IMPROVEMENTS IN VELOCIPEDES AND IN FITTINGS FOR THE SAME” PROVISIONAL SPECIFICATION
Year: 1882

page_text: LETTERS PATENT to Arthur George Meeze, of Redhill, in the County of
Surrey, Alfred Gordon Salamon, of Clapham Park, in the County of Surrey,
and Robert Edward Phillips, of Great George Street, in the City of
Westminster, for an Invention of "IMPROVEMENTS IN VELOCIPEDES AND IN
FITTINGS FOR THE SAME”
PROVISIONAL SPECIFICATION left by the said Arthur George Mecze,
Alfred Gordon Salamon, and Robert Edward Phillips at the Office of the
Commissioners of Patents on the 2nd February 1882.
ARTHUR GEORGE MEEZE of Redhill in the County of Surrey, ALFRED CORDON
SALAMON of Clapham Park in the County of Surrey, and ROBERT EDWARD
PHILLIPS of Great George Street in the City of Westminster.
"IMPROVEMENTS IN
VELOCIPEDES AND IN FITTINGS FOR THE SAME."
The object of this Invention is to attain certain results which have been aimed
at by the builders of velocipedes, but, if reached, have been attained by means
more or less imperfect. Thus in order to avoid the use of an unnecessary number
of cranks, and thus secure the proper distribution of the power obtained from the
pedal shaft, we fit that shaft with a central three-throw crank, and connect that
crank by rods with a similar crank fitted to the divided axle of the travelling
wheels. This axle is so arranged that on the steering of the vehicle round a
curve, the outer wheel will be free to over run the inner or pivot wheel. The
three-throw crank of the divided axle is composed in part of two discs, which are
mounted loosely on the inner ends of the divided axle. These discs carry Worssamı
clutches, or their equivalont, which engage with brake wheels keyed on the
divided axle. When therefore a tendency is given to either travelling wheel to
overrun, the clutch connected with the portion of the axle carrying that wheel
will yield, and allow of its overrunning. At the same time the clutch on the other
half of the axle will continue to be a driving clutch. To provide for the temporary
contraction of the width of tricycles many complicated arrangements have been

page_text: suggested involving complexities of construction, the frames being jointed to fold,
or the travelling wheel axle being made to swing and take a diagonal position
thus risking the stability of the main parts of the vehicle.
To attain this end without accompanying disadvantages we make the ends of
the axle carrying the travelling wheels detachable. To these end pieces the
travelling wheels are keyed and the pieces are secured to the main axle by square
tapered sockets formed in the outer ends of the main axle to receive corresponding
projections on the inner ends of the pieces, and screw caps which serve to retain
these interlocking parts in position. When it is desired to contract the width of a
velocipede, it will only be necessary to unscrew these caps, and the wheels with
their attached axle ends may be withdrawn; thus the width of the vehicle will be
reduced to the width of the main framing; or by nearly one third of its full
measurement. The frame and seat are secured upon two long tubular bearings
fitted on the main axle. These bearings are formed to receive antifriction balls
and are made adjustable for wear by screwed washers or their equivalent.
Surrounding the tubular bearings are rings of india-rubber which are embraced by
the framing and serve to prevent metallic contact between the framing and
the bearings thereby neutralizing any shocks which the vehicle may sustain.
To facilitate the adjustment of the gripping and steering handles to suit riders
of different stature, and also to give them a slight amount of elasticity, the stem of
the handle is inserted in a tubular socket which is slit longitudinally from the
upper end downwards and surrounded by a sliding ring. This tubular socket is
partially lined with india-rubber and in this lining the stem of the handle is free
to slide for the purpose of adjusting it to the required height. When so adjusted,
the ring outside the socket is slidden upwards, and a binding screw which it carries
is turned so as to draw together the halves of the split socket and cause the stem
of the handle to be firmly gripped. To give elasticity to the rider's seat, it is made
detachable, and fitted with downwardly projecting pins, which pass through holes
in a framing forming part of, or attached to, the macbine. These pins rest in
rubber lined metal cups carried by strong spiral springs depending from the
framing but blocks of rubber are provided on the underside of the detachable seat,
so that should one or more of the springs give way the rubber blocks will prevent
jarring by metallic contact. The weight of the rider will be carried by these
springs, but in the event of their unduly collapsing by reason of a sudden jerk or
otherwise, the seat will be received by the india rubber lined cups, and thus no
shock will be transmitted to the rider.
To provide an efficient means for varying the rate of transmission of the driving
power from the pedal shaft to the travelling wheels to suit various requirements,
the following contrivance is proposed to be used.
Fitted to the opposite ends of the treadle shaft are two band wheels, one of
small and the other of much larger diameter. The small band wheels are situate
near the frame but externally thereof, and they are loose upon their shaft. The
outer and larger band wheels are also loose upon the shaft, and they are made fast
thereto by sliding clutches. The smaller band wheels are connected to their shaft
by means of Worssam or similar clutches, which will allow of the wheels over-
running. The travelling wheels are keyed to short sleeve shafts, which are loosely
fitted to stud axles; and fitted to each of these sleeve shafts are band wheels
similar to those on the pedal shaft and set in line therewith the larger wheels
being opposite the larger wheels of the pedal shaft, and the smaller wheels
opposite the smaller wheels of the pedal shaft. All the band wheels on the sleeve
shafts are fitted with clutches of such character as will permit of the clutches, or
the wheels, overrunning one another. The clutches of the larger wheels are keyed
to the sleeve shafts, and the clutches of the smaller wheels are inade fast to the
sleeve shafts by sliding clutches. These sliding clutches, and those on the pedal
shaft, are connected together by rock levers so arranged as to ensure their
simultaneous action and give to the clutches on the sleeve shafts half their motion
without interlocking. Each group of band wheels is provided with an endless

page_text: band, which passes from the large wheel on the treadle shaft to the small wheel on
the sleeve shaft, thence back to thesmall wheel of the treadle shaft, then forward
to the large wheel on the sleeve shaft, and back to the large wheel on the treadle
shaft. To ensure clearance to the crossing of this band, a small difference is made
in the size of both the large and the small band wheels. Each side of the
velocipede it will be understood is similarly arranged.
The steering rods which form also the pull up handles, serve to throw the
sliding clutches in and out of action while in the act of steering.
Fitted to each steering rod is a pinion for gearing into rack bars connected
with a cross head of the steering wheel, and on the same rods above the pinions
are grooved face cams which are adjustable axially on their respective rods. The
grooves of these cams are intended each to receive the bowlo of a rod connected
with the adjacent sliding clutch. By turning one or other of the steering rods,
therefore, its cain will put into or out of action its adjacent sliding clutch and
this motion will be transmitted through the racks and pinions or by a parallel
link motion to the cam on the other side of the machine, and thence to the clutch
in connection with it. Each steering rod has keyed to it a sector rack into the
notches of which a spring finger from the cam takes thereby locking the cam to
its rod. By releasing the fingers from their sector racks and using them as
handles for shifting round the cams, say a quarter turn, the cams may be caused so
to operate the clutches on both sides of the machine as, at pleasure to accelerate or
diminish the speed of the travelling wheels, as compared with the speed of the
treadle shaft.
When the sliding clutches of the pedal shaft are in action, the larger band
wheel will become the driver, and thereby transmit speed to the travelling wheels
at the expense of power. When however these clutches are thrown out of action,
the smaller band wheels will become the drivers, and power will be transmitted to
the travelling wheels at the expense of speed.
It will be understood that on transmitting speed at the expense of power the
clutches on the pedal shafts and on the sleeve shafts are simultaneously put into
action. But when the power is to be transmitted without change of speed, the
clutches of the pedal shaft only, are thrown into action. Thus the small band
wheels on the sleevo shafts will run free, and the bands will transmit motion
through the larger band wheels of the sleeve shafts to the travelling wheels.
To provide for varying the character of the sounds emitted by the bell of the
velocipede, the following contrivance is adopted.
The bell or gong used to signal the approach of the velocipede is fitted to a
plate on which is mounted a lever kept in a central position by suitable springs.
This lever carries a finely tempered spring fitted at its extremity with a clapper
which strikes the interior of the gong by reason of the vibration of the vehicle.
Mounted on the lever is also a small sliding rod having on its end a gripper spring
embracing the clapper spring. The function of this gripper spring is, when pushed
inwards, to stiffen the clapper spring and prevent it in its vibrations from striking
the gong. To restore the action of the clapper, it is only necessary to withdraw
the rod carrying the gripper, when the clapper is again free to strike the bell in
its vibrations. When by reason of the movement of the velocipede being so
smooth as not to produce vibration enough to cause the bell to sound, or when it
is desired to produce a different effect, the bell may be used as a gong by striking
the lever on which the clapper spring is mounted. The sound produced can be
varied according to the position of the sliding gripper spring.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Arthur George Meeze, Alfred Gordon Salamon, and Robert
Edward Phillips in the Great Seal Patent Office on the 2nd August 1882.
ARTHUR GEORGE MEEZE of Redhill in the County of Surrey ALFRED GORDON
SALAMON of Clapham Park in the County of Surrey and ROBERT EDWARD
PHILLIPS of Great George Street in the City of Westminster. "IMPROVEMENTS IN
VELOCIPEDES AND IN FITTINGS FOR THE SAME."
The object of this Invention is to attain certain results which have been aimed
at by the builders of velocipedes but if reached have been attained by means
more or less imperfect. The Invention relates firstly to means for avoiding the
use of an unnecessary number of cranks and yet securing the proper distribution
of the power obtained from the pedal shaft.-To this end we fit that shaft with a
central three throw crank and connect that crank by rods with a similar crank
fitted to the divided axle of the travelling wheels. The Invention relates secondly
to means for providing for the temporary reduction of the width of tricycles. Many
complicated arrangements have been suggested involving complexities of con-
struction the frames being jointed to fold or the travelling wheel axle being made
to swing and take a diagonal position thereby risking the stability of the main
parts of the vehicle. Now in order to attain this end without accompanying
disadvantages we make the ends of the axle carrying the travelling wheels
detachable keying to the detachable parts the travelling wheels.
The Invention relates thirdly to means for preventing the transference of shocks
and vibrations to the rider through the frame and seat and the steering and
gripping handles. To this end we introduce india rubber in a novel manner and
we also provide the steering and gripping handles with a vertical adjustment to
suit riders of different stature.
In Sheet I of the accompanying Drawings Fig: 1 shews in side elevation a
tricycle with the above mentioned improvements applied thereto, and Fig: 2 is a
plan view of the same. A A are the travelling wheels keyed to the opposite ends
of a divided axle B. This axle runs in tubular ball bearings CC to which the
frame D is securely attached. In the vertical plane of the axle of the travelling
wheels this frame is arched both above and below the bearings. These arches
which correspond in size terminato in semi-circular clip pieces which embrace the
bearings Cand are secured together and to the bearings by means of bolts and
nuts. The sides of the frame dip down to receive in bearings which they carry,
the pedal shaft E.-The frame then extends forwards in the usual manner to the
front where the two sides meet and a prolongation of the frame carries a socket
which embraces the forked stem of the front steering wheel F.-The upper arch of
the frame is formed with a socket to receive the vertical stem of the seat G.-H is
the gripping handle and I the steering handle both of which are adjustable
vertically as will be hereafter explained. The crank shaft E which carries the
pedals eat its extremities, is formed with a three-throw crank E¹ which crank is
connected by three rods E² to a three throw crank, B', of the axle of the travelling
wheels. This central crank B' couples up the two portions B of the axle of the
travelling wheels but in such manner as to preserve to it the property of a.
divided axle. B* B' are discs mounted loosely on the inner ends of the axle and to
them is made fast the three throw crank.-These discs carry gripping jaws b which
are pressed by springs 6' into contact with friction pullies B³ keyed on the parts
composing the divided axle. By means of this clutch arrangement the rotary
motion imparted to the crank B¹ from the pedal shaft will be transmitted to the

page_text: two travelling wheels so long as the velocipede is travelling in a straight direction.
When however the velocipede is steered to the right or to the left the inner
travelling wheel for the time being will become the pivot wheel and the outer
wheel from its more rapid rotation will cause its pulley B³ to over run the
clutches b in contact therewith which consequently cease for the time to act.
We have said that the axle B is a divided axle. Each half of this axle is
composed of two parts, the outer extremities to which the travelling wheels A A
are keyed being removable at pleasure.
In Sheet II of the Drawings Fig: 3 shews in longitudinal section one of the
ends of the axle B on an enlarged scale for the purpose of explaining the con-
struction of the parts, and Fig: 4 is a similar view, the parts being separated.-
B* is the detachable portion of the axle; it is formed with a squared taper tang b³
which fits a socket B³ formed in the outer extremity of the part B of the axle.
This outer extremity is also threaded, and abutting against it is a shoulder b' on
the part B. Fitting over this joint is a screwed coupling piece B* the tightening
up of which will draw the tang 62 into its socket and wedge it firmly therein.-
This coupling piece may be divided into two parts (as shown) so as to form of one
of the parts a jam nut.—When it is required to reduce the width of the velocipede,
it will only be necessary to unscrow the coupling piece B* of one or both wheels,
and the detachable portion or portions B* may then be removed.
The manner of preventing the shocks and vibrations caused by travelling over a
rough road being transmitted to the frame D is illustrated at Figures 5 and 6.
Fig: 5 showing in sectional plan one of the ball bearings or boxes of the axle B
with a portion of the frame D fitted thereto, and Fig: 6 being a view as seen from
the back of the vehicle. The axle box C is cylindrical, having a length equal to
about three diameters, and on its periphery are formed two annular recesses cc
for receiving rings of elastic vulcanite rubber c. These rings are embraced by clip
pieces & which are extensions of the frame D and are furnished with flanges to
receive screw bolts d. By tightening up the nuts on these screw bolts the parts
of the frame will be held firmly together and the frame will be secured to the axle
boxes, as seen best in the cross section Fig: 7 taken in the line 1. of Fig: 5.
It will now be understood that the interposed rubber will effectually prevent the
transmission of shocks from the wheel axle to the frame and thereby give a smoother
action to the vehicle.
To facilitate the adjustment of the gripping and steering handles to suit riders
of different stature, and also to give to the handles a slight amount of elasticity
their stems are fitted as shewn at Figures 8 and 9-Fig: 8 being a vertical section,
and Fig: 9 a cross section of the parts taken on the line 3, 4 of Fig: 8. The stein H
of the handle is inserted in a tubular socket H', which is slit longitudinally from
the upper end downwards, and surrounded by a sliding ring h. This tubular
socket is lined with india rubber hand in this lining the stem of the handle is
free to slide for the purpose of adjusting it to the required height. When so
adjusted the ring his slidden upwards and a binding screw which it carries is
turned so as to draw together the parts of the split socket and cause the stem of
the bandle to be firmly gripped.
To prevent the stem H from being drawn out, its inner end is enlarged, and
forms a stop, which cannot pass the rubber lining so long as that is gripped by
the split socket. The steering handle I may be fitted in a similar manner to the
gripping handle H.
To give elasticity to the rider's seat it is made detachable and fitted with
downwardly projecting pins as shewn in the inverted plan view Fig: 10 Sheet III
of the Drawings where g g are three pins pendent from the underside of the
saddle G. These pins pass through holes in a plate G' carried by a central stem G³
see the sectional elevation Fig: 11 which stem is made fast in a socket in the arch
of the frame D by a binding screw.-Depending from this plate are coiled springs G³
which carry at their lower ends india rubber lined metal cups g' and in these cups

page_text: the pins g. rest. Surrounding these pins g are washers of rabber g² which in case
of one or more of the springs giving way will prevent jarring by metallic contact.
The weight of the rider will be carried by the springs G but in the event of
their unduly collapsing by reason of a sudden jerk, or otherwise, the saddle will
rest on the india rubber washers g³.
Our Invention relates fourthly to means for varying the rate of transmissions
of the driving power from the pedal shaft to the travelling wheels to suit the
various requirements of the rider.
In Sheets IV and V of the Drawings this part of our Invention is fully
illustrated. Fig: 12 is a sectional elevation-Fig: 13 a plan view and Fig: 14
Sheet V is a front elevation of a tricycle provided with our novel arrangement of
driving gear. In these Figures A A' are the travelling wheels keyed to sleeves or
hollow axles a a¹ which run freely on stud axles B B. C is the framing from
the sides of which the stud axles B project, and D is the pedal shaft having its
bearings in the framing C. E is the steering wheel set at the back of the vehicle
and operated by means of rods E¹ E*, which are coupled to the crosshead of the
fork of the steering wheel and carry rack teeth e at their forward ends in gear
with pinions e¹ on the spindles of the steering handles. Mounted loosely on the
pedal shaft aro four band pullies 1, 2, 34, and mounted on the sleeves or hollow
axles of the travelling wheels are corresponding pullies 1* 2* 3* and 4*. 5 and. 6
are endless bands which connect together their respective pullies and serve to
impart rotary motion thereto so long as the pedal shaft is running. It will be
seen by the Drawings that the grouping of the pullies is the same on both sides of
the machine: thus the two pullies on the pedal shaft are of different sizes—the
larger pulley being near the frame and the smaller pulley further from the frame.
With respect to the sleeve pullies which correspond in size with the pullies on the
pedal shaft, their order is reversed, thus the smaller pullies are near the framing
and the larger pullies further from it.
Each band it will be-seen-connects all the pullies of its side together in such a
way as to ensure the pullies of the sleeves when driving always rotating the sleeve
in the same direction as the pedal shaft. It will however be manifest that all the
pullies could not be driving pullies at the same time. To provide for their being
thrown into and out of action according to the varying requirements of the rider,
ench pulley is connected with its shaft or sleeve by a clutch which clutches are
either all thrown into and out of action by the rider or part only by the rider the
others in that case being automatic. The latter arrangeinent is the one applied to
the vehicle illustrated at Figures 12, 13 and 14 which shew the pullies 1, 3
secured to their shaft by sliding clutches 7, and the pullies 1* 3* secured to their
sleeve shafts by sliding clutches 8. The other pullies are provided with automatic
clutches. In Sheet VI Fig: 15 shews in side elevation and on an enlarged scale
one group of the pullies connected together by a flat driving band and Fig: 16 is a
front elevation partly in section of the same parts. The pullies 1 and 1* it will be
seen are provided with sliding clutches and the pullies 2 and 2* with automatic
clutches which adinit of the pullies overrunning; so also on the other side of the
machine, the pullies 3, 3* are provided with sliding clutches and the pullies 4
and 4* with automatic clutches. The two sliding clutches on either side of the
machine are capable of being used together, or the sliding clutches on the pedal shaft
may be used while those on the sleeve shafts a a' are out of action. When using
both the sliding clutches the automatic clutches cease to act, and similarly when
both the sliding clutches are thrown out of action both the automatic clutches will
act as the pedal shaft is rotated. Again when the sliding clutches of the sleeve
are thrown out of action, the automatic clutches of the sleeves will come into action
and thus three kinds of driving are brought to the service of the rider viz-A
speed of rotation of the travelling wheels corresponding to the speed of rotation
of the treadle shaft. A speed of rotation of the travelling wheels superior to that
of the pedal shaft and a speed inferior to that of the pedal shaft. These remarks
apply strictly to both travelling wheels so long only as the vehicle is going in a

page_text: direct line. When however the steering is applied the relative speeds of the two
travelling wheels will vary as will be hereafter explained. We will now explain
how the control of the driving gear is placed at the disposition of the rider.
Slightly in advance of the riders seat and at opposite sides thereof are the steering
handles F F constructed as shewn in plan view at Figure 17. The spindles of
these handles turn in bracket bearings on the framing and to them are keyed the
spur pinions e' which gear into the racks e of the steering rods. Mounted loosely
on these spindles are the cams G G* which are similarly cut but are placed in
reversed positions. The boss of each cam (see the enlarged detached view Fig: 18
which represents a portion of the steering mechanism on the left hand side of the
machine) is provided with an elastic arm g from which projects horizontally.a
handle g¹ for moving the cam axially.-In line with this handle and projecting
horizontally therefrom is a locking pin which is intended to enter one of a series of
three holes made in the periphery of a ring constituting part of the steering
handle F and thereby locking its cam in one of three positions shewn in Fig: 17
by dotted centre lines. The cam it will be seen in the plan view Fig: 19 is cut
with three concentric portions g² 9³ leading the one into the other-Into this
cam groove enters a bowle carried by the arm of a rock shaft G¹ mounted in
bearings projecting from the main framing. This rock shaft is fitted with forked
arms which embrace respectively the clutches 7 and 8, and as each cam is similarly
connected with a rock shaft G¹ for working the sliding clutches on its own side of
the machine the two cams must always be set to a corresponding position to ensure
their acting in a corresponding manner when turned to the right or the left by
means of one or other of the steering handles. The setting of the cams is effected
by means of the spring handles g', the pins of which entering one or other of the
three holes in the ring of the steering handles as shewn at Fig: 17, will lock
them in their set position for fast driving slow driving, or for intermediate speed.
Thus by moving both the handles g' from the position drawn in Fig: 13 inwards
in the direction of the arrows of that Figure the cams will be set for fast driving.
By moving the handles in the opposite direction that is outward the cams will be
set for slow driving-The central position shewn in the Drawing being intermediate
speed or equal driving.
Referring to the diagrams in Sheet VII, Fig: 20 shews in plan view and full size
the cams set for an intermediate speed. Fig: 21 shews the cams set for a slow
speed and Fig: 22 shows the cams set for a quick speed. Figures 20ª 21ª and 22ª
illustrate by partial end views of the machine, the different positions which the
sliding clutches 7 and 8 take when the cams are set in the positions represented in
the plan views, the pulleys constituting the drivers for the several positions being
indicated by the thick black lines. We would remark that the teeth of tho
clutches 7 are longer than those of the clutches 8; this is to permit of the clutches 8
being thrown out of action by a movement of the rock shaft that will retain the
clutches 7 in action. The object of this provision will bo presently made clear.
Supposing that the cams are set as shewn at Fig. 22, the clutches 7 and 8 will be
locked as shewn at Fig: 22. If however it is desired to reduce the speed from
the fast to the intermediate stage the cains are set to the position shewn at Fig: 20
when the clutches 8 will be thrown out of action the clutches 7 being still in action
but partly withdrawn. This result it will be seen is caused by the bowles of the
rock shafts being shifted from the parts g² of the groove to the parts g³ of the
grooves. If now it is desired to obtain the slowest rate of speed the cams are set
to the position shewn at Fig 21 the bowles of the rock shafts are then shifted from
the parts g³ of the grooves to the parts and the result is the throwing of the
clutches 7 and 8 out of action and making the automatic clutches the drivers of
their respective pullies 2 2*, and 4 4*, as will be seen at Fig: 21
Supposing now it is desired to steer to the right when the cams are set to the
position of Fig: 20; one or other of the steering handles F F will be turned and
caused to transmit motion not only through the pinion e¹ and rack e to the steering
rods E' E¹ but also to the cams G G* in the direction of the arrows Fig: 20 by.

page_text: reason of their being locked to the handles.-The result of this will be first to
bring the bowle of the left hand rocked shaft into the position of " of the_cam_G*
and thereby so to rock the shaft G¹ so as to throw the upper clutch 8 on the left
hand side into action,-the bowle of the rock shaft on the right hand side resting
during about the sixth part of the rotation of the cam. Should the motion of the
steering handle be continued the right hand clutch 8 will be thrown further out of
action and the clutch 7 will consequently be thrown out of action bringing the
bowle of the rock shaft into the position of in the cam G. The right hand
travelling wheel which is for the moment the pivot wheel will now be driven
slowly and the outside wheel will be driven at an increased speed. If the steering
be directed on the left land a corresponding result will be secured, but the equal
rate of rotation of the travelling wheels will be resumed directly the steering action
ceases. Again supposing the cams to be set in the position of Fig: 21, and it is
desired to steer to the left the cams will be turned by one or other of the
bandles F F in the direction of the arrows, Fig: 21 and the bowle of the rock
shaft on the right hand side of the machine will be brought into the positions
of the cam G of that Figure: this will cause the clutches 7. 8. on the right hand
side of the machine to be thrown into action, and impart an increased speed to the
right hand or outside wheel. Both the sliding clutches on the left hand which were
out of action will still remain out of action owing to the bowl of that cam
remaining in the same concentric portion of the groove.—The pivot wheel therefore
will take its motion from the automatic clutches. An exactly corresponding result
will be secured when the steering is towards the right as will be well understood
from the preceding illustration. When the cams are set as shewn at Figures 22
and it is desired to steer say to the right, the turning of the cams in the direction
of the arrows will bring the bowle of the rock shaft on the right hand side of the
machine into the position in the groove of the cam G indicated at Fig: 22 by ***.
This turning of the cains will throw the clutches 7 and 8 at the right hand side of
the minchine out of action and will have no effect on the sliding clutches at the left
hand side which are already in.action. Thus the right hand or pivot wheel will be
comparatively inactive while the outer or left hand wheel will be driven by the
bigh speed gear. On steering to the left the opposite effect will be produced. We
have stated above that all the clutches may if desired be sliding clutches an
arrangement of this kind is shewn in Sheet V at Figures 23. 24 and 25.
Fig: 23 is a front elevation showing the pullies and clutches with a rock shaft
connected thereto. Fig: 24 is a vertical section taken on the line of the shafts,
and Fig: 25 is a horizontal section taken through the upper pullies. The sliding
clutches in this arrangement it will be seen are all double acting they being
furnished at the end nearest the larger pullies with elongated teeth for retaining
their interlocking action in two positions of the clutch. This enables the upper
and lower clutch on each side of the machine to be worked by one rock shaft so as
to connect the two larger pullies say 1 and 2* at the same time, with their shafts ;
or the two pullies 1 and 1*, or 2 and 1*, the forks of the rock levers being intro-
duced between the pullies as shewn best at Fig: 25 for the purpose of shifting
the clutches.
Our Invention relates lastly to the sounding apparatus used on velocipedes to
indicate their approach.
To provide for varying the character of the sounds emitted by the bell of the
velocipede the bell or gong is fitted to a plate on which is mounted a lever kept
in a central position by a spring or springs-This lever terminates in an elastic
arm to which is fitted a clapper or hammer which strikes the interior of the bell or
gong by reason of the vibrations of the vehicle.
The hammer is thrown out of action by stiffening the elastic arm and thereby so
shortening its vibrations as to prevent the hammer from roaching the bell. By
tripping the lever with the finger, blows may be struck producing more powerful
sounds and affording a means of signalling to persons at a distance.-In Sheet VIII.
of the Drawings this part of our Invention is shewn in several views-Fig: 20

page_text: shews in side elevation and Fig: 27 in plan view one arrangement of our sounding
apparatus: a is a circular plate which is to be fixed to any convenient part of the
velocipede. From this plate projects a stud axle on which is mounted a rock
lever b. This lever is coinposed of a squared centre to which is attached a spring
constituting the elastic arm of the lever, and upon the free end of this arm is
fitted the clapper or hammer c.-In rear of the squared centre is a tail piece which
provides for the tripping of the lever when required by the finger of the rider.
The normal position of the hammer is determined by means of springs d d which
press upon the upper and under sides of the squared centre and thus serve to
return the lever and consequently the hammer to the position shewn in the
Drawing after it has been caused to strike a blow. Through the squared centre
longitudinally of the lever a slot is formed to receive a small sliding rod e having
on its forward end a gripper spring which embraces the elastic arm of the rock
lover. The function of this gripper spring is when pushed inwards to stiffen the
clapper arm and prevent it in its vibrations from striking the bell or gong.-To
rostore the action of the clapper it is only necessary to draw back tho rode when
the clapper is again free to vibrate and sound the gong. When by reason of the
movement of the velocipede being so smooth as not to produce vibration enough to
cause the bell or gong to sound the striking action caused by the finger of the
rider as above explained may be resorted to, and that without shifting the rod e
whether it be in or out of use.
A modification of the above described arrangement is shewn in side elevation at
Fig: 28 and in plan view at Fig 29. In this case a helical spring & surrounding
the stud axle is used in place of the two pressure springs for holding the rock lever
at its normal position, a stud being provided for the lever to rest on.
The sliding
rod e is in this example made to perform the part of the tail of the lever and for
this purpose it is stiffened and broadened at its tail end. Fig: 30 is a cross section
of the rock lever a showing the stud axle and the spring surrounding it, and Fig: 31
shews in front or end view the gripper spring carried by the rod e.-A further
modification of the sounding apparatus is shewn in side elevation at Fig: 32 and
in plan view at Fig: 33. In this example instead of using a sliding spring clip and
stiffening the elastic arm which carries the hammer, and thereby preventing its
acting through the vibrations of the velocipede, the spring which serves to maintain
the normal position of the rock lever b is used also to secure it in a tipped position.
Thus when it is required to stop the action of the gong it is only necessary to tip
the lever into the dotted position Fig: 32, and the spring d pressing on the raised
face of the squared centre will hold the hammer down in contact with the bell or
gong. When however it is desired to strike a blow upon the gong the position of
the rock lever is suddenly reversed by the finger of the rider, and the spring after
the blow is struck will then restore the lever to its normal position.
Having now set forth the nature of our Invention of "Improvements in
Velocipedes and in Fittings for the same" and explained the manner of carrying the
same into effect we wish it to be understood that under the above in part recited
Letters Patent we claim:
First The means above described with reference to Sheet I of the Drawings for
transmitting motion from the crank shafts of velocipedes to the axles of the
travelling wheels.
Secondly The means above described with reference to Sheet II for providing
for the temporary reduction of the width of tricycles for the purpose set forth.
Thirdly The means above described for connecting the bearings of the travelling
wheel axle with the framing of the velocipede for the purpose set forth.
Fourthly Mounting the seat of velocipedes in the manner and for the purpose
above explained.
Fifthly The arrangement above described for cutting off the tremor of velocipede
frames from the gripping and steering handles and adjusting the height of the said
handles to suit the stature of various riders.
Sixthly The arrangement of apparatus above described with reference to Sheets IV

page_text: V VI and VII of the Drawings for varying the speeds of rotation of the travelling
wheel axles as compared with the speed of rotation of the crank shaft.
Seventhly The means above described for controlling the action of the varying
speed gear through the action of the steering handles and thereby facilitating the
turning of the velocipede.
Eighthly Mounting the clapper or hammer on the elastic arm of a rock lever
provides for the production of a continuous sounding of the bell or gong as well as
for the production of intermittent sounds.
Ninthly The means above described or any mere modification thereof, for
stiffening the elastic arm which carries the clapper or hammer and thereby.
stopping its automatic action.
In witness whereof I the said Alfred Gordon Salamon have hereunto set my
hand and seal the Second day of August in the year of our Lord One
thousand eight hundred and eighty two.
ALFRED GURDUN SALAMŪN. (L.B.)