Improvements in Cycles.
Year: 1898

page_text: Date of Application, 18th Mar., 1898
Complete Specification Left, 17th Jan., 1899-Accepted, 18th Feb., 1899
Improvements in Cycles.
We, MARMADUKE MATTHEWS, Artist, ALEXANDER JARDINE, Manufacturer, and
AGNES JARDINE, wife of the said Alexander Jardine, all of the Village of Bracon-
dale, in the County of York, and Province of Ontario, Canada, do hereby declare
the nature of this invention to be as follows:-
The object of my invention is to devise a cycle which will be much more com-
fortable to ride upon rough roads than the ordinary bicycle, and which will also
be both stronger and lighter, and it consists, essentially, of a main wheel upon
the axle of which is supported the seat standard or main frame, of trailing and
steering wheels carried by frames, one or both journaled at one point on the seat
standard at or near the axle of the main wheel and having spring connections
between their outward parts and the upper portion of the seat standard, and of
driving mechanism located centrally or nearly so of the main wheel, the whole
being constructed in detail substantially as hereinafter more specifically described.
Figure 1, is a side elevation of a cycle constructed in accordance with this
invention.
Figure 2, is a similar view showing a modification of the frame.
Figure 3, is a sectional elevation showing the spring-connection between the
parts of the frames.
Figure 4, is a longitudinal section of the driving mechanism of the wheel.
Figure 5, is a sectional elevation showing a detachable connection between
the seat standard of the main frame and the rear portion of the curved member
connected thereto.
In the drawings, like letters of reference indicate corresponding parts in the
different figures.
In Figure 1-A is the main frame or seat standard of the cycle, which is suitably
forked and arranged to carry the main wheel B, as hereinafter described. This
main frame is provided with a hollow curved member C, which extends both
before and behind the seat standard, and is formed on the arc of a circle struck
from the centre of the main axle.
D, is the rear frame suitably forked to embrace the main wheel and axle, as
hereinafter described.
E, is a member of the rear frame suitably shaped and proportioned to slide
freely within the hollow curved member C. F, is a trailing wheel, the fork a of
which is journaled in any suitable manner within the lower end of the member E.
Round a portion of the fork is wound a coil spring b, one end of which is secured
to the fork, while the other is secured to the member E, so that the tension of the
spring tends always to maintain the trailing wheel in line with the main wheel.
G, is the front frame comprising the fork H, embracing the main wheel and
suitably journaled about its axle, of the head I, and the upper member J, which
is suitably shaped and proportioned to slide freely within the hollow curved
member C.
K, is the steering wheel, the fork c of which is suitably journaled within the
head I, and provided with the handle bar d.

page_text: To the upper end of the seat standard A, is suitably connected the saddle e.
Within the hollow member C, we secure a block f of wood, leather or other
suitable substance, preferably by means of a screw 9 (see Fig. 3).
The ends of the members J, and E, of the front of the rear frames are preferably
closed, and coil springs h and i located between them and the block f. It will
be noted that the ends of the members E, and J, are slightly enlarged at j while
the member C, is slightly contracted in diameter at k k so that but small portions
of the members are in running contact with one another, reducing the liability
of jambing to a minimum. In order to limit the motion of the members within
one another, we thread set-screws 1, through the member.C, into slots m m in the
members E and J, so that the length of the slots limits the amount of play
allowed these members within the member C.
In Fig. 2, a slight modification of the frame is shown. The curved portion of
the upper member J, is much longer than in Fig. 1, and is continued down to meet
the fork H. This will permit of a much greater amount of play being allowed
between the members J and C, but in other respects it is not so good as the
forin shown in Fig. 1.
In Fig. 5, the rear portion of the member C, is shown detachably connected to
the seat standard.
L, is a coupling internally right and left-hand threaded.
The rear part of the member C, and the connection n are similarly threaded
the latter, they
so that by engaging them with the coupling L, and screwing is coupling and
will be drawn tightly together, as indicated. By loosening
by disconnecting the rear frame from about the main axle, the rear wheel may
be entirely removed and a two wheeled vehicle left, which will commend the
device to racing men.
On reference to Fig. 4, the construction of the driving gear will be readily
understood.
M, is the main axle, to the ends of which are rigidly connected the cranks N.
To the centre of this axle, is rigidly connected the gear pinion O.
P, P, are sleeves embracing the axle on each side of the pinion O, and rigidly
secured to the main frame A. Upon the ends of the axle are screwed the nuts Q,
which form, with the axle, and with the cups o upon the main frame, races for
two sets of balls, so that the axle will revolve freely within the main frame anil
the sleeves P.
R, is a hollow hub formed by the casing and the end disks S, held torether
by the bolts u. Formed on or connected to one of the end disks S, is the gear
pinion T. Formed on the end disks S, are the cups q which form with the cones r
on the main frame A, and the sleeves P, P, races for four sets of balls. ('onnected
to the inner ends of the sleeves P', 1', are the arms 1, in which is journaled the
shaft V, carrying the pinion A¹, meshing with the pinion (), and the pinion B³,
meshing with the pinion T.
On the shaft V, are formed cones s which form, with the cups on the arms U,
bearings for two sets of balls.
It will be seen from the construction set out that a rotary motion of the main
axle M, will be conveyed by means of the gear pinions 0, A, B, and T, to the
hub R, and the gearing may be so proportioned that the main wheel will thus
be driven at any desired proportionate speed to that of the axle. It also follows
from the construction set out that the tightening of the nuts Q, upon the axle
will simultaneously adjust all the bearings. These nuts may be held as adjusted
by means of the spring fingers u fast on the cranks N, which engage with notches
formed in the peripheries of the nuts. These nuts are also preferably shaped
to receive the portions of the front and rear frames G, and E, which are journaled
thereon as shown.
It will be noticed that one great advantage of the gearing just described is that
it is contained entirely within the hub R, and is thus kept entirely out of the
way of dust and dirt.

page_text: In constructing this device, it is evident that various changes might be made
without departing from the spirit of our invention. One change in the form of
frame is indicated in Fig. 2.
Instead of making both front and rear frames to slide within the member C,
one of them may be rigidly connected to the main frame. The member J, is so
shown connected by brazing in Fig. 5.
The advantages derived from the construction described are many and obvious.
As the weight of the rider is supported almost directly over the main axle, it
is evident that a stronger frame can be obtained with a less weight than when
the rider is supported midway between two wheels. By removing the driving
mechanism to the centre of the main wheel we place it entirely out of the reach
of the flying mud, which constitutes a very weak point of the present location of
the cranks midway between the two wheels. In addition to the advantages derived
from the method of supporting the rider's weight and the location of the driving
gear, the use of the three wheels with the divided spring connected frames, makes
the cycle very easy running over rough roads, as under almost any condition, at
least two of the wheels will be upon the ground to support the rider's weight,
while the third is lifting over a lump or dropping into a depression. When the
steering wheel strikes an obstruction, it lifts and pushes the upper member of its
frame within the hollow member of the main frame, thus collapsing the spring
therein without tending to lift the main wheel and the rider with it." When the
main wheel lifts over an obstruction, the springs within the hollow member of
the main frame force outwardly the front and rear frame members telescoped
therein and thus maintains the trailing and steering wheels in contact with the
ground to partially support the rider's weight, and thus ease the shock of the
rise and fall of the main wheel. When the trailing wheel lifts over an obstacle,
the member of its frame within the hollow member of the main frame collapses
the spring therein and allows the trailing wheel to rise without imparting any
undue shock to the rider.
In an ordinary bicycle, the use of a small steering wheel will be inadmissible,
as it does not roll so readily over obstacles as a larger wheel, and thus will impart
greater shocks to the rider when his weight is partly carried by the steering
wheel, but in this cycle, the spring-connection in the frame obviates any such
trouble.
Another advantage of this cycle is the shortened wheel base which it gives and
the ease with which it can be manipulated. It will be possible to steer it about
among obstructions which would entirely prevent the use of an ordinary
bicycle.
Although we show and prefer to use the central drive as indicated, yet it will
be apparent that the construction of the frame is applicable to any form of drive
in which the crank axle is located in front of the axle of the driven wheel.
By using a small steering wheel, we secure a very short and therefore very
strong front fork, thus overcoming a great weakness of an ordinary bicycle.
We consider the fundamental feature of the device to be, making each of the
three wheels independently moveable vertically using spring pressure, tending to
retain them in their normal positions and supporting the rider over the main axle.
It will be observed that one shaft V, with gear wheels A¹, B¹, is shown in the
drawings, but more than one might be used if desired, so as to distribute the
strain of driving.
Datadh: 10th 10
1000
TONGUE & BIRKBECK,
Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Applicants.

page_text: We, MARMADUKE MATTHEWs, Artist, ALEXANDER JARDINE, Manufacturer, and
AGNES JARDINE, wife of the said Alexander Jardine, all of the Village of Bracon-
dale, in the County of York, and Province of Ontario, Canada, 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:-
The object of the invention is to devise a cycle which will be much more com-
fortable to ride upon rough roads than the ordinary bicycle, and which will also
be both stronger and lighter and it consists, essentially, of a main wheel upon
the axle of which is supported the seat standard or main frame, of trailing and
steering wheels carried by frames, one or both journaled at one point on the seat
standard at or near the axle of the main wheel and having spring connections
between their outward parts and the upper portion of the seat standard, and of
driving mechanism located centrally or nearly so of the main wheel, the whole
being constructed in detail substantially as hereinafter more specifically described.
Referring to the drawings left with the Provisional Specification in this case
Figure 1, is a side elevation of a cycle constructed in accordance with this
invention.
Figure 2, is a similar view showing a modification of the frame.
Figure 3, is a sectional elevation showing the spring connection between the
parts of the frames.
Figure 4, is a longitudinal section of the driving mechanism of the wheel.
Figure 5, is a sectional elevation showing a detachable connection between
the seat standard of the main frame and the rear portion of the curved member
connected thereto.
In the said drawings like letters of reference indicate corresponding parts in the
different figures.
In Figure 1-A is the main frame or seat standard of the cycle, which is suitably
forked and arranged to carry the main wheel B, as hereinafter described. This
main frame is provided with a hollow curved member C, which extends both
before and behind the seat standard, and is formed on the arc of a circle struck
from the centre of the main axle.
1), is the rear frame suitably forked to embrace the main wheel and axle, as
hereinafter described.
E, is a member of the rear frame suitably shaped and proportioned to slide
freely within the hollow curved member C. I, is a trailing wheel, the fork a of
which is journaled in any suitable manner within the lower end of the member E.
Round a portion of the fork is wound a coil spring b, one end of which is secured
to the fork, while the other is secured to the member E, so that the tension of the
spring tends always to maintain the trailing wheel in line with the main wheel.
G, is the front frame comprising the fork H, embracing the main wheel and
suitably journaled about its axle, of the head I, and the upper member J, which
is suitably shaped and proportioned to slide freely within the hollow curved
member C.
K, is the steering wheel, the fork c of which is suitably journaled within the
head I, and provided with the handle bar d.
To the upper end of the seat standard A, is suitably connected the saddle e.
Within the hollow member C, we secure a block f of wood, leather or other
suitable substance, preferably by means of a screw g (see Fig. 3).
The ends of the members J, and E, of the front of the rear frames are preferably
closed, and coil springs h and i located between them and the block f. It will {
4

page_text: be noted that the ends of the members E, and J, are slightly enlarged at j while
the member C, is slightly contracted in diameter at k k so that but small portions
of the members are in running contact with one another, reducing the liability
of jambing to a minimum. In order to limit the motion of the members within
one another, we thread set-screws through the member C, into slots m m in the
members E and J, so that the length of the slots limits the amount of play
allowed these members within the member C.
In Fig. 2, a slight modification of the frame is shown. The curved portion of
the upper member J, is much longer than in Fig. 1, and is continued down to meet
the fork H. This will permit of a much greater amount of play being allowed
between the members J and C, but in other respects it is not so good as the
form shown in Fig. 1.
In Fig. 5, the rear portion of the member C, is shown detachably connected to
the seat standard.
L, is a coupling internally right and left-hand threaded.
The rear part of the member C, and the connection n are similarly threaded
so that by engaging them with the coupling L, and screwing up the latter, they
will be drawn tightly together, as indicated. By loosening this coupling and
by disconnecting the rear frame from about the main axle, the rear wheel may
be entirely removed and a two wheeled vehicle left, which will commend the
device to racing men.
On reference to Fig. 4, the construction of the driving gear will be readily
understood.
M, is the main axle, to the ends of which are rigidly connected the cranks N.
To the centre of this axle is rigidly connected the gear pinion O.
P, P, are sleeves embracing the axle on each side of the pinion O, and rigidly
secured to the main frame A. Upon the ends of the axle are screwed the nuts Q,
which form, with the axle, and with the cups o upon the main frame, races for
two sets of balls, so that the axle will revolve freely within the main frame and
the sleeves l'.
R, is a hollow hub formed by the casing p and the end disks S, held together
by the bolts u. Formed on or connected to one of the end disks S, is the gear
pinion T. Formed on the end disks S, are the cups q which form with the cones r
on the main frame A, and the sleeves P, P, races for four sets of balls. Connected
to the inner ends of the sleeves P, P, are the arms U, in which is journaled the
shaft V, carrying the pinion A¹ meshing with the pinion O, and the pinion B¹,
meshing with the pinion T.
On the shaft V, are formed cones s which form, with the cups t on the arms U,
bearings for two sets of balls.
It will be seen from the construction set out that a rotary motion of the main
axle M, will be conveyed by means of the gear pinions O, A, B and T, to the
hub R, and the gearing may be so proportioned that the main wheel will thus
be driven at any desired proportionate speed to that of the axle. It also follows
from the construction set out that the tightening of the nuts Q, upon the axle
will simultaneously adjust all the bearings. These nuts may be held as adjusted
by means of the spring fingers u fast on the cranks N, which engage with notches
formed in the peripheries of the nuts. These nuts are also preferably shaped
to receive the portions of the front and rear frames G, and E, which are journaled
thereon as shown.
It will be noticed that one great advantage of the gearing just described is that
it is contained entirely within the hub R, and is thus kept entirely out of the
way of dust and dirt.
In constructing this device, it is evident that various changes might be made
without departing from the spirit of our invention. One change in the form of
frame is indicated in Fig. 2.
Instead of making both front and rear frames to slide within the member C,

page_text: one of them may be rigidly connected to the main frame. The member J, iš so
shown connected by brazing in Fig. 5.
The advantages derived from the construction described are many and obvious.
As the weight of the rider is supported almost directly over the main axle, it
is evident that a stronger frame can be obtained with a less weight than when
the rider is supported midway between two wheels. By removing the driving
mechanism to the centre of the main wheel we place it entirely out of the reach
of the flying mud, which constitutes a very weak point of the present location of
the cranks midway between the two wheels. In addition to the advantages derived
from the method of supporting the rider's weight and the location of the driving
gear, the use of the three wheels with the divided spring connected frames, makes
the cycle very easy running over rough roads, as under almost any condition at
least two of the wheels will be upon the ground to support the rider's weight,
while the third is lifting over a lump or dropping into a depression. When the
steering wheel strikes an obstruction, it lifts and pushes the upper member of its
frame within the hollow member of the main frame, thus collapsing the spring
therein without tending to lift the main wheel and the rider with it. When the
main wheel lifts over an obstruction, the springs within the hollow member of
the main frame force outwardly the front and rear frame members telescoped
therein and thus maintains the trailing and steering wheels in contact with the
ground to partially support the rider's weight, and thus ease the shock of the
rise and fall of the main wheel. When the trailing wheel lifts over an obstacle,
the member of its frame within the hollow member of the main frame collapses
the spring therein and allows the trailing wheel to rise without imparting any
undue shock to the rider.
•
In an ordinary bicycle, the use of a small steering wheel will be inadmissible,
as it does not roll so readily over obstacles as a larger wheel, and thus will impart
greater shocks to the rider when his weight is partly carried by the steering
wheel, but in this cycle, the spring-connection in the frame obviates any such
trouble.
Another advantage of this cycle is the shortened wheel base which it gives and
the ease with which it can be manipulated. It will be possible to steer it about
among obstructions which would entirely prevent the use of an ordinary
bicycle.
Although we show the central drive as indicated, yet it will be apparent that
the construction of the frame is applicable to any form of drive in which the
crank axle is located in front of the axle of the driven wheel. By using a small
steering wheel, we secure a very short and therefore very strong front fork, thus
overcoming a great weakness of an ordinary bicycle.
We consider the fundamental feature of the device to be, making each of the
three wheels independently movable vertically using spring pressure, tending to
retain them in their normal positions and supporting the rider over the main axle.
It will be observed that one shaft V, with gear wheels A B is shown in the
drawings, but more than one might be used if desired, so as to distribute the
strain of driving.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is:-
-
1. In a cycle, a main wheel and a seat standard or main frame supported on the
axle thereof, in combination with a frame carrying a trailing wheel and having
a journaled connection to the main frame at or near the axle of the main wheel,
and a spring connection with the upper part of the main frame; and a frame
carrying a steering wheel and suitably connected to the front of the main frame,
substantially as and for the purpose specified
2. In a cycle, a main wheel and a seat standard or main frame supported on
the axle thereof, in combination with a frame carrying a trailing wheel and

page_text: having a journaled connection to the main frame; and a frame carrying a steering
wheel and having a journaled connection to the main frame at or near the axle
and a spring connection with the upper part thereof, substantially as and for the
purpose specified.
3. A cycle frame formed in three parts pivotally connected at their lower
parts and provided with spring connections at their upper parts, the central part
being adapted to carry the main wheel, the forward part the steering wheel and
the rearward part a trailing wheel, substantially as and for the purpose specified.
4. In a cycle, a frame adapted to carry main and steering wheels, in combina-
tion with a frame adapted to carry a trailing wheel and having a journaled
connection to the main frame at or near the axle of the main wheel, the two parts
of the frame being provided with members telescoped together and forming arcs
of a circle struck from the centre of the said journaled connection; and a com-
pression spring connected with the said telescoped members so as to tend to keep
them extended, substantially as and for the purpose specified.
5. In a cycle, a main frame adapted to carry a main wheel, in combination with
frames adapted to carry steering and trailing wheels and having journaled connec-
tions to the main frame at or near the axle of the main wheel, each frame having
a member telescoped with a corresponding member of the main frame, which
members form arcs of a circle struck from the centre of the journaled connection
of the frames; and compression springs connected with each pair of telescoped
members so as to tend to keep them extended.
6. In a cycle, a frame carrying a main and a swivelled wheel and provided
with a hollow member formed on an arc of a circle struck from the centre of the
main axle, in combination with a frame adapted to carry a trailing wheel and
journaled about the axle of the main wheel, the two parts of the frame being
provided with members telescoped together and forming arcs of a circle struck
from the centre of the main axle; a block secured within the outer member; and
a compression spring located between the end of the inner member and the said
block, substantially as and for the purpose specified.
7. In a cycle, a main frame adapted to carry a main wheel, and provided with
a hollow member formed on an arc of a circle struck from the centre of the
main axle, in combination with frames adapted to carry steering and trailing
wheels and journaled about the axle of the main wheel, each frame having a
member telescoped within the hollow member of the main frame; a block
secured within the hollow main frame member; and a compression spring located
between the end of each of the inner members and the said block, substantially
as and for the purpose specified.
8. In a cycle, a main frame adapted to carry a main wheel, and provided with
a hollow member formed on an arc of a circle struck from the centre of the main
axle, in combination with frames adapted to carry steering and trailing wheels
and journaled about the axle of the main wheel, each frame having a member
telescoped within the hollow member of the main frame; a block secured within
the hollow main frame member; a compression spring located between the end of
each of the inner members and the said block, and set-screws threaded through
the main frame member into slots formed in the inner members, substantially as
and for the purpose specified.
9. In a cycle, a main frame, two sleeves rigidly connected to the said frame;
a hollow hub, the end disks of which have bearings upon the said sleeves; a gear
pinion fast to one end of the said hub; arms connected to the inner ends of the
said sleeves; a shaft journaled within the said arms; a pinion upon a shaft
between the arms; and a pinion upon the shaft meshing with the pinion upon the
hub, in combination with an axle having bearings within the aforesaid sleeves;
and a pinion on the axle between the inner ends of the sleeves, meshing with the
pinion between the aforesaid arms, substantially as and for the purpose specified.
10. In a cycle, the main frame A; two sleeves P, 1', rigidly connected to the
said frame; the hollow hub R; the end disks S, of which embrace the said hub;

page_text: the arms U, fast on the inner ends of the sleeves P'; the shaft V, journaled
in the said arms; the pinion A¹' on the said shaft; the pinion B₁ on the shaft
meshing with the pinion T; in combination with the axle M; the pinion O,
thereon meshing with the pinion A'; the cups and cones o, q, r, s, t, and balls
therefor; and the adjusting nuts Q, substantially as and for the purpose specified.
11. In a cycle, the main frame A; two sleeves P, P, rigidly connected to the
said frame; the hollow hub R; the end disks S, of which embrace the said sleeves;
the gear pinion T, fast on said hub; the arms U, fast on the inner ends of the
sleeves P the shaft V, journaled in the said arms; the pinion A on the said shaft;
the pinion B on the shaft meshing with the pinion T, in combination with the
axle M; the pinion 0, thereon "meshing with the pinion A¹; the cups and
cones o,, r, s, t, and balls therefor; the adjusting nuts Q; and the frames D,
and G, journaled on the said nuts, substantially as and for the purpose specified.
12. In a cycle, a main frame, two sleeves rigidly connected to the said frame; a
hollow hub comprising end disks and a casing engaging the end disks which are
clamped together securely and have bearings upon the said sleeves; arms con-
nected to the inner ends of the said sleeves; a shaft journaled within the said
arms; a pinion upon the shaft between the arms; and a pinion upon the shaft
meshing with the pinion upon the hub, in combination with an axle having bear-
ings within the aforesaid sleeves; and a pinion on the axle between the inner
ends of the sleeves meshing with the pinion between the aforesaid arms, sub-
stantially as and for the purpose specified.
13. In a cycle, a main frame carrying a main wheel and having a hollow curved
member detachably connected thereto, which member is formed on the arc of a
circle struck from the centre of the axle of the main wheel, substantially as and
for the purpose specified.
14. In a cycle, a wheel carried by a fork, in combination with a frame within
which the said fork is journaled and a coil spring upon the fork, one end of
which is secured to the fork and the other to the frame, substantially as and for
the purpose specified.
15. A cycle frame formed in parts provided with spring connections, the parts
being adapted to carry the main wheel, the steering wheel and a
trailing wheel,
so that each wheel is capable of independent vertical motion, in combination with
driving gear directly connected to the hub of the main wheel so that the rider's
seat may be supported substantially directly above the main axle, substantially
as and for the purpose specified.
D
11
1
2 T
1000
TONGUE & BIRKBECK,
Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Applicants.