Improvements in Cycles and other Similar Vehicles.
Year: 1897

page_text: Date of Application, 31st Mar., 1897
Complete Specification Left, 31st Dec., 1897-Accepted, 5th Mar., 1898
Improvements in Cycles and other Similar Vehicles.
We, FRANCIS BEAUCHAMP, Sunny Side, The Green, South Tottenham, in the
County of Middlesex, Engineer, and JOHN COWELL COLMAN, High Cross, Totten-
ham, in the County of Middlesex, Builder, do hereby declare the nature of this
invention to be as follows:-
We provide a tooth or star wheel geared into a pinion on the hub. The said
tooth or star wheel runs in a bearing fixed to the frame of the machine, and has a
crank fixed thereon. The said crank is connected to a pedal lever, one end of
which is pivotted to the frame of the machine. The other end is provided with a
convenient arrangement for the rider's foot to stand thereon. The said pedal lever
is adjustable so as to give any length of stroke the rider requires. The other side
of the machine is provided with a pedal lever working in the same manner as
before described. The said pedal levers are connected together by a rocking lever
or way shaft so constructed that when one pedal lever is up the other pedal lever
is down.
We sometimes use a second tooth or star wheel working in the same manner as
the one tooth or star wheel before described.
COMPLETE SPECIFICATION.
Improvements in Cycles and other Similar Vehicles.
We, FRANCIS BEAUCHAMP, of Sunny Side, The Green, South Tottenham, in the
County of Middlesex, Engineer, and JOHN COWELL COLMAN, of High Cross,
Tottenham, in the County of Middlesex, Builder, do hereby declare the nature of
this invention, and in what manner the same is to be performed, to be particu-
larly described and ascertained in and by the following statement:-
―
Reference being had to the accompanying two sheets of drawings, in which
Figure 1 is a side elevation of a bicycle showing one method of carrying our im-
provements into effect, Figure 2 a plan of same, Figure 3 a part of Figure 1
shown to a larger scale, Figure 4 a plan being a projection of Figure 3, Figure 5
a detail view of part of Figures 3 and 4 taken on the line 1-1 and looking from left
to right in those figures, Figuro 6 an elvation of part of a cycle showing a some-
what different method of carrying our improvements into effect, and Figure 7 a
sectional ond view taken on the line 2-2 of Figure 6.
A is a tooth or star wheel turning in or on a bearing B (preferably a suitably

page_text: arranged ball bearing) fixed to the frame C of the machine. D is a pinion fixed
The
to the hub E of the wheel F and gearing with the tooth or star wheel A.
pinion may be of any suitable construction, but we prefer that shown in
Figures 1, 2 and 3 of the drawings, namely, a disc G fixed to the hub E, and
having fixed into it pins H, each of which is furnished with a friction roller I
for the teeth of the wheel A to bear against in order to reduce friction. The
wheel A has a crank pin J fixed thereto which is connected to a pedal lover K by
means of a connecting rod L. One end of the pedal lever K is pivotted to the
frame at K, and the other end has pivotted to it at K a lever K³. To one end
of this lever I is pivotted a pedal K of ordinary or any other suitable construc-
tion, and to the other end a connecting rod K³ which is pin jointed at Ks to the
lower end of the connecting rod L. The samo pin that joins the connecting
rod K to the connecting rod L connects both these connecting rods to a socket K²
or other suitable guiding device adapted to slide freely along the pedal lever K.
It will now be understood that when the lever K3 stands in the position shown
in Figure 3, the socket K', and with it the lower end of the connecting rod L,
will have been pushed back towards the fulcrum K' of the pedal lever K, and
that when the lever K3 stands in the position shown in Figuro 1, the socket K',
and with it the lower end of the connecting rod L will have been drawn forward
further away from the fulcrum K. The effect of this is that the leverage exerted
by the pedal lever K upon the crank-pin J is much greater in Figure 3 than in
Figure 1. Consequently when the parts are in the position shown in Figure 3,
the rider, having the longer leverage at command is able to drive the machine
over a rough road or up hill at a comparatively slow speed, but when the parts
are in the position shown in Figure 1 he, having the shorter leverage at command,
is able to drive the machine on a level road or down hill for example at a much
greater speed.
To enable the rider to alter the position of the lever K³ at pleasure we provide
the following arrangements:-
M, M are stops on the pedal lever K so placed that when the lever K³ is in the
position shown in Figure 3, the spindle K8 of the pedal K* rests in a notch on the
top of the stop M, and when the lever K³ is turned over into the position shown in
Figure the spindle K rests in a notch on the top of the stop M. M³ is a bolt
or catch fitted to slide in the side plate K of the pedal and in a barcket K of the
pedal spindle Ks. This bolt or catch M is pressed constantly to the left in
Figure by means of a spring M3 bearing at one end against the side plate K⁹
and at the other end against an adjustable collar M secured on the bolt or
catch M. One end of the bolt M takes into a hole M³, for example, in the
stop M or M as the case may be, so as to lock the lever K in either position.
The other end of the bolt M2 has a piece M attached to it the upper end of which
projects somewhat above the top of the pedal. When the rider desires to change
the position of the lever K³ he presses the piece M with the side of his foot 60 as
to withdraw the bolt or catch Me from the hole in the stop M or M', as the case
may be, and then with the cid of the toe clip N or other suitable device, draws
or pushes the lever over so that the pedal K' is moved from one stop to the
other; then by relaxing the pressure of his foot against against the piece Me he
allows the spring M³ to press the bolt or catch 32 into the hole M³ in the corre-
sponding stop, and thereby lock the lever K³ in the new position.
The above described mechanism may be employed on one side only of the
machine, the pedal lever on the other side being connected to the pedal lever K
by any suitable devices such that when one pedal lever is up the other is down;
but we prefer to arrange two sets of mechanism, one on each side of the machine
as shown in Figure 2, but with the crank-pins in the two tooth or star-wheels A
diametrically opposite each other, so that the pedal levers shall be one up and the
other down.
In the modification shown in Figures 6 and 7 letters of reference which are
similar to those used in respect of Figures 1 to 5 represent like parts in all the

page_text: figures. This arrangement is adapted more especially for a trioyele. In this case
the pedal lever K is pivotted at K at a point between the point of attachment to it
of the connecting rod or link L, and the pedal K. A second pedal lever K* may
be pivotted at K, and be provided at one end with an arm K and pedal K
and be pin-jointed at its other end to a connecting rod or link L* pin-jointed at J
to the connecting rod or link L, or if preferred made to take on to the crank-pin J
by the side of the connecting rod or link L.
It will be understood that in this case the length of the pedal lever arm from
the fulcrum K' to the point of attachment of the connecting rod or link L remains
constant; but that the length of the pedal lever arm from the said fulcrum to tho
pedal K may be varied by turning the arm Ka on its pivot K so as to change
the pedal K from one stop M or M' to the other in a manner similar to that
described in reference to Figures 1 to 5; and similarly with regard to the pedal
lever K*, when the latter is employed.
It will be understood that the second pedal lever K is only employed when
tandem driving is required.
As the ends of the pedal levers K and K to which the connecting rods or
links L, L are respectively jointed describe arcs of opposite curvature, the lower
euds of such links are separated somewhat when the crank-pin J is on the top or
bottom centre, consequently one or other of the links is always in a position to
exert a turning moment on the crank, and thereby dead points are avoided.
In the arrangement shown in Figures 6 and 7 pedal levers are of course
employed at both sides of the machine but one tooth or star wheel A only is
employed mounted on an axle A' having a crank at each end such cranks being
preferably placed diametrically opposite to each other, so that one pedal lever is
up while the other is down.
We sometimes use a starting device to assist in starting the machine from a
state of rest when the crank or cranks happens or happen to be on or near the
dead centre. This device consists of a lever P pivotted at 11 on the frame C,
and carrying at one end a hinged pawl Qadapted to engage with the teeth of the
wheel A. This pawl is hinged, to the lever P at Qin such manner that when
the end of the lever P is pressed downwards the pawl Q remains rigid and turns
the wheel A until such pawl slips past the tooth against which it has been
pressing; and the lever P then takes a more or less vertical position free of the
wheel A. But when the end of the lever P is raised to effect another starting
operation the pawl Q turns on its pivot Q until its point drops or is forced by a
spring into engagement with a tooth of the wheel A in readiness to start the
latter when the outer end P of the lever P is again pressed down.
Having now particularly described and ascertained the nature of the said inven- .
tion, and in what manner the same is to be performed, we declare that what wo
claim is:-
First. In a cycle or other similar vehicle the mechanism for varying the effective
leverago of the pedal levers, which consists of a lever or other equivalent device
pivotted to the pedal lever, and carrying at one end the pedal, and
connected at the other end by means of a connecting rod, or equiva-
lent device, to the end of the crank connecting rod, and to means
for guiding the end of the said crank connecting rod on the pedal lever,
arranged and operating substantially as described with reference to Figures 1, 2
and 3 of the drawings.
Second. In a cycle or other similar vehicle the mechanism for varying the
offective leverage of the pedal levers which consists of an armi, or other equivalent
device, pivotted to the pedal lever, and having connected thereto the pedal, and
adapted to be operated so as to bring the said pedal nearer to or further from the
fulcrum of the pedal, substantially as described with reference to Figures 6 and 7.
of the drawings.
Third. The device for locking in position the lever or arm carrying the pedal,

page_text: and forming the means for varying the effective leverage of the pedal lever, which
consists of a bolt or catch adapted to take into a hole in the pedal lever such
bolt or catch being urged into the locked position by means of a spring, and
moved into the unlocked position by the foot of the rider applied to a projecting
part of such bolt or catch, substantially as described with reference to Figure 5
of the drawings.
Fourth. Mechanism for varying the effective leverage of the pedal lever of a
cycle or other similar vehicle, constructed and operating substantially as described.
Dated this 31st day of December 1897.
F. BEAUCHAMP.
J. C. COLMAN,
Per W. H. Beck,
Agent, 115, Cannon Street, London, E.C.