Improvements in Wheels.
Year: 1893

page_text: Date of Application, 2nd May, 1893
Complete Specification Left, 2nd Feb., 1894-Accepted, 3rd Mar., 1894
Improvements in Wheels.
I, WILLIAM BORTHWICK SMITH, of 139, Cannon Street, in the City of London,
Engineer, do bereby declare the nature of this invention to be as follows:-
This invention relates to the wheels of vehicles, and more especially to the wheels
of bicycles and other velocipedes.
In order to put the invention in operation I form the metal rim so that it shall
have a certain amount of flexibility and resiliency under pressure, independent of
the elasticity of the rubber or other outer tyre. For this purpose I make the metal
rim of semi-circular or other suitable shape in cross section, the spokes of the wheel
being fixed to it in the usual way. Instead however of fitting the usual solid or
hollow india rubber tyre into the semi-circular rim as usual, I bend over the sides
or edges of the latter (which have been left projecting sufficiently for the purpose)
so that their parallel edges approach each other, forming a diameter to the semi-
circular rim, but leaving sufficient space between their edges. I make the india
rubber tyre also more or less semi-circular in cross section, a projecting rib being
left upon its flat side of such size and shape that it can be compressed into the
space between the metal edges and holds the tyre firm upon the rim. The metal
edges which support the tyre are sufficiently elastic to add considerably to the
elasticity and resiliency of the wheel, and they may be divided by a series of
transverse cuts so as to form tongues by which the elasticity is considerably
increased.
The method of construction described may be varied more or less. For instance
the edges of the two plates which receive the projection upon the india rubber
tyre may be made to rise up from the edges of the rim toward the centre instead of
being flat across, or they may be made to incline downwards or inward instead of
outward.
The edges and angles of the plate may be turned over and beaded. In some
cases instead of attaching the spokes to the inside of the metal rim, the latter may
be swelled out on its inner side into a tubular or other convenient shape to receive
the screwed ends and nuts of the spokes.
EDWARDS & Co.,
35, Southampton Buildings, London, Agents for the Applicant.
COMPLETE SPECIFICATION
Improvements in Wheels.
I, WILLIAM BORTHWICK SMITH, of 139, Cannon Street, in the City of London,
Engineer, 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 relates to the wheels of vehicles, and more especially to the wheels
of bicycles and other velocipedes.
In order to put my invention in operation I form the metal rim of the wheel in
such manner that it shall have a certain amount of flexibility and resiliency under

page_text: pressure, independent of the elasticity of the rubber or other outer tyre which it
carries. For this purpose (as illustrated in Figure 1 of the accompanying drawing
which is in illustration of my invention), I make the metal rim a of semi-circular or
other suitable shape in cross section, the spokes of the wheel being fixed to
it in any of the usual ways. Instead, however, of fitting the usual solid or
hollow india-rubber tyre (shewn solid at 6) into the semi-circular rim a as
usual, I bend over the sides or edges c, c, of the latter (which have been left
projecting to a sufficient width for the purpose) so that their parallel edges
approach each other, forming a diameter to the semi-circular rim, but leaving
sufficient space between their edges at d. I make the india-rubber tyre b also more
or less semi-circular in cross section, a projecting rib e being left upon its flat side
of such size and shape that it can be compressed into the space d between the metal
edges, and it then holds the tyre firm upon the rim. The metal edges c, c, which
support the tyre b are sufficiently elastic to add considerably to the elasticity
and resiliency of the wheel, and they may be divided by a series of transverse
cuts so as to form tongues by which the elasticity is considerably increased.
The edges where the rim a meet the parts c, c, are preferably curved up somewhat,
as shewn at f, f.
The method of construction described may be varied more or less. For instance,
(as illustrated in Figure 2), the edges of the two plates c, c, which receive the
projection e upon the india-rubber tyre b may be made to rise up from the edges of
the rim toward the centre as shewn instead of being flat across, or they may be
made to incline downwards or inward instead of outward as shewn at c, c, in
Figure 3.
The edges and angles of the plate may be turned over and beaded. In Figure 2
the metal rim of the wheel is shewn in two thicknesses, the outer part a' being fitted
and fixed upon the inner part a, and its upper edges at h, h', whether turned over
or not, being elevated and turned somewhat inward so as to embrace and hold the
indiarubber tyre b. In this arrangement, the projection e upon the tyre may in
some cases be omitted, the space between the plates c, c, being narrower and
covered if necessary by a separate ring.
In the different arrangements described and illustrated, the flanges o being
somewhat flexible and elastic, add considerably to the resiliency of the tyre.
In some cases instead of attaching the spokes to the inside of the metal rim a,
the latter may be swelled out on its inner side into a tubular or other convenient
shape (as illustrated at 9 in Figure 3) to receive the screwed ends and nuts of the
spokes, perforations being made through the sides of g to afford access to the nuts,
and the sides being preferably provided with vertical or diagonal slots to increase
the resiliency.
I do not confine myself to the precise details, method of arrangement, and
proportions of the different parts, which may be varied more or less as may be
found desirable, and the improved tyres may be applied to the wheels of other
vehicles, as well as to those of velocipedes.
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 :
In the rims and tyres of wheels-
1. The combination of the curved metal rim a, edges c, c, bent in toward each
other, but leaving a space d between them, and tyre b, having the projection e, all
arranged and operating substantially as and for the purpose described and illustrated
in Figure 1.
2. The combination of the curved metal rim a, edges c, c, bent in toward each
other, but rising up as they approach, and tyre b, having the projection e, all
arranged and operating substantially in the manner and for the purpose described
and illustrated in Figure 2.

page_text: 3. The combination of the curved metal rim a, edges c, c, bent in toward each
other, but inclining down as they approach, and tyre b, having the projection e, all
arranged and operating substantially in the manner and for the purpose described
and illustrated in Figure 3.
Dated this 2nd day of Februar 180A
EDWARDS & Co.,
35, Southampton Buildings, London, Agents for the Applicant.

page_text: Date of Application, 2nd May, 1893
Complete Specification Left. 2nd Mar., 1894-Accepted, 2nd May, 1894
PROVISIONAL SPECIFICATION.
Improvements in the Construction of Velocipedes and other
Wheeled Vehicles.
1, WILLIAM BORTHWICK SMITH, of 139, Cannon Street, in the City of
London, Engineer, do hereby declare the nature of this invention to be as
follows:-
:-
My invention relates more especially to bicycles, tricycles and other velocipedes,
but parts of it are also applicable to wheeled vehicles of other kinds.
It has for its objects novel methods of construction and arrangement of the
different parts, by which great strength and durability are obtained, together with
economy of first cost, and in wear and tear, and great efficiency for the various
purposes required.
The first part of my invention relates to the frames of bicycles which I construct
in a manner somewhat similar to that of a so called "safety" rear driving bicycle,
but with the saddle and the steering handles reversed, so that the rider sits with
his back to the steering wheel and drives the front wheel by means of pedal cranks
and speeded chain gearing, or by treadle levers, in any of the usual methods or by
the novel means hereinafter described.
The framework carrying the wheels may be either of the diamond frame pattern
ordinarily used, or it may be modified more or less so as to be best adapted to the
rider's requirements, and to the methods of driving and steering which may be
adopted, and either with rigid framework or with joints or spring connections (with
or without bracing wires between points subject to most strain) as desired, but
always so that the front or driving wheel shall run straight or without turning or
pivoting in the framework which carries it, whilst the hind or steering wheel is
capable of turning movement in either direction by means of a controlled socket
or pivotted or jointed connection with the steering wheel fork or rear end of
the framework, and is preferably hung in its bearings so as to have somewhat
of the nature of a castor wheel, which when not under the control of the rider
will always have a tendency to run in a straight line following the front driving
wheel.
The two wheels may be both of equal diameter or either of them may be of
larger diameter than the other, but I prefer to construct them with the hind
(steering) wheel of somewhat smaller diameter than that of the front (driving)
wheel. The rider's saddle may be attached direct upon the upper longitudinal
bar or tube of the frame, or it may be attached to perpendicular or more or less
inclined saddle post, tube, or stay, connecting the lower and upper parts of the
frame respectively, or it may be socketted upon or suspended between the handle
bar stem or the saddle post and the upper part of the frame upon which the saddle
support will be adjustable to any desired height or position.
The control of the hind wheel for steering the bicycle may be arranged in
various ways as for instance by means of a rod connecting the opposite sides of the
handle bar and hind wheel fork respectively, and crossing from side to side under
the upper part of the frame, or by means of a bar or rod provided with teeth and
gearing with pinions connected with the steering handle bar and the stem of the
hind wheel fork respectively, or by means of bevelled gearing similarly connected
at either or both ends of the frame, whilst the steering handle bar or bars may
have a turning motion horizontally or a rocking motion sideways or vertically, by

page_text: means of which the necessary movement is imparted to the steering wheel. It will
be obvious that by removing the steering handle bar to the upper part of the
steering wheel stem and reversing the position of the saddle the bicycle so
constructed may be ridden as an ordinary rear-driving safety bicycle.
The steering handle bar may be made adjustable so that the handles can be
turned to any desired angle.
In a modified method of arrangement I sometimes construct the framework of
the bicycle with a jointed connection or connections about midway between the
front and hind wheels, but instead of this jointed connection being vertical as is
usual in bicycles constructed on this principle I make the jointed connection more
or less inclined from the perpendicular either backward or forward from the lower
point of connection, so that if the rider is seated on the front section of the jointed
frame or on the back section of the frame respectively, his weight in turning the
bicycle from a straight course will be more or less inclined over toward that side
toward which the bicycle is turned or steered, thereby counteracting the usual
tendency in bicycles hitherto made on this principle with vertical jointed con-
nections, to overturn the rider from the off-side when turning swiftly or at right
angles.
In bicycles of this construction when propelled by the front wheel and with the
rider sitting on the front section of the jointed frame, I control the steering by
the hind wheel by means either of a handle bar in front connecting with a sector
and a pinion connected with the hind section of the frame, or by means of a lever
and link connection, or in any other convenient way, with or without a socket joint
at about the upper point of connection between the front and hind sections of the
jointed frames respectively.
•
In constructing bicycles upon this principle suitable for use by a lady or by two
riders sitting one behind the other, I make the frame at the rear end similar to
that of an ordinary lady's rear-driving "safety," with the lady's saddle bar
telescoping into or otherwise connected to the usual tubular saddle post, which is
brought down to a point below the centre of the driving crank and then curved
upwards in front of the rider at an angle of inclination from the perpendicular
forward, the upper extension of this tube forming the upper point of connection or
joint with the framework carrying the front steering wheel and also the steering
handles, there being also a lower jointed point of connection between the framework
of the rear and front wheels at about the level of the wheel centres, and suitable
stays connected with the bearings of each wheel respectively.
"
When intended for two riders the saddle bar for the second or front rider will
be attached to the upper front extension of the same tubular framework which
carries the rear rider's seat at about the same level and at or about the point where
the two parts of the frame are jointed together, the front rider driving the front
or steering wheel as in a geared ordinary bicycle either by means of the special
speed gearing hereinafter described, or by other speed,mechanism for the like
purpose, connected with the front wheel hub to work by the usual pedal cranks, or
by means of treadle levers speeded by "sun and planet' gearing or otherwise.
The steering handles used by the front rider will be connected, by means of a rod
carried under the rider's seat, with the framework carrying the front wheel, and
also through the jointed connection with the steering handles used by the rear
rider, so that either or both riders can steer. The rod or rods connecting the back
and front steering handles will be preferably curved to form a semi-circle, and
adjustable both for height at the front or at the back, and also in width of the
handle bars, by simply turning or drawing them backward or forward through their
tubular connections with the front wheel frame and with the combined steering and
front saddle post. The back wheel stay is extended, both to stay the lower front
end of the front saddle and steering post and also to form a bridge to carry the
chain wheel axle bearing, which latter may be adjusted upon it. This stay would
be formed of twin parallel bars or tubes. The double stay rod between the upper
ends of the saddle posts may be either looped over the head of the rear saddle post,

page_text: or that end of it may be removed and attached to a hook or other point of con-
nection at about the bottom end of the same rear saddle post, the other front end
being either jointed or adjustably connected to the top of the front post.
For the purpose of applying brake power when necessary I sometimes apply a
roller or toothed wheel either operated by hand or foot pressure, and bearing upon
the upper or the under side of the driving chain which connects the pedal cranks
with the driving wheel, the roller brake or wheel being itself either attached by
means of a lever or other connection to the framework, or by means of a rod and
lever or otherwise to the steering handle, and having a coiled wire or other spring
attachment to keep it from contact with the driving chain when brake power is
not being applied.
"
For the purpose of obtaining increased speed of the driving wheel as compared
with that of the pedal axle, where the motive power is applied direct upon the
geared
axle or central spindle of the driving wheel, as in what is known as a
ordinary" bicycle, I obtain the desired extra speed in the driven wheel by means
of an arrangement in which the hub of the driving wheel is fixed upon an axle
which revolves in bearings at the lower end of the wheel fork in the usual way
and carries at its ends outside the bearings toothed pinions of the required size.
Formed or fixed adjustably upon the fork arms above the bearings is arranged at
each side a bracket or arm which after projecting outward is turned down outside
the toothed pinion and has provided upon its outer side a stud parallel with but
above the wheel axle, and upon this stud is fitted and turns freely a larger wheel
having internal teeth which gears with the toothed pinion upon the wheel axle.
The internal toothed wheel also carries the pedal lever and a ball or pivot is
preferably arranged between the outer end of the wheel axle and the inner side
of the bracket. Ball or anti-friction bearings are also provided where necessary.
By fitting an excentric bush upon the stud which carries the internally toothed
wheel a larger or smaller wheel may be used to gear with the toothed pinion.
Where a high speed of two or more revolutions of the driving wheel to one
revolution of the pedal levers is desired, I dispense with the arm or bracket just
described for carrying the internal gear wheel and pedal lever or crank, and
instead thereof I extend an arm of sufficient length downward from the lower end
of the fork below the bearing in the latter and in the lower end of this arm I form
or fix a spindle of sufficient length extending outward parallel with the axle.
Upon this spindle I arrange both the internally geared wheel and the pedal lever
(which may either be made in one piece or separate parts connected together) so
that they can both revolve freely upon the spindle with the intervention of balls
or other suitable anti-friction bearings, and with or without an excentric bush, as
previously described, fixed upon the said spindle to facilitate the change of the
internally geared wheel for the purpose of varying the proportion between
the latter and the toothed pinion.
Another part of my invention relates to the wheel bearings or journals of bicycles
and other velocipedes.
I form the bearing by inserting a loose helical coil of metal wire, either round,
flattened, or square edged, in section, between the axle or spindle (upon the surface
of which it has a bearing inside) and the inner surface of the wheel hub or journal
box (against which it takes its outer bearing) but is free to revolve with either
or partly with each connecting surface.
Such bearings may be of any desired length and may be formed either with
close coils or with more or less open coils, of steel, brass, or any suitable anti-
friction metal or alloy, and the shake caused by wear may be adjusted either by
means of a screw collar on the axle or at either end of the hub or journal for
compressing the coiled bearing, or the hub or journal' box itself may be split and
more or less compressed by means of conical screw collars, or otherwise closed in
to compensate for the wear of the coiled bearings. At the ends of such bearings,
or instead thereof for short bearings where balls are usually employed, I insert
metal rings of suitable size and diameter and of any desired section, which are also

page_text: free to revolve with the axle or shaft or with the hub or journal box between
which the ring forms a loose connection.
I prefer to make the pedal levers of geared bicycles, whether constructed in
the manner already described or otherwise, of hollow metal tube open at one or
both ends and with adjustable sliding collars or other suitable connections with
the pedals and the driving wheel or wheel axle respectively, and in the hollow
centre of such pedal levers I insert another smaller tube or bar of metal or other
material sliding therein telescopically and having a threaded screw or spring or
other connection at either end for fixing it in place in the pedal lever, but 80
arranged that it may be drawn out to any desired extent and then fixed for the
purpose of forming a third point of support for the bicycle on either side when not
in use, or to serve as a stand for supporting and exhibiting the bicycle. Or
as a modified method of arrangement the pedal lever itself with the pedal attached
to it may be made telescopically extensible to a sufficient extent, for the same
purpose.
EDWARDS & Co.,
35, Southampton Buildings, London, Agents for the Applicant.
Improvements in the Construction of Velocipedes and other
Wheeled Vehicles.
I, WILLIAM BORTHWICK SMITH, of 139, Cannon Street, in the City of London,
Engineer, 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 that is to say :-
My invention relates more especially to bicycles, tricycles and other velocipedes,
but parts of it are also applicable to wheeled vehicles of other kinds.
It has for its objects novel methods of construction and arrangement of the
different parts, by which great strength and durability are obtained, together with
economy of first cost, and in wear and tear, and great efficiency for the various
purposes required.
The accompanying drawings are in illustration of my invention.
"
The first part of my invention (as illustrated in Figure 1) relates to the frames
of bicycles which I construct in a manner somewhat similar to that of a so called
" safety rear driving bicycle, but with the saddle (shewn in dotted lines at a)
and the steering handles (shewn in dotted lines at 6) reversed, so that the rider
sits with his back to the steering wheel c and drives the front wheel d by means of
pedal cranks and speeded chain gearing as shewn, or by treadle levers, in any of the
usual methods or by the novel means hereinafter described.
The framework carrying the wheels may be either of the diamond frame pattern
ordinarily used, or it may be modified more or less so as to be best adapted to the
rider's requirements, and to the methods of driving and steering which may be
adopted, and either with rigid framework or with joints or spring connections (with
or without bracing wires between points subject to most strain) as desired, but always
so that the front or driving wheel d shall run straight or without turning or pivoting
movement in the framework which carries it, whilst the hind or steering wheel c is
capable of turning movement in either direction by means of a controlled socket or
pivotted or jointed connection with the steering wheel fork or rear end of the frame-
work, and is preferably hung in its bearings so as to have somewhat of the nature of
a castor wheel, which when not under the control of the rider will always have a
tendency to run in a straight line following the front driving wheel.
The two wheels may be both of equal diameter or either of them may be of

page_text: larger diameter than the other but I prefer to construct them with the hin
(steering) wheel c of somewhat smaller diameter than that of the front (driving)
wheel d. The rider's saddle a may be attached direct upon the upper longitudinal
bar or tube e of the frame, or it may be attached to a perpendicular or more or les<
inclined saddle post, tube, or stay, connecting the lower and upper parts of the
frame respectively.
The control of the hind wheel for steering the bicycle may be arranged in
various ways as for instance by means of a rod g connecting the opposite sides of the
handle bar b and hind wheel fork h respectively, and crossing from side to side under
the upper part e of the frame.
It will be obvious that by removing the steering handle bar b and affixing same
to the upper part of the steering wheel stem as shewn at band reversing the
position of the saddle a to a¹ the bicycle so constructed may be ridden as an ordinary
rear driving safety bicycle and for this purpose I form the steerage connections so
that they can be adapted to either position.
The steering handle bar may be made adjustable so that the handles can
be turned to any desired angle, and also raised or lowered to suit the rider's
requirements.
In a modified method of arrangement illustrated in Figure 2 I sometimes
construct the framework of the bicycle with a jointed connection or connections
at i between the front and hind wheels, but instead of this jointed connection being
vertical as is usual in bicycles constructed on this principle, I make the jointed
connection more or less inclined from the perpendicular as shewn either backward
or forward from the lower point of connection, so that if the rider is seated upon
the front section of the jointed frame, or on the back section of the frame
respectively, his weight in turning the bicycle from a straight course will be more
or less inclined over toward that side toward which the bicycle is turned or steered,
thereby counteracting the usual tendency in bicycles hitherto made on this principle
with vertical jointed connections, to overturn the rider from the off side when
turning swiftly or at sharp angles.
In constructing bicycles upon this principle suitable for use by a lady or by
two riders sitting one behind the other (tandem fashion) I make the frame at
the rear end somewhat similar to that of an ordinary lady's rear-driving
safety," with the lady's saddle-bar k telescoping into or otherwise connected to
the usual tubular saddle post l, which is brought down to a point below the centre
of the driving crank, and is then curved upwards in front of the rider at m at an
angle of inclination from the perpendicular forward, the upper point of connection
or joint with the framework carrying the front steering wheel and also the steering
handles; there being also a lower jointed point of connection between the frame-
work of the rear and front wheels at about the level of the wheel centres and
suitable stays connected with the bearings of each wheel respectively. When
intended for two riders the saddlebar n for the second or front rider will be
attached to the upper front extension m of the same tubular framework which
carries the rear rider's seat, at k, at about the same level and at or about the point
where the two parts of the frame are jointed together, the front rider driving the
front or steering wheel as in a geared ordinary bicycle either by means of the
special speed gearing hereinafter described, or by other speed mechanism for the like
purpose.
The steering handles o used by the front rider will be connected, by means of
a rod or rods carried under the riders' seat, with the framework m carrying the
front wheel, and also through the jointed connection with the steering handles r
used by the rear rider, so that either or both riders can steer by means of the same
handle bars but by turning the opposite ends thereof. The rod or rods p connecting
the back and front steering handles will be preferably curved to form a semi-circle,
and be adjustable both for height at the front or at the back, and also in width of the
handle bars, by simply turning them or drawing them backward or forward through
their tubular connections with the front wheel frame and with the combined

page_text: steering and front saddle post. The back wheel stay t is extended both to stay tho
lower front end of the front saddle and steering post m, and also to form a bridge
to carry the chain wheel axle bearings which latter may be adjusted upon it. This
stay is preferably formed of twin parallel bars or tubes. The double stay rod "
between the upper ends of the saddle posts may be either looped over the head
of the rear saddle post, or that end of it may be removed as shewn in dotted.
lines at (when required for a lady's use as rear rider) and attached to a hook or
other point of connection at about the bottom end of the same rear saddle post 1,
the other (front) end being either jointed or adjustably connected to the top of the
front post, m.
For the purpose of applying brake power when necessary I sometimes (as shewn
in Figure 1) apply a roller or toothed wheel either operated by hand or foot
pressure and bearing upon the upper or the under side or preferably upon both the
upper and under outsides of the driving chain which connects the pedal cranks with
the driving wheel, the roller-brake or wheel being itself either attached by means
of a lever or other connection to the framework, or by means of a rod or lever
or otherwise to the steering handle, and having a coiled wire or other spring
.attachment to keep it from contact with the driving chain when brake power is not
being applied.
"
For the purpose of obtaining increased speed of the driving wheel as compared
with that of the pedal axle where the motive power is applied direct upon the axle
or central spindle of the driving wheel, as in what is known as a "geared ordinary'
bicycle, I obtain the desired extra speed in the driven wheel by means of an
arrangement (illustrated in Figures 3 and 4) in which the hub 1 of the driving wheel
is fixed upon an axle which revolves in a bearing, at the lower end of the wheel
fork 2 in the usual way and carries at its ends outside the bearings toothed pinions 3
of the required size.
Formed or fixed adjustably upon the fork arms 2 above the bearings (or below
as shewn in dotted lines) is arranged at each side a bracket or arm 4 which after
projecting somewhat outward is turned down outside the toothed pinion 3 and has
provided upon its outer side a stud 5 parallel with but above the wheel axle and
upon this stud is fitted and turns freely a larger wheel 6 having internal teeth
which gears with the (externally) toothed pinion 3 upon the wheel axle.
The internal toothed wheel also carries the pedal lever, and a ball or pivot 8 is
preferably arranged between the outer end of the wheel axle (or of the pinion
thereon) and the inner side of the bracket 4. Ball or anti-friction bearings are also
provided where necessary.
By fitting an excentric bush upon the stud which carries the internally toothed
wheel, a larger or smaller wheel may be used to gear with the toothed pinion or a
larger or smaller pinion may be substituted without other change of parts, but I
generally prefer to make this adjustment by raising or lowering the said brackets
or arms 4 at their connection with the fork arms 2 on each side of the driving
wheel as this gearing will need to be duplicated.
Another part of my invention relates to the wheel bearings or journals of
bicycles or other vehicles.
I form the bearing as illustrated in Figures 5 and 6 by inserting a loose helical
coil 9 of metal wire, either round, flattened or square-edged in section,
between the axle or spindle 10 (upon the surface of which it has a bearing inside)
and the inner surface of the wheel hub or journal box 11 (against which it takes
its outer bearing) but is free to revolve with either or partly with each connecting
surface.
°
Figure 7 shews a series of rings instead of a helical coil.
Such bearings may be of any desired length and may be formed either with close
coils or with more or less open coils of steel, brass, or other suitable anti-friction
metal or alloy, and the shake caused by wear may be adjusted either by means of
a screw collar 12 on the axle at either end of the hub or journal for compressing
the coiled bearing, or the hub or journal box may be split and more or less

page_text: compressed by means of conical screw collars, or otherwise closed in to compensate.
for the wear of the coiled bearings. At the ends of such bearings and either-
connected therewith, or instead thereof for short bearings where balls are usually
employed (as illustrated in Figures 10 and 11), I insert metal rings 16 of suitable.
size, and diameter, and of any desired section, which are also free to revolve with.
the axle 10 or with the hub or journal box 11 between which the ring 16 (or rings,.
if more than one) forms a loose connection.
The rings may be solid or split as shewn in Figure 11.
I prefer to make the pedal levers of geared safety bicycles, whether constructed
in the manner already described or otherwise (as illustrated in Figure 1, and
in Figures 8 and 9), of hollow metal tube 13 (Figures 1 and 8) open at one or both
ends and in the hollow centre of such pedal levers, I insert another smaller tube-
or bar 14 of metal or other material sliding therein telescopically and having a.
threaded screw or spring or other connection at either end for fixing it in place in.
the pedal lever but so arranged that it may be drawn out to any desired extent.
and then fixed for the purpose of forming a third point of support for the bicycle
ou either side of the wheel when not in use, or to serve as a shop stand, for
supporting and exhibiting the bicycle. Or, as a modified method of arrangement.
(illustrated in Figure 9) the pedal lever itself 15 with the pedal attached to it
may be made capable of being drawn out (through the socket upon the end of
the axle in which it fits and can be fixed) to a sufficient extent for the same.
purpose.
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 1.
claim is :-
1. In bicycles of the kind first herein described, the method of construction, by
which the steering wheel may be either in front or rear, the saddle bar and
steering handle being so constructed as to be removeable to either of the two.
positions respectively necessary, without the addition or substitution of any other
parts, substantially as described.
The bicycle frame formed in two parts jointed by a joint situated between.
the two wheels, such joint being inclined from the perpendicular, substantially in.
the manner and for the purpose described.
3. In bicycles adapted to be used by a lady, a frame having a tubular saddle
post in which the saddle bar fits and can be adjusted, the lower end of such tubular
saddle post inclining forward to a point below the driving crank and being then.
curved and inclined upward, the upper end being jointed to the framework
carrying a frout steering wheel and steering handle, and a lower jointed point of
connection being also provided between the frames of the rear and front wheels at
or near the level of the wheel centres, and suitable bars connecting the bearings of
each wheel to the two parts of the frame respectively, the brackets carrying the
pedal axle being adjustably fitted upon the said bars substantially as described.
4. In tandem bicycles constructed as described in Claim 3 to be used by two
riders one seated in front of the other, formed with frames in two parts jointed
together in the manner described and claimed in Claim 3, the method of
connecting the saddle bar for the front rider to an upper front extension of the
tubular framework which carries the rear rider's seat, at or near the level where
the two parts of the frame are jointed together, the front rider driving the front
or steering wheel by means of suitable gear, and the steering handles used by the
front rider being fixed upon rods upon the other ends of which the steering
handles used by the rear rider are fixed, substantially in the manner described.
5. The method of connecting together the back and front steering handles by
curved bars passing through guides socketted upon the upper end of the front
tubular frame, and also through sockets upon a transverse bar at the upper end of
the steering fork, so that their position can be adjusted both in height at the back
and front, and also in width laterally, substantially as described.

page_text: 6. In bicycles of the kind described and claimed in Claims 3 and 4, the method
of staying the parts of the frame together by moveable and adjustable stays,
substantially as and for the purpose described.
7. In bicycles and other cycles the method of applying brake power by pressing
a roller or toothed wheel upon the driving chain of the machine, substantially as
described.
8. The method of obtaining increased speed of the driving wheel as compared
with that of the pedal axle by means of gear consisting of a pinion fixed upon
the axle of the driving wheel which pinion gears with an internal toothed wheel
carried by the pedal crank, the said wheel revolving upon a stud carried upon an
adjustable bracket fitted upon the arm of the fork which carries the driving wheel
of the machine, an anti-friction ball or pivot being arranged between the bracket
and the end of the axis, substantially as described.
9. The bearing consisting of a loose helical coil of metal arranged between an
axle or spindle, upon the surface of which it has a bearing inside, and the inner
surface of a wheel hub, or axle box, against which it takes its outer bearing, in
combination with a screw collar or equivalent device by which it can be compressed
endways, substantially as and for the purpose described.
10. The bearing consisting of loose metal rings, in place of the helical coil
described in Claim 9, arranged between the axle or spindle and the wheel hub, or
axle box, substantially as and for the purpose described.
11. The combination with the tubular pedal lever of bicycles, of a tube or bar
sliding in the said pedal lever and capable of being drawn out and fixed, to form
a support for the bicycle when not in use, substantially as described.
Dated this 2nd day of February 1894.
EDWARDS & Co.,
35, Southampton Buildings, London, Agents for the Applicant.