US610649A

US610649A - harrington

Info

Publication number: US610649A
Authority: US
Publication date: 1898-09-13
Anticipated expiration: 1915-09-13

Description

N0. 6|0,649 Patented Sept. I3, I898.

J. HARRINGTON.

BACK PEDALING BRAKE.

.Application filed May 8. 1897,

4ND Mfldeh) 4 Sheets-Sheet 71% @MJM" Patented Sept. 13, [898.

J. HARRINGTON.

BACK PEDALING BRAKE (Appiication filed May 8. 1897.

4 Sheets-$heet 2 (No Model.)

Patented Sept. l3, I898.

J. HARRINGTON. BACK PEDALING BRAKE.

No. 6l0,649.

(Application filed May 8, 1897. y

4 Sheets$heet 3.

(No Model.)

No. 6|0,649. Patented Sept. l3, I898.

J. HARRINGTON.

BACK PEDALING BRAKE.

(Application filed May 8, 1897.) I (No ModeL) 4 Sheets-Sheet 4.

nrrnn JOHN HARRINGTON, or RYDE, IsLn on WIGHT, ENGLAND.

BACK-PEDALING BRAKE.

SPECIFICATION forming part of Letters Patent No. 610,649, dated September 13, 1898.

Application filed May 8, 1897. Serial No. 635,697. (No model.)

To ctZZ whom it may concern:

Be it known that I, JOHN HARRINGTON, a subject of the Queen of Great Britain, residing at Ryde, in the Isle of ight, England, have invented certain new and useful Improvements in Velocipedes, of which the following is a full, clear, and exact description.

The invention relates to an improved arrangement of parts for operating a handbrake, by which means the cranks can be rotated for driving the machine, they can be held stationary and the machine allowed to run free,and by a backward pressure on either pedal the brake can be eifectively applied.

The invention is illustrated in the accompanying drawings, in which Figure 1 is an elevation of part of one side of a machine, showing the driving mechanism. Fi 2 is an elevation of part of the opposite side of the machine, showing the brake mechanism in its normal position. Fig. 3 is a similar View to Fig. 2, but partly in section, showing the brake in use. Fig. 4 is an elevation of the driving mechanism, partly in section, so that the clutch may be seen. Fig. 5 is a section of the toothed wheel and clutch. Fig. 6 is an elevation, partly in section, of the clutch apparatus for operating the brake as seen from the opposite side of the machine to that of Fig. 4:, and Fig. 7 is a section of the same. Fig. 8 is an elevation, partly in section, of the brake-drum, looking from the inside of the wheel. Figs. 9 and 10 are side views of the metal clips which I employ to attach the brakedrum to the spokes. Figs. 11 and 12 are end views, respectively, of the clips shown in Figs. 9 and 10. Figs. 4 to 8 are drawn to twice the scale of Figs. 1, 2, and 3. Figs. 9 to 12 are drawn to full size.

In all the figures like parts are indicated by similar letters of reference.

In carrying my invention into effect I fix to the spokes 66* of the main sprocket or chain wheel a a ring a, revolving upon the periphery of disk C62, forming the center or hub of said main sprocket or chain wheel a, which is attached to the crank b, as shown in Figs. 4 and 5, and consequently to the spindle c. The disk 062 has curved or inclined recesses a to receive clutch balls or rollers a. The ring a is secured to the spokes a* or periphery of the main sprocket or chain wheel a in any suitable manner and is kept in correct posi tion with relation to the disk c by means of metal rings a which latter are secured either to the ring a, as shown, or to the disk 0.

The clutch for the brake mechanism is of I similar construction to that above described,

but smaller, and is attached to the opposite crank 19, which, as usual, is attached to the spindle c. The outer ring cl of the brakeclutch, which encircles the spindle c independently of the main sprocket or chain wheel and its clutch, has connected thereto a short band 01, which by an adjustable rod 6 is connected to one end of the brake-band f. This outer ring at has also connected thereto one end of a short chain d the other end of which is connected to the bottom fork g of the machine by a swiveling piece 01 to prevent the outer ring 61 moving forward beyond a certain distance when driving the machine forward, hut which will permit it to move backward a sufficient distance to put on the brake when caused to do so by backpedaling. The other end of the brake-band f is connected to an arm or link f, which is pin-jointed to the bottom fork g or to a fiX- ture thereon, as shown in Figs. 2 and 3.

I preferably employ a brake-drum f fixed to the spokes of the driving-wheel by means of metal clips, as shown in Fig. 8. These clips are formed of sheet metal folded to make a tubular receptacle h for the spoke,with a web h, through a hole in which is passed a fixing screw h These clips are made right and left handed, as shown in Figs. 9 to 12, the webs h overlapping each other and the screw h passing through the same into the brakedrum. These metal clips may also be used toconnect the spokes together in lieu of the copper wire and solder usually employed; but instead of connecting the spokes where they cross each other such clips would connect them together a little nearer to the hub.

It will be understood that the inclined recesses a and d shown in Figs. 4: and 6 are actually out in opposite directions, these two figures being seen from opposite sides of the machine. Byback-pedaling the main sprocket or chain wheel clutch is thrown out and the brake-clutch is then thrown into action.

In Fig. 4 the clutch apparatus is shown in action gripping or clutching the periphery of the main sprocket or chain wheel a, and thus driving the machine, the arrow shown in full lines indicating the direction of rotation.

In Fig. 6 I have shown theparts in the position they would assume when the brake is being applied, the disk d being connected rigidly with the outer ring d, which through the adj ust-able rod epulls one end of the brakeband f. This action will cause the brakeband to be applied firmly nearly all round the brake-drum f as shown in Fig. 3, the upward pull of the end of the brake-band causing the link f to move toward the brakedrum; but as soon as a forward action is given to the cranks the outer ring d of the brake-clutch moves forward in the direction shown by the arrow in full lines in Fig. 6, until stopped by the chain d thus allowing the rod 6 to move backward and release the brake-band f, which latter by moving round pushes the link f away from the drum.

The apparatus herein described does not in any way increase the width of tread.

Having fully described my invention, what I claim, and desire to secure by Letters Patent, is

1. In a velocipede, the combination of a spindle, cranks rigidly attached thereto, a main sprocket or chain wheel encircling said spindle, a clutch interposed between said spindle and main sprocket or chain wheel and acting to drive said main sprocket or chain wheel in one direction, a ring encircling said spindle independently of the main sprocket and its clutch, a clutch interposed between said ring and spindle and acting to rotate said ring in the contrary direction, a chain or band operating-rod and the other end attached to a movable link pivoted to part of the frame, a rotatable ring and clutch for operating said brake-band, and a driving-clutch, with a brake-drum arranged concentrically to the spokes of the driving-wheel, and independent spoke-grips formed of two parts, each having a tubular portion for the passage of the spokes, and a web, the webs of said parts being adapted to overlap one another and provided with registering screw-holes, and binding-screws passing through said holes and engaging said brake-drum, thereby securing said brakedrum in place and binding the spokes together, substantially as described.

3. In a velocipede, spoke-grips formed in two parts, each having a tubular portion for the passage of the spokes, and a web, the webs of said parts being adapted to overlap one another and provided with registering screw-holes, and a binding-screw passing through said holes for securing said grips in place, substantially as and for the purpose described.

JOHN HARRINGTON. Witnesses:

CLAUDE K. MILLS, GEO. P. S. KELSEY.