Year: 1886

page_text: This Specification was, upon the 2nd day of August 1888, Amended under
- Sections 18 to 21 of the Patents, Designs, and Trade Marks Act, 1883.
We ARTHUR CHARLES STERRY of Heatherlea, Redhill in the County of Surrey,
Gentleman, and JOHN STERRY of Redlands, Redhill in the County of Surrey,
Gentleman, do hereby declare the nature of this invention to be as follows:-
.
The main object of this invention is to enable the driving wheel or wheels of a
velocipede to rise over any obstacle in the road without a jar or jerk being imparted
to the rider.
We will first describe our invention as applied to a bicycle, and afterwards explain
our improvements in connection with tricycles and other velocipedes.
.
The driving or primary wheel of the bicycle, which will preferably be a hind
wheel, is mounted in a fork which carries the pedals, and which is free to oscillate on
a horizontal fulcrum. This fulcrum may be the pedal or crank axle, or it may be
situated near the axle. The chain wheel on this axle imparts, through a chain, rotary
motion to the driving wheel, the axle of which is fitted with a chain wheel to receive
the chain. The pedal axle has its bearings either in the bicycle frame or on the fork,
and a spring secured to the rear of the frame bears upon the fork of the driving
wheel, and thus maintains the normal position of the parts relatively to each other.
The secondary wheel, whether a steerer or not, is mounted as usual in the frame, or
set in a fork rising against a spring, similar to the driving wheel.
In adapting our invention to other velocipedes, say a tricycle, we mount the
travelling wheel axle in a fork, which we connect by a spring or springs to the main
framing of the vehicle.
This fork carries also bearings for the pedal axle, and is itself pivoted upon, and
supported by, an eyebolt socketted in the main framing. This arrangement, not only
provides for the simultaneous vertical- movement of the driving wheels, but it also
allows of one wheel rising without the other.
This independent motion of the driving wheels is due to the pivotting of the
eyebolt which carries the fork. The pivot we prefer to make pointing to the ground
haneath the centre of the azle

page_text: A chain wheel on the pedal axle drives, through a chain and chain wheel, as usual,
the travelling wheels. In some cases, both for bicycles and tricycles, it may be
convenient to mount the pedal axle on the main frame, and to have an independent
fulcrum for the fork.
さ
When the pedal axle is mounted upon, or forms the fulcrum of the fork, the
distance between the pedal and wheel axle is unaltered by the vertical movement of
the latter, but when mounted upon the main frame, the distance varies, and alters
the tension of the chain. To provide for taking up the slack, we either guide the
chain over intermediate chain wheels carried by a lazy-tongs arrangement of levers,
or by a spring lever.
We also overcome this variation of tension by making the centre upon which the
fork rises, a neutral point, over which the chain or chains are carried.
As an obvious modification of our invention, the travelling wheel axle may be
divided, and the parts connected together by a coupling piece which carries a chain
wheel for receiving motion from the pedal axle. This coupling piece is suitably
jointed at its opposite ends to the divided axle, to allow of either wheel rising
independently of the other, without the transmission of the power being interfered
with.
The parts of the divided axle are connected, near their extremities, with the main
framing by springs which allow of the simultaneous or independent vertical movement
of the wheels when an obstruction on the road is presented to the travelling vehicle.-
Or a pair of steering wheels may be carried in à similar manner, and a single driving
wheel may be used therewith, the same being carried in a pivotted fork.
Sometimes, when using a central driving wheel for tricycles, we fit to the pivotted
fork above described, a pair of steering wheels, which will rise independently, as
explained with reference to the driving wheels of the tricycle. Again, a single
steering wheel may be fitted to a pivotted fork rising against a spring.
Dated this 27th day of October 1886.

page_text: We ARTHUR CHARLES STERRY of Heatherlea, Redhill in the County of Surrey,
Gentleman, and JOHN STERRY of Redlands, Redhill in the County of Surrey,
Gentleman 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 :—
The main object of this invention is to enable the driving wheel or wheels of a
velocipede to rise over any obstacle in the road without a jar or jerk being imparted
to the rider.
We will first describe our invention as applied to a bicycle, and afterwards explain
our improvements in connection with tricycles and other velocipedes.
The driving or primary wheel of the bicycle, which will preferably be a hind
wheel, is mounted in a fork carried by a horizontal pivot support. This pivot support
is situate near the pedal axle. Rotary motion is transmitted from the pedal axle to
the driving wheel by means of a chain and chain wheels, and springs secured to the.
rear of the frame bear upon the fork of the driving wheel, and thus maintain the
normal position of the parts relatively to each other.
The secondary wheel, whether a steerer or not, is mounted as usual in the frame,
or set in a fork rising against a spring similar to the driving wheel.
In the accompanying drawings:
Fig. 1 shows in side elevation a bicycle constructed according to our invention.
A A is the framing, made preferably of tubular steel. The front inclined portion
of this frame constitutes an extended socket for the steering spindle B, to which the
fork C of the front wheel D is attached by means of two pairs of links C¹, a tension
spring C connected at one end to the fork stem, and at the other to the frame A,
being used to give the front of the frame an elastic support.
Pivotted to the lowermost angle of the frame A is a forked extension E of the
driving wheel fork G, the junction angle of which forms the bearing for the pedal
axle F. H is the axle of the driving wheel I mounted in the fork G. Interposed
between the prongs of the fork and a cross bar A¹ of the frame A, is a pair of spring
boxes K. These boxes are hinged to the cross bar, and receive at their lower ends
plungers, the rods K₁ of which terminate in eyes that fit on the ends of the driving
wheel axle. A pair of elastic struts is thus provided for maintaining the driving
wheel at a proper distance from the cross bar A¹, while the wheel is allowed to rise
with its fork to pass over any obstacle in the road, without imparting any jar or jerk
to the rider who is seated on the saddle L.
As the pedal axle F is mounted on the fork G, it will be obvious that the vibrations
of the fork will have no effect on the tension of the chain M, which transmits the
motion of the pedal axle through the chain wheel F¹ (keyed to the pedal axle) to the
chain wheel I made fast to the driving wheel I.
As a modification of this elastic connection between the fork of the driving wheel

page_text: O
and the frame of the bicycle, we propose, in some cases, to use a tension spring, as
shown at Fig. 2, in place of compression springs, as above explained. We have
found that the front wheel rises best over an obstacle when pivotted below its centre,
and near the pedal axle is therefore a good position for the pivot in a front driver.
The rear wheel is best pivotted above its centre, and in doing this, on a rear driver,
we mount the pedal axle on the fork or frame. In this case, however, an obstacle
imparts a greater or less jerk to the pedals according as the pivot is far from, or near
to, the pedal axle we therefore prefer the arrangement shown at Fig. 2.
j
The fork G, in which the driving wheel I is mounted, is hinged to a lug A' situate
in the same position as the cross bar of Fig. 1, and the tension spring K we attach,
at its opposite ends, to the frame A and the fork G.
In order to provide against the slackening or the undue strain of the chain, when
the driving wheel is passing an obstacle on the road, we have introduced a lazy-tongs
arrangement of levers N N for carrying a pair of tension pulleys O O, around which
the chain M passes from the chain wheels F 1'. These levers are fulcrummed
respectively on the pedal axle and the driving wheel axle, and as the driving wheel
rises or falls, owing to inequalities in the road, the lazy-tongs levers N will follow
the motions of that wheel, and maintain the driving chain M at a uniform tension.
As the tendency of the spring K is to draw the pedal axle and driving wheel axle
together, suitable stops are provided at the hinged joint A¹, to check the action of the
spring.
Instead of this lazy tongs arrangement of levers for compensating for the
movements of the fork G, the driving power may be transmitted from the pedal
axle to the driving wheel by two chains, as shown at M M', Fig. 3, a pair of chain
wheels being mounted on the pivot A' of the fork, to receive the chains which pass
respectively over the chain wheels F¹ and I'.
In adapting our invention to velocipedes of three or more wheels, we mount the
travelling wheel axle in a back frame, which we connect by a spring or springs to
the main framing of the vehicle. This back frame is pivotted concentrically with
the pedal axle, and carried by a swivel fork socketted in the main framing, or it may
carry the pedal axle, and be pivotted near that axle. In some cases we propose to
use this swivel support without the horizontal pivot, relying on a saddle spring for
neutralizing the vertical blows created by obstructions on the road.
Fig. 4 is a side elevation of a tricycle constructed according to this invention, the
near driving wheel being removed the better to show the construction of the new
parts; and
Fig. 5 is a cross section of the tricycle taken in the line 1. 2 of Fig. 4.
In these figures, A is the main framing of the tricycle, and A* is the back frame,
in which the travelling wheel axle is mounted.
The tricycle, it will be seen, is fitted with a front steering wheel D.
In these figures, as in Fig. 1, F is the pedal axle, but now mounted in a swivel
fork E socketted in the framing A. A2 is a fork which is socketted to receive the
lower end of the frame A*, and is carried by the pedal axis, which forms the pivot
of the frame A*. The length of this frame requires adjustment from time to time,
to maintain the tension of the driving chain M, and it is for this purpose that it is
provided with the socketted fork A².
Attached to the upper end of this frame are two short chains A³, which serve to
connect the frame with a short cross bar A¹ carried by a pair of links pivotted to the
main framing.
K is a tension spring attached at one end to the bar A¹, and at the other end to
the main framing A, and serving the purpose of the compression springs of Fig. 1.
Or in place of using one spring, separate springs may be used to give the requisite.
vertical and lateral support.
The driving chain M from the chain wheel of the pedal axle passes over a chain
'wheel of an ordinary balance gear box fitted to the travelling wheel axle H.
This arrangement not only provides for the simultaneous vertical movement of the
driving wheels, but it also allows of one wheel rising without the other.
:

page_text: This independent motion of the driving wheels is due to the pivotting of the swivel
fork which carries, through the connecting pedal axle F, the back frame A*. The
pivot of the swivel fork E we prefer to incline towards the ground to a central point
below the travelling wheel axle. The pivot of the swivel, in the position shown at
E, Fig. 4, allows one wheel to rise without dragging the other wheel laterally on the
road, which would injure the tyre, but instead of the horizontal and inclined pivots
there shown, the two pivots may point to the ground, as shown in the diagram Figs. 4",
the one to the point of contact of one wheel with the ground, and the other to the
point of contact of the other wheel with the ground, in which case the vertical and
lateral movements of the wheels are effectually provided for.
When the pedal axle is mounted upon, or forms the fulcrum of the back frame,
the distance between the pedal and wheel-axle is unaltered by the vertical movement
of the latter, but when the pedal axle is mounted upon the swivel fork, and does not
form the fulcrum of the back frame, the distance varies, and alters the tension of the
chain. To provide for taking up the slack, we may guide the chain over intermediate
chain wheels carried by a lazy tongs arrangement of levers, as illustrated with relation
to the bicycle in Fig. 2, the whole being carried by the swivel fork.
We also overcome this variation of tension by making the centre upon which the
back frame rises a neutral point, over which the driving chains are carried, as
illustrated with reference to the bicycle at Fig. 3. We may here remark that when
the chain wheel on the pedal axle is the same size as the chain wheel on the driving
wheel, the rising or falling of one without the other has no effect on their speed,
but when unequally geared (as is usual), one or the other is retarded or accelerated
by the rise or fall of the other. To obviate this, we vary the sizes of the intermediate
chain wheels as shown in Figs. 2 and 3.
The steering wheel D, Fig. 4, is fitted to a fork C, which is free to rise against a
spring, as described with reference to the bicycle Fig. 1.
As the steering wheel device shown in the tricycle Fig. 4 is identical with that
described with reference to the bicycle Fig. 1, and as the same reference letters are
applied to like parts in the two figures, no furthur description of the same will be
required.
Having now particularly described and ascertained the nature of our said invention
and in what manner the same is to be performed, we declare that what we claim is :-.
1. Mounting the driving or travelling wheel axle of velocipedes in a fork or frame
pivotted to the main frame and carrying the pedal axle, as and for the purpose
above described such fork or frame being capable of rising when an obstruction in the
road is met by the wheel or wheels of the driving axle, as-above-described, without
altering the tension of the driving chain.
2. Mounting the driving or travelling wheel axle of velocipedes other than
bicycles, in a fork or frame earried by having a swivel support socketted in the main
frame, as and for the purpose above described.
3. Mounting the driving or travelling wheel axle of velocipedes other than bicycles,
in a pivotted fork or frame, which is capable of rising when an obstruction in the
road is met by the wheels of the driving axle, the pivot of such fork or frame being
carried by a swivel support socketted in the main frame, in the manner and for the
purpose above described.
4. For bicycles or other velocipedes, the use of intermediate chain wheels, to
prevent the irregularities of the road tightening or slackening the chain, or altering
the relative speed of the driving wheel and pedals, arranged substantially as described.
Dated this 26th day of July 1887.
NEWTON & SON,
Agents for the Applicants.

page_text: Date of Application, 27th Oct., 1886.
Complete Left, 27th July, 1887.
Complete Accepted, 30th Aug., 1887.
We ARTHUR CHARLES STERRY of Heatherlea, Redhill in the County of Surrey,
Gentleman, and JOHN STERRY of Redlands, Redhill in the County of Surrey,
Gentleman, do hereby declare the nature of this invention to be as follows:-
The main object of this invention is to enable the driving wheel or wheels of a
velocipede to rise over any obstacle in the road without a jar or jerk being imparted
to the rider.
We will first describe our invention as applied to a bicycle, and afterwards explain
our improvements in connection with tricycles and other velocipedes.
The driving or primary wheel of the bicycle, which will preferably be a hind
wheel, is mounted in a fork which carries the pedals, and which is free to oscillate on
a horizontal fulcrum. This fulcrum may be the pedal or crank axle, or it may be
situated near the axle. The chain wheel on this axle imparts, through a chain, rotary
motion to the driving wheel, the axle of which is fitted with a chain wheel to receive
the chain. The pedal axle has its bearings either in the bicycle frame or on the fork,
and a spring secured to the rear of the frame bears upon the fork of the driving
wheel, and thus maintains the normal position of the parts relatively to each other.
The secondary wheel, whether a steerer or not, is mounted as usual in the frame, or
set in a fork rising against a spring, similar to the driving wheel.
In adapting our invention to other velocipedes, say a tricycle, we mount the
travelling wheel axle in a fork, which we connect by a spring or springs to the main
framing of the vehicle.
This fork carries also bearings for the pedal axle, and is itself pivotted upon, and
supported by, an eyebolt socketted in the main framing. This arrangement not only
provides for the simultaneous vertical movement of the driving wheels, but it also
allows of one wheel rising without the other.
".
This independent motion of the driving wheels is due to the pivotting of the
eyebolt which carries the fork. The pivot we prefer to make pointing to the ground
heneath the centre of the axle.

page_text: A chain wheel on the pedal axle drives, through a chain and chain wheel, as usual,
the travelling wheels. In some cases, both for bicycles and tricycles, it may be
convenient to mount the pedal axle on the main frame, and to have an independent
fulcrum for the fork.
When the pedal axle is mounted upon, or forms the fulcrum of the fork, the
distance between the pedal and wheel axle is unaltered by the vertical movement of
the latter, but when mounted upon the main frame, the distance varies, and alters
the tension of the chain. To provide for taking up the slack, we either guide the
chain over intermediate chain wheels carried by a lazy-tongs arrangement of levers,
or by a spring lever.
We also overcome this variation of tension by making the centre upon which the
fork rises, a neutral point, over which the chain or chains are carried.
•
As an obvious modification of our invention, the travelling wheel axle may be
divided, and the parts connected together by a coupling piece which carries a chain
wheel for receiving motion from the pedal axle. This coupling piece is suitably
jointed at its opposite ends to the divided axle, to allow of either wheel rising
independently of the other, without the transmission of the power being interfered
with.
The parts of the divided axle are connected, near their extremities, with the main
framing by springs which allow of the simultaneous or independent vertical movement
of the wheels when an obstruction on the road is presented to the travelling vehicle.-
Or a pair of steering wheels may be carried in a similar manner, and a single driving
wheel may be used therewith, the same being carried in a pivotted fork.
Sometimes, when using a central driving wheel for tricycles, we fit to the pivotted
fork above described, a pair of steering wheels, which will rise independently, as
explained with reference to the driving wheels of the tricycle. Again, a single
steering wheel may be fitted to a pivotted fork rising against a spring.
Dated this 27th day of October 1886.

page_text: We ARTHUR CHARLES STERRY of Heatherlea, Redhill in the County of Surrey,
Gentleman, and JOHN STERRY of Redlands, Redhill in the County of Surrey,
Gentleman 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 :.
The main object of this invention is to enable the driving wheel or wheels of a
velocipede to rise over any obstacle in the road without a jar or jerk being imparted
to the rider.
We will first describe our invention as applied to a bicycle, and afterwards explain
our improvements in connection with tricycles and other velocipedes.
The driving or primary wheel of the bicycle, which will preferably be a hind
wheel, is mounted in a fork carried by a horizontal pivot support. This pivot support
is situate near the pedal axle. Rotary motion is transinitted from the pedal axle to
the driving wheel by means of a chain and chain wheels, and springs secured to the
rear of the frame bear upon the fork of the driving wheel, and thus maintain the
normal position of the parts relatively to each other.
The secondary wheel, whether a steerer or not, is mounted as usual in the frame,
or set in a fork rising against a spring similar to the driving wheel.
In the accompanying drawings:
Fig. 1 shows in side elevation a bicycle constructed according to our invention.
A A is the framing, made preferably of tubular steel. The front inclined portion
of this frame constitutes an extended socket for the steering spindle B, to which the
fork of the front wheel D is attached by means of two pairs of links C³, a tension
spring C2 connected at one end to the fork stem, and at the other to the frame A,
being used to give the front of the frame an elastic support.
Pivotted to the lowermost angle of the frame A is a forked extension E of the
driving wheel fork G, the junction angle of which forms the bearing for the pedal
axle F. H is the axle of the driving wheel I mounted in the fork G. Interposed
between the prongs of the fork and a cross bar A¹ of the frame A, is a pair of spring
boxes K. These boxes are hinged to the cross bar, and receive at their lower ends
plungers, the rods K¹ of which terminate in eyes that fit on the ends of the driving
wheel axle. A pair of elastic struts is thus provided for maintaining the driving
wheel at a proper distance from the cross bar A¹, while the wheel is allowed to rise
with its fork to pass over any obstacle in the road, without imparting any jar or jerk
to the rider who is seated on the saddle L.
As the pedal axle F is mounted on the fork G, it will be obvious that the vibrations
of the fork will have no effect on the tension of the chain M, which transmits the
notion of the pedal axle through the chain wheel F" (keyed to the pedal axle) to the
chain wheel I made fast to the driving wheel I.

page_text: As a modification of this elastic connection between the fork of the driving wheel
and the frame of the bicycle, we propose, in some cases, to use a tension spring, as
shown at Fig. 2, in place of compression springs, as above explained. We have
found that the front wheel rises best over an obstacle when pivotted below its centre,
and near the pedal axle is therefore a good position for the pivot in a front driver.
The rear wheel is best pivotted above its centre, and in doing this, on a rear driver,
we mount the pedal axle on the fork or frame. In this case, however, an obstacle
imparts a greater or less jerk to the pedals according as the pivot is far from, or near
to, the pedal axle; we therefore prefer the arrangement shown at Fig. 2.
The fork G, in which the driving wheel I is mounted, is hinged to a lug A¹ situate
in the same position as the cross bar of Fig. 1, and the tension spring K we attach,
at its opposite ends, to the frame A and the fork G.
In order to provide against the slackening or the undue strain of the chain, when
the driving wheel is passing an obstacle on the road, we have introduced a lazy-tongs
arrangement of levers N N for carrying a pair of tension pulleys 00, around which
the chain M passes from the chain wheels F¹ IP. These levers are fulcrummed
respectively on the pedal axle and the driving wheel axle, and as the driving wheel
rises or falls, owing to inequalities in the road, the lazy-tongs levers N will follow
the motions of that wheel, and maintain the driving chain M at a uniform tension.
As the tendency of the spring K is to draw the pedal axle and driving wheel axle
together, suitable stops are provided at the hinged joint A¹, to check the action of the
spring.
Instead of this lazy tongs arrangement of levers for compensating for the
movements of the fork G, the driving power may be transmitted from the pedal
axle to the driving wheel by two chains, as shown at M M', Fig. 3, a pair of chain
wheels being mounted on the pivot A¹ of the fork, to receive the chains which pass
respectively over the chain wheels F¹ and I'.
In adapting our invention to velocipedes of three or more wheels, we mount the
travelling wheel axle in a back frame, which we connect by a spring or springs to
the main framing of the vehicle. This back frame is pivotted concentrically with
the pedal axle, and carried by a swivel fork socketted in the main framing, or it may
carry the pedal axle, and be pivotted near that axle. In some cases we propose to
use this swivel support without the horizontal pivot, relying on a saddle spring for
neutralizing the vertical blows created by obstructions on the road.
Fig. 4 is a side elevation of a tricycle constructed according to this invention, the
near driving wheel being removed the better to show the construction of the new
parts; and
Fig. 5 is a cross section of the tricycle taken in the line 1. 2 of Fig. 4.
In these figures, A is the main framing of the tricycle, and A* is the back frame,
in which the travelling wheel axle is mounted.
The tricycle, it will be seen, is fitted with a front steering wheel D.
In these figures, as in Fig. 1, F is the pedal axle, but now mounted in a swivel
fork E socketted in the framing A. A² is a fork which is socketted to receive the
lower end of the frame A*, and is carried by the pedal axle, which forms the pivot
of the frame A*. The length of this frame requires adjustment from time to time,
to maintain the tension of the driving chain M, and it is for this purpose that it is
provided with the socketted fork A2.
Attached to the upper end of this frame are two short chains A³, which serve to
connect the frame with a short cross bar A¹ carried by a pair of links pivotted to the
main framing.
K is a tension spring attached at one end to the bar A¹, and at the other end to
the main framing A, and serving the purpose of the compression springs of Fig. 1.
Or in place of using one spring, separate springs may be used to give the requisite
vertical and lateral support.
The driving chain M from the chain wheel of the pedal axle passes over a chain
wheel of an ordinary balance gear box fitted to the travelling wheel axle H.

page_text: This arrangement not only provides for the simultaneous vertical movement of the
driving wheels, but it also allows of one wheel rising without the other.
This independent motion of the driving wheels is due to the pivotting of the swivel
fork which carries, through the connecting pedal axle F, the back frame A*. The
pivot of the swivel fork E we prefer to incline towards the ground to a central point
below the travelling wheel axle. The pivot of the swivel, in the position shown at
E, Fig. 4, allows one wheel to rise without dragging the other wheel laterally on the
road, which would injure the tyre, but instead of the horizontal inclined pivots there
shown, the two pivots may point to the ground, as shown in the diagram Figs. 4º,
the one to the point of contact of one wheel with the ground, and the other to the
point of contact of the other wheel with the ground, in which case the vertical and
lateral movements of the wheels are effectually provided for.
When the pedal axle is mounted upon, or forms the fulcrum of 'the back frame,
the distance between the pedal and wheel axle is unaltered by the vertical movement
of the latter, but when the pedal axle is mounted upon the swivel fork, and does not
form the fulcrum of the back frame, the distance varies, and alters the tension of the
chain. To provide for taking up the slack, we may guide the chain over intermediate
chain wheels carried by a lazy tongs arrangement of levers, is illustrated with relation
to the bicycle in Fig. 2, the whole being carried by the swivel fork.
We also overcome this variation of tension by making the centre upon which the
back frame rises a neutral point, over which the driving chains are carried, as
illustrated with reference to the bicycle at Fig. 3. We may here remark that when
the chain wheel on the pedal axle is the same size as the chain wheel on the driving
wheel, the rising or falling of one without the other has no effect on their speed,
but when unequally geared (as is usual), one or the other is retarded or accelerated
by the rise or fall of the other. To obviate this, we vary the sizes of the intermediate
chain wheels as shown in Figs. 2 and 3.
The steering wheel D, Fig. 4, is fitted to a fork C, which is free to rise against a
spring, as described with reference to the bicycle Fig. 1.
As the steering wheel device shown in the tricycle Fig. 4 is identical with that
described with reference to the bicycle Fig. 1, and as the same reference letters are
applied to like parts in the two figures, no further description of the same will be
required.
Having now particularly described and ascertained the nature of our said invention
and in what manner the same is to be performed, we declare that what we claim is :—
1. Mounting the driving or travelling wheel axle of velocipedes in a fork or frame
pivotted to the main frame and carrying the pedal axle, such fork or frame being
capable of rising when an obstruction in the road is met by the wheel or wheels of
the driving axle, as above described, without altering the tension of the driving chain.
2. Mounting the driving or travelling wheel axle of velocipedes other than
bicycles, in a fork or frame carried by a swivel support socketted in the main frame.
3. Mounting the driving or travelling wheel axle of velocipedes other than bicycles,
in a pivotted fork or frame, which is capable of rising when an obstruction in the
road is met by the wheels of the driving axle, the pivot of such fork or frame being
carried by a swivel support socketted in the main frame, in the manner and for the
purpose above described.
4. For bicycles or other velocipedes, the use of intermediate chain wheels, to
prevent the irregularities of the road tightening or slackening the chain, or altering
the relative speed of the driving wheel and pedals, arranged substantially as described.
Dated this 26th day of July 1887
NEWTON & SON,
Agents for the Applicants.