Improvements in Velocipedes and Motor Cycles.
Year: 1896

page_text: Date of Application, 3rd June, 1896
Complete Specification Loft 24th Fab 1007
Accented
016
4007
Improvements in Velocipedes and Motor Cycles.
We, JOHN ELWIN EVERED, of 27, Brooke Street, Holborn, Gentleman, and
DEMOSTHENES GEORGE PAPPA, of 181 Portsdown Road, Gentleman, both in the
County of London, do hereby declare the nature of this invention to be as
follows:-
This invention relates to improved means whereby the handle bar and the pedals
of velocipedes and motor cycles can be brought into such positions that the machine
shall take up less room than usual, when not in use. A further object is to provide
improved means for transmitting the driving power from the cranks to the driving
chain wheel, and for enabling the cranks to be thrown out of action, when required.
For the purposes of our invention, we fit the handle bar to the steering head in such
a way that it is capable of three distinct movements, that is to say, it can be turned
to lie parallel with the wheels; it can also be rotated around its own axis, to enable
the handles to be turned down; and it can also be moved or slidden backward,
with an endwise or longitudinal movement. These three movements ensure that
the handles shall neither project laterally from the machine, nor yet above it, to
any appreciable extent. We also arrange the pedal pins so that the pedals can be
turned back to lie inside the cranks, and can be locked in this position, as well as
in their working position. We also arrange the chain wheel loosely on the axle
and provide a moveable connection between it and the crank adjacent to it, whereby
the driving power is transmitted to the said wheel near the rim thereof, instead of
through the hub, and whereby also the cranks can be thrown out of gear, when
desired.
In carrying out our invention, according to one arrangement, we connect the
T piece of the handle bar with the steering post by means of a spring clutch which
can be disconnected by pulling the handle bar slightly upward, thereby setting the
latter free and allowing it to be turned into the desired position. The parts of the
clutch are normally kept together by a spiral spring extending from a projection
in the T piece, to a cross piece in the steering-post, and a pin or rod secured to
this cross piece passes up through the spring and projects into one or other of two
holes formed in the handle bar. When the handle bar is raised, as before
mentioned, to disengage the clutch, the said holes clear the pin or rod, and the
handle bar can be rotated round its own axis to turn the handles up or down, as
desired. The position of the holes is such that the pin or rod enters one of them
when the handles are turned up into their ordinary position, and the other, when
the handles are turned down. The end wise or longitudinal movement of the handle
bar is provided for by the method of fitting the same in the tubular cross portion
of the T piece. This portion is of larger diameter than the handle bar to enable
it to pass the bends of said bar, and a bush or sleeve is secured on the centre part of
the handle bar to fit the T piece firmly. A spring pin, or other suitable moveable
stop,
is fitted in the T piece and engages a groove in the bush or sleeve to normally
lock the handle bar against endwise or longitudinal movement. When, however,
this pin or stop is disengaged, the handle bar can be pushed end wise through the
tubular portion, say up to the bend, and, at this point, a second bush or sleeve,
corresponding to that above mentioned, may be provided on the handle bar to enter
the T piece and form a secure fitting therein.

page_text: If an ordinary brake be used, the brake lever and its connections are arranged
so that they do not interfere with the movements of the handle-bar, but we find it
advantageous to use a pneumatic brake, as the flexible connecting tube obviously
requires no special adaptation.
The pedal pins are pivotted at the end of the cranks, and spring actuated locking
levers are arranged in grooves or recesses in the inner sides of the cranks. The
end of each locking lever carries a wedge or other suitably shaped head which
abuts against an inclined face on the boss of the pivotted pedal pin and so locks
it in its working position. The wedge shaped head has also a flattened point or
nose which bears against a corresponding flat portion on the pedal pin boss when
the pedal is turned back, and so holds the said pedal steady in its inoperative
position. In the back of the said head, a hole may advantageously be formed for
the insertion of an instrument to force back the locking lever, when it is desired to
turn the pedal from one position to the other. A spring pin or catch may also be
provided to rigidly connect the wedge-shaped head and the crank, and so better
retain the head in the locking position, and the pin, or the like, may be tapered to
enable it to make up for wear of the parts.
The fulcra of the locking levers are carried by lugs on the cranks, and are
situated between the extremities of the said levers. The inner portion of that
lever next the driving chain-wheel has a nose or projection adapted to enter an
aperture in one of the spokes of the said wheel, and forms the moveable connection
before mentioned between the crank and chain wheel, the parts being so arranged
that when the locking lever is holding the pedal in its working position, the nose
or projection on its inner end is engaging the said wheel, while when it is holding
the pedal in its inoperative position, the said nose or projection is clear of the wheel.
As the latter is loose on the crank axle, there is therefore no rigid connection
between the said wheel and the crank when the pedals are not in use. Thus the
machine can be pushed forward and yet the pedal cranks can remain at rest.
Obviously, instead of the inner portion of the locking lever having a nose or
projection, it might be adapted to clip or embrace one of the spokes of the chain-
wheel.
Dated this 3rd day of June 1890.
COMPLETE S
TION.
Improvements in Velocipedes and Motor Cycles.
We, JOHN ELWIN EVERED, of 27 Brooke Street, Holborn, Gentleman, and
DEMOSTHENES GEORGE PAPPA, of 181 Portsdown Road, Gentleman, both in the
County of London, 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, reference being had to the accompanying
drawings and to the letters and figures marked thereon, that is to say:-
This invention relates to improved means whereby the handle bar and the
pedals of velocipedes, and motor cycles, can be brought into such positions that
the machine shall take up less room than usual, when not in use, and whereby such
machines can be pushed along easily by the side of the kerbstone, without the
cyclist baving to go out into the road.
A further object is to provide improved means for transmitting the driving

page_text: power from the cranks to the driving chain-wheel, and for enaoning the cranks to
be thrown out of action, when required.
For the purposes of our invention, we fit the handle bar to the steering head in
such a way that it is capable of three distinct movements, that is to say, it can be
turned to lie parallel with the wheels, and, when so turned, can also be rotated
around its own axis to enable the handles to be turned either downward, when it is
desired to economise space, or upward, when it is desired to push the machine
along. These movements ensure that the handles shall not project laterally from
the machine at the times named.
We also arrange the pedals so that they can be turned back to lie inside the
cranks, and can be locked either in this position or in their working position.
The chain wheel is mounted loosely on its axle, and a movable connection is
provided between it and the crank adjacent to it, whereby the driving power is
transmitted to the said wheel, near the rim thereof, instead of through the hub,
and whereby, also, the cranks can be thrown out of gear, when desired."
And in order that our invention may be readily understood, we will describe the
same fully with reference to the accompanying drawings, in which :-
Figs. 1 and 2 are vertical central sections, at right angles to each other, of one
arrangement of handle bar, with the adjacent part of the steering head.
Figs. 3 and 4 are corresponding views of a modified arrangement, and
Fig. 5 is a part section of a portion of Fig. 4.
Fig. 6 is a side view of a bicycle provided with our present improvements,
showing the handles turned either downward, or upward.
Fig. 7 is an inside view of our improved arrangement of pedals, and
Fig. 8 is a vertical section thereof.
Fig. 9 is a transverse section of a slightly modified arrangement of Fig. 8.
Fig. 10 is a diagrammatic view showing the pedals turned inwards out of
the way.
Referring to Figs. 1 to 6, a is the handle bar, the T piece a' of which is con-
nected with the steering post b, by means of a clutch, the two parts c of which can
be disconnected or separated by pulling the han lle bar slightly upward, thus
allowing it to be turned to lie lengthwise of the machine. The parts c of the
clutch consist of rings or collars formed with teeth or projections ex on their
adjacent edges, and secured respectively on the stem of the T piece and on the
steering post. For the purpose of fixing them in position, they are provided with
lugs cl, through which pass tightening belts c2, and contraction under the action of
these bolts is permitted by means of slots c³, extending on either side of the lugs.
In the arrangement shown in Figs. 1 and 2, the parts of the clutch are normally
kept together by a spiral spring d extending hetween a projection d' in the stem of
the T-piece and a disc d secured in the steering post by means of screws d³. We,
however, find it more advantageous to provide means (other than a spring) for
positively locking the parts of the clutch together, so as to avoid any possible risk
of disengagement, due to sudden pulls or jerks, when riding, say in ascending
inclines. A convenient arrangement working on the bayonet joint principle,
is shown in Figs. 3, 4, and 5, and consists of a locking ring e mounted to
turn on one of the parts of the clutch, say the lower part, and connected thereto by
means of pins e engaging in a groove c. The upper portion of the locking ring
projects over the upper part of the clutch when the latter is engaged, and has a
pair of bayonet slots c' adapted to receive corresponding pins e on the said upper
part of the clutch, thus securely holding it in engagement with the lower part.
The entry of the pins 8 into the slots c' is effected by turning the ring until the
said pins enter the slots and then by further turning the ring until the pins come
against the ends of the said slots. This turning is facilitated by a handle e pivotted
on the locking ring at e, so that it can be turned up, or down, its upward movement
being limited by a stop or abutment. This handle not only serves, when in its
raised position, to enable the locking ring to be turned, but also, when turned down,
as a locking device for rendering the said ring immovable with regard to the part

page_text: of the clutch on which it is mounted. For this latter purpose it is provided with
an enlargement or projection whose surface is circumferentially grooved, and on
the lower part of the clutch is formed a milled edge c with which the said grooved
projection is adapted to engage when the handle e is turned down, thus forming a
rigid connection between the ring and the clutch, and preventing any chance of the
bayonet joint connection becoming disengaged.
The arrangement for enabling the handle-bar to be turned round its own axis,
comprises a vertical rod f, secured axially in the steering post b, its lower end
being secured in the disc d, and its upper end being advantageously enlarged to
form a tapered head which works freely through an aperture in a steadying
ring secured in the stem of the T-piece. The handle bar has a central block a³,
to which its arms are brazed, or otherwise secured. This block is surrounded by a
sleeve as held rigidly in the T-piece a', and is connected with this sleeve by a
pin a engaging in a groove a, thus permitting it to be rotated relatively to the
sleeve, but preventing it moving endwise therein, the end wise or longitudinal
movement referred to in our Provisional Specification being now dispensed with.
In the block a², is formed a transverse tapering hole a to receive the corre-
spondingly shaped head f of the rod f, when the handle bar is turned so that the
handles are in the normal working position. At right angles to the hole a® are two
other holes a tapered in opposite directions to receive the said head when the
handle bars are turned upwardly for pushing the machine along, as seen in full
lines Fig. 6, or are turned downward to economise space, as shown in dotted lines.
The change from one hole to another is effected by paliing up the handle bar (as
for disengaging the clutch) until the block a' clears the end of the head, when,
obviously, the handle bar can be turned to bring either of the holes above the said
head and to allow the latter to engage therein when the handle bar is pushed down
to connect the clutch, so locking the said handle bar in the position to which it has
been turned. The upward movement of the handle bar is limited by a ring f*
secured in the stem a', which ring engages with the shoulder of the head /2.
To ensure the handle bar being held firmly, and without any liability to shake
or "work," in the sleeve a, it is necessary that the tapered head seat itself firmly
in the block a simultaneously with the clutch being connected and the bayonet
joint locking arrangement being in engagement. To ensure this, we prefer, instead
of forming the rod f in one single piece, and simply screwing it into the disc d³,
as shown in Fig. 1, to construct it in the manner shown more clearly in Fig. 3.
In this modification the rod 7 is formed in two lengths between which is inserted
a short powerful spiral spring. The two parts of the rod are kept in alignment
by means of a sleeve secured to the upper part and extending over the lower
part, the connection with the latter being effected by means of a transverse pin f
projecting from the said part at each side thereof and working in a pair of short
slots (of which one only is shown in the drawings) on opposite sides of the sleeve,
thus permitting a slight movement of the sleeve aud, with it, the upper part of the
rod, relatively to the lower part. To facilitate adjustment of the rod, its lower
end is screw-threaded and works in a tapped aperture d', in the disc d, but one
half of it is cut away so as to form a portion of semi-circular cross section against
the flat side of which rests a block d arranged to work in the said disc and acted
upon by a screw d (operated through a hole in the steering head) by which it
can be forced against the end of the rod so as to cause the screw threads thereon
to enter into engagement with those in the aperture d. By screwing back the
block therefore, the rod can be instantly released and moved up, or down, in the
aperture, as desired. The proper height at which to adjust it, is such that its
head will, when the handle bar is pushed down onto it, just seat itself in the
holes of the block a', prior to the parts of the clutch coming properly into engage
ment. Thus it will be necessary to exert sufficient pressure to force down the said
bead against the thrust of the spring before the clutch can be properly locked,
and this ensures that the said head shall always have a firm bold in the block, and
that the handle bar shall not shake when the machine is in use.

page_text: Instead of the bayonet joint connection between the locking ring and the upper
part of the clutch, we may provide a screw threaded connection between them, but
we prefer the bayonet joint arrangement as it only requires a partial turn of the
locking ring, and all the movements can be effected by one hand.
Referring now to Figs. 7, 8, 9 and 10, which illustrate the pedal and crank
arrangements, o are the pedals, and h the cranks. For the purpose of enabling
these pedals to be turned to lie inside the cranks, they are provided with pins or
spindles g', having enlarged bosses g2 mounted on pivots 93, secured in the forked
extremities of the cranks h. To keep the pedals firmly in their working position,
each crank has a locking lever i arranged in a groove or recess 2 in the inner side
of the crank and pivotted at 3 between a pair of shoulders on the crank. Each
lever is acted upon, near one end, by a spring i, and has at the other end, a wedge
shaped head which, under the action of the spring, is forced into engagement with
an inclined surface g on the boss of the pedal pin when the pedal is in its working
position, so effectually locking the pedal. To keep the lever in this locking
position, a removable pin may be inserted through the forked extremity of the
crank and through the wedge-shaped head. A hole is also provided in the
head for the insertion of any suitable instrument to enable the locking lever to
be drawn back when it is desired to turn the pedal so as to cause it to lie inside
the cranks. To retain the pedal in this latter position, the head of the locking
lever is provided with a flattened point which is allowed to press on a corre-
sponding flat surface g³ on the boss of the pedal pin, as indicated in dotted lines
Fig. 8.
The movable connection between the chain-wheel and the crank adjacent to it,
is effected by means of a nose is, on the inner extremity of the lever i, which nose
is adapted, when the locking lever is holding the pedals in the working position,
to enter a hole ¹ in one of the spokes of the chain wheel k, or in a plate secured
between two of the spokes thereof, thus connecting the said chain wheel with the
cranks. Obviously, when the pedals are turned back, and the lever is in the
position shown by the dotted lines, the nose is clear of the wheel k. The latter
is mounted loosely on its axle so that when the machine is being pushed along, and
the cranks are disengaged, it can revolve without causing the cranks to turn, thus
avoiding any chance of the latter catching the legs or dress of the cyclist.
Instead of the end of the lever having a nose is, it may be forked, as at .
(Fig. 9) so as to embrace one of the spokes of the driving wheel, when the parts
are in the working position. This modified construction is more particularly
applicable to chain-wheels whose spokes are too thin to admit of a hole being
formed therein.
Our improved cycle may be provided with a pneumatic brake, if desired, but
we may employ a brake of the kind operated by a lever on the haudle-bar in the
ordinary manner, and having a separable cup and ball connection between the end
of the lever and the rod carrying the brake shoe.
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. A velocipede, or motor cycle, having its handle bar arranged to turn and lie.
lengthwise thereof, and also to turn around its own axis, so that the handles can be
directed either upwardly, or downwardly, and having its cranks so constructed that
they can be disengaged from the chain-wheel, and the pedals can be turned inwards.
out of the way, substantially as described.
2. A velocipede, or motor cycle, having the stem of the T piece carrying the
handle bar connected with the steering post by means of a clutch provided with a
spring for drawing its two parts together, or with a locking ring for positively
connecting said parts, in combination with an automatic locking pin so as to permit
it being rotated horizontally and fixed in position either along or transversely to
the central plane of the machine, substantially as described.

page_text: 3. The construction and arrangement of T piece, handle bar, and steering post
herein described and shown in Figs. 1 and 2 of the accompanying drawings.
4. In a velocipede, or motor cycle, constructed as claimed under Claim 1, the
construction and arrangement of central rod for securing the handle har, whereby
the head of said rod always seats itself firmly in the holes of the handle bar, and
its adjustment as to height can be quickly effected, substantially as described with
reference to Fig. 3 of the drawings.
5. A velocipede, or motor cycle, having its crank adjacent to the chain wheel
provided with a locking lever adapted to lock the pedal and to form a movable
connection between the said crank and chain wheel.
6. In a velocipede, or motor cycle, a crank having a forked extremity in which
the boss of the pedal pin is pivotted, and carrying a spring-pressed pivoted lever
working in a slot in its inner side, one extremity of which lever engages and
secures the boss of the pivot pin when the pedal is either in the working position,
or is turned inwards, substantially as described.
7. In a velocipede, or motor cycle, a crank having a forked extremity in which
the boss of the pedal pin is pivoted, and carrying a spring-pressed pivoted lever
working in a slot in its inner side, one extremity of which lever engages and
secures the boss of the pivot pin when the pedal is either in the working position,
or is turned inwards, while the other end of the lever forms a movable connection
with the chain wheel, substantially as described.
Dated this 24th day of February 1897
ERNEST DE PASS,
Chartered Patent Agent,
78, Fleet Street, London, and 54, Market Street, Nottingham,
Agent for the Applicants.