An Improved Device for Varying the Speed of Cycles and other Vehicles.
Year: 1896

page_text: Date of Application, 21st May, 1996
Complete Specification Left, 20th June, 1896-Accepted, 17th Apr., 1897
PROVISIONAL SPECIFICATION.
An Improved Device for Varying the Speed of Cycles and other
Vehicles.
I, SALOMON FRANK, of No. 2, Bleichstrasse Frankfort on the Main in the
Empire of Germany, Mechanical Engineer do hereby declare the nature of this
invention to be as follows:-
This invention has for its object to enable the speed of cycles and other vehicles,
whilst they are in motion-to be varied by means of specially arranged bevil
gearing.
A central or intermediate piece is rigidly mounted upon the shaft, and has three,
four, or a greater number of arms projecting radially from it, which carry bevel-
wheels, each either single or double, and they are arranged to gear with side-wheels,
loose upon the shaft. The outer parts of these side wheels are fitted with notched
cams, whereby they are enabled to engage either with projections from a sleeve
barrel or case surrounding the wheels or with projections from the fork. In the
intermediate position both cams engage with the casing or sleeve, so that when the
crank is turned, the wheel mechanism, as such does not come into operation but
revolves with the shaft bodily, whilst the running wheel, of which the sleeve or
casing forms the hub completes a revolution whenever the crank-shaft does so.
When the shaft, together with the complete bevel-gearing mounted thereon, is
shifted, say, to the right, the one cam will move further over the projections of the
sleeve, whereas the other cam becomes disengaged from the projections of such
sleeve and its notches move into engagement with the projections of the fork. The
wheel carrying this cam will uow, therefore, be firmly retained in position by the
fork, the wheels with which it gears will turn, and the opposite wheel carrying
the opposite cam (given an equal number of teeth) must, in consequence, turn twice
as quickly as the crank shaft, the same speed of motion being also necessarily
communicated to the sleeve, which has remained coupled with such crank shaft and
to the running wheel, having the said sleeve for its hub. The process is corre-
spondingly reversed by shifting the shaft to the left; means being thereby afforded
for causing the wheels carrying the cams to turn at unequal rates of speed.
The displacement of the shaft, necessary to bring about a variation of speed,
may, be effected by any suitable mechanism whilst the vehicle or velocipede is in
motion.
The same object may be similarly accomplished by an arrangement wherein both
lateral wheels fitted with their cams, are, situated upon the same side, and wherein
by the means of a detent device, either of the bevel wheels carrying the cams may
be retained in position at will, according as either arm of the detent is thrown into
gear; on the opposite side a gear wheel is rigidly connected with the sleeve or
bushing. It will thus be seen that in this arrangement the speed is varied by
causing either the larger cam wheel, or the smaller one, to be locked in position by
the fork, and the wheel, coupled with the axle of the running wheel, to revolve in
gear with either one or the other of those wheels.
By means of a modified construction of the mechanism, the number of revolutions
of the sleeve, and also, consequently, of the spoke-wheel, may be reduced in relation
to the speed of the crank shaft, or in other words the motion of the velocipede or

page_text: vehicle may be slowed down or slackened whère it is 'desired, for example, to
employ the velocipede or vehicle in carrying heavier loads than usual at a reduced
speed. In such cases the intermediate wheels are rigidly connected with the
sleeve, say, by screwing the spindles on to such sleeve. The side wheels, with the
cam-pieces or tappets, are here also loose upon the shaft. The cranks, mounted
upon the shaft, which extends through the mechanism and is perfectly loose
throughout-have projections between which whilst the shaft is in certain positions
the cams engage, so that the cam wheels revolve with the shaft. In so doing the
cam wheels and wheels gearing with them do not alter their relative positions, and
the sleeve with the spoke-wheel simply turns along with the shaft or axle. To the
forks, lever-arrangements are attached by means of pivots or journals which serve
both for shifting the crank-shaft and for retaining the cam-wheels, on or against
the forks, when necessary. Supposing now the crank shaft is by moving the lever
to the left then the crank projections will move further into engagement with the
notches of the cam, thereby rigidly connecting such cam and also consequently the
corresponding wheel, with the fork, and inasmuch as the other wheel continues to
revolve with the shaft or axle, the intermediate or central wheels (given 'an equal
number of teeth on the wheels) will cause the sleeve and the spoke-wheel attached
thereto to perform one half of the number of revolutions that the crank-axle
completes in the same time. The same operation will, of course, take place if the
axle or shaft, be moved to the right, instead of to the left. Where the wheels are
of unequal size the number of revolutions of the running wheel may be so regulated
as to be either greater or less than half of the number of revolutions of the crank-
shaft. Thus the construction of apparatus here described enables three different
speeds to be obtained according to the way in which the parts are brought into
engagement; both cams being, in one case, thrown into gear, so that the. complete
device turns bodily, and without the agency of any gearing with the shaft or axle ;
or, in the second case, the right hand side wheel-which is smaller than its com-
panion on the left-would be shifted so as to be retained in position against the
fork, when the speed of rotation of the wheel will be less than that of the crank;
or, lastly, the left-hand-or larger-side-wheel would be so displaced as to be
locked against the fork, in which case, the speed of rotation will be still further
reduced.
Deted this 21st day of May 1896.
JOHNSONS & WILLCOX,
47 Lincoln's Inn Fields, London, W.C., Agents.
COMPLETE SPECIFICATION.
An Improved Device for Varying the Speed of Cycles and other
Vehicles.
1, SALOMON FRANK of No. 2 Bleichstrasse Frankfort-on-the-Main in the
Empire of Germany, Mechanical 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 has for its object to enable the speed of cycles and other vehicles,
whilst they are in motion, to be varied by means of specially arranged bevel
gearing.
I will describe my invention'with reference to the accompanying drawings, which
shew three arrangements according to my invention,―
Figure 1 is a longitudinal section of one form of apparatus. Figure 1 is a cross,
section of the same with the outer casing removed. Figure 1 is a sectional view

page_text: similar to Figure 1 but with some parts removed which are shewn separately in
section in Figure 1º, and Figure 1" is a side wheel and cam forming another part
thereof, shewn separately.
Figures 2, 24, 28, 2, and 2D shew another form of apparatus, and
Figures 3, 3A, 3B, and 30 a third modification.
Referring first to Figure 1, a central or intermediate piece is rigidly mounted
upon the shaft a and has three, four, or a greater number of arms c projecting
radially from it, which carry bevel-wheels d (Figure 1A).
Each of the bevel-wheels d may be mounted singly; or they may be arranged
double or in pairs, in which case they are rigidly connected together, and they gear
with two side wheels e el loose upon the shaft a. The outer parts of these side
wheels are fitted with clutch discs ff" (Figure 1) whereby they are enabled to
engage either with the projections g g of the sleeve barrel or case h or with the
projections of the fork " When the shaft a is in the central position
shewn in Figure 1, both clutch discs ff" engage with the casing or sleeve h at gl gll
so that when the crank is turned, the wheel mechanism as such, does not come into
operation, but revolves with the shaft bodily, whilst the "running wheel". of which
the sleeve or casing forms the hub, completes a revolution whenever the crank
shaft does so.
When the shaft, together with the complete bevel gearing mounted thereon, is
shifted, say to the right towards the projections of the fork " the clutch disc f¹
will move further into the projections g of the sleeve, whereas the clutch disc f
becomes disengaged from the projections gl of such sleeve and with its notches
moves into engagement with the projections of the fork k". The wheel e" will
now, therefore be firmly retained in position by the fork, the wheels d will turn in
gear with such wheel el, and the wheel e' (given an equal number of teeth) must in
consequence, turn twice as quickly as the crank shaft, the same speed of motion
being also necessarily communicated to the sleeve h which has remained coupled
with such crank shaft, and to the running wheel, having the said sleeve for
its hub.
The process is correspondingly reversed by shifting the shaft from the right
to the left; in this manner means are afforded for producing three rates of speed
by the different adjustments of the wheels ele as described.
The displacement of the shaft necessary to bring about a variation of speed may
be effected by any suitable mechanism whilst the vehicle or velocipede is in
motion.
The same object may be similarly accomplished by the arrangement represented
in section in Figure II, wherein both lateral wheels, fitted with, their clutch discs
are, situated upon the same side and wherein by means of the device shewn in
section at right angles to each other in Figures II and IIB and which is pivotted
at o to the fork k', either of the bevel wheels e or el may be retained in position at
will, according as either p¹ or pl is thrown into gear with either for f"; the side
wheel e on the opposite side, being rigidly connected with the sleeve or bushing h.
It will thus be seen that in this arrangement the speed is varied by causing either
the large wheel e', or the smaller oue ell to be locked in position by the fork, and
the wheel on the axle of the running wheel, to revolve in gear with either one
or the other of those wheels by means of the intermediate bezel wheels d.
The inain parts of the arrangement which is shewn complete in Figure II are
sbewn detached in Figures 11° and 11.
Figure II illustrates the arrangement of the part or piece b rigidly mounted on
the shaft a and having spindles c which carry the double wheels d projecting from
its sides. On the left, two side wheels el el not connected are loose upon the shaft
and adapted to engage with the central wheels d and are provided with clutch
discs and respectively.
Figure II represents the two ends or arms k¹k" of the fork. On the left hand
arm is shewn the pawl pl pivotted at o. Between the fork arms the sleeve h and
the side wheel eattached thereto are shewn to be interposed.

page_text: By means of a modified construction of the mechanism, the number of revolutions.
of the sleeve, and also consequently of the spoke-wheel, may be reduced in relation
to the speed of the crank shaft, or in other words the motion of the velocipede or
vehicle may be slowed down or slackened, where it is desired, for example, to
employ the velocipede or vehicle in carrying heavier loads than usual at a reduced
speed. In such cases the intermediate wheels d (Figure III) are rigidly connected
with the sleeve à say, by screwing the spindles con to such sleeve. The side
wheels ee with the clutch discs or tappets ff are here also loose upon the
shaft. The pedal cranks mounted upon the shaft a which extends through
the mechanism and is perfectly loose throughout, have projections m m between
which whilst the shaft is in the position shewn in the drawing, the clutch discs 111
engage, so that the wheels el el revolve with the shaft. In so doing, the
wheels el ell and d do not alter their relative positions and the sleeve with the spoke
wheel simply turns along with the shaft or axle. To the forks kk lever
arrangements (Figures III and 1114) are attached by means of their pivots
or journalso which levers serve hoth for shifting the crank shaft and for retaining the
wheels ele in engagement with the forks when necessary. The letters n' and n
indicate where the parts of the levers and are connected with other levers
(not shewn in the drawings) which is under the control of the driver. Supposing
now the crank shaft is moved to the left by means of the lever device v' then the
projections m will move further into engagement with the notches of the clutch
disc whilst the projections m' leave the notches of the clutch disc f. At the
same time a clutch p (Fig. III) of the lever engages with the notches of the
clutch dise, thereby rigidly connecting such clutch dise and also consequently
the wheel with the fork k. And inasmuch as the other wheel el revolves with
the shaft or axle, the intermediate or central wheels (given an equal number of
teeth on the wheels e and e) will cause the sleeve and the spoke wheel attached
thereto to perform one half of the number of revolutions that the crank axle com-
pletes in the same time. The same operation will of course, take place if the axle
or shaft be moved to the right, instead of to the left, by means of the device v".
Where the wheels el and e" are of unequal size, as shewn, the number of revolutions
of the running wheel may be so regulated as to be either greater or less than half of the
number of revolutions of the crank shaft. Thus the construction of apparatus here
described enables three different speeds to be obtained, according to the way in
which the parts are brought into engagement; both clutch discs & "being, in
one case, thrown into gear as shewn in Figure III so that the complete device
turns bodily, and without the agency of any gearing, with the shaft or axle in the
ratio of 1 to 1, or, in the second case the right hand side wheel ell which is smaller
than its companion el on the left would be shifted so as to be retained in position
against the fork k" when the speed of rotation of the wheel will be less than that of
the crank (i.e. less than 1 to 1); or lastly the left hand, or larger side wheel e
would be so displaced as to be locked against the fork k', in which case the speed
of rotation will be still further reduced (i.e. still further less than 1 to 1) for
example the pedal is revolved three times for only one revolution of the driving
wheel.
Figure II shews the shaft or axle a passing through the mechanism on both
ends of which are provided projections m and m respectively while the side
wheels with the clutch discs ff" attached thereto are loose on the said shaft.
Figure 111 shews on either side the forks with the pivots o and the
levers employed in shifting the parts and in locking them in position as required.
In the centre is shewn the sleeve or barrel h and in it the central piece 6 with
the pivots or spindles c carrying the wheels d.
Having now particularly described and ascertained the nature of my inven
tion and in what manner the same is to be performed 1 declare that what I
claim is.-
1. A device for rendering the speed of velocipedes and similar machines variable

page_text: in such a manner as to enable the speed either to be increased within predetermined
limits whilst the machine is in motion or to be reduced in starting or in overcoming
heavier resistances than usual; such devices being characterised by the following
special features:-
(1) The employment of two bevel wheels arranged in superposition and
rigidly connected with each other, adapted to gear with side wheels and
thereby enabling motion to be transmitted in various ways.
(2) Providing the side wheels with permanently fixed cams which serve to.
couple the side wheels either with the fork of the sleeve or with the
crank axle.
2. Reducing the rate of motion of velocipedes and similar machines to speeds less.
than 1 to 1 by attaching the central or intermediate wheels to the sleeve without.
connecting them with the central shaft or axle substantially as described.
3. Obtaining various speeds by varying the gearing or method of transmission of
motion by the displacement of the shaft with the parts attached thereto as shewn,
for example in Figure 1º or Figure III of the accompanying drawings.
4. The improved devices for altering the speed of cycles and other vehicles
substantially as herein before described and illustrated in Figures 1, 1A, 1B, 1C 1D;
in Figures II, II II II II and in Figures III III III and III of the
accompanying drawings.
Dated this 16th day of June 1896.
JOHNSONS & WILLCOX,.
Agents: