IMPROVEMENTS IN THE CONSTRUCTION OF TRICYCLES AND OTHER ..
Year: 1880

page_text: LETTERS PATENT to Charles Gittins Hawkins, Mechanical Engineer, of 55,
Leyton Road, Forest Gate, in the County of Essex, for an Invention
of "IMPROVEMENTS IN THE CONSTRUCTION OF TRICYCLES AND
OTHER
..
PROVISIONAL SPECIFICATION left by the said Charles Gittins Hawkins
at the Office of the Commissioners of Patents on the 18th November 1880.
CHARLES GITTINS HAWKINS, Mechanical Engineer, of 55, Leyton Road, Forest
Gate, in the County of Essex. "IMPROVEMENTS IN THE CONSTRUCTION OF
TRICYCLES AND OTHER VELOCIPEDES, AND IN ATTACHMENTS AND DRIVING-GEAR
FOR THE SAME."
The object of my improvements is to make the velocipede a more efficient
conveyance. In carrying the same into effect, according to ono part of my
improvements, I place the two small hind wheels of a tricycle upon a rigid axle,
which midway between the wheels I attach to the backbone or frame of the
machine by a joint, either ball and socket, or a pivotted or hinged joiut; and by
guides or apparatus fixed to the backbone, or by adjusting the direction of the axis
of the pivot, I make this axle to swivel, either in a plane parallel to the forward
axle, or to inclino to the forward axlo, when the frame and forepart of the machine
is leaned over to one side.
The arrangement for keeping it in a parallel plane is most suitable in those
machines with a frame constructed, like the ordinary bicycle, with front wheel
pivotted for steering; the latter arrangement I use in light machines constructed
so as to steer by the binder axle alone, or it may be used in conjunction with the
forward steering arrangement for machines requiring to turn sharply.
According to another arrangement, instead of placing the hind wheels directly
on the cross-bar, which is jointed to the backbone, I place another bar a little way
above the former, and joint it also to the backbone in a similar way. The ends of
these horizontal bars are jointed to short vertical ones, which latter have studs for
carrying the wheels. This arrangement of horizontal and vertical bars forms a
parallelogram jointed at the corners, consequently each hind whcel is always
parallel to the plane in which are the middle pivots; so that when a rider inclines

page_text: the machine to one side, as when turning a corner quickly, the hind wheels also
incline and become adjusted to the best position for counteracting the tendency of
the centrifugal force to throw the machine over sideways; also if one of the
hind wheels be running on lower ground, or in a rut, the wheels will still keep
vertical if the fore frame be kept so. Although not essential to my foregoing
improvements, but so that the machine will stand by itself when the rider
dismounts, I fix a spring or springs to act upon the hinder axle and the backbone
tending to keep them at right angles to each other.
Another improvement consists of combined footrests and brakes. Grooves are
formed round the hub of the driving wheel, in which act brake blocks, the latter
being hinged to the fork, so that when the rider tilts his feet forward they act
merely as footrests; but when he presses down his beels the brakes come into
action. Metal straps may be used in place of the blocks if prefered.
Another improvement consists in fixing near the head of the machine a bar or
support which extends on each side of the rider reaching nearly to his elbows when
he is grasping the ordinary handles. The ends of this support I flatten out and
otherways make comfortable, so that the rider may rest his arms thereon, or place
them underneath when he desires to exert a great downward pressure, thereby
relieving his wrists from all strain.
An important part of my improvements is the driving-gear. I make the driving
wheel smaller than usual, obtaining speed or power, according as required, by means
of toothed gearing. If the machine is intended for speed, I carry the driving wheel
between a fork, and at each end of the driving axle I fix a small spur pinion into
each of which I gear an internal toothed wheel, which also forms the crank having
a pedal pin projecting on one side near the periphery, and at the centre projecting
the other way is fixed a short shaft, which revolves in a boss or bearing formed at
the lower end of the fork. Further, I shroud the pinions and wheels to the pitch
circles of the teeth, so that the said shrouds will roll upon each other, and thereby
cause all the weight to be sustained by the crank shafts, while the driving axle
simply transmits the forward pull or draught to the frame. If, on the other hand,
a machine is intended to convey a heavy load of parcels or goods, I reverse the
positions of the toothed wheels and pinions, placing the wheels on the driving axle,
and the pinions on the crank shafts; but in this case the gearing will be within
the fork next to the driving wheel, while in the former it is outside the fork. The
receptacle for the goods is placed between the two hind wheels.
I have hitherto described my Invention as applied to velocipedes with three
wheels only; but machines with four, five, or a greater number of wheels may be
made as required, by jointing to the hinder axle other fore frames with their
corresponding wheels, like the one already described as attached at the middle of
the axle. All my improvements except the swiveling axle can also be applied to a
bicycle,

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Gittins Hawkins in the Great Seal Patent Office on the
5th May 1881.
CHARLES GITTENS HAWKINS, of 55, Leyton Road, Forest Gate, in the County
of Essex, Mechanical Engineer. "IMPROVEMENTS IN THE CONSTRUCTION OF
TRICYCLES AND OTHER VELOCIPEDES, AND IN ATTACHMENTS AND DRIVING-GEAR
FOR THE SAME."
The object of my improvements is to make the velocipede a more efficient
conveyance. In carrying the same into effect, according to one part of my
improvements, I place the two small hind wheels of a tricycle upon a rigid axle, which
midway between the wheels I attach to the backbone or frame of the machine by a
joint, either ball and socket, or a pivotted or hinged joint; and by guides or apparatus
fixed to the backbone, or by adjusting the direction of the axis of the pivot, I
make this axle to swivel, either in a plane parallel to the forward axle, or to
incline to the forward axle when the frame and fore part of the machine is leaned
over to one side. The arrangement for keeping it in a parallel plano is most
suitable in those machines with a frame constructed like the ordinary bicycle with
front wheel pivotted for steering; the latter arrangement I uso in light machines,
constructed so as to steer by the hinder axle alone, or it may be used in conjunction
with the forward steering arrangement for machines requiring to turn sharply.
According to another arrangement, instead of placing the bind wheels directly
on the cross-bar which is jointed to the backbone, I place another bar a little way
above the former and joint it also to the backbone in a similar way. The ends of
these horizontal bars are jointed to short vertical ones, which latter have studs for
carrying the wheels. This arrangement of horizontal and vertical bars form a
parallelogram jointed at the corners, consequently each hind wheel is always parallel
to the plane in which are the middle pivots, so that when a rider inclines the
machine to one side, as when turning a corner quickly, the hind wheels also incline
and become adjusted to the best position for counteracting the tendency of the
centrifugal force to throw the machine over sideways; also, if one of the hind
wheels be running on lower ground or in a "rut," the wheels will still keep
vertical if the fore frame be kept so. Although not essential to my foregoing
improvements, but so that the machino will stand by itself when the rider
dismounts, I fix a spring or springs to act upon the hinder axle and the backbone,
tending to keep them at right angles to each other.
Another improvement consists of combined footrests and brakes. Grooves are
formed round the hub of the driving wheel in which act brake-blocks, the latter
being hinged to the fork, so that when the rider tilts his feet forward they act
merely as footrests; but when he presses down his heels the brakes come into
action.
Another improvement consists in fixing near the head of the machine a bar or
support, which extends on each side of the rider, reaching nearly to his elbows
when he is grasping the ordinary handles. The ends of this support I flatten out
and otherways make comfortable, so that the rider may rest his arms thereon, or
place them underneath when he desires to exert a great downward pressure,
thereby relieving his wrists from all strain.
An important part of my improvements is the driving gear. I make the
driving-wheel smaller than usual, obtaining speed or power, according as required,
by means of toothed gearing. If the machine is intended for speed, I carry the
driving-wheel between a fork, and at each end of the driving axle I fix a small
spur pinion, into each of which I gear an internal toothed wheel, which also forms

page_text: the crank, having a pedal pin projecting on one side near the periphery, and at the
centre projecting the other way is fixed a short shaft which revolves in a boss or
bearing formed at the lower end of the fork. I shroud the pinions and wheels to
the pitch circles of the teeth, so that the said shrouds will roll upon each other and
thereby cause all the weight to be sustained by the crank shafts, while the driving
axle simply transmits the forward pull or draught to the frame. If, on the other
hand, the machine is intended to convey a heavy load of parcels or goods,
I reverse the positions of the toothed wheels and pinions, placing the wheels on
the driving axle and the pinions on the crank shafts; but in this case, the gearing
will be within the fork next to the driving-wheel, while in the former it is outside
the fork. The receptacle for the goods I place between the two hind-wheels.
I have hitherto described my Invention as applied to velocipedes with three
wheels, but machines with four, five, or a greater number of wheels may be made
by jointing to the hinder axle other foreframes with their corresponding wheels,
like the one already described as attached at the middle of the axle.
In order that my said Invention may be fully understood I shall now proceed
more particularly to describe the same, and for that purpose I shall refer to the
several Figures on the Sheets of Drawings hereunto annexed.
"
Figures 1, 2, and 3, show respectively side view, back view, and plan of my improved
tricycle, with hinder axle A attached to the backbone B by the "ball and socket
joint C, the joint being kept near to the ground. D are guide pieces on the axle A
which bear against the crossbar E, this bar being firmly attached to the backbone
and standing out from it at right angles; F, F, are the two hind wheels; G is the
front or driving wheel; H aro india-rubber rings which encircle the axle A and bar
E acting as springs. When the machine is run on level ground it will be as shown
by the full lines, and the axis of the joint C may then be considered as laying
parallel to the ground in the direction of the line C, I. To show the importance of
the ball and socket joint C and the curved form of the guides D, let it be supposed
that when the machine comes on a sloping surface, as K, K, Fig. 2, the axis of C
remains a tangental line C, I, to the circle J, J; the axle A will then be inclined
as L, L, shown by dotted lines in Figures 1 and 3, while the joint C will be raised
to C. Thus the hind wheels will be caused to run in the direction L, M, Figure 3,
not parallel to the frame B, thereby turning the machine out of its straight course;
this would be the consequence of having a horizontal pivotted joint, the machine
turning first to one side and then to the other according to the slope or
protuberances on the road, but I obviate all this by the ball and socket joint and
the guides D, for as the axle A inclines the guides D bear against the bar E and
force the axle further away on one side while it comes nearer on the other, seo
Figure 3, so that L, L, will be L', L'; in other words, the axle A when turning
on the joint C will always move in a vertical plane at right angles to the frame B,
consequently the wheels F will always run in a direction parallel to the frame B,
and will not interfere with the steering of the machine. Instead of the "ball and
socket" joint I can use its mechanical equivalent, that is, two pivots, one at right
angles to the other.
Figures 4, 5, and 6, show the plan I adopt of attaching the axle A to the frame B
by a single pivotted joint C. For the reason just stated I do not make the axis of
the joint C parallel to the surface of the ground, but I incline it upwards from C
to I. Supposing the machine to be on level ground, the axle A is then in a plane
at right angles to the frame B. When by the canting of A to the limit determined
upon, as seen by the dotted lines, Figure 5, the axis C, I, is raised to C', 1', then
only at C, I, will the pivot have reached the horizontal position, consequently the
axle A will still be in a plane at right angles to the frame. S is a steel rod fixed
to B and bearing in a slot at the end of the arm T which is formed in one with tho
axle A. The spring S tends to keep the axle A and the frame B at right angles to
each other.
Another method I adopt with a double pivotted joint, as shown by Figures 7, 8,
Figure 7 side view shows a horizontal pivot Con which the axle A
and 9

page_text: swivels. From. O, P, Figures 8, and 9, is another pivot at right angles to tho
former, on which the framo B is jointed. Q is an arm in one piece with the axle A
which reaches some distance along, and close to the frame B. At the end of the
arm is a curved guide piece which bears against the frame B, and by its shape
as the axle A cants and the pivot. C, C, is raised, the arm Q is forced back
somewhat, causing the frame B to turn slightly on the pivot O, P; thus by properly
shaping the guide piece, the axis of C, C, will be kept horizontal however much
the axlo A may be inclined. W is a brake acting on the guide piece and worked
by a cord from the handles; this will enable the rider to fix the axle A
comparatively rigid when he wants to dismount or stand at rest,
Figures 10, 11, and 12 show my arrangement of machine for running on levél
surfaces such as a racing track, or performing on a rink or a stage. The front or
driving wheel is fixed in a line with the frame B, which passes along one side of
the wheel. The axlo A is made to swivel on the pivot C, I, which is inclined
downwards from the axle A to a point underneath the driving-wheel, 45 degrees
being a suitable angle. The effect is that when the machine is canted to one side,
as shown by the dotted lines Figures 11, and 12, the joint C, I, causes the axle A
to incline to the forward axle, and thus the machine .is made to turn either tö
right or left according as the rider inclines his body, the machine running round a
circle towards the centre of which the rider leans, in exactly the same manner as a
skater. By this arrangement a very light machine may be made; also to increase
the rapidity of turning, the front wheel may be swivelled.
Figures 13, 14, and 15 show my arrangement by which the wheels F, F, are kept
parallel with the frame under all conditions. The full lines show the machine as
when standing on level ground. The rods A, A, of equal length are pivotted to the
frame B, one above the other at C and C. At the ends of A, A, are jointed
vertical rods R, R, which have short studs or pivots standing out horizontally on
which the wheels F, F, revolve. The rods A, A, and R, R, form a parallelogram,
consequently when the rods A, A, turn on the pivots C, C', they will be kept parallel
to each other; likewise the rods R, R, and the wheels F, F, will always be parallel
to a line passing through the pivot C, C. The dotted lines, Figure 14, show the
positions of the rods and the wheels when the machine is on sloping ground, tlio
frame being kept vertical by the rider. When he inclines the frame sideways so as
to run sharply round a corner, the wheels F, F, will also incline correspondingly,
thus keeping them free from any side strain, as it will be seen that the pressure
supported by the wheels F, F, will always bear directly in a line with the point on
the wheel touching the ground. To A is fixed the spring S.
My improved footrest and brake is shown by Figures 1 and 2, where U is a foot-
plate hinged at V. Below U there extends an arm W, which fits into a groove X,
turned in the hub of the wheel G; or in lieu of W, a steel band may be attached at
one end to V, and after passing round the hub in the groove X the other end is
fastened to the footplate near the toe-part. A similar arrangement is to be fitted
on each side of the wheel G. When the rider rests his feet on the toepart of the
footplates they are simply supported, but if he bears down on the heel part the
brakes come into action as well, the arms W or steel bands being pressed into the
grooves X.
The bar a in the different Figures shows my pressure bar or arms-support. b,b,
are soft pads fixed at the ends of the bar a; this bar curves towards the side
of the rider, so that he can place that part of his arms near the elbows underneath
the pads, as shown in Figure 13, while still holding the steering handles. He will
then be able to exert a great downward pressure on the pedals without straining
bis, wrists. He may rest his arms on the top of the pads when no great exertion is
required.
Figures 16 and 17 show, how I change an ordinary bicyclo into one of my
improved tricycles. A is the hind fork of an ordinary bicycle. . Between the arins
of the fork I pass the attachment piece B, which at the top has recesses cut, B'; just
:

page_text: sufficient to fit close on A, and at the lower end has a boss filling up the distance
between the arms of A, while the axle pin of the bicycle hind wheel serves to pass
through this boss and the eyes at the end of A as formerly, thereby bolting them
together and keeping B in its place. By this plan no hole is drilled for bolts, or
any damage done to the frame of the bicycle. Projecting from B are the pivots C,
upon which I carry the hinder carriage, as shown in Figures 13, 14, and 15.
A is
Figures 18 and 19 show another arrangement similar to the last, but with only
one pivot, suitable for the hinder carriage, as shown at Figures 4, 5, and 6.
the fork of the bicycle; B the attachment piece with pivot C. At B¹ is the recess
for clipping one of the arms of A. The axle-pin also in this case serves to secure
B in its place.
On the second Sheet of Drawings Figure 1 is a side view, and Figure 2 is a front
view partly in section, of my improved driving-gear for speed. A is the driving-
axle shown formed in one piece with the hub of the wheel. B is the fork between
which the driving-wheel is placed. C are pinions fixed on the ends of A, and
having the teeth shrouded to the pitch line, as seen at C¹. The shrouds, which
may be on both sides of the teeth, bear and roll upon corresponding shrouds in the
internal toothed wheels D. The wheels D are supported by the short shafts D¹,
which work in the long bosses or bearings formed at the ends of the fork B.
Projecting from D are the crank arms, and the shafts D¹ I call the crank shafts.
The blocks E in which the driving axle A revolves are fitted on the fork loosely so
that nothing prevents them from sliding upwards except the shrouds of the
pinions C bearing against those of the wheels D. Underneath E are small packing
pieces E¹ to prevent any movement of E downwards. These blocks E only
transmit the forward pull of the driving-wheel to the fork. The advantage of this
arrangement is that the weight of the rider, &c., transmitted through the fork B
to the wheels D rests upon the shrouds at C', and then through the axle A and the
driving-wheel is transferred to the ground; none of the weight whatever comes
upon the bearings in the blocks E. The importance of this is evident when it is
considered that the axle A revolves at great speed compared to D¹, so that to avoid
friction in E is most desirable. As the shrouds at C₁ roll together the friction
there is almost nil, it is ouly on the crank shafts D' which revolve slowly that
resistance is offered by friction; this is the same in amount as arises when the
driving-wheel is fixed direct to the crank shaft as usual; but, as shown, I drive
the wheel at a much greater speed without any increase of friction.
Figures 3 and 4 (Sheet 2) show side and front views partly in section of my
gearing as arranged for gaining power. A is the axle of driving wheel; B, the
fork; C are internal toothed wheels formed in the hub of the driving-wheel. The
wheels C gear with the pinions D, which latter are driven by the crank shafts D'.
E are blocks attached at the ends of the fork B, having bearings in which the
axle A and the crank shafts D¹ revolve. The crank arms are shown on the ends of
D¹, but are arranged so that they can be taken off D' and used upon A; the small
springs F keep them in place.
Figures 5 and 6 (Sheet 2) show the machine as arranged for carrying parcels or
goods. The driving-wheel is fitted with the gearing for power, as
seen in
Figures 3 and 4. The forecarriage B is pivotted to the hinder axle A in one of
the ways previously described, which allows the rider to keep a vertical seat at all
times, so that he will have complete control over the pedals and able to exert his
full strength thereon. W is the receptacle for the goods placed between the two
hind wheels F, the latter being placed far back under W, so that most of the
weight shall fall on the driving-wheel to increase the adhesion or "bite" on the
road. Figure 6 shows by dotted lines how other forecarriages B' are attached to
W for the use of more workers if the load is great. The arms X, standing out
from the forks, are connected together by the rod Y, which causes all the driving-
wheels to move simultaneously when swivelled for turning the machine round, also
the rod Z keeps the forecarriages parallel to each other. The driving-gear both for

page_text: speed and power, the pressure-bar for the arms, and the combined footrests and
brakes are applicable to bicycles; also, bicycles may be converted into my
improved tricycles by means of attachments as shown.
Having now described and particularly ascertained the nature of my said
Invention, and the manner in which the same is or may be used or carried into effect,
I wish it to be understood that what I consider new and therefore claim as the
Invention secured to me by the herein-before in part recited Letters Patent is,―
1st. The construction of velocipedes of 3 or more wheels, with a swivelling
axle, arranged to operate without detriment to the steering of the machine,
substantially as and for the purposes described (Figs. 1 to 9 inclusive).
2nd. The construction of velocipedes of 3 or more wheels with a swivelling axle,
arranged to be steered by the movement or inclination of the machine sideways,
substantially as and for the purposes described (Figs. 10, 11, and 12).
3rd. The construction of velocipedes having the wheels kept parallel by a
swivelling arrangement of rods, substantially as and for the purposes described
(Figs. 13, 14, and 15).
4th. A combined footrest and brake for velocipedes, operated substantially as
described (Figs. 1 and 2).
5th. A pressure-bar for the arms, to be used in or on velocipedes, for relieving
the wrists from strain, constructed substantially as and for the purposes
described.
6th. The application and use to bicycles of attachments which convert them into
tricycles, substantially as described (Figs. 16, 17, 18, and 19).
7th. Driving-gear for velocipedes, constructed substantially as and for the
purposes described.
8th. The general combination and arrangement of velocipede carts, constructed
and operated substantially as and for the purposes described (Figs. 5 and 6,
Sheet 2).
In witness whereof, I, the said Charles Gittens Hawkins, have hereunto set
my hand and seal, this Twenty-seventh day of April, in the year of our Lord
One thousand eight hundred and eighty one.
AHIDING CHORVA TT HIDTIZA
CH
LES GITTENS HAWKINS. (L.S.)