letters of reference
as those used in Sheet I are applied to like parts represented in these figures. Thus
AA is an open fronted frame. BB' are the driven travelling wheels; and C is
the steering wheel. E is the speed chain wheel locked by a sliding clutch to-the-
crank shaft D and E¹ is the power chain_wheel-fitted with the Cheylesmoré clutch.
The normal or locking position of the clutch F is maintained by a coiled spring F
acting upon a short lever F. This lever (seen best in the detached views Fig" 2")
rocks on a fulcrum pin projecting from a bracket F* made fast to the framing A,
and the head of the lever enters an annular groove in the clutch. Bearing on the
tail of this clutch lever is a cam lever F³ which is mounted on a rod F* that
has its bearings in the bracket F* and in a second bracket F***
The rod F is fitted with a cross handle near the seat of the driver, and by
turning it the cam will be caused to draw the clutch out of action and suspend the
working of the chain wheel E as desired. The chains of these wheels E and E¹
pass respectively around rings of teeth G' and H formed on the periphery of
a drum I. This drum is mounted loosely on an axle K which carries the travelling
wheels B B and within it is arranged the well known "Starley differential gear,"
as shewn in the detached sectional views Figures 5. The wheel B is loose upon its
axle and its hub is fitted with a bevil wheel b but the wheel B¹ is keyed fast to the
axle K, as is also the bevil wheel b'. Fitted to the internal web or arms of the
drum I is a radial axle (one or more) for receiving a loose bevil pinion b² for gearing
into and driving the bevel wheels b and bl.
It will now be understood that whichever may be the chain in efficient action,
the drum I will be driven and caused to impart rotary motion both to the wheel Bi
keyed on the axle K and to the wheel B which is loose on that axle. It will also
be understood that when the chain wheel E is in action the chain wheel E' will
overrun as before explained and will offer no obstruction to the proper working
of the mechanism But so soon as by the sliding of the clutch F the chain
wheel E is disconnected from its rotating crank shaft the chain wheel E' will come
into action and propel the vehicle with an increased power but at a lower rate of
propulsion.
We will now explain our new construction of brake which is shown in place in
Figures 1 and 2 Sheet. 'T. and detached on an enlarged scale at Figures 6 and 7

page_text: Shoot III. L L are the skids of the brake carried by a horizontal rod M, which is
supported in a swinging frame N, hinged to the main framing. A link O attached
to this swinging frame connects it with the arm P of a rock shaft Q from which
stands up a second arm R. that forms the brake handle. By rocking the frame N
the skids are brought to bear on the periphery of the travelling wheels. In order
to act more efficiently thereon the rod M which carries the skids is set in or near
the plane of the axle of the travelling wheels and the skids are made to project
both above and below their rod. Thus when the skids are drawn up to the wheels
by means of the brake handle they will take a most effective bearing upon the
wheels putting a pressure upon them in the direct line of progress of the vehicle.
In order to adapt this part of our Invention to what are known as folding
tricycles we adopt the arrangement shewn at Figures 8 Sheet III, which shews
the hinged pin for the swinging frame carried by a bracket S pendent from and
capable of turning upon the back-bone of the frame. The collar of this bracket is
fitted with a clamping screw which is tightened up to keep it in a horizontal
position. It is necessary also to connect the link O of Fig: 6 by means of a swivel
joint with the arm P to provide for the tipping of the bracket with the swinging
frame and skids into the position shewn at Fig: 9. This is effected when it is
required to pass the folding tricycle through a narrow entry, or to pack it for
transport, and to this end the binding screw of the bracket is slackened and the
bracket is then free to be turned up into the position of Fig: 9.
Having now set forth the nature of our Invention of " Improvements in
Velocipedes" and explained the manner of carrying the same into effect we
wish it to be understood that under the above in part recited Letters Patent we
claim:-
First: The combination of mechanism above described with-reference to Sheet I
of the Drawings whereby the travelling wheels of velocipedes may-at the pleasure
of the rider be driven at a speed superior to or inferior to the speed of rotation of
the crank shaft.
First Second: The combination with our improved speed and power driving
gear, of a differential gear arrangement for transmitting motion to a pair of
travelling wheels as described with reference to Sheet II of the drawings.
Second Third: The application to volocipedes of the brake mechanism described
with reference to Sheets I and III of the drawings.
In witness whereof wo the said Joseph White and John Asbury have
hereunto set our hands and seals the Twenty fourth day of June in the
P

page_text: LETTERS PATENT to Joseph White of Coventry in the County of Warwick,
Manager, and John Asbury of the same Place, Machinist. for an Invention of
"IMPROVEMENTS IN VELOCIPEDES
"
PROVISIONAL SPECIFICATION left by the said Joseph White and John
Asbury at the Office of the Commissioners of Patents on the 27th December
1881.
JOSEPH WHITE of Coventry in the County of Warwick Manager, and JOHN
ASBURY of the same Place, Machinist "IMPROVEMENTS IN VELOCIPEDES."
This Invention relates to improvements in the driving gear of velocipedes in
which one travelling wheel is driven, and also in which both travelling wheels are
driven. It has likewise reference to an improved arrangement of brake for acting
on both wheels simultaneously.
In fitting up a velocipede in which the power is transmitted to one wheel only
at a time, I mount two chain wheels on the crank shaft, one for transmitting
motion to a "speed" wheel on the hub of one of the travelling wheels, and the
other for transmitting motion to the "power" wheel on the hub of the other
travelling wheel. A sliding clutch or ratchet is used for locking to the crank axle
the chain wheel for driving the speed wheel, and the well-known arrangement of
rollers and converging gripping surfaces is used for locking to the crank axle the
chain wheel which drives the "power" wheel. When the speed wheel is brought
into use, the "power" wheel will cause its chain wheel to over run, and thus it
will be virtually loose on the crank shaft and offer no obstruction to the driving
of the vehicle.
In the case where both travelling wheels are required to be driven simul-
taneously, I introduce a novel arrangement of differential driving gear, which
receiving motion directly from the crank shaft, will transmit it to both travelling
wheels. This differential gear consists of a chain wheel which runs loosely on the
axle of the travelling wheels, and carries the axle for a pair of pinions or wheels,
one on either side of the chain wheel. One of these pinions or wheels gears directly

page_text: into a pinion keyed on the axle of the travelling wheels to which also one of the
travelling wheels is keyed. The other pinion drives, through an intermediate
pinion carried by the chain wheel, a pinion keyed on a sleeve shaft to which the
other travelling wheel is made fast, or it may be to the hub of that wheel.
Through this gearing both travelling wheels are driven, and either may be used as
the pivot wheel in turning.
In some cases I propose to combine with this differential gearing the arrangement
of speed gearing above described, and I then place the two sets of gearing at
opposite sides, or both on one side, of the vehicle. When the speed gearing is
thrown into action, it will cause the chain wheel on the crank shaft by which the
differential gearing is actuated, to over run, and thus the differential gearing will
act as a transmitter of motion instead of a giver off of motion, as before. The
sliding clutch is held in action by a spring and drawn out of action by means of a
forked rock lever borne against by a cam on the extremity of a vertical stem
carrying a handle for turning it.
The skids of the improved brake are carried by a horizontal rod which is
supported in a rocking frame pivotted to the main framing. A link from this
rocking frame connects it with the arm of a rock shaft, from which stands up a
second arm that forms the brake handle. By the rocking of the frame the skids
are brought to bear on the periphery of the travelling wheels at such a position
that the transverse rod which carries them comes into, or near, the plane of the
axis of the travelling wheels and as these skids project, both above and below their
rod, they will take an effective bearing upon the wheels.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Joseph White and John Asbury in the Great Seal Patent Office
on the 27th June 1882,
JOSEPH WHITE of Coventry in the County of Warwick, Manager, and JoHN
ASBURY of the same Place Machinist. IMPROVEMENTS IN VELOCIPEDES."
"
This Invention relates to improvements in the driving gear of velocipedes in
which one travelling wheel is driven, and also in which both travelling wheels are
driven. It has likewise reference to an improved arrangement of brake for acting
on both wheels simultaneously.
In fitting up a velocipede in which the power is transmitted to oue wheel only
at a time, we mount two chain wheels on the crank shaft, one for transmitting motion
to a "speed" wheel on the hub of one of the travelling wheels, and the other for
transmitting motion to the "power" wheel on the hub of the other travelling wheel.
A sliding clutch or ratchet is used for locking to the crank axle the chain wheel
for driving the speed wheel, and the well-known arrangement of rollers and
converging gripping surfaces is used for locking to the crank axle the chain wheel
which drives the "power" wheel. When the speed wheel is brought into use the
power" wheel will cause its chain wheel to over run, and thus it will be
virtually loose on the crank shaft, and offer no obstruction to the driving of tho
vehicle
af
In
In Sheet I of the accompanying Drawings Fig: 1 is a side elevation of a Tricycle
arranged according to the first part of our Invention with speed and power gearing
and shewing also our improved brake, and Fig: 2 is a plan view of the same.
these figures A A is an open fronted frame fitted with stud axles to receive the
travelling wheels B B' and extending rear-wards to carry the fork of the steering
wheel C. The front part of the frame bends downwards to receive the bearings.
for the crank-shaft D upon which are mounted loosely the chain wheels E, E¹.
The chain wheel E is held fast to the crank shaft by a sliding clutch F the normal
or locking position of which is maintained by a coiled spring F acting upon a short
rock lever F. This lever (scen best in the detached views Figures 2) rocks on a
fulcrum pin projecting from a bracket F* made fast to the framing A, and the head
of the lever enters an annular groove in the clutch. Bearing on the tail of this
clutch lever is a cam lever F3 which is mounted on a rod F that has its bearings
in the bracket F*, and in a second bracket F** carried by one of the stud axles.
The rod F is fitted with a cross handle near the seat of the driver and by turning
it, the cam will be caused to draw the clutch out of action, and suspend the working
of the chain wheel E as desired.
Passing around the chain wheel E is a chain G, which gears with a chain
wheel G on the hub of the travelling wheel B. The wheels E and G' it will be
seen, are so proportioned as to increase the speed of rotation of the wheel B over
the speed of the crank shaft, when the chain wheel E imparts rotary motion to the
travelling wheel. This arrangement of mechanism is situate on the left hand side
of the Tricycle and it will be the driving gear that is most commonly in use. The
power driving gear is situate on the right hand side of the Tricycle, and a chain H
from the chain wheel E'. passes over a chain wheel H' on the hub of the travelling
wheel B. The proportion between the wheels E¹ and H is the reverse of the
proportion of the wheels E and G. Thus when the chain wheel E' is driven (the
chain wheel E being thrown out of use) increased power at the expense of speed
will be imparted to the wheel H', and thereby a facility for hill climbing will be
placed at the command of the rider. It is necessary however, that when the speed

page_text: gearing is in action, the power gearing on the other side of the vehicle should be
out out of action. This we ensure by fitting the chain wheel E with an over-
running clucth, commonly known as the "Cheylesmore clutch," and consisting of
a disc keyed onto the crank shaft and recessed into the side of the chain wheel:
cam-shaped recesses are cut in the periphery of the disc to receive rollers which,
as the space contracts between the disc and the wall of the recess in the chain
wheel by reason of the rotation of the disc, are nipped firmly, and thus lock the chain
wheel to the crank shaft. So long however as the speed of rotation of the
travelling wheel B' and consequently of the chain wheel H' exceeds the speed of
rotation of the crank shaft by reason of the speed gearing being in action the
wheel H will through its chain H cause the chain wheel E' to overrun, and thus
that chain wheel will be practically put out of action.
In some cases it may be found desirable to drive both travelling wheels simul-
taneously through either of the speed or power gearing. For this purpose we
propose to adapt to the tricycle provided with such gearing an arrangement of
differential gearing through which the motion of the crank axle will be transmitted
to the travelling wheels. In Sheet II of the Drawings this novel combination of
gearing is shewn as applied to a tricycle, Fig: 3 being a side elevation and Fig: 4
plan of the same. The same letters of reference as those used in Sheet I are
applied to like parts represented in these figures. Thus E is the speed chain
wheel locked by a sliding clutch to the crank shaft and E' is the power chain
wheel fitted with the Cheylesmore clutch. The chains of these wheels pass
respectively around rings of teeth G¹ and H' formed on the periphery of a drum I.
This drum is mounted loosely on an axle K which carries the travelling wheels
B B' and within it is arranged the well known "Starley differential gear," as
shewn in the detached sectional views Figures 5. The wheel B is loose upon its
axle and its hub is fitted with a bevil wheel b but the wheel B¹ is keyed fast to the
axle K, as is also the bevil wheel b'. Fitted to the internal web or arms_of_the_
drum I is a radial axle (one-or-more) for receiving a loose bevil pinion be for gearing
into and driving the bevel wheels b and b².
It will now be understood that whichever may be the chain in efficient action,
the drum I will be driven and caused to impart rotary motion both to the wheel B'
It will also
keyed on the axle K and to the wheel B which is loose on that axle.
be understood that when the chain wheel E is in action the chain wheel E' will
overrun as before explained and will offer no obstruction to the proper working
of the mechanism. But so soon as by the sliding of the clutch the chain
wheel E is disconnected from its rotating crank shaft the chain wheel E¹ will come
into action and propel the vehicle with an increased power but at a lower rate of
propulsion.
We will now explain our new construction of brake which is shown in place in
Figures 1 and 2 Sheet I. and detached on an enlarged scale at Figures 6 and 7
Sheet III. L L are the skids of the brake carried by a horizontal rod M, which is
supported in a swinging frame N, hinged to the main framing. A link O attached
to this swinging frame connects it with the arm P of a rock shaft Q from which
stands up a second arm R. that forms the brake handle. By rocking the frame N
the skids are brought to bear on the periphery of the travelling wheels. In order
to act more efficiently thereon the rod M which carries the skids is set in or near
the plane of the axle of the travelling wheels and the skids are made to project
both above and below their rod. Thus when the skids are drawn up to the wheels
by means of the brake handle they will take a most effective bearing upon the
wheels putting a pressure upon them in the direct line of progress of the vehicle.
In order to adapt this part of our Invention to what are known as folding
tricycles we adopt the arrangement shewn at Figures 8 Sheet III, which shews
the hinged pin for the swinging frame carried by a bracket S pendent from and
capable of turning upon the back-bone of the frame. The collar of this bracket is
fitted with a clamping screw which is tightened up to keep it in a horizontal
position. It is necessary also to connect the link O of Fig: 6 by means of a swivel

page_text: joint with the arm P to provide for the tipping of the bracket with the swinging
frame and skids into the position shewn at Fig: 9. This is effected when it is
required to pass the folding tricycle through a narrow entry, or to pack it for
transport, and to this end the binding screw of the bracket is slackened and the
bracket is then free to be turned up into the position of Fig: 9.
Having now set forth the nature of our Invention of " Improvements in
Velocipedes" and explained the manner of carrying the same into effect we
wish it to be understood that under the above in part recited Letters Patent we
claim-
First The combination of mechanism above described with reference to Sheet I
of the Drawings whereby the travelling wheels of velocipedes may at the pleasure
of the rider be driven at a speed superior to or inferior to the speed of rotation of
the crank shaft.
Second: The combination with our improved speed and power driving gear, of a
differential gear arrangement for transmitting motion to a pair of travelling wheels
as described with reference to Sheet II of the drawings.
Third: The application to velocipedes of the brake mechanism described with
reference to Sheets I and III of the drawings.
In witness whereof we the said Joseph White and John Asbury have
hereunto set our hands and seals the Twenty fourth day of June in the
year of our Lord One thousand eight hundred add eighty two.
JOSEPH WHITE. (L.S.)
J. ASBURY.
(L.S.)