Improvements in Driving Gear and Brake Mechanism, chiefly designed for Velocipedes.
Year: 1893

page_text: Date of Application, 21st Oct., 1893
Complete Specification Left, 31st May, 1894-Accepted, 21st July, 1894
PROVISIONAL SPECIFICATION.
Improvements in Driving Gear and Brake Mechanism, chiefly
designed for Velocipedes.
I, BIRGER LJUNGSTRÖM, of 44 B Grefgatan, Stockholm, in the Kingdom of
Sweden, Mechanic, do hereby declare the nature of this invention to be as
follows:-
In the driving mechanism constructed according to this invention I use two
treadles in lieu of cranks and the shaft of the driving wheel is provided with
two ratchet couplings, which by means of chains are connected with the said
treadles, the characteristic features of the same consists, partly in that the couplings
are connected one with another by means of another chain, which however can be
made in one with that above mentioned, duly fixed to the couplings, the said chain
running on a loose pulley fixed to the frame, and partly therein that the gearing
can be varied in order to obtain a faster or slower motion.
In this way the coupling, after it has been brought around by the pressure upon
the treadle and taken along the driving wheel, is brought back to the starting
point, owing to its connexion with the other coupling, and also the depressed
treadle is pulled up by the other treadle and vice versa.
Further the gearing can be increased or diminished according to the amount of
force necessary, owing to the inclination of the road and the like. The treadle has
therefore the shape of a bent lever, in the end of one arm of which the pedal is
fixed, and on the other arm the draw-chain is secured in such a way that the
fastening-piece consisting of a shell or the like can be displaced along the same. The
latter arm is directed obliquely upwards and the shells are provided with projections
so that the rider may easily move them by means of his feet nearer to or farther
from the turning shaft of the arms, while the bicycle is in motion. In the first
case the gearing is diminished, as the arc described by the fixing point of the chain
will be smaller and vice versa. The two arms of the bent lever are connected one
with another, by means of a stay, so as to give it the necessary strength.
J
The brake-device is disposed in such a way that the braking may be applied by
the feet without removing them from the treadles. This is effected by securing
the above-mentioned pulley, around which the chain between the couplings runs,
immediately in front of the driving wheel, to a slider or piston displaceable towards
the rim of the said wheel. The end of the slider directed towards the wheel is
provided with a clamp or a hoop running on a stationary roller, the slider being kept
off the wheel by means of a spring. By pressing the two treadles simultaneously
by the feet the chain running around the pulley is strained the slider or piston being
brought against the driving wheel so as to brake the same.
In order to maintain the treadles in a true position with relation to each other
there is arranged around their common shaft a spring uniting them, which spring
without preventing their free motion maintains them in a true position with relation
to each other when not operated upon. If desired the force produced when
depressing the treadle may be stored up by means of a spring or the like in order
to be utilized when raising the treadle.
The driving mechanism herein described may evidently be used in all cases
where a rotatory motion of wheels, propellers or the like is to be effected by means
of levers corresponding to the above treadles.
As to the driving parts of the couplings to which are imparted a reciprocating
motion, these may, in lieu of being connected by means of a chain, gear with one

page_text: and the same conical toothed-wheel which imparts to them an alternate motion
backwards in the same way as the chain.
Dated this 21st day of October 1893.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Driving Gear and Brake Mechanism, chiefly
designed for Velocipedes.
I, BIRGER LJUNGSTRÖM, of 44 B Grefgatan, Stockholm, in the Kingdom of
. Sweden, Mechanic, 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 Improvements in Driving Gear and Brake Mechanism,
chiefly designed for Velocipedes.
The principal object of my said invention is to construct improved driving-gear
wherein the driving is effected by means of treadles and wherein the power of the
gear can be varied, while it is in motion, by moving the driving-chains or like
connections toward or away from the fulcra of the levers by which they are
operated. A treadle mechanism is preferable to crank-mechanism, for in the former
the pedals have a smaller range of motion than in the latter. Another object of
my said invention is the construction of improved brake-mechanism adapted to be
combined with the said driving-gear, whereby the brake can be applied by pressing
strongly on both pedals simultaneously. My invention comprises also further
improvements hereinafter specified.
According to my invention the treadles are connected by means of chains or
bands or otherwise with ratchet couplings or friction couplings situated in line with
the driving-wheel axis. These couplings act directly upon the driving-wheel and
are mutually connected in such a manner that when either coupling is turned in the
direction in which it acts on the wheel, the other coupling is moved idly in the
opposite direction.
In order that my said invention may be clearly understood I will now proceed to
describe the same with reference to the accompanying drawings, wherein
Figure 1 is a side elevation of a bicycle, fitted with one form of improved
driving-gear and brake-gear constructed according to my invention,
Figure 2 is a section on the line X-X of Figure 1,
Figure 3 is an elevation, to a larger scale, of part of the machine, showing the
brake-gear,
Figure 4 is a section on the line Y-Y of Figure 3,
Figure 5 shows the hub and driving axle, as seen from the rear, and two driving-
couplings, one in section and the other in elevation,
Figure 6 is a side elevation of one of the couplings,
Figure 7 is a section of one of the couplings, taken at right angles to its axis.
Figures 8 to 16 show various arrangements for the adjustment of the gearing
while the machine is in motion,
Figures 17 and 18 illustrate improved spring pedals,
Figure 19 illustrates a modified arrangement of gearing for connecting the
driving couplings to each other,
Figure 20 is an alternative construction of brake mechanism, to be employed in
connection with the mechanism illustrated in Figure 19,
Figure 21 is a sectional view through the driving-wheel of a bicycle constructed
according to this invention and fitted with an additional clutch, for a purpose
hereinafter specified.

page_text: Figure 22 is a side elevation showing a safety bicycle fitted with a further
alternative arrangement of driving gear constructed according to my invention.
Like letters indicate corresponding parts throughout the drawings.
With reference to Figures 1 to 7, A is the frame of the bicycle, B is the leading
wheel, C is the driving wheel and DD are the treadles. The treadles, which are
pivoted to the frame, consist of bell-crank levers, each having the arms-a and 6
connected one with the other by means of a stay c, so that the complete treadle is
of triangular form. To the arm b is attached the pedal a¹. At each side of the
driving wheel C there is a friction coupling E, which by means of a chain a² is
connected with one of the treadles. The coupling consists of two collars a³, a
(see Figure 5) placed one within the other. The inner one a', is screwed upon the
end of the hub F and forms, together with the rings a screwed upon the fixed
spindle a and with the balls a', a ball bearing for the wheel. The said balls run
on the inner ball-race provided at the outer end of the inner collar a* as shown.
The outer collar a³, turns upon the inner collar a', ball bearings being provide:l
between them. Clutch rollers a are placed in recesses aº in the collar a
(see Figure 7) and take a bearing against the inclined bottoms of the recesses
when the outer collar is turned in one direction (as for instance in the direction
indicated by the arrow in Figure 7) but not when it is turned in the other
direction; that is to say, the rollers act automatically and the clutches are
intermittently operative in a well-understood manner. Each chain a² is laid for
about one-turn round one of the collars a³, in a groove 6* made in the
circumference of the collar, and finally has its end fixed to the collar. Another
chain 6 is laid round a pulley 6 attached to the brake gear as hereinafter
specified, and has its ends wound round the outer collars of both the couplings,
in grooves in an opposite direction to that of the chain a². The said ends
are fixed to the collars. When a treadle is pressed down the chain a² connected
thereto turns the corresponding outer collar a³ round in a direction in which
the clutch becomes operative, whereby the inner collar a and the driving
wheel are turned in company therewith in the same direction. At the same
time the said outer collar pulls back the outer collar of the other coupling by
means of the chain b¹ which connects both collars as aforesaid. When the
other treadle is pressed down, the other coupling is in the same way caused
to turn the driving wheel in the forward direction but the coupling previously
moved forward now turns backwards, and so on. The intermittingly-acting
couplings are thus caused to act alternately to turn the driving wheel forward
and to turn each other back. The treadles will also rise and fall alternately,
as when one is pressed down, the other is pulled upwards by the action of the
chain and vice versa. The chains a³, b' may, if desired, be in one piece, which
is suitably geared to the couplings. Such couplings, owing to their silence in
action and to the rapidity with which they act to grip the driven part are very
suitable to this driving mechanism, but it is evident that any other suitable clutch
coupling, for instance, those consisting of toothed wheels and pawls, may be used,
if desired.
The brake consists of a hollow piston d, Figure 3, guided partly by the cross-
piece d' between the stays c³ of the frame and partly by the stationary cylinder d
into which it enters. The piston d carries the pulley 6, around which the chain 6'
passes and carries also the brake roller which is presented towards the driving-
wheel tyre. This roller is normally held back from the rim by the spring,
placed inside the piston and having one end fixed to that end of the piston
which is nearest the driving wheel and the other end fixed to an adjusting
screw d in the end of the cylinder d. The pin limits the travel of the
piston in a direction away from the driving-wheel. If the rider depresses both
the treadles at the same time, both the clutches or couplings will be operated
simultaneously and the loop of chain around the pulley 6 will be pulled
towards the driving-wheel. The piston d will thereby also be pulled towards
the driving-wheel, and the roller de forced against the tyre to act as a brake.

page_text: It is evidently not necessary that the treadles should be opposite each other in
order that the brake should be operated, for simultaneous pressure on the two
treadles will always shorten the loop of the chain 6. The brake-mechanism may
therefore at any time be operated in the required manner and will act far more
effectively than the brake hitherto used.
In lieu of the pulley I sometimes provide a roller mounted with its axis
horizontal to turn in a suitable bearing, and in lieu of the single chain b¹ I provide
two chains one end of each of which is attached to said roller so as to be
alternately wound on and off the same when the pedals are operated. This
mechanism is the exact mechanical equivalent of the pulley and chain 6', and
acts precisely in the same manner.
The treadles move in ball bearings and are united with each other in such a way
that when left free they always occupy the same position relatively to each other.
The arrangement made for that purpose is shown in Figure 4, wherein the
treadles D are screwed upon the ends of the muffs c' introduced into the tube of
fixed to the frame and provided with caps c. Surfaces on the muffs and similar
surfaces in the caps cand on a flange inserted into the tube constitute tracks
for the balls of the bearings as distinctly shown in the figure. Through the
two muffs is passed a compound spring e consisting of a number of plate-springs
superposed upon each other. This compound spring is secured at its ends in the
treadles and acts when they are turned relatively to each other to return them into
position opposite each other when they are left free; it is twisted in reverse
directions, alternately, into the shape of a screw, when the treadles are actuated in
the usual manner.
The arrangement for increasing and diminishing the power of the gearing consists
in the employment of means whereby the ends of the chains a' on the treadles may
be readily adjusted and retained nearer to or farther from the turning point of the
treadle. The chain a' is therefore fastened to the arm a by means of a clamping
device clasping the arm and consisting in the machine shown in Figure 1, of the
apparatus shown in Figures 8 and 9, comprising two cross-pieces and two side
pieces 6, 7, uniting the cross-pieces. The piece bears against the forward
side of the arm a and is provided with small teeth 68, which enter into
corresponding notches 6º in the forward side of the arm. The chain a' is
attached to the piece 6, which is provided with a spring 60 for the purpose of
pressing against the arm a, to retain the piece 6' against the said arm in such
a way that the intentional displacement of the whole clamping device along the
arm can be easily effected, whilst accidental displacement is prevented. The
piece 6' is provided with a small projection m to enable the clamping device to
be moved from below or from above by means of the edge of the boot-sole
according as the clamping device is to be moved upwards or downwards. In
order that the clamping devices on both arms a may be moved simultaneously
and that the displacement of both may be made with one foot only, I sometimes
adopt the arrangements illustrated in Figures 10 and 11, which are views at
right angles to each other of the treadles and the contiguous part of the frame. I
these views m¹ is one of the standards of the frame, provided with a slide m² having
claws m* at each side, with which both the clumping devices can be brought in..
gear when the treadles are opposite each other, as shown in the said figures. By this
arrangement the adjustment of one treadle will effect simultaneously the adjustment
of the other. Figures 12, 13 and 14 show, in side elevation, end elevation and plan
respectively, apparatus wherein arrangements are made for adjusting the gearing
by hand. In the frame formed by the standards m², m³ and the stays m, m is an
endless chain or rope me passed round rollers m' which are journalled on the frame.
This chain or rope is united with the slide m² and has a handle me thereon, under
the stay m. By seizing the handle and moving it in the proper direction the slide
is moved upward or downward to move the clamping devices in like manner by the
projection thereon, thus increasing or diminishing the "power" of the gear.
Figures 12 and 14 show also another arrangement wherein one of the steering

page_text: handles n is rotatably mounted on the end of the handle-bar and provided with a
projecting arm n', which by means of a flexible connection n' is united with the
slide m. By turning the handle so as to put tension upon the flexible connection
the slide m² can be moved upwards along the standard m³ to move the clamping
devices upward along the arms a; but if the handle is turned in the opposite
direction, the slide will fall down by reason of its own weight. The spring 610 can
in such an instance be omitted from the clamping devices, for the driving chains
will always pull at the clamping devices a little, sufficiently to prevent the same
from sliding down the arms. If at any time the treadles are simultaneously
brought upwards, the driving chains will be slackened and the clamping devices
will slide downwards automatically; but they are moved upward by the slide m³ in
the above-mentioned manner.
In the modification illustrated in Figures 15 and 15 the slide m³ is formed of a
single piece of stamped metal bent to the desired form and adapted to slide upon
the arm a which it encircles, as shown. The said slide m² is provided with a
flexible tongue m' having a tooth at 68 adapted to engage with notches ³ in one
side of the arm a. The upper end of the tongue m' is forked and bent at a right
angle to embrace the arm a and is furnished with a piece m to enable the tongue
to be readily disengaged from the notches by the foot of the rider, which may then
continue to act on the tongue to raise or lower the slide thereby.
The modification of clamping-device illustrated in Figure 16 is similar to that
illustrated in Figures 8 and 9 except that the clamping-device is provided with a
roller 6 which is journalled thereon. The chain a³ is passed round the roller and
attached at one end to the arm a as shown; by raising and lowering the clamping
device the length of chain between the roller 6" and the driving clutch is varied
and the line of action thereof is shifted relatively to the fulcrum of the treadle,
as may be desired, in order to vary the power of the gear.
As by the use of treadles in lieu of cranks, the direction of motion of the foot
changes suddenly at the end of each downstroke, it is sometimes advantageous to
take up by means of springs or the like, the energy in the foot at the end of the
downstroke and to facilitate the return movement of the foot. For this purpose a
spring can be arranged as shown in Figure 17, in which g' is a spiral spring fixed
to the usual pedal-pivot 9; the said spring is conical, as shown, and the uppermost
coil forms a plane ring suited to afford a proper bearing for the foot. The end of
the spring is bent upwards as at g' to prevent the foot from slipping end wise on
the pedal. Or I may provide as a pedal, a plate h, supported by spiral springs h¹
fixed to the pedal-pivot 9, as in Figure 18. The pedal may, in either instance,
conveniently be provided with a projection such as n*, Figure 17, which can
easily be caught by the foot by putting the edge of the sole under the same, when
the treadle may be raised to permit of adjustment of the gearing in the manner
herein before indicated.
As an addition or as an alternative 1 provide at each side of the frame a
spring p (see Figure 1) which is fixed thereto and connected with the treadle in
such a way,
that it will be stretched when the treadle is depressed. The treadle
is provided with a link p¹ which enters into the spiral spring and has a head p²,
which, when the link is drawn out of the spring, owing to the depression of the
treadle, presses finally against the closed end of the spring. As the downward
motion of the treadle is continued the spring is stretched until the treadle com-
mences to return after which the spring assists to raise the same together with the
rider's foot.
In the modifications shown in Figures 19 and 20 I employ in lieu of the
chain &', toothed gearing, comprising the bevel wheel & turning on a pivot which
projects from the collar on the driving shaft. This wheel is geared with teeth a*
on the movable collars a³ of the couplings and causes either of them when operated,
to turn the other reversely.
The collar k¹ is preferably arranged as shown, to be turned around the shaft of

page_text: the driving wheel, and upon the shaft of the wheel k is placed a head k³, which by
means of the link is connected with a lever k pivoted to the frame, to which
lever a brake block directed towards the driving wheel is fixed. When the
two treadle chains are simultaneously pulled the wheel k will not turn, as the same
is acted upon at opposite ends of a diameter, by parallel forces, consequently the
wheel receives a movement of translation with the couplings, that is to say it
turns with the collar around the shaft of the driving wheel, in the direction
indicated by the arrow in Figure 20. The lever is thereby moved and the
brake-block pressed against the driving wheel to retard the same. The driving
devices hereinbefore described can evidently be used for many other purposes, for
instance for driving a propeller shaft, or other rotatable body. If found con-
venient, hand levers may be used in lieu of or in combination with the treadles
:aforesaid.
Figure 21 illustrates a modified construction of hub and driving apparatus as
-seen from the rear. This apparatus is similar to that which is shown in Figure 5
except that an automatic clutch of any suitable type is provided at F' upon the
fixed spindle a and is arranged to operate with regard to the hub F in such a
manner that the driving wheel C cannot turn backward.
The bicycle fitted with an alternative arrangement of driving gear and illustrated
in Figure 22 differs from the machine illustrated in Figure 1, only by having the
arm a separate from the arm 6 and pivoted at a to the frame, instead of being
pivoted at the same point as the arm b which is connected thereto by an arm a¹
and coupling-rod a¹.
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 combination with the intermittently operative friction couplings of the
two curved arins pivoted to the frame, the chains or the like connecting in manner
specified the different parts of the friction couplings and the curved arms, the
means for varying the points of connection of the chains or the like with the
curved arms, two spring connected pedal levers also pivoted to the frame and
connected with the curved arms, with or without clutches for preventing backward
.movement of the driving wheel, all substantially as hereinbefore described for the
purposes specified.
2. The combination with driving-mechanism of the kind hereinbefore specified
of brake mechanism arranged to be put into action by the exertion of sufficient
pressure simultaneously upon either hand or foot levers, substantially as herein-
before described, for the purposes specified.
3. The braking-mechanism constructed arranged and operating substantially as
herein before described with reference to Figure 3 of the accompanying drawings,
or to the modification thereof wherein a roller is substituted for the pulley b², for
the purposes specified.
4. The braking-mechanism constructed, arranged and operating substantially as
Cherein before described with reference to Figures 19 and 20 of the accompanying
drawings, for the purposes specified.
5. In such mechanism as is indicated in Claim 1 the friction clutch mounted in
ball bearings substantially as described for the purpose specified.
6. The combination with each hand or foot lever of a spring and links arranged
to control the movement of the lever at one extreme of its travel, substantially as
.herein before described.
7. The combination with a clamping device on the lever a of the endless chain
substantially as hereinbefore described with reference to Figure 12 of the
accompanying drawings, for the purpose specified.
8. The combination of the rotatable handle n, the clamping device n³ and the
appliances whereby the latter can be adjusted on the lever a by the former,

page_text: substantially as hereinbefore described with reference to Figures 12 and 14, of the
accompanying drawings, for the purpose specified.
9. The clips in combination with clamping devices movable on the levers a by
the said clips substantially as described with reference to Figures 10, 11 and 13.
of the accompanying drawings for the purpose specified.
10. The spring pedals, constructed substantially as hereinbefore described with
reference to Figures 17 and 18 of the accompanying drawings, for the purposes.
specified.
11. Driving-mechanism for velocipedes, arranged and operating substantially as
herein before described with reference to Figures 1 and 2 or to Figure 22 of the
accompanying drawings, for the purposes specified.
Dated this 21st day of May 1901
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.