Improvements in Bicycles, Tricycles, and other Vehicles.
Year: 1894

page_text: Date of Application, 10th Apr., 1894-Accepted, 30th June, 1894
COMPLETE SPECIFICATION.
Improvements in Bicycles, Tricycles, and other Vehicles.
I, HERBERT LEONIDAS BAILEY, of No. 207 South Canal Street, Chicago,
County of Cook, State of Illinois, United States of America, Manufacturer, 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:
My invention relates to that class of driving-gear for safety-bicycles and similar
vehicles, which is composed essentially of a driving-sprocket-wheel mounted upon
the crank shaft of the machine, a driven sprocket-wheel mounted upon the hub or
axle of the rear wheel of the machine, and a sprocket-chain trained over said
sprocket-wheels and serving to transmit the motion and power of the driving
sprocket-wheel to the driven sprocket-wheel.
The primary objects of my invention are to produce a gearing by means of which
the speed of the gearing can be readily rendered higher or lower, as may be
desired, without necessitating any detachment or substitution of any parts of the
gearing. Also to produce a gearing by means of which the unnecessary slack or
stretch of the sprocket-chain can be readily and effectively taken up without
necessitating any detachment or transposition or substitution of any parts of the
gearing. Furthermore, to produce a gearing the several principal parts of which
can be readily connected or assembled together into operative relation to each
other, and which, when the parts are so assembled, shall be simple, compact, strong
and durable in construction.
The invention further relates to improvements in automatic-brakes for vehicles,
and more particularly for brakes for bicycles, tricycles, and similar chain-driven
vehicles.
The prime object of this part of my invention is a vehicle-brake automatically
operated by the movement of the normally slack side of the driving-chain of such
vehicle.
Other objects of the invention are to provide certain novel details in the
carrying out of the invention whereby a simple, durable and efficient brake is
produced.
The above-mentioned objects, and also such others as may appear from the
ensuing description, are attained by the construction shown in the accompanying
drawings, in which:
Figure 1 is a side elevation of certain parts of a bicycle, showing a combined
changeable gearing and brake-mechanism embodying my invention as applied
thereto.
Figure 2 is a side elevation of parts of the frame of a safety bicycle with a
gearing embodying my invention applied thereto.
Figure 3 is an inverted, or under side, plan view of the same.
Figure 4 is an enlarged vertical longitudinal section of the gearing, taken on the
line 3-3 of Figure 3; the direction of view being that indicated by the arrows
applied to the section-line.
Figure 5 is an enlarged transverse vertical section of the same, taken on the
line 4-4 of Figure 3; the direction of view being that indicated by the arrows
applied to the section-line.
Figure 6 is a side elevation of the two-part tubular eccentric plug for the crank
shaft.
Figure 7 comprises end views of the two plug-members, showing their engaging
projections and recesses.

page_text: Figure 8 represents a detail side elevation of a portion of a bicycle showing
applied thereto a rim-brake embodying my invention.
Figure 9 is a similar view showing a band-brake embodying my invention applied
to a bicycle.
Figure 10, a plan view of the preferred form of my brake, shown detached.
Figure 11, a front elevation thereof; and
Figures 12 and 13 are detail views of a modification of my invention, showing
the parts of the brake as adjustable.
The gearing embodying my invention may be applied to machines or vehicles
having various styles of frame-work, and hence these parts of the frame-work which
are shown in the drawings are principally presented only for illustration. As
shown, the frame-work consists of two rearwardly divergent horizontal bars A, two
upwardly divergent bars, B, B', the lower ends of which are connected adjacent to
the front extremities of the bars A, as hereinafter fully explained, and two obliquely
upward and forward extending bars C, the lower ends of which are connected
adjacent to the rear ends of the bars A, as also hereinafter fully explained. As
shown, the bar B is the bar which usually extends forward and upward to the
fork-bar head, and the bar B' is the usual main supporting-bar for the seat or
saddle, while the bars C are those which usually straddle the rear wheel of the
machine.
D designates the hub or axle of the rear wheel the outer reduced ends d of which
have bearings or support in the rear ends of the horizontal frame-bars A, such
bearings or support being of any suitable or preferred type; the hub or axle D
being also, as a whole of any suitable or preferred type of construction. In any
event, upon one end of said hub or axle are mounted two sprocket-wheels Ę and F
which are tightly secured to said hub or axle, so as always to turn therewith. One
of these wheels, as for example, the wheel E, is of greater diameter than the other
wheel, as F, and said wheels are placed side by side, preferably as close to each
other as practicable, at the same end of the hub cr axle D.
The smaller wheel F is shown as placed outside of the larger wheel E, but, if
preferred, this relative arrangement of the wheels may be transposed. The larger
wheel E is the low-speed wheel and the smaller wheel F is the high-speed wheel,
and it is to be understood that while I have shown but two such sprocket-wheels,
and while only two wheels would usually be desirable, yet more than two wheels,
all of different relative diameters, may be carried at one end of the hub or axle D,
if desired.
G designates the sprocket-chain which is adapted to be trained around one or
another of the sprocket-wheels upon the hub or axle D and which is also trained
around the single driving sprocket-wheel H; which latter sprocket-wheel is mounted
upon the corresponding end of the crank-shaft I, so as always to turn therewith, the
said shaft having connected to its ends the usual cranks J.
-
The lower ends of the frame-bars B and B¹ and the front ends of the horizontal
frame-bars A are shown as united to a horizontal sleeve or hub K which extends
transversely of the vehicle-frame. This bub or sleeve is split longitudinally, as
at k, Figures 3 and 4 for a short distance from one side of each of its ends, and is
formed at each end with two ears or lugs k¹, located at opposite sides of the slit k.
A clamping-bolt is fitted to each pair of lugs or ears k', so that, when turned
in one or the other direction, it contracts or expands the sleeve or hub K
circumferentially.
Within this sleeve or hub K is placed a preferably two-part tubular plug L, L',
Figure 4 each member of which is closed at both ends and each of which members
is also formed with a longitudinal bore or bearing 1 for the axle I. The inner ends
of the two plug-members L and L' are shouldered oppositely as at l, so that, when
one plug-member is turned axially in either direction the companion member will
be always compelled to turn with it. The tubular bearings or bores 1 are eccentric
to the axes of the plug-members and are retained in precise alignment with each

page_text: other by the shoulders just referred to. The shaft I turns freely in the bores!
and the plug-members or sections L, L', are surrounded by the hub or sleeve K.
The length of the plug-section is such that their outer ends protrude beyond the
ends of the hub or sleeve K; such outer ends being formed with circular flanges M¹
and the sections L L' being provided with suitable holes P..
The plug-sections L and I are shown as retained against, endwise movement
upon the shaft I by nuts M screwed upon the opposite ends of the shaft and
confining, between their inner sides and the outer sides of circular end-flanges M¹
of the plug-sections L, L', anti-friction balls m; the adjacent sides of the nuts M
and flanges M' being concaved to properly receive the balls m.
It will thus be seen that when, for example it is desired to gear the vehicle to a
higher speed, the bolts, are turned so as to allow the hub or sleeve K to expand,
and the plug-sections L, L', with the shaft I are pushed longitudinally to the left
so as to bring the sprocket-wheel H into alignment with the smaller sprocket-
wheel F. The sprocket-chain G is then trained over the smaller sprocket-wheel F,
and the plug-sections L and L' are turned axially by a suitable rod or other
implement inserted into the holes so as to move the shaft I and sprocket-wheel H
away from the hub D and thus take up the unnecessary slack of the sprocket-
chain G. Finally, the bolts are turned so as to cause the hub or sleeve K to
contract circumferentially upon the plug-sections L, L', and thus retain the parts
as adjusted. When gearing to a lower speed, the bolts are loosened as before,
but the plug-sections and shaft are moved longitudinally to the right, so as to bring
the sprocket-wheel H into alignment with the larger sprocket-wheel E, and the
plug-sections are turned axially so as to move the shaft I and sprocket-wheel H
toward the sprocket-wheel E. The bolts are finally tightened as before.
It is obvious, from the above description, that in changing the speed gearing,
and in taking up or letting out slack in the chain G, no detachment or transposition,
or substitution of any of the parts is necessary.
It is to be understood that, while I have shown and described the members L
and L of the eccentric-bearing as formed at their outer ends with holes " to
receive a turning-pin or bar, such ends may be formed angularly as desired to
facilitate the axial turning of the bearing-members.
I may here state that my invention so far as it includes a brake-mechanism, and
which I am now about to describe, is applicable to numerous kinds of machines
that are chain-driven, for automatically arresting the operation of the machine by
or through the movement of the normally slack side of the driving-chain thereof,
but in the drawings. I have deemed it necessary to show my invention only as
applied to a bicycle or tricycle, the most familiar of its many applications.
To bicycle riders generally, and more particularly to the skilled riders, the use
chief among
of a hand brake of any kind is objectionable for several reasons,
is the additional weight of the parts, their liability to becoine loose and rattle, and,
particularly, the necessity for an extra and unusual manipulation in order to set the
brakes, requiring a relaxation of the grip of one hand upon the handle-bar.
which
As a result of these objectionable features, it is the common practice of bicycle
riders to strip the brake off the wheel and depend upon back-pedalling, or rather,
back-pressure upon the pedals, to slacken or arrest the speed of the machine, which
operation, however, especially in highly geared machines when under considerable
speed, is not only difficult, but dangerous, as the advantage is with the machine
and the rider is liable to be unseated, or at best, the course of his machine is
considerably deflected.
My invention is designed to take advantage of this habit of back-pedalling to
automatically operate the brakes of the wheel, which may be set with any desired
force co-acting with the back-pedalling of the rider to slacken or arrest the speed
of the machine with any desired degree of suddenness. Of course, a beginner
5 will more quickly and naturally acquire the habit of back-pedalling than of
manipulating the hand-brake.
Referring now to the drawings and more particularly to Figures 8, 9, 10 and 11,

page_text: let A10 indicate the driving carrying-wheel of a bicycle or tricycle which, in the
instance shown in the drawing, is the rear wheel of the machine, driven, in the
direction indicated by the arrows, through the medium of the usual or any desired
sprocket-wheels and chain connection, such as the wheels H and E and F, and
chain G above described, between said wheel and the crank-shaft of the machine.
In practical use of chain-driven machines generally, and of bicycles in particular,
there is necessarily more or less slack in one side of the chain, one side only doing
the work when the chain is running in one direction and the other side doing the
work when the chain is running in the opposite direction, and consequently in a
bicycle driving-gear when under way, the upper side of the chain is taut while the
underside of the chain is always more or less slack until the rider desires to lessen
or arrest the speed of his machine, when, by dragging or exerting back-pressure
on the pedals, the slack will be instantly taken out of the underside of the chain
and transferred to the upper side, and it is the purpose of my invention to utilize
the taking up of this slack in the underside of the chain to automatically apply
brakes of any kind to the wheel at any desired point.
The kind of brake illustrated in Figures 8, 10 and 11 is known as a rim-brake
operating upon the tire of the wheel, and in the instance shown in the drawings,
upon the tire of the rear or driving-wheel of the machine.
This brake apparatus in its simplest form consists of a rock-shaft or double
crank-shaft I loosely journalled in suitable bearings J rigidly but adjustably
secured to the rear fork A of the machine-frame, one end K of the said shaft
extending beyond its bearing to a line with the sprocket-chain G, at which point it is
bent rearwardly, or first downwardly and then rearwardly, as shown, with reference
to the machine, and preferably carries loosely journalled in the free end thereof,
an anti-friction roller L adapted and arranged to come in contact with the
normally slack under side of the chain, when the latter is actuated through the
action of back-pedalling as before described.
Between the bearing J and in line with the tire of the wheel. A10, the rock-
shaft 10 is provided with another arm M10 terminating at its free end in a spoon N10
adapted and arranged to bear against the tire of the wheel when the arm K10 of
the rock-shaft is actuated by the taking up of the slack in the sprocket-chain. The
arm K10 is either of such length or so counter-weighed that the gravity thereof
causes it to normally swing down toward the sprocket-chain, although of course
spring-tension of the many well-known kinds might be applied to the rock-shaft
for producing the same effect, and in order to prevent the roller L₁ from being
constantly in contact with the chain, I provide a stop of some suitable character,
such as the pin 010 on the arm K10, which engages another pin or projection P¹º on
the bearing J, which arrangement permits free movement of the rock-shaft in
one direction. The arms K10 and M are of course so radially disposed with
relation to the axis of the rock-shaft I10 that when the arm K10 is in its normal
position, shown in Figure 8, with the roller L thereof just clear of the slack side
of the driving-chain, the spoon or brake-shoe N is also sufficiently clear of the
tire of the wheel A10.
Now, with this arrangement, so long as the pedals are operated to drive the
machine forward, as indicated by the arrows in Figure 8, the brake-apparatus will
remain at rest but, as soon as back-pressure is put upon the pedals by the rider,
the slack will be instantly taken out of the lower side of the sprocket-chain, which
will then move up to a straight line between the peripheries of the front and rear
sprocket-wheels, as indicated by the dotted line in the said figure, thereby causing
a corresponding movement of the arm K10 through contact with the roller L⁰ and
consequently of the arm M10 which sets the spoon or brake-shoe firmly against the
tire of the wheel A10, thus applying the brake thereto and which will remain set
with any desired force so long as the back-pressure is retained upon the pedals.
Instantly, however, the back-pressure is released, the lower side of the chain will
again slacken and fall away from the roller L, thus permitting an instant and
automatic release of the brake, as well as the automatic setting of the brake,

page_text: without any other manipulation than that which ordinarily occurs in the riding of
the bicycle.
In Figures 12 and 13, the mechanism there shown in detail is practically the same
as that shown in Figures 8, 10 and 11, the only difference being that the arm
corresponding to the arm K10 of the rock-shaft 110 is shown as made in two parts Q
and R, for the purpose of adjustability, so as to enable the fitting of the brake-
apparatus to different machines where the length of the arm K10 may have to be
varied both in its radial position with relation to the axis of the shaft I10 and its
position upon the shaft to bring it in true line with the sprocket-wheels of different
machines.
This adjustability may be accomplished in many different ways, that shown in
the drawings being merely illustrative of this feature of my invention. As shown,
the part fits adjustably in a clamp S in which the part R terminates, which
clamp may be caused to firmly hold the part Q in any desired position by means
of a set screw T. The radial adjustment as well as the longitudinal adjustment
of the part R upon the shaft 110 is obtained by a set screw U which serves to
secure the part R in any desired position.
In Figure 9 I have shown a mechanism for operating a band-brake which in
its general characteristics is substantially the same as the mechanism shown in
Figure 8, excepting that the arm M is upturned, instead of downturned, and
extends to the opposite side of the machine, and instead of carrying a spoon or
brake-shoe for application to the tire of the wheel, it is connected by a rod V
with one end of a band W operating upon a friction-wheel or drum X which is
rigidly secured to the hub or axle of the driving-wheel A10 of the machine, the
details of construction of the band-brake being immaterial so far as relates to
the application of my invention thereto.
It is also obvious that this band-brake device might be readily connected to the
crank-shaft I in any suitable manner and operated in the same manner as shown
in Figure 9, but in practice the band-brake upon the axle of the drive-wheel is
preferred, because the braking power thereof is more effective and less power is
required in setting the brake to a given degree.
While I have shown these several forms of brake-devices, I do not desire to
limit myself to any particular construction or arrangement, either of the brake-
devices proper or the mechanism connecting the brake-devices (by which term I
mean the spoon or band-brake) with the operating or driving-chain of the machine,
for my invention broadly consists of a brake-device automatically operated by or
through the tightening movement of the normally slack side of the driving-chain
of the machine, and any mechanism that will accomplish the desired result would
fall within the scope of my invention.
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. A changeable gearing, for bicycles and other vehicles, comprising an eccentric
bearing surrounding the crank-shaft and having axial and longitudinal movements,
substantially as set forth.
2. A changeable gearing, for bicycles and similar vehicles, comprising a hub or
axle for one wheel of such vehicle carrying at one end a plurality of gear-wheels
of different diameters, and an eccentric bearing for the crank-shaft having axial
and longitudinal movements, substantially as set forth.
3. A changeable gearing, for bicycles and similar vehicles, comprising a hub or
axle, for one of the vehicle-wheels, having at one end a plurality of gear-wheels of
different diameters, a crank-shaft carrying a single gear-wheel for operative
connection with one or another of the plural gears, and an eccentric-bearing for
said shaft, having axial and longitudinal movements, substantially as set forth.
4. A changeable gearing for bicycles and other vehicles, comprising a hub or
axle, for one of the vehicle-wheels, provided with a plurality of sprocket-wheels

page_text: of different diameters, a crank-shaft carrying a single sprocket-wheel, an eccentric
bearing for said shaft, said bearing having axial and longitudinal movements,
and a sprocket-chain trained over the sprocket-wheel of the pedal-shaft and over
one or another of the plural sprocket-wheels, substantially as set forth.
5. A changeable gearing, for bicycles and similar vehicles, comprising a circum-
ferentially expansible and contractable sleeve carried by the vehicle-frame, a
tubular bearing enclosed by said sleeve and axially and also longitudinally movable
therein and having an eccentric bore, a crank-shaft extending through the bore of
said bearing and a plurality of gear-wheels of different diameters attached to one
of the carrying-wheels, substantially as set forth.
6. A changeable gearing, for bicycles and similar vehicles, comprising a split
sleeve carried by the vehicle-frame, and provided with clamping bolts for contracting
the sleeve circumferentially, a tubular bearing surrounded by the sleeve and
having an eccentric bore and also movable axially and longitudinally in said
sleeve, and a crank-shaft revoluble in the bore of the bearing, substantially as set
forth.
7. A changeable gearing for bicycles and similar vehicles, comprising a circum-
ferentially expansible and contractable sleeve, carried by the machine-frame, a
two-part plug-bearing, surrounded by said sleeve and having its two members
engaged to axially move simultaneously and similarly, an eccentric bore for each
member, anti-friction bearings at the outer ends of the members, and a crank-shaft
revoluble in the bores of the members; the bearing-members being also
longitudinally movable in the sleeve, substantially as set forth.
8 A brake for chain-driven vehicles operated by or through the movement of
the normally slack side of the driving-chain thereof, substantially as described.
9. In an automatic brake for chain-driven vehicles the combination with a brake
device, of means operated by the movement of the slack side of the driving-chain
of said vehicle for automatically setting the brake-device and means for
automatically releasing said device, substantially as described.
10. In an automatic brake for chain-driven vehicles, the combination with a
brake-device, of a lever connected therewith and operated by the movement
of the slack side of the driving-chain of said vehicle, substantially as described.
11. In an automatic brake for chain-driven vehicles, the combination of a rock-
shaft and radial arms thereon, one of said arms operating a brake-device and the
other arm being operated by the movement of the slack side of the driving chain
of said vehicle, substantially as described.
12. In an automatic brake for chain-driven vehicles the combination with a rock-
shaft journalled in the frame of the machine and radial arms thereon, of a brake
spoon carried by one of said arms for engaging the tire of the vehicle-wheel and
an anti-friction roller carried by the other of said arms and adapted to be operated
by the movement of the slack side of the driving-chain of said vehicle, substantially
as described.
13. In an automatic brake for chain-driven vehicles, the combination with a
rock-shaft journalled in the frame of the machine and radial arms thereon, one or
both of which is adjustable, of a brake spoon carried by one of said arms for
engaging the tire of the vehicle-wheel and an anti-friction roller carried by the
other of said arms and adapted to be operated by the movement of the slack side
of the driving-chain of said vehicle, substantially as described.
14. In an automatic brake for chain-driven vehicles the combination with one
of the vehicle-wheels, the crank-shaft, a sprocket-wheel and chain connection
between said shaft and wheel, and cranks on said shaft, of a brake-device operated
by or through the movement of said sprocket-chain, substantially as described.
15. In an automatic brake for chain-driven vehicles the combination with one
of the vehicle-wheels, the crank-shaft, a sprocket-wheel and chain connection
between said shaft and wheel, and cranks on said shaft, of a brake-device
operated by or through the movement of the slack side of said chain, and means
for automatically releasing the brake-device, substantially as described.

page_text: 16. In an automatic brake for chain-driven vehicles the combination with one-
of the vehicle-wheels, the crank-shaft, a sprocket-wheel and chain connection
.between said shaft, of a rock-shaft having radial arms one of which is operated by
or through the movement of the slack side of said chain, a brake device operated
by the other arm, and means for automatically releasing said brake device,.
substantially as described.
Dated thin 10th day of Anvil 1894
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.