IMPROVEMENTS IN VELOCIPEDES
Year: 1880

page_text: PROVISIONAL SPECIFICATION left by the said Edmund Hugh Hodgkinson
at the Oflice of the Commissioners of Patents on the 24th March 1880.
EDMUND HUGH HODGKINSON, of Wimpole Street, in the County of Middlesex.
"IMPROVEMENTS IN VELOCIPEDES."
My Invention relates to improvements in velocipedes of the character known as
bicycles, being provided with balancing or supplementary side wheels which serve
to retain the main driving wheel in a vertical position whilst the rider is mounting,
and if required when travelling. These side wheels offer little or no resistance to
the progress of the bicycle, and can if desired be raised from off the ground, thus
allowing the velocipede to travel on two wheels only. These wheels can also bo
arranged to collapse or close up so as to occupy but little space.
In carrying out my improvements I arrange the small wheel (which acts as
the guide wheel) in front of the large or driving wheel, the forked arm which
carries the guide wheel being governed by a cord or chain passing over pulleys on
the frame or back bone, the cord being actuated by a hand lever in front of the
rider, whose scat is placed directly over the centre of the large driving wheel
The seat is mounted on a spring upon which its position can be adjusted.
The large driving wheel is prevented from falling over by means of two side
wheels, which are pressed downwards from their supporting arms to a level with
the ground by comparatively light springs.
When the large wheel falls over on one side, the spring which supports the side
wheel on that side will collapse about three inches, and then the wheel cannot rise
further, the pressure being applied directly to its support.
The front or guide wheel in turning is thrown to the outside, thereby tending to
tilt the seat and rider to the inside.
By this improved arrangement and construction the bicycle cannot readily fall
over, as to do so the centre of gravity would have to be moved nearly two feet.

page_text: Figure 1 is a side, Figure 2 a plan, and Figures 3 and 4 end views of a
velocipede arranged and constructed in accordance with my improvements.
a is the small wheel which acts as the guide wheel in front of the large or
driving wheel A. The crosshead a¹ of the forked arm a² which carries the guide
wheel a is governed by wire rods a³, a³, actuated by a hand lever a* in front of
the rider, whose seat c is placed nearly over the centre of the large driving
wheel A. The seat c is mounted upon a spring c¹ upon which its position can be
be adjusted, being carried by the bar as, which represents that which is the back-
bone in an ordinary bicycle. The large driving wheel A is prevented from falling
over by means of the two side wheels B, B, which are pressed downwards from
their supporting arms b, b, to a level with the large wheel A by comparatively
light springs b¹, b¹.
When the largo wheel A falls over on one side owing to some exceptional
circumstance, as great irregularity in the road, the spring affixed to the side wheel
B on that side will allow it to rise about 3 inches, and then the wheel B cannot
rise further up the slots be in the forked arm b³, the pressure being applied
directly to this forked arm 3, which itself fits into the supporting arm b.
This velocipede will usually be ridden as a bicycle, therefore when the rider is
up the
mounted (or before, if desired) he depresses the small lever a which draws
catgut a, which is conducted along the fork e, the armis b, b, the forked arms b³, b
and is then connected to the axles of the supplementary small wheels B, B, thus
raising then off the ground. The bicycle can now travel on two wheels only, viz.,
the large driving wheel A and tho guide wheel a, as the large wheel A and guiding
wheel a both turn to an angle of about 10 to 20 degrees together, or almost
together, as the band lever a acts equally, or nearly equally, on both as desired to
this amount of inclination, after which it acts on the guiding wheel a only. When
the large wheel A is turned its motion is communicated to the small wheels B, B,
by means of parallel motions which keep cach of these side wheels parallel with the
large one A. These parallel motions are produced by rigidly affixing arms e¹, e', to
The small forked arms b³
the fork e parallel with the large wheel A, see Figure 4.
have pins turning in sockets 6" on the supporting arms b. The arms be are rigidly
affixed to the small forks b³, bs; lastly the ends of these arms 6º, 6º, are connected
with the arms e', e¹, on the fork e by the rods 67, 67. Thus the arms e', e', and 6º

page_text: are always parallel to the large wheel A, and the small wheels B, B, though free_co
move up and down in the slots in the forks 3, are nevertheless kept parallel
with the large wheel A. They are prevented froin folding into the large wheel A
by means of the light tubes or wires 65, each fitted with a screw 60 which screws
5 into an eye in the inside of the fork b³, and at the other end each wire b³ is connected
in a similar manner to the ends of the cheek a on the backbone a³.
The small side wheels B, B, collapse by taking out the screws bº; these wheels
now fold forwards parallel with and close to the large wheel A. The wires b³, with
the screws b", also fold close in to the fork c. The velocipede now occupies but
little space.
Figure 5 represents a side view full size of the hand lever or guiding handle a'.
together with the supports a of both it and the spring c¹, and the means whereby
the motion of the handle is communicated to the large wheel A. The supports a
are a part of the backbone a³. The handle is in two parts; the upper part as turns
with it the tube a which passes through the backbone 5, and which ends in the
lever arm a¹º. All these parts are thus rigidly connected, and any movement given
to the combined handle a is communicated to the arm a10. The lower part all of
the handle a slips round the tube a", and can consequently be turned more than
the upper part a³, to which it is held by elastic straps a¹² passed round both a³ and
a (see Figure 7), whose resistance, together with that caused by the designed
unevenness of the surface between the two parts a³ and all of the handle a³, must
be overcome when the part all is turned more than the upper part a³. To the lower
part a are connected the wires a³ from the cross-head a' of the fork a² carrying
the guiding wheel a. Thus when the upper part as of the handle at is turned
the motion is communicated by the lever arin 10 to the lever a¹³ by means of the
pin a at the end of the lever arm a¹0. The lever a¹³ turns on a pin a¹5, and at the
other end the lever a¹0 fits into it at a¹, so that ale also turns to the same amount,
the lever at being fixed to the fork e. The distance from the centre of the tubo aº
to the centro of the pin a must be equal to the distance between the centres of the
pins a and a, and the distance from the centre of the pin e² of the fork e to the
junction a of the two lovers a and a must be equal to that between this junction
and the centre of the pin a¹³.
By this arrangement the large wheel A turns exactly as much as the combined
handle at
Figure 6 shows a plan of these three levers 10, a¹³, and a¹.
Figure 7 shows a front view of the handle a with the small lever a³ for raising the
supplementary wheels B, B; it is attached to the upper part a" of the handle a, and
when depressed one end is held by the catch as on the upper part as of the handle a',
and from which it can be easily released by pressure from the thumb. The other end
of the lever a raises the pulley a round which the catgut or band a passes; this
pulley a¹ itself is capable of being turned, when desired, by means of the handle a 20,
either end of which can be held by the catch a on the small lever u°, but from
which catch a it can easily be released by pressure from the thumb. The gatcut a
passing round the pulley a raises one and lowers the other of the side wheels B, B,
when the pulley a¹ is turned, and which thus acts independently of the lever a", which
acts on both wheels B, B, equally. If the road is higher on one side than the other,
and the velocipede is being used with the supplementary wheels B, B, in action, the
wheel on the higher side is raised and the other lowered; thus they balance and
keep the large wheel A perpendicular. The slots b³ are made long enough to allow
the wheels B, B, to drop below the level of the large wheel A. When the pulley
a is not made use of the catgut a prevents the side wheels B, B, falling below the
level of the large wheel A.
Figure "7a" is a front end view, and Figure "76" a plan of the upper part a³
of the hand lever at In the plan Figure "76" the small lever a is shown.
Figure 7c" is a front end view, and Figure "7d" a plan of the lower part all of
the hand lever a*.
Figure "7e" is a plan of the combined lever a turned to the full extent to the

page_text: right. The upper part a³ would thus be stopped, owing to the large wheel A being
checked by the backbone a³ coming to the end of the slot (see Figure 10), whilst
it is kept there owing to the pressure of the elastic straps a¹ (see Figure "7e").
Figure 8 shows a front view of the small lever a and the pulley a¹ with its
handle a 20
Figure 9 shows the method of adjusting the side wheels B, B, when untrue. The
`nuts ¿¹º, ¿¹º, on the thread upon b' keeps the levers e¹ and 6º parallel; ¿¹¹ is the eye
of a pin in bº.
Figure " 9 a "shows an outside view of the fork b³ of the right hand wheel B.
Figure "96" is a front view of the same fork.
Figure 9c," an inside view of the same fork.
Figure "9d" is a front end view of the wheel B with its axle 620, the axle box b",
and the nut bº.
Figure "e" is a plan of the same, showing the flanges 623 of the axle boxes 6º,
which fit in the slots b².
00
Figure 10 shows the arms e³ passing round the large wheel A, and Figure 11
shows the checks a and a affixed to the backbone a, between which two
checks a and a, the head e' of the arms e, slides. The slot e formed in the
head also allows the backbone a³ to slide for a distance of about 3 to 6 inches
from the centre; thus the arms e, es, allow the large wheel A to turn laterally
enough to preserve a balance, as in the ordinary bicycle, and also strengthens the
fork e, its pin e, its socket, and the backbone u³.
The cheeks and assist the pin e of the fork in preventing the large
wheel A from twisting from the perpendicular line of the backbone ³.
The manner of regulating the guiding wires a³ is shown in Figure 10, the
nuts are on threads on the wires a³ pins with eyes a are placed in the
crosshead a¹.
Figure 12 shows a side view of the head c of the arms round the backbone a³,
the cheeks a and a23 keep it in position.
The small wheel or check stop D fixed to a continuation of the arms e³ prevents
the velocipede rising in front, as when this happens it touches the ground, being
close to it.
By this improved arrangement and construction the bicycle cannot readily fall
over, as to do so the centre of gravity would have to be moved outside the base
produced by the positions of the guide wheel a, the supplementary side wheels B, B,
and the stop or small wheel D.
A very powerful brake can be applied to the large wheel A.
My improvements are also applicable to ordinary bicycles, the only additions
to an ordinary bicycle being as follows (see Figures 13, 14, 15, and 16,):-
The fork e is lengthened to take the arms b, b, and, as before, the arms c¹, e¹, are
rigid with this fork, and the parallel motion is affixed as before, but in this case
folds backwards as the ordinary bicycle travels with the large wheel in front.
The rods 6 should be stronger than before, and fit with pins b into eyes on the
backbone a (see Figure 16), and bent sufficiently to allow the large wheel A to
turn (seo Figure 16). The bicycle closes as before, and the small wheels B, B, are
lifted as before by the small lever a fitted on the ordinary handle.
To use the bicycle without these supplementary wheels B, B, the lower part of
the fork e can be made to take off by unscrewing it or otherwise just below the
centre of the large wheel A.
The rods be, and their screws 6º also, can be taken from the backbone a³. The
catgut or band a' also is taken off.
I would remark that the disadvantages of an ordinary bicycles are so great that
notwithstanding its best point, simplicity, it is far from perfect. Again the
disadvantages of a tricyclo aro more apparent than those of a bicycle, for whilst
the latter runs on two wheels only the former receives very great resistance, not
only by the weight being divided between three wheels, but by their positions.
Thus the bicycle is preferred by all who are able to ride it, but, as before stated, is

page_text: subject to great disadvantages; first, it will not balance unless in motion, this in
large towns renders it to all but a few quite unrideable, owing both to the danger
and inconvenience in doing so, and is always a source of inconvenience in country
riding, and sometimes of danger.
Secondly. The seat cannot be placed directly over the driving wheel, which is
manifestly the best position for it, and which would obviate that inclination of the
rider to lean over the handles, and the difficulty of getting "over the work" is felt
more especially in ascending a hill.
Thirdly. The constant danger to careful and experienced riders of being thrown
over the handles.
Fourthly. The seat and spring which can be used are not the most comfortable,
nor the least injurious, owing to the shape of the seat and the jolting caused by
part of the weight being carried by the sinall trailing wheel, and by the impossibility
of suspending the spring in the best manner.
"
Fifthly. A dangerous brake is used, very often necessitating "back treadling;
a direct waste of power, some times accidents, at all times unpleasant misgivings as
to the pressure which can be safely applied.
Sixthly. Even a small amount of luggage cannot be carried easily, causing riders
to have to carry knapsacks, resulting in waste of energy.
Seventhly. It has to be pushed up hill with great inconvenience in retaining its
vertical position. The disadvantages of tricycles are chiefly, first, they cannot
approach a bicycle in speed, much less in distance, they are not as compact, nor
do they take as little space as a bicycle, consequently they aro very inconvenient.
My improved velocipede obviates all the above disadvantages; not only has
it the advantages of a bicycle and tricycle conbined, but excels even this, as
it is practically a one wheeled machine, all the weight being on the large wheel
only.
The guiding wheel has no weight to carry, and thereforo only one bearing
carries any weight, and this the most suitable one, it being in the largest wheel.
For the sanie reason this wheel is the most suitable to carry the weight, as its size
enables it to go over the ground with far greater ease.
Thus in this machine there is perfect safety, even when riding it as a one wheeled
machine in large towns, as if the side wheels are not down it cannot even then fall
over. The scat is in the best position for utilizing power, and hills are more easily
mounted, there being no necessity to lean over the handles. The rider cannot be
thrown over the handles in descending hills or otherwise.
The most comfortable and least injurious saddle and springs can be used, and
also the jolting is practically obviated. A safe and powerful brake can be use'l,
and at the same time back treadling or direct waste of power is dispensed with.
Luggage can be carried, and all the weight is still on one wheel.
It can be pulled up hill with the greatest ease by a cord round the waist or
otherwise.
It folds up, going through as narrow a doorway as a bicycle, and practically
occupy no more space, which is of the greatest advantage.
In addition to these important advantages I would draw attention to the great
advantage mentioned above, the carrying of the weight on one wheel only.
I am aware that supplementary lateral supportie; wheels have previously been
applied to bicycles to assist the rider in mounting and dismounting, such wheels
being also arranged so as to be raised clear of the ground whilst the bicycle is
running; I therefore make no claim to such supporting wheels apart from my
improvements in arranging, applying, and manipulating the same, the details of
which may be considerably varied without departing from the novel features of my
Invention; neither do I claim any of the mechanical parts separately, which are
well known and in common use.
Having thus described the nature of my improvements, and the manner of
performing or carrying the same into practice, what I claim is,-
First. The improved arrangement and construction of velocipedes in which the

page_text: driving wheel A and guide wheel a (steering together) are combined with
supplementary balancing side wheels B pressed downwards and supported by
springs, and also capable of being raised simultaneously or alternatoly whilst
running to convert the vehicle into a bicycle, all combined and arranged to act
substantially in the manner and for the purpose hereinbefore described and
represented in the Drawings hereto annexed.
Second. I claim the improved arrangement and combination of the large wheel A,
front guide wheel a, check or stop D, and side wheels B, with the seat and steering
apparatus so placed over the centre of the large wheel A that the velocipedo can be
ridden practically as a single wheeled vehicle, the weight being balanced and
supported thereon, the whole acting substantially in the manner hereinbefore
described and represented in Figures 1 to 12 of the Drawings annexed.
Third. I claim the coupling and steering of the driving wheel A and guide
wheel a in such manner that both wheels turn together, or nearly so, to an angle
(sufficient to preserve the balance) beyond which the guide wheel only is capable of
turning; I also claim the combined steering handle and appendages for effecting
the above, substantially as and for the purpose hereinbefore described and shown in
the Drawings annexed.
Fourth. I claim the improved method of mounting the supplementary balancing
side wheels B fitted with springs and not supporting any weight, and fitted with
adjustable parallel motions by means of which they are kept parallel with the
driving wheel when it turns without interfering with the steering, and which also
allows them to fold parallel with and close to the driving wheel, substantially as
herein before described and represented in the Drawings annexed.
I also claim the application of the above described side wheels B and apparatus
combined therewith to ordinary bicycles, together with the capability of detaching the
same so as to convert the vehicle into an ordinary bicycle, substantially as described
with reference to Figures 13, 14, 15, and 16 as represented in the Drawings hereto
annexed.
Lastly. I claim the improved general arrangement, combination, and construction
of velocipedes, substantially in the manner herein before described and represented
in the Drawings hereto annexed.
In witness whereof, I, the said Edmund Hugh Hodgkinson, have hercunto
set my hand and seal, this Twenty third day of September, in the year of
our Lord One thousand eight hundred and eighty.
Witness,
J. G. TONGUE,
Patent Agent,
34, Southampton Buildings,
W.C.
E. H. HODGKINSON. (L.S.)