Improvements in and connected with Driving Gear for Velocipedes and other Vebicles, part of which Improvements relate to Brake Devices.
Year: 1898

page_text: Date of Application, 3rd Sept., 1898
Complete Specification Left, 5th June, 1899-Accepted, 12th Aug., 1899
PROVISIONAL SPECIFICATION.
Improvements in and connected with Driving Gear for Velocipedes
and other Vebicles, part of which Improvements relate to Brake
Devices.
I, FREDERICK NOEL MACKAY, of 4, Nicoll Road, Willesden, in the County of
Middlesex, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention relates more particularly to the driving gear of velocipedes
but it is also applicable to motor driven vehicles.
One of the objects of my invention is to provide a gearing in which the speed
may be changed with great ease and freedom from shock or jerk; and wherein
the same means that effect the change of speed will also be capable of being
utilized as a brake for the velocipede or other vehicle.
A further object of my invention is to provide improved means for enabling
the rider of a bicycle to exert a more powerful effort on the crank than hereto-
fore by causing the length of said crank to be increased during its downward
travel. Another advantage accruing from the use of this part of my invention
is that the stroke of the pedal or the downward travel of the crank is auto-
matically lengthened or shortened according as greater or less pressure is applied
to the pedal by the rider so that whenever the propulsion of the bicycle requires
considerable force, as in ascending a hill, an additional advantage is gained.
My improved variable speed gearing is adapted to be applied either to the
crank or bracket bearing, or to the driving wheel or wheels. According to one
construction of this part of my invention, when applying the same, by way of
example, to the crank bearing of an ordinary rear driving safety bicycle, the
spindle, upon which the pedal cranks are rigidly mounted in the usual manner
carries a pinion that is keyed or otherwise rigidly mounted thereon. This pinion
engages with another pinion mounted in bearings in a disc or pulley. The said
disc is mounted in bearings concentric to the spindle, say, on the spindle itself,
or upon the barrel of the bearing, in such manner as to be able to revolve freely.
Rigidly connected to the pinion upon this disc is another pinion that gears with
a fourth pinion fixed upon the sprocket wheel, or rigidly connected thereto by a
sleeve or otherwise. The sprocket wheel is loosely mounted upon the spindle,
or upon the barrel of the bearing or other suitable part thereof. Around the
disc or pulley is arranged a brake strap adapted to be operated by any convenient
means, so as to check or prevent the rotation of the said disc.
The arrangement is such that, when the brake band is out of action, a spring
controlled wedge or clutch will grip the shaft of the two disc-pinions and prevent
their rotating relatively to the disc. They thus serve merely to connect the
spindle pinion and the sprocket wheel pinion so that they move together, and,
as the disc carrying the clutched pinions can freely rotate, the whole of the
gear, spindle, disc, disc-pinions and sprocket wheel,-rotates solidly together.
When, however, the brake band is caused to grip the disc or pulley, it releases
the shaft of the disc pinions by forcing the spring controlled clutch out of engage-
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page_text: ment therewith. By this means the said disc-pinions are rendered free to rotate
relatively to said disc, but as the disc itself is held stationary the said pinions
are no longer able to revolve around the spindle. The driving then takes place
from the spindle pinion through the disc pinions to the sprocket pinion and
sprocket wheel, which, as is usual in variable speed gears, is arranged to be
thus driven at a reduced speed relatively to the spindle.
On the brake band being further compressed or tightened it may be arranged
to itself apply a clutch or brake to the disc pinions, and so retard their rotation
and consequently that of the sprocket pinion and sprocket wheel. The device
is thus capable of being used as a brake for stopping or retarding the bicycle.
Obviously more than one pair of pinions may be employed suitably spaced
around the disc and all gearing with the spindle and sprocket wheel pinions
Moreover instead of using a brake-band or strap acting on the periphery of the
disc or pulley, I may employ other brake devices such as discs or annular sur-
faces acting upon one or both sides of the said disc or pulley.
According to that part of my invention which relates to the cranks of veloci-
pedes and other vehicles, I form the crank in two parts hinged together. One
part is: keyed or otherwise fixed to the crank spindle in the usual manner; and
to the outer or free extremity of the other part the pedal (or the crank pin, as
the case may be) is secured by any suitable means. These two parts may be
normally held at right angles to each other by means of a suitable device, such
as a balance weight or spring which however would preferably be only just
strong enough to overcome the weight of the pedal and of the hinged portion
of the crank, or to overcome the tendency of those parts to recede from the centre
of rotation owing to centrifugal action. The arrangement is such that as soon
as pressure is applied to the pedal as it passes the highest point in its rotation
the two parts of the crank are more or less straightened out so as to increase the
effective length of said crank; and as soon as the pressure on the pedal ceases
as the crank approaches or passes its lowest point the hinged portion of the crank
is automatically drawn back so that the upward travel of the pedal is at a shorter
radius and is consequently of less extent that the downward travel.
I provide suitable stops to limit the movement of the hinged portion of the
crank relatively to the main portion thereof. I also prefer to provide resilient
pads or buffers in combination with these stops in order to avoid any shock or
jerk as the crank is expanded or contracted. I sometimes make the stops adjust-
able so that the limit of the expansion or the contraction of the crank may be
varied. I may also provide means for fixing the two portions of the crank rela-
tively to each other if it be desired to do so, said portions being capable of being
fixed at any angle to each other, thereby permitting of the adjustment of the
throw of the crank.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
Improvements in and connected with Driving Gear for Velocipedes
and other Vehicles, part of which Improvements relate to Brake
Devices.
1, FREDERICK NOEL MACKAY, of 4, Nicoll Road, Willesden, in the County of
Middlesex, Engineer, do hereby declare the nature of this invention and in 5

page_text: what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:
-
This invention relates more particularly to the driving gear of velocipedes but
it is also applicable to motor driven vehicles.
One of the objects of my invention is to provide a gearing in which the speed
may be changed with great ease and with freedom from shock or jerk; and
wherein the same means that effect the change of speed can be utilized as a brake
for the velocipede or other vehicle.
A further object of my invention is to provide improved means for enabling
the rider of a velocipede to exert a more powerful effort on the crank when re-
quired by causing the length of said crank to be automatically increased during
its downward travel, the increase being greater or less according as greater or
less pressure is applied to the pedal.
According to that part of my invention relating to variable speed gearing,
which is applicable either to the crank or bracket bearing, or to the driving
wheel or wheels, I provide on the spindle, say, of the crank bearing of an ordinary
rear driving bicycle, a fixed pinion which engages with another pinion carried in
bearings in a loose disc or pulley mounted concentric to the spindle. Rigidly
connected to the latter pinion is a third pinion that gears with a fourth pinion
connected to the sprocket wheel, which last is loosely mounted concentric to the
aforesaid spindle. Means are provided for normally preventing rotation of the
second and third pinions relatively to the disc, and means are also provided for
releasing the said pinions and for retarding or preventing rotation of the said
disc.
According to that part of my invention which relates to the cranks of veloci-
pedes and other vehicles, I form the crank in two parts which are hinged or
otherwise connected together to permit of the outer part moving relatively to the
other part against the resistance of a spring. These two parts are adapted to
be normally held at right angles to each other by the aforesaid spring, but when
pressure is applied to the pedal or crank pin they are more or less straightened
so as to increase the effective length of the crank.
In order that my invention may be clearly understood and readily carried
into effect I will proceed to describe the same more fully with reference to the
accompanying drawings, in which:-
Figures 1 and 2 are respectively a longitudinal section, and a part sectional
side elevation (the section being taken on the line AB of Figure 1), of a crank
bearing for a rear driving bicycle having one form of my improved speed gear
applied thereto.
Figures 3 and 4 are respectively a longitudinal section, and a transverse sec-
tion on the line C-D of Figure 3, of a similar bearing having another form
of my improved speed gear applied thereto.
Figure 5 is a side elevation of one form of my improved expanding crank,
the controlling spring device being shown in section;
Figure 6 is a part sectional plan of a modified form of my improved crank;
and
Figure 7 is a side elevation of a crank similar to that shown in Figure 5 but
having a different form of controlling spring.
Referring first to Figures 1 and 2, a is the spindle, to which the bosses of the
pedal cranks are rigidly secured in the usual manner, b is a pinion whose boss
or hub forms a sleeve fitting the spindle and keyed or otherwise rigidly secured
thereto. This sleeve forms a bearing for the disc or pulley c which has a grooved
periphery receiving the brake strap d. e, f, are two pinions rigidly secured to
a shaft or spindle mounted in bearings in the said disc, the pinion e gearing
with the aforesaid pinion b. Surrounding the spindle is a sleeve h upon one end
of which is rigidly mounted the sprocket wheel i, and upon the other end of
which is rigidly mounted a pinion g which gears with the aforesaid pinion f. The
sleeve carries the cones forming part of the bearing (of well known construc-

page_text: tion) by which the parts are supported in the barrel & forming part of the frame
of the bicycle. 7 is a device for normally preventing rotation of the shaft of the
pinions ef. It consists of a tubular stem working upon the pin m forming part
of the disc or pulley c and serving to guide the said device in a radial direction
with respect to the pulley; and of two wedge-shaped branches adapted to bear
upon the shaft at each side of its bearing. A coil spring n, arranged near the
root of the pin m and bearing against the lower end of the said stem, normally
forces the wedges against the shaft with sufficient pressure to prevent the rota-
tion of said shaft. Secured to, or forming part of, this wedge device are four
rods or pins o, o, which project a short distance through the periphery of the disc.
The brake strap d is preferably formed of steel and is carried by a pin p turning
in a socket secured to the main tube or other convenient part of the bicycle
frame. One end of the strap is wrapped partially around and secured
to the end of said pin, and the other end of the strap overlaps
the first mentioned end; see Figure 2. Near to this overlapping end I secure
a short strip which is also wrapped partially round and secured to the end of
the pin p. An arm is secured to the pin, and to this arm is attached one end
of a wire, cord or the like whose other end is connected to any suitable form of
hand lever placed upon the handle bar or in any other convenient position.
The operation of my improved two speed gear is as follows:- When the parts
are in their normal position, the brake strap is loose and thus permits the disc
to rotate freely, while the wedge device is forced by the spring n against the
shaft of the pinions e, f, so as to prevent their rotation relatively to the disc.
The said pinions thus serve merely to connect the pinion and the pinion g so
that they move together, and consequently the whole of the gear, spindle, disc,
pinions and sprocket wheel,-rotates solidly together. When, however the strap d
is caused to contract around the disc or pulley, it depresses the rods o, o, thus forc-
ing the wedge out of engagement with the shaft of the pinions e, f, and rendering
said pinions free to rotate relatively to the disc. At this time, provided the strap
is not contracted so much as to retard or prevent rotation of the disc, the pedal-
cranks are entirely free of the driving chain and they may consequently remain
stationary, the continued movement of the sprocket wheel serving merely to
rotate the disc. I thus obtain what is commonly known as a free wheel."
the pedal be now held stationary by the foot while the strap be further contracted
so as to exert friction upon the periphery of the disc, a braking action will be
set up which will retard the motion of the bicycle. Upon the strap being still
further contracted so as to grip and hold the disc, the rotation of the pedals will
drive the sprocket wheel through the pinions b,e,f,g the sprocket wheel being
thus driven at a reduced speed relatively to the spindle, as is usual in variable
speed gearing.
If
I prefer to provide a rack and pawl or similar device in connection with the
hand lever by which the strap is adjusted, so that the latter may be readily
placed and held in any one of the high speed, the "free wheel," the braking,
or the low speed positions.
In my Provisional Specification I have described means which upon further
contraction of the strap d will exert a braking friction upon the shaft of the
pinions e, f, so as to retard the motion of the vehicle. I find however, that for
practical purposes the utilization of the strap d as a brake in the manner above
described is sufficient.
In the modified construction illustrated in Figures 3 and 4 the speed changing
mechanism is arranged entirely upon one side of the bearing, the disc c being
mounted upon the end of the barrel k. The pinion is keyed to the spindle a
as before. The pinion is secured directly upon the sprocket wheel by screw
studs or otherwise. The pinions e, f, are both rigidly secured to one end of their
shaft, which, in this instance, is rotatably secured to the disc by a collar and
screw stud, as shown. The wedge device 7 has a solid stem guided in a cylin-
drical recess in the disc, or in a plate secured thereto. In this case only two

page_text: rods o are employed, but obviously I may use four or any other suitable number
of such rods. The construction of the remaining parts of the gear will be readily
understood on reference to the drawings and in view of the previous description.
It will be observed that in this construction the sprocket wheel i and the
disc c, both of which are formed with a solid web or disc, form a casing for the
pinions which are thus protected from dust or rain.
The operation of the gear is the same as in the construction already described
with reference to Figures 1 and 2.
Obviously more than one pair of pinions may be employed suitably spaced
around the disc and all gearing with the spindle and sprocket wheel pinions.
Moreover, instead of using a brake strap or band acting on the periphery of the
disc or pulley, I may employ other brake devices such as discs or annular sur-
faces acting upon one or both sides of said disc or pulley.
One form of my improved expanding crank is shown in Figure 5. The crank
is formed in two parts ss, one of which, s, is secured to the crank spindle in
the usual manner. The other part s¹ carries the pedal, the pin of which is
secured to the extremity of said part in any convenient well known manner. The
two parts s and s' are hinged together by a knuckle joint, the part being, in
the example shown, forked to form the two outer leaves of the joint. t is a
cylindrical casing having an extension in which is formed an aperture adapted
to fit loosely over the end of the crank cotter pin to which it is secured by a
split pin passing through said cotter pin, or by other appropriate means in such
manner as to afford a slight amount of play to the casing t. This casing con-
tains three coil springs u¹, u², u³, of different strengths, the spring u being the
weakest and the spring the strongest. Passing through these springs is a
rod, having a flange or collar w at one end which bears against the spring a².
At its other end this rod is pivotally secured to the part e¹ of the crank. Loose
rings or collars, such as u, u, may be arranged between the springs if desired.
It will be seen that the action of the springs is to draw the part s of the
crank toward the boss of the parts thus decreasing the distance of the
pedal from the centre of rotation and holding it in its innermost position.
If no
pressure be applied to the pedal it will remain in this position. When pressure
is applied to the pedal however, the part s will move outwardly or away from
the centre of rotation thus causing the springs to be compressed. One of the
positions of the parts during such outward movement is shown in dotted lines in
Figure 5. According to the amount of pressure, one, two or all of the springs
will be compressed and the pedal will be moved to a corresponding distance
from the centre of rotation, so that the effective length of the crank is varied
in direct ratio to the work to be done. As soon as the pressure on the pedal
ceases the part is again drawn back by the spring, and consequently the up-
ward travel of the pedal is always made at the least radius.
It will thus be seen that when little or no force is required to propel the
vehicle the crank length is not increased and the pedal travels round in its
smallest path, while whenever considerable force is required the crank length
is increased to its maximum merely by the application of such force to the pedal
x is a pin or bolt secured to the part s and adapted to abut against the part s
and serve as a stop to prevent the part s turning too far. It may be covered
with india-rubber to avoid jerks and noise. The spring device will also effect
the purpose of this stop, and moreover the strongest spring acts as a buffer
and prevents any shock or jerk when the crank is expanded to its utmost limit.
In Figure 6 I have shown another form of my improved crank in which a
helically wound spring u, similar to a clock spring, is employed to control the
movements of the part s¹ relative to the part s.
A pin s is secured to the free end of the parts and to this pin is secured the
mner extremity of the spring u. The parts of the crank is formed in two pieces
which enclose the spring u, the outer extremity of the latter being secured to the
inner piece as shown. These two pieces are secured together by one or more screw

page_text: studs y, and the whole is retained in place on the pin s by the screw stud y¹.
e is a projection upon the part s adapted to come against a projection or stop upon
the parts and so prevent too great a relative movement of the said parts. is
a set screw by means of which the two parts s and s¹ may be secured in any rela-
tive position when desired.
If desired two or more helical springs u of different strengths may be employed
and they may be so arranged as to come into operation at different pressures in
the same manner as the springs u¹, u³, u³, above described with reference to
Figure 5.
In Figure 7 I have shown a very simple form of my improved crank. It con-
sists of the two parts s and s pivoted together, similar to the construction illus-
trated in Figure 5; and of a plain leaf spring u secured at one of its extremities
to the part s near the boss thereof, and bearing with the other extremity against
the parts near the pedal end thereof. I provide a strap z secured to the part sl
and enclosing the end of the spring so as to retain the same in place. is a
projection on the part s adapted to come against a stop upon the parts for limit-
ing the movement of the former part.
A still more simple form of my improved crank might consist of a strong
spring similar in shape to the spring u shown in Figure 7 but itself forming the
body of the crank, the part s comprising only the boss secured at one extremity
of said spring and the part s comprising only the crank end having an eye to
receive the pedal or crank pin and being secured to the other extremity of said
spring.
I may sometimes make the stops for limiting the amount of expansion of the
crank adjustable so that the maximum throw of which the crank is capable may
be varied.
It is obvious that instead of employing metal springs I may employ india
rubber springs, or pneumatic springs. A suitable form of pneumatic spring device
would comprise a resilient chamber containing air and confined between the
ends of two telescopically arranged cylinders or tubes one of which is connected
to the parts and the other to the part s¹ of the crank. Such a device would have
the same effect as regards the direct ratio of crank expansion to pedal pressure
as is obtained by the construction of spring illustrated in Figure 5.
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 what
I claim in velocipedes and other vehicles is:-
:-
1. A variable speed gear comprising a disc or pulley carrying pinions that are
normally held stationary with respect to said disc and that gear with the driving
or power member and the follower, and means for releasing said pinions and
retarding or stopping the rotation of said disc, substantially as and for the pur-
poses described.
2. An expanding crank in which the outer part is adapted to be moved rela
tively to the other part against the resistance of a spring or springs for the pur-
poses specified.
3. A variable speed gear having its parts constructed arranged and combined
to operate substantially as described with reference to Figures 1 and 2, or
Figures 3 and 4, of the accompanying drawings for the purposes specified.
4. An expanding crank having its parts constructed arranged and combined to
operate substantially as described with reference to Figure 5 or Figure 6 or
Figure 7 of the accompanying drawings for the purposes specified.
Dated this 5th day of Juno 1899
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.