IMPROVEMENTS IN VELOCIPEDES, PARTS OF WHICH ARE APPLICABLE TO OTHER VEHICLES
Year: 1883

page_text: LETTERS PATENT to Charles Arthur Allison, of the firm of Allison Brothers,
Patent Agents, Southampton Buildings, London, for an Invention of
"IMPROVEMENTS IN VELOCIPEDES, PARTS OF WHICH ARE APPLICABLE TO
OTHER VEHICLES" communicated to him from abroad by Charles Forster
Waldo, Civil Engineer, of the City and State of New York, United States of
America
"
COMPLETE SPECIFICATION filed by the said Charles Arthur Allison at the
Office of the Commissioners of Patents on the 11th September 1883.
"
CHARLES ARTHUR ALLISON, of the firm of Allison Brothers, Patent Agents,
Southampton Buildings, London, "IMPROVEMENTS IN VELOCIPEDES, PARTS OF
WHICH ARE APPLICABLE TO OTHER VEHICLES communicated to me from abroad
by Charles Forster Waldo, Civil Engineer, of the City and State of New York,
United States of America.
This invention relates, first, to a new and useful improved construction of the
cycle" wheels so called.
Second, to a novel construction, combination, and arrangement of parts, for
actuating the driving wheel by which the vehicle is propelled.
Third, to a spring apparatus, designed to prevent or modify the transmission to
the rider through his body and limbs of the jar or chatter incident to the irregu-
larities of the surface over which the vehicle is propelled, and further, in certain
details of construction as hereinafter fully described.
In the annexed drawings:-
Figure 1 represents a side elevation of my invention as applied to a bicycle.
Figure 2 is a cross section of the felloe and flat rubber, or gutta percha tire.
Figures 3, 4 and 5 are detail modifications of the tire and felloe."
Figure 6 is an enlarged sectional exhibit of the perch air-spring apparatus.
Figure 7 is a rear elevation of my invention as applied to a tricycle.
Figure 8 is a rear elevation of the driving wheel and the forked standard.
Figure 9 is a plan view of same with foot driving gear.
Figure 10 represents details of the foot driving gear.

page_text: Figure 11 is a top view of the bicycle shown in Fig. 1; showing, in dotted lines,
the position of the rider.
Figure 12 is a side elevation of an ordinary bicycle provided with my improved
foot driving gear and hand-bar apparatus.
Figure 13 represents an enlarged top view of one half of the hand-bar, its
vertical working shaft and containing frame, with the crank beneath shown in
dotted lines.
Figure 14 is a detail view of the lower portion of the containing frame, vertical
shaft and crank, with one of the connecting rods in dotted lines.
Figure 15 is a top view of Fig. 14, showing the underneath working crank in
dotted lines, at its two vibrations.
Figure 16 is a side elevation of the combined air chamber and plunger consti-
tuting the main air-spring.
Figure 17 is a horizontal section of the above mentioned air chamber.
Figure 18 is a plan representing the manner of supporting the plunger of the
main air-spring.
Figure 19 is a side view of the saddle in its holding frame.
Figure 20 is a plan of saddle and holding frame.
Figure 21 is a plan of saddle.
Figure 22 is a view of the grip-stays by which the saddle is held in its frame.
Figure 23 represent side views of the saddle frame.
Figure 24 is a vertical section of the main air chamber and plunger and show
their relation to the centre cap of the backbone or perch.
Figure 25 is a bottom plan view of the perch centre cap.
Figures 26 to 38 inclusive represent in details the construction of the combined
hand-bar and its air-spring apparatus.
Figures 39 and 40 represent views of one of the brace bands of the driving
wheel.
Figure 41 is a view of the tire and felloe.
Figure 42 represents the manner of attaching the same to the radial wires of the
driving wheel.
Figure 43 illustrates the connection of the radial wires to the hubs of the driving
wheel, and
Figure 44 is a side view of the foot driving gear.
Like letters of reference are used to designate the same parts of the several
views.
Referring to the above mentioned drawings, the letter A denotes the driving
wheel; B, is the forked standard; C, the perch or backbone; and D, designates
the following wheel or wheels arranged at the rear end of the perch, which, will
be modified in construction according to the requirements of a bicycle or a
tricycle.
The driving wheel A, and the following wheel or wheels D, the latter being
miniature reproductions of the former, are so constructed as to combine perfect
symmetry with the greatest possible degree of strength and lightness. This result
is attained in the following described manner. In Fig. 2 is shown in section the
felloe or circumferential holding rim a, of the driving wheel, with a section of the
intended flat rubber, or gutta percha, tire b, in position thereon. This felloe is
braced and divided into arcs of a circle by the brace-bands or chords c, c, that are
attached to the web a¹, of the felloe in the manner shown in Fig. 42. Each brace-
band c (see Fig. 39) is provided near one end with an oval opening d, for the
passage of a bolt e, which, as shown in Fig. 41, has been passed through the vertical
web a', of the felloe.
In Figs. 39 and 41 is shown a flat circular eccentric piece g, bearing as a fixed
part of itself the hexagon shaped elevated grip piece g¹, which enables the eccentric
to be turned on the bolt e, so as to bear against the butt-piece f, by means of a
spanner applied to the part g', until the utmost possible thrust of the eccentric
is attained.

page_text: The effect of this thrust upon the butt-piece is to put the utmost attainable
tension upon the brace-band which constitutes the sectional chord of that section of
the driving-wheel rim, the two ends of whose bow the brace-band binds with the
whole force of its tension,
A succeeding hexagon lock-nut with a grip surface biting on the outer surface of
the hexagon upper part of the eccentric, is, by means of a hand spanner, turned
tight upon the latter and thus securely holds the whole firmly in position and
retains the tension of the brace-band thus created. The other or opposite end of
the brace-band c, has a simple round hole, as seen in Fig. 40, through which hole
the threaded end of the bolt, seen in Fig. 41, has previously been passed.
Through each of the folded and doubled strips d, passed one of the doubled
radial wires h, one end of which after starting and rising from one of the double
hubs i, i, Figs. 7, 8, 9 and 11, and passing through the doubled strip d, is there
reversed in direction and passed downward to the other one of the double hubs
where with adjustable tension, as shown in Fig. 43, it is firmly secured.
The rigidity of the tension that can be put upon the segmental brace-bands c, c,
in combination with that which can be put upon the radial wires h, h, enables these
wheels to be made to combine the utmost possible strength with the lightness seen,
for instance, in the felloe or holding rim (represented in section in Fig. 2), which
degree of lightness in suitable strength, would, without such amount of sustaining
tension, be impracticable.
The entire wheel is, by reason of said tension, when properly adjusted, in almost
as unyielding a state of rigidity, as if it were one flat plate of thick glass.
The combined disposition and arrangement of the material of the brace-bands,
the radial wires and the wheel rim are on the principle known in mechanics as
that of the "bow and chord "-used in the construction of bridges, the limit of
whose power of endurance of weight burden is the breaking strain of the
suspended chord. In this instance it is the tensile strength of the bands and wires
in combination. Each pair of radial wires suspends the proportion of weight it
carries, from the centre of the "bow" formed by the segment of the wheel rim
which is spanned by the "chord" formed by that particular band; the rim segment
and the band thus constituting the combined "bow and chord." It is obvious that
the band must somewhere be parted transversely to the direction of its length
before the "bow' can open and extend itself and thus yield and let the
weight fall.
"
Also it is equally obvious that, so long as the "bow" is (as it were edgewise)
firmly held by the "chord" in its position the combined "bow and chord" will
sustain a prodigious weight as long as neither of them "buckle"; only torsion of
the parts could induce a buckle there, and against any such torsion the extreme
tensile tension of the combined brace-band and radial wires tends to furnish a
reliable preventative. The sole actual obstacle to the tendency of the "bow"
under the weight to overcome the structural resistance of its arc shape and yield to
its load, is the resistance of the "chord" which binds it, to the tensile strain
thereon. The combination, extending entirely around the circumference of the
wheel, of a series of repetitions of the like "how and chord" (represented at
Fig. 1), produces the strongest wheel for its weight yet known for the like
purpose. It is emphatically a "suspension" wheel, the entirety of the weight borne,
being sustained by the tensile strength of the bands and wires in the combination
shown, which tensile strength only, is brought into requisition. It is stronger for
its weight than the long used and hitherto favorite, the so called "ariel
'spider" wheel, opposes less resistance to side winds, and is less liable to
buckle."
This construction of wheel, or wheels, can also be applied to other vehicles.
or
The driving wheel when rotated by the foot power applied, is propelled by the
effect of the traction of its tire upon the road surface travelled. In point of fact
cylindrical tire only grips with a surface of little more than a knife-edge upon.
the surface of the roadway, and permits more or less "slip" or lost motion, of the

page_text: driving wheels when with such tires. I maintain that a flat tire as described and
illustrated herein, would, by reason of its greater grip upon the road surface
travelled and consequent greater traction thereon, invariably under like conditions
of rider and weight, accomplish a greater distance in the same time than the tire
that is cylindrical.
A modification of my improved construction of wheels appears in Figs. 4 and 5.
It consists in making the "flare" of the rim flanges of the ordinary wheels of
velocipedes, or of any other, instead of a V shape as heretofore, of a true right
angle shape, so as to admit the application of suitably prepared rollers thereto and
by such altered shape to more or less increase the strength and rigidity of the
completed wheel when formed of the same. Another and second modification under
this head, consists in rolling with duly prepared suitable rollers, the metal of the
said wheel flanges while hot into corrugated edges as shown in Fig. 3.
This will prodigiously increase still further the strength and rigidity so as to
render the thus completed wheel rim almost, if not entirely, non buckling; the
same is seen represented in section in second Fig. 4. Yet another and third
modification under the same head consists, in addition to the square shaped rim
flanges mentioned, in making also a vertical web to such a so flanged wheel rim, as
represented in Fig. 5, and also in 'rolling the metal, of steel or other suitable
material, double, so as to make both the web and flanges into a wheel rim consisting
of doubled thin metal, again with the intention of increasing the stiffness and
rigidity of the wheel as an entirety. The mechanism for actuating the driving
wheel consists mainly of two screw clamped pairs of crank-socket or bearing
plates E, E, one on each side of the vehicle, three secondary cranks F, F, F, on
each side which rotate on parallel centre studs or shafts that are carried by the said
socket or bearing plates E, and two triple cranked levers G, G, in which are borne
the bearings or sockets in which the heads of the cranks F rotate. These triple
cranked levers G, G, by reason of the combined action of the cranks which carry
them, have a constantly level combined parallel motion in unison with the combined
rotation of the three secondary cranks F, which in combination actuate them. The
foot power is applied only to the forward secondary crank F, borne on the foremost
end of each lever G, which crank by reason of the lever connection compels the
exact simultaneous rotation of all three of the cranks, the heads of which engage
in and actuate the triple cranked lever.
These cranked levers by their arrangement have each of them their fulcrum at
their rearmost crank-head, their applied power at their foremost one, and their
resistance, or load, at their centre one, thus constituting each a lever of the second
order.
By this arrangement of parts and the difference of distance between the foremost
and centre crank-heads and that between the centre and rearmost ones, a leverage
is furnished whereby the power exerted direct by the rider's limb, or foot,
compared with the secondary, or leverage, power applied by means of the
intervention of the lever at the driving wheel axle crank-head is as, say, 9 to 14,
so that if the rider's natural direct maximum force applied at the driving wheel
axle crank-head should be equal to 70 pounds, the secondary, or leverage, force of
his foot power thus applied at the same crank-head by means of the intervention
of the lever would be equivalent to about, say, one hundred and nine pounds at
merely the distance spaces represented in Figs. 1 and 12. With greater difference
of distance between the crank-heads the increased leverage power would at the
same point be proportionately greater; but the above will be found to be practically
a very important increase of power.
The levers are constant and uniform throughout the "down pushed" half of
the revolution of their secondary cranks in the increased power exercised through
their intervention as mentioned.
This new method of applying the foot power that actuates the driving wheel has,
for its object, to secure a largely increased force at the axle crank thereof. This
increased foot power, transmitted through the intervention of the triple crank

page_text: levers G bears against the transverse strength of the foremost and central, and
against the tensile strength of the rearmost crank E constantly throughout the
said half part of their co-incident revolutions. With perfect workmanship and
thorough lubrication the three cranks all move together as simultaneously as if one
piece.
The lever is operated only by the force of the secondary cranks to the treadle of
one of which secondary cranks alone the rider applies his foot. The lever's force,
magnified by the leverage before montioned, alone rotates the shaft, or axle, of the
driving wheel and said centre crank accompanied by the combined revolution of
the other two secondary cranks, causes the driving wheel at every combined
revolution of all three of the cranks to effect a revolution of its entire circumference
over or upon the roadway travelled. The interposition of the hand-bar air-spring
accompanying the hand-bar and its vertical shaft, averts from his hands and arms
the terrific jar and tremor of the wheel centres which have heretofore afflicted and
still afflict these members in riding the bicycles hitherto and at present in use.
The manner in which the rider applies his feet to the foremost secondary crank
treadles is seen represented in the dotted outline of him shown at Fig. 12, said
foremost treadles, and his feet with him, rotating around the centres of the said
foremost opposite secondary cranks, which centres of said opposite two cranks are
in the same transverse line, and the said centres of said cranks are borne by the
"sockets
or bearing plates E previously mentioned which are affixed at the base
of the forked standards.
"
This arrangement of mechanism can be also adapted and applied to other
velocipedes or to an ordinary bicycle, as at Fig. 12, by which it is seen that the
new arrangement of the advanced hand-bar, may be adopted and applied to such,
or similar, vehicles with or without an accompanying air-spring.
In Fig. 8 is represented a rear elevation of only the driving wheel A, axle A',
the right and left hubs i, i, the radial sustaining wires h, h, showing their position
and number in one half side of the driving wheel, and the pair of forks composing
the standard B, which carries the axle and foot gear. A plan of the same parts
together with the pedal gear, is shown in Fig. 9. In this latter view, it will be
seen that the centre crank F, is connected with the axle A, while the end
cranks F, F, are connected only to the bearing plates E, and triple cranked
levers G, the increased distance between the forward and centre cranks as compared
with the distance between the centre and rear cranks being also shown in this
view as well as in the details shown in Fig. 10.
In Fig. 11 is introduced in dotted outline a top view of the rider in place in the
velocipede showing his relative position generally, in respect to the vehicle, while
riding.
The places occupied by his feet, which in the view are more or less covered by
his arms, are represented in finer dotted lines; he is represented as having his left
leg and foot as pressing down the left treadle at the forward throw of that treadle,
and the right leg and foot as withdrawing upward his foot from the right treadle,
at the rearward, or back, throw thereof.
The, technically, so called, "tread" of the velocipede shown by this Figure is
radically different from that seen in ordinary velocipedes hitherto used, in that the
right and left foot both rotate separated treadles having a line of centre common
to both and represented by the dotted line x, x, shown also in Fig. 9. This line of
common centre instead of being as heretofore at the centre of the driving wheel,
being in this velocipede at a point considerably forward of that centre. This
circumstance, in connection with the new forward position of the hand-bar and its
vertical shaft, is the cause of a position very different from that afforded by or
practically attainable with, bicycles or velocipedes heretofore in use.
Fig. 12 represents the ordinary construction of "spider" wheel adapted to an
application of certain portions of this invention; with those who can tolerate the
ar, or chatter, of the wheels, and would dispense with the air-spring hereinafter
described any usual or convenient spring, of which one arrangement appears in this

page_text: Fig. 12, may be applied to sustain the saddle of the rider, as shown. The perch or
backbone C, as represented in Fig. 1, consists of two limbs, the rearmost of which,
together with whatever burden or weight it sustains, is wholly borne by the two
wheel centres; namely, that of the driving wheel A, and following wheel D. This
perch has its rearmost and foremost limbs substantially brazed to the centre cap j,
which is shown in Figs. 1 and 7 immediately over the top of the standard B. The
entire united double limbed perch has always a constantly unvarying direction of
position throughout relative to that of the rider, while the direction of the main
driving wheel beneath may be varied by the action of the band-bar at the will of
the rider.
A leg guard or protector L consisting preferably of a light hollow metallic rod, is
arranged to extend on each side from the rear end of the perch outside of and
around the position occupied by the foot of the rider as shown in Figs. 1 and 11, to
the lower end of the front limb of the perch and so on in like manner on the other
side to the opposite or rear end of the perch, whence it started, thus forming an
oval outline guard that serves to protect the feet of the rider from exposure to
collision with any person or object in the path of the velocipede. At the front end
of the perch is a guard roller K, which affords an additional support to the perch in
the event of the vehicle being thrown suddenly forward by coming in contact
with any considerable irregularity in the surface over which it is propelled.
In order to relieve the body and limbs of the rider from the effects of the jar and
chatter incident to the passage of the vehicle over irregular surfaces, one or more
air-springs are provided as hereinafter explained.
The hand-bar air-spring apparatus borne by the foremost limb of the perch C,
receives and absorbs any jarring that may overpass from the rear perch air-spring,
and whatever surplus jar might pass beyond, and not have been taken up by,
the centre or main air-spring apparatus, and is designed to effectually protect the
hands and arms of the rider from the greater part, if not the whole, of their effects.
The connection of the combined hand-bar and air-spring apparatus with the perch C
is shown in Figs. 1, 11 and 12, while the details of its construction are illustrated
in Figs. 13, 14, 15 and Figs. 26 to 38 inclusive. Fig. 26 represents the hand-bar
air-spring with its air chamber O and plunger P, its supporting platform and stud
and the sustaining shell Q that carries the whole, which shell is of cast steel or any
preferable suitable metal, and after being properly prepared is, at the position
indicated in Fig. 1, shrunk on to the "perch" or backbone. It is tapped to receive
the hollow screw standard and bolt o on the top of which is chased a screw thread,
as shown, upon which screw is firmly screwed the platform p into which is set the
base of the chamber O, and to the said platform piece the said base is firmly
attached by screws as shown in Fig. 34 or by other suitable means. The plunger P
with its piston rod on which has previously been set the cap h¹, Fig. 28, and next
the bar handle 8 is then plunged into the chamber O, said plunger having a
lubricated air tight easy fit. The air previously in the chamber is by the in-thrust,
and according to the degree of force exerted by the hand of the rider compressed
into the reduced space of the diminished chamber, and the resistance of such
compressed air constitutes the air-spring which sustains, with a certain peculiar
and agreeable, elasticity, the pressure of the hand and arm of the rider.
Fig. 27 represents the plunger cage frame R, the function and office of which
are to conduct and carry over and around the air chamber with its plunger and
efficiently communicate to the double armed crank t the actuating motion imparted
to the hand-bar by the hand of the rider.
Fig. 29 is a side view and Fig. 30 a plan view on the like scale, of the double
armed crank t, one end of which by its reciprocation actuates one of the connecting
rods which is attached at its other end to one of the pivots by which the
vibratory throw of the top of the pair of forks or standards which carries
the driving wheel is operated. The lower, or spindle, portion w¹ of the hand-
bar vertical shank or rod w rotates easily in its bearings in the open stay
plate 61 (seen in place in the plunger in Fig. 26) at the upper part; and in the

page_text: socket plate c¹ at the lower part of the plunger shown in Fig. 26. The upper
portion wor hand-bar vertical shank proper, Fig. 28, is made square where it
passes through the cap h¹, Fig. 28, so that thereby the turning of said vertical
shank or shaft, is fully imparted to the cage frame and the crank t beneath the
same, attached thereto and, without disturbance of the function of the air-spring
and plunger, the crank is, in accord with the action of the band-bar, freely vibrated
and caused to carry with it in its vibrations the connecting rod v attached to the
pivot stud of the top of the pair of standards before mentioned, and to thereby
cause the pair of standards together with the axle of the driving wheel they
carry, correspondingly with the motion given by the driver's hand to the hand-
bar to change their position, and consequently the direction of the velocipede at
the will of the rider.
The
Fig. 31 represents a plan view of the base piece y of the plunger cage frame
(shown at Fig. 27). This base piece receives, in four bevel apertures e¹ in its rim
at the star-like plate f¹, the bevelled lower ends of the corresponding uprights of
the cage frame, which ends are therein further secured by suitable screws.
like arrangement is made with the upper ends of the uprights at the cap h¹ (Fig. 28)
so that by means of the bevel apertures and the screws combined, the uprights are
securely held in place, and the cage as a whole retains suitable rigidity to respond
to and fulfil the working requirements of the plunger bar shaft, or shank, when
actuated by the hand of the rider as well as those of the crank t, Fig. 30.
Fig. 33 represents a top and upper side view of the plunger barrel or cylinder,
the inner edge being made flaring for the easy reception of the lubricated piston
when thrust into it by means of the piston rod.
The parts are put together as follows.-The plunger and platform p being
previously dismounted and removed, the cage frame R with the firmly attached
crank t is then next passed over the shell base stud o, said stud being passed
through the centre of the crank t, also the centre of the base piece of the cage
frame. The cage frame with its underborne crank t, is then freely resting upon the
base stud, in the position seen at Fig. 37, and while in that position the plunger
with its sub-attached platform p, as seen at Fig. 36, is lowered within the cage
frame and firmly secured on to the base stud o, so that the whole collectively are
in the relative positions represented in Figs. 1 and 12.
Figs. 13, 14 and 15 represent collectively an enlarged view of one half of the
hand-bar s with its vertical working shaft and containing frame, the position of
the crank shaft t at its two vibrations being represented in dotted lines in
Fig. 15.
"
In this hand-bar air-spring apparatus, the shell Q constitutes the cylinder
"carrier" or "holder" which furnishes the necessary "point of resistance that
sustains the play of the plunger, and for that purpose is firmly attached to the
'perch" ΟΙ frame "of the vehicle as shown.
"
"
The device requires that either the cylinder be thus attached when the plunger
plays within it, or that the plunger be similarly fixed to some part or adjunct of
the vehicle whenever the cylinder plays on the plunger. In either case representing
the elastic force imparted to air simply by the telescopic contraction of the air
chamber, by which the air is compressed and by this compression the air-spring
power is created.
33
The like or an equivalent device is employed according to whichever of the two
methods, whether cylinder "holder' or plunger "holder" is resorted to in this
invention.
The centre, or main, air-spring apparatus, borne by the body of the perch C, and
the position of which is shown in Figs. 1 and 7 receives and absorbs the jar that
arises at the driving wheel centre A¹, that would otherwise be transmitted to the
body of the rider. It is designed to cut off from him the jolting effect imparted to
the driving wheel by the irregularities or minor obstacles of surface in the roadway.
travelled by the vehicle.
Its details are hereinafter fully illustrated.

page_text: "J
In the centre air-spring apparatus shown specially also in Figs. 16, 18 and 24,
the inner rim t¹, shown in Fig. 18, performs the duty of and constitutes, in this
arrangement, the hereinbefore mentioned requisite plunger "carrier" or "holder
and, for that purpose is firmly secured to the perch centre cap j, as shown at Fig. 16.
It is by this mechanical arrangement of parts that the foundation by which is
furnished the necessary point of resistance herein mentioned, to cause the cylinder
to work upon the plunger, is secured.
Fig. 24 represents in section the air-spring chamber S and plunger T and the
method by which they are attached to the centre cap j of the backbone or perch
and retained in their working position. The plunger T fits with an easy lubricated
fit which is air tight, into the chamber S, and when by the entering in of the
plunger T, the air in the chamber is compressed into the diminished space contained
between the upper end of the plunger and the end of the chamber, as shown, it
constitutes by the compression an elastic spring of sufficient force to sustain the
weight of a substantial man with more or less yielding resistance, affording easy
and pleasant oscillation. An air-tap with an air-way of a bristle's capacity can
be turned off when desired so as, within limits, to reduce the force of the spring's
resistance to the rider's weight, to just the amount required.
The centre cap of the perch which cap underlies the plunger, is seen in side
view in Fig. 24 and beneath this centre plays in vibrations the top of the forks or
standards B, and, through said top, also through said centre cap, passes the bolt k¹,
around which bolt as a centre, the top of the forks or standards vibrates in its
partial turning, which turning is effected by the hand-bar 8 actuated by the
hands of the rider in effecting any change of direction to be followed by the
velocipede.
Fig. 25 represents the lower half of the perch centre cap j with the top half of
said cap removed, thereby uncovering and showing the top of the standards or
forks by the vibration of which top, to the extent or less, of the dotted circular
spaces shown, the driving wheel shaft or axle carried by the said pair of standards
or forks is, according to the extent of the vibration, changed in its position,
consequently changing the direction taken by the velocipede.
2
At letter is shown the place of the studs or bolts in the said top, to each of
which studs is attached one end of each of the connecting rods, shown in dotted
lines at v, which connecting rods are actuated by the crank t when worked by the
hand-bar.
Fig. 16 represents an external side view of the combined air chamber and
plunger together with its plunger carrier, constituting in combination, the main
air-spring which enables the chamber, by means of the devices shown, to support
the rider in his saddle or seat. This Figure also represents a sustaining and
operating lever U, by the force of which bearing upon the bolts m³, one on each
side, either by hand force applied to the handle o of said lever, or by that of the
weight of the rider upon the saddle which weight is more or less conjointly borne
both by the air chamber and by said lever, the said air chamber is held down upon
the plunger and is maintained in place against the resisting force of the
compressed air contained in said chamber. This force furnishes a more or less
yielding spring which, with an agreeable elasticity, sustains the rider in his seat
and is interposed, by its position, between the jar or chatter of the driving wheel
centre and the body of the rider.
The plunger T, besides the hold upon it maintained by the air chamber S, the
saddle Y, and the lever U, is also further held to the centre cap j and to the top
of the standards B by an attachment analogous to that of the gimbals of a
compass by means of the vertical bolt k¹, which bolt enters from the underside of
the top of the standards beneath which its head is placed, and passes up through
the centre cap, above which cap it is retained by a stay pin pl.
The manner of attaching the plunger barrel, or drum to the gimbals and these
last to the said bolt, is represented in plan at Fig. 18 in which k¹ represents the
said bolt through which is passed a transverse bolt s¹ which passes, as shown,

page_text: through an easy bearing hole in an inner rim t¹, through which inner rim are
passed, at right angles to the first, two other bolts v¹, v, which engage in easy
bearings in the lower part of the rim of the plunger itself which thus has in
whatever direction an easy, universal, steady, swinging or riding position similar
to that of a compass on its gimbals.
A powerful elastic band w' is thrown over the handle o¹ of the compound
lever U and over a finger c³ attached to the perch or backbone, as shown in Fig. 1,
the purpose of which band is to aid in retaining constantly in position the
lever U which retains the air-spring in its place, so that upon the rider quitting his
seat, or again on his vaulting into it, the place of the lever, and consequently that
of the saddle, are not greatly disturbed.
The foremost ends of the levers U, U, are connected to a transverse bar or bolt
on the perch by means of doubled or jointed limbs a, a, which are ao hinged in
the centre as to allow for oscillations of the air-spring and the saddle with the
levers, so that in actual riding the saddle has an easy elastic motion, and the
levers U, on account of their length a more considerable one, gracefully rising and
falling proportionately to and with the motion of the saddle."
Figs. 19 to 23 inclusive, show detail views of the saddle V and its frame W, the
position of which with relation to the levers U and main air-spring apparatus is
shown in Fig. 1. The saddle holding frame is preferably made of steel or may be
of other suitable material in the form shown in Fig. 20, while the saddle itself,
which is preferably made in a padded leather seat form adapted to fit into the
larger portion of said frame, is shown in Fig. 20, the saddle when in place being
arranged to rest on the supports 63, of the holding cross gripstays d².
In the rear perch air-spring apparatus shown-specially represented in Fig. 6
and generally in Fig. 1-the plunger L is seen borne and carried by the axle of
the following" wheel D, which axle is itself carried by the rear bearing forks,
and, according to the pressure borne which, as needed, is diminished by an air-tap
(like that seen in Fig. 17), and to the proportion of weight carried by it, is thereby
caused to oscillate in accordance with the motion of the following wheel D
centre occasioned by the variations of surface of the roadway. In these
oscillations the plunger plays up and down freely in the cylinder, or chamber, in
this instance, framed (after the manner of a sheath), in the rear portion of the
rear limb of the perch. The cylinder is enabled to resist and sustain the play of
the plunger by being firmly attached, as herein described, to the perch centre cap j,
which therefore, in this arrangement of parts performs the equivalent function of,
and constitutes, the cylinder "holder" or "carrier " for the rear air-spring. It
thereby furnishes the requisite point of resistance before mentioned by means of
which the plunger is caused to work within the cylinder to compress the air
therein, as required to operate the third air-spring. A light check chain N is made
to attach the base of the plunger to the base of the perch so that the former
cannot fall entirely out of the containing air chamber. Thus in the three of
my improved air-springs herein severally shown, are seen illustrated various
arrangements of details of combination of the three elements before premised,
namely, of one or the other class of "holder" herein mentioned with a cylinder
and a plunger, thereby rendering the mechanical connection of those two elements
of the combination practically available for all occasions likely to arise. That is
to say, in the hand-bar air-spring, here called number one, is comprised together
with the cylinder and plunger, a cylinder holder, as shown at o and Q, Fig. 26; in
the centre air-spring, here called number two, is comprised together with the
cylinder and plunger, a plunger "holder” as shown at t, Fig. 18, and at k¹, Fig. 24,
and lastly, in that here called number three, being the rear perch air-spring, is
comprised together with the cylinder and plunger, a specially arranged cylinder
holder" all as herein described and illustrated. Such air-spring, or air-springs,
can also be applied to other descriptions of vehicles.
"
The rider sits with the main air-spring cylinder between his legs, the location of
the saddle affording an easy position for so doing, placing his feet upon the pedals

page_text: and with them working the secondary, or lever, treadles which rotate upon the
forward ends of the crank levers.
What I hereby claim as my Invention and what I desire as such to secure by
the Letters Patent hereby applied for, consists of and is :-
1. The construction, combination, and arrangement of parts of the wheel A,
substantially as, and for the purpose, described.
2. The construction, combination, and arrangement of parts of the air-springs
substantially as, and for the purpose, described.
3. The construction, combination, and arrangement of parts for actuating the
driving wheels; said parts comprising the bearing plates E, E, the secondary
cranks F, F, F, and the triple cranked levers G, G, substantially as, and for the
purpose, described.
4. The application of the foot of the rider to a secondary crank, thus causing
the lever G solely to actuate the driving wheel axle-crank and by its rotation to
effect the propulsion of the velocipede, substantially as, and for the purpose,
described.
5. In combination with a velocipede, the hand-bar air-spring base Q and its
firm attachment to the foremost limb of the "perch" whereby is secured the
forward position of the hand-bar and its more convenient working by the hand of
the rider, substantially as, and for the purpose, described.
6. The hand-bar connecting-rod attachments to the "forks" which actuate the
vibrations of the wheel-axle and thereby cause the direction of the velocipede to
vary at the will of the rider, substantially as, and for the purpose, described.
7. The saddle holding frame and the method of applying it to the air-spring
chamber; substantially as, and for the purpose, described.
8. The double, or lengthened." perch," supported, with its springs and the
rider whom they sustain, upon the two centres namely, that of the driving wheel
and that of the "following" wheel or wheels; substantially as, and for the purpose,
described.
9. The combination in a wheeled vehicle, of a rim suspended, or of a weight
sustaining, wheel contre, with an air-spring composed essentially of a combined
cylinder, plunger, and holder (being either a cylinder holder or a plunger holder),
substantially as, and for the purpose, described.
In witness whereof, I, the said Charles Arthur Allison, have hereunto set my
hand and seal, this eleventh day of September in the year of our Lord one
thousand eight hundred and eighty-three.
ATTICON
CHASA ALLISON (L.B.)