Improvements in and relating to the Driving Gear of Cycles, Motor-cycles, and the like.
Year: 1896

page_text: Date of Application, 1st Dec., 1896
Complete Specification Left, 27th Aug., 1897-Accepted, 6th Nov., 1897
PROVISIONAL SPECIFICATION.
Improvements in and relating to the Driving Gear of Cycles,
Motor-cycles, and the like.
I, FERDINAND HENRY D'OLLIERES of 19 Rue de la Republique, Marseilles in
the Republic of France, Manufacturer, do hereby declare the nature of this inven-
tion to be as follows:-
This invention is intended to substitute wheel gearing with angular or wedge
like peripheries for the different mechanical organs used hitherto for the trans-
mission of motive power to the propulsion wheel or wheels in the construction of
the different velocipedes and motor cycles operated by pedals or by inanimate
or mixed motors.
In contradistinction to the effect produced with the different gearings where
the transmitted effort is sustained by the axles, this wedge gearing brings upon
the axles of its wheels only a part of the pressure. According to the angle given
to the groove of the wheel the horizontal and vertical components will vary in
proportions determined by the said angle and may be for instance, 82° in lateral
effort and 18% upon the axle with an angle of 240 and of 86:5% in lateral effort
and 13.5% only upon the axle with an angle of 18°. From this property there
results economy in friction on the axles which constitutes one of the advantages
of the gearing in its applications to cycles.
Considering the amount of the lateral effort tending to rupture the wheel crowns
which constitute the walls of the groove, I have, constructed the gearing with
one or more grooves, according to the importance of the power to be transmitted
in order to diminish these efforts which will be in inverted proportion to the
number of the grooves given to the gearing.
According to the case, either of two principle arrangements can be adopted.
In the one there is direct transmission from the axle of the motor to the
axle of the propulsion wheel. The contact is sustained by the approach of one
of the axles by the same means as used with friction gearing, this arrangement
is only applicable in cases where the motor and the operated wheel can turn in
the contrary direction. The other construction embodies an intermediary wheel
composed of a wheel and a pinion mounted upon the same axle. The pinion
receives the power from the wheel on the pedal crank shaft or equivalent motive
shaft, the other wheel transfers it to the wheel on the driving wheel hub.
The intermediary wheel is held in light contact by means of a spring. This
arrangement may be used to produce the automatic gearing of the system at the
starting of the motor and disengage it at the moment, when the impulse ceases, so
that the machine may continue its course by means of the acquired momentum,
and to proportionate automatically the pressure necessary for the adherence to
the resistances to be overcome.
The wheel is drawn towards the line of the axles as soon as the wheel driving
it enters into rotary movement. It is drawn in between the two wheels until the
moment when the pressure having overpowered the resistance, circular impulse

page_text: is produced. The wedging action which was augmenting, ceases to increase at
the same moment. But if the motive action is interrupted, the propulsion wheel
continues its rolling by virtue of the velocity acquired by the machine the driven
wheel becomes the driving wheel and as it operates upon the intermediary wheel
tending to remove it from the line of the axles, it follows that the wheel is
automatically disengaged and the machine continues its course.
In consequence of these conditions of work the machine must always be
provided with a brake.
But if the peculiar propriety of operation due to the principles of the mechanism
be not required, it will be sufficient to shift the point of attachment of the spring.
Dated this 1st day of December 1896.
HERBERT HADDAN & Co.,
18, Buckingham Street, Strand, London, Agents to Applicant.
Improvements in and relating to the Driving Gear of Cycles,
Motor-cycles and the like.
I, FERDINAND HENRY D'OLLIERES of 19 Rue de la Republique, Marseilles, in
the Republic of France, Manufacturer, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed to be particularly described
and ascertained in and by the following statement:-
This invention is intended to substitute wheel gearing with angular or wedge
like peripheries for the different mechanical organs used hitherto for the trans-
mission of motive power to the propulsion wheel or wheels in the construction of
the different velocipedes and motor cycles operated by pedals or by inanimate
or mixed motors.
In contradistinction to the effect produced with the different gearings where
the transmitted effort is sustained by the axles, this wedge gearing brings upon
the axles of its wheels only a part of the pressure. According to the angle given
to the groove of the wheel the horizontal and vertical components will vary in
proportions determined by the said angle and may be for instance, 82% in lateral
effort and 18% upon the axle with an angle of 24° and of 86:5% in lateral effort
and 13.5% only upon the axle with an angle of 18°. From this property there
results economy in friction on the axles which constitutes one of the advantages
of the gearing in its application to cycles.
Considering the amount of the lateral effort tending to rupture the wheel crowns
which constitute the walls of the groove, 1 have constructed the gearing with
one or more grooves, according to the importance of the power to be transmitted
in order to diminish these efforts which will be in inverse proportion to the
number of the grooves given to the gearing.
According to the case, either of two principle arrangements can be adopted.
In the one there is direct transmission from the axle of the motor to the
axle of the propulsion wheel. The contact is sustained by the approach of one
of the axles by the same means as used with friction gearing, this arrangement
is only applicable in cases where the motor and the operated wheel can turn in
the contrary direction. The other construction embodies an intermediary wheel
composed of a wheel and a pinion mounted upon the same axle. The pinion
receives the power from the wheel on the pedal crank shaft or equivalent motive
shaft, the other wheel transfers it to the wheel on the driving wheel hub.
The intermediary wheel is held in light contact by means of a spring. This
arrangement may be used to produce the automatic gearing of the system at the

page_text: starting of the motor and disengage it at the moment when the impulse ceases so
that the machine may continue its course by means of the acquired momentum,
and to proportionate automatically the pressure necessary for the adherence to
the resistance to be overcome.
The wheel is drawn towards the line of the axles as soon as the wheel driving
it enters into rotary movement. It is drawn in between the two wheels until the
moment when the pressure having overpowered the resistance, circular impulse
is produced. The wedging action which was augmenting, ceases to increase at
the same moment. But if the motive action is interrupted, the propulsion wheel
continues its rolling by virtue of the velocity acquired by the machine the driven
wheel becomes the driving wheel and as it operates upon the intermediary wheel
tending to remove it from the line of the axles, it follows that the wheel is
automatically disengaged and the machine continues its course.
In consequence of these conditions of work the machine must always be
provided with a brake.
But if the peculiar property of operation due to the principles of the mechanism
be not required, it will be sufficient to shift the point of attachment of the spring.
In the annexed drawing I have shown in Figs. 1 and 2 elevation & plan of
propulsion wheel R and driving wheel P and in Fig. 3 an elevation of cycle
furnished with said wheels Fig. 4 enlarged view of gearing and Fig. 5 plan view
of same, the application of my invention which allows the engagement and the
disengagement of the driving work to be obtained automatically when used or
not for propulsion and dismounting gear for changing the velocity.
Fig. 3 showing a view of the application to a bicycle. Figs. 4 and 5 an
elevation and a plan of the details of construction of the gearing, and showing
the angular gearing contacts.
The operation is as follows:-
The driving wheel P and the propulsion wheel R are wedged geared wheels;
the intermediary wheel I is grooved, the angle being about 20°; this last wheel
is made double with pulleys of different diameters in order to allow, by the simple
reverse turning of the said wheel, to change the contacts with the pulleys Pand R
which has the effect of changing the velocity which depends on the ratio between
the different wheels.
For only one velocity, the wheel I will have only one groove receiving on one
side the contact of P and on its other side that of R.
This means that the wheel I is simply suspended on the frame by means of a
spring r. The tension of this spring is regulated so that I affects the surface of
the wheel R whilst remaining in permanent contact with P. The wheel P entering
into movement, the wheel I is elevated towards the plane of the axles by effecting
on Pan increasing pressure until by the operation of the whole system a continuous
circular movement is produced. But if the action of the motor is interrupted, the
wheel I is no more brought towards the plane of the axles and the direction of
the propulsion wheel trying to remove it therefrom, it results that disengagement
will be produced and that the machine will continue its motion. It will be same
in the cases where the velocity impressed by the motor on the system is less than
that which the machine would develope from the fact of the speed acquired by
its operation or a condition which is presented in descents. Therefore:-
(1) The pressures determinating the adherence are always proportional to the
resistance to be overcome.
(2) The axle of the wheel I (when the latter transfers the power) does not
present any friction, the wheel operates like a friction roller, therefore there is
no loss of power through the axle.
(3) The disengagement is produced automatically thus stopping the expense
of power by the motor every time this power is not utilized in propulsion.
(4) Two velocities are at the disposal of the cyclist.
(5) The reduced wear is without effect on the good operation the regulation
being made automatically.

page_text: (6) The cleaning and the lubricating necessary with chains and toothed-gearing
are completely suppressed.
(7) The propulsion wheel being unconnected with the organs of the motor can
be taken out and replaced very quickly so that the machine occupies only very
little space when dismounted allowing of easy transportability and when mounted
again offering the greatest rigidity.
If it is desired to conserve the dependence between the motor and the driving
wheels, it will be sufficient to place symmetrically and on the top an intermediary
wheel or three friction rollers; in order to comply with the before-mentioned
principle which is to have the driving wheel turning in a direction which brings
the intermediary wheel towards the plane of the axles.
For motor cars different velocities can be obtained by arranging on the shafts
of the motor and of the driving wheels gear wheels of different diameters and con-
venient proportions, and by making them gear by the engagement of intermediary
wheels I.
Having now particularly described and ascertained the nature of this
invention and in what manner the same is to be performed I declare that what I
claim is :-
1. In bicycles, tricycles, motor-cars, or the like, the use of grooved or wedge-
gearing, the wheels of which are provided with rims having a wedge-shaped
profile penetrating the one into the other and making contact laterally.
2. The peculiar and new disposition given to the intermediary transmission
wheel placed under the plane of the axles as shown and arranged to be easily
displaced, whereby its adherence with the other wheels depends upon the operation
of the driving wheel.
Dated this 27th day of August 1897.
HERBERT HADDAN & Co.,
18, Buckingham Street, Strand, London, W.C., Agents to Applicant.