Year: 1894

page_text: Date of Application, 14th Nov., 1891-Accepted, 23rd Feb., 1895
I, GEORGE BROUGHAM HUBERT AUSTIN of "Bella Vista " Brinsley Road
Camberwell near Melbourne in the Colony of Victoria Architect 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 bicycles, tricycles, and other kinds of velocipedes, and
has been devised for the purpose of enabling them to be driven at a much higher
speed, and with comparatively less physical exertion than those at present in use.
It relates, first, to the position of the seat relatively to the pedals; second, to the
arrangement of the multiplying gear; third, to the framing; fourth, to the brake ;
and fifth, to the pedal cranks.
The seat I arrange in as nearly as possible a vertical line above the crank axle,
which is supported in a bearing in the framing about the same level as the axle of
the hinder wheel or wheels, said crank axle being set a little in front of the
periphery of said hinder wheels.
The multiplying gear is arranged as follows:
On the crank axle I arrange two sprocket wheels, one near each end, and these
are geared by a chain to two double sprocket wheels of smaller diameter, set on a
considerably higher level, and each connected by chain gearing with another and
smaller sprocket wheel fitted on the axle of the binder wheel.
When weight is an object, as, for instance, when the machine is intended for
racing purposes, I use only one sprocket wheel on the crank axle, and single
sprocket wheels for the intermediate gearing, and only one smaller sprocket wheel
on the axle of the hinder wheel.
A vertical standard, which forms part of the framing, is also arranged
immediately above the bearings of the axle of the pedals. This standard is
supported in position partly by the top rod of the framing, which reaches forward
to and is connected with the ordinary front bar of the machine, to the top of
which, or near to the top of which, it is connected, while a short rod springs from
the joint of the vertical seat standard and the top rod of the framing, and reaches
to and is connected with the front rod of the framing, a little above the front
wheel, at which point another rod reaches to and is fitted on to the bottom bracket,
from which spring tie rods in the form of a fork, and connected with the back
wheel (in the case of bicycles), or in the case of tricycles it is connected on to the
axle of hinder wheels by means of ball-bearing hubs. The top rod proceeds
backwards from the seat standard, reaching to and resting upon the axle of the
hinder wheel, and being forked in its hinder part so as to pass on each side of the
wheel.
In either case a strut extends down from the top rod of the framing, where
the intermediate sprocket wheels above referred to are mounted down diagonally
to the vertical seat standard above referred to. The strut assists in supporting the
bearings for said intermediate sprocket wheels.
The cranks of my machine are preferably formed with a curve towards the
direction in which they travel, for the purpose of avoiding a dead centre and for
facilitating back pedalling.
The brake comprises a roller upon a horizontally sliding rod, fitted with a spring,
and adapted to be pressed against the periphery of the back wheel by means of
a foot lever fulcrummed upon the frame of the machine, and projecting up into a
convenient position in front of the cranks.

page_text: Figure 1 is a side view of a bicycle constructed according to my invention.
Figure 2 is a top view of same.
Figure 3 is a top view of a bicycle showing part of the multiplying gear
removed in order to lighten the machine.
Figure 4 is top view of a tricycle constructed according to my invention, from
which it will be seen that the only difference is in the arrangement of the tail end
of the top bar of the framing.
Figure 5 is a detailed view of the crank axle bearing showing the sprocket
wheels thereon.
Figure 6 is a similar view of the intermediate double sprocket wheels above
referred to, with their bearing.
Figure 7 is a side elevation illustrating the construction of the brake, and
Figure 8 is a side elevation of one of the cranks showing the curved form which
I give them.
Figure 9 is an elevation of the bearing of the intermediate sprocket wheels,
showing how provision is made. for tightening the chain gearing, and to allow
the ball-bearing barrel to work from a centre so as to avoid the jerking of the
chains, and
Figure 10 is a section of Figure 9.
Figure 11 shows a shield for covering the chains, and so protecting the rider's
apparel.
Figure 12 is a plan of same.
Figure 13 is a section through bottom crank showing method of fixing sprocket
wheels to same, whilst the other figures represent details which will be identified by
the letters of reference thereon.
The same letters of reference indicate the same parts in all the figures.
A is the seat of the machine, which is, according to my invention, supported on
a vertical standard, A', at the lower end of which are bearings, B, for the
axle, B', which carries the cranks, 82, on which are pedals, B³, and which also
carries the sprocket wheels, B (see Figure 5). C is the chain which connects
said sprocket wheels, B, with the intermediate double sprocket wheels, D (see
Figures 1, 2, 6, and 10), while E is the chain which connects the intermediate
sprocket wheels with the smaller ones, F, on the axle, F¹, of the hinder wheel.
D¹ represents the adjustable barrel for regulating the tension of the intermediate
sprocket gearing.
The barrel D is provided with ball bearings in which the axle of the sprocket
wheels D, D, revolves, and the barrel is fixed in a forked holder which can turn
to a slight extent upon a transverse bolt below by which it is attached to the
framing.
The forks in which the barrel D' is fitted have recesses for moveable adjusting
plates D which enable the barrel D' to be held in any suitable position as required
by the varying slackness of the intermediate sprocket chains.
G is the front end of the framing which is forked as usual at its lower end in
order to pass over the front wheel. G' is the top rod of the framing, which is also
forked at its tail end in order to pass over the hinder wheel. G2 is a strut or tie
rod which extends from the top of the vertical standard, A', down to the front of
the framing just above the front wheel, while G³ and G are rods which make the
framing complete in conjunction with the strut; G, extending diagonally from the
bearings, D, of the sprocket wheels, D, down to the vertical standard, A.
H represents the brake roller which is mounted upon the rear end of a horizontally
sliding rod, H', connected at its opposite end to a pivoted foot lever, H2, whereby
it can be pressed against the periphery of the drive wheel against the resistance of
a spring, H³, as will be readily understood on reference to Figures 1 and 7.
The construction of frame above described gives stability and special facility
for the rider using his whole weight to drive the pedal with a downward and
backward thrust. This motion enables a rider to use his weight during one-half

page_text: the revolution of the pedal, and to force it round by means of a backward stroke
during another quarter, whereas at present the riders can only force the pedal
half round. By this means my motion gives a quarter of a revolution more force.
and is based on the principle of walking, which is that the leg is thrown back
at every stride, and the toes are brought into action to force the body forward
until the leg leaves the ground; thus the rider on my machine can infuse more
power into his stroke and for a longer time than in the present method, because
he forces the pedal back with the toes immediately on transferring his weight
to the reverse pedal. Thus this action is just the reverse of the present, which
mainly relies on a forward pushing pressure brought to bear on pedals. By
endeavouring to put weight on to pedals the rider cannot leave his seat without
much difficulty, hence the crouching attitude assumed by present riders, which
is so objectionable, my machine enabling riders to sit erect, which is in itself
an immense advantage. By the present mode the back pushing is an almost
impossible motion, and allows only a dragging back of the foot, preparing again
for a forward push when the pedal has been raised to its proper angle to allow
the forward motion; thus nearly half the way round comparatively no power is
applied to the pedal.
The method of arrangement of the intermediate sprocket wheels will enable
driving wheels to be moved at a greater speed in consequence of the immense
leverage power obtained. In present machines it is impossible to gain this power
while chains are drawn at right angles to spindle of driving wheel, hence I gain
power to drive my machines faster with less physical exertion than by any other
machines.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, 1 declare that what I
claim is :-
:-
First. In velocipedes, a seat arranged as nearly as possible in a vertical line
above the crank axle, which latter is supported in bearings at about the same level
as the axle of the hinder wheel substantially as and for the purposes herein
described and explained and as illustrated in the accompanying drawings.
Second. In velocipedes, the use of sprocket wheels on the crank axle in gear with
other sprocket wheels of smaller diameter set on a considerably higher level and
connected by chain gearing with other smaller sprocket wheels on the axle of the
hinder wheel, substantially as and for the purposes herein described and explained
and as illustrated in the accompanying drawings.
Third. In velocipedes, the arrangement of framing herein described, the whole
being constructed and arranged substantially as and for the purposes herein
described and explained and as illustrated in Figure 1 of the accompanying
drawings.
Fourth. In velocipedes, the arrangement of brake herein described, consisting of
a roller mounted upon a horizontally sliding rod, and operated upon by a foot lever
against the resistance of a spiral spring, substantially as and for the purpose herein
described and explained and as illustrated in the accompanying drawings.
Fifth. In velocipedes, the use of forwardly curved cranks (such as B2), sub-
stantially as and for the purposes herein described and explained and as illustrated
in the accompanying drawings.
Sixth. In velocipedes, the use of the adjustable ball-bearing barrel herein
described, for regulating the tension of the intermediate sprocket gear and preventing
any sudden jerking of the chains, substantially as herein described and explained
and as illustrated in the accompanying drawings.
Dated this Fourth day of October One thousand eight hundred and ninety-four.
G. B. H. AUSTIN.
Edwards & Co.,
65 and 66, Chancery Lane, London, Agents for the Applicant.