IMPROVEMENTS IN YET ACTRES PROVISIONAL SPECIFICATION
Year: 1882

page_text: LETTERS PATENT to James Rettie of Kirby Street Hatton Garden in the
County of Middlesex Engineer for an Invention of "IMPROVEMENTS IN
YET ACTRES
PROVISIONAL SPECIFICATION left by the said James Rettie at the Office
of the Commissioners of Patents on the 12th October 1882.
JAMES RETTIE of Kirby Street Hatton Garden in the County of Middlesex
Engineer "IMPROVEMENTS IN VELOCIPEDES."
This invention relates to improvements in velocipedes.
The first part of my invention relates to the combination with velocipedes as
well of the bicycle, tricycle and other forms of a novel description of multiplying
gear similar to that described by me and for which provisional protection has been
granted to me bearing date 26th August 1882 and numbered 4092 and I prefer to
use such gearing so proportioned that the multiplication of speed will be about as
two to one. This gear may be described as follows. The spindle to which the
driving power and motion are applied passes and works through the centre of a
bevel wheel which is attached to the framework of the machine (face inwards) and
is therefore stationary whilst said axle is working through it. At a proper distance
from the inside of this stationary bevel wheel the said axle carries a cross axle at
right angles to it and this cross axle carries at each end a bevel wheel running
loose thereon and gearing into the said stationary bevel wheel. These loose-
running bevel wheels in their turn gear into a fourth bevel wheel parallel to the
Baid stationary wheel and fixed within the hub of the driving wheel and having
the driving axle passing loosely through it concentrically. The action of this gear
is as follows:-When the driving axle is turned, it carries round with it the two
bevel wheels on the cross axle and these making one such revolution, thus far act
as a clutch, and impart such revolution to the bevel wheel fixed to the hub of the
driving wheel and so to the driving wheel, but as these bevel wheels carried by
said cross axle also gear into the said stationary bevel wheel they are thereby
caused each to make a revolution on its own axis and this additional revolution is
also imparted to the bevel wheel attached to the hub of the driving wheel and so

page_text: to the driving wheel which thus has imparted to it two revolutions to each one of
the driving axle.
One object of applying this invention to velocipedes is to enable comparatively
small wheels to be used so that the rider being nearer the ground is much safer
than on higher wheels. At the same time the multiplied speed of the driving wheel
or wheels enables about the same ground to be covered as with large wheels, for a
given number of motions of the leg. Another object in the employment of low
wheels in tricycles according to my invention is to enable the crank axle and wheel
to be driven direct without the aid of a supplementary axle and chain or other gear.
Minor advantages are lightness and cheapness.
In applying this invention to a bioycle the rider's feet are brought much nearer
the ground than heretofore and it therefore becomes necessary to provide for the
actuation of the pedals in this position. I prefer to do this as follows:-To the
outer extremity of the ordinary crank I attach a second crank so that it may hang
loosely, and this is the crank actuated by the foot of the rider. It describes a
similar circle to the crank above it but is always in the lower position.
In applying my invention to tricycles I prefer the following form. I steer with
the two front wheels one of which is also the driving wheel. The back bone of
the machine is continued from the hind wheel to the centre of the driving axle
where it is jointed so as to allow of horizontal motion between the two and also of
the revolution of the driving shaft.
In its course the backbone passes horizontally over or under but in contact with
the rear portion of the frame connecting the two bearings of the front wheels-
This rear portion of frame is of a curve struck from the pivot joint of the back
bone and crank axle and is finished to form a segment of a wheel or circular plate.
Against this rest a similar segment attached to the said back bone and the two
segments are bound together so as to support one another in both directions and at
the same time allow them to slide one over the other. The seat is attached to the
backbone of the machine and the crank-axle is placed conveniently in front for
driving and the steering is effected by turning the crank-axle and the two wheels
around the centre of junction with the back bone For this purpose two levers
with handles are attached to the frame carrying the wheels and brought con-
veniently into position to be taken hold of by the hands of the rider. Taking hold
of these handles and (from his seat on the backbone) pulling one or the other the
crank axle and its wheels will be pulled into any required position to steer the
machine. The handles or other part of the machine may be provided with
any suitable means for fixing the wheels in any required position to prevent
wobbling and take unnecessary strain off the hands.
The said multiplying gear may be applied to either or both sides of the driving
wheel.
The improvements described may be also applied to four wheel velocipedes,

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said James Rettie in the Great Seal Patent Office on the 12th April
1883.
JAMES RETTIE of 27 Kirby Street Hatton Garden in the County of Middlesex
Engineer "IMPROVEMENTS IN VELOCIPEDES
"
According to my invention I use in combination with Bicycles and Tricycles, and
other forms of velocipedes a novel description of gearing, (similar to that described
and for which Provisional Protection was granted to me bearing date 26th August
A.D. 1882 and numbered 4092) whereby I obtain a series of speeds which may be
used with advantage on level or uneven roads. And in order that my Invention
may be clearly understood and readily carried into effect I will proceed to describe
the same as applied to a tricycle with the aid of the accompanying drawings,
reference being had to the letters and figures marked thereon.
Figure 2 18 & plan thereof.
Figure 3 is a sectional view of the gearing as applied to the main axle.
Figure 4 is a sectional view of the gearing as applied to the crank axle.
Figure 5 is a side elevation of the chain wheel with face view of clutch
thereon.
In Figure 1A is the driving wheel, B the steering wheel, C the main axle
which carries the chain wheel D and to which is applied the gearing as shown in
Figure 3, E is the lower chain wheel to which I apply the gearing as shown in
Figure 4. F is the central front bar of the frame which takes its bearing on the
main axle C, and is continued therefrom to the top of the steering wheel at which
point there is formed an eye or socket into which the fork of the steering wheel is
fitted in such manner that it may be turned in any required direction for the
guidance of the machine by means of the steering handle. G is a bracket attached
to the frame F which carries in suitable bearings the crank axle, lower chain
wheel and gearing. H, H, are the cranks attached to the crank axle. I, I, are the
pedals to which the feet of the rider are applied for propelling the machine J is a
bar or stay connected with the frame work carrying a small wheel at its extremity
and acting as a safeguard against over balancing. K is the pitch chain by which
the upper and lower chain wheels are connected.
In Figure 3, L is a cross axle attached to main axle C and carries two bevel
wheels M M which are allowed to revolve freely thereon. N and O are also
bevel wheels through which the axle C passes and which are permanently in gear
with the bevel wheels M M. The bevel wheel O, (on the back of which I form a
clutch) is held in position on the main axle by means of the collar P. The bevel
wheel N whilst gearing with the bevel wheels M M remains stationary and is held
in position by means of the stay Q which is secured to the main frame work. On
the outer side of the chain wheel D and secured to the main axle C is another
clutch R. Between this clutch and the bevel wheel OI place the chain wheel D
which has projections on each of its sides for engaging with either of the clutches
above mentioned or may revolve freely between them. On one side of the chain
wheel D, I form a groove S into which a striking lever engages for throwing the
wheel in or out of gear with either of the contiguous clutches.
In Figure 4, H H are cranks secured to the crank axle and to which cranks

page_text: the pedals I are attached. The gearing clutches and chain wheel are exactly
similar in character to those described in Figure 3.
The action of the gearing in Figure 4 is as follows:-On giving motion to the
crank axle and consequently to the cross axle, which is attached to it the bevel
wheels M M are caused to revolve around the stationary bevel wheel N¹ and
being at the same time carried around the crank axle they thus impart two
revolutions to the bevel wheel 01 to the one revolution made by the crank axle ;
consequently by engaging the chain wheel E with the bevel wheel O' I obtain two
revolutions of the said wheel to one made by the crank axle. By engaging the
chain wheel with the clutch R¹ it is caused to make the same number of revolutions
as the crank axle.
By means of the pitch chain K the motion is communicated from the lower
chain wheel E to the upper chain wheel D. By engaging the chain wheel D with
the clutch R the main axle and driving wheels are caused to make the same
number of revolutions as the lower chain wheel E but by engaging the chain
wheel D with the bevil wheel O; motion is given to the bevel wheels M M, and
thus to the cross axle, main axle, and driving wheel but by transmitting the
motion from the chain wheel D through the bevel gearing to main axle C, the
speed is reduced one half owing to the gearing acting in a reverse manner to that
described in Figure 4..
The advantages of this gearing in its practical application are the following:-
For instance whilst ascending a hill the lower chain wheel E is engaged with the
clutch R and the upper chain wheel D is engaged with the bevel wheel O, this
gives one half revolution of the driving wheel to each one of the crank axle, thus
gaining power by loss of speed. Whilst travelling upon a level road the lower
chain wheel is still engaged with the clutch R¹ and the upper chain wheel D is
engaged with the clutch R, in this case the driving wheel makes the same number
of revolutions as the crank axle, this being the normal speed of the machine.
Whilst descending a hill the lower chain wheel E is engaged with the bevel
wheel O¹ whilst the upper chain wheel D is still engaged with clutch R by this
means the driving wheel is caused to make double the number of revolutions to
that made by the crank axle thus enabling the rider to tread much slower and get
a greater speed than by the ordinary direct acting mechanisni.
The levers for actuating the said clutches have been omitted from the drawing
for clearness sake, but may be applied as found most convenient.
Having now fully described the nature of my Invention and in what manner
the same may be carried into effect I claim
The combination of gearing substantially as described and illustrated in Figures 3
and 4 of the foregoing Specification and drawings, for multiplying and reducing the
speed in Velocipedes.
In witness whereof I the said James Rettie have hereunto set my hand
and seal this 12th day of April in the year of our Lord One thousand
eight hundred and eighty three.