Improvements in Mechanism for Propelling Velocipedes and like Vehicles.
Year: 1891

page_text: Date of Application, 4th Nov., 1891
Complete Specification Left, 30th Dec., 1891-Accepted, 6th Feb., 1892
PROVISIONAL SPECIFICATION.
Improvements in Mechanism for Propelling Velocipedes and like
Vehicles.
We, JAMES UNDERHILL ROBERTSON of 32 Blenheim Gardens, Willesden
Green, in the County of Middlesex, Broker, and ROBERT ROBERTS of 64
Belgrave Road, in the City of Birmingham, County of Warwick, Publisher, do
hereby declare the nature of this invention to be as follows:-
This invention has for its object the application of a spring motor to propel
bicycles, tricyles, quadricycles, bath-chairs, market and delivery carts, and the
like.
Our motor consists of one or more coil springs which are wound upon a spindle
in the usual manner, but which in their unwinding or expanding cause the whole
box or case which incloses them to revolve, the central spindle being prevented from
unwinding by a ratchet wheel and pawls. The circumference of the spring case is
furnished with both a driving wheel to transmit the power to other wheels in
connection and also with a brake wheel to control the movements of the
mechanism.
The exact manner in which it is to be applied will vary with the different con-
structions of each of the above named vehicles, which being so exceedingly
numerous, prevents our attempting more than a description of two or three methods
of combining the said motor with the said vehicles.
For an example we choose what is known as a tricycle. Under the seat or saddle
and at a proper distance from the axle of its driving wheels, and so placed as to
throw the weight well toward the centre of gravity of the vehicle, we fix in a
suitable frame one of our spring motors. We connect the same with the tricycle
for the purpose of propelling it by putting a sprocket wheel upon the axle opposite
the driving wheel of the motor, which is also a sprocket wheel, and we make the
usual chain band connection, or we can attain the same end with possibly improved
results in many cases by means of a counter-shaft, properly placed and
connected.
When by
We wind the mechanism of the motor by hand or foot, one or both.
foot we make a connection by means of a lever or levers, one end of which rests
loosely upon the shaft of the motor, which projects beyond the journals in which it
revolves, and engages by means of pawls with which it is provided the teeth in the
periphery of a suitable winding wheel rigidly keyed upon the said shaft of the
motor, and the other end of the said levers is joined to a shaft placed so as to be
operated upon by the feet after the manner of a rocking bar balanced upon a
central pivot, one end of which rises when the other falls. When winding by hand
the rider pulls a lever or levers backwards and forwards which directly or through
gearing turn a ratchet wheel upon the shaft of the motor; this can be done
simultaneously with the foot winding.
The connection with the brake or controlling wheel of the motor may be made
by a rod carried to either hand or foot of the rider, which rod may be rigidly held
in any position to which it may be brought by several simple devices, and so allow
the rider to set and uniformly maintain the rate of speed at which he desires his
vehicle to travel. By this mechanism he has perfect control over the movements
of his vehicle, and can start and stop it instantly at will, cause it to crawl over the
ground at "a snail's pace,' or to speed along at a rate exceeding that attained by
the ordinary method of propulsion.
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The weight and momentum of the vehicle in going down a hill may be made use
of to wind the motor to a certain extent under certain conditions, and for this

page_text: purpose we have a loose wheel upon the axle opposite one of the winding wheels of
the motor, which we can set tight and loose at will. This loose wheel we connect
with the corresponding wheel on the shaft of the motor by chain band or other
means.
The use of our motor enables the rider of any vehicle to store and conserve a
very much greater power and energy than he could himself at any time furnish,
which can be called upon to drive his vehicle uphill without any exertion on his
part, or along a level at a rate of speed superior to that obtained by mere muscle.
As the vehicle proceeds the motor inay be wound, and one continuous rate of speed
without any stoppage obtained as long as the rider pleases to continue his
journey.
Dated this Third day of November 1891
JAS. U. ROBERTSON.
ROBERT ROBERTS.
COMPLETE SPECIFICATION.
Improvements in Mechanism for Propelling Velocipedes and like
Vehicles.
We, JAMES UNDERHILL ROBERTSON of 32 Blenheim Gardens, Willesden
Green, in the County of Middlesex, Broker, and ROBERT ROBERTS of 64
Belgrave Road, in the City of Birmingham, County of Warwick, Publisher 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 :-
This invention has for its object the application of a spring motor to propel
bicycles, tricycles, quadricycles, bathchairs, market, and delivery carts, and like
vehicles.
Our motor consists of one or more coiled springs, which are wound upon a
spindle by means of levers and, or, other mechanism attached thereto, by either
the hands or feet, one or both. These springs are inclosed in a case or drum, the
two ends of which are wheels, very lightly made consistent with the necessary
strength for the duties they have to perform. These wheels are rigidly connected
by means of rods, which pass through them at points equi-distant from their centres,
and near their circumferences. To one or more of these connecting rods the outside
end of the said spring or springs is attached. The springs are so placed in the said
drum that in their unwinding and expanding they will cause it to rotate in the
direction in which the vehicle, which carries the motor, is to travel. The wheels
aforesaid, which form the two ends of this drum, are loose upon the said spindle,
and revolve upon it in one direction only as upon an oiled bearing to avoid friction.
One of them is the driving wheel of the said motor, and it may be greater in
diameter than its fellow wheel, which is the brake, or controlling, wheel of the
mechanism. Its circumference is fitted with sprocket teeth to receive the links of
the chain-band, by which it transmits its power direct to the corresponding sprocket
wheel upon the axles of the vehicle, or, first, upon a countershaft in connection,
which in turn communicates it to the said axle. Around the periphery of the
brake wheel, which is smooth faced, we pass a friction band, which, by means of one
or more devices, may be loosened or tightened, much or little, as desired, and so
allow the spring drum to revolve slowly or quickly at a uniform rate of speed.
This friction band may be one continuous piece of pliable metal, or of spring steel,
or it may consist of two distinct pieces of any proper metal formed like jaws upon a
hinge, which grasp the periphery of the brake wheel, and open and shut as con-
trolled by the movements of a rod fitted to their lips. The said drum and spindle
are placed in suitable bearings properly based upon the frame of the vehicle, and
upon the said spindle which projects beyond the said bearings are keyed ratchet and
winding wheels as required

page_text: The foregoing is a general description of our motor when wound by turning the
central spindle, but it may be reversed in its construction. That is to say it may be
wound by turning the drum, and its spindle would then become the shaft of the
driving and brake wheels. In this form of construction the ends of the said drum
would be ratchet wheels to receive the ends of the winding levers, and upon their
bosses would be cut teeth to receive pawls based upon the contiguous frame, while
upon the spindle beyond the frame would be keyed the driving and brake wheels.
The invention therefore consists of a specially devised and constructed motor
which is attached to and combined with the vehicle upon which it is placed in such
a manner as to make them a unit; the one part being the necessary complement of
the other for the object in view, which object is to furnish and store a greater
amount of power to propel a vehicle than mere muscle could at any one time
provide, and in consequence drive it uphill without extra exertion, or along a level
at a greater rate of speed than now attainable and under conditions affording every
comfort to the rider.
Beside this first and principal use of our motor it may be used solely as an
adjunct to the ordinary cycle to receive and store the power obtained from the
weight and momentum of the vehicle in going down hill for use when needed in
assisting the rider up a succeeding hill.
For the purpose of more fully describing our invention we refer to the
accompanying drawings, in which as an example we shew a tricycle with the
steering wheel in the rear combined with our motor. It is not necessary to exhibit
more examples, since these are numerous and may be multiplied indefinitely, and
the general features and mode of application are fully displayed in this instance.
Fig. 1 is a side elevation with one wheel removed.
Fig. 2 is a plan view thereof.
Fig. 3 is a front end view.
Figs. 4, 5, 6, 7, and 8 are details principally of the motor and brake
arrangements.
The same letters of reference indicate corresponding parts in all the figures, and
the drawings are not absolutely based upon any scale, and some parts have been
exaggerated for the purpose of illustration in points of relative importance.
A is the ordinary steel tube frame of the tricycle. A' brackets depending from
same which hold the journals for the motor. Y is the spring case or drum of the
motor, in this instance inclosing two springs n and n', which are separated by a thin
steel disc o having a circular hole at its centre large enough to permit of its being
slipped over the hooks upon the spindle i and i¹, and supported by the passing
through it of the connecting rods n² and n³, which rigidly connect the two ends r
and of the spring drum together. Around the said rods is a thin cover, shewn
broken to exhibit the internal arrangements, and which is held in place by groves
in ends r and j¹. The said rods n' and n have shoulders upon them where they
come in contact with said ends r and j', and these pernut of the spring drum Y
being rigidly bound together by the screwing down of the nuts m³ upon them.
The ends and jare wheels, which revolve upon the spindle i and in the
direction in which the vehicle is to travel. ' is the driving wheel of the motor, and
is furnished with sprocket teeth to receive the links of the chain band J' which
connects it with the sprocket wheel L' upon the axle of the vehicle. r is the brake
wheel of the motor and is smooth faced. We shew two methods by which it may
be controlled in Figures 1 and 6, which are hereafter referred to. On the inside of
the wheels and we place thin metal discs, of the same size and pattern as the
central disc o and these effectually seal the drum against dust and other foreign
matter. To one of the connecting rods n which is made stronger than its fellows n³
we fasten the outside end of the springs n and n. We do this by passing the said
rod through a loop (vide n' Figure 7) formed at the outer end of the springs to
receive it. It can also be done by placing hooks upon said rod, opposite to holes
in the outside end of the springs, which when the springs are wound fall into and
engage with the said holes and so connect them,

page_text: The preferable form of the spindle is shewn by Figure 5. For the sake of
minimising the weight we construct it partly of a hollow steel tube j, into the ends
of which we fasten steel rods and 21 of sufficient strength for our purpose. We
both pin and braze these parts together in the most thorough manner to resist the
great strain imposed upon them. As the hole in the centre of the coiled springs is
purposely greater in diameter than the steel tube 3, we fill in the space between the
springs and the tube with wood or like material in order to form a proper base for
the said springs, when wound, to rest upon. This will contribute greatly to their
efficiency and duration. We preferably employ a large diameter of spindle where
the springs rest in order that we may accelerate the speed of winding and at the
same time reduce the weight of the motor by dispensing with an unnecessary length
of spring.
We shew in Figure 4, which is a sectional view of Figure 5, the preferable
manner of attaching the inside end of the springs to the said spindle. k is a hook
which is part of a ring that encircles the tube j. This ring is pinned and brazed
solidly to the said tube. Opposite k occurs a hole in the inside end of the springs,
which when the spindle is wound falls into the hook and is held by it as long as the
tension upon the springs is continued. For the purpose of strengthening said hole
a rim may be formed around it. It is very important that the said hooks k should
be constructed so as to allow said springs to slip off them readily when they are
entirely unwound. If such an automatic disconnection is not provided there is an
element of danger should the vehicle overrun the motor, especially when running
at a high rate of speed, due to the vehicle being brought suddenly to rest, with the
result of either breaking the springs or throwing the rider into the air. Besides if
the springs are thus allowed to disconnect themselves from the spindle when
unwound, it will permit of the vehicle being pushed by hand when being housed,
which could not otherwise be the case, except it carried the special disconnecting
gear referred to hereafter when describing the self winding feature of our motor.
An indicator may be added to the motor to shew the progress of the winding of
the springs. Narrow slots, exactly opposite to and parallel with one another, are
cut in the discs which shut out the dust and divide the springs. Through these
slots are passed two small steel rods, like knitting needles. One is placed above
the first layer of spring and the other under it, and both ends where they project
outside the spring drum are bound together by rivets. The first layer is the first
from the outside end of the spring. When the springs are wound these outside
rivets are carried down in the slots to their bottom, and when this is so the springs
are fully wound. As they unwind the rivets ascend the slots, and when this is the
case it will be seen that there is no tension upon the springs. These rivets may be
painted some noticeable color in order that their position in the slots may be
determined at a glance. If necessary a small gong may be placed near either end
of the said slots which would ring when the rivets came in contact with it.
To prevent the unwinding of the springs at the centre we key upon both ends of
the spindle, which projects beyond the journals in brackets A¹, ratchet wheels a,
into which fall pawls a, held in place by spring b. Outside these wheels we also
key upon said spindle winding wheels I and I, which are cut with teeth to receive
the pawls held in the swinging frames H and H'. These frames are actuated by
the parallel levers E and G for the left foot and E¹ and G¹ for the right foot.
These levers find a fulcrum at the inside ends of E and E. F and F¹ are rigid
arms, which may be placed upon E and E' at any proper position for power and
speed in winding. W is a rocking bar working upon centre X. Its function is to
lift the levers alternately when they are pressed down by the feet acting upon
pedals c and c
It must be made to lengthen and shorten as it changes its position
in order that no side strain may come upon the said levers. There are several
simple methods of doing this. We shew one of slots, in which move the ends of the
said levers, which have been narrowed down to fit the same.
The motor may also be wound by hand levers arranged in the same manner as the
feet levers with swinging frames upon ratchet wheels keyed upon the spindle, a

page_text: fulcrum properly placed and connecting rods. We prefer these methods because of
the speed obtained in winding, but for the feet, at least, single levers may be used,
having their fulcrum upon the spindle itself, and engaging with pawls fitted to them
the circumference of the winding wheels.
A very important and valuable feature of our motor is that its construction
permits the rider to assist it should such assistance be required. That is to say,
after the springs have been fully wound, and they are not, even in that condition,
powerful enough to propel the vehicle, say up a hill the incline of which is very
steep, the rider can then propel the vehicle through the motor by the feet or hand
levers. In such a case the motor becomes a very powerful winch, the rider adding
the force of his own muscular strength, greatly increased by the lever mechanism,
to the stored power of the motor, making in consequence a very powerful team,
ready and fit for any emergency.
A proper brake upon the motor itself is all important. Without it a spring
motor has no value, being practically useless. Unless the power, which the winding
of the springs accumulates, is held under control, and a head or reserve provided
and maintained, there can only be a fitful, jerky and weak delivery from the driving
wheel. We exhibit two methods of controlling the brake wheel. In the first
instance: R is a steel strap encircling the smooth face of brake wheel 1. One end
of the same is fast upon a bracket e, while the other end is held firmly by the spiral
spring R. The tension of the said spring R₁ is sufficient to prevent the drum Y
revolving even when the springs which it encloses are fully wound. To release this
tension we fit a lever Q into the end of said spiral spring R where it joins the said
strap R. The lever Q is part of a series of levers which are actuated by the
turning of the handle M, which moves up and down the screw-box N with the
result of loosening or tightening much or little as desired the spring R', and as a
consequence controlling accurately the movements of the motor. In the second
instance we reach that result by possibly a more positive method.
In Figure 6 we shew two jaws upon a hinge, which completely surround the
periphery of the brake wheel r. They are opened and shut by the rod m fitted to
two lips m', which is turned by a handle properly placed in connection. This rod
may be cut with a right hand and left hand thread where it enters the said lips, or
it may be furnished with inclined planes to work upon other similar planes upon the
said lips and so open or close the said jaws at will.
e,
The utilization of the weight and momentum of a cycle in going down hill for
use in ascending a succeeding hill is a great disideratum. We provide it perfectly
in our motor. Loose upon the axle D we place sprocket wheel L. We hold same
in position by collars. Opposite D we place upon the end of spindle i a
corresponding sprocket wheel J and we connect them by the chain band K. As
long as L is loose it interferes with no part or operation of the motor.
When this
selfwinding mechanism is attached to a vehicle we then carry the receiving
wheel L' also loose upon the axle D. We lock either L' or L to the said axle by
the clutch g or g', both of which are fitted upon either end of the sleeve which
sleeve moves upon the axle D by the mechanism and levers f, f' U, U₁ U etc., all
of which are actuated by turning the handle M', which through its connections
moves the said sleeve backwards and forwards upon the said axle, and locks and
unlocks the wheels L and L. When L' is unlocked and L is locked then all the
down hill force of the vehicle is turned upon the axle i, and the motor springs are
wound as far as the force exerted is effective to do so. In place of a brake being
put upon the vehicle to retard its downward speed all that force is turned into and
stored in the motor for future use and nothing is lost. Between the two points of
locking and unlocking we have a middle one, where the motor is entirely
disconnected with the axle of the vehicle, and the vehicle can be allowed to run
without either storing or drawing upon the power of the motor. This is a valuable
feature when handling the vehicle in housing it etc.
This down hill storage feature of our motor is very valuable for tram cars and
busses, for it provides a method and mechanism for using the power now lost in

page_text: putting the brakes on to start the vehicle when it has been brought to a stand still.
The saving its use would effect in horse flesh would be very great.
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. In mechanisms for propelling vehicles, or conserving energy therefor the
construction of and adaptation to a vehicle of a spring motor which may deliver
power simultaneously with the action of storage thereof, in combination with the
winding gears, automatic releasing arrangement and brake, substantially as herein
set forth, with reference to the appended drawings.
2. In mechanisms for propelling vehicles or conserving energy therefor, the
combination with, and means for adaptation to the axles or wheels of a vehicle, of a
spring motor, either directly connected thereto, or by the intervention of suitable
gearing, substantially as herein described with reference to the drawings.
3. In mechanisms for propelling vehicles or conserving energy therefor the
construction and use of the winding apparatus in combination with a spring motor
substantially as herein described and shewn in the drawings.
4. In mechanisms for propelling vehicles or conserving energy therefor the
construction and use of the self winding apparatus, and gearing for applying the
same in combination with a spring motor substantially as herein described and
shewn by the drawings.
5. In mechanisms for propelling vehicles or conserving energy therefor the
construction and use of the brake device shewn especially by Figure 6, in
combination with a spring motor, substantially as herein described and shewn.
6. In- mechanisms for propelling vehicles or conserving energy therefor, the
combination of a brake constructed as herein set forth with a spring motor
substantially as and for the purposes described with reference to the drawings.
7. In mechanisms for propelling vehicles or conserving energy therefor the
construction and use of an indicator for shewing the degree of tension imparted to
the springs of a spring motor by winding, substantially as herein described.
Dated this 29th day of December 1891
FREDK. WALKER,
11, Furnival Street, Holborn, London, E.C., Agent for Applicants.