IMPROVEMENTS IN VELOCIPEDES
Year: 1884

page_text: "
I, EDWARD BURSTOW, of Horsham, in the County of Sussex, Architect, do
hereby declare the nature of my invention for "IMPROVEMENTS IN VELOCIPEDES
to be as follows:-
Whereas Letters Patent under the Great Seal where granted to me dated
15th November 1880 Numbered 4707 for an invention of Improvements in Veloci-
pedes. Now this invention relates to certain modifications in and improvements
in the machines described in the Specification filed in pursuance of the said
Letters Patent and now generally known as the Centrecycle.
According to this invention I make use of two driving wheels instead of one
only, as described in the said Specification, and two small guiding wheels in-tead of
four, and place the treadles between the driving wheels on the cranked axle
connecting them. I mount these wheels in a frame constructed substantially in
the same manner and with the same joints as that described in the Specification of
my said former Patent, except that it is made much wider so as to carry the two
driving wheels placed outside of it instead of only one placed inside, At each end
of the frame the back and the front I place a small guiding wheel, the fork of ench
of which I mount on a nearly vertical axle but slightly inclined as shown in the
specification of my former patent, and I connect the said nearly vertical axles,
together by means of connecting rods in such manner that when the front wheel is
turned by the steering gear, the back wheel is also turned but in the opposite
direction so that the two wheels always follow each other properly.
In order to obviate the difficulty arising from the difference in the distance to be
traversed by the two driving wheels when travelling in a curve and the consequent
tendency of one of them to slip, I either make use of an arrangement for that
purpose, placed between the wheels, or I key the two wheels rigidly to the axle,
and avail myself of the means afforded by the arrangement of the Steering
apparatus and its connection with the back bone of the machine, to raise one of
the two driving wheels slightly off the ground, or to take nearly all the weight off
it, so that the machine then runs practically on three wheels only, viz the two
small steering wheels and one driving wheel.
The Saddle I support over the centre of the machine as in my foriner Patent,
excepting that the fork is replaced by a support differing in shape so as to meet the

page_text: altered conditions and I connect the Steering handle with the nearly vertical axis in
front in the same manner as in my centrecyclo.
If I desire to place the saddle at a lower level than is indicated above I can do
so by constructing the machine with cranks placed at a lower level than the centres
of the driving wheels, and connecting with the latter by means of endless chains or
bands running over pulleys.
By thus combining my articulated frame with two driving wheels, I produce a
machine which combines the almost life-like movements of the centrecycle with
some of the advantages of the older forms.

page_text: I EDWARD BURSTOW, of Horsham, in the County of Sussex, Architect, do hereby
declare the nature of my Invention for "IMPROVEMENTS IN VELOCIPEDES" and in
what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
Whereas Letters Patent under the Great Seal were granted to me dated
16th November 1880 Numbered 4707 for an invention of Improvements in
Velocipedes. Now this invention relates to certain modifications in and improve-
ments on the Machine now generally known as the Centrecycle and described in
the Specification filed in pursuance of the said Letters Patent.
According to this invention I make use of two driving wheels instead of one
only as described in the said Specification and two small guiding wheels instead
of four, and place the treadles between the driving wheels on the cranked axle
connecting them. I mount these wheels in a frame constructed substantially in
the same manner and with the same joints as that described in the Specification of
my said former Patent, except that it is made much wider so as to carry the two
driving wheels placed outside of it, instead of only one placed inside. At each end
of the frame, the back and the front, I place a small guiding wheel, the fork of each
of which I mount on a spindle which may be either vertical or slightly inclined as
shown in the Specification of my former Patent, and I connect the said vertical or
nearly vertical spindles together by means of connecting rods in such manner that
when the front wheel is turned on the spindle of its fork by the steering gear the
back wheel is also turned but in the opposite direction, so that the two wheels
always follow each other properly.
In order to obviate the difficulty arising from the difference in the distance to
be traversed by the two driving wheels when travelling in a curve and the
consequent tendency of one of them to slip, I make use of an arrangement or
gearing Apparatus hereinafter described.
The Saddle I support over the centre of the Machine as in my said former
Patent, and I connect the steering handle with the vertical or nearly vertical
spindle in front, in the same manner as in my Centrecycle. If I desire to place
the saddle at a lower level than is indicated above I do so by constructing the
Machine with cranks placed at a lower level than the centres of the driving wheels,
and connecting with the latter by means of endless chains or bands running over
pulleys.
By thus combining my articulated frame with two driving wheels, I produce
a Machine which combines the almost life-like movements of the centrecycle with
some of the advantages of the older forms.
In the annexed Sheets of Drawings of my said Velocipede, Fig 1, is a side
elevation; Fig 2 is a front elevation; Fig 3 is a plan; Fig 4 a vertical section
taken on the line X X; Figs 5, 6, 7, 8, 9 and 10 show the details of the construction
of my improved gearing apparatus, that is to say, Fig 5 is a horizontal section
taken on the line B', B¹; Fig 6 is a transverse vertical section taken on the
line A, A', Figures 5 and 8; Fig 7 is a transverse vertical section taken on
the line D', D', Figs 5 and 8; Fig 8 is a longitudinal vertical section through the
line C, C, Fig 7; Fig 9, is an external elevation of the gearing apparatus as I adapt
it for use in such a Machine as is shown in Figs 11, 12, 13 and 14; and Fig 10 is
a vertical section of the same; Fig 11 is a front elevation of a modified form of the
previously described machine, in which the seat is brought to a lower level and the
treadles consequently placed on a separate shaft at a lower level than that of the
1

page_text: driving-wheels; Fig 12 is a longitudinal section of the same through its central
line; Fig 13 is a plan of the same; and Fig 14 is a side elevation.
In Figa 1, 2, 3, 4, 5, 6, 7 and 8, A, A, indicate the two driving wheels; B, B, two
small steering wheels; C, is the saddle; D, D, the treadles; E, the crank shaft;
F, F, the boxes being parts of the hubs of the wheels containing the gearing
apparatus hereafter described; G, G¹, is the frame of iron or steel tubing and which
is jointed together at g, g, to allow either the leading or trailing steering. wheel or
the driving wheels to rise or fall with the inequalities of the road within moderate
limits comparatively independently of the others. The frame G, G₁, carries the
journal boxes, which are attached to it just behind the joints g, g, and at the front
is formed with an eye a, in which is fixed a short length of vertical or nearly
vertical tube, in which works the upper part or stem of the fork b which carries
the spindle of the front steering wheel.-At the upper extremity of the fork b is a
universal joint c, to the upper member of which is attached a rod d which supports
and is operated by the steering handle H.-At the back of the frame G is another
eye e in which is fixed the tubular bar I, the lower end of which serves to receive
the stem of the fork f and forms a socket in which it works.-The bar I, extends
upwards in a curve which may conveniently form part of a circle of about the
same diameter as that of the driving wheels, and forms a support for the saddle
corresponding with the back bone of a bicyclo.-To the upper part of this bar I is
fixed a lug, which together with a corresponding lug attached to the spring J,
supports the lower end of the spring J, the front and upper end of which is jointed
at i to a collar j through which the rod d works;-k, is a milled head for operating
a screw which works through the bar I--This screw serves to regulate what pro-
portion of the weight of the rider shall rest on the steering wheels, for when the
screw is tightened one or both of the wheels B, B, are lifted slightly from the
plane on which the Machine stands so that it may be used as a front or back
steerer as the rider may desire.
The steering is accomplished by the movement of the handles H, turning the
bar d, the universal joint c, the fork b, and the front wheel B.-The fork b
has attached to it a short crank or arm l, which is turned to the right or left
by the movement of the fork the free end of which is jointed to a con-
necting rod or link m, which is thus moved longitudinally and transmits its
motion through a short vertical crank to a horizontal rod 1, which is thereby
caused to roll or turn on its longitudinal axis, carrying with it a short crank
or arm near its rear end which crank is jointed to a rod 12, to which it com-
municates a longitudinal motion, turning the horizontal crank or arm on the
fork of the hind wheel and thus transmits the motion of rotation on the
vertical spindle of its fork to the hind wheel B, but in the opposite direction
to the movement of the front wheel. In order to obviate the difficulty which
would arise from the difference in the distance to be traversed by the two driving
wheels when passing along a curve if the two wheels were keyed rigidly to the
axle, I place at each end of the crank shaft, or at one end only, an arrangement of
gearing shown in the Figs 5, to 8, in Sheet 2 of the Drawings, in which F represents
a short cylinder or box forming part of the hub of the wheel; E, the crank shaft
which is shewn only partly in Section in Fig. 5, because that section is taken in a
plane lying above the centre of the axle ; L, the journal box, preferably fitted with
ball bearings; M, part of the hub of the wheel; N, is a ring preferably of steel
wire the ends of which n, n, are turned inwards to facilitate its removal for repairs
or otherwise. When it is desired to remove this ring and the attached parts one
has only to press the two ends n n together and the ring will drop out of the
groove in which it is otherwise retained.--To the ring N, are fixed two lugз 0, 0,
and jointed to each of them is a link p, the other ends of which are jointed
respectively to the two ends of the horse shoe-shaped frame Q, which consists of
two parallel plates shewn in section at Q, Q, in Fig 8, and secured together and
supported at the proper distance apart by the screws cr rivets q, q, (which also form
the centres of the joints connecting the frame Q with the links p, p,) and also by

page_text: the pins or screws r,r, which serve as axles for the rollers R, R; S, is a disc having
a rim or flanges at its circumference, in the internal surface of which is a groove
in which the before mentioned ring N works.-The disc S is fitted loosely in a
rabbet in the box F, and is fixed by screws, one of which is shewn at t, to the
tubular bar G, forming part of the frame of the machine, to which is also fixed the
journal box L.-On the crank shaft E is rigidly fixed an eccentric T, which on being
turned either to the right or left in relation to the frame Q, comes in contact with
and presses one of the rollers R, carrying it together with its moveable frame Qto
one side so that the roller becomes jammed between the eccentric and the internal
surface of the box F', so as to compel the two to move together.
The action of this arrangement is as follows; when the rider commences
pedalling, the eccentric T begins to revolve and presses against one of the rollers R
which is thereby caused to move, together with frame Q in which it is mounted,
and which is capable of a lateral motion on the links p-p-until the roller comes in
contact with the internal surface of the box F, when it becomes jammed, so that
the box F is carried round by the eccentric, and the driving wheel, of which the
box F forms part of the hub, is caused to revolve. The disc S being fixed to the
frame remains stationary, and the ring N slides round in its groove being carried
round with the parts p; Q, R, and T, by its attachments to them. If now the
machine begins to take a curved course, that wheel which is on the outer curve will
revolve faster than the other and will therefore carry the box F round faster than
the eccentric, which cannot revolve faster than the driving wheel on the opposite
side of the machine; the roller which was pressed by the eccentric is thus carried
slightly in advance of the position in which it becomes jammed, and consequently it
falls away from the internal surface of the box F, and the driving wheel becomes
free to revolve independently of the driving axle, and the eccentric T carries the
frame Q, round with it by its pressure against one of the rollers, but as the wheel
and with it the box F is going faster than the eccentric, the latter cannot jam the
roller against the formner, and the roller on the opposite side of the eccentric not
being in contact with the surface of the box F, cannot be caught by it and jammed
against the eccentric.
Figa 11, 12, 13, and 14, represent a modified form of the before described machine
in which the same letters of reference so far as they are used indicato corresponding
parts. In this Machine the Saddle is brought to a lower level and consequently
the crank shaft has to be placed at a lower level than the axle of the driving wheels,
and the two connected by pullies and endless chains.
In the drawings Figs. 9, 10, 11, 12, 13, and 14, A, A, indicate the two driving
wheels; B, B, the steering wheels; C, the saddle; D, D, the treadles; E¹, the crank
shaft; F, F, are pulleys on the hubs of the driving wheels, having cogs to take
into the endless chains W; F2, F', are pulleys with similar cogs (shown more plainly
in Fig 9) containing the gearing apparatus and one of which is shewn in Section
Fig 10; G, G, is the frame jointed together at gg. The steering wheels are carried
by forks which work in vertical sockets attached to the frame, and are controlled
by the steering apparatus of which H is the handle; d, a bar working in a collar į,
and connected with the universal joint c, which gives motion to the short horizontal
arm or crank u from which a rod u¹ runs forward and is connected with a short
arm projecting horizontally from the fork of the front wheel, which is thus
brought into connection with the steering handle. Another set of connections
extend from the crank u to the hind wheel and consists of a light but rigid
frame v rigidly attached to the rod u' and extending from the crank u outwards to
the frame of the machine, and then backwards parallel to the frame to a point near
the centre of one of the driving wheels, where it is jointed to the top of a vertical
lever w, which has a fulcrum at or near its centre, and the lower end of which is
jointed to a light but rigid horizontal frame x, which connects it with a short arm
or crank y, attached to the lower part of the fork of the binder steering wheel
completing the connections by which the steering wheels are operated; J, is a

page_text: spring supporting the saddle, attached at one end to the collar j, and at the other to
the joint h and screw k.
The gearing apparatus is similar to that before described excepting only such
modifications as are rendered necessary by the change of position and circumstances
and which may be readily understood by reference to Figs 9, and 10, where instead
of being placed inside a box forming part of the hub of the wheel, it is contained
in the cogged pulley F' over which the chain W works; E¹, is the crank shaft ;
L the journal box; N the wire ring; O one of the lugs attached thereto; p, one of
the links carrying the frame Q; T is the eccentric fixed on the crank shaft; S, the
disc within the rim of which is the groove in which the wire ring N works, and
which said disc is fixed to the frame G as is also the journal box L which is shown
with ball bearings.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be perforined I declare that what
I claim is
1. Constructing Ve'ocipedes ns hereinbefore described and set forth.
2. Constructing four wheeled Velocipedes with a jointed frame in the manner
and for the purpose described and set forth.
3. Constructing the frame for four wheeled Velocipedes as described and shewn
in Figures 1, 2, 3, and 4; and 11, 12, 13, and 14.
4. The construction and arrangement of gearing apparatus substantially as
described and shewn in Figs 5, 6, 7, 8, 9, and 10, the same being applicable whether
the axis of the crank shaft is in the same right line as the axis of the driving
wheels, or is in a different right line from the said axis, as herein set forth.
Dated the Eighteenth day of November 1884.