Improvements relating to Driving Gear for Cycles and other Vehicles.
Year: 1896

page_text: Date of Application, 12th Dec., 1896
PROVISIONAL SPECIFICATION.
Improvements relating to Driving Gear for Cycles and other
Vehicles.
We, ALFRED ERNEST OLD, Jeweller, CHARLES EDWARD PIERPOINT, Enameller,
and FREDERICK WILLIAM RICHARDS, Dental Surgeon, all of Stanmore Road,
Edgbaston, in the City of Birmingham, do hereby declare the nature of this
invention to be as follows:-
This Invention consists of improvements relating to driving gear for cycles,
motor-cars, and like vehicles, our object being to construct and arrange simple
and effective mechanism for the transmission of power from the crank axle or
first motion shaft to the driving wheel or axle of the vehicle, and to provide means
whereby the speed ratio between the driving and driven parts may be readily and
conveniently adjusted by the rider.
In the application of our invention to the construction of gearing suitable for
a rear driven bicycle we mount upon the crank shaft or axle a bevel toothed
wheel, having two rings of teeth, one ring being within the other. For gearing
with this double bevelled wheel we employ a pair of small bevel wheels or pinions
fixed or formed at opposite sides of a sliding sleeve mounted upon a shaft or
spindle which is carried or supported at one end by the bottom bracket and at the
opposite end by the back or rear stays of the cycle framing or by an arm from the
rear axle. On the outer or rear end of such longitudinal shaft or spindle we fix
a bevel wheel for gearing within a like wheel mounted upon the hub of the rear
wheel of the bicycle.
The sleeve having the bevel pinions formed upon or fixed to its ends as herein-
before described is of a length equal to or rather less than the space between the
rings of teeth on the main bevel wheel fixed to the crank shaft and thus the two
bevel pinions can never be in gear together.
To give the maximum ratio between the speeds or revolutions of the crank shaft
and the cycle driving wheel we slide the pinion sleeve into gear with the outer or
larger ring of teeth, but to give the minimum ratio the sleeve is placed in
gear with the inner or smaller ring of teeth on the main bevel wheel.
The longitudinal spindle hereinbefore described may be solid but we preferably
employ a steel tube for this purpose either with or without solid ends, and such
tube or shaft will also serve in the place of the ordinary D tube as a stay for the
rear part of the framing.
We actuate the pinion sleeve or clutch for the purpose of adjusting the speed
ratio by means of a suitable lever or angle piece attached to the clutch at one end
and having at its opposite end' a roller which fits within a grooved cam of such a

page_text: configuration as to produce by its circular motion about a pin or pivot attached
to the diagonal tube of the cycle framing, the required movement of the lever to
give the change in the position of the sliding sleeve. Or in place of the cam we
sometimes employ an eccentric which on its rotation produces the required
movement of the lever.
The rotation of the cam plate or disc through the necessary arc is effected by a
rod or stem attached to the diagonal tube, such rod being kept in its upper or
normal position preferably by a spiral spring. At the upper end of the rod we
form or attach a step or plate enabling the rod to be readily depressed by the foot
of the rider against the action of the spring. On-such depression a pawl or catch
piece which engages with the grooved-or-ratchet like periphery of the cam plate,
is forced out of position, and a ratchet or like actuating piece pivotted at the
lower end of the rod forces the cam through a distance corresponding with the
descent of the bar, and the pinion clutch is thus actuated. The cam plate is
prevented from accidental movement by the engagement of the pawl with the next
groove or serration. On withdrawing the foot from the rod the spring forces it
back to its normal position lifting with it the ratchet or actuating piece ready for
the next adjustment. The cam groove is of such configuration that no reverse
movement is required but the circular motion of the cam in one direction only
will cause a reciprocation of the pinion clutch.
We preferably make the teeth of the wheels of an oblique or helical or such
other form as will give a slight end thrust on the clutch pinions in the required
direction to retain them in gcar with the main bevel wheel until forcibly removed
by the operation of the foot rod as hereinbefore described.
We enclose the gearing and longitudinal spindle in a neat and compact 'dust-
proof case or cover providing suitable apertures for the lubrication of the bearings
and rubbing surfaces.
The longitudinal spindle is carried upon ball bearings at both the rear end
and at the inner or bottom bracket end, the latter bearing being preferably fitted
with a double set of balls arranged on opposite sides of a collar or shoulder on the
spindle, but in such a manner that both sets of balls can be readily adjusted by
movement of the one closing screw cap or cover.
We employ our improved adjustable gearing upon various forms of cycles and
upon motor-cars and other like vehicles making such modifications as may be
necessary in its adaption to meet any particular service or requirement.
Dated this 11th day of Donamban 1906
MARKS & CLERK,
18 Southampton Buildings, London, W.C., and
3 Temple Street, Birmingham, Agents for the Applicants.
COMPLETE SPECIFICATION.
Improvements relating to Driving Gear for Cycles and other
Vehicles.
We, ALFRED ERNEST OLD, Jeweller, CHARLES EDWARD PIERPOINT, Enamellar,
and FREDERICK WILLIAM RICHARDS, Dental Surgeon, all of Stanmore Road,
Edgbaston, in the City of Birmingham, 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:

page_text: motor cars, and like vehicles, our object being to construct and arrange simple
and effective mechanism for the transmission of, power from the crank axle or.
first motion shaft to the driving wheel or axle of the vehicle, and to provide means
whereby the speed ratio between the driving and driven parts may be readily and
conveniently adjusted by the rider.
In the two accompanying sheets of explanatory drawings to be hereinafter
referred to:-
Figure 1 on Sheet 1 is an elevation representing a portion of our improved
driving gear as arranged for a cycle.
Figure 1 is an end elevation of the cam plate and the clutch actuating rod.
Figure 2 on Sheet 2 is an elevation and Figure 3 a plan of the gear with the
large bevel wheel removed.
Figure 4 is an elevation and Figure 5 a section of the cam plate.
At Figures 2 and 3 the small bevel wheels or pinions are arranged for gearing
with a wheel of somewhat larger diameter than that shown at Figure 1.
The same reference letters in the different views indicate the same parts.
In the application of our invention to the construction of gearing suitable for
a rear driven bicycle, we mount upon the crank shaft or axle A a bevel toothed
wheel B having two rings of teeth as B B, one ring being within the other.
For gearing with this double bevelled wheel B we employ a pair of small bevel
wheels or pinions as C C mounted lousely upon a shaft or spindle D which is
carried or supported at one end by the bottom bracket E and at the opposite end
by the back or rear stays of the cycle framing or by an arm or bracket as F
formed as a part of the rear fork F. On the outer or rear end of such longi-
tudinal shaft or spindle we fix a bevel wheel as G for gearing with a like wheel
mounted upon the hub of the rear wheel of the bicycle.
Between the bevel pinions C C mounted loosely upon the shaft or spindle.D
we arrange a claw clutch as H which can be thrown into connection with either
of the pinions."
To give the maximum ratio between the speeds or revolutions of the crank shaft
and the cycle driving wheel, we slide the clutch into connection with the
pinion C gearing with the larger ring of teeth B', but to give the minimum
speed ratio the clutch is disconnected from C and placed in connection with the
pinion C gearing with the smaller ring of teeth 12 on the main bevel wheel B.
The longitudinal spindle D may be solid but we preferably employ a steel tube
for this purpose either with or without solid ends, and such tube or shaft will
also serve in the place of the ordinary D tube on that side as a stay for the rear
part of the framing.
Instead of a clutch as H connected by a feather key with tho shaft D and
arranged between the bevel pinions CC mounted loosely upon the shaft D
hereinbefore described we sometimes form or arrange the said pinions at opposite
ends of sliding sleeve mounted loosely upon the shaft but having a feather key
connection with the same. The length of such a sleeve with the pinions formed
or attached with its ends, is equal to or rather less than the space between the
rings of teeth B1 B2, and thus the two pinions cannot be in gear together. With
this arrangement the smaller ends or sides of the bevel pinions C.C¹ are placed
adjacent to each other instead of having the larger end or side of one pinion
adjacent to the smaller, end of the other pinion, as shown in the drawings.
We actuate the clutch or the pinion sleeve for the purpose of adjusting the
speed ratio by means of a suitable lever or a rod as J, attached to the clutch at
one end and having at its opposite end a roller which fits within a grooved cam
as K of such a configuration as to produce by its circular motion, about a pin or "
pirot attached to the diagonal tube or other part of the cycle framing, the
required movement of the rod J to give the change in the position of the sliding
clutch or sleeve. Or in place of the cam we sometimes employ an eccentric which
on its rotation produces the required movement of the clutch actuating lever or
rod or like connecting parts.

page_text: The rotation of the cam plate or disc K through the necessary arc is effected by
a rod or stem L attached to the diagonal tube, such rod being kept in its upper or
normal position preferably by a spiral spring M arranged in a suitable casing.
At the upper end of the rod L we form or attach a step or plate L' enabling the
rod to be readily depressed by the foot of the rider against the action of the
spring M. On such depression a spring pawl or catch piece N which engages
with the grooved or ratchet like periphery of the cam K, is first forced out of
position (as indicated by dotted lines at Figure 4) and a pawl or like actuating
piece O pivotted at the lower end of the rod L forces the cam K through a distance
corresponding with the descent of the bar, and the pinion clutch H is thus
actuated. The pawl O is fitted with a suitable spring to keep it in engagement
with the ratchet like periphery of the cam or cam plate K and the cam is prevented
from accidental movement by the engagement of the spring pawl N with the next
groove or serration, the distance between the grooves being made to correspond
with the extent of movement imparted to the cam by one stroke of the rod L.
On withdrawing the foot from the rod L the spring M forces it back to its normal
position lifting with it the pawl or actuating piece O ready for the next adjust-
ment. The cam groove is of such configuration that no reverse movement is
required but the circular motion of the cam in one direction only will cause a
reciprocation of the pinion clutch.
We sometimes make the teeth of the wheels of an oblique or helical or such
other form as will give a slight end thrust on the clutch pinions in the required
direction to retain them in gear with the main bevel wheel until forcibly removed
by the operation of the foot rod as hereinbefore described.
We enclose the gearing and longitudinal spindle in a neat and compact dust-
proof case or cover providing suitable apertures for the lubrication of the bearings
and rubbing surfaces.
The longitudinal spindle is carried upon ball bearings at both the rear end and
at the inner or bottom bracket end, each end being preferably fitted with a double
set of balls arranged on opposite sides of a collar or shoulder on the spindle, as
illustrated at Figure 2.
We employ our improved adjustable gearing upon various forms of cycles and
upon motor cars and other like vehicles making such modifications as may be
necessary in its adaptation to meet any particular service or requirement.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is:-
1. The arrangement and combination of parts forming the adjustable driving
gear for cycles, motor-cars, and like vehicles, substantially as described and as
illustrated.
2. In driving gear for cycles, motor cars, and like vehicles, the combination of
a bevel wheel having two rings of teeth mounted upon the crank or first motion
shaft, with a pair of bevel pinions mounted loosely upon one end of a shaft or
spindle transmitting the power to the rear or driving wheel or axle, and means
for the connection and disconnection of the said pinions, substantially as and for
the purposes described.
3. The combination with adjustable driving gear for cycles, motor cars, and
like vehicles, of a cam or eccentric so constructed and arranged in connection with
the engaging and disengaging clutch between the gear wheels that the rotation of
the cam in the one direction will effect, the reciprocation of the said clutch,
substantially as and for the purposes described and as illustrated.
4. The arrangement and combination with adjustable driving gear for cycles,
motor-cars, and like vehicles, of foot operated mechanism for varying the ratio
between the speeds of the driving and driven parts, substantially as described and
as illustrated."
5. The arrangement and combination of a gear carrying shaft as D with the

page_text: bottom bracket and rear part of a cycle framing, substantially as described and
as illustrated.
Dated this 10th day of September 1897.
MARKS & CLERK,
18 Southampton Buildings, London, W.C., and
13 Temple Street, Birmingham, Agents for the Applicants.