Improvements in or relating to Bicycles and Tricycles.
Year: 1894

page_text: Date of Application, 8th Oct., 1894
Complete Specification Left, 6th Aug., 1895-Accepted, 8th Jan., 1896
PROVISIONAL SPECIFICATION.
Improvements in or relating to Bicycles and Tricycles.
I, AUGUSTUS LEA BRICKNELL of Number 2 Horsford Road, Brixton Hill, in
the County of London, Mechanical Engineer, do hereby declare the nature of this
invention to be as follows:
"
My invention is applied with relation to the steering wheel.
By bicycle I mean a machine with two carrying wheels, one in front of the other,
in, or nearly in, the same line. My invention is not applicable if the two wheels are
side by side as in a dicycle.
66
"
The steering fork now in very general use in bicycles (particularly of the
Safety" kind) and in tricycles consists of a central member often called in the
trade the "fork-tube" but which I will call the "shank," and it further consists
of two members often called in the trade the "fork-sides " but which I will call its
'prongs.'
These three members are rigidly united in the well known manner at
a junction which I will call the "orutch." They are usually made of steel tubing;
the shank being of cylindrical tubing and its prongs of oval or of round tubing.
tapering somewhat to a smaller section (but not to the extent of becoming a point)
at their lower ends, where they are fitted to the bearing of the steering wheel.
The shank of this steering fork is fitted to turn axially, for the purpose of steering,
in a long, rigid,, tubular bearing which forms the front part of the framework of the
machine and is generally provided with ball bearings to facilitate the steering
motion. The usual long handle bar which is always mounted across the machine
parallel with the steering wheel axis and therefore transversely to the plane of
revolution of the steering wheel and to the course travelled is not often fixed
directly to the shank of the steering fork but generally has, at its middle part, a
member rigidly fixed at a right angle to it, which 1 will call' its "stem." This
stem is capable of sliding telescopically within the tubular shank of the steering
fork so that the handle-bar may be adjusted to the height desired by the rider. By
clamping or pinching the stem and shank together the handle-bar and the steering
fork are rigidly made one for the purpose of steering.
By the general expression "rake" and "raked "I mean that upward backward
sloping position of the steering fork shank (not prongs merely) common to most
bicycles and to many front steering tricycles. This slope differs in its degree
of angle of inclination to the horizon in individual machines. The "steering.
❝rake
plane" and the "rear plade" (next described) are "raked" or have a
except when vertical.
Assuming the handle-bar to be straight, ther. it with its stem (if the stem be
straight) and also the shank of the steering fork, when clamped to the stem in the
position I have described for steering, will be all in and will constitute one plane
which I define and indicate as the. "steering plane" whether it be raked or
vertical, because it is upon and includes the line of the steering axis. Another
plane which define as being near to and parallel with the steering plane and
situate between it and the rider I call the rear plane "whether it be raked or
vertical. If the handle-bar were bent at its handled ends or from its middle part,
either upward or downward, but in the same direction as the line of its stem and
the steering fork shank (and were bent in that direction only) the whole of it

page_text: would, of course, be still in the steering plane. Also if the handle-bar shall be in
some cases constructed or bent so that all its parts are not in the steering plane by
reason of part or parts of it being forwardly or rearwardly bent away therefrom
or by having its stem bent away therefrom forwardly or rearwardly, or by reason
of both causes, or from any other cause, but yet always so that its driving parts
and the reciprocatory driving action of those parts (presently both to be described
as part of my invention) shall remain still in the steering plane I intend that such
a handle-bar shall, in a practical sense, be deemed to be in the steering plane. If
the handles were bent backward the middle of each of them would be in the rear
plane, which is in fact only instituted for the purpose of exhibiting their action in
that position and the effect of it. The axis of the steering wheel would lie in the
steering plane if the prongs of the steering fork were straight and in line with its
shank, that is to say not curved or inclined, caster fashion (which I will call
"castered" or "castering"), in a backward or forward direction with reference to
the length of the machine. I have referred to the steering wheel axis (in this part
of my Specification) in connection with the steering plane for the purpose chiefly
of more certainly defining the steering plane itself and the rear plane. Defining
these two planes is important as contributing to a full understanding of the novelty
and advantages.of my invention.
By the tread I mean that part of the tire of the steering wheel which, at the
monient, is in contact with the ground.
"
When I intend to point out that the tread is included in a raked steering plane
I will call that plane a "tread sloped steering plane" so as not to load the general
sense of the term raked with particulars; and when I intend to point out that the
steering wheel axis is included in a raked steering plane I will call that plane a
"steering wheel axis sloped steering plane" for the same reason. When I intend to
point out that the steering wheel axis and tread are included in a vertical steering
plane I will call that plane a "steering wheel axis and tread upright steering plane
so as not to involve the general sense of the term vertical with particulars; and when
I intend to point out that they are not included in the vertical steering plane I
will call it simply an "upright steering plane" for the same reason.
I prefer
rake to no rake and the rake of the steering fork shank which I prefer and which
is now in most general use and favour (particularly in "Safety" bicycles) is a line
the direction of which passes to the ground between the steering wheel axis and
the trend, and therefore (as a steering plane must always coincide with the steering
fork shank) it follows, of course, that a steering plane so situated cannot include
either the steering wheel axis or the tread. I will call this the "preferred steering
plane not on account of its having any particular one of those various degrees
of angle to the horizon which may be given to it in manufacture, but because of its
situation.
"
In connection with part of my invention, and also with some of the other inventions
I shall refer to, retardation may be effected with the hands by resistance, in the same
well known manner as back-pedalling is effected with the feet, and therefore without
necessarily employing a brake. This kind of retardation I will call "back-handling'
to distinguish it from back-pedalling and from that frictional retardation which is
effected by a brake.
"
I divide the object of my invention into principal parts, each of which I call a
"division." The first division is to enable the rider of a raked bicycle or of a
raked tricycle to more simply, effectively, and economically than heretofore employ
muscular power through the medium of both his hands, reciprocating with each
other, to operate, in a raked steering plane, mechanism in connection with the
steering fork and steering wheel (which mechanism turos in any and every steering.
direction with the steering fork and steering wheol) for the purposes and so that
he may, at will, either drive it and steer it at the same time, and perform each of
those operations with both hands; or may back-handle it and steer it at the same
time, and perform each of those operations with both hands; or may only steer it
with both hands; but in all those cases (and in all other cases according to my

page_text: invention which shall mention) without the necessity for removing his hands from
the one pair of handles; as will, later on, be further explained. When operating
does not take place actually in a steering plane proper it takes place in the rear
plane, by reason of the rearward position of which a certain minor disturbing
condition arises (presently explained) which slightly reduces the full measure
either of economy of power or of freedom from the driving disturbance of steering
which are both in full measure obtained when operating in a steering plane. If it
is desired to avoid this slight reduction as regards freedom from the driving
disturbance of steering then a corresponding amount of corrective strength
(explained presently) may be used and will (regarded as driving power merely) be
wasted, but if it is desired to avoid the small loss of economy caused by the use of
this amount of corrective strength then a small modification or limitation consisting
only of adapting the length of the handle-bar to the shoulder width of the rider
must he resorted to, as will be further explained.
The second division is like the first and is, treated as a division to admit of
singling out the preferred steering plane, the advantages of which distinguish it as
having a separate value with relation to my invention. The advantages of the
present popular position of this steering rake are well known but I will presently
briefly identify them.
The third division is like the first except that the steering plane is vertical and
consists therefore of a steering wheel axis and tread upright steering plane, or
else is an upright steering plane, and the rear plane is therefore, of course,
vertical also.
The fourth division is like the first, second, or third except that when only steering
the hands and handle-bar and also the connecting rod presently described, and in some
cases also the bevil or parallel toothed wheel or wheels presently described are by
means of the automatic action of any well known and suitable automatic driving
clutch, freed from the necessity of continuing the driving motion and they may
therefore be at rest with regard to that motion, but in this arrangement back-
handling cannot be done.
The fifth division is like the fourth except that whatever well known and
suitable clutch (or gripping device) may be used it is not automatic but is put
into and out of action at either one end of the connecting rod by the rider, and
therefore, while in action, each and either of the operations of driving or back-
handling can be performed; and, by being put out of action, steering alone may be
done without the necessity for any other than steering motion.
The sixth division refers to a new kind of clutch-grip liandle (presently to be
described) which I call the "touch bandle" because it indicates its position in the
dark to the rider by touching his fingers (they being extended a little for the
purpose) during its movement. It is applicable in the first, second, and third,
divisions.
I carry my invention into effect by hinging the handle-bar at its middle by a
bearing (preferably a ball bearing) to or near the top of the steering fork shank,
or (by preference) to the steni of the handle-bar (instead of rigidly fixing it to
the shank or the stem as at present) so that its handled ends sball move reciprocally
with each other in the steering plane or in the rear plane, as the case may be the
handle-bar always steering about the steering axia. A connecting rod on either
one side of the machine connects the handle-bar (preferably near that handled
end) directly with a small bevil-toothed wheel journalled (preferably by a ball
bearing) to an axle, which axle is fixed permanently or removably but rigidly to
or near the lower end of the fork prong which is upon the chosen side. This axle
is to set that the plane of revolution of the bevil-100thed wheel it carries shall in
all cases be either in and coincident with the steering plane or at a short convenient
distance from it, but if not in it then always parallel with it. So too the connecting
rod when used with this bevil-toothed gearing may be in the steering plane or at a
short convenient distance from it, but if not in it then always parallel with it.

page_text: The connecting rod is connected with and rotates the bevil-toothed wheel by
means of a crank-pin in the bevil-toothed wheel or by means of a crank upon its
axle. Such, construction forms a bearing, which is by preference a ball bearing.
It is therefore evident that the connecting rod and also the plane of revolution of
the teeth of the bevil-toothed wheel cannot both be (in the same machine) strictly
in the steering plane, but either may be and neither need be. It is only essential
(to secure the free working of the bearings of these parts and to avoid loss of
power) that both should be parallel to it. The bevil-toothed wheol must also be
set so that its teeth mesh with, another bevil-toothed wheel coucentrically attached
to, or formed in one piece with, that side of the hub of the steering wheel between
the prongs, so as to drive the steering wheel. The relative size of the two bevil-
toothed wheels to each other will depend upon whether equal gearing or gearing
up or down is desired, and this is well understood by cyclists and the trade.
Thus the reciprocating motion of the handle-bar in the steering plane will
produce rotary motion of the bevil-toothed wheels and of the steering wheel and
if the rider applies his power, also in that plane, to the handles (which is very
easily and naturally done) there will be no disturbance whatever of the steering,
no matter whether the handles be wider or less wide apart than, or the same width
apart as, the width of his shoulders. All his manumotive power will be employed
in the steering plane notwithstanding the slight ares his hands each pass through,
because those ares are themselves in the steering plane, and although they are
angular in it they are not angular to it. None of his power will be employed
angularly to the steering plane and none of his skill will be required, nor any of
his strength be used up, to correct and counteract that disturbance of steering
which comes of the employment of power in directions angular to the steering
plane. Such corrective strength is of the nature of that force which is expended
and wasted upon the cross-head guides and slippers of steam engines, and is of an
amount rapidly increasing with the shortening of connecting rods (to which the
riders arms are equivalent) and is always taken into account as a loss of power in
all calculations relating to energy efficiency except when the connecting rod is
regarded (theoretically) as infinitely long. This loss of course increases with the
pressure employed, but when the rider's, power is employed in the steering plane
there is no such loss. Added to this more measurable loss there is a waste in the
application of manual power and of animal power generally, due to that reserve
and sometimes demoralization which is felt when applying power in a direction
which may become uncertain and dangerous; as steering may become when
propelling power is added angularly and attention is. relaxed. Animal power is
most effectually and economically, and in a general sense most advantageously,
applied when confidence is felt. I have shown that power exerted actually in
the steering plane produces no disturbance of the steering, no matter whether the
handles be wider apart or nearer together than, or the same width apart as, the
shoulder width of the rider. But if the bandles be bent backward their centres
will be in the rear plane, and then, if no regard be had to the distance apart of
the handles there is disturbance of the steering, the degree of which disturbance
depends upon the difference in each case of the distance between the centres of the
handles as compared with the width between the centres of the shoulder joints of
the rider and also the distance between the steering plane and tho rear plane.
With handles bent not much backward this is but a very small disturbance,
depending for its extent upon the proportions chosen or existing in ever varying
cases, but whatever it may amount to in any case the whole of it will be avoided
if desired by simply bending the handle-bar so that the centres of the handles
shall be as wide apart as the centres of the shoulder joints of the rider. Thus
they and also his hands upon the handles describe corresponding arcs in the rear
plano and his arms are parallel to each other; consequently he does, not disturb
the steering by thrusting the handles sideways to the machine, as he would do if
his arms were angular to them in the rear plane, and so no corrective strength is

page_text: needed. The shoulder motion is reciprocal like that of the handle-bar and is both
convenient and natural, not entailing any to and fro or other movement of the.
head, (which is referred to later on as a demerit in some other inventions) and as
my invention is intended in most cases to be used as auxiliary to foot power rather
than as the sole means of propulsion, the distance (in those cases) through which
the handle-bar and the shoulders move (eitlier in the steering plane or in the rear
plane as the case may be) need only be small and not nearly so great as the
diameter of the circle usually described by the feet.
I have ascertained by a very wide and careful search that manumotive mechanism.
has been extensively employed either to propel or to aid in propelling carriages.
which have generally been of the kind known as velocipedes. In a large number
of instances however the steering has been effected either by the feet, or back, or
Beat action, or head, or one hand, of the rider, or some other means than by the
action of both hands. But as it has become well known that steering with both
hands (particularly when wide apart upon the long handle-bar of great radial.
sweep used in the manner now generally adopted) is by far the preferable way.
(especially in bioycles) and as it is part of the object of my invention, while..
sometimes driving and sometimes back-handling with both hands (as explained) to
always steer with them both I will disregard all other ways of hand driving which
are not also hand steering with both hands and will proceed to broadly classify
hand steering-driving methods and mechanisms by which each of those purposes is
performed with both hands, into three classes which I will call the "Rotary Class,"
the "Lever Class," and the "Direct Rod Class," for the purpose of showing more
exactly wherein my invention differs from, and is superior to, previous ones.
The Rotary Class may be sufficiently typified by two instances. The first of
these rotary instances is set forth in re-printed Letters Patent of the United
Kingdom granted to John Henry Mumford and numbered 21105 of the year 1890,
in which the hands of the rider upon handled opposite-throw cranks formed in the
handle-bar rotate it upon its axis in bearings attached to, and turning with, tlie
steering fork. This rotation of the handle-bar is communicated to the steering
wheel to drive it by means of an endless chain upon two chain gear wheels, of
which the driving one is upon the axis of the handle-bar, and the driven one is in.
line with it upon the axis of the steering wheel. The hands upon the cranks of
this handle-bar also steer while driving. When not required for driving or back-
handling the hands may be removed from the cranks and placed upon the ends of
the handle-bar which, for this purpose, are brought back from its cranked form
into its axial line again, and, being in that line extended outwardly, are also
provided with haudles. The necessity for the rotation of the handle-bar may be
avoided by throwing any suitable and well known clutch out of action. Thus the
hands, by being transferred to these wider apart and axial handles, may occupy a
position in line with each other while only steering and are in that position relieved.
from their rotary action.
The second of these rotary instances is set forth in Letters Patent of the:
United Kingdom granted to Richard Kent Hartley and numbered 14045 of the
year 1889; and for the purpose of comparison with my invention may be sufficiently
described as being similar to the first rotary instance except that the cranks in.
the handle-bar have not their throws upon opposite sides of its axis of rotation but.
are both on the same side and in line with each other, so that both hands rotate in
the manner they would do if both were upon one crank. In his United States.
Patent (Number 484712 of the year 1892) he describes the cranks of his handle-
bar as being "in line with each other whereby said bar serves the function of a
steering bar." When only steering the necessity for the rotation of the hands
and cranks ceases by reason of the action of a clutch, the general construction and
effect of which are well known and are set forth in his Patent.
I will call the driving motion of the hands in the Mumford instance "alternating
rotary action," and in the Hartley instance "mutual rotary action
Later on
the importance of their difference will be seen.
:

page_text: The following
Class:
are some of the other Patents which relate to the Rotary
Besobrasoff
1885
-
PATENTS OF THE UNITED STATES OF AMERICA.
9451
Sanford
Braunfeld
Monnin and Filliez
-
1893
1
.1890
1887
- 505373
428881.
361310
The Lever Class might, I believe, also be sufficiently typified by two instances,
which are the two next following, but I think it better to mention a third case.
The first of these lever instances is set forth in Letters Patent of the United
Kingdom granted to Louis Alfred Westwick and numbered 18330) of the year 1892
in which there are two levers, mounted longitudinally with the machine, one on
each side, and fulcrummed by bearings to the "cross-lead" rigidly fixed to the top
of the vertical shank of the steering fork (in. the Patent of Huennekens referred to
later on this shauk is raked) and turning with it for steering. These two levers
alternate in their motion with each other in their respective vertical planes (not
steering planes) which are, of course, parallel with the plane of rotation of the
steering wheel. The rider takes hold of handles upon those ends of the levers
which are nearest to him. At that end of each of these levers furthest from him
there is hinged by a bearing a dependent connecting rod, both of which connecting
rods are attached by other bearings at their lower ends to crank-pins oppositely
placed upon either side of a chain gear wheel and its crank arm respectively so 88
to constitute opposite-throw cranks which thus receive the alternating motion of the
two levers and are (with the chain gear wheel) rotated by them in planes of
rotation parallel with that of the steering wheel. This chain gear wheel is carried
in a bearing which is attached to the steering fork (near the crutch) so as to turn:
with it for steering. An endless chain driven by this chain gear wheel drives the
steering wheel by means of another chain gear wheel upon its axis; both chain
gear wheels being, of course, in line with each other. It will be clear that either
driving and steering or back-handling and steering can be done with the same
handles and at the same time, but, when not required for either driving or back-
handling, the bands are, by being transferred to a separate fixed bandle steering.
bar provided for the purpose, relieved, while only steering, from their up and down
motion.
The second of these lever instances is set forth in Amended Letters Patent of
the United Kingdom granted to Frederick William Zimer and numbered 7427A,
of the year 1889; and although it is not the steering wheel which is driven in this
case, yet, for the purpose of comparison with my invention, the Zimer invention
may be sufficiently described' as being similar to the first lever instance except
that there are not two separate levers alternating with each other, but, instead
thereof, one lever, so that the rider shall (to quote from the Zimer Patent) "lift
by both hands a double handle bar." When only steering the necessity for the up
and down motion of the hands ceases by reason of the action of a clutch, the
general construction and effect of which are well known and are set forth in his
Patent.
The third lever instance (if it may be regarded as one) is professed to be
described in Letters Patent of the United Kingdom granted to Louis von Lübbe
and numbered 1388 of the year 1888 but I am unable to discover from it that both
hands reciprocating with each other (or even mutually driving) are to perform each
of the operations of driving and steering at the same time, and therefore I believe

page_text: "
this invention does not come within even the category of instances which may he
usefully contrasted with my invention. In his Provisional Specification this
inventor speaks of " the handle and workable by the hand or hands. . .
which would mean only one handle but worked by either or both hands, and there-
fore would be (when worked by both hands) what I herein call a mutual hand
action. In his Complete Specification he refers repeatedly to "levers" but it
appears that one of them is a handled lever working another, which other is merely
an intermediate.one; a sort of escillating beam; and not handled or intended to be
itself directly operated by either hand, but only receiving its motion from the
handled lever. He calls this intermediate lever the "second lever
39 and says
"I place the second lever parallel with the front bar of the machine" and he has
previously described this front bar as " the front bar by which the machine
"
is steered and this secures to the bar in all circumstances a position parallel to that
of the spindle of the wheel
Yet, later on, he speaks of "The same
arrangement.of levers.
and adds "As the levers thus placed are nearly at
which seems contra-
is that in which one
"
"
right angles to the spindle of the wheel they drive
dictory. He also says "The simplest application
wheel-and-chain. . motion is made use of and this is fixed on the left side of
the front wheel and worked by a single lever" and immediately adds "In casos
where my auxiliary hand driving motion is applied to both sides of the machine
I work the two wheels by means of one lever." Thus it would appear that
whether he applies his invention upon one or both sides, only one hand lever is
used. And this inference is supported by the following further quotation from
his Patent; "C'is the lever worked by hand. The fulcrum of this lever..
It is not clear even whether he steers with his lever or levers or independently. of
them by means of "the front bar," or occasionally by one means and occasionally
by the other, or sometimes drives with one hand and steers with the other, for
although he says in his Provisional Specification that he can work with his hand or
hands without interfering with the proper steering or breaking of the machine"
he refers to a break or bruke which could not be used by a driving hand, and he
also says "A is the top bar used for steering only." So far therefore it does not
seem that this Patent comes within the pale of comparison with the object of my
invention, but in deciding to adduce it I may note one feature which is clearly set
forth in it, and to which I shall later on refer, namely that the action of the hand
lever (or hand levers, if there be two) is not in the steering plané nor parallel to
it; for this inventor states plainly as regards this feature "The lever with the
handle extending to the right is placed in a diagonal position
and "As
the levers thus placed are nearly at right angles to the spindle of the wheel they
drive.
and also "C is the lever worked by haud. The fulcrum of this
lever
is placed at such an angle to the front bar.
" If the fulcrum
be placed diagonally to the steering plane the action of the lever must be diagonal
to it and can neither be in it or parallel to it, no matter into what position the lever
be bent.
"
17
will call the driving motion of the hands in the Westwick instance "alternating
levers action"; and in the Zimer instance "mutual lever action." Later on the
importance of their difference will appear. In the Lübbe case I will refer to the
driving motion simply as "diagonal lever action."
The following are some of the other Patents, and grants of Provisional Protection
only, which relate to the Lever Class:

page_text: PATENT OF THE UNITED STATES OF AMERICA..
Name.
Huennckens
Year.
1893
Number.
498394
The Direct Rod Class may also be sufficiently typified by two instances. The
first of these direct rod instances is set forth in Letters Patent of the United
Kingdom granted to David Guy Biggs and numbered 7973 of the year 1886 in
which there are neither hand cranks nor hand levers but, instead thereof, two
direct rods "stirrup." handled upon their upper ends and made to slide in only a
vertical direction through bearings in the steering bar which is fixed to the vertical
steering fork shank and turns with it for steering. The lower ends of these
direct rods are respectively attached by bearings to the "return crank arms on the
ends of the pedals," (making, practically, two cranks on each side) which pedals
are upon opposite-throw pedal cranks upon the axis of the steering wheel. The
rider can drive with his hands and feet and steer with both of them also at the
same time. The inveutor says "The chief advantage of this invention results from
the fact that the stirrup bandles are operate vertically,, thus directly opposing the
downward force exerted upon the pedals" for the purpose, as he explains, of
counteracting that "wobbling" which is produced by the action of the feet upon
the same (steering) wheel. If therefore the stirrup handles are, as he says, to be
operated vertically, and if they are also to be operated in the steering plane or
parallel to it then the steering plane itself must, of course, be vertical also as it is
shown to be in his Patent, and when it is vertical there can be no rake. Rake is
not mentioned in his Patent nor (except perhaps at his Figure 12) is any rake
indicated. At his Figure 12 there appears to be an almost imperceptible rake of
the steering fork and its shank but in the case of that particular figure the motion
of the rods is clearly angular to the steering fork shank and is neither vertical (even
if the steering fork shank is intended to be vertical) nor is the power applied either
in the steering plane (even if the steering fork shauk is intended to be raked) nor
parallel to it, and he says of Figure 12 that the vertical movement of the handles
is only "approximately obtained."
The second of these direct.rod instances is set forth in the Letters Patent of
the United States of America granted to Joseph F. Whitaker and numbered 489645
of the year 1893. In it also the steering axis is vertical (and is placed so far
rearward as to be behind the whole of the steering wheel) although the direct rods
have a rake. They can only be operated by pulling and may be both pulled
together or separately or alternately. And when only steering the necessity for
the up and down motion of the hands ceases by reason of the action of two straps
connected to two clutches, the general construction and effect of which clutches
are well known and are set forth in his Patent.
I will call the one driving motion of the hands both in the Biggs instance and in
the Whitaker instance "alternating rod action," and in the Whitaker instance I
will call the other driving action which he may use "mutual rod action." The
importance of the difference will be pointed out later on.
In the first rotary instance (Mumford) the augularity of the action to the
steering plane is very great and the tendency towards steering disturbance is con-
sequently very great also. Added to which the hands being necessarily used so much
rearwardly and forwardly in their alternating rotary action are much out of line
with each other and the position is therefore inconvenient and unpleasant to the
rider when driving or back-handling. This is the case also when resting the
weight of the upper part of his body by his hands upon the cranked handles when
at rest and used for steering only, as he must do. unless he prefers to risk
removing them from the cranks and placing them upon the axially extended
separate handles.
In the second rotary instance (Hartley) the angularity of the action to the

page_text: steering plane is as great but as it is mutual rotary action the force, employed is
equal on each side of the machine in corresponding positions at each moment and
therefore its angularity to the steering plane has not that tendency to disturb the
steering which alternating rotary action has. The position of the hands too.is not
inconvenient when resting weight upon. the handles, as when steering only. But
the to and fro motion of the upper part of the body necessary if the elbow joints
are not used is, in my opinion, quite inadmissable. It is unsightly, productive of
giddiness, and causes an aching of the back, the muscles of which have got only
to bear the weight in the necessary and usual, stooping position, which at present
(and in my invention) may rest upon the handles, but also to do the pulling upop
the handles. If the action lies in the elbow joints the upper part of the body need
not then sway ito and fro but the strain upon the muscles, is no less. In either
case the reaction against the pulling action is severe, and, when not shared by the
legs, is upon the saddle, which is very undesirable. Such an action in such
position is, consider, liable to cause rupture and is altogether so unsuitable in a
bicyole or in a tricyole as to need no further remark. These merits and demerits
in both rotary instances constitute the difference I have referred to in the Botary
Olass.
The comparison between the first lever instance (Westwick) and the second
lever instance (Zimer) may be taken as similar to that. I have just drawn in the
Rotary Class 'except that the hands are not out of line with each other in the
Mumford instance.sense. Neither is the angularity of action to, the steering plane
so great as in the Rotary. Class, provided the levers be long; but long levers are
heavy and otherwise most undesirable in a bicycle, or tricycle, and with any
practicable length of levers the angularity is still very considerable. In the
Ziner instance his mutual lever action has not that tendency to disturb the steering
which the alternating levers action has in the Westwick instance because, with
mutual lever action, the force is iequal on both sides in corresponding positions at
each moment, but the Zimer instance driving motion is, in my opinion, nearly as
objectionable in a bicycle or tricycle as that of the Hartley instance. These
merits and demerits in both lever instances constitute the difference I have, referred
to in the Lever Class.
The diagonal lever action of Lübbe is,alearly angular to the steering plane.
In the first direot rod instance (Biggs) the driving action is actually in the
steering plane (excluding his Figure 12 which I have previously dealt with) but
that steering plane is vertical and therefore without rake. I will presently point
out the great differences between. raked. and vertical steering.
In the second direct rod instance. (Whitaker) it can perhaps harlly be said,ip,the
striet sense that there is a steering plane, but there is, at any rate, a vertical
steering axis, and the driving movement is very angular to it in the direction of
the steering wheel, and consequently the disturbance of the steering, must be very
great and dangerous if alternating rod action be used, but if he used his mutual rod
action with very great care and skill there might be,no such disturbance, yet the
strong objections which I have stated, as existing, in my opinion, to the use of
mutual action in the instances of Hartley, and Zimmer apply also in the Whitaker
instance. These merits and demerits in both direct rod instances make the
difference between them which I'referred to in, that class.
It is possible, instead of the bevil-toothed wheels, to employ two ordinary
(parallel-toothed) gear wheels, tlie driving one of which (like the one it drives)
will, of course, have its plane of rotation parallel with the plane of rotation of the
steering wheel instead of being rectangular thereto as the plane of rotation of the
bevil-toothed driving wheel is. The angular movement of the connecting rod to
(as well as in) the steering plane (which movement will then be a necessity) will
not disturb the steering because the driving movement of the handles cannot occur
in any case except in the steering plane or in the rear plane, but additional joints
or bearings (ball and socket or otherwise) will be necessary (as will be well under-
stood) in the connecting rod to adapt it to this movement. For such joints, and
B

page_text: instead of bearings, pliable material may be used in and to constitute the joints,
such as thin steel, leather, and the like, as is well known; but this action of the
connecting rod is not so simple or direct, and I prefer the bevil-toothed wheels
arrangement I have described.
The connecting rod may be adjusted telescopically or otherwise as to its length
in those cases where the handle-bar stem is adjustable; and corresponding graduated
marks or figures may be made upon each to assist in their easy and correct
adjustment.
F
1.When used as described in division four the top end of the connecting rod is
hinged to the handle-bar, but in other cases (except those in which it may be put
out of action at its lower end as mentioned in division' five) it is free to move up
and down through the handle-bar or through a projection from it, to either of
which it may be clamped or gripped by the rider in any well known and suitable
manner, but preferably by means of a notch in the connecting, rod kept away from
a corresponding tooth upon the handle-bar, or upon the projection, by, a spring,
the slight resistance of which spring is overcome and the notch brought on to the
tooth by the rider grasping a handle on the connecting rod and gripping it to the
handle on the handle-bar, thus locking them together while the rider's grip is
maintained. When this connecting rod is out of grip with the handle-bar and is
still moving, the rider needs some indication (especially in the dark) as to the
whereabouts of the connecting rod handle (which is the touch handle referred to
io division seven) so that he may move his handle-bar in consonance with it before
gripping it, so as to avoid any shock when the junction is effected. This indication
is afforded by extending the fingers slightly, without letting loose of the handle on
the handle-bar, whereupon the touch handle: on the connecting rod will touch the
extended finger-tips. If it is made of india-rubber or some other suitable,soft
material, or is covered with such, no abrasion or other injury will result to the
fingers. The slope of the connecting rod carries its upper end to the side, where
its movement is not likely to endanger the rider.
J
4..
'
If the proper meshing of the bevil-teeth is interfered with by the shape of the
prong to which the axle of the driving bevil-toothed wheel isi attached the prong
may be bent or constructed to a suitable shape.
97
..!
To adapt the width apart of the handles upon the handle-bar so that it shall
agree with the shoulder width for use in the rear plane the handles may be made
adjustable, but such adjustability, for ordinary purposes, is old.
A brake fitted in the usual well known manner seen in the "Safety bicycle'
may be used in connection' with my invention in. addition to,. or. instead of, back-
handling, but the brake should, by preference, be upon the side opposite to the side
upon which the connecting rod is placed when a gripping device is used, so that
one hand may do the gripping and the other be free for using the brake.
In connection with my invention the feet of the rider may also drive the
steering wheel by any of the well known means which may be suitable, but my
invention, although of very considerable use in such cases. is not of quite such
signal value as when the steering wheel is driven by the hands only, because the
feet, to some extent and under some conditions, can be used to counteract. steering
disturbance, and to some extent a bicycle may be steered by the action of the feet
upon the steering wheel cranks, while the hands are reinoved.. But notwith-
standing this the foot driving of a steering wheel is more frequently a cause of
steering disturbance, and such machines are inferior to rear-drivers as regards
safety.
1
As the handle-bar, as described according to my invention, affords no stable
resistance (when disengaged from its connecting rod) by which the rider may be
assisted in mounting a Safety bicycle fitted with it, I find it convenient to mount
by means of first striding the saddle and then pushing the further pedal forward
and downward with the foot in the well known manner.
When my invention is applied to the steering wheel of a rear-driver machine the
pedomotive and the manumotive gear may be placed respectively upon opposite.

page_text: sides of the inachine so as to more nearly balance it and may be so proportioned as
that either shall exceed the other as to speed, or both may be so proportioned that
their action shall synchronize; the right hand with the left foot and the left hand
with the right foot, or the hand and fout on each side with each other.
1
The teeth of the wheels may be of steel and may be hardened, and when insed as
auxiliary only, their durability need not be less than that of the foot driving chain
gear now in common use. A partial or complete dust and mud proof envelope will
conduce to their durability.
If the numerous inventions which I have only referred to by name and number
be examined it will be seen that, like the several others which I have described and
reviewed as instances, not one of them shows means for employing manumotive
power in a raked steering plane. or parallel thereto. I will now show the great
differences which exist between vertical and raked steering:-
:-
I have already pointed out how the axis of the steering wheel may in some cases
be in the steering plane; and this may be so in a case where the steering plane is
raked and the steering fork not castered but then the tread cannot also be in it.
But with a vertical steering plane both must be in that plane if the steering fork is
not castered. So too the tread may be in the steering plane if the steering plane
be raked treadwards and the steering fork be castered forwardly but then the
steering wheel axis cannot be in it. But with a vertical steering plane neither can
be in that plane if the steering fork is, castered either forwardly or backwardly.
Thus, in the uncastered case, one may be in a raked steering plane but both never
can be, while in a vertical steering plane both must be; and in the castered case,
one may be in a raked steering plane but both never can be, while in a vertical
steering plane neither can be. And, considered irrespective of castering, one may
be in a raked steering plane but never both; and in a vertical steering plane both
must be, or neither, but never one.
Furthermore; forward castering with raked steering is also somewhat upward
with relation to the front side of its steering plane as well as forward, that is to
Bay if a straight line be drawn perpendicularly (not vertically) to the raked
steering plane from the steering wheel axis, that axis eud of the line will be the
highest, and in that sense will be upper with relation to the raked steering plane,
and as part of the weight of the rider and of his machine is really thus dependent
from the lower ends of the steering fork castered prongs where they join the
steering wheel axis (whether the castered prongs be curved. or straight) the part
of the weight so dependent ballasts the steering (so to speak) consequent upon
this upward relation of the forward castering to the front side of the raked
steering plane and so steadies the steering and enables the rider to derive the
very great advantage from it of being able to take his hands off the handle-bar
with, safety on smooth ground while travelling. I will call this the first advantage.
The upward relation and its consequent steadying effect also confers the advantage
of lessening the amount of steering to be done and lessens the need for such constant
attention to it. I will call this the second advantage. These are both found by
the cycling public, after many years of experience with other kinds of steering, to
be real and valuable advantages and, they have come to be regarded as essentials.
But as there can be no upward relation and therefore no steadying effect in the
forward castering with a vertical steering plane. these two important advantages
are impossible with it; whereas with a tread sloped steering plane both are
inherent. And, with equal reason, the cycling public have come to regard
another advantage, which I will call the third advantage, as essential, and not
only so when considered by itself but they have come to regard its combination
and enjoyment with the other two advantages as essential. This third advantage
is the power (in a bicycle only) to steer to some extent by inclining the body, and
consequently the bicycle, to the side toward which it is desired to go, and this is
obtained by having the tread not in the steering plane. When this third advantage
is in combination with the first two advantages 1 will call the combination of them
the fourth advantage. The fourth advantage is justly considered to be the most

page_text: important and valuable of all and can only be fully obtained by what I have
described as the preferred steering plane which is a raked plane having forward-
upper castering in front of it and its tread behind it. It will be obvious that
the fourth advantage is also absolutely impossible with forward castered vortical
steering. Advantage number three may be obtained with vertical steering if the
¡castering is rearward, and it is true that from another cause the effects which
constitute advantages one, two, and four 'may be also so obtained but that other
cause, is speed, and the effect varies with the speed instead of being constant in
its effect upon the steering at all speeds as when the effect is due to weight.
Advantages one, two, and four when procured with vertical steering by rearward
castering are, comparatively, scarcely appreciable at low and moderate speeds
unless the rearward extent of the castering is very great, and whereas the direct
steering, of, a steering wheel axis and tread upright steering plane is not consideród
to admit of a sufficiently safe position for the rider, rearward castering is, of course,
but an aggravation of this fault or defect.
"
Moreover; in the bicycle well known as the "Safety bicycle" in which the
rider drives the rear wheel it would be most difficult-indeed almost impossible
to use the last mentioned, steering plane for driving purposes because to apply
his power in it from his shoulders the upper part of the body of the rider
would have to be very much more forward but his feet could not be brought
nearly so much more forward or they would prevent the turning of the steering
wheel.
From these comparisons it will be seen that on the whole raked and vertical
steering are distinct and differ from each other in their nature and results, and
consequently that driving combined with steering in a raked steering plane or in a
raked rear plane is in itself a new as well as useful independent invention when
carried into effect, in addition to being an improvement upon driving and steering
in a vertical steering plane.
21.
t
I divide my invention into parts each of which I call a section, and this new and
useful independent invention just mentioned constitutes the first section, for
carrying, which into effect in accordance with the first division of my object, and
with the other divisions (except the third) when they do not conflict with
each other, I have shown one means, namely the arrangement of mechanism
which I have described as being of my invention; but any other known and
suitable means may be used for carrying this first section of my invention into
effect.
The second section of my invention is like the first except that the steering
plane to which it relates is a special one, namely the preferred steering plane
mentioned in the second division of my object.
The third section of my invention relates only to the application of my improved
arrangement of mechanism to the third division of my object; to which the
fourth, fifth, and sixth divisions apply' so far as they do not conflict with each
other.
The fourth section of my invention relates to the fourth division of my cbject;
and the fifth section to the fifth division; and the sixth section to the sixth
division.
The arrangement of mechanism I bave described as being of my invention
constitutes in itself the seventh section of my invention and is in each case
improved when applied to the divisions of my object.
These sections will serve to suggest the scope of my invention but I do not now,
or recessarily, confine myself to them, but reserve my statement of claims for the
Complete Specification.
Dated this Eighth day of October 1894

page_text: Improvements in or relating to Bicycles and Tricycles.
I AUGUSTUS LEA BRICKNELL of Number 2 Horsford Road,, Brixton Hill, in
the County of London, Mechanical 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 invention is more particularly described as applied with relation to the
steering-wheel.
.
By bicycle I mean a machine with two carrying wheels, one in front of the other,
in, or nearly in, the same line. My invention is not applicable if the two wheels
are side by side, as in a dicycle.
66
I
The steering-fork, now in very general use in bicycles (particularly of the-
Safety" kind) and in tricycles consists of a central member often called in the
trade the "fork-tube," but which I will call the "ehank," and it further consists
of two members often called in the trade the "fork-sides," but which I will.call
ita "prongs." These three members are rigidly united in the well-known manner
at a junction which I will call the "crutch." They are usually made of steel
tubing the shank being of cylindrical tubing, and its prongs of oval or of round
tubing, tapering somewhat to a smaller section (but not to the extent of becoming
a point) at their lower ende, where they are fitted to the bearing of the steering
wheel. The shank of this steering-fork is fitted to turn axially, for the purpose of
steering; in a long, rigid, tubular bearing which forms the front part of the frame-
work of the machine, and is generally provided with ball bearings to facilitate, the
steering motion. The usual long handle-bar, which is always mounted across the
machine parallel with the steering wheel axis, and therefore transversely to
the plane of revolution of the steering wheel and to the course travelled, is not
often fixed directly to the shank of the steering-fork, but generally has, at its
middle part, a member rigidly fixed at a right angle to it, which I will call its
is stem.'
This stem is capable of sliding telescopically within the tubular shank of
the steering-fork so that the handle-bar may be adjusted to the height desired by,
the rider. By clamping or pinching the stem and shank together the handle-bar
and the steering-fork are rigidly made one for the purpose of steering.
1
By the general expression "rake" and "raked" I mean that upward backward
eloping position of the steering-fork shank (not prongs merely) common to most.
bicycles and to many front-steering tricycles. This slope differs in its degree of
angle of inclination to the horizon in individual machines. The "steering plane"
and the "front plane" and the "rear plane" (next described) are "raked", or
have 巋 "rake" except when vertical.
Figures 1 to 6 are diagrammatic views.
1
Figures 7 and 8 are diagrammatic views in side elevation and end elevation.
respectively.
Figures 9 and 10 are also diagrammatic views in side elevation.
Figures 11 and 12 are respectively side and end elevation of a bicycle con-
structed according to my invention, with the centres of the handles in the rear-
plane C'D.
Figures 13 and 14 are respectively inverted plan and transverse section on an
enlarged scale of the mechanism shown in Figures 11 and 12 for communicating the
motion from the connecting rod to the steering-wheel.
Figures 15 and 16 are respectively diagrammatic side, and end elevations, of a
bicycle with the centres of the handles in the steering plane.
Figure 17 is a diagrammatic side elevation of another example of a bicycle
with the centres of the handles in the rear plane, the mechanism for communicating

page_text: motion to the steering-wheel consisting of a crank, an automatic clutch of the kind
known as a Cheylesmore" clutch, and toothed gearing.
66
"
Figure 18 is a detail view showing the application of a non-automatio clutch to
the auxiliary hand driving gear, so that "back-handling
may be employed with
the gear connected to the handle-bar, and if desired, the gear may be disconnected
from the handle-bar and remain in such disconnected position at the will of the
rider..
Figures 19 and 20 are detail views in 'plan and elevation respectively showing the
application of another non-automatic clutch between the handle-bar and the
connecting rod of the auxiliary hand driving gear so that back-handling may be
employed, and if desired- the gear may be disconnected from the handle-bar and
remain in such disconnected position at the will of the rider.
66
Assuming the handle-bar to be straight, then it with its stem (if the stem be
straight) and also the shank of the steering-fork, when clamped to the stem in the
position have described for steering, will be all in and will constitute one planc
which I define and indicate as the "steering plane" A B, whether it be raked (as
shown in Figures 7 and 8)' or vertical, because it is upon and includes the line of
the steering axis. Another plane which I define as being near to and parallel
with the steering plane and situate between it and the rider I call the "rear
plane "CD, whether it be raked (as shown in Figure 9) or vertical. And another
plane, if situated in front of the steering plane and parallel thereto, I call the
front plane "YZ, whether it be vertical as shown on Figure 10 or raked. If the
handle-bar E (Figures 7 and 8) were bent at its handled ends or from its middle
part, either upward or downward, but in the same direction as the line of its
stem and the steering-fork shank (and were bent in that direction only) the whole
of it would, of course, be still in the steering plane A B. Also if the handle-bar E
shall be in some cases constructed or bent so that all its parts are not in the
steering plane by reason of part or parts of it being forwardly or rearwardly bent
away therefrom, or by having its stem bent away therefrom forwardly or rearwardly,
or by reason of both causes, or from any other cause, but yet always so that its
fulcrum bearing and its driving parts and the reciprocatory driving action of those
parts (presently both to be described as part of my invention) shall remain still in
the steering plane A B, I intend that such a handle-bar shall, in a practical sense;
be deemed to be in the steering plane. If the handles were bent forward the middle
of each of thein would be in the front plane Y Z (Figure 10). If the handles
were bent backward the middle of each of them would be in the rear plane CD
(Figure 9). The axis of the steering-wheel would lie in the steering plane if the
prongs of the steering-fork were straight and in line with its shank (Figures 2
and 3), that is to say, not curved nor inclined, caster fashion (which I will call
"castered" or "castering"), in a backward (Figure 5) or forward direction
(Figures 1, 4, and 6) with reference to the length of the machine. I have referred
to the steering-wheel axis (in this part of my Specification) in connection with the
steering plane for the purpose chiefly of more certainly defining the steering
plane itself and the front and rear planes. Defining these planes is important
as contributing to a full understanding of the novelty and advantages of my
invention.
By the tread I mean that part X (Figures 1 to 6) of the tire of the steering-
wheel which, at the moment, is in contact with the ground.
When I intend to point out that the tread is included in a raked steering plane,
I will call that plane a "trend sloped steering plane" (as shown on Figure 1), so
as not to load the general sense of the term raked with particulars; and when I
intend to point out that the steering-wheel axis is included in a raked steering
plane, I will call that plane a "steering-wheel axis sloped steering plane" (as
shown on Figure 2) for the same reason. When I intend to point out that the
steering-wheel axis and tread are included in a vertical steering plane, I will call
that plane a "steering wheel axis and tread upright steering plane" (as shown on
Figure 3), so as not to involve the general sense of the term vertical with

page_text: tr
particulars; and when I intend to point out that they are not included in the
vertical steering plane, I will call it simply an upright steering plane" (as shown.
on Figures 4 and 5) for the same reason. I prefer: rake to no rake, and the rake
of the steering-fork shank, which I prefer, and which is now in most general use:
and favour (particularly in "Safety" bicycles), is a line the direction of which
passes to the ground between the steering-wheel axis and the tread (as shown on
Figure 6), and therefore (as a steering plane must always coincide with the steering-
fork shank) it follows, of course, that a steering plane so situated cannot include
either the steering-wheel axis or the tread. I will call this the "preferred, steering.i
plane," not on account of its having any particular one of those various degrees of
angle to, the horizon which may be given to it in manufacture, but because of its.
aforesaid situation.
In connection with part of my invention, and also with some of the other
inventions I shall refer to, retardation may be effected with the hands by resistance,
in the same well-known manner as back-pedalling is effected with the feet, and
therefore without necessarily employing a brake. This kind of retardation. I will
call "back-handling," to distinguish it from back-pedalling and from that frictional
retardation which is effected by a brake.
1
I divide the object of my, invention into principal parts, each of which I call
"division"
.
i
1. The first division is to enable the rider of a bicycle or tricycle having, &
raked fork (Figs. 1, 2, and 6) to more simply, effectively, and economically than
heretofore employ muscular power through the medium of both. his hands,
reciprocating alternately with each other, to operate in a raked steering plane
mechanism in connection with the steering fork and steering wheel. (which.
mechanism turns in any and every steering direction with the steering fork and.
steering wheel), for the purposes, and so that he may, at will, either drive it and
steer it at the same tine, and perform each of those operations with both hands
or may back-handle it and steer it at the same time, and perform each of those
operations with both hands; or may only steer it with both hands; but in all
those cases (and in all other cases according to my invention which I shall mention)
without the necessity, for removing his hands from the one pair of handles, as will
Inter on be further explained. When operating does not take place actually in a
steering plane proper (A B, Figure 7) it takes place in the rear plane (CD,
Figure 9) or in the front plane (Y Z, Figure 10) or in a plane substantially parallel
thereto, by reason of the rearward, or forward position, of which (as the case may
be) a certain minor disturbing condition arises (presently explained) which slightly
reduces the full measure either of economy of power or of freedom from tho
driving disturbance of steering or both, which are both in full measure obtained.
when operating in a steering plane. If it is desired to avoid this slight
reduction as regards freedom from the driving disturbance of steering, then a.
corresponding amount of corrective strength (explained presently) may be used,.
and will (regarded as driving power merely) be wasted, but if it is desired. to.
avoid the small loss of economy caused by the use of this amount of corrective
strength, then a small modification or limitation, consisting only of adapting
the length of the handle-bar to the shoulder width of the rider, must. be resorted
to, as will be further explained.
II. The second division is like the first, and is treated as a division to admit of
singling out the proferred steering plane (Figures 6 and 64), the advantages of
which distinguish it as having a separate value with relation to my invention. The
advantages of the present popular position of this steering-rake are well known, but,
I will presently briefly identify them.
111. The third division is like the first except that the steering plane is vertical
Bud consists therefore of a steering wheel axis and tread upright steering plane
(Figure 3), or else is an upright steering plane (Figures 4 and 5), aud the planes
(whether front or rear) parallel thereto or substantially so, are therefore, of course,
vertical also..
1.1

page_text: IV. The fourth division is like the first, or second, or third, except that when
only steering, the hands and handle-bar and also the couneoting-rod presently
described, and in some cases also the bevil or parallel toothed wheel or wheels
presently described are by means of the automatic action of any well-known and
suitable automatic driving clutch, such, for instance, as the well-known
Cheylesmore" clutch, described in the British Patent Specification No. 512 of
1881, freed from the necessity of continuing the driving motion, and they may
therefore be at rest with regard to that motion, but in this arrangement back-
handling cannot be done.
.66
V. The fifth division is like the fourth, except that whatever well-known and
suitable clutch (or gripping device) may be used it is not automatic, but is put into
and out of action at either one end of the connecting-rod by the rider, and
therefore while in action each and either of the operations of driving or back-
'handling can be performed; and, by being put out of action, steering alone may
be done without the necessity for any other than steering motion.
VI. The sixth division refers to a new kind of clutch-grip handle (presently to
be described) which I call the "touch handle" because it indicates its position in
the dark to the rider by touching his fingers (they being extended a little for the
purpose) during its movement! It is applicable in the first, second, and third
divisions.
In carrying my invention into effect, I binge the handle-bar E, as shown on
Figures 11 and 12, at its middle by a bearing F (preferably a ball bearing) to or
near the top of the steering-fork shank, or (by preference) to the stem of the
liandle-bar (instead of rigidly fixing it to the shank or the stem as at present),
so that its handled ends shall be capable of rocking, or, in other words, moving
reciprocally with each other in the steering plane (Figures 7 and 8), or in the front
plane (Figure 10), or in the rear plane (Figures 9,11, and 12) as the case may be ;
the handle-bar, with its steering wheel fork always steering in the usual manner
about the steering axis, as shown in the modification on Figures 11 and 12. A
connecting-rod G on either one side of the machine connects the handle-bar E
(preferably near that handled end, when the connecting-rod is intended to be
disconnected at desire at its upper end) directly. with a crank I mounted on an
axle K, having at its other end a bevil-toothed wheel L, which axle is journalled
in a 'bearing M (preferably a ball bearing) fixed permanently or removably, but
rigidly, to one end of the axle N of tlie steering-wheel, where it passes through-the
lower end of the fork-prong O, which is upon the chosen side. In the example
shown, and referring more particularly to Figures 13 and 14, the bearing M is coupled
to the axle N by means of a screw coupling P, which is screwed to the male thread
on the bearing M, as shown, and this screw coupling is provided with a flange
which takes over a corresponding flange or shoulder on the nut Q, which also
serves to tighten up the axle N, thus binding the whole together. The other end
of the bearing M has a stay M bolted to it by a stud M2, and as shown, more
particularly in Figure 11, the other end of this stay is bolted to one of the prongs O.
The connecting-rod G may be connected with and rotate the bevil-toothed wheel L
by means of a crank-pin in the bevil-toothed wheel. It is therefore evident that
the connecting-rod and also the plane of revolution of the teeth of the bevil-
toothed wheel cannot both he (in the same machine) strictly in the steering plane,
but either may be and neither need be. The bevil-toothed wheel L must also be
set; so that its teeth mesh with another bevil-toothed wheel R, concentrically
.attached to, or formed in one piece with, that side of the hub S of the steering-
wheel between the prongs Oso as to drive the steering-wheel. The relative size
of the two bevil-toothed wheels to each other will depend upon whether equal
gearing or gearing up or down is desired, and this is well understood by cyclists
and the trade.
Thus the reciprocating motion of the handle-bar in the steering plane will
produce rotary motion of the bevil-toothed wheels and of the steering-wheel, and
if the rider applies his power, also in that plane, to the handles (which is very

page_text: easily and naturally dono) there will be no disturbance whatever; or the steering,
no matter whether the handles be wider or less wide apart than, or the same
width apart as, the width between the centres of the joints of his shoulders. All
his manumotive power will be employed in the steering plane notwithstanding the
slight arcs his hands each pass through, because those ares are themselves in
the steering plane (as shown in dotted lines on Figure 8) and although they are
angular in it they are not angular to it. None of his power will be employed
angularly to the steering plane, and none of his skill will be required, nor any of
his strength be used up, to correct and counteract that disturbance of steering
which comes of the employment of power in directions angular to the steering
plane. Such corrective strength is of the nature of that force which is expended
and wasted upon the cross-head guides and slippers of steam-engines, and is of an
amonot rapidly increasing with the shortening of connecting-rods (to which the
rider's arms are equivalent), and is always taken into account as a loss of power
in all calculations relating to energy efficiency, except when the connecting-rod is
regarded (theoretically) as infinitely long. This loss of course increases with the
pressure employed, but when the riler's power is employed in the steering plane
there is no such loss. Added to this more measurablo loss there is a waste in
the application of manual power and of animal power generally, due to that
reserve and sometimes demoralization which is felt when applying power in a
direction which may become uncertain and dangerous, as steering may become when
propelling power is added angularly and attention is relaxed. Animal power is
Inost effectually and economically, and in a general sense most advantageously
applied when confidence is felt. I have shown that power exerted actually in the
steering plane produces no disturbance of the steering, no matter whether the
liandles be wider apart or nearer together than, or the same width apart as,
the width between the centres of the joints of the shoulders of the rider. But if
the handles be bent backward (for instance) their centres will be in the rear plane,
and then, if no regard be had to the distance apart of the handles there
disturbance of the steering, the degree of which disturbance depends upon the
difference in each case of the distance between the centres of the handles as
compared with the width between the centres of the shoulder joints of the rider
and also the distance between the steering plane and the rear plane (or the front
plane, as the case may be). With handles bent not much backward (for instance)
this is but a very small disturbance, depending for its extent upon the proportions
chosen or existing in ever varying cases, but whatever it may amount to in any case
the whole of it will be avoided if desired by simply bending the handle-bar or
ndjusting the handles upon it so that the centres of the handles shall be as wide
apart as the centres of the shoulder joints of the rider. Thus the centres of the
shoulder joints of the rider and also his hands upon the handles describe
corresponding arcs in the rear plane (for instance) and his arms are parallel to
each other; consequently he does not disturb the steering by thrusting the
handles sideways to the machine as he would do if his arms were angular to the
said handles in the rear plane (or in the front plane as the case may be) and so no
corrective strength is needed. The shoulder motion is reciprocal like that of the
handle-bar and is both convenient and natural, not entailing any to and fro or other
movement of the head; which is referred to later on as a demerit in some other
inventions.
It must, however, he borne in mind that I am assuming the handles to be bent
backwards.or forwards in the manner shown in the drawings, that is to say, that the
handles are in the same plane as their fulcrum bearing, and that that plane.is.at.
right angles to the steering plane, or substantially so'; or (in other words) that the
handles are not what is called in the trade, and well known to cyclists as “dropped
handles," because if they were "dropped" handles they would reciprocate in arcs below
(and if raised handles, then in arcs above) their fulcrum bearing (which is, of course,
the bearing upon which the handle-bar rocks) and consequently a sideway motion of
the shoulders, or arms, or both, of the rider would, manifestly, be induced or set
0

page_text: up, which would, of course, be undesirable. Therefore it is not advisable to use
"dropped" nor raised handles in connection with my invention, especially in the
front or rear planes.
7
As my invention is intended in most cases to be used as auxiliary to foot
power rather than as the sole means of propulsion, the distance (in those cases)
through which the handle-bar and the shoulders move (either in the steering
plane, or in the front plane, or in the rear plane as the case may, be) need only be
small, and not nearly so great as the diameter of the circle usually described by
the feet.
'
I have ascertained by a very wide and careful search, that manumotive
mechanism has been extensively employed, either to propel or to aid in propelling
carriages which have generally been of the kind known as velocipedes. In a large
number of instances,, however, the steering, has been effected either by the feet, or
back, or seat action, or head, or one hand, of the rider, or some other means than
by the action of both hands. But as it has become well known that steering with
both hands (particularly when wide apart upon the long handle-bar of great
radial steering sweep, used in the manner now generally adopted) is by far the
preferable way (especially in bicycles), and as it is part of the object of my
invention, while sometimes driving and sometimes back-handling with both hands
(as explained), to always steer with them both, I will disregard all other ways of
hand driving which are not also hand steering with both hands, and will proceed to
broadly classify hand steering-driving methods and mechanisms by which each of
those purposes is performed with both hands, into three classes, which I will call
the "Rotary Class," the "Lever Class," and the "Direct Rod Class," for the
purpose of showing more exactly wherein my invention differs from, and is
superior to, previous ones.
.
The Rotary Class may be sufficiently typified by two instances. The first of
these rotary instances is set forth in the re-printed Specification of Letters Patent
of the United Kingdom granted to John Henry Mumford and numbered 21,105.of
the year 1890, in which the bands of the rider upon handled opposite-throw cranks
formed in the handle-bar rotate it upon its axis in bearings attached to, and turning
with, the steering-fork. This rotation of the handle-bar is communicated to. the
steering-wheel to drive it by means of an endless chain upon two chain gear wheels,
of which the driving one is upon the axis of the handle-bar, and the driven one is
in line with it upon the axis of the steering-wheel. The hands upon the cranks of
this handle-bar also steer while driving. When not required for driving or back-
handling the bands may be removed from the cranks and placed upon the ends of
the handle-bar which, for this purpose, are brought back from its cranked form into
its axial line again, and, being in that line extended outwardly, are also provided
with handles. The necessity for the rotation of the handle-bar may be avoided by
throwing any suitable and well-known clutch out of action. Thus the hands, by
being transferred to these wider apart and axial handles, may occupy a position in
line with each other while only steering, and are in that position relieved from
their rotary action..
The second of these rotary instances is set forth in the Specification of Letters
Patent of the United Kingdom granted to Richard Kent Hartley, and
numbered 14,045, of the year 1889; and for the purpose of comparison with
my invention may be sufficiently described as being similar to the first rotary
instance, except. that the cranks in the handle-bar have not their throws upon
opposite sides of its axis of rotation, but are both on the same side and in line with
each other, so that both hands rotate in the manner they would do if both were
upon one crank. In his United States Patent Specification (Number 484,712 of
the year 1892) he describes the cranks of his handle-bar as being "in line with
each other whereby said bar serves the function of a steering bar." When only
steering the necessity for the rotation of the hands and cranks ceases by reason of
the action of a clutch, the general construction, and effect of which are well-known,
and are set forth in his Specification.

page_text: I will call the driving motion of the bands in the Mumford instance "alternating
rotary action," and in the Hartley instance "mutual rotary action." Later on the
importance of their difference will be seep.
The following are some of the other Patent Specifications which relate to the
Rotary Class :-
Diessley
Besobrasoff
1888
1885
PATENTS OF THE UNITED STATES OF AMERICA.
3,018
..9,451.
Names.
Sanford
Braunfeld
Monnin and Filliez
Year.
-
1893
-
1890
-
1887
Number.
505;373
428,881
361,310
The Lever Class might, I believe, also be sufficiently typified by two instances,
which are the two next following, but I think it better to mention a third case.
The first of these lever instances is set forth in the Specification of Letters Patent
of the United Kingdom, granted to Louis Alfred Westwick and numbered 18,330
of the year 1892, in which there are two levers, mounted longitudinally with the
machine, one on each side, and fulcrummed by bearings to the "cross-head" rigidly
fixed to the top of the vertical shank of the steering-fork (in the Patent of
Huennokens referred to later this shank is raked) and turning with it for steering.
These two levers alternate in their motion with each other in their respective
vertical planes (not steering planes) which are, of course, parallel with the plane
of rotation of the steering-wheel. The rider takes hold of handles upon those ends
of the levers which are nearest to him. At that end of each of these lovers
furtbeat from him there is hinged by a bearing a dependent connecting-rod, both of
which connecting-rods are attached by other bearings at their lower ends to crank-
pins oppositely placed upon each side of a chain gear wheel and its crank arm
respectively, so as to constitute opposite-throw cranks which thus receive the
alternating motion of the two levers, and are (with the chain gear wheel) rotated
by them in planes of rotation parallel with that of the steering-wheel. This chain
gear wheel is carried' in a bearing which is attached to the steering-fork (near the
crutch) so as to turn with it for steering. An endless chain driven by this chain
gear wheel drives the steering-wheel by means of another chain gear wheel upon
its axis; both chain gear wheels being, of course, in line with each other. It will.
be clear that either driving and steering or back-handling and steering can be done
with the same handles and at the same time, but, when not required for either
driving or back-handling, the hands are, by being transferred to a separate fixed
handle steering-bar provided for the purpose, relieved, while only steering, from
their up and down.motion.
The second of these lever instances is set forth in Amended Specification of
Letters Patent of the United Kingdom granted to Frederick William Zimer and
numbered 7427 A* of the year 1889; and although it is not the steering wheel
which is driven in this case (though the driving levers are attached to the steering-
wheel fork and steering is effected by them without removing the hands from the
driving handles), yet, for the purpose of comparison with my invention, the Zimer
invention may be sufficiently described as being similar to the first lever instance
except that there are not two separate levers alternating with each other, but,
instead thereof, one lever, so that the rider shall (to quote from the Zimer

page_text: Specification) "lift by both hands a double handle bar." When only steering the
necessity for the up and down motion of the hands ceases by reason of the action
of a clutch, the geueral construction and effect of which are well known and are
set forth in his Patent Specification.
"
The third lever instance (if it may be regarded as one) is professed to be
described in the Specification of Letters Patent of the United Kingdom granted
to Louis Von Lübbe, and numbered 1,388 of the year 1888, but I am unable to
discover from it that both hands reciprocating with each other (or even mutually
driving) are to perform each of the operations of driving and steering at the same
time, and therefore I believe this invention does not come within even the
category of instances which may be usefully contrasted with my invention. In
his Provisional Specification this inventor speaks of "
the handle and
workable by the hand or bands "which would mean only one handle, but
-worked by other or both hands, and therefore would be (when worked by both
hands) what I herein call a mutual hand action. In his Complete Specification
he refers repeatedly to "levers," but it appears that one of them is a handled
lever working another, which other is merely an intermediate one; a sort of
oscillating beam ;. and not handled or intended to be itself directly operated by
either hand, but only receiving its motion from the handled lever. He calls this
intermediate levor the "second lever," and says, "I place the second lever parallel
with the front bar of the machine," and he has previously described this front har
the front bar by which the machine is steered and this accures to the
bar in all circumstances a position parallel to that of the spindle of the wheel."
Yet, later on, he speaks of "The same arrangement of levers
" and
adds, "As the levers thus placed are nearly at right angles to the spindle of the
wheel they drive....." which seems contradictory. He also says "The simplest
application is that in which one wheel-and-chain
motion is made use
as
"
"
.
of and this is fixed on the left side of the front wheel and worked by a single
lever and immediately adds, "In cases where my auxiliary band driving motion
is applied to both sides of the machine I work the two wheels by means of one
lever." Thus it would appear that whether he applies his invention upon one or
both sides, only one hand lever is used. And this inference is supported by the
following further quotation from his Patent; "C is the lever worked by hand.
The fulcrum of this lever " It is not clear even whether he steers with his
lever or levers or independently of them by means of "the front bar," or occa-
sionally by one means and occasionally by the other, or sometimes drives with one
hand and steers with the other, for although he says in his Provisional Specification
that he can work with his hand or hands "without interfering with the proper
steering or breaking of the machine," he refers to a break or brake which could
not be used by a driving hand, and he also says "A is the top bar used for steering
only." So far therefore it does not seem that this Patent comes within the pale
of comparison with the object of my invention, but in deciding to adduce it I may
note one feature which is clearly set forth in it, and to which I shall later on refer,
namely, that the action of the hand-lever (or hand-levers if there be two) is not in
the steering plane nor parallel to it, for this inventor states plainly as regards this
feature: "The lever with the handle extending to the right is placed in a diagonal
position. " and "As the levers thus placed are nearly at right angles to the
spindle of the wheel they drive . . .” and also “C is the lever worked by hand.
The fulcrum of this lever
is placed at such an angle to the front bar...."
If the fulcrum be placed diagonally to the steering plane the action of the lever
must be diagonal to it, and can neither be in it nor parallel to it, no matter into
what position the lever may be bent.
"
I will call the driving motion of the Lands in the Westwick instance "alternating
levers, action," and in the Zimer instance "mutual lover action." Later on the
importance of their difference will appear. In the Von Lübbe case I will refer
to the hand driving motion simply as "diagonal lever action."

page_text: The following are some of the other Specifications which relate to the Lever
Class:
OF THE UNITED KINGDO
The Direct Rod Class may also be sufficiently typified by two instances. The
first of these direct rod instances is set forth in the Specification of Letters
Patent of the United Kingdom granted to David Guy Biggs and numbered 7,973
of the year 1886 in which there are neither hand orauks nor hand lovers but, instead
thereof, two direct rods "stirrup" handled upon their upper ends and made; to
slide in only a vertical direction through bearings in the steering-bar which is
fixed to the raked steering-fork shank and turns with it for steering. The lower
ends of these direct rods are respectively attached by bearings to the "return
crank arms on the ends of the pedale," (making, practically, two cranks on each
side) which pedals are upon opposite-throw pedal cranks upon the axis of the
steering-wheel. The rider.can drive with his hands and feet and steer with both
of them also at the same time. The inventor says "the chief advantage of this
invention results from the fact that the stirrup handles are operated vertically, thus
directly opposing the downward force exerted upon the pedals" for the purpose,
as he explains, of counteracting that "wabbling" which is produced by the
action of the fect upon the same (steering) wheel. It is true that the stirrup
handles are, as he says, to be operated vertically, but there is no evidence that
they are operated in the steering plane or parallel to it, but on the contrary the
only one of bis figures which can show a steering plane, shows a raked plane
(namely Figure 12). At his Figure 12 a raking of the steering-fork and its
shank is shown, but in the case of that particular figure the motion of the rods is
clearly angular to the steering-fork shank and is neither vertical nor is the power
applied either in the steering plane nor parallel to it, and he says of Figure 12 that
the "vertical" movement of the handles is only "approximately obtained."
The second of these direct rod instances is set forth in the Specification of
Letters Patent of the United States of America granted to Joseph F. Whitaker,
and numbered 489,645 of the year 1893. In it the steering-axis is vertical (and is
placed so far rearward as to be behind the whole of the steering-wheel) although
the direct rods have a rake. They can only be operated by pulling and may be
both pulled together or separately or alternately. And when only steering the
necessity for the driving motion of the hands ceases by reason of the action of
two straps connected to two clutches, the general construction and effect of which
clutches are well known and are set forth in his Specification..
I will call the one driving motion of the hands both in the Biggs instance and
in the Whitaker instance "alternating rod action," and in the Whitaker instance
I will call the other driving action which he may use, namely the pulling of both
hands together, "mutual rod action." The importance of the difference will be
pointed out later on.
In the first rotary instance (Munford) the angularity of the action to the
steering-plane is very great and the tendency towards steering disturbance is
consequently very great, also. Added to which the hands being necessarily used

page_text: so much rearwardly and forwardly in their alternating rotary action are much
out of line with each other and the position is therefore inconvenient and unpleasant
to the rider when driving or back-handling. This is the case also when resting
the weight of the upper part of his body by his hands upon the cranked handles
when at rest and used for steering only, as he must do unless he prefers to risk
removing them from the cranks and placing them upon the axially extended
separate handles.
In the second rotary instance. (Hartley) the angularity of the action to the
steering plane is as great, but as it is mutual rotary action the force employed is
equal on each side of the machine in corresponding positions at each moment and
therefore its angularity to the steering plane has not that tendency to disturb the
steering which alternating rotary action has. The position of the hands too is not
inconvenient when resting weight upon the handles, as when steering only. But
the to and fro motion of the upper part of the body necessary if the elbow joints
are not used is, in my opinion, quite inadmissable. It is unsightly, productive of
giddiness, and causes an aching of the back, the muscles of which have not only
to bear the weight in the necessary and usual stooping position, which weight at
present (and in my invention) may rest upon the handles, but also to do the pulling
upon the handles. If the action lies in the elbow joints the upper part of the
body, need not then sway to and fro but the strain upon the muscles is no less. 'In
either case the reaction against the pulling action is severe, and, when not shared
by the legs, is upon the saddle, which is very undesirable. Such an action in such
a position is, I consider, liable to cause rupture, and is altogether so unsuitable in
a bicycle or in a tricycle as to need no further remark. These merits and
demerits in both rotary instances constitute the difference I have referred to in the
Rotary Class.
The comparison between the first lever instance (Westwick) and the second
lever instance (Zimer) may be taken as similar to that I have just drawn in the
Rotary Class, except that the hands are not out of line with each other in the
Munford instance sense. Neither is the angularity of action to the steering plane
so great as in the Rotary Class, provided the levers be long; but long levers are
heavy and otherwise most undesirable in a bicycle or tricycle, and with any
practicable length of levers the angularity is still very considerable. In the Zimer
instance his mutual lever action has not that tendency to disturb the steering
which the alternating levers action has in the Westwick instance, because, with
mutual lever action, the force is equal on both sides in corresponding positions at
each moment, but the Zimer instance driving motion is, in my opinion; nearly as
objectionable in a bicycle or tricycle as that of the Hartley instance. These
merits and demerits in both lever instances constitute the differenco I have
referred to in the Lever Class.
The diagonal lever action of Von Lübbe is clearly angular to the steering plane.
In the first direct rod instance (Biggs) the driving action. is not in the steering-
plane nor parallel thereto.
In the second direct rod instance (Whitaker) it can perhaps hardly be said
in the strict sense that there is a steering plane, but there is, at any rate, a vertical
steering axis, aud the driving movement is very angular to it in the direction of
the steering-wheel, and consequently the disturbance of the steering must be very
great and dangerous if alternating rod action be used, but if he used his mutual
rod action with very great care and skill tliere might be no such disturbance, yet
the strong objections which I have stated as existing, in my opinion, to the use of
mutual action in the instances of Hartley and Zimer apply also in the Whitaker
instance. These merits and demerits in both direct rod instances make the
difference between them which I referred to in that class.
It is possible, instead of the bevel-toothed wheels to employ two ordinary
(parallel-toothed) gear wheels as shown, for instance, in Figure 17, the driving one
of which L (like the one R.it drives) will, of course, have its plane of rotation
parallel with the plaue of rotation of the steering-wheel instead of being at right

page_text: angles thereto as the plane of rotation of the bevil-tooth driving-wheel is. Ine
angular movement of the connecting-rod G to (as well as in) the steering plane
(which movement will then be a necessity) will not disturb the steering, because
the tendency which the resistance of the driving work to be done at the lower end
of the connecting-rod would have to divert the steering-wheel from its proper
position with regard to the handle-bar would be prevented by the stiffness of the
steering-fork and the handle-bar shank to resist torsion, and by the stiffness of
the bandle-bar itself and also by the simple and common nature of the handle-bar
joint which admits of the rocking reciprocating movement of the handle-bar
occurring only in the steering plane, or only in the front plane, or only in the rear
plane, as the case may be. But additional joints or bearings (ball and socket or
otherwise) will be necessary (as will be well understood) for the connecting-rod to
adapt it to this said angular movement. For such additional joints, and instead of
additional bearings (if ball and sockets joint be not used), pliable material may be
used in and to constitute the joints, such as thin steel, leather, and the like, as is
well known; but this application of the connecting-rod angularly to the steering
plane is not so simple nor direct, and I prefer the bevil-toothed wheels arrange-
meut I have described. The "Cheylesmore "clutch, before referred to, may be
mounted in either of the toothed wheels Land R, Figs. 11 and 12 or 17, for the
purpose described in Division IV.
It is immaterial in what direction any of the driving parts communicating
driving motion to the steering-wheel work provided that the handle-bar of the
machine reciprocates in the manner described in either the steering plane, the
front plane, or the rear plane, or in a plane substantially parallel to one of these,
as the case may be.
The connecting-rod G may be adjusted telescopically as at G, Figures 11
and 12, or otherwise, as to its length in those cases where the handle-bar stem is
adjustable; and corresponding graduated marks or figures may be made upon each
to assist in their easy and correct adjustment.
Referring to Figure 18, which relates to Division V, herein before referred to,
the clutch mechanism consists of a bent lever, Gi pivotted to the part G* of the
connecting-rod, adapted in shape to be within easy reach of the rider, and having
at its lower end a tooth or projection T. The connecting-rod may conveniently,
as shown, be in two parts, G and G*, the part G being capable of sliding in the
part G when the tooth T is out of the holes T¹ and T, so that the handle-bar
may be, used for steering only. Normally the lever-bar G' is kept in gear as
concerns, the connecting-rod by the spring G³, but if it be desired not to use the
hand driving, the lever G' may be held in the "out" position by rolling or pulling
the indiarubber ring G out towards the end of the handle-bar E, whereby the
tooth T is held out of the holes T' and T, and the part G freely reciprocates in
the part G attached to the handle-bar E:
When used as described in Division IV the top end of the connecting-rod is
hinged to the handle-bar, but in other cases (except those in which it may be put.
out of action at its lower end as mentioned in Division V.) when it is not so hinged
it is free to move up and down through the handle-bar or through a projection
from it, to either of which it may be clamped or gripped by the rider in any well-
known and suitable manner (so as to allow, notwithstanding its being clamped, of
sufficient angular motion), but preferably by improved means consisting of a
notch H (Figures 19 and 20), in the connecting-rod G kept away from a corre
sponding tooth T upon the handle-bar E, or upon the projection, by a spring or
indiarubber ring U, mounted on the stud U on the handle-bar, and surrounding
the connecting-rod G, the slight resistance of which ring is overcome, and the
notch H brought on to the tooth T by the rider grasping a bandle G¹ on the
connecting-rod and gripping it to the handle on the handle-bar, thus locking
them together while the rider's grip is maintained. When this connecting-rod G
is out of grip with the handle-bar E, and is still moving, the rider needs some
indication (especially in the dark) as to the whereabouts of the connecting-rud

page_text: handle G1 (which is the touch-handle referred to in Division VI), so that he may
move his handle-bar in consonauce with it before gripping it, so as to avoid auy
shock when the junction is effected. This indication is afforded by extending
the fingers slightly, without letting loose of tlie handle on the handle-bar,
whereupon the touch-handle G' on the connecting-rod will touch the extended
finger-tips. If it is made of iiidiarubber or some other suitable soft material, or
is covered with such, no abrasion or other injury will result to the fingers. The
touch-bandle is made of such a shell shape as to correspond with the shape of the
handle to which the hand of, the rider clamps it, so as not to unduly increase
the size of these parts when grasped by the hand. The slope of the connecting-
rod carries its upper end to the side where its movement is not likely to endanger
the rider.
If the proper meshing of the bevil-teeth is interfered with by the shape of the
prong to which the axle of the driving bevil-toothed wheel is attached the prong
may be bent or constructed to a suitable shape.
To adapt the width apart of the handles upon the handle-bar so that it shall
agree with the shoulder width of the rider for use in the rear plane, or in the front
plane, the handles may be made adjustable, but such adjustability, for ordinary
purposes, is old.
"
A brake fitted in the 'usual well-known manner seen in the "Safety bicycle
may be used in connection with my invention in addition to, or instead of, back-
handling, but the brake-handle should by preference be upon the side opposite to
the side upon which the connecting-rod is placed when a gripping device is used,
so that one hand may do the gripping and the other be free for using the
brake.
In connection with my invention the feet of the rider may also drive the
steering wheel (see Figure 10, which represents a form of machine in which the
front wheel is for both steering and driving by the hands, and also driving by
the feet) by any of the well-known means which may be suitable; but my
invention, although of very considerable use as regards its non-disturbance of the
steering in such cases is not of quite such signal value in that respect as when the
steering-wheel is driven by the hands only, because the feet, to some extent and
under some conditions, can be used to counteract steering disturbance (such as
that, for instance, caused by alternating rotary action or alternating lever action)
and to some extent a bicycle and also a tricycle may be steered by the action of
the feet upon the steering-wheel cranks; while the hands are removed. But
notwithstanding this, the foot driving of a steering-wheel is more frequently a
cause of steering disturbance, and always entails the employment and waste of
much corrective strength, either in the legs or arms or both, and such machines.
are (when the steering-wheel so driven is in front) inferior to rear-drivers as
regards safety.
As the handle-bar, as described according to my invention, affords no stable
resistance (when disengaged from its connecting-rod) by which the rider may be
assisted in mounting a Safety bicycle fitted with it, I find it convenient to mount
by means of first striding the saddle and then pushing the further pedal forward
and downward with the foot in the well-known manuer. If and when it is desired
not to use the handle-bar for transmitting driving power or back-handling, it may
be clamped by any well-known' means so as to make it for the time being a fixture
like an ordinary handle-bar.
When my invention is applied to the steering-wheel of a rear-driver machine
the pedomotive and the manumotive gear may be placed respectively upon
opposite sides of the machine so as to more nearly balance it, and may be so
proportioned as that either shall exceed the other as to speed, or both may be so
roportioned that their action shall synchronize; the right hand with the left
foot and the left-hand with the right foot, or the hand and foot on each side with
each other.
If the numerous inventions which I have only referred to by name and number

page_text: be examined, it will be seen that, like the several others which I have described
and reviewed as instances, not one of them shows means for employing
manumotive power in either a vertical or a raked steering-plane or parallel thereto...
But I will now show the great differences which exist between vertical and raked'
steering.
I have already pointed out how the axis of the steering-wheel may in some cases
be in the steering plane (see Figures 2 and 3); and this may be so in a case where
the steering plane is raked and the steering-fork not castered but then the tread
cannot also be in it (Figure 2). But with a vertical steering plane hoth must be
in that plane if the steering-fork is not castered (Figure 3). So too the tread may
be in the steering plane if the steering plane be raked treadwards and the steering-
fork be eastered forwardly but then the steering-wheel axis cannot be in it
(Figure 1). But with a vertical steering plane neither the tread nor the steering-
wheel axis can be in that plane if the steering fork is castered either forwardly or
backwardly (Figures 4 and 5). Thus, in the uncastered case (Figures 2 and 3),
one may be in a raked steering plane (Figure 2) but both never can be, while in a
vertical steering plane (Figure 3) both must be; and in the castered case, one
may be in a raked steering plane (Figure 1) but both never can be, while in a
vertical steering plane neither can be (Figures 4 and 5). And, considered
irrespective of castering and non-castering, one may be in a raked steering plane
(Figures 1 and 2) but never both; and in a vertical steering plane both must be
(Figure 3), or neither (Figures 4 and 5), but never one.
Furthermore, forward castering with raked steering is also somewhat upward
with relation to the front side of its steering plane as well as forward, that is to
say: If a straight line W. be drawn perpendicularly (not vertically) to the raked'
steering plane from the steering wheel axis (Figure 64) that axis end of the line
will be the highest, and in that sense will be upward with relation to the raked
steering plane, and as part of the weight of the rider and of his machine is really
thus dependent from the ends of the steering-fork castered prongs where they join
the steering-wheel axis (whether the castered prongs be curved or straight), the
part of the weight so dependent ballasts the steering (so to speak) consequent upon,"
this upward relation of the forward castering to the front side of the raked steering
plane and so steadies the steering and cuables the rider to derive the very great
advantage from it of being able to take his hands off the handle-bar with safety
on smooth ground while travelling. I will call this the first advantage. The
upward relation and its consequent steadying effect also confers the advantage of
lessening the amount of straight steering to be done by the hands and lessens the
need for such constant attention to it. I will call' this the second advantage.
These are both found by the cycling públic, after many years of experience with
other kinds of steering, to be real and valuable advantages, and they have come
to be regarded as essentials. But as there can be no upward' relation, and therefore
no steadying effect in the forward castoring with a vertical steering plane
(Figure 4), these two important advantages are impossible with it; whereas with
a tread sloped steering plane with forward castering (Figure 1) both are inherent..
And, also with good reason, the cycling public have come to regard another
advantage, which I will call the third advantage, as essential, and not only so
when considered by itself, but they have come to regard its combination and
enjoyment with the other two advantages as essential. This third advantage is..
the power (in a bicycle only) to steer to some extent by inclining the body, and
consequently the bicycle, to the side toward which it is desired to go, and this is
obtained by having the tread not in the steering-plane. When this third advantage
is in combination with the first two advantages, I will call the combination of
them the fourth advantage. The fourth advantage is justly considered to be the
most important and valuable of all, and can only be fully obtained by what I have:
described as the preferred steering plane, which is a raked plane having forward.
upper castering in front of it and its tread behind it (Figure 6). It will be
obvious that the fourth advantage is also absolutely impossible with forward
D
1

page_text: castered vertical steering (Figure 4). Advantage number three may be obtained
with vertical steering if the castering is rearward (Figure 5); and it is true that
from another cause the effects which constitute advantages one and two may be
also so obtained with rearward castering, but that other cause is speed, and the
effect varies with the speed instead of being constant in its effect upon the steering
at all speeds as when the effect is due to weight. Advantages one and two, when
procured with vertical steering by rearward castering, are, comparatively, scarcely
appreciable at low and moderate speeds unless the rearward extent of the castering
is very great, and whereas the direct steering of the steering-wheel axis and tread
upright steering plane (Figure 3) is not considered to admit of a sufficiently safe
position for the rider, rearward castering is, of course, but an aggravation of this
fault or defect.
Moreover, in the bicycle well known as the "safety bicyclo," in which the rider
drives the rear wheel, it would be most difficult-indeed, almost impossible-to use
the last mentioned steering plane (Figure 5) for driving purposes, because to apply
his power in it from his shoulders with his arms in the same plane the upper part
of the body of the rider would have to be very much more forward, but his feet
could not be brought nearly so much more forward, or they would prevent the
turning of the steering-wheel..
From these comparisons it will be seen that on the whole raked and vertical
steering are distinct and differ from each other in their nature and results."
It will be observed that hitherto when referring to my invention I have
invariably mentioned one connecting-rod (and never two) as being operated by the
rocking reciprocating handle-bar. If two connecting-rods are used one of them is
as a general rule superfluous, and, a superfluous part, always objectionable, is
especially so in a bicycle or in a tricycle, in which machines lightness and
simplicity consistent with efficiency are so extremely desirable. Also a rocking.
reciprocating handle-bar cannot be applied so that the handle-bar shall rock or
reciprocate (in the manner I have described) either in the steering plane with
castered forks, or in the rear plane with forward castered forks, or in the front
plane with rearward castered forks, if it be required to operate or actuate two
counecting-rods (one on each side of the machine) connected at their lower ends
to cranks upon an axle passing through the centre of the wheel, whether such
axle be fixed to the centre of that wheel or pass freely through it so as to
actuate multiplying gear, such (for instance) as the gear well known to the trade
as the "Crypto gear." So applied, the steering-wheel will not revolve at all, aud,
therefore, these are instances in which two connecting-rods are not only superfluous
as to one of them, but actually hurtful to the extent of nullifying both of them,
whereas one connecting-rod so applied is not burtful, but on the contrary works
perfectly.
I believe myself to be the first to draw public attention to, and to show means
for carrying into effect, the principle that power applied in the steering plane or in
a plane parallel thereto to drive the steering wheel of a bicycle or tricycle will not
disturb the steering. I have described means for applying it to drive the steering,
wheel as being the most perfect and economical application of the principle quite.
free from the disturbance of, and resistance to, stcering due to the resistance to
transmission of power through mechanism from the steering handle bar to a
driving wheel other than the steering wheel, but it will be obvious that even in
such cases of transmission my invention of employing power in the steering plane,
or in a plane parallel thereto, will possess advantages over its employment
angularly thereto.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. A bicycle or tricycle in which hand power is applied in the steering plane or
in a plane substantially parallel ihereto.

page_text: 2. A bicycle or tricycle in which hand power 18 applied in the raked steering
plane or in a plane substantially parallel thereto.
3. A bicycle or tricycle in which hand power is applied in the vertical steering
plane or in a plane substantially parallel thereto.
4. A bicycle or tricycle in which hand power is applied in the preferred steering
plane or in a plane substantially parallel thereto.
5. A bicycle or tricycle in which hand power is applied in the steering plane or
in a plane substantially parallel thereto to drive the steering wheel.
6: A bicycle or tricycle in which hand power is applied in the raked
steering plane or in a plane substantially parallel thereto to drive the steering
wheel.
7. A bicycle or tricycle in which hand power is applied in the vertical
steering plane or in a plane substantially parallel thereto to drive the steering
wheel.
8. A bicycle or tricycle in which hand power is applied in the preferred
steering plane or in a plane substantially parallel thereto to drive the steering
wheel.
9. A bicycle or tricycle in which hand power only is used to drive the steering
wheel and is applied in the steering plane or in a plane substantially parallel
thereto.
.
10. A bicycle or tricycle in which hand power only is used to drive the steering
wheel and is applied in the raked steering plane or in a plane substantially
parallel thereto.
11. A bicycle or tricycle in which hand power only is used to drive the steering
wheel and is applied in the vertical steering plane or in a plane substantially
parallel thereto.
:
12. A bicycle or tricycle in which band power only is used to drive the steering
wheel and is applied in the preferred steering plane or in a plane substantially
parallel thereto.
13. In a bicycle or tricycle the combination of a rocking reciprocating handle-
bar working in the steering plane or in a plane substantially parallel thereto with
one connecting-rod to drive the steering wheel.
14. In a bicycle or tricycle the combination of a rocking reciprocating handle-
bar working in the raked steering plane or in a plane substantially parallel thereto
with one connecting-rod to drive the steering wheel.
15. In a bicycle or tricycle the combination of a rocking reciprocating handle-
bar working in the vertical steering plane or in a plane substantially parallel thereto
with one connecting-rod to drive the steering wheel.
16. In a bicycle or tricycle the combination of a rocking reciprocating handle-
bar working in the preferred steering plane or in a plane substantially parallel
thereto with one connecting-rod to drive the steering wheel.
17. In a bicycle or tricycle in which hand power only is used to drive the
steering-wheel the combination of a rocking reciprocating handle-bar working in
the steering plane or in a plane substantially parallel thereto with one connecting-
rod to drive the steering wheel.
18. In a bicycle or tricycle in which hand power only is used to drive the
steering wheel the combination of a rocking reciprocating handle bar working in the
raked steering plane or in a plane substantially parallel thereto with one connecting
rod to drive the steering wheel.
19. In a bicycle or tricycle in which band power only is used to drive the
steering-wheel the combination of a rocking reciprocating handle-bar working in
the vertical steering plane or in a plane substantially parallel thereto with one
connecting-rod to drive the steering wheel.
20. In a bicycle or tricycle in which hand power only is used to drive the
steering wheel the combination of a rocking reciprocating handle bar working in
the preferred steering plane or in a plane substantially parallel thereto with one,
connecting rod to drive the steering wheel.

page_text: 21. In a bicycle or tricycle the construction and employment of gearing for, the
driving of the steering-wheel by hand power consisting of bevel toothed wheels L
and R actuated from the rocking reciprocating handle bar E by means of connecting
rod G and crank I substantially as described with reference to Figures 11, 12, 13,
14, 15, and 16.
22. In a bicycle or tricycle the construction and employinent of gearing for
the driving of the steering-wheel by hand power consisting of parallel toothed
wheels Land R, actuated from the rocking reciprocating handle-bar E by
means of connecting rod G and crank I substantially as described with reference
to Figure 17.
23. In a bicycle or tricycle the construction and employment of an automatic
clutch for the hand-driving gear to drive the steering wheel so that the handles
need not be reciprocated unless desired substantially as set forth.
24. In a bicycle or tricycle the construction and employment of a non-automatic
clutch for the hand-driving gear to drive the steering wheel so that "back-handling
may be employed cousisting of a bent lever provided with a catch which couples
together two parts of the connecting-rod G at desire substantially as described
with reference to Figure 18:
25. In a bicycle or tricycle the construction and employment of a non-automatic
clutch for the hand-driving gear to drive the steering wheel so that "back-
handling" may be employed and the relative positions of the handle-bar and' the
connecting-rod may be easily apparent in the lark by the feel, consisting of a
60-called touch-handle" on the connecting-rod and means for causing the handle-
bar and the connecting-rod to interlock substantially as described with reference to
Figures 19 and 20,