Improvements in Velocipedes.
Year: 1898

page_text: Date of Application, 18th Jan., 1898-Accepted, 9th Apr., 1898
Improvements in Velocipedes.
I, FREDERIC ECAUBERT, residing at No. 434, Vanderbilt Avenue, Brooklyn, in the
State of New York, United States of America, Machinist, 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 :-
Several efforts have heretofore been made to construct a brake for cycles in which
the rider can apply the brake by the action of pedals. These devices, however, have
been in many instances heavy and cumbersome and liable to get out of order, and in
other instances the brake has been brought into action by changing the relative
positions of the cranks, one crank being turned upon the crank shaft.
In these devices the rider may apply the brake so quickly as to throw him from his
seat, or, in a moment of excitement, he may fail to manipulate the pedals in the
proper manner to bring the brake into action.
In the present invention a brake is applied to the rotating devices between the
driving shaft and the driven wheel, and which brake is variable, so that the same can
be set up while the machine is at rest to apply any desired pressure to the brake, and
this pressure remains unvaried regardless of the direction in which the parts may be
revolved, so that such friction may be availed of in propelling the machine, or by
holding the pedals and cranks stationary the brake will be operative to stop the
movement by the predetermined extent of brake friction, hence the rider has nothing
to do in applying the brake except to hold the feet stationary, and in descending an
incline the speed of movement is controlled by the movement of the feet or by the
extent of predetermined friction.
The crank-shaft is made with a wheel upon it, and around this wheel is a loose
sprocket-ring, the chain extending therefrom to the driving wheel of the cycle, and a
clutch mechanism is provided between the sprocket-ring and the crank-shaft wheel,
and ring-shaped plates are applied against the sides ofthe sprocket-ring with intervening
washers or pieces of leather, cork, or similar material, and screws are employed for
setting up the rings and applying sufficient pressure upon. the sprocket-ring at the
opposite sides thereof to form a brake, the sides of the sprocket-ring being recessed to
receive the washers or pieces of leather, cork, or similar material that apply the
friction. This friction device is applied where most convenient between the crank-shaft
and cycle wheel.
In one form of this brake the wheel upon the crank-shaft carries one or more pawls
or clutches that engage the sprocket-ring, and an expansible brake adjacent to the
wheel on the crank-shaft acts within the sprocket-ring, and this expansible brake is
brought into action by turning the crank-shaft backward, so that a cam moved by the
pawl engages the lever of the expansion brake and applies more or less friction within
the sprocket-ring to act as a brake in holding such ring and through it the chain and
driving wheel.
A brake is also provided for acting upon the periphery of the rear wheel of the
cycle, and this brake is connected with a disk that is loose upon the crank-shaft
barrel, and the aforesaid cam of the pawl can be so turned as to come into action

page_text: against the stud upon this disk for partly turning the same, and by a crank pin
pressing the brake against the back wheel.
Bicycles have heretofore been made with a two-part frame hinged at the lower end
and movable at the upper parts near the saddle-post, and springs have been used
under compression by the weight of the rider, so that when the wheels pass over
inequalities, one part of the frame may yield in relation to the other part of the
frame, but great difficulty has been experienced in preventing lateral motion and
looseness, because where these exist, the rider is liable to be thrown by the rear wheel
not remaining in the same plane as the front part of the frame.
One object in the present invention is to make a joint between the two parts of the
frame that can be tightened peripherally and transversely of the frame simultaneously,
so that if the joint or hinge becomes loose, it is only necessary to tighten it by one
operation at each joint to bring the parts so closely into contact as to prevent lateral
motion and only allow for a turning motion, and in connection with this feature of the
invention, a guide is provided near the saddle-post for allowing the movement of
the auxiliary or rear frame under changes in the strain or weight and maintaining
the two parts of the frame in the same plane, so that lateral motion at any part is
effectually prevented.
A transverse tube is provided, advantageously the crank-shaft bearing or tube, and
peripheral ribs, preferably V-shaped in section, are provided around the outer ends of
this transverse tube, and the back or auxiliary frame is made with the two side bars,
that receive between them the back wheel, rigidly connected together and provided
with eyes peripherally grooved on the interior to correspond with the ribs on the
transverse tube, and these eyes can be tightened by a screw or similar device, thereby
the peripheral ribs present extended wearing surfaces and they effectually prevent
dust working into the parts, and the whole of the surfaces of the eyes become bearing
and wearing surfaces and hence the necessary strength and extent of surface are
provided with comparatively little width laterally of the frame, so that the cranks and
pedals are not spread apart unnecessarily; and upon these side bars diagonal bars or
braces extend up to near the saddle post where they are connected together and slide
upon a rigid projection from the front part of the frame, and it is generally
advantageous to provide braces extending down to near the eyes, so that the rear or
auxiliary frame is composed of two triangularly formed side frames rigidly connected
at the upper and lower portions and swinging vertically upon the eyes aforesaid, and
the spring that resists the weight is applied near the top of the two-part frame, and a
pinion is advantageously provided gearing into teeth upon the rigid projection so as
to lessen the risk of any twisting or lateral springing action.
Difficulty has also been experienced in applying the brake to the rear wheel
so as to avoid the risk of injury to the pneumatic tire, especially when riding
on a moist sandy road, because the earthy and gritty materials are liable to pass in
between the brake and the rubber and injure the latter, and in addition to this the
sand or mud is liable to be thrown up on the rider.
One object in the present invention is to apply the brake to a large extent of
surface of the pneumatic tire to scrape off sand, mud and other earthy materials that
may adhere to the surface of the rubber, so as to prevent such materials passing in
between the rubber and the brake-shoe as far as possible, and also to support the
mul-guard from the brake-shoe itself and in a position where foreign substances will
be effectually prevented from being projected upon the rider.
The brake-shoe is extended around the forward and upper part of the rear wheel
and connects the respective ends of the brake-shoe to the frame by links that are
diagonal to the radii, so that a motion given to one end of the brake-shoe causes the
other end of the brake-shoe to be pressed towards the wheel to a similar extent, and
at the upper end of the brake-shoe a scraper, somewhat similar to a double mould-
board plough is applied to throw the earthy materials off laterally and prevent them,
as far as possible, from passing in between the rubber and the shoe, and the mud-
guard is extended to the rear from the upper part of the brake-shoe.
The front wheel and steering fork are constructed with reference to holding 'the

page_text: front wheel in line with the rear wheel under ordinary circumstances, so that the
cycle travels in a straight line, but this holding device is yielding, so that the rider
can steer the machine with facility when necessary.
Referring to Sheet 1 of the drawing, Fig. 1 is a side view with the friction plate at
one side removed. Fig. 2 shows the face of the friction plate. Fig. 3 is a cross
section at the line x, x, Fig. 1, and Fig. 4 is a section representing the friction plates
in a different shape. Sheets 2 to 6 show the cycle and the details of the parts as
hereafter described.
The shaft a is the driven shaft and part of one of the pedal-cranks is shown at a¹,
and the dotted lines Fig. 1, indicate that the cranks are to be opposite to each other.
The wheel d is formed with or connected to the shaft a in any suitable manner. The
arms b' with the hub b are shown in Figs. 1 and 3 as connecting the wheel d to the
shaft a, the bolts 4 being shown for connecting the arms and the wheel d. Around
this wheel d is the wheel or ring c, and a suitable clutch is advantageously employed
for connecting the wheel d and the ring c. The short rollers 3 in the
openings or notches h in the edge of the ring d form a reliable clutch when the
motive power is turning the wheel d in the direction of the arrow, Fig. 1, but when
this wheel dis held stationary by the cranks and the ring c continuously revolved,
the clutch rollers 3 disconnect, allowing the ring to rotate freely.
A friction device intervenes between the wheel d and ring c, preferably in the form
of plates or rings e e¹ which come up at the sides of the ring c, and the bolts 5
advantageously passing through the plates e e¹ and through holes 1 in the wheel d
are made use of to draw the plates e e¹ against the sides of the ring c, and suitable
material advantageously intervenes between the plates e and the ring c. The
washers intervening are either continuous or made in sections and may be of
leather, cork, or other suitable material, and these washers or similar intervening
devices are advantageously within the annular recesses at the sides of the ring c.
By setting up the bolts 5 more or less pressure is obtained at opposite sides of the
ring c, and the friction is thereby regulated, and this friction although adjustable is
constant when the ring c moves in its relation to the wheel d.
Under
It is now to be understood that this device may be advantageously applied between
the crank-shaft a and the sprocket-ring c where a chain intervenes between the
sprocket-ring and the wheel to be driven. If, however, the wheel to be driven
surrounds the shaft a, the ring c is to be attached directly to the same.
all conditions a positive and uniform friction exists between the driving mechanism
and the driven device, and if this friction is sufficient for driving a cycle, clutches
may be dispensed with, and under all circumstances when the cycle is to be stopped
or its momentum lessened, it is only necessary to hold the pedals and cranks station-
ary and the friction upon the ring c acts as a brake to lessen the speed or to stop the
cycle; and according to the place where the cycle is to be ridden so the screws or
bolts 5 are to be set up more or less to furnish the friction necessary for stopping the
rotation with the desired rapidity.
The device represented in Fig. 4, Sheet 1, corresponds to that shown in Figs. 1, 2
and 3, with the exception that the wheel e² extends from the hub b up at one side
of the ring c. so as to be integral with one of the side friction plates, the other
side friction plate es being pressed against the ring c by any suitable device, such as
the screws or bolts 5, Fig. 3. In Fig. 4, however, the clutch rollers 3 are shown in
notches in a flange 6 upon the plate e², and the ring e³ is represented with a flange 7
screwing into the inside of the flange 6 for applying the friction between the
respective parts, and a pin or screw at 8 prevents the parts unscrewing by the rotation
of the ring between the friction plates.
Referring to Sheet 2,
Fig. 1 is a general elevation of the cycle.
Fig. 2, Sheet 3, is a horizontal section through the crank-shaft barrel and one of the
pedals.

page_text: Fig. 4, Sheet 4, is a plan view with part of the wheel and brake in section.
Fig. 5, Sheet 4, is an elevation showing the tire brake, the crank-shaft barrel and
the portions of the frame immediately adjacent thereto.
Fig. 6, Sheet 5, is a side view representing the upper end of the saddle-post tube
and the connection thereto of the double angle-frame.
Fig. 7 is a cross section at the line 7, 7, of Fig. 6.
Fig. 8 is a detached side view of the screw and its spring arm for uniting the ends
of the chain, and
Fig. 9 is an elevation of the spring and an end view of the screw.
Fig. 10, Sheet 3, is a section of part of the chain.
Fig. 11, Sheet 5, is an elevation in smaller size showing the upper end of the angle-
frame in a modified form.
Fig. 12, Sheet 3, a section illustrating a modified connection of the *brake-disk
to the crank-shaft barrel, and
Fig. 13, Sheet 4, shows the pawl and part of the disk and sprocket-ring, and
Fig. 14, Sheet 5, is a section of the saddle-post.
Fig. 15, Sheet 6, shows part of the rear wheel with a long brake-shoe and mud-
guard.
Fig. 16 is a plan view of parts of the shoe and guard in larger size.
Fig. 17 is a section of part of the steering head, and
Fig. 18 is a detached view of the tubular spring therein.
The front wheel A and back wheel B are of any desired character and the stem of
the steering fork C passes through the tube D and there is a bottom brace E and a
top brace F extending to the saddle-post tube G, and at the junction of the bottom
brace E and saddle-post tube G is the crank-shaft barrel I. These parts are to be
brazed together and provided with connecting thimbles in any desired manner. The
saddle H is of any desired character and the saddle-post H¹ is received into the
tube G.
The crank-shaft barrel I is screw-threaded or grooved peripherally on the exterior
of its projecting ends, and the double angle-frame J, is composed of the horizontal
members 8 from the rear ends of which the braces 9 extend up and unite with the
brace .10 that is connected at its lower end to the horizontal members 8, and it is
advantageous to permanently and rigidly fasten the two horizontal members 8
together by the cross-piece 11 to which the lower end of the brace 10 is also rigidly
connected, and at the upper ends the braces 9 are also rigidly connected by a
cross-piece 12 to which the upper end of the brace 10 is rigidly connected.
2
The forward ends of the double angle-frame are provided with eyes surrounding
the screw-threaded portions of the crank-shaft barrel I, and in order to apply these
eyes with facility it is advantageous to make them in the form of straps hinged
together at 13 and connected by the screws 14 at the opposite side, so that 'by
removing the screws.the straps can be opened and put around the screw-threaded or
grooved ends of the barrel I, and then closed and secured by the screws; and it is
to be understood that the interiors of the straps i are to be screw-threaded or grooved
to fit the screw-threads upon the crank-shaft barrel, and should the parts become
loose through wear or otherwise, the screws 14 tighten the same and prevent looseness 4
either peripherally or laterally.
The double angle-frame J, can turn more or less upon the crank-shaft barrel I, and
the
upper end of such double angle-frame can approach towards or recede from the
saddle-post tube, and I apply a spring M at this place, which is of sufficient strength
to support the weight of the rider and to yield as either the front or back wheel &
passes an obstruction, thus lessening the concussion upon the rider. If these parts
only were made use of, there would be a tendency to spring the double
angle-frame and allow a lateral movement in the back wheel which might throw the
trider.
To prevent lateral movement, I provide a guide K at or near the saddle-bar 'tube
and usually extending to the rear, and upon the upper ends of the braces 9 clip
pieces 15 grasp the sides of the guide and the guide is preferably an arc of a 'circle

page_text: from the centre of the crank-shaft, so that the parts can move as aforesaid, and
usually I add a pinion L upon a shaft 16 which is made as a bolt screwed rigidly
into the upper ends of the braces 9, and this pinion engages rack teeth on the under
side of the guide K, so that this pinion will turn as the spring yields or moves and
will still more lessen the tortional strain or tendency of the parts to spring or twist
under lateral strain as motion is allowed for in the frame itself. Where gear teeth
are dispensed with, the pinion L. simply becomes an anti-friction roller, as shown
at L, Fig. 11, Sheet 5.
The guide K coming at the opposite side of the saddle-post tube G to the upper
brace Frenders it difficult to split the said tube G sufficiently for clamping the
saddle-post by the screw 6, as usual, hence said saddle-post may slip down in the
tube G. I prevent this occurring by screw-threading the exterior of the saddle-
post H' and interior of the clamping collar at the top of such tube G; this allows
also for raising or lowering the saddle by screwing the post up or down, and it is
advantageous for the post to turn in the tube G slightly because the saddle can
swing horizontally, first one way and then the other by the movement of the rider
in pedalling. I, however, steady the parts and hold them from turning too far by
removing or flattening one side of the saddle-post H¹, see Figs. 6 and 14, Sheet/5,
and applying a spring G2 to the same so as to exert sufficient force to prevent the
saddle turning around in mounting or dismounting. This spring G2 may be of any
desired character. I have shown it of wire coiled around the screw 6 between the
jaws of the clamping collar on the saddle-post tube G.
The crank-shaft barrel may project more at one side than at the other, preferably
on the right side, so as to extend beyond the horizontal member 8 of the double
angle-frame, see Fig. 2 Sheet 3, and upon the screw-threaded end of the crank-shaft
barrel the brake-disk N may be screwed, as seen in Fig. 12, or the disk may be on
the grooved or screw-threaded cylindrical projection at the two-part eye, as shown in
Fig. 2, and upon the back of this disk a stud n projects and receives the arm of.the
brake O, and there are links o pivoted at 17 between the horizontal members 8 of the
double angle-frame J, and their upper ends are connected to the arm or plate of
the brake O at 18, and this brake O is advantageously made concave on the face
adjacent to the pneumatic tire of the back wheel B, and the brake itself is preferably
an arc of a circle corresponding to the surface of the pneumatic tire.
A spring
should be provided at e to press the brake away from the wheel tire and a stop f
limits the turning movement of the brake-disk N in this direction.
It is now to be borne in mind that the disk N can turn upon its bearing around-
the barrel I, and the brake will also swing upon the links o and will be carried bodily
towards or from the wheel by a partial rotation of the disk N, and the direction of
rotation of the sprocket wheel is such that any friction therefrom against the disk N
will tend to draw the tire brake 0 away from the wheel.
The crank-shaft P passes through the barrel I, and ordinary ball-bearings are
applied between the crank-shaft and the barrel, and the crank PI at one end. may be
of usual character, and upon the other end of the crank-shaft is a disk P2 from which
projects the crank P³, and the sprocket-ring R surrounds the disk P2, there being a
ring r at the outer side lapping upon the surface of the disk P2, and a ring or flange 8
on the inner side of the sprocket-ring extending over and surrounding the disk P².
The rings and s are permanently attached to the sprocket-ring and preferably by
screws, as shown.
One of these rings, however, may be made with the sprocket-ring
as an inward flange thereupon. The cylindrical flange s¹ projects to the rear from
the ring 8 and is permanently connected to such sprocket-ring, or inade as part
of the same so as to revolve with the sprocket-ring, and this sprocket-ring or wheel R
can turn or revolve around the disk P2.while such disk may be held stationary, but
when the pedals are in use in propelling the cycle, the power is communicated through
the disk P2 to the ring R by a pawl or clutch, as next described.
'One, two, or more pawls S may be employed, and where there is more than one
they should be at equal distances apart so that the ends of the pawls may, engage
notches in the interior of the sprocket-ring R, and each pawl is made with a cylindrical

page_text: pivot inserted laterally into a circular recess in the edge of the disk P2, and the pawl
extends between the back ring s of the sprocket-ring and the removable front ring r,
and there is a transverse opening or eye through the pawl receiving into it a piece of
cork S¹ or equivalent material, such as leather or rawhide, the ends of which are in
contact with the inner surfaces of the rings and 8, so that there is a friction upon the
pawl; hence if the sprocket-ring is turned faster than the disk P2 the friction will
swing the end of the pawl out from the recess in the sprocket-ring and disconnect the
two, and when the disk P2 is being turned more rapidly than the sprocket-ring is
moving, the friction will throw the pawl out against the interior of the sprocket-ring,
and the pawl will slide upon such interior surface until it comes opposite to one of
the notches within such sprocket ring, and the pawl will then pass into the notch and
connect the parts so that they move together.
At one side of one pawl and projecting towards the brake-disk N is a cam t for a
purpose hereafter described. Upon the brake-disk N is a stud p, carrying the
thicker end of an expansion brake T, the same being in the form of a strip of decreasing
thickness coiled up into a circular form with a mortise through it receiving the stud p,
and adjacent to the stud p, is a stud u receiving a toggle-piece u¹ that is provided
with a shoulder receiving the extreme end of the expansion-brake T, the metal of the
expansion-brake being thickened adjacent to the extreme end and shaped to coincide,
or nearly so, to the other end of the expansion-brake, so that the exterior of the
expansion-brake will be circular, and a thin lapping plate vis connected to one end
of the expansion-brake and passes into a depression in the peripheral surface of the
other end of the expansion-brake so as to make the peripheral surface substantially
complete and adapted to act as a brake within the annular flange 8 of the sprocket-
ring R, and this annular flange may be lined with cork, leather, or other suitable
material S², so that when the expansion-brake T is actuated, a detaining friction will
be applied to the sprocket-ring and through the chain and rear sprocket to the
driving wheel, and it is advantageous to make on one edge of the expansion-brake T
a circular rib to lap over the rabbetted exterior edge of the brake-disk N and to
construct the expansion-brake so that it will contract closely around the rabbetted
edge of the brake-disk and the contraction be thereby limited, so that the entire
surface of the expansion-brake will normally be out of contact with the interior
surface of the annular flange's¹.
It will now be understood that if the toggle-piece u¹ is turned upon its stud u, it
will press against the extreme end of the expansion-brake T and expand such brake
within the annular flange s¹ of the sprocket-ring, and the shapes of this toggle-
piece and the cam t on the pawl S are such that when the crank-shaft is turned
backward by the action of the cranks and pedals, and the pawl S thrown out of gear
with the sprocket-ring, the cam t will be turned into the path of the toggle-piece u³,
but will not act upon the same unless the crank-shaft is turned backward sufficient
to carry the end of the cam against the toggle-piece u¹ and thereby expand the
brake T within the annular flange of the sprocket-ring, and by this means the pedals
and crank-shaft can be made to apply more or less power by the expansion-brake to
the sprocket-ring.
Ordinarily the brake O will remain out of action when the expansion-brake T is
applied, the spring e keeping the stop f against the frame; but should an unusual
pressure be employed to turn the crank-shaft backward, or should the chain break,
the cam t, acting on the toggle-piece u¹ will turn the brake-disc N and bring the
brake O into action against the tire wheel.
If it is desired to bring the brake O into action without using the expansion-brake T
so as only to act upon the tire of the wheel, the pedals may be stopped in such a
position that the cam t on the pawl S, instead of contacting with the toggle-piece u¹
may engage the stud u² on the brake-disk N and turn the brake-disk by a direct
pressure thereon so as to carry the brake O bodily against the periphery of the wheel,
and in so doing the brake O will be actuated alone and without any assistance from
the expansion-brake T, and as soon as the crank-shaft and pedals are started forward

page_text: the parts automatically release themselves and assume the normal position for
propelling the cycle.
In consequence of the expansion-brake T being normally out of action and
contracted around the edge of the disk N there is no friction thereon, nor any wear
of the parts therefrom, and the cam on the pawl moves around without touching
anything, and when the pawl is thrown out of contact with the sprocket-ring such
pawl swings inward and the cam t moves outward and by the backward movement of
the pedals this camt passes in between the toggle-piece u¹ and the expansion-brake
and swings such piece u¹ so that it acts like a toggle upon the end of the brake T
to expand the same within the flange s' and the swinging movement given to the
toggle-piece u not only expands the brake-ring T causing it to fill the interior of the
annular flange 81 but it presses the end portions of the expansion-brake bodily towards
and against the interior of the brake surface 82, and this is especially the case where
the joint u is formed of a stud projecting from the disk N, as shown in Fig. 2, Sheet 3.
Where there is a second pawl S, as seen in Fig. 3, Sheet 3, it will be made without
any cam t, as there should be only one pawl with a cam.
It is to be understood that when the pedals are actuated by the feet in propelling
the cycle, the disk P2 and pawl S revolve together, and the pawl is in engagement
with the sprocket-ring, and the cam t passes around but does not touch the stud u² or
the toggle lever u¹, but if the pedals and the disk P2 are held the pawl is swung by
the friction and the cam t is turned, and when the parts are held by one of the feet
this cam is near the stud u², and by pressing that foot downward, the cam t is caused
to press against such stud and apply the brake O. If the parts are stopped in such
a position that a downward movement can be given by the other foot, the cam t, which
will then be near the toggle lever u¹ is made to act thereon and expand the brake T
and apply a friction to the sprocket-ring for braking the driving wheel through the
connection thereto of the chain V, and the extent of the brake action will be in
proportion to the pressure applied by the foot and through the cam t to the toggle
lever u¹ and brake T.
Inasmuch as the propulsion of the machine and the action of the brake are con-
trolled entirely by the pedals, it is important to be able to adjust the leverage of the
cranks and pedals so that the rider may have full control by the feet, both in
propelling and in stopping the machine. To provide for this condition, the end of
each crank-shaft is made with an internally screw-threaded eye 19 with a clamp-
screw 20, and within the eye is a screw-threaded plug 21 from which passes out an
eccentrically placed or crank-shaped spindle 22 for the pedal U; this pedal may be of
any desired character, but the length of the crank can be varied at will by slackening
the clamp-screw 20 and turning the plug 21 in the screw-threaded eye 19, and to
effect this object it is advantageous to provide a cross slot 21* in the rear end of the
screw-threaded plug for the reception of a screw-driver or other implement for turn-
ing the plug within the eye, and thereby carrying the spindle 22 nearer to or further
from the crank-shaft, and by tightening the screw 20 the pedal will be permanently
held in the position to which it has been adjusted.
The chain V, which passes from one sprocket-wheel to the next, is to be of
any desired character, but in order to give access to the parts of the brake, it is con-
venient to separate the chain and remove it from the sprocket-wheel, and in instances
where screw-pivot pins have been employed for separating the chain by the removal
of the screw, such screw is liable to become loose at the risk of injury to the chain
and also at the risk of injury to the other parts by the screw projecting unduly. To
prevent this difficulty, I make one of the pivots of the chain links as a screw having
a permanently connected spring arm extending out at the head, as seen at 23, Figs. 3
and 10, Sheet 3, and Figs. 8 and 9, Sheet 5, the spring arm serving the purpose of a
lever in turning the screw into position in the chain, or for unscrewing such screw to
disconnect the ends of the chain, and the spring 23 lies against one side of the chain
link and the extreme end is sprung into place and either has a hole to pass freely over
the riveted end of the next pivot, or the spring is provided with lips to pass down at
the edges of the link so as to prevent the screw from turning, as seen in Figs. 8

page_text: and 9, Sheet 5, but by springing outward the end of the spring 23, the spring and
screw can be turned with facility.
In my improvement the crank P³ is closely adjacent to the side of the chain, and
if a nut was used upon the end of the screw that joins the ends of the chain together
as usual, it would be liable to come into contact with such crank. By providing a
spring arm extending out from the screw head I am enabled to dispense with a nut,
and the pivot screw is held reliably from turning, and the side of the chain next the
crank P3 is free from projections.
If desired, the braces 9 of the double angle-frame may be bent at the upper ends
and continued down to the horizontal members 8 in place of using the separate
braces 10. This construction is illustrated in Fig. 11, Sheet 5, and in this figure
a roller L is shown in place of the pinion.
are
In Fig. 12, Sheet 3, the inner portion of the brake-disk N is represented as made
with an annular recess and with a rib around the hub, and the eye i at the end of the
horizontal member 8 is recessed to receive this hub and rib. The peripheral grooves
around the barrel I and the corresponding grooves within the eyes or straps
advantageously V-shaped in section, so that the parts can set closely together, and
by tightening the screw 14 any wear is compensated and looseness or lateral motion
of the angle-frame in relation to the main frame is absolutely prevented, whereas in
cases where the angle-frame and main frame have been united by ordinary eyes or
straps, the parts wear loose and lateral movement cannot be prevented. It will be
apparent that the annular V-shaped ribs and grooves act in the manner before
described, whether such ribs and grooves are simply peripheral or whether they are
cut as a helix or screw-thread. *
I find that a cork lining 82 to the annular flange 81, Figs. 2 and 3, Sheet 3, and the
washers f, f, Figs. 3 and 4, Sheet 1, are reliable because the cork is but little
influenced by atmospheric changes and it also retains in its cavities lubricating
material, if there is any applied to the parts, and the cork is durable and retains its
elasticity under the compression and friction to which it is exposéd..
By disconnecting the eyes of the double angle-frame from the crank-shaft barrel
and separating the clips from the segmental slide, the hind wheel and its frame can
be separated from the main frame so that the parts can be packed into a small
compass for transportation.
When the brake-shoe O is extended upward so as to form nearly a quarter circle
adjacent to the upper and front portion of the wheel. B, as seen in Fig. 15, Sheet 6,
it is advantageous to make the upper end something similar to a double mould-
board plough 15, as seen in the plan Fig. 16, the lower edge being shaped to
conform to the inflated tire so as to act as a scraper to remove earthy materials and
sand that may adhere to the tire to prevent the same passing in between the tire
and the brake, but at the same time this scraping end is shaped so as not to
injure the tire, and the fender or guard G extending to the rear from the top
end of the brake-shoe prevents mud or dirt flying up against the rider, and this
guard is supported by the bars 16 extending down at each side of the wheel B to the
frame.
When the brake-shoe is made as above described, it is most advantageous to support
it by links 6 and 10, Figs. 15 and 16, Sheet 6, pivoted at their outer ends upon the
frame and at their inner ends to the brake-shoe, and these links occupy similar
angular positions to the radii of the circle at the respective points, so that by giving
an end motion to the brake-shoe both ends are swung with uniformity towards the
brake, and in communicating this motion the power can be applied in any desired
manner. I have represented the link 6 as extended forward and acted upon by the
pin n of the disk N.
In order to adapt the brake to take a proper bearing upon the wheel, one or both of
the links is made with a screw-thread near one end passing into a nut 7 which: forms
the pivot for the link, such pivot being supported upon the frame of the machine,
hence by taking out the screw or pin that connects the link with the brake-shoe,
"

page_text: the link may be rotated to whatever extent necessary for the adjustment of the
parts.
The cycle being under the control of the feet in driving and stopping or retarding
the movement, it is important that the hands should be as free as possible, and to
prevent the steering-fork and front wheel turning except when moved by the hand, I
introduce a collar 24, Fig. 1, Sheet 2, and Fig. 17, Sheet 6, with a V notch and a
tubular spring 26, Fig. 1, Sheet 2, and Figs. 17 and 18, Sheet 6, between the tube D
of the frame and the tube C of the steering-fork, and one part 24 is fastened to one
part (preferably to C), and the other part 26 is fastened at its upper end to the other
part, preferably to D. The tube 26 is made to yield as a spring by slots cut in from
opposite sides alternately, as seen in Fig. 18, Sheet 6, and the projection at the free
end entering the V notch in the collar 24 steadies the steering-fork and front wheel
when the cycle is being propelled in a straight line, but this projection yields and
passes out of the V notch when the handle-bar is turned in steering, and the projection
slides without appreciable resistance on the end of the collar..
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:
First In a frictional driving mechanism for cycles, the hereindescribed improve-
ment, consisting in a series of inclines and rolling clutches between the driving wheel
and the surrounding driven ring and annular plates at opposite sides of the driven
ring for retaining the rolling clutch devices, and means for pressing the parts
together and apply friction at the sides of the driven ring, substantially as set
forth.
Second: In a frame for a cycle, the herein described improvement, in uniting the
auxiliary and main portions of the frame, consisting in providing eyes upon one
portion having internally grooved surfaces and a transverse tube with peripheral
grooves and ribs fitting the eyes, and means for tightening the eyes so as to prevent
looseness in any direction, as set forth.
Third: In a cycle driving and brake mechanism having a crank shaft and pedals,
and a sprocket ring, the herein described improvement, consisting in a pawl between
the wheel on the crank shaft and the sprocket ring to connect the parts when driving
the cycie forward, there being a cam receiving its motion from the pawl when swung
out of gear for engaging and actuating an internal brake applied to the sprocket
ring by a partial backward movement of the crank shaft and pedals, substantially as
set forth.
Fourth-The combination with the driving wheel, crank shaft, sprocket wheel
and chain, of two brake devices, one acting against the surface of the wheel and the
other acting on the sprocket wheel, and mechanism between the crank shaft and the
respective brakes and actuated by the cranks, whereby either or both brakes
can be brought into action by a backward movement of the crank shaft, substantially
as specified.
Fifth The combination with the rear wheel and a brake for acting upon the
surface thereof and the crank shaft, of a pin connected with the brake and a pivotal
support around the crank shaft carrying said pin, and means for giving motion to
the brake by a backward movement of the crank shaft, substantially as set forth.
Sixth-The combination with the crank shaft and a disk rigidly connected there-
with, of a loose surrounding sprocket ring, a clutch acting in one direction to connect
the disk and the ring in propelling the cycle, and a brake normally out of action and
a support for the brake on the crank shaft barrel, and means for bringing the brake
into action on the sprocket ring by a backward movement of the crank shaft,
substantially as specified.
Seventh-The combination in a cycle with the crank shaft and its surrounding
barrel, of a brake acting upon the back wheel, a connection for the brake surrounding
the crank shaft barrel, and means for connecting the crank shaft and brake so as to
move such brake by force applied to one of the pedals, substantially as set forth.
B

page_text: Eighth The crank shaft and its barrel, and a disk carried by the barrel and an
annular brake carried by the disk, a loose sprocket ring and its support and
mechanism actuated by a backward movement of the crank shaft for bringing the
brake into action on the sprocket ring to detain the same, substantially as specified.
Ninth The combination with the rigid cycle frame and a crank shaft barrel
permanently connected thereto and having peripheral grooves around its projecting
ends, of a double angle frame having eyes around such grooved ends of the crank
shaft barrel, a rear wheel supported by the angle frame, a segmental guide on the
main frame and a slide upon the upper part of the angle frame engaging such
segmental guide, and a spring between the main frame and the angle frame,
substantially as set forth.
Tenth The combination with the cycle frame having a crank shaft barrel rigidly
connected therewith and peripheral grooves around its projecting end, of a brake
disk surrounding said end and engaging the grooves thereof, a brake adapted to act
upon the driving wheel of the cycle, a connection between said brake and the brake
disk and mechanism for giving to the disk a partial revolution to apply the brake to
the wheel, substantially as set forth.
Eleventh-The combination in a cycle with the frame and crank shaft barrel
rigidly connected and having peripheral grooves around the projecting end of the
barrel, of a disk surrounding the end of the barrel, a brake for the rear wheel and a
connection from the brake to the disk, cranks and a crank shaft passing through the
barrel, a disk upon the crank shaft, a sprocket ring surrounding the disk and
capable of of rotation independent of the same, a pawl for connecting the disk and
the sprocket wheel, and a cam brought into action by stopping the movement of the
crank shaft and adapted to engage the brake disk for turning the same and applying:
the brake to the wheel by the action of the cranks and pedals, substantially as
set forth.
Twelfth The combination in a cycle with the crank shaft barrel rigidly connected
to the frame and having a projecting screw-threaded end, of a crank shaft passing
through the barrel, a disk upon the crank shaft, a sprocket wheel surrounding the
disk and rings or flanges upon the sprocket ring and at the edges of the disk, a pawl
pivoted upon the disk and engaging the interior of the sprocket ring, an expansion
brake acting within the flange of the sprocket ring and mechanism brought into
position by the pawl when disengaged from the sprocket ring, and receiving motion
from the crank shaft and pedals for applying the brake to the sprocket ring, by the a
pedals, substantially as set forth.
Thirteenth-The combination with the crank shaft and a disk thereon and a crank
extending out from the disk, of a sprocket ring loose around the edge of the disk, a
pawl for connecting the disk and the sprocket ring, a brake disk adjacent to the crank
shaft disk, a brake for the periphery of the driving wheel and a connection from the
brake to the brake disk, and means for connecting the crank shaft disk and the brake
disk when the crank shaft is turned backward and the pawl disconnected from the
sprocket ring, substantially as set forth.
Fourteenth The combination with the crank shaft and a disk upon the same, of
a sprocket ring surrounding the edge of the disk and having flanges or rings for
retaining the sprocket ring in position upon the disk, a pawl pivoted in the crank
shaft disk and engaging a recess in the sprocket ring and a friction device upon the
pawl engaging the ring or flange of the sprocket ring for disconnecting the pawl from
the sprocket ring when such pawl is moving slower than the sprocket ring and the
reverse, substantially as set forth.
Fifteenth The combination with the crank shaft barrel, crank shaft and a disk
thereon, of a sprocket ring surrounding the disk, a pawl between the crank-shaft disk
and the sprocket ring, ring flanges at the front and back of the sprocket-ring, a
disk around the crank-shaft barrel, an expansion brake supported upon such disk and
within the annular flange of the sprocket ring, a toggle piece for expanding the brake
and a projection upon the pawl for acting upon the toggle piece and expanding the
brake within the annular flange of the sprocket ring, substantially as set forth.

page_text: Sixteenth-The combination with the crank shaft and sprocket wheel, of cranks
having split screw-threaded eyes, screw-threaded plugs for said eyes and a projecting
eccentric spindle upon each plug, and a pedal upon such spindle and means for
clamping the plug within the divided eye, substantially as set forth.
Seventeenth: The combination with the crank shaft, pedals and sprocket ring, of
a chain, a screw pivot pin for connecting the ends of the chain and a spring arm
extending out from the screw and engaging the chain for preventing the screw
turning, substantially as set forth.
•
Eighteenth-The combination with the rigid cycle frame, a crank shaft barrel
permanently connected thereto and having projecting peripherally grooved ends, and
a segmental slide extending to the rear from the upper part of the frame, of a double
angle frame having clamping eyes around the grooved portions of the crank shaft
barrel, clips sliding upon the segmental projection and a brace connecting the upper
part of the double angle frame to the lower part adjacent to the crank shaft barrel,
substantially as set forth.
Nineteenth-The combination with a circular internal brake surface, of a disk
within the same, an expansion brake contracted when out of use around the edge of
the disk so as to be kept out of contact with the brake surface, and means for
expanding the brake and bringing it into action, substantially as specified.
Twentieth-The combination with the stationary and moving surfaces in a cycle
brake mechanism, of a layer of cork between such surfaces, substantially as and for
the purposes set forth.
Twenty-first-The brake-shoe for a cycle, made sufficiently long to extend over
the upper and forward part of the wheel, in combination with links that are near the
ends of the shoe and placed at nearly similar angles to the radial lines, so as to
apply the brake by the swinging movement given to one of the links, substantially
as specified.
Twenty-second-Connecting the brake-shoe by screw-threaded links to the frame
so as to adjust the action of the brake, substantially as specified.
Twenty-third :-A scraper at the end of the brake-shoe to remove earthy materials
from the surface of the pneumatic tire, substantially as specified.
Twenty-fourth-The mud-guard connected with the brake-shoe and extending to
the rear above the wheel, as set forth.
Dattu buay of January 0.
ERNEST DE PASS,
Chartered Patent Agent,
78, Fleet Street, London, and 5A, Market Street, Nottingham,
Agent for the Applicant.