Improved Driving-gear for Velocipedes.
Year: 1889

page_text: Date of Application, 27th D´c., 1889
Complete Specification Left. 10th Sept., 1890-Accented, 11th Oct., 1890
PROVISIONAL SPECIFICATION.
Improved Driving-gear for Velocipedes.
1. CHARLES TERROT of Cannstadt, Wurtemberg, Germany, Manufacturing
Engineer do hereby declare the nature of this invention to be as follows:-
If in velocipedes, the arrangement of driving gear is such that the rider can attain
high speeds on level roads, it is not possible to propel them up steep inclines, so that
it is necessary to provide a second transmission for running with reduced speed.
All arrangements heretofore employed for this purpose suffer from two principal
defects.
The arrangement employed either adds considerable weight to the machine, or it,
causes useless losses of power by friction when riding both on level ground, and
up hill, and thus, in the latter case neutralises more or less the gain of power
obtained by it. Again, with other constructions the change of gearing takes so much
time that it cannot be effected while riding.
The present invention relates to an improved arrangement of such gearing which,
while it only causes an additional weight of from 2 to 4 lbs., enables the rider to
change the two sets of gearing by merely moving an adjusting lever, while riding,
and it causes no frictional losses while running on level ground.
I will describe the said construction with reference to the accompanying drawings
in which Fig. 1 shews a transverse section of the driving gear and Fig. 2 a front
view of the same.
Fig. 3 shews an enlarged view of the disc v, Fig. 4 an end view, Fig. 5 a front
view with lever q in the lowered position. Figs. 6 & 6 clevation and plan of the
locking pawls, and Fig. 7 a general plan.
In Fig. 1 a is the crank shaft bearing, which is fixed to the framing of the machine.
In this bearing the tubular axis of the pitch wheel b and transmission spur wheel e
run on balls i, the two axes being formed with clutch couplings at their ends, by
which they are geared together; they are held in position by the sleeve a slid over
them and fixed to the axis of b.
The crank shaft revolves on balls e within the tubular axes of b and c, and is
provided on the right hand with the crank hand on the left hand with the crank g.
The crank g has a carrier disck fixed to it and the crank a toothed transmission
wheel. There are two other toothed wheels m and n fixed together, and revolving-
with ball bearings o on an axis p carried by the lever q. This lever turns upon a
pin which is fixed to the framing.
The rod ",
which is hinge-jointed to lever g, serves for raising and lowering the
latter, whereby the wheels in carried thereby are put in and out of gear respectively
with the toothed wheels and c. The rod s is provided with a bandle near the saddle
and is carried in a loop in which it is held by a spring catch in one or other of its
three positions.
On the spokes of the pitch wheel bare pivotted two diametrically opposite locking
pawls t, as shewn at Figs. 4 and 5, which are acted upon by small springs t2 so as to
catch with their beaks into notches in the carrier disc k, so as to effect the connection
of the pitch wheel b with the crank shaft.
Each locking pawl is provided with a small roller t'as shewn in the enlarged views.
Figs. 6" 6 by means of which they are disengaged from the disc k as will be presently
described.
A disc Figs. 3 and 4 with cam shaped projections is connected by three bands o
with a ring The disc and ring 2 can be slid horizontally upon the bearing a of
the crank shaft; one of the bands & Figs. 4 and 5 carries a stud with which gears
the forked end of the bell crank lever, which is connected by rod s with the lever g

page_text: and is pivotted on a pin a fixed to the framing 9. Thus the movement of the rod s
and lever also effects the lateral movement of the disc through the rod and
lever a.
When riding on level ground, the rods, and lever q are raised and held in this
position by any suitable catch. The toothed wheels m n are thus put out of gear and
disc with ringare slid to the right, whereby the pawls of the pitch wheel bare
enabled to gear with the disc k, so that the crank shaft then drives the pitch
wheel and its endless pitch chain direct, both parts then running on the ball
bearings i.
For running up inclines the rod s is lowered, whereby the disc v is slid to the left
so that the rollers then come in contact with the cam shaped parts thereof which
raise them up to the circular periphery of and cause the pawls to come out of gear
with the latter.
On the further lowering of the rod s the wheels m n are made to come in gear with
the wheels and c, so that wheel then drives m and n, and this motion is transmitted
to C₁ which is geared by the clutch with the pitch wheel b, so that this is then driven
at a speed depending upon the proportions of the gearing of the wheels m, n, c l.
On riding down hill, the rods and lever 7 can be held in their middle position. In
this position, the wheels m n are out of gear with I and c and the pawls t'are also still
out of gear, the cranks consequently remain stationary and can serve as supports to
the feet.
The adjustment of the ball bearings is effected by the screw nut y Fig. 1 screwed
on the threaded part of the crank shaft f.
The turning of this nut not only adjusts the ball bearings e, but also by the thrust
of these balls, the wheels b and c with their tubular axes are pushed nearer together
so as to adjust the bearings.
Dated this 27th day of December 1889.
ABEL & IMRAY,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improved Driving-gear for Velocipedes.
I, CHARLES TERROT of Cannstadt, Wurtemberg Germany, Manufacturing Engineer,
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:-
If in velocipedes, the arrangement of driving gear is such that the rider can attain
high speeds on level roads, it is not possible to propel them up steep inclines, so that
it is necessary to provide a second transmission for running with reduced speed.
All arrangements heretofore employed for this purpose suffer from two principal
defects.
The arrangement employed either adds considerable weight to the machine, or it causes
useless losses of power by friction when riding both on level ground, and up hill, and
thus, in the latter case neutralises more or less the gain of power obtained by it.
Again with other constructions the change of gearing takes so much time that it
cannot be effected while riding.
The present invention relates to an improved arrangement of such gearing which,
while it only causes an additional weight of from 2 to 4 lbs., enables the rider to
change the two sets of gearing by merely moving an adjusting lever, while riding and
it causes no frictional losses while running on level ground.
I will describe the said construction with reference to the drawings accompanying
the Provisional Specification-in which Fig. 1 shews a transverse section of the
driving gear and Fig. 2 a front view of the same.
Fig. 3 shews an enlarged view of the disc e, Fig. 4 an end view, Fig. 5 a front
view with lever in the lowered position. Figs. 6 and 6 elevation and plan of the
locking pawls and Fig. 7 a general plan.

page_text: In Fig. 1, a is the crank shaft bearing, which is fixed to the framing of the machine.
In this bearing the tubular axis of the pitch wheel b and transmission spur wheel c
run on balls the two axes being formed with clutch couplings at their ends by which
they are geared together; they are held in position by the sleeve d slid over them and
fixed to the axis of b.
hand with the crank g.
a toothed transmission
together, and revolving
This lever turns upon a pin >
The crank shaft revolves on balls e within the tubular axes of b and c and is
provided on the right hand with the crank hand on the left
The crank g has a carrier disc k fixed to it and the crank
wheel. There are two other toothed wheels m and n fixed
with ball bearings o on an axis p carried by the lever q.
which is fixed to the framing.
The rods which is hinge jointed to lever g, serves for raising and lowering the
latter, whereby the wheels m n carried thereby are put in and out of gear respectively
with the toothed wheels and c. The rod s is provided with a handle near the saddle
and is carried in a loop in which it is held by a spring catch in one or other of its
three positions.
On the spokes of the pitch wheel bare pivotted two diametrically opposite locking
pawls t, as shewn at Figs. 4 and which are acted upon by small springs so as to
catch with their beaks into notches in the carrier disc k, so as to effect the connectiou
of the pitch wheel & with the crank shaft.
Each locking pawl is provided with a small roller t'as shewn in the enlarged views.
Figs. 6 6 by means of which they are disengaged from the disc k as will be presently
described.
V
A disc Figs. 3 and 4 with cam shaped projections is connected by three bands o¹
with a ring The disc and ring 3 can be slid horizontally upon the bearing a of
the crank shaft; one of the bands Figs. 4 and 5 carries a stud³ with which gears
the forked end of the bell crank lever which is connected by rod &¹ with the lever g
Thus the movement of the rod s
and is pivotted on a pin a fixed to the framing g.
and lever q also effects the lateral movement of the disc v through the rod s¹ and
lever .
When riding on level ground, the rods and lever q are raised and held in this
position by any suitable catch. The toothed wheels m n are thus put out of gear and
disc with ring 2 are slid to the right, whereby the pawls t of the pitch wheel bare
enabled to gear with the disc k, so that the crank shaft then drives the pitch wheel b
and its endless pitch chain direct, both parts then running on the ball bearings i.
slid to the left
For running up inclines the rod s is lowered whereby the disc v
so that the rollers t¹ then come in contact with the cam shaped parts z thereof which
raise them up to the circular periphery of k and cause the pawls to come out of gear
with the latter.
On the further lowering of the rod 8 the wheels m n are made to come in gear with
the wheels and c, so that wheel then drives m and n, and this motion is transmitted
to c, which is geared by the clutch with the pitch wheel b, so that this is then driven
at a speed depending upon the proportions of the gearing of the wheels m ncl.
On riding down hill, the rods and lever q can be held in their middle position. In
this position the wheels m n are out of gear with and c and the pawls are also still
out of gear, the cranks consequently remain stationary and can serve as supports to
the feet.
The adjustment of the ball bearings is effected by the screw nut y Fig. 1 screwed
on the threaded part of the crank shaft f.
The turning of this nut not only adjusts the ball bearings e but also by the thrust
of these balls the wheels b and c with their tubular axes are pushed nearer together so
as to adjust the bearings i.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed I declare that what I
claim is
In driving gear for velocipedes operating with pitch wheels and chain, constructing

page_text: the pitch wheel with pawls tt which couple it directly with the crank shaft by
means of the carrier disc k in combination with the cam disc v which is moved under
the rollers of the pawls when it is desired to disengage these from the carrier disc
and crank shaft for the purpose of changing the speed, while at the same time the
toothed wheels in are made to engage with wheels cl connected to the pitch wheel
and crank whereby the motion of the crank shaft is transmitted to the pitch wheel
only through such gearing, substantially as herein described.
Dated this 10th day of September 1890.
ABEL & IMRAY,
Agents for the Applicant.