Improvements in the Driving Mechanism of Bicycles, Tricycles, Velocipedes, and the like.
Year: 1891

page_text: Date of Application, 31st July, 1891
Complete Specification Left, 25th Apr., 1892-Accepted, 28th May, 1892
PROVISIONAL SPECIFICATION.
Improvements in the Driving Mechanism of Bicycles, Tricycles,
Velocipedes, and the like.
I, JOHN MAGENNIS of 6, The Albany Old Hall Street, Liverpool in the County
of Lancaster, General Merchant do hereby declare the nature of this invention to
be as follows:-
My invention of improvements in the driving mechanism of bicycles, tricycles,
velocipedes and the like relates more particularly to the driving mechanism of what
are commonly known as "Safety " bicycles and of tricycles; by driving mechanism
being meant the various different arrangements of intermediate parts, (such as a
chain or chains and sprocket wheels, or else spur gear wheels) employed for
transmitting the power supplied by the rider of the bicycle or tricycle to the driving
wheel.
My invention can however be as well applied to bicycles, tricycles or velocipedes
in which the power of the rider is supplied direct, without the intervention of
gearing (and cranks) as in an "ordinary" bicycle.
I will first describe the invention as applied to a safety bicycle of ordinary type
having the seat and pedals placed between the front and rear wheels, the power
being transmitted to the latter by means of a chain or chains.
In a safety bicycle of this type with my improvement applied to it, the
forward sprocket wheel is of much larger diameter than is usually the case,
while the hind sprocket wheel is preferably made of the usual size. By this
construction I am enabled to greatly increase the multiplying power of the
gearing.
For instance, if in an ordinary safety bicycle (or tricycle) the small wheel of
the driving mechanism makes one and a half revolutions to one pedal revolution,
in a machine built as above described, the ratio may be increased to 5 to 1 and
so the speed of the bicycle (or tricycle) be proportionately augmented.
This arrangement is equally applicable to front and rear drivers or to tricycles
or tandems etcetera.
-
In the case of a bicycle in which the power is transmitted by spur gearing, the
principle is identical, as the first wheel of the gearing is made correspondingly
larger and so the desired increase in the ratio of the revolutions is obtained.
Instead of keying or mounting in a fixed manner upon the axle which carries
the first sprocket or spur wheel, the pedal cranks, I do away with such cranks,
and I fasten the pedals direct on the sides, and approximately close to the rim of
such sprocket or spur wheel, the latter being mounted in any suitable manner, so
that such can freely revolve. By this means I am enabled to get a more steady
and direct pull and a correspondingly greater amount of pressure upon the sprocket
or spur wheel.
Or two sprocket or spur wheels may be rigidly mounted on an axle, which is
supported on or depends from a suitable bearing occupying the space between
them, one pedal being applied to the outer face of each of said wheels. In this
case the chain or spur gearing may mesh with either one or both of these sprocket or
spur wheels. If only with one, the other may be a plane wheel or weighted at its
circumference to equalise the motion after the manner of a fly-wheel.
In applying the invention to an "ordinary" bicycle I enlarge the diameter of
the hub at each side of the driving wheel and suitably support it, for instance in
large circular guides or bearings attached to the lower extremities of the forks, the
usual bearings being dispensed with. The pedals are attached to the outer faces of

page_text: these hubs respectively at such a distance from the centre as to give about the
ordinary "throw."
The faces of the wheels or hubs carrying the pedals may be slotted radially to
allow the amount of "throw to be adjusted.
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these hubs respectively at such a distance from the centre as to give about the
ordinary "throw."
The faces of the wheels or hubs carrying the pedals may be slotted radially to
allow the amount of "throw to be adjusted.
"
Suitable antifriction devices may be applied at all necessary parts.
Dated this 30th day of July 1891.
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Patent Agents for the Applicant
COMPLETE SPECIFICATION.
Improvements in the Driving Mechanism of Bicycles, Tricycles,
Velocipedes, and the like.
I, JOHN MAGENNIS of 6 The Albany, Old Hall Street, Liverpool in the County
of Lancaster, General Merchant, 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 : —
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My invention of improvements in the driving mechanism of bicycles, tricycles,
velocipedes and the like, relates more particularly to the driving mechanism of
what are commonly known as Safety" bicycles and of tricycles; by driving
mechanism being meant the various different arrangements of intermediate parts,
(such as a chain or chains and sprocket wheels, or else spur gear wheels) employed
for transmitting the power supplied by the rider of the bicycle or tricycle to the
driving wheel.
My invention can, however, be as well applied to bicycles, tricycles or
velocipedes in which the power of the rider is supplied direct, without the
intervention of gearing (and cranks) as in an ordinary bicycle.
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Now my invention has for its object to provide a driving-gear whereby
velocipedes can be ridden at greater speeds, or very much greater speeds, than
have hitherto been possible, and that with the exertion of no greater power, indeed,
if anything, with less power, on the part of the rider than at present is ordinarily
needed, or else with my invention riders can drive their velocipedes at the present
ordinary rates of speed, but with the exertion of very much less power than is at
present needed.
In order that my invention may be fully understood, I will describe the sanie by
aid of the accompanying sheet of drawings, on which :-
Figure 1 is a view of an ordinary tricycle having my invention applied to it.
Figure 2 is a view showing, complete in itself, one form in which my velocipede
driving gear can be made.
Figure 3 is a plan view of the improved wheel hereinafter fully described, of my
driving gear.
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It may be here remarked that, though there is shown, on the annexed sheet of
drawings, a Safety" tricycle with link chain gearing, it is not to be understood,
thereby, that my invention is applicable to such kind only of a velocipede and to
link chain gearing only, such has been done for descriptive purposes only, and it
will become evident from the following description that any ordinary workman,
skilled in the art, will be able to apply the invention to any kind of a bicycle,
tricycle, or other foot propelled vehicle, and whether such be propelled by chain
gearing, by spur gearing, by pedals direct, or otherwise.
I will first describe the invention as applied to a "Safety" bicycle of ordinary
type having the seat and pedals placed between the front and rear wheels, the
power being transmitted to the latter by means of a chain or chains.
In a
"Safety" bicycle of this type with my improvement applied to it, the
forward sprocket wheel is of much larger diameter than is usually the case, while
the hind sprocket wheel is preferably made of the usual size. By this construction,
I am enabled to greatly increase the multiplying power of the gearing.

page_text: For instance, if, in an ordinary "Safety" bicycle (or tricycle), the small wheel
of the driving mechanism makes one and a half revolutions to one pedal
revolution, in a machine built as above described, the ratio may be increased
preferably to 3 to 1, and so the speed of the bicycle (or tricycle) be proportion-
ately augmented.
This arrangement is equally applicable to front and rear drivers or to tricycles
or tandems, etcetera.
In the case of a bicycle in which the power is transmitted by spur gearing,
the principle is identical, as the first wheel of the gearing is made corre
spondingly larger and so the desired increase in the ratio of the revolutions is
obtained.
Or two sprocket or spur wheels may be rigidly mounted on an axle, which
is supported on or depends from a suitable bearing occupying the space between
them, one pedal being applied to the outer face of each of said wheels. In this
case, the chain or spur gearing may mesh with either one or both of these sprocket
or spur wheels. If only with one, the other may be a plane wheel or weighted at
its circumference to equalise the motion after the manner of a fly-wheel, and which
is as shown on the accompanying drawings.
Referring now to the accompanying sheet of drawings, I make the wheel to
which the power of the rider is directly transmitted, that is, the forward sprocket
wheel A, of much larger diameter than is usually the case, for instance, I make it
from one and a half times its ordinary size to three times its ordinary size as large
again, these sizes being regulated by the speed it is desired the velocipede shall
attain as by this construction the multiplying power of the gearing is greatly
increased. In the example shown on the drawing, the forward sprocket wheel A
is two and a half times as large as the small sprocket wheel B, which is a
considerable increase in the proportions when compared with the present gears,
but the wheel A could be of considerably larger size where higher rates of speed
are wanted.
Instead of keying or mounting in a fixed manner upon the axle the pedal cranks,
as heretofore, I do away with such cranks altogether, and I attach the pedals
direct on the sides and approximately close to the rim of the wheel which is to be
revolved by the rider's feet. By this means, a more steady and direct force is
attained, and a correspondingly greater amount of pressure can be exerted on the
wheel in question. Where the wheel is of large size, the pedals may be inserted
directly on the face of the wheel close to the rim, but to do this in the case of such
a sized wheel as A would tire out the rider owing to the small amount of throw, I
therefore, in those cases where the wheel is not of a specially large size, attach the
pedals C C to the rim of the wheel by means of arms D D, and so still preserve
the steady and direct force, whilst providing a convenient throw for the rider's
feet.
As, by my invention, the cranks on the axle are done away, the pedals being
applied approximately close to the rim of the wheel to be revolved, it becomes
necessary to so arrange the driving gear, in its bearings or support, that clearance
will be left so that the pedals and the rider's feet can travel freely through the
circular path without encountering any obstacle.
It will be seen that I provide for this by arranging so that the bearing or
support comes in between the two pedals. By providing two wheels A and E, of
which one, A, is the sprocket wheel, fixed on a common axle F, this axle can be
journalled into the bearing or support G in the framework H of the velocipede.
Of course, if desired, both the wheels, A E, may be sprocket wheels, so that one
may be used when the sprockets of the other become worn out, or, instead of
having, as shown on the drawing, only one link chain I, causing the small sprocket
wheel B to revolve, two small sprocket wheels might, if desired, be made use of, so
that, when both wheels A and E are sprocket wheels, two link chains could be used
for driving the two small sprocket wheels.
When the ordinary bicycle, consisting of a large front and a small rear wheel, is

page_text: to have my invention applied to it, such can be very easily done by enlarging the
diameter of the two hubs into which the spokes of the front driving wheel are
fastened, and, by attaching to the outside faces of these hubs, approximately close
to their perimeter, the pedals, either directly or by means of arms, as has been
hereinbefore described, whilst, for supporting the wheel at the ends of the forks,
the hubs may be somewhat thicker than usual, or else have a collar on their
outside faces, care being taken to leave sufficient clearance for the pedals, and
large circular guides or bearings, attached to the lower extremities of the forks,
enclose the thickened hubs or the collars, and so maintain the wheel in position.
It will be seen from the foregoing description, as has been hereinbefore
mentioned, that, by making the wheel, which directly receives the power or force
of the rider's feet, much larger, in accordance with my invention, the velocipedes
will run much more quickly than heretofore, whilst, by applying the pedals to the
wheel in question, instead of to its axle by means of a crank, a more steady and
direct force is attained and a correspondingly greater amount of pressure can
be exerted, which is more suited to the increased size of wheel which is to be
revolved.
It will, of course, be understood that, as in ordinary velocipedes, the faces of the
wheels or hubs or the arms carrying the pedals may be slotted radially or longi-
tudinally, respectively, to allow the amount of throw to be adjusted within
reasonable limits.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. The improvements in the driving mechanism for bicycles, tricycles, velocipedes
and the like, which consist in applying the pedals (C), either directly or indirectly,
to the sides and approximately close to the rim of the wheel which is to be
revolved by the rider's feet, substantially as and for the purposes hereinbefore set
forth.
2. A wheel for the driving mechanism of bicycles, tricycles, velocipedes and the
like constructed substantially as shown and described with reference to Figure 3,
and for the purposes set forth.
Dated this 23rd day of April 1892.
WM. P. THOMPSON & Co.,
Of Liverpool, Manchester, Nottingham, and London, Patent Agents.