IMPROVEMENTS IN BICYCLES AND SIMILAR MACHINES
Year: 1879

page_text: LETTERS PATENT to Henry Harris Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for the Invention of
"IMPROVEMENTS IN BICYCLES AND SIMILAR MACHINES." A communication
from abroad by Sylvester Sawyer, of Gardner, Massachusetts, United States of
America.
Sealed the 28th May 1880, and dated the 27th December 1879.
PROVISIONAL SPECIFICATION left by the said Henry Harris Lake at the
Office of the Commissioners of Patents on the 27th December 1879.
HENRY HARRIS LAKE, of the Firm of Haseltine, Lake, and Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN BICYCLES AND SIMILAR
MACHINES." [A communication from abroad by Sylvester Sawyer, of Gardner,
Massachusetts, United States of America.]
This Invention relates to improvements in bicycles, which improvements are
also partly applicable to other machines designed to be driven by hand or foot
power.
By means of the said Invention I produce a machine requiring very little power
to propel it.
The rate of rotation of the driving cranks of the ordinary bicycle upon level roads
cannot well be increased beyond a certain extent for obvious reasons, and the rate
of speed is therefore limited. In ascending grades the rate of rotation of the cranks
is much less than on level roads, but more power is required, therefore the range in
the amount of power employed in driving bicycles of ordinary construction depends
entirely upon the nature of the road, and consequently is very great, and it is not
always used to the best advantage by reason of the fact that the rates of rotation of
the cranks and driving wheel are the same. It is desirable therefore that some
provision be supplied to the machine, whereby in traversing a level country its
speed may be increased without increasing the rate of rotation of the cranks over
that commonly employed in the ordinary machine, and that in traversing a hilly
country its speed may be diminished while the same rate of rotation of the cranks
is maintained and greater power obtained.
In carrying the said Invention into practice I provide means for increasing or
decreasing the rate of rotation of the driving wheel of a bicycle as compared with

page_text: that of the cranks, consisting of a train of multiplying and reducing gear wheels or
either adapted to be connected with the crank or crank shaft and the driving wheel,
and when both are used the multiplying gear is arranged upon one side of the
driving wheel and the reducing gear upon the other side, preferably in such a
manner as to be easily connected or disconnected with the crank shaft and driving
wheel.
I also provide means for lengthening the distance between the centre of the
driving wheel, and that of the trailing wheel in such a manner that the saddle is
automatically moved backward, whereby the liability of a fall in descending grades
is diminished.
I also provide a brake arranged to bear upon the hub of the driving wheel as
will hereinafter be more fully described.
My improved bicycle is provided with cranks, shaft or axle forks, driving wheel,
backbone, trailing wheel, saddle, and steering handle, as in the ordinary machine,
with the exception that the driving wheel is free to revolve on the shaft or axle.
The bearings given to the axle or shaft in the forks and connection between the
cranks and shaft and other details in construction may be the same as now
ordinarily employed. The driving wheel may be provided with a ball, cone, roll,
or any other suitable anti-friction bearing, but it is desirable that the bearing shall
be as long as possible to prevent the wabbling of the driving wheel on the axle or
shaft The axle or shaft carries upon one side of the driving wheel a gear wheel which
constitutes one of a train of multiplying gearing, and upon the other side another
gear-wheel which is one of a train of reducing gearing. The driving wheel is
provided upon the side of the bub opposite the first named gear wheel with a
multiplying gear wheel, and upon the other side of the hub adjacent to the second
gear wheel with another reducing gear wheel. Two other gear wheels completing
the multiplying gearing are arranged upon an excentric shaft which has bearings in
the fork, and in a bracket projecting downwardly therefrom above the shaft or
axle, and the two last named gear wheels are provided with a vertical movement
to and from the other gear wheels of the multiplying train by means of a lever
which is rigidly secured to a shaft; two other gear wheels completing the reducing
train are arranged upon an excentric shaft which has a bearing in a fork and in a
bracket above the shaft or axle and are provided with a vertical movement in
relation to the first and second reducing gear wheels by means of a lever rigidly
secured to the excentric shaft. It will therefore be understood that the complete
train of multiplying gearing consists in a gear wheel which is secured to the shaft to
revolve therewith, and which operates the driving wheel by means of two other gear
wheels upon the excentric shaft the two gear wheels last named, and the second
multiplying gear-wheel upon driving wheel, and that the train of reducing gearing
consists in a gear wheel which revolves with the crank or axle the two intermediary
gear wheels upon the excentric shaft and the second reducing gear wheel upon the
driving wheel. It will be understood further that when it is desired to use either
set of gearing the intermediary gear wheels are caused to mesh with the gear
wheels on the shaft or axle and driving wheels by being moved vertically toward
them.
When one set of gearing is in use the other is disconnected; they cannot both
be used at the same time, and for this reason I do not confine myself to the use of
both the multiplying and reducing gears in one machine, but may use either one as
may be desired. As it may be essential in some instances to dispense entirely with
the multiplying or reducing gearing I have provided a construction whereby the
driving wheel may be fastened to revolve with the shaft. This is effected by means
of a clutch which consists of a collar having a bearing upon the hub of either of the
gear wheels which are fastened to the shaft or upon the shaft upon any suitable
sleeve to have a movement to and from the hub of the driving wheel. This collar
is provided with pins which project through holes in the gear wheels adjacent
and are arranged to shut into the holes in the gear wheel on the driving wheel, or
in the hub of the driving wheel itself as the case may be. The collar is provided

page_text: with a lateral movement by means of a lever which is pivotted to one of the forks,
and which is furnished with a yoke consisting of arms which fit in a groove on the
axle. A clutch of any other desirable construction may be employed for locking
the driving wheel to the shaft or axle or gear wheel upon the shaft or axle in
bicycles having this improved construction.
may employ a modification in the construction of the multiplying or reducing
gear in which the crank and pedals on each side of the machine are attached to a
shaft having a suitable bearing upon a branch of the fork. This shaft forming a
multiplying train carries a gear wheel larger in diameter than the gear wheel upon
the hub of the driving wheel. For a reducing gearing the gear wheel upon the
shaft should be smaller in diameter than the gear wheel upon the driving wheel.
The multiplying and reducing gearing in this construction cannot be used in the
same machine so readily as by the construction first named, yet it would be possible
to provide for them both by giving the branches a movement to and from the
driving wheel shaft by providing multiplying and reducing gearing upon each shaft
and giving them the lateral movement thereon, whereby by the movement of the
supporting branch and by the lateral movement of the gear wheels either a
multiplying or reducing train could be formed. This last named construction has
an advantage over the first named in that two less gear wheels are employed, the
power is more directly applied and the saddle can be moved backward and downward
from its usual position near the head of the machine sufficiently to enable a 54 to
a 60 inch wheel to be easily operated by riders who otherwise would be obliged to
be content with a wheel of less diameter.
The means employed for increasing the distance between the centres of the two
wheels consists in a box which is pivotted in the head of the machine, so that the
forks and front wheels may be turned in steering, and a neck which is pivotted to
the box, and is provided with an extension which projects upwardly therefrom, and
through which a shaft bearing an excentric passes. This shaft has suitable
bearings in the said box, and can be partially revolved by means of a curved arm
or ring or in any other dosirable manner. In operation the partial revolution of
the shaft causes the excentric to draw the extension forward in the box, thereby
causing the trailing wheel to move backwardly a slight distance. This last named
improvement is adapted for use particularly in descending grades when the saddle
is thrown somewhat forward from its usual position owing the trailing wheel being
somewhat higher in relation to the driving wheel than when running on level
ground, and it is desirable on this account to lengthen the base of the machine as it
were and to cause the saddle to be moved backward automatically.
My improved brake consists in a spring, one end of which is securely fastened to
one of the forks of the machine or to any other fixed parts thereof, and which is
curved around a friction flange upon the hub of the driving wheel. Attached to
the end of the spring is a step or projection to apply the brake. The spring is
moved downwardly either by the foot or by hand, thereby drawing the
portion which surrounds the friction flange in contact therewith, thus setting the
brake. The stress with which the brake is applied depends upon the amount of
pressure exerted upon the end of the spring arm. This construction of brake is
very desirable as it bas been found in practice that the brakes now commonly
employed and applied to the trailing wheel have not been sufficiently powerful, as
most of the weight carried is upon the driving wheel to stop the machine quickly.
It has also an advantage in that the amount of pressure employed is at all times
under the direct control of the rider. The spring arm serves additionaly as a
guard in holding the foot and clothing from the driving wheel. The gear wheels,
shafts, brackets, levers, and such connections as may be desirable for attaching
either the multiplying or reducing gearing to the machine should be made of
steel in order that as little weight may be added to the entire weight of the
bicycle as possible, while a strong construction is provided for.
I do not confine myself to the use of the multiplying or reducing gear herein
described, and the means for connecting and disconnecting it with the actuating

page_text: shaft and driving wheel to bicyles, but may use them or either of them in any
machine propelled by foot, power, or hand, in which it is desirable to provide an
efficient, simple, and positive means for varying the rate of rotation of the driving
wheel as compared with that of the actuating shaft. The rate of rotation of the driving
wheel as compared with that of the cranks depends upon the proportions which the
diameter of the gear wheels of the multiplying or reducing train bear to each other.
The advantages of my Invention consists particularly in the employment of the
power used in driving the bicycle to its best advantage, so that with a given
amount of power perhaps a little greater than that employed in driving the
ordinary bicycle at the average speed upon a level road, the rate of speed may be
considerably increased without increasing the number of revolutions of the cranks.
Another advantage is found in the means mentioned for increasing the base of
the machine or the distance between the centres of the driving and trailing wheels;
and the employment of a brake which acts upon the hub of the guiding wheel is
another advantage.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Henry Harris Lake in the Great Seal Patent Office on the 26th
June 1880.
HENRY HARRIS LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN BICYCLES AND SIMILAR
MACHINES." A communication from abroad by Sylvester Sawyer, of Gardner,
Massachusetts, United States of America.
This Invention has for its object improvements in bicycles, which improvements
are also partly applicable to other machines designed to be driven by hand or foot
power. By means of the said Invention I produce a machine requiring very little
power to propel it.
The rate of rotation of the driving cranks of an ordinary bicycle upon level roads
cannot well be increased beyond a certain extent, for obvious reasons, and the rato
of speed is therefore limited. In ascending grades the rate of rotation of the
cranks is much less than on level roads, but more power is required, therefore the
range in the amount of power employed in driving bicyles of ordinary construction
depends entirely upon the nature of the road, and consequently is very great; and
it is not always used to the best advantage by reason of the fact that the rate of
rotation of the cranks and driving wheel are the same. It is desirable therefor that
the machine should be provided with some provision, whereby, in traversing a level
country, its speed may be increased without increasing the rate of rotation of the
cranks beyond that commonly produced in the ordinary machine; and that in
traversing a hilly country its speed may be diminished, while the same rate of
rotation of the cranks is maintained, and greater power obtained.
The said Invention relates to means for increasing or decreasing the rate of
rotation of the driving wheel of a bicycle as compared with that of the cranks, and

page_text: comprises a train of multiplying and reducing gear wheels, or either, adapted to be
connected with the crank or crank shaft and the driving wheel; when both are
used the multiplying gearing is arranged upon one side of the driving wheel, and
the reducing gearing upon the other side, preferably in such a manner as to be
easily connected with or disconnected from the crank shaft and driving wheel.
My Invention further relates to means for lengthening the distance between the
centre of the driving wheel and that of the trailing wheel, in such a manner that
the saddle is automatically moved backward, whereby the liability of a "fall" in
descending grades is diminished.
My Invention also relates to a brake arranged to bear upon the hub of the
descending grades is diminished.
My Invention also relates to a brake arranged to bear upon the hub of the
driving wheel, as hereinafter more fully described.
DESCRIPTION OF THE DRAWINGS.
Figure 1 is a side elevation of a bicycle, and
Figure 2 is an end elevation of the same.
Figure 3 is a side elevation of the multiplying gear wheels.
Figure 4 is a side elevation of the reducing gear wheels representing the method
of operating the clutch.
Figure 5 is a vortical section drawn to an enlarged scale representing the relation
of the multiplying and reducing gear wheels to the driving wheel and shaft.
Figure 6 is a detail view drawn to an enlarged scale representing the relation
of the crank and pedal to the reducing or multiplying gear wheels.
Figure 7 is a front elevation of the head of the machine, and
Figure 8 is a vertical section thereof.
Figure 9 is an elevation of an excentric shaft carrying two wheels of the gearing,
and a lever for moving the same.
Figures 10 and 11 are an elevation and section of my improved brake, and
Figure 12, represents a modification hereinafter described.
The bicycle is provided with the cranks A, a shaft or axle B, the forks C, C', a
driving wheel D, a backbone E, a trailing wheel F, a saddle G, and a steering handle
II, as in an ordinary machine, with the exception that the driving wheel is free to
revolve on the shaft or axle. The bearings for the axle or shaft in the forks, and
the connections between the cranks and shaft, and other details in construction
may be the same as now ordinarily employed. The driving wheel may be pro-
vided with a ball, cone, roll, or any other suitable anti-friction bearing, but it is
desirable that the bearings shall be as long as possible to prevent the wobhling of
the driving wheel on the axle or shaft. The axle or shaft carries upon one side of
the driving wheel the gear wheel a which constitutes one of a train of multi-
plying gear wheels, and upon the other side the gear wheel a¹, which is one of the
train of reducing gear wheels. The driving wheel is provided upon the side of the
hub adjacent to the gear wheel a with the multiplying gear wheel a³, and upon
the other side of the bub adjacent to the gear wheel a with the reducing gear
wheel a; the gear wheels at and a completing the multiplying gear wheels are
arranged upon an excentric shaft a, which has bearings in the fork C, and in the
bracket c projecting downwardly therefrom above the shaft or axle; the said gear
wheels at and a have a vertical movement to and from the other gear wheels of
the multiplying train by means of the lever a³, which is rigidly secured to the
shaft a; as and a represent the gear wheels completing the reducing train, and
arranged upon an excentric shaft al, which has a bearing in the fork C¹, and in
the bracket c' above the shaft or axle; these wheels are capable of a vertical move-
ment in relation to the reducing gear wheels a', a³, by means of a lever a rigidly
secured to the shaft al. It will therefore be understood that the complete train
of multiplying gear wheels consists of the gear wheel a, which is secured to the
shaft to revolve therewith, and which operates the driving wheel by means of
the gear wheels a*, a³, upon the excentric shaft, the said gear wheels a', a³, and
the gear wheel a³ upon the driving wheel, and the train of reducing gear

page_text: wheels consists in the gear wheel a' which revolves with the crank or axle, the
intermediary gear wheels as, a³, upon the excentric shaft a¹º, and the gear wheel a³
upon the driving wheel. It will be further understood that when it is desired to
use either set of gear wheels, the intermediary gear wheels are caused to mesh with
the gear wheels on the shaft or axle and driving wheel by being moved vertically
toward them. When one set of gearing is in use the other is disconnected, that is
to say, they cannot both be used at the same time, and for this reason I do not
confine myself to the use of both the multiplying and reducing gear wheels in one
machine, but may use either one as may be desired. As it may be essential in
some instances to dispense entirely with the multiplying or reducing gear wheels,
I have provided a construction whereby the driving wheel may be clutched or
caused to revolve with the shaft. This is effected by means of a clutch L, which
consists of a collar m having a bearing upon the hub m² of either of the gear
wheels which are fastened to or upon the shaft itself or upon any suitable sleeve,
and has a movement to and from the hub of the driving wheel. This collar is
provided with the pius m³ which project through holes in the adjacent gear wheels,
and are arranged to enter or shut into the holes m³ in the gear wheel on the
driving wheel, or in the hub of the driving wheel itself as the case may be. The
collar has a lateral movement imparted to it by means of the lever m* which is
pivoted at m³ to one of the forks, and which is furnished with a yoke consisting
of the arms me; these arms fit in the groove m on the collar m
A clutch of any
other suitable construction may be employed for locking the driving wheel to the
shaft or axle, or the gear wheel upon the shaft or axle in bicycles constructed as
above described.
In Figure 12 I have illustrated a modification in the construction of the
multiplying or reducing gearing in which the crank and pedals on each side of the
machine are attached to a shaft d having a suitable bearing upon the branch d' of
the fork. This shaft when used in the multiplying gearing carries a gear wheel
larger in diameter than the gear wheel upon the hub of the driving wheel. For
the reducing gearing the gear wheel d upon the shaft & should be smaller in
diameter than the gear wheel upon the driving wheel. The multiplying and
reducing gear wheels in this construction cannot be used in the same machine so
readily as by the construction first above described; it is however possible to
provide for them both by giving the branches da movement to and from the
driving wheel shaft, and arranging a multiplying and reducing gear train upon
each shaft d, and by giving them a lateral movement whereby by the movement of
the supporting branch and by the lateral movement of the gear wheels, either a
multiplying or reducing train could be formed. This last named construction has
an advantage over the one first named in that fewer gear wheels are employed,
the power is more directly applied, and the saddle can be moved backward and
downward from its usual position near the head of the machine sufficiently to
enable a 54 to a 60 inch wheel to be easily operated by riders who otherwise would
be obliged to be content with a wheel of less diameter.
In
The means employed for increasing the distance between the centres of the two
wheels consist in the box N which is pivoted in the head of the machine, so that
the forks and front wheels may be turned in steering, and the neck n which is
pivoted at n' to the box, and is provided with the extension n³ which projects
upwardly therefrom, and through which the shaft n³ provided with an eccentric
passes. This shaft has suitable bearings in the box N, and can be partially revolved
by means of the curved arm or ring n or in any other desirable manner.
operation the partial revolution of the shaft causes the excentric to draw the
extension n² forward in the box N, thereby causing the trailing wheel F to move
backwardly a slight distance. The difference in the position of the two wheels, the
forks, the backbone, and the saddle, before and after this adjustment is shewn in
full and dotted lines in Figure 1. This last named improvement is adapted for use
particularly in descending grades, when the saddle is thrown somewhat forward
from its usual position, owing to the trailing wheel being somewhat higher in

page_text: relation to the driving wheel than when running on level ground, and it is desirable
on this account to lengthen the base of the machine as it were, and to cause the
saddle to be moved backward automatically.
My improved brake consists in the spring O, one end of which is securely fastened
to one of the forks of the machine, or to any other fixed parts thereof; this spring
is curved around the friction flange o upon the hub of the driving wheel, and then
describes the curve shewn in Figure 10. Attached to the end of the spring is a
step or projection o¹ to apply the brake. The said spring is moved downwardly
either by the foot or by hand, thereby drawing the portion which surrounds the
friction flange o in contact therewith, thus setting the brake. The stress with
which the brake is applied depends upon the amount of pressure exerted upon the
end of the spring arm. This construction of brake is very advantageous, as it has
been found in practice that the brakes now commonly employed and applied to tho
trailing wheel have not been sufficiently powerful to stop the machine quickly, as
most of the weight carried is upon the driving wheel. It has also an advantage
in that the amount of pressure employed is at all times under the direct control of
the rider. The spring arm O serves additionally as a guard in holding the foot
and clothing away from the driving wheel. The gear wheels, shafts, brackets,
levers, and such connections as may be desirable for attaching either the multiplying
or reducing gear wheels to the machine should be made of steel, in order that as
little weight may be added to the entire weight of the bicycle as possible, while a
strong construction is provided for.
I do not confine myself to the use of the multiplying or reducing gear wheels
herein described, and the means for connecting and disconnecting them with the
actuating shaft and driving wheel of bicycles, but may use them, or either of them
in any machine propelled by foot or hand power, in which it is desirable to provide
an efficient, simple, and positive means for varying the rate of rotation of the
driving wheel as compared with that of the actuating shaft. The rate of rotation
of the driving wheel as compared with that of the cranks depends upon the pro-
portion which the diameter of the gear wheels of the multiplying or reducing train
bear to each other. The advantages of my Invention consist particularly in the
employment of the power used in driving the bicycle to its best advantage, so that
with a given amount of power, perhaps a little greater than that employed in
driving the ordinary bicycle at the average speed upon a level road, the rate of
speed may be considerably increased, without increasing the number of revolutions
of the cranks.
Another advantage is found in the means above described for increasing the base
of the machine, or the distance between the centres of the driving and trailing
wheels, and the employment of a brake which acts upon the hub of the guiding
wheel is a still further advantage.
Having thus fully described the said Invention as communicated to me by my
foreign correspondent, and the manner of performing the same, I wish it understood
that I claim in a bicycle or similar machine,-
First. The means for increasing or decreasing the rate of rotation of the driving
wheel in relation to that of the driving cranks, consisting of a train of gear wheels
of which the first is secured to the axle or shaft whereon the driving wheel revolves,
and whereby the cranks are connected, and the second is secured to the hub of the
driving wheel, and two intermediary gear wheels are adapted to engage with the
first and second gear wheels of the train, and to transmit power from the cranks to
O the driving wheel, substantially as above set forth and for the purposes specified.
Second. The combination of the driving wheel arranged to revolve freely on the
axle or shaft adapted to be rotated by cranks operated by the feet, and provided
with a gear wheel constituting the last of a train of multiplying or reducing gear
wheels, and with a gear wheel constituting the first of a train of multiplying or
5 reducing gear wheels, and two intermediary gear wheels adapted to transmit
power from the gear wheel upon the shaft to that upon the driving wheel, all
arranged to operate, substantially as and for the purpose above set forth.

page_text: Third. The combination of a driving gear wheel fastened to the shaft or axle,
adapted to be revolved by cranks operated by the feet, and the driven gear wheel
fastened to a driving wheel adapted to revolve freely on said shaft or axle, the
intermediate power-transmitting gear wheels arranged upon a shaft parallel with
the driving wheel shaft or axle, and means for moving the said intermediary gear
wheels to and from the said driving and driven wheels, as and for the purpose
above set forth.
Fourth. The combination of the driving wheel which is free to revolve upon the
shaft or axle, a driven gear wheel fastened thereto, the operating cranks and a gear
wheel adapted to be directly operated by each crank, and arranged to mesh with
the gear wheel upon the driving wheel, substantially as above set forth and for the
purpose specified.
Fifth. The combination of the cranks adapted to be operated by the feet, a train
of reducing or multiplying gear wheels mounted upon a shaft, having a bearing in
either of the forks of the machine, and in a bracket projecting therefrom and
interposed between either of the cranks, and the driving wheel connecting the
same with the said wheel, the driving wheel and the forks C, C', all arranged to
operate substantially as and for the purposes described.
Sixth. The means for adjusting the distance between the centres of the driving
and trailing wheels, consisting of the excentric arranged in a block in the head to
which the neck forming the end of the backbone is pivoted, and adapted to move
the backbone upon the pivot, substantially as above set forth and for the purpose
specified.
Seventh. The combination of the block N adapted to swing laterally in the head
of the machine, the backbone provided with a neck pivoted to the block as
described, an excentric having a bearing in the block, and arranged to effect by its
rotation a movement of the backbone in the block, whereby the distance between
the centres of the driving and trailing wheels may be adjusted, substantially as
above set forth and for the purposes specified.
Eighth. The combination of the shaft or axle, the driving wheel which is free to
revolve upon the said shaft or axle, and a clutch adapted to lock the said driving
wheel to the shaft or axle, substantially as above set forth and for the purposes
specified.
Ninth. The brake consisting of a metallic arm, one end of which is rigidly
fastened to one of the forks of the machine, or to some other suitable support, and
curved around the hub of the driving wheel, and adapted to clamp the same when
in use, as above set forth.
In witness whereof, I, the said Henry Harris Lake, have hereunto set my
hand and seal, this Twenty sixth day of June, in the year of our Lord One
thousand eight hundred and eighty.