to carriagess
Year: 1898

page_text: Date of Application, 1st July, 1898
Complete Specification Left, 29th Apr., 1899-Accepted, 1st July, 1899
Vehicles,
I, JAMES ROBERTSON, of 27, Westcliffe Road, Birkdale, Southport, Lancashire,
Engineer, do hereby declare the nature of my invention to be as follows:-
-
This invention has reference to improvements in and relating to carriages, cycles,
and other road vehicles.
My improvements consist mainly in applying and using circular rings or hoops
of metal or of wood, or of these materials combined for the supporting and transit
of vehicles for the conveyance of passengers or goods for being propelled and
rolled along. These rolling rings which I thus cause to serve the purposes of
ordinary carriage wheels are formed sensitively elastic.
I in this new and improved way also make these rings to serve the purpose of
carriage springs. These improvements which relate mostly to the purposes
ordinarily served by roadway carriage wheels are more or less suited to all rolling
road carriages but are of most advantage for light rolling machines such as
bicycles or tricycles propelled by manual or motive power or for vehicles drawn
or pushed along a roadway in the form of carriages where swift motion and
sensitive elasticity are required. The rings are guided by two or more guiding
pulleys set in short supporting axis bearings fixed to the carriage frame there
being necessarily no cross main axle required. These rings so used in place of
ordinary carriage wheels allow of cross binding ties being passed through the
central area or space of the ring, which greatly in this new and improved way
facilitate the parts of the carriage frame being used of very light proportions and
made strong by being well brazed together. The absence of any necessity for using
ordinary carriage springs in the carriage or having other wheel spring action
than is obtained from these elastic rolling rings allows of the carriage being as
much lower set as the height usually taken up by separate carriage springs and
very much from this cause improves the safety and lightness of the carriage and
reduces its cost. The rolling rings are preferably made of steel and of a U shaped
form in cross section with the hollow of the U towards the centre of the ring but
they may be of any form of cross section that does best produce strength and
lightness along with elasticity and rolling wearing surface. For bicycles and
tricycles these rings are preferably used of about the same diameters as wheels
are now used for like purposes and so also generally as to like diameters of carriage
wheels used for all purposes. The sensitive elasticity of the rings in bicycles
and tricycles and noise deadening action of the guiding ring pulleys obviates the
necessity of using indiarubber air inflated or solid rubber tyres, though these
may be used in conjunction with these rings also if wishod. The durability of

page_text: the steel rings or aluminium rings used without rubber and comparative absence
of noise being preferable to any compilation of metal with these although elastic
deadening substances may be used in these rings same as now used in ordinary
carriage wheels. The wood ring for bicycles made up out of a long thin elastic
bar or ribbon of light elastic wood of the breadth of the ring required glued or
cemented firmly together in successive layers acts very noiselessly and is a very
light mode and means of forming these rings.
These rings applied and used for both the after and guiding wheels of bicycles
or tricycles retains the same general form and construction now shown in these
and with small alterations the frames can be used composed of tubes or light
channel steel bars. The same form of crank driving treadle and the same general
shape all throughout the frame being preserved. In one form of bicycle is mounted
a pulley, for the main after driving ring by frictional contact and drives and
guides it by having a groove formed on its periphery shaped to fit the rim of the
ring, which has to be driven from the treadle axis at the requisite road rolling
circumferential speed of the peripheries of the rings which can be simply effected
by cog wheels or chain wheels and pitch chains in several ways as now used to
gear and propel the wheels of ordinary bicycles.
In this modification of bicycle in the driving frictional pulley the groove to
further increase the driving grip on the road rolling ring and to prevent noise may
have a light solid india rubber ring placed in the bottom of it. Rolling in the
internal cavity of this after driving or main after ring is one other or preferably
two guiding pulleys. The forward guiding swivelling ring is propelled from the
groove of the same pulley described placed on the crank treadle spindle and is
formed by preference of a light steel tube of a round form in cross section to fit
the groove in the driving pulley which thus drives both rings. This guiding
ring is held as tightly in the groove as will drive round the ring by a pulley set
opposite the main driving frictional pulley. This guiding ring from its being
of round form in cross section can be easily made to turn round in the grooves
in its driving pulleys by an external grooved guiding pulley which is
placed on the top side of it and as it rolls round this ring is made
to turn round to any requisite degree and direction by its being geared
to turn round laterally by the cycle guiding handles in a similar way
to what the guiding wheel is operated in the ordinary bicycle. For
the other necessary details such as the saddle brake, lamp, and the like, these
are all mounted in the ordinary way. The after driving ring and gear applied
in a bicycle is the most important use of these rings and the guiding forward road
ring may be allowed to be driven solely by its contact with the road and this
ring held by the guide pulleys separately and the front fork or swivelling gear
made of the same form as in the ordinary bicycle or an ordinary guiding wheel
may be used in this position. All of the axes of the guiding pulleys for these
rings are set in roll or ball bearings as are the axes of the wheels and treadle
gear in the ordinary bicycle. In one form of after ring movements suitable for
cycles and vehicles generally, the ring is guided by three pullies adapted to act
on the internal surface of the ring and placed on separate axes, one of which
being the driver by frictional contact on the internal surface of the ring by
preference driven by a chain wheel placed on its axis and operated by a pitch
chain. A similar pulley which may be of a smaller diameter is placed at the
opposite point of the internal surface of the ring and the third pulley would be
of a diameter to gear with the aforesaid pulleys but to revolve as an idle pulley
and out of contact with the internal surface of the ring but becomes thus so
placed to take the contact strain or pressure on their peripheries off their axes
and at same time particularly when placed in same line very effectively
guides and holds the ring rolling in its proper position. Instead of these driving
and guiding pulleys acting solely by frictional contact as just described the driving
after bicycle ring may have its periphery pitched off to about 3/4 inch pitch and
holes in it for a toothed wheel acting in it; by preference round holes and light.
: -

page_text: rings such as bicycle rings and its driving and guiding pulley would have conical
teeth or cogs formed on it of a form suited and pitched to gear and mesh into
the cog holes formed in the ring. The after guiding pulley would have cogs
formed on it in the same way and set in its axis to gear into the ring. The rims
of both these pulleys at the roots of the teeth to be suited to roll on inner surface
of the ring. The intermediate pulley to have similar cog holes bored in its
periphery to those formed in the road rolling ring and the teeth of both pulleys
which roll in the ring at the opposite point of their periphery made to gear into
this intermediate idle pulley. It is immaterial, what the diameters are of these
pulleys so long as they are equal in pitch and their number divisable by 2 so
as when their axes are all placed straight in one plane and the teeth when all in
full gear in line. By this arrangement these rings are effectively kept to their
proper horizontal line in the carriage and without any material injurious strain
on their axes. In cycles or light vehicles rings only guided and driven by one
internal pulley and one external one set opposite each other as suits best for
some forms of these when the periphery of the ring is very thin, the teeth on
the driving pulley or on one of these pulleys can be made to mesh through the
ring and into the periphery of its opposite pulley and this provides an effective
means of holding the ring in its normal position. For heavy road vehicles these
rings and their guiding and driving pulleys can be cast with teeth of any ordinary
shape of cog gear. For the larger diameter of these road rings such as is suitable
for four wheeled and two wheeled carriages and for horse traction the shape
of ring generally suits best. T shaped rings in cross section suit best for some
purposes. In these road rings of from 4 to 5 feet in diameter they are best
guided by three or more guiding pulleys of about one fourth of their diameter
and to have a central idle strengthening ring without axis rolling inside these
of by preference a T shape in cross section on these three guiding pulleys
and held in its central position by said pulleys an arrangement which while it
strengthens the main road ring also provides improved spring action and handy
facilities for attaching these to the frame work of carriages.
Where the main road ring is revolved by its contact with the roadway, this
central strengthening elastic ring may be fixed to the carriage and the guiding
pulleys left free to revolve between it and the main road ring.
Dated the 30th love of June 1808
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.
Improvements in and relating to Carriages, Cycles, and other Road
Vehicles.
I, JAMES ROBERTSON, of 27, Westcliffe Road, Birkdale, Southport, Lancashire,
Engineer, do hereby declare the nature of my invention and in what manner the
same is to be performed to be particularly described and ascertained in and by
the following statement in writing:.
This invention has reference to improvements in and relating to carriages, cycles
and ilke road vehicles and consists mainly in applying and using circular hoops or
rings of metal or wood, or of these and other materials combined, or rings formed
of other suitable elastic light materials affording sufficient strength, such as paper-
maché, for the supporting and transit of vehicles for the
conveyance of .passengers

page_text: or goods, and which I thus cause to serve the purposes of ordinary carriage wheels
which are sensitively elastic, and in a new and improved way I also cause these
rings to serve the purpose of carriage springs.
These improvements which relate mostly to purposes ordinarily served by
roadway carriage wheels, are more or less suited to all rolling roadway carriages
for the conveyance of goods and passengers, but are of most advantage for light
rolling machines, such as bicycles or tricycles, propelled by manual or motive
power or motor cars, and for vehicles drawn or pushed along the roadway where
swift motion or where sensitive elasticity is mainly required. The rings rolling
along the roadway are guided by two or more pulleys set in short supporting
axes bearings fixed to the carriage where suitable, the pressure being relieved
from the axes of these by small anti-frictional rolling rings, there being necessarily
no main cross axletrees required, and I use in a new and improved way the space"
usually taken up by these axletrees in the carriage as carrying space for goods
or passengers. These rings so used also in place of ordinary carriage wheels
allow of cross binding ties being passed through the. central area or space of
the rings which is prevented in using ordinary wheels by their spokes, and
greatly in this new and improved way I facilitate the parts of the carriage frame
being handily braced together and made sufficiently strong and to be of very
light proportions.
In a new and improved way also access where required can be had to the inside
of the carriage through the centre of these rings. By adopting these elastic
rings and dispensing with ordinary carriage springs the carriage frame or basket
part thereof can be set lower down towards the roadway, and so very much
lightens and improves the safety of the carriage and reduces its cost whilst
affording many smaller advantages in the construction of vehicles.
And in order that my said invention and manner of performing same, may be
properly understood and new and improved parts thereof rightly pointed out, I
have hereunto appended four sheets of explanatory drawings, and I use throughout
the following description the same letters and numerals of reference to indicate
like parts in all the figures where like parts are shown in order as far as possible
to avoid needless repetition in describing the various modifications shown.
Fig. 1 is a side elevation and Fig. 2 a part sectional plan of a bicycle fitted
with these road rolling elastic rings, having an after and main propelling ring A,
and guiding front ring B and showing generally the nature of this invention.
The main part of the frame of this modification of a bicycle by preference to
using tubes as ordinarily formed, is shown composed of two light steel flat bars C
& C between which in Fig. 2 is shown placed and fitted the hub D-through
which the pedal spindle D₁ revolves the pedal cranks D2 & D³ being fixed on said
spindle and revolve along with their pedals D4 and 15 and driving chain wheel F.
All of the pedal parts in these new and improved bicycles and tricycles are of
the same form as that of the ordinary bicycle and need not be further described.
The propelling after ring A in this example is of a T shape in cross section
and is shown in cross sectional plan separately by Fig. 3 and shown in Fig. 1
resting on a roadway indicated by the line a b. This ring A is shown in Figs. 1
and 2 guided and held in its position in the frame bars C and C and C2 and C
by the main driving and guiding pulley A¹ and guiding pulleys A2 and A³.
These ring guiding pulleys which are shown placed between these bars mainly
composing the frame C, C, C2, & C³, are provided by preference with ball bearing
or roll bearing hubs and axes though not shown but which are of the well known
form of cycle ball and roll bearing axes and placed on axes pins A4 A5 & A6 shown
passed through the frame bars C and C and C2 and C3, the roadway ring A
itself with which these guiding pulleys roll in contact or is geared with being
shown placed between those frame bars C and C₁ and C3 and C³ in Figures 1 and 2.
The rims of the main propelling and guiding pulley A¹ and guiding pulley A
are shown in Figure 2 in cross section in their rims and are U shaped and mada
to embrace the inner rib A' of the roadway ring A-a working fit-which retains

page_text: the ring A in its position laterally. These guiding and propelling pulleys A¹, A³
and A3 are shown in Figure 1 placed to roll on their peripheries on the inner
surface of the roadway ring A and with a sufficient degree of propelling contact
pressure retaining it as shown, as it rolls in its position centrally to the corres-
ponding positions of its driving and guiding pulleys. The flat steel bars of the
frame and C3 which as shown in Figures 1 and 2 support the top guiding ring
pulley A are shown fixed on the external surfaces of the frame bars C, and C₁,
by a bolt C which bolt, as shown is passed through the bars C, C1, C2 and C3 having
a light ferrule not shown placed on its central length to keep these frame
bars C, C, C and C to the right distance apart to give the room required for the
roadway ring A and its guiding pulleys A, A and A revolving between them
and which allows of the bolt C being screwed up firmly and braces these bars C,
C1, C2, and C3 firmly together, which greatly imparts strength to the frame.
These frame bars and Care in Figure 1 shown extended out to meet and form
part of the saddle E standard which is also formed of light steel flat bars C5 and C6.
This part of the frame being also braced together in this new and improved way
through the central space of the roadway ring A by the bolts C, C7, C and C in
a similar way to that described, as done by the bolt C, through the central space
of the ring A enabling the frame to be formed very light and very strong. The
saddle E, tubular adjusting parts E and E2 and gland E³ are of an ordinary
cycle form and need not be further described.
The hub As of the propelling guiding wheel A¹ is shown provided with a chain
pinion and over it and the chain wheel F the pitch chain G is shown passed,
which from the pedals gives motion to the propelling and guiding pulley A
and by its contact with internal surface of the roadway ring A as described gives
motion to it directly from the periphery of the wheel A' at the point c. Motion
at the same surface speed also is given to the ring A conjointly from the peripheries
of the guiding pulleys A2 and A3 at the points d and e on the roadway ring A
which are driven from the pulley A' through the intermediate idle ring H which
is shown in Figure 1 to gear by frictional contact with all these three
pulleys A1, A2, and A3 and is held in its position centrally by these pulleys. This
ring H, shown by Figure 4, is preferably made of steel of light proportions and
so lightly elastic as to yield only sufficient driving contact through the
pulleys A', A and A³ to the ring A and which only requires a small degree of
propelling contact pressure on same, and at the same time this central ring H
in a new and improved way to a large degree neutralizes the pressure on the axes
of the guiding and propelling pulleys, A1, A2, and A. The form of this ring H
is shown in sectional plan by Figure 4 which is taken through the line fy in
Figure 1. The pulley A³ is thereafter readily sprung into its position by causing
the roadway ring A to yield out as far as to allow the periphery of the wheel A³
to get over its internal flange A² and into its groove seat in same.
On motion being communicated to the pedals I) and D³ motion is given to the
chain wheel F and driving and guiding pulleys, A1, A2, and A3, and elastic central
ring H and roadway ring A all as indicated by the arrows h placed on same and
motion on the roadway to the cycle as indicated by the arrow . The cycle by its
own weight and by weight placed on the saddle E causes the roadway ring À in
spring action to yield inwards. in the direction of the arrow and by any
irregularity or sudden obstruction on the roadway to yield as far and so sensitively
as answers well in this new and improved way all the purposes of a good roadway
carriage spring, the required elastic action taking place mainly in the roadway
ring, A between the points c and d in its body where it comes in contact with the
rims of its propelling and guiding pulleys A¹ and A².
The front and guiding roadway ring B is also of steel and in cross section the
same as the after roadway ring A just described-shown separately in cross
sectional plan through the line kl in Figure 1, by Figure 5, it is shown of smaller
diameter than the after roadway ring Å and is revolved by its frictional contact
with the roadway. It is shown in Figs, 1 and 2 provided with three internal

page_text: anti-frictional guiding pulleys B1, B2, and 13 and an anti-frictional central ring H
which justs serves the same purpose as the ring H described in connection with
the after propelling roadway ring A and its guiding pulleys A1, A2 and A. The
swiveling fork part for this front guiding ring B and its anti-frictional
pulleys B1, B2, and 133 is shown formed of two light flat steel bars-Co, and C,
between which the roadway ring B and its guiding pulleys and central ring Hi
revolve. These anti-frictional guiding pulleys B1, B2, and B are preferably
provided with hubs fitted with ball bearings through which severally the axes
pins B, B, and B6, are passed through the frame bars-(10 and C, although
the central ring H relieves the greater part of the pressure from the axes of
these guiding pulleys. The two side pieces of the fork socket C10 and Care
held together by the bolts C2, C3, C4, and C19 as described by C in relation to the
herein-before described roadway ring connections. The upper part of the swivell-
ing fork socket C and handle bar L and adjusting gland L' are of the usual
form of bicycle handle bars and need not be further described. The spring action
in this front guiding roadway ring B mainly takes place between the points of
contact with it on the rims of its guiding pulleys B1 and B2 at the parts m m receding
inwards by weight put on it and by sudden obstruction in the direction of the
arrow o..
Figure 6 is a side elevation and Figure 7 a plan partly in section and Figure 8
a part sectional elevation of another modification of this roadway ring bicycle
the same letters and numerals indicating like parts as described in connection
with Figures 1 to 5. The roadway ring A in this modification is U shaped in
connection with the hollow formed on the inside of it and has force transmitted
to it from the three guiding pulleys A', A2 and A³ which are shown mounted with
solid india rubber tires Awhich are shown frictionally geared with the roadway
ring A. and the central wheel H which has motion communicated to it from the
pedals D, D³, by means of the connected chain pinion F¹ chain G and chain
wheel F, cog-pinion I and corresponding wheel I shown fixed on the pedal axes
of the main central propelling wheel in the roadway ring A. the gear in this
modification being the central wheel H-which by its position neutralizes the
pressure on its own axis as also on the axes of the pulleys A', A2 and A3 through
which motion is transmitted by frictional contact to the roadway ring A. This
arrangement requiring material change in the frame and gear from the
pedals D, D from that described in connection with Figures 1 to 5-the motion
in this gear being all as indicated by the arrows placed on the same.
The front guiding roadway ring B in this modification is shown of a square
channel form in cross section, and in this channel is placed and fixed a ring B
by preference of hardwood with holes bored or U shaped recesses formed in the
same equally pitched all round it and with which the three anti-frictional
rings 18, 19, and B10 which are formed with round conical cogs are shown geared
into same. An inner ring 16 by preference of steel is shown in Figures 6 & 8
also of a channel form in cross section but with the channel in its periphery and
which does not revolve and has corresponding holes bored and pitched suited
to gear with these three cogged rings BS B39 and B10 the form in cross section
and disposition of the ring B which is revolved by rolling on the roadway, and
the stationary ring 16 and one of these cog rings B°, being shown in section on
an enlarged scale by Figure 9 and through the line pq in Figure 6-the ring B6
in Figure 8 shown in section through the line rs in Figure 6 is in the standard
handle bar L, L1, L2, and thus swivels and guides this form of guiding ring by
an ordinary cycle handle bar. This form of front guiding ring, by being pushed
along the roadway rolls as indicated by the arrows h placed on same and in
this new and improved way the cog rings 138, 139, and B10, rolling round freely
and by the cog gear meshing into the rings B and B retain steadily an equal
distance apart and being all effected by rolling action require no lubrication.
Figure 10 is a side elevation and Fig. 11' a plan partly in section of a ring bicycle
of generally the same form as that just described and the same letters and

page_text: numerals refer to like parts but the roadway rings A and B are shown propelled
and mainly guided by pulleys acting and revolving on the peripheries of the
roadway rings instead of being propelled and guided by pulleys acting on their
internal surfaces as shown and described in connection with Figures 1 to 9. In
the after roadway ring. A the main propelling and guiding pulley A is shown
besides rolling on its periphery and in propelling contact with the roadway
rings A which as shown is of a flat-form on its main roadway surface has formed
in the centre of its breadth a semicircular groove A". The rims of its guiding
and propelling pulleys A1 and A2 are similarly formed, the roadway ring A and
pulleys A and A being shown in cross section through the line tu in Figure 10.
Into this groove an endless propelling cord K by preference of wire is placed
which after being passed as shown over the top surface of the roadway ring A
is then passed round the pulley A and over the pulleys A3 and A³ and returned
to the ring A at the points c and d as shown, the motion on all the moving parts
being as indicated by the arrows h. The cord K in this new improved way, as
will be obvious, imparts the weight of the frame and weight from the seat E
directly to the upper. part of the periphery of the ring A and the cord K thus
applied materially neutralizes the pressure of the bearings of the pulleys A1, A2,
and A3 and the whole moves with small frictional resistance. The internal
pulley A¹0 in the ring A is a guide pulley to mainly keep the frame C, C¹, from
rising by any sudden jolt up off its seat on the ring. Two external guiding pulleys
and one internal one may be used in this way only and external guiding pulleys
similarly disposed and may be used without the rope or band K. The front and
guiding ring B is in this example composed of a round steel rod of only 5ths of
an inch in cross section which is pressed in contact with the surface of the guide
pulley A and-held in driving contact with it by its grooved and guiding pulley B¹².
The groove 15 in this pulley 1312 being of a semicircular form is in frictional
contact with the ring B which is revolved by the pulley A¹ and in this example
of a bicycle both the front roadway ring B and after roadway ring.A. are propelled,
-this form of ring B at same time is left free to be turned round in its grooved
seats laterally in the pulleys A¹ and B12 to any required angle which is regulated
by the external top guiding pulley B4 as shown which is carried on a. swivelling
bush bracket C16 which is fixed on the handle-bar standard. L2, by the standard
sleeve L' and in this way guiding swiveling roadway ring B is readily set to any
guiding posture required by the handle-bar L-otherwise all the parts and uses
of same being like to that of an ordinary bicycle and as shown by Figure 12 and
need not be further described.
Figure 13 is a side elevation and Figure 14 a plan partly in section of a tricycle
but modified from the elevation slightly to show it in section having one right
hand after propelled roadway ring A and another A" which revolves by its contact
with the roadway ab, to provide good sensitive spring action by these rings
where the ordinary after propelling pulleys are used in bicycles and in tricycles.
In place of a front ring B as just described in connection with Figures 1 to 10-
an ordinary cycle front wheel can be used and in this example of the application
of these roadway rings is shown used an ordinary front wheel M with its handle-
bar L and other ordinary.cycle front guiding wheel connections, but the cycle
frame composed mainly as shown and as herein before described in Figures 1 to 10
is of flat steel bars.C and C¹ and most suitable for these road rings, has the
wheel fork M in a new and improved way placed as shown horizontally but not
otherwise different in its fork bearing parts from an ordinary one. The fork
standard L2 which, as ordinarily done, is shown formed of a piece of tube and
has. its down end L3 screwed, an easy working fit for the correspondingly screwed
gab nut C which is shown rivetted to the frame bars C and C and forms a
simple and easy working fulcrum for oscillating the wheel fork M¹ which has,
as shown, a hole in its after end also screwed to the same size as the gab nut (16,
but the screw L³ in the fork is shown firmly fixed in it by the pin by which
the required oscillating movement, of the handle-bar L is thus communicated

page_text: to the fork M¹ and its bearing contained guiding front wheel M. The oscillation
of the handle-bar L never exceeding more than about 90 degrees of the circle,
makes on the screw no material alteration of traverse in the gab nut C16 for
which as shown room is left in the screwed parts of this nut. The whole arrange-
ment of working parts in this part of my invention is shown in plan partly in
section by Figure 15 and as the oscillation of the handle-bar L by this new and
improved disposition and gear of front wheel or front ring fork oscillates both
the front and after rings or wheels and thereby effects a correspondingly smaller
curvature direction of movement in the cycle, the .handle-bar standard L³ is also
readily made very staple to the frame of the machine as is shown so provided by
the bush stay C. The pedals and gear in this modification of these road rings
are shown of an ordinary description and nearly the same as in the foregoing
modifications described and the same letters and numerals of reference refer to like
parts. A chain G is shown extending back from the chain wheel F and over a
chain minion F1 which is shown in Figure 14 and fixed on the cross shaft N which
revolves in a bush bearing N₁ shown fixed in the frame bars C and C¹. This
shaft N has shown fixed upon it a boss and arms N2 like unto the boss and arms
of an ordinary belt pulley but is shown in Figures 13 and 14 for carrving stud
axes N³ and each stud axis carrving a pulley alike in form B8, B9, and B10, which
will roll upon a fixed central ring B6 similar to that just described in connection
with Figures 6 to 9 but in this modification by frictional contact only with the
inside ring B giving motion to the roadway ring A also by frictional contact in
the manner of a sun and planet motion, but in this modification the pulleys are
kept in these positions and relative distances apart by their stud axes N³ and
their revolving arm centre N2. At the other end of this shaft N is shown in
Figure 14 placed loosely on it a boss N4 with three arms the same in form as N³
but this set of arms N+ are not keved on the shaft N and are only used to carry
the stud axes N5 and their several rolling pulleys B1, B12, and B13, and motion
in the case of the road ring A'-is communicated by the roadway and to these
pulleys and guiding arm centre N-and the stationary guiding rings 136, are
shown rivetted on a light cylinder C18 of sheet iron which serves to hold them in
their positions as a frame only but allows of their play in an elastic way suitable
to the action of the rings B6, the light cylinder being shown fixed by rivets in the
frame bars C and C¹.
Figure 16 is a side elevation and Figure 17 a plan partly in section of another
modification of a roadway ring bicycle in which both the roadway after and front
guiding rings are propelled from the pedal gear in this respect the same as
described in connection with Figures 10 to 12 and the same letters and numerals
of reference used in like parts. But there are fewer guiding pulleys used for
the roadway rings and a different arrangement of pedal gear used suited for
propelling same. The after roadway ring A shown of a T shape in cross section
the same as described in connection with Figures 1, 2, and 3, and the front ring
is round in cross section same as described in connection with Figures 10 and 11
and the frame is also shown mainly composed of thin flat steel bars C and C¹ and
carries the axes of all the pronelling grooved frictional pulleys H1, H2, and H³
which communicate motion to the propelling pulleys A1, A2, and A³, in propelling
contact which are also of a T shape in cross section and which communicate.
motion to the roadway rings A and B. There are is no pedal axis in this modification
and pedals D and D are shown attached direct to the frictional driving pulley H
which is shown geared into the corresponding grooved pulleys H1, H2, and H³,
which are severally shown fixed on the axes of the driving and guiding
pulleys A1, A2, and A3 which give motion to the ring O and the ring 0) gives
motion directly to the roadway rings A and B. The form of the central ring H
and its gear connections to which the nedals D and D5 are shown attached is
shown in enlarged sectional plan by Figure 18, and through the line no in
Figure 16.
Cog wheels may be used for the pedal gear in a nearly similar way and without

page_text: axes, but the wedge and groove frictional wheels H, H1, H2, and H³, as shown,
are the best suited for the purpose. The degree of driving contact between the
ring O and the roadway rings A and B is adjusted readily by the tension rods l'
and Q readily to any degree of driving contact required.
The motions of all the parts are as indicated by the arrows h and the handlo
bar L and swivelling gear for the front roadway wheel B are of the same form
as described in connection with Figures 10, 11, and 12. Bars of steel formed into
these roadway rings of almost any form in cross section, soldered, welded or solid
made by endless rolling or otherwise as bicycle or carriage wheel rims are now.
formed, are more or less suitable for these rings. But for use on a hard, smooth
road for bicycles and for good comfortable spring action there is nothing much
better to be had than an after propelling ring of round steel rod about 5/8th of an
inch in diameter and for the front roadway and guiding ring wheel one of 16ths of
an inch in diameter. For soft roads, rings formed of light tube about 1 in diameter,
are very suitable, Figures 19 and 20 showing these in cross sectional plan. The
square form as indicated by Figure 21 being equally good. The T section is
shown by Figure 22 and as explained in connection with Figures 1 to 4 and
Figures 10 to 12 can be used of any usefully desired breadths and are light and
generally the most handy for being guided along the roadway. Figures 23 and 24
show also good handy forms of cross section for these rings for the heavier class
of vehicles. Figure 25 shows a ring mounted with a solid indiarubber tyre which
is noiseless, but there is not generally any serious drawback from noise by the
use of these roadway rings, their guiding pulleys deadening down the tendency
to ring very much as they roll along the roadway. Figure 26 shows a channel
formed ring with a thin strip of wood X laid inside it to deaden down the noise
which suits well for cabs and carriages. Figure 27 shows a ring with holes bored
in it, for a pegged toothed guide pulley to gear into. Figure 28 shows a ring of
a square tubular form also with holes bored in its inside surface for a peg toothed
guide wheel or guide pulley to work into. Figure 29 shows a roadway ring composed
of light thin rings of wood glued and rivetted together or rings of the same form
may be made out of a single spiral long ribbon of wood. Figure 30 shows a ring
in cross section suitable for a cord working into as described in cross section im
connection with Figures 10, 11, and 12, with portion of a guide pulley A in
contact with it, suitable for a cord passing over. Figure 31 shows a tubular ring
screwed as one form of ring suitable for preventing slipping on grass or on a soft
roadway. Steel bars niay be rolled with light barbed projections in many
forms for making these roadway rings for this purpose. Figure 32 shows another
form of semicircular built ring in cross section composed of a light metal tube
filled with wood Y to give lightness along with large diameter in cross section.
and breadth of surface. Figure 33 shows a ring of wood Y in another form of
build, compressed into a metal shield with the wood on its periphery exposed to
the roadway to deaden noise.
For roadway rings of great strength and of large diameter these are composed
by preference of a series of thin rings compressed together as shown in Figure 34
on Sheet 4. Figure 35 shows in side elevation another form of built ring composed
of a thin internal metal ring A15 and another and outside ring of thin metal A
with an interposing ring or mass of wood A but which may be of other materials
or bound on overlaid fibrous cloth or of leather or any gummy substance that will
best produce sensitive elasticity or best deaden noise.
Figure 36 is a side elevation of a hoop composed of an inside ring A and an
outside ring A16 of the form shown by Figure 23 with an interposing helical
ring A. Applied to road vehicles suitable for being drawn or pushed along a
roadway by hand or animal power these roadway rings may be substituted for
ordinary carriage wheels to carriages without any very material changes in the
form of these carriages, but provide the absence of any necessity for the use of
ordinary carriage springs and facilities are afforded for having carriages made
sufficiently strong with less weight of materials than as ordinarily required and

page_text: the basket or carrying part for safety is also lower set down towards the roadway:
The space left available for carrying purposes now occupied by the wheel axles
and the facility afforded for passage in and out of the carriage through the centre
of these roadway rings rightly carried out lends to bring about considerable change
in the form of these carriages for ordinary carrying or conveying purposes.
For invalid and children's carriages such as are known as bath-chairs and
perambulators where apart from comfortable seating, it is sensitive spring action
that is mainly wanted, these roadway rings come in to reduce the weight and
cost of these vehicles very much.
Figure 37 is a side elevation and Figure 38 a plan of a perambulator of the
general form of these things, but showing in lieu of ordinary wheels two of these
roadway rings A and A2 which are round in cross section of steel wire only five
sixteenths of an inch in diameter and are guided by four guide pulleys A1, A2, A3,
and A. These guide pulleys are of a form used generally for like applications
of these roadway rings and their form is shown to an enlarged scale by
Figures 39 and 40, Fig. 40 being a cross section through the line, w Figure 39
and with part of a roadway ring A shown passed over it. It is grooved to fit the
bearing A and is shown fitted with a guide pulley A¹ having a ball bearing. The
axes A being shown fixed to the side of the carriage by a bolt A-passage in
and out of the carriage basket may be made through the roadway rings as shown
or otherwise.
Figure 41 is a side elevation and Figure 42 a plan of a carriage suited for
passengers fitted with a right hand roadway ring B and a left hand one B¹G
of the same size and form and those roadway rings are of a square channel form
with the channel towards their centre as described in connection with Figures 6
to 9 on Sheet 1 and is shown in enlarged cross section by Figure 26 on Sheet 3.
It is also shown in cross section Figure 44 to an enlarged scale. An internal
stationary concentric elastic metal ring B is also shown by Figures 43 and 44
on an enlarged scale of a channel form with the channel on its periphery. The
channel in the ring 16 is less in depth than that of the channel in roadway
ring B and in this channel is shown a strip of hard wood 137 which is carried
in the bottom of this channel all round the ring which has holes pitched and bored
in it to fit the peg teeth formed in the small rings BS, B", B, and B, and corres-
ponding rings in the roadway ring B, not shown, the use of the wood being to
deaden the rolling noise. As these corresponding toothed rings also gear into
pitched holes bored in the stationary rings B6, on motion being transmitted to the
ring B by rolling along, the roadway motions are transmitted to these
rings B, 13, 110, and B, all as indicated by the arrows h placed on same and
the peg teeth formed on these rings gear into both the wood in roadway ring B
and the stationary ring B in the pitched off cog holes in same and keep these
rings as they roll round the same relative distances from each other and being
all rolling action there is no lubrication required. The carriage is shown provided
with horse shafts P and P like unto the ordinary hansom cab. An entrance and
exit doorway R is handily formed to this carriage in its, rear end but door-
ways R and R¹ are shown formed in the sides of the seated basket the entrance on
each passage being effected through the centre of the roadway ring and stationary
ring B.
Figure 45 is a side elevation and Figure 46 a plan of a carriage outwardly
similar to that just described. The inside fittings, doorways, and sittings, may he
ike unto those of other carriages varied without limit but I show the inside
seatings Q3 in this example dotted in which so far will indicate how much the
adoption of these roadway rings in place of ordinary carriage wheels does faciitate
alteration and improvements in the inside fittings of carriages.
The roadway rings A and A" in cross section are Ţ shaped as described in
connection with Figures 1 to 5 on Sheet 1 of my drawings and as shown on an
enlarged scale by Figure 22 on Sheet 3. The guiding pulleys A', A2, A3, and A¹³,
for guiding the right hand roadway ring A and corresponding guido

page_text: pulleys A8, A1, A20, and A21, for guiding the left hand roadway ring A", are
shown in section in Figure 46 through the lino y in Figure 45 and shown placed
on ordinary stud axes bearings although I prefer either roll bearings or ball
bearings as described in connection with Figures: 39 and 40. The inside
rings H and H₁ have motion transmitted to them in the reverse direction to that
of the roadway ring A and serve mainly to neutralize the pressure on the bearings
of these guiding pulleys as described in connection with Figures 1 to 5 on Sheet
One of my drawings and the motions of all are indicated by the arrows h placed
on same, that of the forward carriage motion by the arrow and the spring action
by the arrow. j. An enlarged side elevation of these guide pulleys A', A2, A3,
and AB, with portions of the roadway rings A and H is shown by Figure 47 and
of these pulleys in cross section by Figure 48.
For motor cars the roadway rings simplify these serving both the purpose of
the roadway wheels and carriage springs and Figure 49 is an end elevation and
Figure 50 is a part sectional side elevation of these roadway rings A and A" and
propelling wheels H and H2 as described in connection with Figures 6 and 7 on
Sheet One of my drawings with their guide pulleys A1, A2, and A3, shown connected
to the crank shaft S of a steam engine for motor cars, and these roadway rings
may be applied with advantage in many ways.
It will be observed that in these modifications the axes of the guide, and of
the driving pulleys are located so that the surfaces of these pulleys are not in
contact with the ring wheels at the part where these pass over the ground, and
by this means the elasticity or spring action of the rings is maintained.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that I do not
claim the application of my invention to mono- or uni-cycles but what I claim is :-
First. In connection with carriages, bicycles, tricycles, and like road vehicles
for the transit of passengers, goods, and the like, the system of supporting and
travelling these on rolling elastic open rings or hoops, having no hubs or spokes,
and guided by two or more pulleys on axes supported from the framing of the
vehicles, and producing carriage spring action substantially as herein described,
in reference to and by way of application shown in the accompanying drawings.
Second. In connection with carriages, bicycles, tricycles, and like road vehicles,
for the transit of passengers, goods, and the like, the combination of rolling elastic
open rings or hoops, with rotating, or rotating and travelling guide pulleys ov
toothed rings and an inner moveable or fixed elastic ring, substantially as and
for the purposes herein described, in reference to and by way of application shown
in the accompanying drawings.
Third. The construction of cabs carriages and the like, with rolling elastic open
rings or hoops and guide pulleys or toothed rings, producing spring action in the
improved manner herein described, in reference to and shown on Sheet 4 of the
accompanying drawings.
Fourth. In connection with bicycles, tricycles, and the like, the system of
supporting and travelling these on rolling open elastic rings or hoops with guide
pulleys, said rings being rotated or propelled by the rolling frictional action of
pulleys or by toothed wheels substantially as herein described in reference to
and shown in the accompanying drawings.
:
Fifth. The construction of bicycles, tricycles, and the like, with rolling open
elastic rings or hoops, and guide pulleys, and rotating or propelling the rear, or
both rear and front rings in the improved manner herein described, in reference
to and shown on Sheets 1 to 3 of the accompanying drawings.
Sixth. The construction of bicycles, tricycles, and the like, with a rear rolling
open elastic ring or rings and guide and propelling pulleys, and an ordinary
rolling front wheel substantially as herein described in reference to the accompany-
ing drawings.

page_text: Seventh. In connection with bicycles, tricycles, and the like, the construction
of the front wheel in the form of an open elastic ring, with guide pulleys, and the
steering or maneuvring of same by a guide pulley operated from the handle bar
of cycle, substantially as set forth.
P 1
1000
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.