Improvements in Driving Gear and Brake Mechanism of Bicycles or similar Vehicles.
Year: 1898

page_text: Date of Application, 22nd Feb., 1898--Accepted, 23rd Apr., 1898
COMPLETE SPECIFICATION.
Improvements in Driving Gear and Brake Mechanism of Bicycles or
similar Vehicles.
We, VICTOR EMUNEL DOREMUS, Painter and Decorator, of 190, W. 12th Street,
and PATRICK THOMAS WALL, Hotel Keeper, of 102, W. 93rd Street, both of New
York, in the County of New York and State of New York, United States of
America, 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 certain improvements in the driving gear and brake
mechanism of bicycles or similar vehicles. The object thereof is to provide a
simple, positively acting and effective mechanism, whereby the driving gear may
be readily released from the pedal shaft so that the pedals may be used as foot
rests while coasting or whenever desired, and the mechanism adapted to be
operated by a back pedaling" movement to apply a brake to the wheel of the
machine when desired.
66
"
To these ends, our invention embodies certain improvements in the driving gear
and brake mechanism of this character, whereby a more positive and effective
operation will be secured, substantially as hereinafter fully set forth.
In the accompanying drawings;
Figure 1 is a side elevation, illustrating our improvements and the adjacent
portions of a bicycle, the hub portion of the main sprocket or driving gear being
shown in vertical section, taken on the line 1-1, Fig. 2.
Figure 2 is a detail vertical sectional view, taken transversely with relation to
the crank shaft and on the line 2-2 of Fig. 1.
Figure 3 is a vertical transverse sectional view, illustrating the brake mechanism,
taken on the line 3--3 of Fig. 2.
Figure 4 is a corresponding view, showing a modified form of brake mechanism,
proper.
Figure 5 is a side elevation of a modification of the braking device, partly broken
away and on a vertical sectional line through the centre of the crank hanger and
tubes of the frame.
Figure 6 is a detail vertical sectional view, taken transversely with relation to
the crank shaft of the same modification.
Figure 7 is a detail vertical sectional view, on the line x-x of Fig. 6.
Figure 8 is a side elevation of another modification of sprocket wheel and con-
nections, the crank shaft being broken away.
Figure 9 is a transverse sectional view on a vertical line, showing the sprocket
disengaged from the locking device.
Figure 10 is a vertical view of one end of the crank hanger, pedal shaft and
sprocket, showing the sprocket in locked position.
Referring to the drawing, A designates the pedal shaft, carrying the pedal
shafts B in the ordinary manner. The extended end a of the shaft is provided
with a circumferential series of pockets or recesses a¹ in its periphery. These
pockets may be three in number, as shown, and embody an inclined bottom a³
CD 077

page_text: terminating in a rounded or concaved socket end a³ adapted to receive a part
section of cylindrical metallic rollers b, respectively operating and rolling with
relation to each pocket.
The driving gear or sprocket C is loosely mounted on the recessed portion of
the shaft, preferably by means of ball bearings c arranged with respect to annular
grooves in the outer faces of the hub of the sprocket wheel and corresponding
annular grooves d in the inner faces of flanges or boxes D secured upon the pedal
shaft (see Fig 2).
The inner box D is preferably provided with a conical projecting portion d¹,
forming a bearing surface for ball bearings e, retained in the cup F mounted
within the crank hanger G. These ball bearings support the pedal shaft.
In the hub of the driving gear is provided a series of recesses or pockets c³,
which open from the central bearing eye or opening and are preferably of approxi-
mately U-shape in cross section. These pockets c2 correspond in number to the
pockets or recesses a¹ in the pedal shaft, and correspond to the cylindrical rollers b,
so that the latter are adapted to drop within and be received and contained by
the pockets in the hub of the driving wheel C.
Upon the central portion of the pedal shaft, is provided a peripheral series
of pockets or recesses h, corresponding in shape to the pockets a¹,
but extending in an opposite direction and surrounding said pocketed
portion of the shaft is loosely mounted the collar I, of similar construction to the
hub of the driving gear or sprocket wheel and having corresponding pockets i,
which register with the pockets or recesses h. The collar I is similarly carried
upon ball bearings j, operating with respect to annular grooves in the collar,
and corresponding grooves in the flanges or boxing K fixed upon the pedal shaft.
In the centrally arranged mechanism just described is comprised a series of
cylindrical rollers L, corresponding to the rollers b, and said mechanism in its
entirety corresponds in its general construction and arrangement to the similar
mechanism forming the connection between the driving gear or sprocket wheel
and the end of the crank shaft, as will be seen by reference to Figs. 1, 2 and 3.
The collar I carries a band or strap M, extending outwardly through an open-
ing or slot g in the rear wall of the crank hanger G, to the upper end of a lever N,
mounted upon a spindle n, secured to a portion n¹ of the bicycle frame and retained
in normal position by a coiled spring O, having a central portion o surrounding
the shaft or bearing pin n of said lever and divergent arms or end portions o¹ o¹
respectively engaged with the frame member N and with the lower end of the lever.
Upon the lower end of the lever N is carried a brake shoe P, at the top and bottom
portions of which are journaled friction rollers p, arranged in pairs in parallel
position and projecting rearwardly from the face of the carrying shoe, the relative
arrangement of said friction rollers being such that they bear at two sides of the
periphery of the cylindrical tire Q. These friction rollers operate in their con-
tact with the wheel tire to avoid any sudden jar occasioned by the quick applica-
tion of the brake.
It will be understood that the sprocket wheel C is connected by chain or sprocket
or in any other suitable manner with the driving gear carried upon the main
traction wheel of the bicycle.
In Fig. 4 I have illustrated a modified construction of the brake mechanism
proper, in which the connecting band or strap M, extending from the periphery
of the hub or collar I is connected with a cam lever R, pivoted upon the frame
portion n and adapted to bear against the plunger rod S sliding in the frame
member n² and carrying the brake shoe P, as shown in Fig. 4. In this modified
construction, the brake shoe is returned to normal position by means of a coiled
springs arranged to surround the plunger S and having its ends bearing respec-
tively upon the frame member n² and the head s¹ at the end of the plunger against
which the cam lever bears.
:
The operation and advantages of our invention will be readily understood.
Rotary motion is applied to the sprocket wheel C, in the direction of the arrow

page_text: in
shown in Fig. 1, by the ordinary operation of the pedal shaft in a forward direction,
by reason of the fact that the rollers b drop from their containing recesses
the hub of the sprocket wheel into the concaved end portion of the pockets a¹ in
the pedal shaft, so that they become jammed between the ends of said pedal shaft
pockets and the end of the hub recesses, as shown in Fig. 1. This operation
establishes a secure and effective connection between the hub of the sprocket wheel
and the pedal shaft at all times when the latter is rotated forwardly.
In the relative construction and arrangement by which this connection is
established, it will be noted that the rollers are partly contained within the hub
recesses and within the pedal shaft pockets, when the locking connection is
formed, a little more than half the diameter of the rollers being within the pedal
shaft pockets; this improved construction and arrangement ensures a positive
and secure connection which cannot be dislodged or become accidentally broken.
During this forward rotation of the pedal shaft and the consequent communication
of driving power to the main traction wheel of the bicycle through the medium
of the main sprocket wheel and its connecting mechanism, the collar I remains
in a stationary position, by reason of the fact that its recesses or pockets and the co-
operating pockets h upon the pedal shaft are reversely arranged with respect to
the recesses or pockets c² and a¹ at the sprocket wheel connection.
The rollers L are thus revolved, by action of the inclined bottom of the pedal
shaft recesses, and are carried into their respective pockets i in the hub or collar I,
without forming a locking connection by means of which motion is communicated
to the collar.
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To release the sprocket wheel from engagement with the pedal shaft, when
coasting" or when desired, it is only necessary to rotate the pedal shaft in a
rearward direction which causes a corresponding rearward movement to the pedal
shaft recesses so that the inclined bottom a³ thereof will operate to roll the rollers b
into the hub pockets of the sprocket wheel and thus break the connection between
the sprocket wheel and pedal shaft. When the pedal shaft is retained in this
position, it will operate to retain the rollers b in their respective hub pockets in
the sprocket wheel. This permits the continued revolution of the sprocket wheel
in a forward direction upon its ball bearings c without any liability of engagement
or connection with the pedal shaft.
If it is desired to apply the brake, "back pedaling" will rotate the pedal shaft
in a rearward direction, during which its disconnection from the sprocket wheel is
maintained but by which the rollers L are thrown into locking connection so that
the rearward movement of the pedal shaft is effectively communicated to the hub
or collar I and thus causes the rotation of the latter until the band or strap M is
wound upon its periphery to a point which will throw the brake mechanism into
active connection with the wheel tire.
Whenever it is desired to cperate the machine in a normal forward direction
by the driving power of the pedal shaft, it is only necessary to move the pedals
forward, when the forward turn of the pedal shaft will cause an instantaneous
and secure locking of the same in connection with a sprocket wheel by the action
of the rollers d and release the brake mechanism at the same time.
A modification of the device is shown in Figs. 5, 6 and 7 in which the extended
end a of the pedal shaft A is provided with a series of peripheral recesses a*.
These recesses are substantially wedge shape in cross section and terminate in
concave sockets a³, adapted to receive metallic spheres or rolls b.
The shaft is further supplied with a series of concaved sockets a adapted to
receive ball bearings a', upon which the driving sprocket C is mounted.
Located centrally on the shaft A is an annular series of recesses h', which are
wedge shape in cross section and terminate in concaved walls h³. These said
recesses contain metallic spheres or rolls L¹ which are in normal and loose engage-
ment with the concaved wall ha.
Located upon the periphery of the shaft A between the recesses ¹ are a series.
of concaved sockets ³ which contain ball bearings h* adapted for carrying the

page_text: collar I. Said collar has a cam 12 projected therefrom and adapted for operating
a brake S¹ and rotation of the collar is limited by means of a stop G₁ leading
through the crank hanger G of the bicycle frame.
To prevent lateral motion of the collar I¹ upon the shaft A, auxiliary collars h
are secured to the shaft at each side of the said collar I¹.
Pedal cranks B are secured to the respective ends of the shaft A as a means
for driving the wheel and the customary chain is used for connecting the sprocket
wheel C to the rear sprocket forming part of the traction wheel.
The brake S employed as a part of my invention, comprises a rod s¹, a shoe P¹
and a spring s². The rod s¹ is journaled through the cross brace n³ which con-
nects the rear stays n n of the bicycle frame.
Projected upwardly from the inner end of the rod s¹ is an arm 53 which has a
projections extended therefrom, parallel with the rod s¹. This said projection
passes through an opening in the crank hanger G and engages with the cam I³
of the collar I¹.
The springs is normally extended, one end thereof bearing against the cross
brace n², and the other against the collar s5 surrounding the rod s¹.
A modification of the sprocket wheel and its connection with the crank shaft
is shown in Figs. 8, 9 and 10 in which the shaft is mounted in the usual manner
on suitable ball bearings in the crank hanger G.
The sprocket wheel C is normally loosely mounted upon the extended end a
of the crank shaft A, and it is pressed outwardly by means of a spiral spring K
which surrounds the extended portion a of the shaft. This spring assists in making
connection between the wheel C and shaft A when the pedals are operated for
the purpose of propelling the machine.
A sprocket wheel C is provided upon the inner periphery of its hub with a
spiral groove adapted for engagement with a spiral rib a8 fixed
extension a of the crank shaft.
upon the
Forward rotation of the crank shaft will cause lateral motion outwardly on
the shaft of the sprocket wheel C which will become locked thereto when brought
into contact with the inner side of the crank by means of the thread upon which
it is mounted. Rearward rotation of the crank shaft will disengage said sprocket
from its contact with the crank and it will move laterally on the shaft until its
groove is clear from the projecting rib of the shaft. The spring K will then be
compressed. As soon as it is desired to resume pedaling, the shaft is rotated for-
wardly when the groove will engage the projecting spiral rib on the shaft and
the sprocket will again become locked to the crank shaft. The spring K serves
to keep said sprocket in close connection with said rib while it is unlocked,
thereby ensuring positive engagement between said rib and said groove when it
is desired to lock the sprocket.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is:-
-
1. A bicycle brake embodying a brake shoe adapted for contact with the hub
or tire of the driving wheel, clutch mechanism upon the crank shaft adapted to
operate said brake only during the rearward rotation of said crank shaft, and
means for connecting said clutch with said brake shoe, substantially as shown
and described.
2. A coasting device for bicycles embodying a sprocket wheel adapted to be
disconnected from the crank shaft by rearward rotation of the said crank shaft,
and means for connecting said sprocket with the driving wheel of the bicycle,
substantially as shown and described.
3. A combined braking and coasting device, embodying a sprocket wheel loosely
mounted upon the crank shaft and adapted to be unlocked from said crank shaft
during the rearward rotation of said shaft, means for connecting said sprocket
with the driving wheel of the bicycle, a braking device embodying a brake shoe,

page_text: a clutch mechanism located upon the crank shaft and adapted to be locked and
operated only during the rearward rotation of the crank shaft, means for con-
necting said brake shoe and said clutch mechanism, substantially as shown and
described.
4. A braking and coasting device for bicycles embodying substantially the con-
struction herein before shown and described.
WHEATLEY & MACKENZIE,
40, Chancery Lane, London, W.C., Agents.