Year: 1891

page_text: Date of Application, 10th Mar., 1891-Accepted, 6th June, 1891
Fig. 3 is a cross section.
Fig. 4 is a fragmentary view showing a modified form of the driving apparatus.
Figs. 5, 7 and 8 are different views of the same modification hereafter described
in detail.
Fig. 6 is a detail view of a portion of the first form of the driving apparatus.
2 (Figs. 1 and 2) is the driving wheel, and 3 the leading wheel, both running on
the same rail and provided with flanges in the manner of an ordinary car wheel.
4 is a smaller wheel running on the other rail and connected to the framework 5
of the machine by braces 6, 7 so as to keep it on the track and prevent its over-
turning. The distance of the wheel 4 from the other two can be regulated to suit
the gauge of the track by means of the threaded sleeve 8 on the brace 7 which
joins the two parts a, b of the brace 7, the adjacent ends of which have a right and
left hand thread cut thereon, as shown. Brace 6 is connected to brace 7 by a
pivot 9 and the end which is attached to the machine is adjustable in the slot 10.
By moving the end in the slot 10 the brace 6 can be adjusted to correspond with
the length of the brace 7 and when properly adjusted it is secured by tightening
the nut 11 upon the end of the brace. Upon the lower horizontal bar c of the
frame which joins the leading and driving wheels is mounted the driving mechanism
which I will now proceed to describe.
Journalled to the frame is a sprocket wheel shaft 12, the portion between the
two sides of the frame being occupied by a crank 13 for a part of its length and the
remainder being occupied by a sprocket wheel 14, from which a chain 15 passes to
a sprocket wheel 16 on the driving wheel. At the outer end of the sprocket wheel
shaft 12 pedal cranks 17, 18 are affixed. Attached to the framework 5 is a
vibratory lever 19, the upper end having a handle bar 20 affixed thereto in con-
venient relation to the seat 21. The lever 19 is pivoted at 22, and its lower end is
connected by a link 23 to the crank 13 of the shaft 12. The mode of connection
will be understood by reference to Fig. 6 which shows the end of the link 23 and
its connection. A box 24 is fitted to the crank 13, and at the middle of its length
a groove is cut, leaving a square section, as shown in Fig. 6. Into this groove the
link 23 is fitted, a square notch being cut in the side of the link near the end so as
to drop over the square portion of the box 24. A spring catch 25 projects from
one of the sides of the notch in the link 23 and abutting against the corner of the
box 24 prevents the disconnection of the link 23 except upon the withdrawal of the
PQ1

page_text: catch. At or near the lower end of the lever 19 foot rests 26 are secured. The
fork 27 at the lower end of the lever 19, in which the link 23 is pivoted, is made
quite long, as shown in Fig. 3, so that when the link 23 is disconnected from the
crank 13 it may be turned up inside of the fork and thus be out of the way.
The operation is as follows: Supposing the link 23 to be connected to the crank 13,
as shown in Figs. 1 and 2, and the pedal cranks 17, 18 be fixed in the position
shown, the velocipede is in condition to be driven by working the lever 19, power
being furnished by the joint action of the foot upon the foot rests 26 and the hands
upon the bar 20. The pedal cranks 17, 18 are not at this time in use and both are
fixed on the sprocket wheel shaft 12 so as to lie in the same direction as the crank 13,
so that moving forward and back at the same time as the feet of the rider, they
will not interfere therewith. Should the rider become weary of this mode of
propulsion he can change his position and bring his muscles into play in a substan-
tially different manner by employing the pedal cranks 17, 18 and disconnecting the
link 23 in the following manner. One of the pedal cranks, either 17 or 18, is
fastened by a clamp as shown in Fig. 1, or in any suitable manner, so that it can be
easily loosened and turned half way round on the shaft 12. The pedal cranks will
then be in proper position for use. The lever 19, being thrown out of operation by
the disconnection of the link 23 from its crank, is made stationary by clamping the
upper part of the frame 5 upon it by a bolt and nut 28, as shown, or in any other
suitable manner, a purchase for the hands being thus given so that greater pressure
can be applied to the pedals than that due to the weight of the rider, if so desired.
The change from one mode of propulsion to the other as thus described will allow the
rider to exert a greater power and for a much longer time than if he were confined
to a single mode of propulsion, it being a well known fact that a change in the
mode of exertion is almost equivalent to a rest.
I will now proceed to describe the modification shown in Figs. 4, 5, 7 and 8. In
these figures a reciprocating pedal crank is used instead of a rotary one and the
connection of the vibratory lever 19 to the shaft carrying the sprocket wheel and
chain is by a strap which passes to a clutch box upon the shaft. The pedal crank 29
(ride Figs. 7 and 8) is pivoted upon a stud 30 affixed to the framework. Upon
the inner end of the pedal crank 29 is formed or affixed a gear 31 which meshes
with a second gear 32, the latter being loosely pivoted upon the sprocket shaft 12.
Said gear 32 has an overhanging flange 33 forming a circular recess, within which
is a friction clutch formed by a corrugated or fluted cam 34 rigidly secured to the
shaft 12 and balls or rollers 35 fit between the corrugations of the cam 34 and the
flange 33 of the gear 32. One side of the corrugation has a very gradual slope so
that when the gear 32 is revolved in one direction the balls will be jammed between
the slanting side of the corrugation and the overhanging flange of the gear, and
hence the gear 32 and the cam 34 will be carried around together. The engage-
ment of the gear and the cam is facilitated by springs 36 behind the rolls or
balls. A reciprocating motion is given to the pedal crank 29 by the foot, the
return of the crank being effected by a coil spring 37, one end of which is attached
to the pedal crank and the other end to the stud 30, as shown in Figs. 7 and 8.
This reciprocating movement of the pedal crank is communicated to the gear 32
through the gear 31 and is converted into a rotary motion of the sprocket wheel 13
by means of the friction clutch just described. No novelty is claimed for the
pedal mechanism including the friction clutch which has just been described, in
itself, as it is one of the well known forms of velocipede driving mechanism. Upon
the shaft 12 is secured a drum 38 containing a friction clutch and spring like that
just described and to this drum the strap 39 from the lever 19 is attached.
The operation of the device is evident from the foregoing description of it. The
last described pedal mechanism and the clutch and strap connection of the lever 19
has some advantages not possessed by the other, as the change from one mode of
propulsion to the other is facilitated. The pedal cranks 29, when not in use, are
automatically disconnected by the clutch and are at rest and out of the way of the
So also the drum 38 is disconnected and at rest when not in use, and the
feet.

page_text: strap 39 does not need to be detached, the only change necessary (or rather
desirable, for it is not absolutely necessary) being to make the lever 19 fast by
clamping or otherwise when it is not in use for propulsion so as to afford a more
secure hold for the hands. If the lever 19 is not made fast by clamping when the
crank pedals are in use, it can be worked in conjunction with the latter, but such
use is not so convenient as the use of the lever without the crank pedals or the
pedals without the use of the lever.
Having now particularly described and ascertained the nature of my inven
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1. The combination, with a velocipede, of a driving mechanism having pedals
adapted to be operated solely by the feet of the rider and an alternative device con-
sisting of a vibratable lever located forward of said pedals, said lever being
connected to the driving mechanism and having rests or holds for the hands and feet,
whereby both may be utilized for propulsion, a detachable connection between the
said lever and driving wheel, and a clamping device whereby the said lever may be
fixed to afford a purchase for the hands when not in use for driving the velocipede,
substantially as described.
2. The combination, with a velocipede, of driving mechanism comprising a shaft,
as 12, a sprocket wheel on said shaft, and a chain connecting said sprocket
wheel to a sprocket on the driving wheel shaft, pedals driving the first named
shaft, and a vibratable lever provided with hand and foot holds and connected to
and operating said first named shaft, a detachable connection between the said lever
and the driving wheel, and a clamping device whereby the said lever may be fixed
to afford a purchase for the hands when not in use for driving the velocipede, sub-
stantially as described.
3. The combination, with a velocipede, of a driving shaft; pedals connected
thereto and situated directly below the rider; an upright vibratory lever located
forward of said pedals and driving shaft and provided with hand and foot holds, one
of said pedals being mounted on a movable crank whereby both cranks may be
adjusted to lie in the same direction and to move in unison with the vibratable
lever when the latter is in use, substantially as described.
4. The combination, with a velocipede, of a driving shaft, as 12; vibratory
pedals; a clutch connecting said shaft and pedals; a vibratory upright lever
adapted to be worked by the rider; and a clutch upon said driving shaft connected
to and operated by said lever, substantially as described.
Dated this 11th day of February 1891
FRANK BRADY.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicant.