IMPROVEMENTS IN VELOCIPEDES
Year: 1885

page_text: "
I, EDWARD CHARLES FREDERICK OTTO of 7 York Grove Peckham in the
County of Surrey Civil Engineer do hereby declare the nature of said Invention
for "IMPROVEMENTS IN VELOCIPEDES to be as follows:-
According to one part of my invention I construct a clutch which is applicable
for velocipedes in general for driving purposes and for driving and steering purposes.
This clutch consists of a coiled cylindrical helical or spiral spring the convolutions
of which come close together or nearly so. I prefer for several reasons to construct
this spring as follows namely of several convolutions or coils in which one coil is
connected to the next coil by a continuation part in such manner that the coils do
not run slanting or form a helix but run at right angles to the axis except at the
aforesaid places of junction. I fix one end of this spring on an inner mandril or
boss which is fixedly connected to some part of the axle or the boss or nave of
each of the driving wheels of a velocipede. This spring ring is surrounded by a
drum or rim and suitable gear is provided for causing it to be contracted on its
mandril and thus releasing it from contact with the outer drum which is required
for driving. In such machines in which no back pedalling is required as in the
Cheylesmore "I may fasten the spring ring at only one end to the boss or nave
on the axle or wheel and in such manner that the other end of the spring will be
opened when the outer drum or driving box in which the spring is contained is
turned by the forward motion of the pedals. This clutch forms a perfect instan-
taneous and absolute clutch while at the same time allowing the wheel to move
freely in the opposite direction or the pedals to be at rest. Another such clutch
may be fixed to the other side of the machine. For some velocipedes a single
spring say of six coils for a driving wheel is fixed by its central ring or coil by
means of a pin screw or otherwise, applied to one of the aforesaid pieces which
connect the coils to the inner mandril or boss. Another such arrangement of
clutch could be fitted to work in connection with the other road wheel and the
whole system of clutches would serve for driving and steering. Such an arrange-
ment will be described more in detail further on. In connection with the drum
containing the coiled springs I apply brakes for steering purposes. But these
clutches and brakes and the gear for actuating them will be more fully understood
by the description of their application to a special class of velocipede to be described
further on. Or instead of fastening the coil spring to an inner mandril I may of
course fasten it to an outer drum and drive the reverse way so that the spring by
suitable gear is then caused to adhere to the mandril for the purpose of driving.
My next improvement consists in an improved form of my flexible steel driving
band, for the purpose of preventing slip. Í form the steel or other flexible metallic
band with side projections at regular intervals, and I rivet or otherwise fasten to
the band in these widened parts bars, by preference half round and fitted both on
the inner and the outer side of the band. These bars drop into corresponding
recesses formed in the circumference of the driving pulleys.

page_text: For the purpose of being able to change or adjust the length of throw of the
cranks while the vehicle is in motion I connect the pedal stem with the crank or
its central axle by means of tooth rack and pinion or eccentric and rod and
I turn such eccentric or pinion by a projection on the framing coming in contact
with some part of the pinion or eccentric or part connected therewith during the
revolution of the crank.
My next improvement refers to the road wheels which I form with a hollow rim
of a cylindrical oval or other tubular shape but so that the outer part is not
concave but flat or convex for the purpose of utilizing the elasticity of the india
rubber tyre to a fuller extent than heretofore where such tyres have been placed
in a hollow of the rim in which constructions the inner or bottom part of the
rubber remains unaffected while the other part only is subject to compression. By
my arrangement however I make the inner part of the tyre of such a shape as to
correspond with the outer flat or convex part of the rim and I form it so as to
overlap partly or wholly on each side; the outer part of the tyre which bites on
the ground is rounded. I fix the tyre by cement or otherwise. The spokes of
the road wheels I prefer to make elastic. For this purposo I provide each of
the spokes under their outer heads (which are provided with headed ferrules)
and within the aforesaid hollow rim with a rubber or other spring by preference
helical steel spring. Or I may instead of this or in addition provide such springs
at the hub end of the spokes where I form the hub with a laterally projecting
flange all round and pass the spokes through it and provide springs on the
other side between it and the head of the spoke which may be formed by a
nut; or I may insert these headed spokes from one side and secure them by a
ring plate. Or I may form each of the hub flanges with side recess all round in
which are placed an inner india rubber ring and an outer metallic ring through
which latter I screw the spokes the two rings being held in place by a side
plate secured by screws or otherwise. The metallic ring is thus free to move
radially and takes an elastic bearing against the rubber ring. Or 1 may employ
elastic spokes; according to my Patent N° 5433 of 1883 and I connect them to
the rim and to the solid or hollow axles in any suitable manner.
But I prefer to
construct the hollow or solid axle in that part where the wheel is to be fixed with
two very light flange parts which are by preference brazed on and of which the
outside one is made of an angle iron section approximately and the inner of a
Tiron section approximately and into the radial flanges of these parts or bosses
I screw the two sets of spokes. By this construction of nave as it were in two
parts I materially lighten it and strengthen the axle especially close to the inner
side of each wheel.
Instead of the usual means such as feather key or set screw for fastening parts
such for instance as wheels pulleys clutches or brake drums to axles or other parts
of velocipedes I employ a more convenient and secure while easily detachable and
strong and light means of securing such and other parts and this means is of
particular value for securing parts to light tubular axles or other tubular parts
For this
where the application of a key or feather or of sweating is unreliable.
purpose I forin the boss which is to be fixed with two or more recesses in one or
both ends, and I provide the axle with a sleeve which is brazed on and which is
formed with tongues corresponding with the aforesaid recesses in the end of the
Dave. When the boss has been pushed into the sleeve I form screw threads outside
both and unite them securely by a thin nut ferrule or socket which is milled or
formed with a notch or otherwise for a key or spanner to fit on. A spring may be
fitted to the ferrule provided with a peg or catch at its outer end which catch
drops into a recess in the sleeve on the axle, thus preventing the nut from getting
loose, at the same time any inexperienced person may in a few minutes detach or
attach such part. Or where such great strength is not required I may use a set
screw instead of the screwed ferrules for keeping the parts together.
In order to protect driving bands and pulleys, clutches, brakes and other driving
and other working parts against wet grit dust and mud I provide covers made of

page_text: papier maché water proof paper silk or like materials of such a nature as to prevent
noise by the motion of the vehicle.
On the framing I provide an eye socket for the reception of the seat.spring
pedestal which is tubular and to which is fixed a spring forming the curved part
of the letter D the upper end of which spring carries the seat. Between the upper
end of the pedestal and the upper part of the D spring I provide a helical or oliver
spring to limit the movement of the D spring such helical spring resting on an
inner bar sliding or screwed in the tubular pedestal by which means I can regulate
the strength of the springs and also obtain facility for reversing the pedestal
and thus raising the saddle considerably in addition to the ordinary means for
adjusting.
The aforesaid improvements will be better understood by describing their
application to a central driving Otto bicycle in the following manner I fit one of
the aforesaid driving or road wheels onto a light hollow steel axle in the manner
already described that is to say by means of the angle flange and the T flange and
I make this axle a little less than half the width of the vehicle. Onto this axle in
the place where one of the two bearings of a central Otto Patent swinging frame is
to be provided I braze on a thin sleeve formed with end recesses as described and
push onto the axle the ball bearing sleeve provided with corresponding tongues
and unite the two parts by means of the aforesaid nut ferrule with its catch spring.
The sleeve of the ball bearing is continued nearly to the centre of the machine and
carries on its end a drum or pulley mandril on which I fix the aforesaid coiled
spring at its centre, the spring having say three coils on each side of the centre
thus forming a right and left or forward and backward clutch for the wheel on this
axle. The other wheel is in a similar manner fixed onto a solid or tubular axle
which passes through the aforesaid outer tubular axle; the end of the inner axle is
by a nut secured against being drawn out of the outer axle. On the inner axle at
the same distance from the centre as in regard of the sleeve on the other axle
I braze on a thin sleeve formed with recesses as described and provide the ball
bearing sleeve with corresponding tongues and unite the two by a screwed ferrule
in the manner already described. I also provide another similar drum for holding
a similar coiled spring clutch fastened by tongues and screwed ferrule as described
but the coils running in the opposite direction to the coil spring for the first named
wheel. On the inner axle and in the centre of the machine I mount a drum which
can turn freely on the axle and which has a central web which on the outside is
provided with a recessed rim for receiving the already described driving band with
the bars which take their place in the recesses of the pulley rim. The sleeve or
nave of this driving pulley drum is on each side continued in under the sleeve or
nave of the two drums on which the coil spring clutches are fixed thus forming as
it were bearing for them to steady them in their action. The coil springs are
contained within the driving pulley drum. On each side of this drum and on
the ball bearing sleeves I mount so as to turn freely the sleeve or nave of a
brake drum or cap the rim of which passes over part of the driving pulley drum at
each side thereof. I connect the last outer coil of the coil springs on each side with
the aforesaid caps by a projection from the spring passing into a recess in the cap.
I also connect each cap with the mandril drum on which each coil spring is fixed
by means of a carrier peg or bolt having so much circumferential play as to allow
the cap when the brake is applied thereto to wind up the coils from one side up to
the centre of the coil, thus releasing its hold against the inside of the driving
pulley drum, while it is tightened on the coil mandril drum; then the carrier peg
begins to act upon the outer coil enclosing drum which being fixed on the wheel
axle in question begins to retard that wheel. Simultaneously the other half of the
same coil spring is contracted on its mandril drum by the action of the pulley
driving drum upon it, and at the same time preventing overrunning of the road
wheel in question and securing even when back pedalling the correct steering of
the machine. Back pedalling does not affect one wheel but always both and
simply retards the motion of the machine. In order to disengage a driving wheel

page_text: when a machine is left standing unoccupied I provide each brake cap with a small
set screw with milled head with a helical spring underneath; when this screw is
run into a recess in the mandril drum after the coil spring has been wound up or
released from the driving pulley drum, the screw keeps the spring thus coiled and
leaves the wheel free to move one way so that the machine can be pushed along by
hand. When the screw is turned quite back the spring keeps it out of the recess.
The bridge or fork part of the swinging frame which is mounted on the two
aforesaid ball bearings forms the means of attachment for the parts that serve to
work the aforesaid clutches and brakes (but these parts would in the case of an
ordinary tricycle be fixed to the framing of the machine). The centre of the
bridge is provided with an eye for fixing thereto the frontal bone which near the
eye is kneeshaped and contains at the upper end a bracket or part for the
reception of the aforesaid seat spring pedestal and at the lower end the fork for
the reception of the driving or pedal pulley which like the other pulley on the axlo
is formed with recesses as described for the driving band The two sides of the
bridge of the swinging frame just above the ball bearings are provided with
tubular bosses in which I fix the tubes for the reception of the steering handles
and other mechanism. These tubes forming part of the frame contain inner
tubular rods which in their inner ends and under the bridge carry levers. To
these levers I connect one end of the aforesaid brake bands, the other ends being
fixed by hinges to a bolt which passes from one side of the bridge to the other and
is steadied in the middle by a bracket on the bridge. The outer ends of the
aforesaid tubular rods carry levers which by connecting rods are acted upon by the
finger plate handles in stirrup shaped steering handles to be described. The outer
ends of the aforesaid tubes forming part of the frame have fixed thereon at each
end a standard formed with an eye which is pushed on the tube and is provided
with recesses on one side the tube being provided with corresponding tongues and
I keep the parts together by a set screw as already described. The standards are
round and tapered thiner at the upper end and on each standard I mount a long
sleeve or tube with a corresponding taper hole and provided at the bottom with a
bevil wheel and at the top with a stirrup shaped handle. On the said sleeve or
tube I mount a tubular sliding link to which I by a collar around it connect the
aforesaid lever fixed to the inner tube by means of a connecting rod jointed to the
said collar The sliding link at the top carries a finger plate which is guided on
the sides of the stirrup handle. The finger plates in both the stirrup handles form
the means for actuating the brakes for stopping the machine.
In gear with each of the aforesaid bevel wheels I provide a bevil wheel sector
which is fixed on a tube sleeve which is mounted so as to turn on the tube that is
rigidly fixed to the bridge of the swinging frame. To the sleeve nearest the bridge
1 fix a lever to which is jointed one of the brake steering bands which acts on one
of the aforesaid brake caps and serves to wind up the coil spring in question on its
mandril drum and thus disengage the road wheel in question. The other ends of
these two steering brake bands are connected to the same fixed bolt as the other
brake bands. All the brake band levers are held in their normal position by
springs. In order to be able to conveniently carry luggage and lamps I provide
the aforesaid steering handle standards with lower brackets for receiving hooks or
rods for carrying luggage or lamps, and these rods can be adjusted so as not to
interfere with the convenience of the rider.

page_text: I, EDWARD CHARLES FREDERICK OTTO of 7 York Grove Peckham in the
County of Surrey Civil Engineer do hereby declare the nature of this invention
and in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement:-
My improvements are applicable to velocipedes in general. One part of my
invention consists in a clutch which is applicable for driving purposes and for
driving and steering purposes. This clutch consists in a coil spring in a drum, and
in connection therewith I apply brakes for steering purposes. Another improve-
ment refers to the construction of the road wheels. Another improvement refers
to a mode of fixing wheels, pulleys and other parts to axles or other parts of
velocipedes.
Some of the aforesaid improvements will be described separately further on
while the others will be better understood by describing their application to a
central driving Otto bicycle which is shewn in side elevation in Figure 1 and in
part sectional front elevation in Figure 2. Figure 3 is a vertical longitudinal
section through the line X Y Figure 2, looking from the left side of machine.
Figure 4 is a detail front view and Figure 5 end view of lower part of steering
handle gear. Figure 6 is vertical longitudinal section looked at from the front of
the machine through the middle or clutch part of a, centrally driven road wheel
axle, Figure 7 left hand sectional end view when seated on the machine and
Figure right hand sectional end view of exterior or end part of clutch gear.
Figures 9 and 10 are left band and right hand sectional end views of middle part
of clutch gear. Figure 11 is side view and Figure 12 end view of a clutch spring.
Figure 13 is an end view and Figure 14 vertical longitudinal section on line X¹ Y'
figure 13 through an enclosing end cap for the clutch gear. Figure 15 is a
sectional end view of connecting tooth coupling socket, and figure 15" sectional
end view on line X2 Y2 fig. 6 of the coupling; Figure 16 is a longitudinal section
through a modified form of clutch.
The clutch gear is illustrated more especially in the full size views Figures
to 14, but also shown to a smaller scale in Figures 1, 2 and 3. It forms a perfect
instantaneous and absolute clutch while at the same time allowing the wheel to
move freely in the opposite direction or the pedals to be at rest. This clutch is
constructed in the following manner:
On the inner tubular axle A and in the centre of the machine I mount a drum B
which can turn freely on the axle A. and which has a central web as shown which
on the outside is provided with a recessed or toothed rim B¹ for receiving the
driving band with bars which take their place in the recesses of the pulley rim.
Such a construction of driving band is described in the Specification of my Patent
No 7827 of 1884. The inner solid (or tubular) axle A is continued right through
the outer tubular axle A¹. The end of the inner axle is by a nut secured against
being drawn out of the outer axle. One road wheel is fixed on one end of the
inner axle A, and the other road wheel is. fixed on the outer end of the outer

page_text: axle A¹, the length of which latter I make a little less than half the width of the
vehicle. The road wheels are constructed and fixed in the manner to be described
later on.
Onto this outer axle A' in the place where one of the two bearings of the central
Otto patent swinging frame is to be provided I braze on a sleeve or form a thickened
part A² formed with recesses as shown in the end view Figure 15, and I push onto
the axle A¹ the ball bearing sleeve C which at the end is provided with corre-
sponding tongues, and I unite the two parts by means of a thin nut ferrule D or
socket which is milled or formed with a notch or otherwise for a key or spanner
to fit on.
The nut D may as shown in figs. 6 and 15ª be fitted with a catch
spring D¹ having a peg or catch at its outer end which drops into a recess in the
sleeve A² or thickened part on the axle thus preventing the nut D from getting
loose; at the same time any inexperienced person may in a few minutes detach or
attach such part. (Or where such great strength is not required I may use a set
screw instead of the screwed ferrule D for keeping the parts together) This means
of connecting is applicable to the fixing of wheels, pulleys and other parts to axles
and other parts of velocipedes and instead of the usual means such as feather, key
or set screw, and my mode of fastening is of particular value for securing parts to
light tubular axles or other tubular parts where the application of key or feather
or of sweating is unreliable. The sleeve C of the ball bearing is continued nearly
to the centre of the machine and carries on its end an inner drum or pulley E on
which I fix a coiled spring. This spring F is in Figures 11 and 12 shown of a
special form which I prefer but it may if desired be of ordinary cylindrical helical
or spiral form and of square or other suitable section. It consists of several coils or
convolutions in which one coil is connected to the next coil by a continuation or
junction part in such manner that the coils do not run slanting or form a helix but
run at right angles to the axis except at the aforesaid places of junction.
Similar ball bearing sleeve C, coupling D, inner drum E and spring F are
arranged on the other side of the centre of the machine and in connection with the
other or inner axle, but the coils of the spring F run in the opposite direction that
is to say the spring for the right wheel is a right handed spring and the spring for
the left wheel is a left handed spring. A peculiarity in the action of coil springs
applied as clutchers is this that the power applied to propel the vehicle tends to
expand the springs to a greater diameter than that of the drum which contains it if
that were possible and this power is therefore transferred to the driving wheels.
I fix one end of the spring F on the inner mandril or drum E which is
provided with a corresponding hole as shown in Figure 9. The spring ring is
surrounded by the drum or rim B and suitable gear is provided for causing the
spring to be contracted for steering purposes while in its normal state it is expanded
or extended. In such machines in which. no back pedalling is required, as in the
"Cheylesmore" I may fasten the spring ring F at only, one end to the drum or
other part fixed on the axle and in such manner that the other end of the spring
will be opened or tend to become enlarged when the outer drum or driving box in
which the spring is contained is turned by the forward motion of the pedals. But
in some velocipedes such as the Otto bicycle or in ordinary tricycles in which the
machine can be driven backwards a single spring say of six coils for a driving
wheel and having no piece ƒ as here shewn may be fixed by its central ring or coil
by means of a pin, screw, or otherwise to its inner mandril E. This construction
is shown in figure 16. The outer half of the coils is then used for driving, and the
inner half for back pedalling. I connect the last outer coil of the coil springs F on
each side with the aforesaid caps I by a projection f¹ from the spring passing into
a recess in the cap. I also connect each cap with the mandril drum on which each
coil spring is fixed by means of a carrier peg or bolt K having so much circum-
ferential play as shown in figures 7 and 8 as to allow the cap when the brake is
applied thereto to wind up the coils from one side up to the centre of the coil, thus
releasing its hold against the inside of the driving pulley drum, while it is tightened
on the coil mandril drum; then the carrier peg K begins to act upon the outer

page_text: coil-enclosing drum B which being fixed on the wheel axle in question begins to
retard that wheel. Simultaneously the other half of the same coil spring is con-
tracted on its mandril drum by the action of the pulley driving drum upon it, and
at the same time preventing overrunning of the road wheel in question_and
securing even when back pedalling the correct steering of the machine. Back
pedalling does not affect one wheel but always both and simply retards the motion
of the machine. If I desire to use the whole of the spring for driving purposes
I fasten the spring as here shown in Figures 6 to 12 and place inside the drum E
either a similar ring clutch or as here shown combine therewith an improved form
of Cheylesmore clutch. This latter consists of a hardened steel disc G, which is
cut out in the manner shown at Figures 9 and 10 and containing hardened steel
balls H which by means of volute or other springs H' are kept in position and
jamb between the inclined planes formed in the disc G and the inner periphery of
the inner driver E which is lined with hardened steel. Figure 9 is an outside
view of the left hand clutch, and Figure 10 of the right hand clutch.
(Or instead of fastening the coil spring to an inner mandril I may of course
fasten it to an outer drum and drive the reverse way, so that the spring by
suitable gear is caused to adhere to the mandrils.)
As already stated one end of the spring is in the example shown in the drawings
figures 9 and 10 by the lug f connected to the inner drum E. The other end of
the spring is formed with a projection f¹ Figures 6, 7, 8, 11 and 12 which passes
into a recess or hole in the brake drum or cap I which latter is mounted so as to
turn freely on the ball bearing sleeve C. This latter is fixed on the axle or rather
one sleeve on each axle. The rim of this brake drum passes over part of the
driving pulley drum B Figures 6 and 16 at each side thereof. I also connect each
cap I with the mandril drum E on which each coil spring is fixed by means of a
carrier peg or bolt K having so much circumferential play as to allow the cap I
when the brake is applied thereto to wind up the coils from the loose end to the
other end thus by degrees releasing its hold against the inside of the driving
pulley drum B while it is tightened on the coil maudril drum E. Then the carrier
peg K begins to act upon its outer coil enclosing drum E and thereby on its
respective road wheel and begins to retard that wheel. The other coil spring is
meanwhile driving. It will thus be seen that back pedalling would be impossible
were it not for the internal clutches G or other equivalent clutches. When the
machine is driven backwards the balls jamb as already explained, and prevent
overrunning of the road wheel in question thus securing, even when back pedalling,
the correct steering of the machine. In order to disengage a driving wheel when
a machine is left standing unoccupied, I provide each brake cap I with a small
peg i having a milled head and with a spiral spring underneath; when this peg is
pushed into a recess or hole formed in an inner flange part of the mandril drum E
after the coil spring F has been wound up or released from the driving pulley
drum B, the peg i keeps the spring thus coiled, and leaves the wheel free to move
one way so that the machine can be pushed along by hand.
When the peg i is
pulled quite back or out the spiral spring keeps it out of the hole in the flange of
the drum E.
The bridge or fork part L of the swinging frame Figures 1 and 2 which is
mounted on the two aforesaid ball bearings C₁ form the means of attachment for
the parts that serve to work the aforesaid clutches and brakes, but in the case of
an ordinary tricycle such parts would be fixed to the framing of the machine.
The centre of the bridge L is provided with an eye for fixing thereto the frontal
bone M which near the eye is kneeshaped and contains at the upper end a bracket N
for the reception of the tubular seat spring pedestal N' and at the lower end the
fork N for the reception of the driving or pedal pulley O which like the other
pulley B' on the wheel axle is formed with recesses and teeth as described for
the band or chain.
To the seat spring pedestal N¹ is fixed a spring N³ forming the curved part of
the letter D, the upper end of which spring carries the seat. Between the upper

page_text: part of the spring N³ I provide a helical or oliver spring N₁ to limit the movements
of the D spring N³ and resting on an inner bar sliding in the pedestal N¹ by which
means I can regulate the strength of the springs and also obtain facility for reversing
the pedestal N and thus raising the saddle considerably in addition to the ordinary
means for adjusting.
The two sides of the bridge L of the swinging frame just above, the ball bearings
are provided with tubular bosses L' in which I fix tubes L' for the reception of the
steering handles and other mechanism. These tubes L² forming part of the frame
contain each an inner tubular rod P which rods on their inner ends under the
bridge carry levers P¹. To these levers I connect one end of the aforesaid inner
or retarding brakes Q the other ends of such brake bands being fixed by hinges
to a bolt Q which passes from one side of the bridge to the other and is steadied
in the middle by a bracket on the bridge (not shown for the sake of clearness of
the other parts). The outer end of the aforesaid tubular rods P carry levers R
Figures 4 and 5 which by connecting rods R₁ are acted upon by the finger plate
handles R2 in the stirrup shaped steering handles R³. The outer ends of the aforesaid
tubes L2 forming part of the frame have fixed thereon at each end a standard S
formed with an eye which is fixed on the tube L2 and is provided with recesses on
one side, the tube being provided with corresponding tongues and I keep the parts
together by a dovetail socket and set screw see figure 5 as already described with
reference to the fixing of the ball bearing sleeves. The standards S are round and
tapered thinner at their upper end and on each standard I mount a long sleeve or
tube T with a corresponding taper hole and provided at the bottom with a bevil
wheel T and at the top with the stirrup shaped handle R³. On the said. sleeve
or tube T I mount a tubular sliding link T* to which I by a collar T³ around it
connect the aforesaid lever R fixed to the inner tube P by means of the connecting
rod R¹ jointed to the said collar T³. The sliding link T2 at the top carries the
finger plate R3 which is guided on the sides of the stirrup handle R³. The finger
plates R² in both the stirrup handles R³ form the means for actuating the brakes
for stopping the machine.
In gear with each of the aforesaid bevil wheels T¹ I provide a bevil wheel
sector U which is fixed on a tube sleeve U. This latter is mounted so as to turn
on the tube L2 that is rigidly fixed to the bridge of the swinging frame. Inside
the sleeve P a rod U2 is passed and on the end nearest the bridge I fix a lever U³
to which is jointed one of the brake steering bands V_which acts on the aforesaid
brake caps I and serves to wind up the coil springs F on their mandril drum E
and thus disengage the road wheel in question. The other ends of these two
steering brake bands V are connected to the same fixed bolt Q figure 3 as the
other brake bands. The lever U³ is by means of a lever U* fixed on the saine
spindle U2 connected to the bevil wheel sector U which is actuated by the bevil
wheel T¹ which is fixed to the lower end of the circularly movable stirrup handle R³.
All the brake band. levers are held in their normal position by springs or other
appliances arranged on the bridge. In order to be able to conveniently carry
luggage and lamps I provide the aforesaid steering handle standards S with lower
eye brackets S¹ figures 4 and 5 for receiving hooks or rods for carrying luggage or
lamps, and these rods can be adjusted so as not to interfere with the convenience
of the rider.
My next improvement refers to the road wheels. Figure 17 is a section through
the rim and tyre. The rim a is hollow and on its inner side formed cylindrical
oval or other tubular shape but the outer part is not concave but flat or slightly
convex for the purpose of utilizing the elasticity of the India rubber tyre b to a
fuller extent than heretofore where such tyres have been placed in a hollow of the
rim, in which construction the inner or bottom part of the rubber remains unaffected
while the other part only is subject to compression. By my arrangement however
I make the inner part of the tyre b of such a shape as to correspond with the outer
flat part of the rim a and I make it to overlap slightly on each side, while the

page_text: outer part of the tyre which bites on the ground is rounded. I fix the tyre by
cement or by a chemical process.
In Figure 18 I have shown a hollow rim a of an oval section, the tyre b being
of a shape to correspond with the outside thereof and honce overlapping on each
side. The thickened ends of each spoke c may. as here shown in figure 17 be
connected thereto by being screwed into the ferrule & which after having been
inserted through a hole in the outer flat side of the rim a is rivetted over on the
under side of the tyre with an intermediate washer e.
In Figure 19 I have shown a hollow circular rim a with a tyre b to correspond.
The spoke is here shown connected to the rim in the usual way.
The spokes of the road wheels I prefer to make elastic. For this purpose I may
as shown in Figure 18 provide each of the spokes under their outer heads and
within the aforesaid hollow rim with a rubber or other spring but by preferenco
a helical spring fas here shewn.
Or I may instead of this or in addition thereto provide such springs at the hub
end of the spokes as shown in Figure 20 where the hub is formed with a laterally
projecting flange g all round, the spokes being passed through it and each provided
with a springh on the other side between it and the head of the spoke which may
be formed by a nut. Or I may as shown in Figure 21 insert these headed spokes
through notches from one side and secure them by a ring plate i.
Or I may as shewn in Figure 22 form each of the hub flanges with a side recess
all round. in which I place an inner India rubber ring ke and an outer metallic
ring through which latter I screw the spokes the two rings being held in place
by a side plate m secured by screws or otherwise. The metallic ring is thus
free to nove radially and takes an elastic bearing against the rubber ring. Or I
may as shown in figure 23 employ a wave spring k instead of the rubber ring
shown in fig. 22.
Or I may employ elastic spokes according to my Patent No 5433 of 1883 and
I connect them to the rim and to the solid or hollow axles in any suitable manner.
But I prefer as shown in Figure 2 and large size view Figure 24 to construct the
hollow (or solid) axle in that part where wheel is to be fixed with two very light
flange parts o and p which are by preference brazed on, and of which the outside
one o is made of an angle iron section approximately, and the inner one p of a
Tiron section approximately, and into the radial flanges of these parts or bosses I
screw the two sets of spokes. By this construction of nave as it were in two parts
I materially lighten it and strengthen the axle especially close to the inner side
of each wheel.
In the Specification of my Patent N° 1827 of 1884 I have described a double
driving velocipede in which a balance gear is used in connection with clutches and
brakes for driving and steering purposes, but in my present invention I use no
balance gear but expanding ring coil clutches alone or in connection with other
clutches.
Having now particularly described and ascertained the nature of my said
Invention and in what manner the same is to be performed I declare that what
I claim is
First. The application of coil springs constructed substantially as described
for driving or for driving and back pedalling or for preventing overrunning in
velocipedes.
Second. The application of coil spring clutches constructed substantially as
described for steering purposes in velocipedes.
Third. The application of coil spring clutches constructed substantially as set
forth for driving and steering purposes.
Fourth. The construction of the coil spring clutches F shown and described.
Fifth. The combination of parts described with reference to Figures 1 to 16
forming a driving and steering arrangement for velocipedes, according to which
the expanding coil springs are wound up or released by the application of so-called

page_text: steering brakes and the driving power, while tending to enlarge still more the
expanded coil springs to a greater diameter than that of the drums which contain
them, is transferred to the road wheels, and according to which ball or other
clutches are applied for back pedalling to secure a straight course to the velocipede
when going downhill substantially as set forth.
Sixth. The improved ball clutch in which the balls are kept in working position
by means of springs and applied substantially as described.
Seventh. The improved central Otto bicycle with the new or improved
construction and arrangement of clutches and brakes.
Eighth. The means for securing wheels, pulleys, clutches, brake drums and
other parts to axles or other parts of velocipedes substantially as described with
reference to Figures 6, 15, and 15º.
.
Ninth. The improvements in the construction of velocipede wheels relatively
to the rim and tyre and spokes and hub substantially as described.
TALL 007 1. I
2000
BREWER & JENSEN,
For the Applicant.