Year: 1898

page_text: Date of Application, 4th Oct., 1898
Complete Specification Left, 30th Mar., 1899-Accepted, 6th May, 1899
PROVISIONAL SPECIFICATION.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents, 45
Southampton Buildings, in the County of Middlesex, do hereby declare the nature of
this invention to be as follows:-
This invention relates to improvements in driving and brake mechanism for cycles
and other vehicles. The said mechanism being attached to vehicles which are pro-
pelled by power exerted through ineans connected in one way or another by mechanism
with the wheel or wheels so as to rotate the same and thus advance the vehicle.
The
For convenience this invention is described as applied to the ordinary "safety
bicycle" which is now usually propelled by pedals upon a pedal shaft and in which
the propelling mechanism is connected with the hub of the driving wheel by a chain
running over sprockets or by a rod and bevelled gear arrangement. The invention;
however, is equally applicable to any vehicle propelled by power of any kind exerted
upon the vehicle itself and connected with the driving wheel by any means.
operation of such a cycle requires a constant exercise of power by the feet and legs,,
which is necessarily greatest when advancing the machine on an up grade or when
speeding upon a level course. The nature of the ground usually traversed by cyclists
is such as to ordinarily provide plenty of places where the exercise of power becomes
unnecessary, and the vehicle might just as well be left to pursue its course un-
hampered upon a down grade or upon a level course after a sufficient speed has been
attained. There are usually attached to such bicyles foot rests so that, upon such
occasions presenting themselves, the rider may remove his feet from the pedals and
rest them upon supports provided, and then the bicycle will pursue its course un-
hampered by the feet of the rider. In such cases the vehicle, of course, is entirely
free from the control of the rider unless it is provided with a brake which can be
operated by hand and by which he may retard the speed of the vehicle. Even, with
a brake, however, he cannot be said to have control of his vehiele, because if any
exercise of power upon the pedals becomes necessary to propel or control the vehicle,
he cannot exercise such power until after he has caught the pedals with his feet. The
result is that cyclists almost universally have adopted the habit of practically never
017

page_text: taking their feet from the pedals, but they pedal their machines up hill and down and
upon level stretches, and the practice has obtained to control the wheel so far as
braking is concerned by the operation of what is called back-pedalling.
This continuous motion in performing the operation of pedalling, especially when
power is not required, becomes very wearisome, it being the exercise of inotion which
is entirely useless and produces no practical results. Even when coasting the pedals
must move with the crank azle causing a certain waste of power and requiring the
exercise of energy to effect the rotation of the pedals against the inertia caused by
their weight.
Some device, therefore, which will enable the rider, when the exercise of power in
a forward direction is not needed, to maintain his feet in a steady position and thus
gain much needed rest and economize his strength for the future is very desirable.
The invention herein set forth, therefore, is designed to meet this want and by
its use, the rider, when not wishing to propel his machine in a forward direction, is
enabled to hold his feet in a stationary position, and, by a slight backward pressure,
when retardation of the wheel is desired, can apply the brake. The result is the
provision of rest. for the rider when power is not needed as well as economy of
strength and advantage in speed, because the wheel will advance more rapidly in
many places without the pedals than with them. The saving in movement of the
pedals, the resting the weight to such an extent as is desired upon the pedals,
bringing the centre of equilibrium low down upon the wheel and removing the strain
upon the bearings and the saddle caused by any roughness of the ground,-these,
and many other advantages, result from the use of this invention, which will be
apparent to anyone making use of its embodiment. The invention is herein
described as applied to the rear limb of a bicycle, the propulsion and control of the
wheel being exerted through pedals. Mechanism, of course, becomes necessary to
transmit power exerted through the pedals to the hub of the wheel, which is herein
denominated rotative connecting mechanism.
The essence of this invention consists in the discovery of means by which the
rotative connecting mechanism may be thrown in and out of engagement with the
hub, and, where the brake is employed, may also be thrown in and out of engagement
with the brake. The disengagement of the rotative connecting mechanism being
accomplished in such a way as to require the exercise of a certain amount of power
and thus give the rider the feeling of having firm pedals under his feet at all times.
In this specification one form of preferred means has been described which consists
essentially of a series of sleeves, one of which shifts automatically according to the
action of the rider through the pedals to either clutch the hub for forward propulsion,
to be disconnected therefrom for coasting, and to operate a brake when retardation is
desired. A form of means, too, has been described which has been demonstrated by
trial and experiment to be entirely practical for use, economical to manufacture,
certain and positive in action, which avoids elements of structural weakness, which is
'not complicated and is therefore easily handled, and which meets, so far as can be
discovered, all the requirements heretofore suggested.
It is a necessary requirement of such a device that it shall be of such a character
as to keep the wheel absolutely under the control of the rider, that is to say, whether
the rider is advancing or coasting or braking his wheel, he must be able to change
from one condition to the other instinctively without thought or care as to the mode
of operation in advance, and without being placed in peril by any substantial move-
ment of the pedals free from connection with the operative mechanism. These
desirable results are secured by the invention herein set forth.
As heretofore pointed out, any rotative connecting mechanism may he employed
whether it be by a chain running over sprockets, by a belt, by the bevelled gear
construction used in chainless wheels, or otherwise. The only requirement to be
met is that the rotative connecting mechanism shall be capable of being thrown into
and out of connection with the hub and brake mechanism by the action of the rider
through the pedals.
The mode of this engagement of the rotative connecting mechanism with the hub

page_text: anteriorly or the brake posteriorly is. also adapted to be through a shifting sleeve
which must be capable of free longitudinal movement upon the primary sleeve, and
a somewhat minute detailed description is given of the form of means employed.
It is to be understood, however, that this form of means may be varied in. a multitude
of details without departing from the spirit of the invention attempted to be herein
set forth.
The hub of the driving wheel is of ordinary construction and provided with means
for attaching the spokes.
The axle, also of ordinary construction, is provided with a cone screwed on in the
ordinary way.
Over the axle is the primary sleeve provided with a right hand spiral key and
anteriorly enlarged to form a cone, and provided with screw threads for the purpose
of screwing on the sprocket and the outside set nut. The interior of the enlarged
part forms the ball cup in which are the ball bearings which rotate in the space
formed by the cone and the aforesaid cup. It is to be understood that this con-
struction throughout applies to wheels in which the power is applied on the right
band side. If the power is applied on the left hand side the construction must, of
course, he reversed.
What is termed a clutch socket is
The secondary or shifting sleeve is provided with the spiral groove which fits the
primary sleeve by running upon the spiral key on the aforesaid primary sleeve. The
anterior surface of the secondary or shifting sleeve is cone shaped or tapering. It may
be found desirable in practice to slightly groove this surface spirally of the circum-
ference to provide ducts for the oil employed as a lubricant. Centrally it is provided
with a shoulder upon which is applied the spring. It has also the teeth which are
straight but which may also be made bevelled.
provided anteriorly with screw threads for attachment to the inner circumference of
the hub. The anterior circumference too is formed into the ball cup in which are the
ball bearings. Posteriorly the inner circumference tapers so as to correspond with
the cone surface of the shifting or secondary sleeve. The posterior end is also
provided with a shoulder to receive the auxiliary spring. This clutch socket is
herein-described as a separate element to be screwed within the hub.
It is apparent
that it may just as well be made integral with the hub, if found convenient or
desirable.
The above parts are required for operating the coasting parts of this device, and to
provide for throwing the rotative connecting mechanism in and out of engagement
with the hub. The parts that relate to the brake and the mode of operation will now
be described. A posterior sleeve is loose upon the axle and is made up of two parts
for convenience of assembling. The sleeve is screw-threaded anteriorly for the
reception of a collar which is provided anteriorly with teeth which correspond in
formation with the teeth on the posterior end of the shifting or secondary sleeve.
The brake drum is provided with screw threads to enable it to be attached firmly to
the hub. Anteriorly the surface is grooved so as to provide in connection with the
similar grooved surface of the sleeve a race for the ball bearings.
The exterior plate is screwed upon the axle and held rigidly by an arm attached
to the frame by means of a band. It is apparent, of course, that any other secure
way of fastening the plate against revolution would be equally effective and useful.
The brake ring is formed of a split expansible brake ring grooves interiorily so that
it may be held in position upon the exterior plate by means of lugs.
It is apparent
that the number of these lugs may be varied or a continuous flange may be used,
the only essential requirement being that the spring be held in position upon the
plate.
The screw sleeve is provided with a recess for the reception of one end of a lever.
The before inentioned lugs are concave on their opposite faces to correspond with and
to receive a circular or bulb like formation on the lever. This construction serves to
hold the lever firmly in position and at the same time permit it to rock or rotate
between the concave sides of the lugs as if it were rotating upon a pivot. One of the
lugs should, of course, be cut away to permit movement of the upper end of the lever.

page_text: So far as the lever is concerned, of course, lugs could be dispensed with and the lever
be made to rotate upon a suitable pivot, but this construction is described because it
has been found convenient to manufacture and useful, strong, lasting and durable.
Another of the lugs is provided with a projection against which butts the end of
the brake ring.
It is apparent that when the screwed sleeve is rotated in a backward direction the
end of the lever will be pressed backward and the lever, rotating as upon a pivot, as
before described, its opposite end will press against the end of the split brake ring.
As the other end of the split brake ring is held against movement circumferentially
by butting against the lug, the ring will be expanded and come into frictional contact
with the inner circumferential surface of the brake drum.
A frictional surface may be prepared as fibre, leather, or other substance, and attached
to the inner surface of this brake drum if desired.
It has been found in practice, however, that it is better to omit an independent
frictional substance and as a result of many experiments and tests, a way has been
discovered to avoid such use, and the result constitutes an important feature of this
invention, relating, of course, particularly to the braking mechanism. The surface
of the brake ring and that of the brake drum are concentric and should be ground, or
otherwise prepared, so as to fit closely when in contact. The spring is usually of
tempered steel or other similar material suitable for the purpose, and the surface of
the brake drum should be hardened to a greater degree of hardness than that of the
spring. It will be found that the spring and brake drum prepared in this way may
be used without the use of an independent frictional substance and that the action is
effective in the highest degree. A suitable lubricant may be employed which may be
applied through an oil hole in the drum.
What is termed an auxiliary circular spring is placed upon the shoulder prepared
for it upon the sleeve under slight tension, and which may be attached thereto by
pins. One, at least, of the pin holes is preferably made oblong in shape to permit a slight
expansion of the spring. Any construction is permissible which will prevent rotation
of the spring and permit expansion. This spring will at times also engage the
surface of the sleeve upon the shoulder prepared for it upon the clutch socket
The operation of the embodiment of the invention herein set forth is as follows:
the rotative connecting mechanism whether chain, sprocket, or otherwise, is attached
rigidly to the primary sleeve. The secondary sleeve, when the rider pedals forward,
will be forced by the operation of the spiral key in a right hand direction and cause
the cone surface to come into engagement with the female part of the clutch socket
The clutch socket being attached to, or a part of, the hub, it is apparent that the
sleeves and socket will be locked together and the hub be propelled in a forward
direction. The nature of the tapering surface is such that they will be locked
together under such friction that some power is required to separate them. When
the rider desires to coast or rest, he holds his feet steady upon the pedals and as the
hub continues to revolve from the inertia of the movement of the wheel, the
secondary or shifting sleeve through the groove connections will be forced into a
posterior position out of engagement with the clutch socket. In order to disconnect
the parts, that is, the secondary sleeve from the clutch socket, by reason of the afore-
said frictional contact some force upon the pedals is required, so that the rider is not
made to feel that the pedals are loose upon the shaft. This force is exerted by the
rider simply holding the pedals against the inertia of forward rotation of the hub.
The hub will therefore rotate free from any connection with the pedals.
If the rider desires to advance or control his wheel, by resuming the operation of
pedaling the connection is immediately made between the rotative connecting means
and the hub by the shifting or secondary sleeve being again brought into engage-
ment with the clutch socket.
When the secondary sleeve is in its posterior position its teeth come into contact
and engagement with the teeth on the collar of the posterior sleeve. Upon exercising
a backward pressure upon the pedals the posterior sleeve will tend to rotate in a
backward direction and so move backward the end of the lever and expand the brake

page_text: ring by pressing against the end of the brake ring. Thus the brake will be applied
and the machine retarded.
The office of the auxiliary spring which is attached to the shoulder of the secondary
sleeve and capable of engaging with the shoulder of the clutch socket is to assist in
the smooth and easy shifting of the parts. In changing, that is to say, from a
coasting position to an advancing position, the rider who has been holding his pedals
steady, begins to propel them in a forward direction. The result is to change the
shifting or secondary sleeve from its posterior position where the teeth are in contact
with the teeth on the posterior sleeve to its anterior position by reason of the action
of the spiral key upon the primary sleeve upon the spiral groove in the secondary
sleeve. In its posterior position the teeth on the shifting sleeve are in close engage-
ment with the teeth on the posterior sleeve. The posterior sleeve is restrained from
rotation in a forward direction by the lever whose upper end is held against backward
movement by the lug. When, therefore, the shifting sleeve is rotated in a forward
direction, it is retarded by the engagement of the teeth. It will, consequently, slide
guided by the key instantly in an anterior direction, and when beyond the retarding
influence of the teeth, the spring will engage the shoulder of the clutch socket and
so be retarded thereby. The spring may be extended across the shifting sleeve and
project posteriorly so as to engage with a shoulder upon the collar of the posterior
sleeve in a manner similar to the engagement anteriorly with the clutch socket, with
the result of securing still greater certainty and smoothness of engagement and disen-
gagement of the shifting sleeve and brake mechanism. Instead of teeth, too, it is
apparent that a clutch mechanism may be used posteriorly by forming a concave
clutch socket in the collar of the posterior sleeve and a cone surface on the posterior
end of the shifting sleeve to operate in conjunction with the spring similarly to those
of the shifting sleeve and clutch socket anteriorly. There is a point where the spring
will be in engagement with the clutch socket before the tapered surfaces have come
into operative engagement. In such case the said engagement of the spring with the
shoulder of the clutch socket will tend to retard the movement of the pedals, that is
to say, the rider, on account of such engagement, will need to use some force to move
the pedals in either direction. In this way the fatal disadvantage of loose pedals
under the feet of the rider is avoided and he is given the sensation of a continuous
firm pedal. The mechanism is operative without the spring but its employment
tends to make the action of the spiral key in the groove more certain and swift
and bring the shifting sleeve into immediate locking engagement with the clutch
socket.
It will be observed that this construction provides for a rotating brake drum and a
stationary brake ring, this being a preferred construction.
In a modified form of this invention, a straight key is provided for the primary
sleeve and a corresponding groove is cut in the interior surface of the secondary
sleeve. This permits free, longitudinal movement of the secondary sleeve upon the
primary sleeve. The secondary sleeve is provided with a shoulder, and upon the
portion reduced in size, is formed a male screw thread. The hub is provided with a
shoulder, against which will butt the shoulder of the secondary sleeve. A female
screw thread is cut in the interior surface of the hub, into which turns the male screw
upon the secondary sleeve, the motion being limited by the shoulder butting against
the other shoulder.
Posteriorly the secondary sleeve is provided with teeth which, in this form of
construction, should be bevelled and the teeth on the collar of the posterior sleeve be
correspondingly bevelled. The operation of this invention, is as follows: upon
pedalling forward, action is exerted to rotate in a forward direction the primary sleeve
and also to rotate the secondary sleeve. The rotation of the secondary sleeve causes
the male screw thread upon the secondary sleeve to engage with the female screw
thread on the interior surface of the hub and so to lock the three parts together and
cause a forward rotation of the wheel. Upon holding the pedals stationary, the
primary sleeve will remain in a fixed position, and the secondary sleeve also on
account of being keyed thereto. The hub of the wheel, however, will continue to

page_text: rotate and thus by the action of the screw thread upon the hub and that upon the
secondary sleeve, the secondary sleeve will be moved out of connection with the hub.
Upon backward pressure being exerted upon the pedals or motive power, the teeth
on the secondary sleeve will engage with the teeth upon the primary sleeve and the
brake be operated as heretofore described.
It is apparent that numerous changes in details may be made in this device
without departing from the principles involving this invention. For example, this
device may be applied to the crank shaft if desired by the use of modifications which
will occur to any practical mechanic. In this case, of course, the primary sleeve will
be connected with the pedals and be thrown in and out of engagement with the
sprocket wheel. The matter of the provision of ball cups for the ball bearings may
be varied by the addition of rings or collars or by the construction of grooves in some
of the principal parts.
It may be desirable, to provide a set nut to hold the collar on the posterior sleeve
more firmly in its position. No attempt is made to specify the multitude of details
in which the construction of this device may be varied to suit different conditions
and the tastes and needs of different users. The number of parts may be varied and
in cases may be integral. The construction herein described has been followed
largely to promote convenience in manufacture and simplicity in assembling.
It is to be specially noted that the construction herein set forth permits a free
rotation of the driving wheel in either direction except when the brake is applied for
the purpose of retarding the machine. The rider may roll his wheel in either
direction and if he chooses, when walking beside his wheel, may disengage the
connection between the rotative connecting mechanism and the hub and roll his
wheel free from the annoyance of revolving pedals.
Dated thin 4th day of Antahan 1000
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C.
Agents for the Applicant.
"Improvements in and relating to Driving and Brake Mechanism
for Cycles and other Vehicles".
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex, 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 relates to improvements in driving and brake mechanism for cycles
and other vehicles. The embodiment herein illustrated relates to a device to be
attached to vehicles which are propelled by power exerted through means connected
in one way or another by mechanism with the wheel or wheels so as to rotate the
same and thus advance the vehicle.
For convenience this invention is illustrated as applied to the ordinary "safety
bicycle" which is now usually propelled by pedals upon a pedal shaft and in which
the propelling mechanism is connected with the hub of the driving wheel by a chain
running over sprockets or by a rod and beveled bevelled gear arrangement. The
invention, however, is equally applicable to any vebicle propelled by power of any
kind exerted upon the vehicle itself and connected with the driving wheel by any
means. The operation of such a cycle requires a constant exercise of power by the
feet and legs, which is necessarily greatest when advancing the machine on an up

page_text: grade or when speeding upon a level course. The nature of the ground usually
traversed by bicyclers is such as to ordinarily provide, plenty of places where the
exercise of power becomes unnecessary, and the vehicle might just as well be left to
pursue its course unhampered upon a down grade or upon a level course after a
sufficient speed has been attained. There are usually attached to such bicycles foot
rests so that, upon such occasions presenting themselves, the rider may remove his
feet from the pedals and rest them upon the supports provided, and then the bicycle
In such cases the
will pursue its course unhampered by the feet of the rider.
vehicle, of course, is entirely free from the control of the rider unless it is provided
with a brake which can be operated by hand and by which he may retard the speed
of the vehicle. Even with a brake, however, he cannot be said to have control of his
vehicle, because if any exercise of power upon the pedals becomes necessary to propel
or control the vehicle, he cannot exercise such power until after he has caught the
pedals with his feet. The result is that bicyclers almost universally have adopted the
habit of practically never taking their feet from the pedals, but they pedal their
inachines up hill and down and upon level stretches, and the practice has obtained to
control the wheel so far as braking is concerned by the operation of what is called
back-pedaling pedalling.
This continuous motion in performing the operation of pedaling pedalling, especially
when power is not required, becomes very wearisome, it being the exercise of motion
which is entirely useless and produces no practical results. Even when coasting the
pedals must move with the crank axle causing a certain waste of power and requiring
the exercise of energy to effect the rotation of the pedals against the inertia caused by
their weight.
Some device, therefore, which will enable the rider, when the exercise of power in a
forward direction is not needed, to maintain his feet in a steady position and thus gain
much needed rest and economize his strength for the future is very desirable.
The invention herein set forth, therefore, is designed to meet this want and by its
use, the rider, when not wishing to propel his machine in a forward direction, is
enabled to hold his feet in a stationary position, and, by a slight backward pressure,
when retardation of the wheel is desired, can apply the brake. The result is the pro-
vision of rest for the rider when power is not needed as well as economy of strength
and advantage in speed, because the wheel will advance more rapidly in many places
without the pedals than with them. The saving in movement of the pedals, the
resting the weight to such an extent as is desired upon the pedals, bringing the center
centre of equilibrium low down upon the wheel and removing the strain upon the
bearings and the saddle caused by any roughness of the ground, these, and many
other advantages, result from the use of this invention, which will be apparent to any-
one making use of its embodiment. The invention is herein illustrated as applied to
the rear hub of a bicycle, the propulsion and control of the wheel being exerted
through pedals. Mechanism, of course, beco:nes necessary to transmit power exerted
through the pedals to the hub of the wheel.
The essence of this invention consists in the discovery of means by which the pro-
pelling means may be thrown into and out of engagement with the hub, and where
the brake is employed, may also be thrown in and out of engagement with the brake,
and this means is herein denominated rotative connecting mechanism, and the
engagement and disengagement of the rotative connecting mechanis:n is accom-
plished in such a way as to require the exercise of a certain amount of power and
thus to give the rider the feeling of having firm pedals under his feet at all times and
to avoid any appreciable free motion of the pedals.
In this specification one form of preferred means has been illustrated which consists
essentially of a series of sleeves, one of which shifts automatically according to the
action of the rider through the pedals to either clutch the hub for forward propulsion
to be disconnected therefrom for coasting, and to actuate brake operating mechanism
when retardation is desired. A form of means, too, has been illustrated which has
been demonstrated by trial and experimeat to be entirely practical for use, economical
to manufacture, certain and positive in action, which avoids elements of structural

page_text: .
weakness, which is not complicated and is therefore easily handled, and which meets,
so far as can be discovered, all the requirements heretofore suggested...
It is a necessary requirement of such a device that it shall be of such a character as
to keep the wheel absolutely. under the control of the rider, that is to say, whether
the rider is advancing or coasting or braking his wheel, he must be able to change
from one condition to the other instinctively without thought or care as to the mode
of operation in advance, and without being placed in peril by any substantial move-
ment of the pedals free from connection with the operative mechanism. These
desirable results are secured by the invention herein set forth.
One form of embodiment of this invention has been illustrated in the drawings
attached hereto in which similar letters and figures designate similar parts or features
wherever they occur.
Figure 1 shows a portion of the frame and driving wheel of a bicycle with my
invention applied thereto.
Figure 2 is a central sectional view of the hub of the wheel with my invention
applied thereto on line 2-2 of Figure 1.
Figure 3 is a detail perspective view of the sleeve connected with the driving
wheel.
Figure 4 is a similar view of the sleeve forming the shifting connection.
Figure 5 is a similar view of the clutch socket fixed to the hub.
Figure 6 is a central sectional view of the same.
Figure 7 is a perspective view of the brake operating sleeve.
Figure 8 is a similar view of the clutch socket to be attached thereto.
Figure 9 is a perspective view in detail of the brake drum.
Figure 10 is a sectional view of the brake parts on line 10-10 of Figure 2.
Figure 11 is a perspective view in detail of the brake ring.
Figure 12 is a detail view of the auxiliary spring to be hereafter described.
Figure 13 is an inside view in elevation of the fixed support for the brake ring and
the brake operating mechanism in position.
Figure 14 is a view of the central part of the construction when the shifting sleeve
is in position for the application of the brake.
Figure 15 is a perspective view of the first mentioned sleeve with beveled bevelled
gear attachment for use in chainless bicycles.
Two modifications of the invention are illustrated in Figures 16-19 inclusive and
Figures 3, 4, and 6^.
Figure 16 illustrates a modification of the section shown in Figure 2.
Figure 17 illustrates a modification of the shifting connection shown in Figure 4.
Figure 18 is a view of a modification of the collar shown in Figure 8, and
Figure 19 is a view of a modification of the section shown in Figure 14.
Figure 3 is a perspective view of the sleeve connected with the propelling means
with the a straight key thereupon and is a modification of the device shown in
Figure 3.
'
Figure 4 is a perspective view of a modification of the rotative connecting means.
Figure 6 is a sectional view of the hub showing the construction to be used with
the rotative connecting means illustrated in Figure 4^..
As heretofore pointed out, any propelling mechanism may be employed whether it
be by a chain running over sprockets, by a belt, by the beveled bevelled gear con-
struction used in chainless wheels, or otherwise. The only requirement to be met is
that the propelling mechanism shall be capable of being thrown into and out of
connection with the hub and brake mechanism by the action of the rider through
the pedals.
The mode of this engagement of the propelling mechanism with the hub or the
brake is also illustrated to be through detachable rotative connecting means illustrated
herein as capable of rotative and lateral movement upon the sleeve connected with
the propelling means, and a somewhat minute detailed description is given of the
form of means employed as illustrated in the drawings. It is to be understood,
however, that this form of means may be varied in a multitude of. details without
.

page_text: departing from the spirit of the invention attempted to be herein set forth and two
such modifications are illustrated herein.
The preferred construction first described is illustrated in Figures 1, 16, 3, 17,
5, 6, 7, 18, 19, 9, 10, 11, 13.
A is the hub of the driving wheel which is of ordinary construction provided with
some means for attaching the spokes as at a a.
B is the axle, also of ordinary construction, provided with a cone 6 screwed on in
the ordinary way.
C is a sleeve provided in this illustration with a right hand spiral key c, enlarged
to form a cone c¹, and provided with screw threads at c³ for the purpose of screwing
on
the sprocket C¹ and the outside set nut e² 0. The interior of the
enlarged part forms the ball cup c³ in which are the ball bearings C³ which. rotate in the
space forined by the cone b and the aforesaid cup c. It is to be understood that this
construction throughout refers to wheels in which the power is applied on the right
hand side. If the power is applied on the left hand side, the construction must, of
course, be reversed.
D is the sleeve forming the shifting connection provided with the spiral groove d.
This groove and the spiral key c make a male and female screw of coarse pitch and
form the connection between the two sleeves, permitting lateral and relative rotative
movement of the shifting sleeve upon the other. The ends of D are cone shaped or
tapering. It may be found desirable in practice to slightly groove these surfaces
spirally of the cone surfaces to provide ducts for the oil employed as a lubricant.
Centrally it is provided with a shoulder d upon which is applied the spring M
shown in Figures 16 and 19: E is what is termed a clutch socket provided anteriorly
with screw threads e for attachment to the interior circumference of the hub. The
interior of the end adjacent to the driving means is formed into the ball cup e¹ in
which are the ball bearings C. The interior circumference of the inner end tapers
so as to correspond with the cone surface of the shifting sleeve D as shown in detail
in Figure 6, and thus forms a female cone surface. The inner end is also provided
with a shoulder with which the auxiliary spring M may engage. This clutch socket
is herein illustrated as a separate element to be screwed within the hub. It is
apparent that it inay just as well be inade integral with the hub if found convenient
or desirable.
The above parts are required for operating the coasting part of the device and to
provide for throwing the rotative connecting mechanism in and out of engagement
with the hub. The parts that relate to the brake and the mode of operating it will
now be described.
A brake operating sleeve is loose upon the axle and is made up as herein illustrated
of two parts for convenience of assembling, shown in detail in Figures 7 and 18.
F is screw-threaded for the reception of the clutch socket G formed in all respects
like the first described clutch socket and with its conical cavity turned toward the
conical cavity of the first clutch socket and fitted. to receive the male cone end of the
shifting sleeve D adjacent to it. H is the brake drum provided with screw threads to
enable it to be attached firmly to the hub at h. Its interior surface is grooved so as
to provide in connection with the complementary grooved surface of the sleeve at ƒ a
run way for the ball bearings C³.
I is an exterior plate screwed upon the axle and held rigidly as herein illustrated
by an arm i attached to the frame by the band I to form a support for the split
brake ring. It is apparent, of course, that any other secure way of fastening the
plate against revolution would be equally effective and useful.
K is a split expansible brake ring which is illustrated as grooved interiorly at so
that it may be held in position upon the plate or support I by means of the lugs
1, 2, 3, as clearly illustrated in Figures 16, 10, and 13. It is apparent that the
number of these lugs may he varied or a continuous flange may be used, the only
essential requirement being that the spring be held in position upon the support.
F is provided with a recess f2 for the reception of one end of the lever L. I have
illustrated the lugs 2 and 2 as concave on their opposite faces to correspond with and

page_text: should,
to receive a circular or bulb-like formation of Lat l. This construction serves to hold
the lever L firmly in position and at the same time permit it to rock or rotate between
the concave surfaces of the lugs as if it were rotating upon a pivot. The lug
of course, be cut away as at i to permit movement of the upper end of the lever. So
far as the lever is concerned, of course, lugs could be dispensed with and the lever be
made to rotate upon a suitable pivot and any operative connection by which the free
end of the split ring may be actuated by a backward movement of the sleeve F will
meet the requirements of this invention, but this construction is illustrated because
it has been found convenient to manufacture, and useful, strong, lasting and
durable.
The lug is provided with a projection at is against which butts the end k² of the
brake ring K.
It is apparent that when the sleeve F is rotated in a backward direction the inner
end of the lever L will be pressed backward and the lever, rotating as upon a pivot,
as before described, its opposite end will press against the end of the split brake
ring. As the other end of the split brake ring is held against movement circum-
ferentially by butting against the lug at , the ring will be expanded and come into
frictional contact with the inner circumferential surface of the brake drum H.
A frictional surface may be prepared as fiber; fibre, leather, or other substance,
and attached to the inner surface of this brake drum if desired.
It will be observed that the free end of the brake ring is moved circumferentially
in a forward direction. That is, referring to Figure 13, on forward propulsion the
wheel will rotate from left to right or in the direction of the hands of a watch. On
the exertion of backward pressure upon the pedals, it would have been a simple
matter to have arranged to expand the brake ring in the same or backward direction.
It has, however, been found that no effective braking power can be gained in this
way and therefore this brake actuating mechanism was discovered. By the use of
the lever an expansion of the brake ring is secured in a direction opposite to that of
the force exerted. This is pointed out as an important feature of this invention and
by its means the frictional application is made uniform and assisted by the rotation
of the surface of the drum.
M is termed an auxiliary circular spring which is placed upon the shoulder pre-
pared for it upon the sleeve D under slight tension and attached thereto by pins mm
as shown in Figure +4. 19. One, at least, of the pin holes is preferably made oblong
in shape to permit a slight expansion of the spring. Any construction is permissible
which will prevent rotation of the spring and permit expansion. This spring will at
times be in engagement with the surface of the shoulder prepared for it upon the
clutch socket E and at other times with the surface of the shoulder upon the clutch
socket G.
The operation of the embodiment of the invention herein illustrated is as follows:
the propelling means, whether exerted through a sprocket or otherwise, is attached
rigidly to the sleeve C. The shifting sleeve D, when the rider pedals forward, will be
forced by the operation of the male and female screw thread in a right hand direction
and cause the cone surface to come into engagement with the female part of the
clutch socket E. The clutch socket being attached to, or a part of, the hub, it is
apparent that the sleeves and socket will be locked together and the hub be propelled
in a forward direction. The nature of the tapering surfaces is such that they will be
locked together under such friction that some power is required to separate them.
When the rider desires to coast or rest, he holds his feet steady upon the pedals and
as the hub continues to rotate from the inertia of the movement of the wheel, the
shifting sleeve through the screw thread connection will be forced out of engagement
with the clutch socket E. In order to disconnect the parts, that is, the shifting
sleeve from the clutch socket, by reason of the aforesaid frictional contact, some force
upon the pedals is required, so that the rider is not made to feel that the pedals are
free upon the shaft. This force is exerted by the rider simply holding the pedals
against the inertia of forward rotation of the hub. The hub will therefore rotate free
from any connection with the pedals.

page_text: If the rider desires to advance or control his wheel, by résuming the operation of
pedaling pedalling the connection is immediately made between the rotative
connecting means and the hub.
When the shifting sleeve is out of engagement with the clutch socket of the hub,
the hub will rotate free from any connection with the propelling means; and the
shifting sleeve, or rotative connecting means, through the screw thread connection
will be moved rotatively and laterally toward the brake end and the male and female
cones will be brought into frictional engagement. Upon exercising a backward
pressure upon the pedals the sleeve connected with the brake operating means will
tend to rotate in a backward direction and so move backward the end of the lever L
and expand the brake ring by pressing against the end 3 of the brake ring ks. Thus
the brake will be applied and the machine retarded.
The office of the auxiliary spring M. shown attached to the shoulder of the shifting
sleeve D and capable of engaging with the shoulder of the clutch sockets on either
side is to insure the smooth and easy shifting of the parts and to provide for the
frictional resistance hereinafter described. In changing from the position illustrated
in Figure 19 to that illustrated in Figure 16, that is to say, from a braking or coasting
position to an advancing position, the rider, who has been holding his pedals steady,
begins to propel them in a forward direction. The result is to change the shifting
sleeve D from its position where the spring is in engagement with the shoulder upon
the clutch socket connected with the brake operating mechanism to the position
illustrated in Figure 16 by reason of its rotative and lateral movement relative to the
first sleeve C caused by the rotation of the first sleeve C and the screw thread con-
nection between the sleeves. The sleeve connected with the brake operating
mechanism is restrained from rotation in a forward direction by the lever L whose
upper end is held against backward movement by the lug 3 when the shifting sleeve
is in engagement with the clutch socket connected with said sleeve as illustrated in
Figure 19, or by any other suitable means. The spring M will be in frictional
engagement with the shoulder on said clutch socket. A forward direction of the
propelling means will rotate in a forward direction the sleeve attached thereto and
consequently will tend to rotate in the same direction the shifting sleeve carried
thereupon. The rotation of the shifting sleeve, however, is restrained by reason of
the frictional engagement of the spring M with the shoulder of the clutch socket G
which is held against rotation. The effect will be to cause the shifting, sleeve to
move laterally so that the spring will engage the shoulder of the clutch socket of the
hub, and thus, as the cone surface upon that side comes into engagement with the
female cone surface of the clutch socket of the hub, the shifting sleeve by reason of
the retarding influence of the spring and the key and groove connection, will have a
rotative and lateral movement relative to the sleeve connected with the propelling
means to bring and hold said cone surfaces in frictional engagement so long as power
is exerted in a forward direction. As In the construction illustrated in the drawings,
there is a position of the shifting sleeve where the spring is in engagement, with the
shoulders of the clutch sockets on both sides at the same time. The office of this
frictional device is twofold. The retarding or restraining influence of the frictional
device upon the shifting sleeve insures a certain, instantaneous, lateral movement of
the shifting device through the screw thread connection. Whatever the position
of the shifting sleeve may be, in order to move it by the action of power exerted
through the sleeve attached to the propelling means, a certain amount of force is
required, and the fatal disadvantage of free pedals under the feet of the rider is
avoided. The rider is thus always possessed of the sensation of having firm pedals
under his feet whether he be pedaling pedalling forward, coasting or applying his
brake, or shifting from one position to the other.
The mechanism is operative without the use of this frictional device but its
employment produces the results above described which seem to be essential to the
production of a satisfactory mechanism of this description, and these are results which
have never been secured before this invention. It is manifest, of course, that the
frictional means may be used in a different way from that illustrated in the drawings

page_text: with the same effect, and it is to be understood that the embodiment illustrated is
shown only as a convenient method of use and not as the only method.
It will he observed this that this construction provides for a rotating brake drum
and a stationary brake ring.
It is apparent that numerous changes in detail may be made in this device without
departing from the principles involved in this invention.
In detailing the construction of a bicycle hub to illustrate the features of this
invention a method of providing ball cups and cones for the ball bearings has been
shown, described, and illustrated. It has not been intended, however, to limit the
invention in any way by this description, but simply to indicate a feasible way to
provide for such construction.
The method of providing ball cups for the ball bearings may be varied by the
addition of rings or collars or by the construction of grooves in some of the principal
parts.
It may be desirable to provide a set nut to hold the collar on the sleeve operating
the brake mechanism more firmly in its position. No attempt is made to specify the
multitude of details in which the construction of this device may be varied to suit
different conditions and the tastes and needs of different users. The number of parts
may be varied and in cases separate parts may be made integral.
It has been found in practice that a construction somewhat like that herein illus-
trated is convenient to manufacture, efficient in use, and the parts are easily assembled.
It is, therefore, to be understood that the invention is not limited to the details
herein particularly described but these details may be varied according to the
convenience and taste of the maker to produce the results desired through the
functions described.
The modification next to be preferred is illustrated in Figures 2, 4, 8, 12, 14,
taking place of Figures 16 to 19 inclusive. The modification consists in the substi-
tution of teeth d³ for the cone end on the rotative connecting means D adjacent to
the brake operating device and complementary teeth g for the clutch socket G on the
brake operating sleeve. These teeth are illustrated as being straight, although they
might equally well be beveled bevelled. The operation of the construction illustrated
in this modification differs in no wise from that shown in the first or preferred construc-
tion.
Whenever the rotative connecting means, that is, the shifting sleeve D, is, by
the action of the rider through the pedals in holding his feet still, detached from the
cone fixed to the hub, the shifting sleeve will be moved laterally so that the teeth a³
will be in engagement with the teeth g. Upon backward pressure upon the propelling
means these teeth being in engagement will act to rotate backwards the brake operat-
ing sleeve and actuate the brake. When the pressure is released the teeth will
remain in engagement and the feet be in coasting position until the rider again
resumes the action of pedaling pedalling forward in which case the shifting connec-
tion, that is, the part marked D, will be moved laterally toward the propelling means
and come into engagement with the female cone E.
The spring is illustrated-as shown in Figures 2, 12, and 14 as being attached to
the shifting connection D and to engage with the shoulder on the clutch socket upon
only one side, although the construction illustrated in Figure 19 might well be
followed. The necessity for the double acting spring is done away with by reason
of the retarding influence of the teeth when they are in engagement, that is to say,
when the teeth are in engagement as illustrated in Figure 14, and the rider desires to
pedal in a forward direction, the shaft sleeve C will be caused to rotate and this will tend
to rotate the shifting connection D. This shifting connection, however, will be
restrained from rotating in a forward direction by reason of the engagement of the teeth,
and consequently through the groove and key connection between it and the shaft
sleeve C will move instantly toward the clutch socket E and at or about the time the
engagement of the teeth is broken the spring M engages with the shoulder of the clutch
socket E and the retardation is continued by the tension of the spring thereupon
until the cone surfaces come into contact, when the shifting connection will be

page_text: rotatively and laterally brought into operative engagement with the cone surface of E
and be held in such engagement by the screw thread connection.
As in the first modification, force will be required to effect a disengagement of
these surfaces and the action of the spring will require the exercise of some force to
operate the device and thus prevent free motion of the pedals.
A modified form of this invention, so far as concerns the shaft sleeve Cand shifting
sleeve and clutch socket, is shown in Figures 3A, 4, and 6ª. In this form of the
invention a straight key c is provided for the shaft sleeve C and a corresponding
groove is cut in the interior surface of the shifting sleeve D. This permits free,
longitudinal movement of the shifting sleeve upon the shaft sleeve C.
The shifting sleeve is provided with a shoulder (, and upon the portion reduced
in size, is formed a male screw thread d². The hub shown in Figure 6 is provided
with a shoulder k', against which will butt the shoulder of the shifting sleeve D.
A female screw thread is cut in the interior surface of the hub, into which turns the
male screw upon the shifting sleeve D, the motion being limited by the shoulder </
butting against the shoulder k¹.
On the other end this shifting sleeve D is provided with teeth which, in this form
of the construction are bevelled, as shown in Figure 4 of the drawing drawings, and
the teeth on the collar of the brake operating sleeve should be correspondingly
bevelled. The operation of the apparatus as illustrated in these three figures is as
follows-Upon pedaling pedalling forward the sleeve C is rotated in a forward
direction and inasmuch as the shifting sleeve D is splined thereupon, said sleeve D
will turn with the sleeve C. The On rotation of the shifting sleeve in a forward
direction the inclines or bevels of the mating teeth on said sleeve and on the collar
of the brake operating sleeve eanses cause said sleeve D to move laterally towards
the right, as the device is illustrated in Figures 3, 4 and 6* along the sleeve C, a
sufficient distance to cause the mating screw threads d² and to engage each other
whereupon the continued turning of the sleeve D and sleeve C in a forward direction
will result in the continued lateral movement of the sleeve D until the shoulder d¹
thereon engages the shoulder of the hub A, when the hub A will be caused to
positively turn in a forward direction with the sleeve C and shifting sleeve D. Upon
holding the pedals stationary, the sleeve Ű will be held in a fixed position, and also
the sleeve D, whereupon the mating screw threads d² and k will, by reason of the
continued forward advancement of the hub A, cause a lateral movement to the left
of the sleeve D sufficient to bring its bevelled teeth into engagement with the
bevelled teeth on the brake operating sleeve and sufficient to disconnect said sleeve D
and consequently the sleeve C from the hub A, and so long as the pedals are held
stationary the hub A will be disconnected from its driving mechanism permitting
the wheel to travel by its acquired momentum, or as in descending a grade while the
operator may inaintain his feet on the pedals.
The sleeve D being in engagement with the brake actuating sleeve a backward
turning of the pedals turns backward the sleeve sleeves C and D and the brake
actuating sleeve bringing into action the brake and stopping the wheel.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, as communicated
to me by my foreign correspondents, I am aware that Letters Patent No. 20,429
of 1898 were granted in respect of certain improvements in cycle hub brakes and
I wish it to be understood that the claims hereinafter following are to be read as ex-
cluding the features set forth in the claiming clauses of the specification of the said
Letters Patent and I declare that what I claim is:-
1. In a bicycle, the combination with wheel propelling and braking mechanisms
located at opposite ends of the hub, of a laterally shifting connecting device, and
means controlled by the rider through the propelling mechanism to shift the con-
necting device to connect it with either the wheel hub or the brake, or to disconnect

page_text: it from both, substantially as described illustrated in Fig. 2 or Fig. 16 of the
accompanying draivings.
2 In a bicycle, a pedal shaft and pedals to rotate it, a wheel axle and hub,
driving means at one end of the hub; a brake at the other end comprising an ex-
pansible brake ring and a brake drum concentric therewith mounted fixedly upon the
hub, brake actuating means and rotative laterally movable connecting means inter-
mediate of the driving means and said hub on one side and said brake actuating
means upon the other, all so constituted and arranged that a forward propulsion of
the pedals will connect the connecting means with the hub and advance the wheel, a
stationary position of the pedals will detach said connection and permit the free
rotation of the hub, and a backward pressure upon the pedals will bring into engage-
ment the connecting means and the brake actuating means so that the latter will
expand the brake ring against the brake drum to brake the wheel, substantially as
shown and described.
SA-rotating-sleeve,-a-barrel-or--hub-surrounding-it-provided-with-an-interior
eluteh-seeket,-a-shifting-sleeve-upon-the-rotating-sleeve provided-with-a-male-cone
end-and-connections between-enid-rotating-sleeve-and-shifting-sleeve-arranged to
bring-the-shifting-sleeve-and-clutch-socket-into-engagement-upon-a-rotation-of-the
rotating-sleeve-in-one-direction-and-to
disengage-the-same-upon-reverse-movement
of-the-rotating-sleeve,-substantially-as-shown-and-described.
3. H. In a bicycle, the combination with the wheel and its propelling and
braking mechanisms located at opposite ends of the hub of the wheel, of a laterally
shifting connecting device intermediate the wheel propelling and braking mechanisms,
consisting of a shifting sleeve having double cone ends carried upon a sleeve upon
the axle and connected with the propelling mechanism, a male and female screw
thread connection between said sleeves, and clutch sockets upon the hub and brake
actuating mechanism with which said shifting sleeve may engage, substantially as
shown and described.
4. 13. In a bicycle, the combination with the driving wheel and brake, of a
laterally shifting connecting device carried upon a sleeve connected with the
driving wheel, arranged to connect the wheel with the hub or brake, means actuated
by a relative rotation of the driving wheel and connecting device to shift the con-
necting device, and a friction device arranged to insure a relative rotation of the
driving wheel and connecting device, substantially as shown and described.
5. 15. In a bicycle, the combination with a driving means and brake actuating
mechanism located at opposite ends of the hub, of a sleeve rigidly connected with the
driving means, a shifting sleeve thereon having male cone ends, a male and female screw
thread connection between the two sleeves, clutch sockets fixed to the hub and brake
actuating mechanism, and a spring carried by the shifting sleeve and arranged
to engage with the clutch sockets on either side to ensure a certain movement of said
shifting sleeve relative to the first mentioned sleeve, substantially as shown and
described.
In a bicycle, the combination with the wheel and its propelling and braking
mechanisms located at opposite ends of the hub of the wheel, the propelling means
having attached 'thereto a rotating sleeve loose upon the axle, of a laterally shifting
connecting device intermediate the wheel propelling and braking mechanisms
consisting of a shifting sleeve' carried upon the rotating sleeve, one end having
a male screw and the other end provided with teeth, a spline connection between
said sleeves to hold 'them against relative rotation, and a female screw socket within
the hub and 'teeth upon the brake actuating mechanism, with which said shifting
sleeve may engage upon one side and the other, substantially as shown and
described...
A ...
1.7 1. In a bicycle, the combination with the wheel and its propelling and braking
mechanisms located at opposite ends of the hub of the wheel, the propelling means
having attached thereto a rotating sleeve loose upon the axle, of a laterally shifting
connecting device intermediate the wheel propelling and braking mechanisms
consisting of a shifting sleeve carried upon the rotating sleeve, one end being a male

page_text: cone and the other provided with teeth, a coarse screw thread connection between
said sleeves, and a clutch socket within the hub and teeth upon the brake actuating
mechanism, with which said shifting sleeve may engage upon one side and the other,
substantially as described.
819. The coaster and brake mechanism for velocipedes, bicycles, and other
vehicles, constructed and arranged and operating substantially as hereinbefore
described, with reference to, Figures 3ª 4ª and 6ª of and-shown-in, the drawings
accompanying this Specification.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C. Agents for the Applicant.