US441627A - chappell - Google Patents

Description

(No Model.)

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G. H. CHAPPELLIk BICYCLE. No.`441,62 7. Patented Nov. 25, 1890.

(No Model.) 2 Sheets-Sheet 2.

G. H. CHAPPELL. BICYCLE.

No. 441,627. Patented Nov. 25, 1890.

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UNITED STATES PATENT OFFICE.

GEORGE H. CHAPPELL, OF NEV YORK, N. Y. y

BICYCLE.

SPECIFICATION forming part of Letters Patent No. 441,627, dated November 25, 1890.

Application filed August 15, 1890. Serial No. 362,136. (No model.)

To all whom t may concern:

Be it known that I, GEORGE H. CHAPPELL, a citizen of the United States, and a resident of 'New York, in the county of New York and State of New York, have invented certain new and usefullmprovements in Bicycles, of which the following is a specification.

Figure 1 is a side View of abicycle equipped with my improvements; Fig. 2, a top view of the same; Fig. 3, a cross vertical section, enlarged, of the wheel-hub and shaft, showing the manner of applying the mechanism for increasing speed; Fig. 4, a rear View of the motor and its connecting mechanism; Fig. 5, a side View of the same; Fig. 6, a top view of the motor-shaft, showing the connection with the shaft which transmits motion to the wheelaXle Fig. 7, a vertical section of axle on crankshaft through line X of Fig. 3, looking out-- ward; and Fig. 8, a top view of the same.

The object of my invention is to construct a bicycle or other vehicle with mechanism whereby the operator can propel the same either by foot mechanism or by a motor, or by a combination of foot and motor, and in the employment of these means the following features are provided for, namely: first, a method whereby the speed of the drive-wheel can be increased or decreased without changing the speed of the crank or motor shaft; second, providing means whereby the crankshaftl can be entirely disengaged from the wheel, third, mechanism for throwing the motor-shaft into engagement with the crankshaft, whereby the motor can be employed as an aid in propulsion or the foot-power re-enforce the motor; fourth, a reversing-lever for entirely cutting out the motor and reversing the motor-shaft, so that the momentum of the vehicle or its motion on a downgrade can be employed to wind up the spring-moton'where a motor of that character is used; fifth, means for winding up the motor by the momentum of the wheel or its motion on a downgrade by which the speed of the winding mechanism is increased, thereby utilizing the power and at the same time utilizing the winding process for the purpose of braking the vehicle.

One 0f the advantages of the invention consists in so constructing these various devices that they can be operated while the vehicle is in motion, only three levers bein g employed for the different maneuvers, and these are so located and arranged that no extraordinary skill will be required to manipulate them.

Referring to the drawings, A represents the main or drive wheel, mounted on a shaft B and journaled in the frame C, and D the guide- I wheel secured to the pivotal standard E, the 1 upper end of which is provided with handles E. The main horizontal bar C of the frame,

through the central disks C C of which the shaft B is journaled, has a rearwardly and upwardly projecting arm F, whichv meets the.

curved rib or backbone F', which arcs over the wheel A. To the backbone is attached the seat G on the standard G.

Power is transmitted to the crank-shaft B through the medium of foot-levers H H, the

vers are thus brought directly below the rel gion of the seat G. Power is also transmit ted to the crank-shaft by means of a motor through the shaft J, the rear end of which has a small miter-gear J', while the crankshaft has a similar gear J 2. of the shaft J is journaled in the hanger K and has a miter-wheel K on its projecting end.

L is the motor case or box, secured to the frame C in any suitable manner, andin cases where spring-motors are used I employ alever L and ratchet-wheel L2, with a coacting pawl for winding up the spring or springs in the case. The shaft of the motor has a gear M, which transmits motion through an inter` mediate gear-wheel to a wide-faced pinion M on one end of the horizontal shaft M2. This latter shaft is journaled through the frame C, and has on its other end two ruiter-gears N The-forward end,

N', which face each other, and b'oth of which are fixed to the shaft M2. These gears N N .are designed to mesh with the gear K on the shaft J. The gears N N are so located' on the shaft, however, that only 011e of them can be in engagement with the gear K at a time, and by moving the shaft M2 endwise both of IOO the gears can be disengaged or either one brought into action at will. This is accomplished by means of the lever O, which is hinged to the motor-case Il while its lower end is bifurcated and placed over the grooved C has a projecting pin Q', which is so locatedthat the pinion comes in contact therewith only when the gears N N are disengaged from the gear K. The object of this gear and p in is to prevent the motor from setting or keeping the shaft M2 in motion while the motel' is cut out or during the interval that is necessary to reverse the shaft.

As shown in Fig. 4, the gear N is represented in engagement with the gear K. In this position the motor is transmitting power to the crankshaft B through the shaft J, the upper end of the lever O being in the meantime turned to the right. IVhen the lever O is moved to the central notch on the rack-bar P, the gears K N are disengaged and the motor set free. To prevent racing, the gear Q and pin Q are engaged, thereby holding the shaft M2 from turning. In this position the vehicle can be impelled by foot-power in the usual way. Should it be desired to wind up the motor by the motion of the vehicle, the lever O is thrown to the left, so as to bring` the gears N K in contact. By this means the shaft M2 is reversed and the springin the motor wound up.

The-wheel of this invention is peculiar in its construction, being so arranged as to permit the operator to increase or decrease the speed of the wheel independently of the crank-shaft and without stopping the motion of the shaft.

In a former application filed by nie July 23, 1890, the serial number of which is 359,628, I set forth an invention for increasing or decreasing speed on a single shaft. I utilize that invention in this wheel, and therefore it is not necessary to set forth the peculiar construction of .the mechanism herein except so far as it may be necessary to show the adaptation of that invention to a bicycle-wheel.

As shown in Fig. 3, the crank-shaft has thereon the three miter-gears a b c, of which the first only is fixed to the shaft, as shown by the pin d. The pinion c is connected with the end of the tubular hub or collar e, to which the wire spokes f of the wheel are attachedin the ordinary manner. The other end of the shaft has a collar or sleeve g, provided with a iiange on its inner end, and a right-angled arm fi projecting therefrom and extending along parallel with the shaft B. The inner end of this arm ft' has a pingprojecting toward the shaft B, anden this pin is placed a miter-gear 7s, which meshes with both the gears a l). Between the gears h c is an arm l, attached to the shaft and held in position by means of the set-screw m. The outer end of this arm has a miter-gear n, which meshes with the gears b c. By this train of gearing motion is increased from the shaft B to the hub c; and the vehicle thus propelled with greater velocity. The tubular hub chas its end-on the left side journaled loosely on the collar g, and its outer end is flanged, as shown at 71., and has teeth q, and corresponding thereto and by the side thereof the collar g has projecting teeth p. As shown more clearly in Fig. 7, it will be seen that the inner face of the disk C is l provided with a housing r, in which is placed a bolt s, the lower end of which engages with the teeth p of the collar g, while the opposite end of the bolt has a rod or bar t, which extends up to a suitable lever in reach of the operator on the seat. The bolt s has a curved arm u, which extends around the collar to the opposite side of the shaft B, where it is equipped with a broad-faced pinion fr, which meshes with the teeth q p in both the collar g and the hub-flange. The bolt s and the pinion r are so arranged relatively to each other that when the bolt is in engagement with the teeth p the pinion o is clear of the teeth q p, and, if desired, the bolt .S and the pinion o may both be clear of the teeth q p. When,

however, the pinion o is in' contact with the.

teeth q p, the bolt is clear of the teeth p.

It will be seen that when the boltsengages with the teeth p the collar gis prevented from turning around with the shaft B. The speed of the tubular hub e is therefore accelerated through the medium of the intermediate gear ing. The moment, however, that the bolt s is withdrawn the hub c is free to turn 011 the shaft B, and the cranks I can remain at rest while the vehicle is moving forward. Vhen, now, the small pinion e is brought in contact with the teeth q p, both the hub eand the collar g turn together at the same speed as the shaft B, thereby enabling the rider to exert a greater force,but aslower speed; or he may augment the speed by again throwing in the bolt s.

It is obvious that when the hub e travels at, say, three times the speed of the shaft B power transmitted back from the hub e to the crank-shaft B, as in going downgrade, will enable me to wind up the spring in the motor with ease without detracting much from the momentum of the vehicle. If, however, I wish to exert a braking force while winding up the mechanism on a downgrade, the bolt s can be withdrawn and the pinion brought into engagement with teeth q p, and the motor can be wound up at the same rate of speed as is given by the shaft B, instead of at the reduced rate of speed obtained by the boltconnection.

What I claim as new isl. A bicycle having on thecrank-shaft the IIO entire .train of multiplying or reducing gearing, in combination with a bolt for disconnecting the' gearing and a gear for connecting the shaft and the hub of the wheel, substantially as herein shown.

2. A bicycle having on the crank-shaft the entire train of multiplying or reducing gearing, in combination with a motor having an interposed reversible shaft for throwing the xo motor in the train and impelling the bicycle or winding up the motor by the momentum of the drive-wheel, substantially as herein set forth.

8. A bicycle having on the crank-shaft the entire train of multiplying or reducing gearing, in combination with a bolt secured to the shaft-boxing for disconnecting the train of gearing from the shaft, and with the motor and motor-shaft having an intervening reversing zo and cut-out shaft and gearing, substantiallyas shown.

4. A bicycle having on the crank-shaft the entire train of multiplying or 'reducing gearing, in combination with a gearing for conu necting and disconnecting the crank-shaft and the drive-wheel, and with a motor and motor-shaft having an intervening reversing and cut-outshaft and gearing, substantially as herein set forth.

" 3o 5. A bicycle having a tubular hub, bue end hub vand provided with a toothed gearing in line with the toothed gearing on the end of the hub, in combination with a small pinion with a wide face movable to and from the two sets of gears, whereby both hub and collar are caused to lrotate in unison or independently of each other, substantially as here- I 5o in set forth.

7. A bicycle having a tubular hub one end of which is loosely journaled` on the crankshaft and the other end on a collar on the same shaft, said collar projecting beyond the hub and -provided with a toothed gearing in line with the toothedgearing on the end of the hub, in combination with a sliding arm on the shaft and boxing having on one side of the shaft a bolt to engage with the teeth of 6o the collar and on the opposite side of the shaft a wide-faced pinion for engaging with the teeth of both the collar and hub, substantially as herein set forth.

8. A motor for vehicles, having attached thereto a shaft geared directly to the motor and provided with a limited longitudinal movement, one end of said shaft having two fixed miter-gears facing each other and adapted to mesh alternately with the miter-gear of the drive-shaft, said motor-shaft having there- 7o on a small pinion which engages with a lug or pin on the frame during the interval between the engagement and disengagement of the ruiter-gears when the motor-shaft moves back and forth, substantially as herein set 7 5 forth.

9. The combination of the longitudinallymovable motor-shaft having two fixed miter-` gears facing each other, the drive-shaft mitergear between the same and engaging there- 8o with, the toothed gear on the shaft, and fixed pin or lng on the frame for engaging the gear, and lever having a toothed rack-bar for moving the motor-shaft longitudinally, substan tially as herein set forth.l

10. In a bicycle, the drive-wheel havinga tubular hub and within said hub on the driveshaft the entire set of gearing for increasing the speed of the wheel, which consists of a collar on the shaft having an arm carrying 9o a loose ruiter-gear, and on the shaft next to the collar a fixed miter-gear, and on the shaft facing the fixed gear a loose gear, both engaging with the loose gear on the arm, and the loose miter-gear on an arm on the shaft engaging with loose miter-gears on opposite sides, one of the gears being connected with the loose gear in the rst set of miters and the other gear being connected with the hub of the drive-wheel, substantially as herein set roo forth.

11. A loose collar on the crank-shaft having on its outer end a toothed wheel and journaled loosely on the same one end of a tubular hub provided with a toothed Wheel of the same size as the toothed wheel on the collar, the inner end of the collar being connected with a train of multiplying gearing which acts on the opposite end of the hub, and the outer end of the collarbrought into unison with no the hub by means of a wide-faced gearing at` tached to the boxing, substantially as herein set forth.

Signed at New York, in the county of New York and State of New York, this 12th day of I I 5 Witnesses:

J. S. ZERBE, I. S. ELKINs.

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