Improvements in Combined Driving and Steering Gears, Chiefly Suitable for Velocipedes.
Year: 1886

page_text: Improvements in Combined Driving and Steering Gears, Chiefly
Suitable for Velocipedes.
I, CHARLES VERNON BOYS of 7 Dorset Square N.W. in the County of Middlesex
Demonstrator of Physics do hereby declare the nature of my invention for
IMPROVEMENTS IN COMBINED DRIVING AND STEERING GEARS CHIEFLY SUITABLE
FOR VELOCIPEDES to be as follows:-
My invention relates to a new or improved combination driving and steering
gear whereby a velocipede, traction engine or other vehicle may be both driven
and steered by a pair of wheels running on the same axle.
With this object I drive the ground wheels by means of one or more live
pinions of a differential gear as is now well understood. When I wish the
velocipede or vehicle to travel in a straight course I securely lock by means of
clutches the live pinion or pinions whereby the ground wheels are compelled to
turn at the same speed and so to travel in a straight line or nearly so according to
the exactness of the equality of their diameters. When I wish the velocipede
or vehicle to turn in either direction I cause, by means which will be explained
hereinafter, the live pinion or pinions to be turned round more or less fast
according to the sharpness of the curve desired, and in one or other direction
according as the machine is to turn to the right or to the left.
The form of balance gear most suitable is that known as Starley's in which the
live pinion is a bevel wheel, hereinafter called the live bevel, gearing directly with
bevel wheels keyed to the driving axles called the driving bevels. To the outer
part of the live bevel I fix permanently a larger bevel wheel which I prefer to
make in the form of a hollow segment of a sphere so that it may lie without loss
of space within the outer drum used to drive the balance gear. This wheel I call
the dome wheel and the drum the driving drum. On each of the driving axles
I place a bevel wheel each gearing with the dome wheel. These latter bevel
wheels which I call the steering bevels run loose on the driving axles. I sometimes
employ more than one live bevel and dome wheel.
On either side of the driving drum which may also be the brake drum I fix con-
centrically an annular piece of metal encircling the outer parts of the dome wheel
or wheels. The edge of this may be either a cylindrical, conical or plate annulus

page_text: or one of less simple form. Within and without or inside and outside this
annulus, which I call the clutch ring, lie two shoes carried by an arm called the
clutch arin: One end of the clutch arm pivots with the edge or with a projection
from or recess in one of the steering bevels and the other end with a plate or drum
called the steering drum which is otherwise free to turn round the steering bevel
or the main axle as a centre. I prefer to pivot the clutch arm by slots which allow
it to freely take its gripping position; moreover by means of a spring I keep this
arm always sloping slightly in one direction so as to pinch the shoes on the clutch
ring in such a manner that the steering bevel cannot turn backwards but is free to
turn forwards. This arrangement of clutch ring, shoes, clutch arm &c I place on
each side of the balance gear and so since neither steering bevel can turn back-
wards the live bevel is immoveably held and the machine can only travel in a
straight course.
When I wish it to turn in either direction, I bring to bear pressure of a finger.
or band attached to the frame of the machine upon the edge or face of the steering
drum on the right hand side, if a turn to the right, or on the left hand side if a
turn to the left is desired. This unlocks the clutch and turns backwards, relatively
to the axle, the steering bevel on that side and this by the action of the dome
wheel turns the live bevel in the right direction. According as the pressure is
more or less, this rotation will be more or less fast and the curve described more or
less sharp. I have described a particular well known form of clutch but I wish it
to be understood that any other form which is instantaneous and which can be
unlocked freely even when strongly gripping the clutch ring may be employed.
Further I have described the additions to be made to a particular differential
gear to make it also a steering gear. It is obvious that equivalent tooth wheel
mechanism might be applied to any other differential gear with the same object.
In order to steer when the machine is running backwards I cause the spring
which inclines the clutch arm to act in the other direction.
The suitable pressure of the fingers or bands on the steering drum may be con-
veniently caused by turning, rocking or otherwise moving a handle or handles
supported by the frame of the machine, I either employ movement of each handle
(when there are two) to press the drum on its side only, or, as I prefer, I make
either handle when moved in the opposite direction to bring to bear pressure on
the other drum so that the machine can be steered either way by either handle.
With this object I either rigidly connect the two handles so as to move together,
or, as I prefer, I connect them with the brake drum fingers or bands by a tappet
movement so that each finger may be pressed against its drum by either handle
either at the same time or separately but not both at the same time by the action
of one handle.
In applying this gear to velocipedes I either employ those in which there are
only two wheels which are each on the same axle, or, if other wheels are required;
I so mount them that they do not interfere with or constrain the motion of the
two drivers. The same conditions must be observed also in traction engines or
other vehicles to which the gear is applied.
1
1000

page_text: Improvements in Combined Driving and Steering Gears, Chiefly
Suitable for Velocipedes.
I, CHARLES VERNON BOYS of 30 Fulham Road S. W. in the County of Middlesex
(but late of 7 Dorset Square N.W. in the same County), Demonstrator of Physics.
do hereby declare the nature of my invention for IMPROVEMENTS IN COMBINED
DRIVING AND STEERING GEAR, CHIEFLY SUITABLE FOR VELOCIPEDES and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:—
My invention relates to a new or improved driving and steering gear whereby a
velocipede, traction engine or other vehicle may be both driven and steered by a
pair of wheels running on the same axle.
With this object I drive the ground wheels by means of one or more live
pinions of a differential gear as is now well understood. When I wish the veloci-
pede or vehicle to travel in a straight course I securely lock by means of clutches
the live pinion or pinions whereby the ground wheels are compelled to turn at the
same speed and so to travel in a straight line or nearly so according to the exact-
ness of the equality of their diameters. When I wish the velocipede or vehicle
to turn in either direction I cause by means which will be explained hereinafter
the live pinion or pinions to be turned round upon their own axes more or less fast
according to the sharpness of the curve desired and in one or other direction
according as the machine is to be turned to the right or to the left.
In order that my invention may be the better understood I now proceed to
describe the same in relation to the drawings hereunto annexed, reference being
had to the letters and figures marked thereon;-like letters refer to like parts
throughout the figures.
Figure 1 is a longitudinal section through the device, the right and left hand
parts being in section lines at right angles to one another.
Figure 2 is an end view of the device on the right hand side, the right hand
cover only being in section.
Figure 3 is a transverse section through the device part being in elevation, part
in section & part of one dome wheel is shown broken away. The wheels are
shewn by their 'pitch cones' only a few teeth being drawn.
Figure 4 is an inside view of the left hand cover with the clutch shown in
position.
Figure 5 is an isometric projection of a method of operating the gear by the
handles, but to avoid complication no part of the frame is shown.
The form of balance gear that I prefer is that known as Fowler's or Starley's
in which the live pinion is a bevel wheel A hereinafter called the live bevel gearing
directly with bevel wheels B B key ed or otherwise secured to the driving axles X, X,
called the driving bevels. To the outer part of the live bevel I fix permanently a
larger bevel wheel C which I prefer to make of the form of a hollow segment of a
sphere so that it may lie without loss of space between the outer drum D used to

page_text: drive the balance gear and the driving bevels. This wheel I call the dome wheel
and the drum the driving drum. The drum is carried by the piece Z which is
free to turn on the axle. On each of the driving axles I place a bevel wheel E E
each gearing with the dome wheel and forming with it another differential gear.
These latter bevel wheels which I call the steering bevels run loose on the driving
axles. They are prevented from sliding along the axles by split tubes P or clamps
which keep them in gear with the dome wheel. By removing either of the split
tubes or clamps the corresponding steering bevel and itsfattachments, that is, the
parts shown in figure 4 can be slid along the axle and access obtained to the
inside. I sometimes employ more than one live bevel and dome wheel.
The driving drum may carry teeth and be driven by a chain in the ordinary
way or it may be driven by any other convenient method as by bands, wires,
frictional contact or otherwise; it may also have one or more places on which
a brake may be applied. I have shown two such surfaces made as large in
diameter as the outside of the teeth but they may be larger or smaller as may be
convenient.
On either side of the driving drum I fix concentrically an annular piece of
metal F which I call the clutch ring. This I have shown cylindrical in form but
this form is by no means essential. Inside and outside each annulus or clutch
ring I place a pair of shoes G₁ G, carried by an arm H called the clutch arm.
When this arm is inclined the shoes are pinched on the ring by means of pivots or
joints on which the shoes can turn. One end of the clutch arm pivots with the
edge or with a projection K from the steering bevel and the other end L with a
plate or drum M called the steering drum which is otherwise free to turn round
the steering bevel E on the main axle as a centre. I prefer to pivot the clutch
arm by slots which allow it freely to take its gripping position. By means of a
spring NI keep this arm generally sloping as far in one direction as the conse-
quent pinching of the shoes upon the clutch ring will allow, thus the steering
bevel cannot be turned backwards on account of the extra pinching which is
produced by any such attempt. It is however free to turn forwards. On the
other hand the brake drum since it actuates the other end of the clutch arm acts
in the reverse manner and thus it can be turned backwards and if the steering
bevel resists following the steering drum the clutch arm is turned until a projecting
tail rests upon the edge of the steering bevel by which time the shoes have all
pinching action removed and thus the steering bevel is compelled to turn back-
wards by the backward turning of the steering drum. It is obvious that the
steering drum need only turn backwards relatively to the driving drum and not
backwards absolutely in order to actuate the gear and this relatively backward
movement can be produced by checking its forward motion by means of a slight
friction upon its surface.
When neither steering drum is restrained the clutches on either side prevent the
steering bevel on its side from turning backwards and thus since neither can turn
backwards the dome wheel and live pinion are locked immoveably in the driving
drum and the machine of necessity runs straight.
I have described a particular form of clutch but I wish it to be understood that
any other form which is instantaneous or nearly so & which can freely be unlocked
may be employed. I have also described the additions to be made to a particular
differential gear to make it also a steering gear. It is obvious that equivalent
tooth wheel mechanism might be applied to other kinds of differential gear with
the same object.
In order to steer when the machine is running backwards I turn each clutch
arm up to its stop in the opposite direction to that caused by the spring N by
means of a cam O which can be turned by a button outside the cover. The
clutches then cease to act and the machine can be equally turned when at rest
or when travelling backwards or forwards. I provide these cams with springs to
hold them "on" or "off" as desired.

page_text: U is
One method by which I conveniently produce a suitable friction on one or other
of the steering drums is shown in Figure 5. On either side I provide short
bands pivoted at one end to the frame of the machine and at the other end to a
link R which connects it with the lever S. When the lever S is depressed more. or
less the band Q bears upon the steering drum over a greater or less extent and in
consequence the machine describes a. curve more or less sharp. These three
pieces Q, R, S are shown also in Figure 4 in position. The lovers S and U at
either end of the tube T (Figure 5) form in effect a bell-crank lever.
connected with a corresponding lever V attached to the stem of the handle. Thus
by turning either handle outwardly the band Q upon that side bears upon the
corresponding steering drum and the machine will turn to that side. In order to
turn the machine in the opposite direction with either handle I provide a con-
necting bar W which resting on the two levers S causes either to be depressed
when the handle on the other side is turned inwards, and yet when either handle
is turned outwards the other can be turned outwards independantly to further.
control the steering action. I sometimes connect the two handles absolutely so
that both must move together or use only one steering handle acting on one or
other band Q according to the direction in which it is turned..
Each tube T turns upon a tube or rod provided also at its ends with levers the
outer and longer one of which can be pulled up by the cross bar in the handle by
which means the brake band attached to the other lever can be applied to the
drum D.
The method already described of operating the steering drums I prefer to employ
when the cycle is one with only two wheels. The form of tricycle to which my
gear can be with the greatest advantage applied is that known as the Humber.
When so applied I make the handle bar capable of turning about that part of the
frame to which it is usually secured and I cause it when moved from its usual
position parallel to the axle to put upon one or other of the steering drums
according to the direction of movement a slight friction by a band as in the
previously described arrangement and thus when the machine is ridden the axle
follows the handle bar while all strain is removed froin the arms.
In the cases of cycles of other construction of traction engines, stean carriages
or other self moving vehicles I so construct the frame as to swivel about the
driving axis so as not to interfere with its free steering action. I steer such
machines by applying slight friction to the steering drums exactly as described.
I have shown in the drawings the driving drum made in one piece and the
clutch rings on either side screwed to it. I sometimes prefer to make this part in
more than three pieces or to divide it in other ways. Especially I would mention
the division of the central part, carrying the chain teeth, diametrically which greatly
facilitates taking the machine to pieces.
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
1st. The steering of velocipedes, traction engines or other self moving vehicles
by means of a differential gear in which the live pinion or pinions are made to
turn by the diminished or prevented motion of a steering drum.
2nd. The keeping of velocipedes, traction engines or other self moving vehicles
in a straight or regular course by means of a differential gear in which the live
pinion or pinions are prevented from turning by the action of clutches.
3rd. In a driving and steering gear, the combination of two differential gears
substantially as described.
4th. In such a combination of two differential gears, a dome wheel or wheels.
5th. The combination with such a double differential gear of a pair of steering
drums and steering brakes or bands.
6th. The combination with such a double differential gear and steering drums
of clutches which can be readily unlocked and clutch rings.

page_text: 7th. In such a combination of double differential gear, steering drums, clutches
and clutch rings, the reversal of the action of the clutch spring for backward
steering, substantially as described.
8th. The particular construction of unlocking clutch consisting of a clutch
ring, two shoes, a clutch arm pivoted on either side of the clutch ring and a spring
or its equivalent, substantially as described..
9th. The method of operating a steering gear by either of two handles the
motions of which are nevertheless partly independant substantially as described.
10th. The general construction and arrangement of the said driving and steering
gear and parts, substantially as hereinbefore described and illustrated.