Improvements in Velocipedes, particularly applicable to Tricycles.
Year: 1895

page_text: Date of Application, 20th Feb., 1895-Accepted, 1st June, 1895
COMPLETE SPECIFICATION.
Improvements in Velocipedes, particularly applicable to Tricycles.
I, CESARE CASALEGNO of 25-27 Via Ormea, Turin in the Kingdom of Italy,
Cycle Manufacturer, 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 :-
This invention has for its principal object to avoid the very serious inconvenience
in velocipedes of no means being provided for counter balancing the centrifugal
force developed when travelling in a curve; and to give velocipedes in general all
the stability and safety desirable under all the most varied and difficult conditions
of travel, that is to say, whether the speed be extremely small or very great, or
whether curves of extremely small radius are traversed or finally where slopes of great
steepness are descended. In the case of safety bicycles, for instance (as well as in
other machines derived from the safety bicycle, such as "tandems" whether for
two or more riders) the cyclist may overcome the effect of centrifugal force by
leaning towards the inside of the curve traversed. This is possible owing to the
special construction of these machines, and to the fact that they rest on the ground
at only two or more points all contained in the axial plane of the machine itself.
On the other hand, however, this is impossible in tricycles and generally speaking
in any known machine where the points of support are more than two and are not
all contained in the axial plane of the machine.
It is to this great advantage not less than to the greater lightness of the machine,
and the less work which it requires from the cyclist that is due the success of the
safety bicycle which has taken the place of tricycles, which latter had in their turn
previously taken the place of the former high bicycles (bicycles with two wheels of
greatly unequal size) because of the greater stability of the tricycles over these
latter. It must, however, be observed that this advantage of the safety bicycle
which depends entirely on the skilfulness of the cyclist, becomes illusory for any
person who is not an expert rider and it may even be the cause of accidents if the
cyclist inclines himself too far, for instance, it being a very difficult matter for him
to approximate at any moment the inclination of his body and of the machine to
the extent of the centrifugal force which varies with the radius of the curve
traversed. This is still more the case in the involuntary and consequently
unforeseen sinuosities experienced in travelling on irregular ground.
Further, the safety bicycle is very difficult to steer if driven at a comparatively
slow speed, or when descending steep gradients or even when travelling in the
rain, etcetera. Such is not the case with my improved velocipede which I call the
"Aiostatus," this name being a combination of two Greek words as (always) and
orados (straight, upright,) and which is a tricycle having a stable equilibrium
under all conditions of running, by reason of its improved form of construction.
The present invention has therefore for its object an improved construction of
frame or support for velocipedes but more particularly for tricycles, which frame
is simple and light and more particularly such that the stability of the machine
obtained is extremely great either owing to the capability of the frame to auto-
matically incline itself towards the inside of the curve on the slightest deviation
from a course in a straight line, and proportionately to the curve described, and
of immediately righting itself on resuming a straight run, or to the much more
efficacious action of the improved brake, such as will be hereinafter described.

page_text: In the accompanying drawings which are given solely as specimens and in order
better explain the invention-
Figure 1 is a side elevation of the frame with the upright steering bar, the
handle bar, and the brake constructed according to the present invention the
so called " iostatus" with the wheels shown diagrammatically.
Figure 2 is a plan view with certain parts of the mechanism omitted in order to
avoid the confusion of showing them in a horizontal plane.
Figure 3 is a side elevation of the frame of the Aiostatus arranged for
ladies' use.
Figure 4 is a side elevation, partly in section on a larger scale of the front part
of the frame with the steering mechanism.
Figure 5 is a plan.
Figure 6, a transverse section; and
Figure 7 a plan showing details on a larger scale of various parts of the steering
mechanism; and
Figure 8 is a vertical longitudinal section of some parts of the brake
mechanism.
"
A simple inspection of the accompanying drawings shows that the "Aiostatus
is a tricycle with two front steering wheels D D' and a single driving rear wheel M.
This is the arrangement which is preferred to be employed for the present inven-
tion, but it is evident that by simple modifications of the frame the present
invention might be equally well applied to any other form of velocipede, or like
vehicle.
The frame A carries the saddle in the ordinary manner (arranged almost over the
driving wheel M as in the latest patterns) as well as the ordinary or other equivalent
means for transmitting movement to the driving wheel-(pedal shaft, spur gearing,
endless chain or the like). Its rear part is formed almost as in an ordinary safety
bicycle, the front part on the other hand is modified and formed as shown in the
drawing of two straight bars or tubes connected by a third curved one.
All these
parts which compose the frame are preferably of steel tubes, and of suitable dimen-
sions for opposing sufficient resistance even in the most inclined position which the
frame may assume. The same applies to all the other parts.
The handles R R are attached to a steering tube TN which is inclined with its
lower front extremity terminated by a spherical pivot L mounted in a suitable
socket arranged on the upper front bar of the frame (almost above the axle H of
the two front wheels D D¹). A little above the pivot L a crank arm P is rigidly
mounted on the part N of the steering tube. The pin Q of this crank is engaged
in a ball-bearing formed on the rear extremity of a steering device V. The other
end of this latter is forked and mounted by means of trunnions in two stirrups or
brackets Z fixed on the aforesaid front axle H. This latter is not directly mounted
in the frame but is supported only by means of a small spindle S of the steering
device. This spindle is arranged obliquely to the vertical and preferably a little in
front of the axle H for reasons which will be hereinafter detailed and is supported
in the frame, as may be seen in the drawings, by two spherical pivots E E', the
upper one E of which serves as guide and support, and the lower one E¹ only
as guide.
The arrangement of these pivots, shown in Figure 4, has for its object to
preserve perfect. liberty of movement to the spindle S, even should the frame
eventually become deformed or warped ;-to assist the fitting up; and to preserve the
lubricant. Leather or indiarubber rings or washers provided with hair in the form
of brushes for preventing any lodging or infiltration of dust or the like may also if
desired be easily arranged in the sockets of the pivots E E. The pivot E and the
socket of the pivot E are fixed by any suitable means rigidly to the inner sides of
the two tubes (upper and lower respectively) of the frame almost at their front
extremities, at the points where the said tubes are connected together by the curved
bar or tube.
From the preceding it is evident that the simple movement of rotation on its

page_text: axis of the steering bar T N imparted as usual by the cyclist by means of the
handles R R causes by means of the crank arm P an angular movement of the
pin Q, and consequently of the corresponding rear head of the steering device V,
or a spherical figure, the centre of which is the point x, which latter point is also
cut by the four axes of the steering bar T.N,-the steering device V,-the
trunnions of this latter in the brackets or stirrups Z Z'--and the small intermediate
spindle S respectively. This angular movement may evidently be divided into two
elementary movements: namely, the vertical movement which is made on the
horizontal trunnions of the steering device V in the brackets ZZ' which is not
shared in by the machine; and the horizontal movement which is made on a
virtually vertical axis X X¹ passing through the before named point a.
This
latter movement in a horizontal plane causes on the one band a turning of the
axle H of the two front steering wheels D D in a horizontal plane and tangentially
to a virtually cylindrical figure having for its axis the aforesaid line X X, (that is
to say, a movement of the "Aiostatus" in a curve); and on the other hand at the
same time a rotation on a conical figure having for its axis the same line X X¹ of
the small intermediate spindle S, which supports the frame on the axle H of the
wheels; that is to say, it produces a displacement of the frame from its initial
normally vertical position to an inclined position, directly a curve is traversed, and
towards the inside of the curve itself, and further is more inclined the smaller is or
becomes the radius of the curve to be traversed. This is precisely what is required
to counterbalance the effect of the centrifugal force by the automatic and
simultaneous displacement of the excess load causing (by the dimensions of the
various parts very easy to be suitably calculated for each case) a moment of counter-
poise practically equal to that of the centrifugal force; which consequently estab
lishes a dynamic equilibrium between the two tendencies to fall;-namely, outwards
through the effect of the centrifugal force developed by travelling in a curve; -and
inwards in consequence of the inclination of the cyclist towards the inside of the curve.
At the same time provision is made so that this inclination shall not be too great
and become dangerous. In fact the upper front tube of the frame is broken to a
suitable extent in order to make room for the lower part of the steering tube N
(the latter falling naturally in the same axial plane of the frame) and for the
socket which receives its pivot L; and the two parts of this frame tube are.
connected by two ends of a bar similar to N arranged parallel one on each side
and connected firmly to the principal tube of the frame by means of V-shaped
plates suitably perforated in the form of collars or triple straps (as shown in
Figure 6). Thus these two bar ends, between which the crank P turns, act as two
means of limiting the movement of this latter, and consequently the inclination
of the frame to either of the two sides; thus ensuring the static equilibrium of the
machine.
It is evident that what has been herein before stated in the case of travelling in
a voluntary curve, applies equally in the case of involuntary sinuosities in the
course produced by inequalities in the ground, or by any other accidental and
unforeseen cause.
It is also evident that the two facts of travelling in a curve and the simultaneous
inclination of the frame being automatically reciprocal, it follows that the cyclist
may perfectly and with every facility impart to the course of his machine a
direction in a curve by simply inclining his own body more or less towards the
inside of the curve desired, and without it even being necessary to operate the
handles of the steering tube. This is quite impossible with tricycles at present
employed, and although it is done already with safety bicycles, it is only possible
for very expert cyclists, whilst this improved machine, (the "Aiostatus") leaves
the hands free even in the case of people only little accustomed to cycling.
In order to obtain this action (the inclination of the frame automatically and
simultaneously with the movement in a curve) it is seen that it is sufficient for
the small intermediate spindle S of the steering device V to be arranged obliquely
relative to the virtually vertical axis XX' of its rotation; that is to say, obliquely

page_text: to the vertical plane of the axle H of the steering wheels. But it is further
preferable that the said axis shall not intersect that of the axle H, and that it be
placed in front rather than behind this latter simply for greater facility of
construction, as is clearly shown in the drawing, whilst it might be perfectly well
arranged either behind, or on the axis of the axle H without altering in anything
the principle of the present invention, provided that it be always maintained
obliquely to the vertical. It is also much more preferable (although not necessary
for causing the inclination of the frame) that the spindle S should have its major
part below the centre of rotation a. In fact in this case any movement of the
machine in a curve produces the inclination of the frame with an angular movement
of the steering device V and of the spindle S, and precisely in consequence of this
angular movement, the latter can evidently only be effected by means of a slight
lifting of the movable parts situated below, their normal position when the
machine is at rest or moving in a rectilinear direction being evidently that in which
all their points are in the lowest position. It follows that the machine (whether
at rest or moving) has, merely by gravity acting on the above named parts, a
certain tendency to maintain or resume this normal position corresponding to the
rectilinear movement. This gives a new means of stability and safety to the
" Aiostatus as regards its movement in a curve.
"
As regards the descent of very steep slopes the most complete safety is also
obtained by means of an improved arrangement of brake.
A pallet or shoe F (Figure 1) of flat steel slightly curved is fixed at the end of
a flexible and elastic arm f of an elbow lever pivotted in a bracket c attached to
the lower extremity of the central upright tube m, of the frame A, and the other
arm g of this elbow lever is operated by a drawhar (a thin metallic bar) h passing
through the interior of the tubular upright m, and which is itself drawn by means
of the double lever Y having a T shape (Figure 8) by a drawbar k (resembling
the other drawbar which traverses the interior of the upper part T of the
steering tube N and is connected to the centre of the handle bar by means of a
flexible extension or prolongation (chain, belt or the like) capable of being wound
on the said handle bar by simply turning the latter on its own axis by means of
the handles.
In this manner, the cyclist by a slight movement of the wrists may wind up the
flexible part of the draw chain k on to the bar of the handles R R', and by means
of the lever Y the drawbar h and the lever g press almost instantly, and as strongly
as he desires the pallet or shoe F on to the ground, thus slackening the speed of
and if need be, stopping the machine in a minimum of time; the useful effect of
this brake being evidently much superior to that of all others hitherto employed
for velocipedes. At the same time it has the advantage of in no way damaging
the rubber tyres, (pneumatic or otherwise) which is always more or less the case
with the brakes at present employed.
The lever Y is pivotted in the socket or tubular block B, which forms the fixed
head of the upright m of the frame A, and serves as a sleeve in which the steering
tube TN turns sustained and guided by the ball bearing b formed in the head B.
The piece n (always tubular) connecting the two parts T and N of the steering
tube precisely in the sleeve B, is increased to a slightly larger diameter, and cut
out longitudinally on its rear side in order that the arrangement T n N may be free
to make the angular movement necessary for steering the machine without being
interfered with by the brake mechanism herein before mentioned. The latter is the
most preferable arrangement for connecting all the parts of the various mechanisms
in as small a space as possible and in order to diminish the weight; but it is evident
that any other suitable arrangement of the parts or even any other suitable method
of transmitting the movement would alter in nothing the substance of this part. of
the invention, which consists in the brake pallet or shoe acting on the ground.
The lamp or signal is arranged on the lamp carrier W fixed on the front of
the curved part of the frame A.
Finally, this improved; machine (the "Aiostatus") whether for gentlemen or

page_text: ladies' use, by the absolute guarantee which it affords of safety and freedom from
injury to the persons who make use of it, lends itself admirably to being provided
with two or more saddles in order to form a double velocipede, tandem or sociable
for two or more persons and is thus capable of being used as a public conveyance.
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 :-
The improvements in velocipedes in general, more, particularly applicable to
tricycles, forming the improved tricycle called the "Aiostatus," which is completely
stable and sure under all the most varied and most difficult conditions of movement,
that is to say whether travelling at a very low speed, or at a very high speed, or
traversing curves of extremely small radius, or finally descending very steep slopes,
characterised substantially by
1. The improved steering mechanism comprising essentially a spindle S fixed on
the front steering axle H and moving bodily therewith, but having also a movement
oblique to the vertical and supporting the front part of the frame A (which is
suitably modified and improved for this purpose) by spherical pivots E E¹; and a
steering device V pivotted at one end in brackets Z Z fixed to the said steering
axle H, and receiving at its other end an angular movement by means of any
suitable mechanism, but preferably by means of a pin or stud Q on a crank arm P
moving with the steering tube T, N, said steering tube being suitably mounted on
the frame, and operated either by means of the ordinary handles, or by any other
suitable means; the said improved steering mechanism being consequently designed
by reason of the inclination from the vertical of its spindle S, to displace the
frame from its initial normal vertical position, when the cyclist steers the axle H
in order to travel round a curve (as well as in the case of involuntary sinuosities
caused by irregular ground) to a position inclined towards the inside of the curve
traversed, and to be more inclined the smaller is or becomes the radius of such
curve, precisely as is necessary to counterbalance the centrifugal force, thus
ensuring the stability of the machine at every point of movement in a curve,
substantially as described.
2. In a tricycle, the combination with a steering mechanism and a frame A
suitably modified and improved in relation to the said mechanism such as described
in Claim 1, of a front axle H preferably with two steering wheels D D' rather
than a single one as in ordinary tricycles, and of a rear axle with a single driving
wheel M in place of the two usually employed substantially as described.
3. In a velocipede the combination, with a steering mechanism and a frame A
suitably modified and improved in relation to the said mechanism such as described
in Claim 1, of a brake shoe or pallet F acting directly on the ground, and thereby
ensuring the safety of the machine in steep descents, which the brakes at present
employed acting on the rubber tyres of the wheels do not effect; and operated in
any suitable manner, but preferably by the simple turning of the handle bar, on
which a flexible chain, cord or the like is wound, and by means of a suitable series
of draw bars, and elbow levers substantially as described.
D10th f Wah...100%
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.