IM- PROVEMENTS IN TRICYCLES, AND IN THE MEANS OR APPARATUS EMPLOYED IN MANUFACTURING TIRES FOR TRICYCLE AND OTHER VELOCIPEDE WHEELS AND SIMILAR WHEELS, SUCH IMPROVEMENTS BEING IN PART APPLICABLE ALSO FOR OTHER PURPOSES
Year: 1879

page_text: LETTERS PATENT to Duncan Campbell, Clerk, and Jacob Walker, Blacksmith,
both of Wolverhampton, in the County of Stafford, for the Invention of "IM-
PROVEMENTS IN TRICYCLES, AND IN THE MEANS OR APPARATUS EMPLOYED IN
MANUFACTURING TIRES FOR TRICYCLE AND OTHER VELOCIPEDE WHEELS AND
SIMILAR WHEELS, SUCH IMPROVEMENTS BEING IN PART APPLICABLE ALSO FOR
OTHER PURPOSES."
Sealed the 20th September 1879, and dated the 2nd April 1879.
PROVISIONAL SPECIFICATION left by the said Duncan Campbell and Jacob
Walker at the Office of the Commissioners of Patents on the 2nd April 1879.
DUNCAN CAMPBELL, Clerk, and JACOB WALKER, Blacksmith, both of Wolver-
hampton, in the County of Stafford. "IMPROVEMENTS IN TRICYCLES AND IN THE
MEANS OR APPARATUS EMPLOYED IN MANUFACTURING TIRES FOR TRICYCLE AND
OTHER VELOCIPEDE WHEELS AND SIMILAR WHEELS, SUCH IMPROVEMENTS BEING IN
PART APPLICABLE ALSO FOR OTHER PURPOSES."
This Invention as it refers specially to tricycles relates to the steering mechanism
of those tricycles in which the front wheel is the driving wheel, and the two hind
wheels the steering wheels. The steering bar is made to turn freely in the top of
the front fork, and a vertical lever is carried by a stud on each side of the fork, the
top end of each lever being slotted to gear with one side of the steering bar, nd
the bottom end of each lever being connected by a rod, chain, or other connection
to the back axle or bar which carries the hind or steering wheels. The back axle
or bar is of course connected to the back-bone or framing by a socket or other
joint.
The remainder of this Invention relates more especially to the manufacture of
tires for velocipede wheels and similar wheels, but is applicable also for the manu-
facture of tires for other wheels and metal hoops generally, and in part also to the
bending of metal bars for other purposes.
We will describe this part of our Invention as it relates specially to the
manufacture of tires for velocipede wheels, after which the application to the other
purposes named will be obvious.
We first operate on a metal bar of the desired section for the tire by drawing
it (in an ordinary draw-bench) through correspondingly shaped dies, applying

page_text: pressure to the dies (by means of a screw or otherwise) to make the bar straight,
clean, and tough. The bar is then cut into suitable lengths, and the inside of one
end and the outside of the other thinned down taper by means of an emery wheel
or other grinding apparatus, so that when the ends come together and are welded
or brazed they form a thorough splice or joint. The ends of the bar are next bent
by means of a press to the proper curve, as the main bending mechanism inme-
diately to be described does not act quite up to each end of the bar until the ends
are welded or brazed. The frame of the main bending mechanism consists of an
action-plate or bracket fixed to the edge of a surface plate. Upon the said action-
plate are carried five rollers, three being grooved to fit the inside or convex side of
the tire, and two being shaped to fit the outside or concave side of the tire. One of
the inside rollers is carried upon a stud fixed permanently in the action-plate.
A second inside roller is carried upon a stud fixed to a slide upon the action-plate,
the said slide being movable to or from the tire by means of a screw. The middle
inside roller is carried upon a stud fixed through a slotted opening in the action-
plate, so as to be adjustable to or from the tire. The said middle roller has a part
at the top formed to receive the boss of a handle by which it is revolved. One of
the outside rollers is radially opposite to the first-inentioned inside roller, and the
other outside roller is somewhat back from the said middle roller (reckoning the
way the bar or tire runs in being bent). The two outside rollers are carried by
studs fixed upon slides similar to and adjusted as the slide before-mentioned. The
rollers are in position to roll the bar exactly in the plane of the surface plate, and
as the bar is curved it is delivered on to the surface plate, thus giving the curved
bar a true bearing and preventing it getting "cross-wound." During the bending
of the bar the fixed and middle inner rollers and the two outer rollers (which are
screwed up to bite the bar) only are used. After the bar has been bent and the
ends welded or brazed, the tire thus formed may be re-rolled if required in the
main bending mechanism to true it up, in which case the third inner roller will be
useful, as it may be screwed up as required to assist in taking out any flat place in
the tire. The tire is heated for brazing, by placing it over a furnace consisting of a
fire-clay pot or other vessel, into the side of which the nozzle of the bellows
projects, the said furnace having sufficient space allowed below so that the lower
part of the tire passes thereunder, and thus only the inner or convex side of the
tire is exposed to the direct heat of the furnace, and the injury frequently caused
to the thin outer edges of the tire is thus avoided. The nozzle pipe of the bellows
is supported by a prop from which is carried a support for the furnace so as to bé
clear of the tire.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Duncan Campbell and Jacob Walker in the Great Seal Patent Office
on the 1st October 1879.
DUNCAN CAMPBELL, recently a Clerk, now Rim Manufacturer, and JACOB
WALKER, Blacksmith, both of Wolverhampton, in the County of Stafford. "Iм-
PROVEMENTS IN TRICYCLES, AND IN THE MEANS OR APPARATUS EMPLOYED IN
MANUFACTURING TIRES FOR TRICYCLE AND OTHER VELOCIPEDE WHEELS AND
SIMILAR WHEELS, SUCH IMPROVEMENTS BEING IN PART APPLICABLE ALSO FOR
OTHER PURPOSES."
This Invention as it refers specially to tricycles relates to the steering mechanism
of those tricycles in which the front wheel is the driving wheel, and the two hind
wheels the steering wheels. The front fork is fixed rigidly to the back bone, and
the axle upon which the hind wheels turn is jointed to the bottom end of the
back-bone (preferably by means of a cone bearing) so as to turn freely for steering.
The steering bar (exactly similar to that for a bicycle) is made to turn freely in a
socket at the top of the front fork, and a vertical lever is carried by a stud on each
side of the front fork. The top end of each lever is formed into a jaw so as to clip a
knob formed or fixed one on each side of the steering bar, and the bottom end
of each lever is connected by a rod, chain, or other connection to one side of the
back or steering axle.
The remainder of this Invention relates more especially to the manufacture of
tires for velocipede wheels and similar wheels, but is applicable also for the manu-
facture of tires for other wheels and metal hoops generally, and in part also to
the bending of metal bars for other purposes.
We will describe this part of our Invention as it relates specially to the
manufacture of tires for velocipede wheels, upon which the application to the other
purposes named will be obvious.
A bar of iron or steel of the desired section for the tire is cut into suitable
lengths, and the inside of one end and the outside of the other thinned down taper
by means of emery. wheels or other revolving grinding apparatus having the
periphery shaped to suit the section of bar, so that when the ends come together
and are brazed they form a thorough splice or joint of the same section as the rest
of the tire, or the joint may be welded if desired instead of brazed, the method of
scarfing, being suitable for either purpose. The frame of the main bending-
mechanism consists of an action-plate or bracket fixed to the edge of a surface-plate.
Upon the said action-plate are carried five rollers, three being grooved to fit the
inside of the tire, and two being shaped to fit the outside of the tire. One of
the inside rollers is carried upon a stud fixed permanently in the action-plate.
A second inside roller is carried upon a stud fixed to a slide upon the action-plate,
the said slide being movable to or from the tire by means of a screw. The middle
inside roller is carried upon a stud fixed through a slotted opening in the action-
plate, so as to be capable of adjustment to or from the tire. The said middle roller
has a part at the top formed to receive a handle by which it is revolved. One of
the outside rollers is about radially opposite to the first mentioned inside roller,
and the other outside roller is somewhat back from the said middle roller
(reckoning as forwards the way the bar or tire runs in being bent). The two
outside rollers are carried by studs fixed to slides similar to and adjusted as the
slide before mentioned. The surface-plate is horizontal or nearly so, and the rollers
are in position to roll the bar exactly in the plane of the surface-plate, and thus as.
the bar is curved it is delivered on to the surface-plate, thereby giving the curved

page_text: bar a true bearing and preventing it getting "cross-wound." During the curving
of the bar to form a tire, the fixed and middle inner rollers and the two outer
rollers which are screwed up to bite the bar only are used. After the bar has been
curved and the ends welded or brazed, the joint is cleaned up by means of the
emery wheels or other grinding mechanism, and the tire is re-rolled in the main
bending-mechanism to true it up, in which case the third inner roller is used, being
screwed up as required. The velocipede tires are bent cold, but in case of heavy
sections of bar for other purposes the metal may of course be heated if the machine
used is not strong enough to bend the metal cold.
The tire is heated for brazing by placing it over a furnace consisting of an iron
pot or other vessel into the side of which the nozzle of the bellows projects, the
said furnace having sufficient space allowed below so that the lower part of the tire
passes thereunder, and thus only the inner or convex side of the tire is exposed to
the direct heat of the furnace, and the injury frequently caused to the thin outer
edges of the tires thus avoided. It is preferred to form a slit on each side of the
iron pot or other vessel for a short distance down to keep the tire in place while
being heated. The nozzle-pipe of the bellows is supported by a prop from which is
carried a support for the furnace so as to be clear of the tire.
Having thus stated the nature of our said Invention, we will proceed to
particularly describe those parts needing illustration with reference to the accom-
panying Drawings and the letters of reference marked thereon.
Figures 1 and 2 represent respectively a side elevation and back elevation of a
tricycle steered according to our improved method; a is the front fork fixed rigidly
to or formed solid with the back bone b; c is a steering bar turning in a socket d
at the top of the front fork; is the hind axle upon which the hind wheels turn
freely. The axle e is connected to the bottom of the back-bone by means of a
joint (preferably a cone bearing) so as to turn for steering; g, g, are levers having
their fulcrums at h, h. The top ends of the levers g, g, are jawed to gear with
knots or balls i, i, upon the steering bar. The fulcrums h, h, are fixed to the sides
of the front fork. The fulcrums may be adjustable by being held with adjustable
clips to the fork, the levers in that case being provided with a number of holes to
suit the varying positions of the fulcrums, the purchase of the levers thus being
adjustable as desired. The lower ends of the levers g, g, are connected by means of
light rods, chains, or other connections k, k, to each side of the back-axlo e.
connection with the back axle may be with adjustable clips to alter the length of
leverage along the back-axle if desired; in that case the rods k, k, would be
provided with adjusting screws for lengthening or shortening them. The levers
g, g, are curved as shewn to be clear of the bosses of the cranks as they are moved
backwards. It will now be seen that as the steering-bar is moved, the hind wheels
are steered to guide the tricycle in the same direction as the corresponding
movement of the steering-bar would guide a bicycle.
The
Figures 3, 4, and 5 represent respectively a plan section on line x, x, and front
elevation of our mechanism for curving the tires for velocipede wheels and similar
wheels; A is the surface-plate, faced true, lying upon any suitable support. The
plate A is circular and preferably about 6 feet 6 inches diameter; for convenience
of illustration a part only is shewn; B is the action-plate bolted to the surface-
plate A by means of the countersunk-headed bolts as shewn; F is the tire under
the process of being curved (the ends having been previously thinned for jointing);
C, D, and E are the rollers grooved to suit the inside of the tire; G and H are the
rollers shaped to suit the outside of the tire. The stud upon which the roller D is
carried is fixed to the action-plate through a slotted hole (see dotted lines in plan),
so as to be capable of adjustment; is simply a washer to raise the roller D to the
proper height. The stud upon which the roller C is carried is fixed permanently
to the action-plate B. The roller E is carried upon a stud fixed to a slide J moving
in a suitable guide K, and having its fulcrum-pin fixed to the slide and passing

page_text: The
down through the slotted hole (dotted on plan) as well as up through the roller.
A nut and washer are screwed against a shoulder on the pin at the bottom of the
slot to keep the slide from rising. The roller E is adjusted by the screw L.
rollers G and H are carried similarly to the roller E, and their slides work along
one another ou one side and are guided and kept down by the guides K and M on
the other side. The adjustment of the rollers G and H is effected by the screws N
and O respectively. In curving the bar to the form of a tire, the bar is bitten
between the rollers C, D, and G, H. A handle is fixed upon the part P of the
roller D and wound round to move the bar in the direction shown by the arrow.
The rollers are in position to deliver the bar on to and in the plane of the surface-
plate A, which thus prevents the tire from getting "cross-wound." The tire may
be passed between the rollers as many times as may be desired, either in one
direction, or forwards and backwards, and is then released by running back the
rollers G and H by means of the screws N and O, and afterwards joined up by
brazing or welding, after which the joint is cleaned up by the emery wheels or
other grinding mechanism, and the tire is again placed in the bending machine to
true it up, when the roller E is used to act upon the inside of the tire. The tire
shewn on the Drawing is about 40 inches diameter. If a larger tire is to be bent
the roller D is set further back, and if a smaller tire is to be bent the roller D is
set further forwards. The relative position of the rollers is shewn about the same
as in the machine we use and which we find to be very efficient, but we do not of
course limit ourselves to the exact position of the rollers.
In setting the roller D for any given diameter of tire it may be adjusted as
required till upon trial the curve of the bar is right. After ascertaining the exact
position for any given diameter it may be marked in any convenient manner, but
we find that a workman soon gets accustomed to set the roller to any desired
diameter of tire.
Figures 6 and 7 illustrate respectively a side elevation and plan of our improved
apparatus for heating the splayed ends of a tire for a velocipede wheel or similar
wheel for the purpose of brazing the joint; p is an iron pot into which the nozzle-
pipe of the bellows projects; 8 is a support for the front of the bellows, and t, t, a
frame having a clip u for supporting the pot; vis part of a tire (shewn only in
elevation) which is carried in the slots w, w, on each side of the pot. It will be
seen that the space under the pot p is clear for the under part of the tire. The
tire being heated in the manner shewn has the inner or convex side only exposed
to the direct action of the fire, and thus the thin outer edges are prevented from
being burnt away; y is a hole in the pot p for beating the brazing iron.
Having thus stated the nature of our said Invention and particularly described
and ascertained the manner of performing the same, we declare that we do not
limit ourselves to the exact details described and shewn, but what we claim as our
Invention and desire to secure by Letters Patent is,―
1st. The method of steering tricycles, substantially as herein described and
illustrated by the said Figures 1 and 2.
2nd. The method of thinning down or scarfing the joints of velocipede wheel
rims and similar rims, preparatory to brazing or welding, by grinding them with
emery wheels or other revolving grinding apparatus suitably shaped for the section
of tire to be operated upon, and also cleaning up the said joint after brazing or
welding by the said emery wheels or other grinding mechanism, substantially as
herein described.
3rd. The mechanism for bending and trueing up velocipede wheel tires and
similar tires, and metal hoops generally, and for bending bars to regular curves,
substantially as herein described and illustrated specially for velocipede wheel tires
and similar tires by the said Figures 3, 4, and 5.
4th. The surface plate, substantially as and for the purpose herein described.
5th. The apparatus for heating the tire preparatory to brazing the joint,

page_text: substantially as and for the purpose herein described and illustrated by the said
Figures 6 and 7.
In witness whereof, I, the said Duncan Campbell, for myself and on behalf of
the said Jacob Walker, have hereunto set my hand and seal, this Eighteenth
day of September, in the year of our Lord One thousand eight hundred and
seventy-nine
Witness,
HENRY CHILTON,
Clerk to Stephen Watkins,
Assoc. M. Inst. C.E.,
Office for Patents,
Wolverhampton.
DUNCAN CAMPBELL. (L.S.)