Year: 1894

page_text: Date of Application, 11th June, 1894
Complete Specification Left, 11th Mar., 1895-Accepted, 13th Apr., 1895
A communication by WILFRID HARRISSON dit MONNIOT, of 50, Rue des
Abbesses, Paris, in the Republic of France, Gentleman.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of The Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool and 6 Bank Street,
Manchester both in the County of Lancaster and 323 High Holborn in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this invention
to be as follows:-
This invention has for its object an apparatus for changing speed, based on the
employment of circular epicycloidal, or plane trains, suitably arranged to admit of
the changing of speed whilst running, without producing any shock or deleterious
vibration at such moment.
It is well known that a circular epicycloidal train is composed of a shaft, actuated
by any suitable motor or motive power, and carrying an arm on which is mounted
a bevel wheel, capable of turning freely, and which will be called the intermediate
wheel. This wheel engages with two bevel wheels mounted on the said shaft and
equally capable of turning freely. One of these side wheels is called the brake
wheel, the other, which may be provided with teeth, may carry a pulley, which
serves to drive any suitable mechanism.
It is the addition on the intermediate wheel of an antomatic brake device, formed
of a stop device, and which only permits this wheel to turn in one direction, combined
with the use of an ordinary brake, which serves to stop at will, one of these side
wheels called the brake wheel, which constitutes the essential part of this
invention, and which permits of the transmission to the other side wheel, or
conducting wheel, of different speeds, according as the hand brake is applied or
taken off.
In the apparatus about to be described the automatic stop device of the inter-
nediate wheel is arranged in the following manner :-
On the outside face of this intermediate wheel, a circular recess or crown is
placed, in which a block or disc, fixed firmly to the arm, which serves as the axis
of this said wheel, is arranged, the periphery of said block is formed with oblique
indentations, in each of which a ball of such a size is placed, that when the wheel
turns in one direction, the balls can freely move in the deepest part of the inden-
tations, whilst when this wheel tends to turn in the other direction, these balls
get jammed between the other ends of the oblique indentations of the above named
block and the interior surface of the circular recess or crown of the intermediate
wheel; thus preventing any rotation in this direction of the intermediate wheel.
It will be readily understood that these aforesaid balls may be replaced by
pawls, which are without effect when the intermediate wheel turns in one direction,
but which act to prevent the rotation of this wheel in the opposite direction. Any
other equivalent arrangement may be employed as desired.
In this same apparatus the hand brake consists simply of a cord or rope engaging
in a V groove in the periphery of the brake wheel, one end of which cord is
attached to an adjustable fixed point, whilst the other end is fixed to a lever, which
can be operated by hand if desired.

page_text: When the hand brake is not operated the brake wheel being free to turn with
the driving shaft is without effect on the apparatus, and when this driving shaft
turns in the desired direction, the intermediate wheel, which is only free to turn in
one direction, actuates during its rotating movement in space the conducting wheel
exactly as a pawl would when fitted on the end of the said rotating arm and fixed
to the driving shaft, so that in this case the speed: communicated to the conducting
wheel is equal and in the same direction. as the speed of rotation of the driving
shaft.
If on the contrary the hand brake is applied the brake wheel is immediately
stopped, and consequently transmits to the intermediate wheel a rotating movement
on itself, during which it turns round in space at the end of the turning arm on
which it is mounted. It is in fact in this direction that the said intermediate wheel
can turn on its axis. The result of this is that the double movement of this inter-
mediate wheel transmits to the conducting wheel a speed of rotation double to that
which it previously possessed.
Lastly, if the hand brake is again released the brake wheel becomes again loose,
and the intermediate wheel ceases to receive any rotating movement on its axis and
no longer acts as a fixed stop on the conducting wheel, the speed of rotation of which
is reduced by one half.
It will be seen that in each case the direction of rotation of the three wheels
which compose the epicycloidal train is not altered, so that no deleterious shock can
be produced at the moment of changing the speed.
The applications of this mechanism are numerous and those more especially
relating to bicycles, tricycles and the like, to tramways or to mechanically operated
vehicles. will now be indicated, the reduction of speed obtained permitting, not only
of an easy start but also facility for ascending such hills as may be presented in the
course of the journey.
In the case of the application to bicycles the driving shaft is the pedal shaft, and
on this shaft is fixed a sleeve provided with two or more arms carrying intermediate
wheels, provided with their intermediate stop action and engaging both with the
brake wheel and the conducting wheel.
In this case the exterior face of the conducting wheel is formed in the shape
of a dish, which protects the mechanism and the periphery of which is toothed to
receive the driving chain of the bicycle. Further, lastly, to reduce all friction the
brake and conducting wheels of the apparatus are mounted on bull hearings.
Lastly, in order to obtain a ratio of speed other than that of 1 to 2, other
arrangements are made use of, which will now be summarily indicated.
The intermediate wheel is provided with a pinion of different diameter and which
can be placed so as to engage with the brake wheel or with the conducting wheel
receiving the speed which it is desirable to transmit to this wheel which carries the
driving gear.
The arm carrying the intermediate wheel may be bent in such a manner that the
latter is presented to the brake and conducting wheel, of which the diameters are
then different in an oblique position. This same end may be again attained by
coupling in a series a number of epicycloidal trains of which each successive
driving shaft is fastened respectively by means of a crosshead with the conducting
wheel of the preceding train.
In this case if no hand brake be applied the speed of the conducting wheel of the
last train is equal to that of the first driving shaft; if one only of the hand
brakes be applied the transmitted speed will be double if two brakes it will be
quadruple etc.
As has been said epicycloidal plane trains can equally be made use of, that is to
say, in which the three wheels employed are straight wheels. In this case as
previously the plane intermediate wheel is provided with an automatic stop
device, which only permits it to turn in one direction. The interior wheel is
provided with a hand brake, and the toothed crown in which the intermediate
wheel moves, constitutes the directing wheel, and carries a pawl or pulley, for

page_text: transmitting to any suitable mechanism equal or different speeds, the motive power
being furnished by the central shaft which carries all the train.
It will be also understood that in these different kinds of epicycloidal plane or
spherical trains the motive power may also be applied to the wheel which has been
called the directing wheel and which transmits the equal or different speeds to the
central shaft which has been called the driving shaft.
Dated this 9th day of June 1894.
WM. P. THOMPSON & Co.,
Agents for the Applicant.
A communication by 'WILFRID HARRISSON dit MONNIOT, of 50, Rue des
Abbesses, Paris, in the Republic of France, Gentleman.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of The Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool and 6 Bank Street,
Manchester, hoth in the County of Lancaster and 323 High Holborn in
the County of Middlesex, Civil 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 an apparatus for changing speed, based on the
employment of circular epicycloidal, or plane trains, in combination with an
automatic brake forming a stop device and an ordinary brake operated by hand at
a suitable moment with the object of effecting the changing of speed whilst
running, without producing any shock or deleterious vibration at such moment.
The invention will now be described in detail, reference being made to the
accompanying drawings, in which,
Figure 1 is a side view ;
Figure 2, a plan view; and
Figure 3, a sectional view showing the principle of this invention;
Figure 4 is a view of the hand brake ;
Figure 5 is a section of the apparatus applied to a safety bicycle:
Figure 6 is a modification of the apparatus ;
Figure 7 is another modification;
Figure 8 is a section of an apparatus with plane gearing applicable for a safety
bicycle;
Figure 9 is a group of several similar apparatuses;
Figure 10 is a view. of the automatic brake ;
Figure 11 is a special arrangement of the apparatus applied to a safety bicycle;
Figure 12 is a transverse section of this arrangement.
It is well known that a circular epicycloidal train, Figure 1, is composed of a
shaft A actuated by any suitable motor or motive power, and carrying an arm C
on which is mounted a bevel wheel D capable of turning freely, and which will be
called the intermediate wheel. This wheel engages with two bevel wheels BE
mounted on the said shaft A and equally capable of turning freely. One of these
side wheels is called the brake wheel B, the other E, which may be provided with
teeth e or may carry a pulley which serves to drive any suitable mechanism.
It is the addition on the intermediate wheel D of an automatic brake device d,
Figures 2 and 3, forming a stop device, and which only permits this wheel to turn
in one direction combined with the use of an ordinary brake b, which serves to stop
at will one of these side wheels B called the brake wheel, which constitutes the

page_text: essential part of this invention and which permits of the transmission to the other
side wheel, or conducting wheel E, of different speeds according as the hand brake b
is applied or taken off.
In the apparatus about to be described the automatic stop device of the
intermediate wheel is arranged in the following manner :-
As may be seen in Figures 1, 2 and 3 on the outside face of this intermediate
wheel D a circular recess or crown K is placed, in which a block or disc d fixed
firmly to the arm c which serves as the axis of this said wheel, is arranged, the
periphery of said block is formed with oblique indentations; in each of which a
ball of such a size is placed that when the wheel turns in one direction, the balls
can freely move in the deepest part of the indentations, whilst when, this wheel
tends to turn in the other direction, these balls get jammed between the other
ends of the oblique indentations of the above named block and the interior
surface of the circular recess or crown K of the intermediate wheel D, thus
preventing any rotation in this direction of the intermediate wheel.
It will be readily understood that these aforesaid balls may be replaced by
pawls, Figure 10, which are without effect when the intermediate wheel turns in
one direction, but which prevent the rotation of this wheel in the opposite direction.
Any other equivalent arrangement may be employed as desired.
In this same apparatus the hand brake 6 consists simply as may be seen in
Figure 4 of a cord or rope engaging in a V groove in the periphery of the brake
wheel B, one end of which cord is attached to an adjustable fixed point, whilst the
other end is fixed to a lever a which can be operated by hand if desired. When
the hand brake b is not operated, the brake wheel B being free to turn with the
driving shaft A is without effect on the apparatus, and when this driving shaft
turns in the desired direction indicated by the arrow the intermediate wheel D,
which is only free to turn in one direction, actuates during its rotating movement in
space the conducting wheel E exactly as a pawl would when fitted on the end of
the said rotating arm C and fixed to the driving shaft, so that in this case the
speed communicated to the conducting wheel E is equal and in the same direction
as the speed of rotation of the driving shaft A.
If on the contrary the hand brake is applied, the brake wheel B is immediately
stopped, and consequently transmits to the intermediate wheel D a rotating
movement on itself, during which it turns round in space at the end of the turning
arm C on which it is mounted. It is in fact in this direction, shown by arrow y,
that the said intermediate wheel can turn on its axis. The result of this is that the
double movement of this intermediate wheel D transmits to the conducting wheel E
a speed of rotation double to that which it previously possessed.
Lastly, if the hand brake is again released the brake wheel B becomes again
loose, and the intermediate wheel D ceases to receive any rotating movement on
its axis and no longer acts as a fixed stop on the conducting wheel E, the speed of
rotation of which is reduced by one half. It will be seen that in each case the
direction of rotation of the three wheels B D E which compose the epicycloidal
train is not altered so that no deleterious shock can be produced at the moment of
changing the speed.
The applications of this mechanism are numerous and those more especially
relating to bicycles, tricycles and the like, to tramways or to mechanically operated
vehicles will now be indicated, the reduction of speed obtained permitting not only
of an easy start but also facility for ascending such hills as may be presented in the
course of the journey.
In the case of the application to bicycles, the driving shaft A, Figure 5, is the
pedal shaft, and on this shaft is fixed a sleeve G provided with two or more arins C
carrying intermediate wheels D provided with their automatic stop action d and
engaging both with the brake wheel B and the conducting wheel E.
In this case the exterior face of the conducting wheel E is formed in the shape
of a dish H which protects the mechanism, and the periphery e of which is toothed
to receive the driving chain of the bicycle. Further, in order to reduce the friction

page_text: the brake and conducting wheels B and E of the apparatus are mounted on bail
bearings g.
Lastly, in order to obtain a ratio of speed other than that of 1 to 2, other
arrangements are made use of, which will now be summarily indicated. In the
arrangement shown in Figure 6, the intermediate wheel D is provided with a
pinion I of different diameter and which can be placed so as to engage with the
brake wheel B or with the conducting wheel E according to the speed which it is
desirable to transmit to this wheel which carries the driving gear e.
The arm C, as shown in Figure 7, carrying the intermediate wheel D may be
bent in such a manner that the latter is presented to the brake wheel B. and
conducting wheel E of which the diameters are then different, in an oblique
position. This same end may be again attained, as shown in Figure 9, by coupling
in a series a number of epicycloidal trains T' T' T' of which each successive
driving shaft A A A is fastened respectively by means of crossheads M¹ M² with
the conducting wheels E¹ E of the preceding trains. In this case if no hand
brake be applied, the speed of the conducting wheel E of the last train
of the series is equal to that of the first driving shaft A¹; if one only of the hand
brakes be applied the transmitted speed will be double; if two brakes, it will be
quadruple etc. As has been said epicycloidal plane trains can equally be made use
of, that is to say, in which the three wheels employed are straight wheels.
Figure 8 shows an example of this arrangement. In this case, as previously, the
plane intermediate wheel D is provided with an automatic stop device d, which only
permits it to turn in one direction. The interior wheel B is provided with a hand
brake and the toothed crown E in which the intermediate wheel D moves,
constitutes the directing wheel and carries a pulley or is provided with teeth e for
transmitting to any suitable mechanism at equal or different speeds, the motive
power furnished by the central shaft A which carries all the train.
It will be also understood that in these different kinds of epicycloidal plane or
spherical trains the motive power may also be applied to the wheel E which has
been called the directing wheel and which transmits the equal or different speeds to
the central shaft A which has been called the driving shaft.
For the practical application of this invention to bicycles, the arrangement
shown in Figures 11 and 12 is preferably employed.
As may be seen in these figures, the driving axle A is actuated by the crank M
carrying a plate C bearing the spindles c of three pinions D, which engage with
the brake wheel B and the crown E carrying the chain of the bicycle.
The wheel B turns preferably on ball bearings g, and a disc g surrounding the
axle A prevents the entrance of dust into the track on which the balls g travel.
Further, the centre G of the plate C hereinbefore mentioned is cut externally
into the form of a ratchet and in the teeth of this, pawls 1, arranged as shown in
Figure 10, engage in such a way as to form the automatic brake or stop device of
the apparatus.
In this arrangement the wheel B which bears the friction groove of the hand
brake, forms a cheek corresponding to the plate C herein before mentioned in
order to hold together the wheels of the mechanism, and the periphery of the
centre B' of this wheel has teeth which engage with the teeth d of the pinions D
hereinbefore mentioned.
Finally all the wheels are provided on each side with rings m np, the diameters
of which are calculated so as to correspond exactly to their respective original
circumferences; so that these rings travel freely and move one over the other
during the working of the apparatus and serve to maintain the separation and
position of these wheels.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim is
-
1. The improvements in variable speed gearing, consisting in the employment of

page_text: circular epicycloidal or plane trains in combination with an automatic brake forming
a stop device and with an ordinary hand brake; substantially as hereinbefore
described and with the object set forth.
2. The combination of bevel wheels (B D E) in the application of the invention
to the chain wheel of a bicycle; substantially as herein before described and shown
in reference to Figure 5 of the drawings.
3. The combination of plane wheels (B DE) in the application of the invention
to a bicycle, substantially as hereinbefore described and shown in reference to
Figure 8 of the drawings.
4. The special combination of plane wheels (BDE) in the application of the
invention to bicycles; substantially as hereinbefore described and shown in reference
to Figures 11 and 12 of the drawings.
5. The combination of bevel wheels (B D E), enabling the speed transmitted to
be varied substantially as herein before described and shown in reference to
Figure 7 of the drawings.
6. The combination of bevel wheels. (BDE) with the addition of a bevel
wheel (I) with the object of enabling the speeds transmitted to be varied, substan-
tially as herein before described and shown in reference to Figure 6 of the
drawings.
י
7. The combination and coupling of several epicycloidal trains substantially as
shown in, and described in reference to Figure 9 of the drawings for the purpose
set forth.
Dated this 9th day of March 1895.