DOCSLIB.ORG

44/.424.1% 72%/22 -24Éo-Weeys

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
44/.424.1% 72%/22 -24Éo-Weeys No. 628,839. Patented July 11, 1899. J. N. NEWSOM. BICYCLE GEARNG. (Application filed Aug. 4, 1898.) (No Model.) W2/72esses Z7zzle/2Zaz? ( Se zé7, Asy -z crazaws 2. E - 1 44/.424.1% 72%/22-24éo-weeys No. 628,839. Patented July 11, 1899. J. N. NEWSOM. BICYCLE GEARNG. (Application filed Aug. 4, 1898. (No Rodel.) 3. Sheets-Sheet 2. SS Z7ez-ezzá(272 %27 1262%s 76 sea/ 7, 12zesore - - 2. No. 628,839. Patented July 11, 1899. , N. NEWSOM. BCYCLE GEARNG. (Application filed Aug. 4, 1898.) (No Mode.) 3 sheets-Sheet 3. A. at N3 30 ZZ 25Z;N 2. "NRR's Peters. Co. PHOTO-LTHo. washiro... UNITED STATES PATENT OFFICE. JOSEPH N. NEWSOM, OF ST.LOUIS, MISSOURI, ASSIGNOR OF THREE-FOURTHS TO EUGENE A.NEELY AND HEBER JONES, OF MEMPHIS, TENNESSEE, AND CHARLES B. LUMSDEN, OF CHICAGO, ILLINOIS. BICYCLE GEARING. SPECIFICATION forming part of Letters Patent No. 628,889, dated July 11, 1899, Application filed August 4, 1898, Serial No. 687,.689, (No model.) , To all, whom it may concern: common form, 2 the steering-wheel, and 3 the Be it known that I, JOSEPH N. NEWSOM, a driving-wheel. citizen of the United States, residing at the 4 designates the crank-axle, and 5the cranks city of St. Louis, in the State of Missouri, have on said axle. The crank-axle is mounted in 55 5 invented a certain new and useful Improve a gear-inclosing boxing 6, that is carried by ment in Bicycle-Gearing, of which the follow the bicycle-frame and is equipped with ex ing is a full, clear, and exact description, ref tended bearings 7, in which the crank-axle erence being had to the accompanying draw is journaled. On the central portion of the ings, forming part of this specification. crank-axle 4 are a pair of gear-wheels 8 and Io Myinvention relates to that class of bicycle 9 of different diameter. The gear-wheel 8 gearings in which the power is transmitted has a hub 8, that is provided with clutch from the crank-axle to the driving-wheel axle teeth on its outer face that are adapted to be through the medium of connecting-rods. moved into engagement with clutch-teeth on The invention consists in features of nov an enlargement 4 of the crank-axle. The I5 elty in the construction of parts to be here gear-wheel 9 has a toothed hub 9", adapted inafter fully described, and pointed out in the to be moved into engagement with a toothed claims. enlargement 4 to form a clutch. The hubs Figure I is a side elevation of a bicycle of the gear-wheels 8 and 9 are both loosely equipped With my improved gearing. Fig. II mounted on the crank-axle 4 and either one o 2O is a plan or top view of the lower portion of is free to turn without affecting the other. the bicycle-frame, crank-axle, driving-wheel It is therefore apparent that when one of the axle, and connecting-rods, with parts shown gear-wheels is thrown into clutch connection in horizontal section. Fig. III is a side view with the coincident toothed crank-axle en of the gearing and a portion of the bicycle largement the other wheel is inoperative. 75 25 frame, one of the side walls of the gear-box 10 designates bearing-rings rigidly seated ing being removed. Fig. IV is a detail side in the side walls of the boxing 6. These rings view of the end of one of the rear fork-arms project exterior of the boxing and have teeth of the bicycle-frame and one of the swivels 11 on their peripheries. 12 is an auxiliary that receive the driving-wheel axle. Fig. W crank-axle mounted in Said bearing-rings 10. 3o is a vertical sectional view taken on the line 13 is a gear-wheel loosely mounted on the WW, Fig. WI, through the gear-boxing and its auxiliary crank-shaft, that is arranged to en inclosed parts, a portion of Said parts being gage the gear-wheel 8 on the main crank-shaft. shown in elevation. Fig. WI is a horizontal 14 is a gear-wheel also loosely mounted on sectional view taken on the line VI VI, Fig. the auxiliary crank-shaft, arranged to engage 35 V, parts of the gear being shown in top view. the gear-wheel 9. The gear-wheels 13 and 14, Fig. WII is a vertical sectional view of the like those S and 9, are of different diameter gear-boxing, the gear-controlling clutch-op and are of proper measurement to communi erating slide being shown in elevation. Fig. cate with the mating wheel. It will be un VIII is a longitudinal sectional view of one derstood that the use of gear-wheels of varied 9o 4o of the auxiliary driving-cranks that connect diameter on the main and auxiliary crank with the gearing-connecting rods. Fig. IX shafts permits of the attainment of variable is a side view of the pinion of one of the aux speeds in the operation of the gearing, accord iliary driving-cranks and the toothed idler ing to which set of gear-wheels is in gear. with which said pinion engages. Fig. X is a The auxiliary crank-axle and the hubs of the 95 45 detail face view of the casing of one of the gear-wheels 13 and 14 thereon are provided auxiliary cranks. Fig. XI is a sectional view with opposing clutch-faces similar to those of taken on the line XI XI, Fig. X. Fig. XII the main crank-axle and its gear-wheels. All is a diagram illustrating the relative travel of the foul gear-wheels are designed to be shift of the auxiliary cranks and the cranks of the ed by one appliance to throw the clutches into IOO 5o driving-wheel of the bicycle. or Out of engagement. This appliance I will designates the frame of a bicycle of any now describe. 2 628,839 15 designates a double spanner that has two These casings have rims 32 and apertures 33 arms at each end, (see Fig. VI,) that rest in for the reception of the bearing-rings 10. The grooves in the hubs of the gear-wheels 8, 9, casing is shown in detail in Figs. X and XI. 13, and 14. At the outer end of each shaft 28 is a Wrist 16 is a forked rocking lever, the arms of the stud 28. Each of the wrist-studs receives a fork of which connect with the spanner 15 by coupling 34 on the end of a connecting-rod entering apertures 15° therein. (See Fig.VI.) 35. The connecting-rods 35 extend to the The rocking lever 16 is pivotally mounted in axis of the driving-wheel of the bicycle, where 75 a bracket 17 on one of the side walls of the they are suitably attached to Wrist-studs 36 IO boxing 6, interior of said boxing, (see Fig.W.) on crank-arms 37, secured upon the ends of and the outer arm of the rocking lever pro the driving-wheel axle 38. The driving-wheel jects beyond the pivot in said bracket. axle 38 is mounted in swivel bearing-rings 18 designates a slide reciprocally mounted 39, that are set between pivot-screws 40, in the boxing 6 and having one end 18 ex seated in the forked rear lower ends of the 15 tending exterior of the boxing. The slide is bicycle-frame. These swivel-rings enable the held by screws 19, that are seated in slots 20 maintenance of the axle 38 in transverse line in the slide (see Fig. VII) and permit a lim to the bicycle-frame, so that the driving-wheel ited reciprocal movement of the slide. In the will travel truly, and also so that the crank slide is a cam-slot 21, that receives the outer arms 37 will be constantly in parallel lines to arm of the rocking lever 16, this slot being the connecting-rods 35. - provided for the purpose of causing the rock It is a well-known fact that where two ing lever to be thrown on the reciprocation cranks are operated in union with a connect of the slide 18 and in its movement carry the ing-rod it is imperative that some means exist go spanner 15 there with to throw the gear-wheels for allowing for the difference in the distances 25 into engagement with their clutches or out of apart of the wrists of the cranks assumed such engagement. The slide 18 is intended to during their rotary travel. In my construc be operated by the bicycle-rider when mount tion this difference is allowed for by the use ed or dismounted and is moved by a pull-rod of the shaft 28, having the eccentric wrist-stud 22, that is connected to an eye 18 on the end 28, and that the operation of the cranks and 95 of the slide. The upper end of the pull-rod their connecting-rods may be clearly under extends to a position beneath the bicycle stood I have shown, Fig. XII, a diagram illus saddle and is held to the bicycle-frame by a trative of the movement of the parts. The shackle 23. The rod is provided with notches toothed disk 29, traveling around the toothed CO 24, that the shackle enters, and it is backed ring 10, causes the shaft 28, integral with 35 by a spring 25 to hold it in any set position.
Load more

Recommended publications
  • Title of PAPER
    Journal of Special Topics P2_7 Power Curves and Gear Ratios in Bicycles J. Anand, A. Buccheri, M. Gorley, I. Weaver Department of Physics and Astronomy, University of Leicester, Leicester, LE1 7RH. November 19, 2009 Abstract This article investigates how the power exerted by a cyclist varies with cyclist speed, and gear ratio. From Hill’s relation, both relations are determined and plotted. Suggestions are made on how these results might be useful to recreational and competitive cyclists. P2_2 Sports Science pedalling rates than contraction velocity (as in Hill’s relation), so we substitute v=ωr where r Introduction is the pedal crank arm length. Originally, Hill Gears in bicycles are often misused. Many used parameters for the mechanics of muscle people have experienced that pedalling in a fibres to determine the unknowns in this high gear from stationary is very difficult, and equation. However, since the cyclic pedalling produces very little acceleration. Equally, a motion is not as well studied as basic linear low gear at high speeds is inefficient. This contraction, values for a, b and c must be article explores the relationship between found from the special cases. That it, at ω=0 bicycle gearing, and the cyclist power output. where F=F0, and at F=0 where ω=ω0. Power Functions (1) (2) The force exerted by any engine is always applied in 2 different areas. The first is These 2 equations alone are not enough to accelerating engine components, and the determine values for the 3 unknowns. other is in the system on which you want to However, by considering the maximum power do work.
    [Show full text]
  • Transmission (Mechanics) - Wikipedia 8/28/20, 119 PM
    Transmission (mechanics) - Wikipedia 8/28/20, 119 PM Transmission (mechanics) A transmission is a machine in a power transmission system, which provides controlled application of the power. Often the term 5 speed transmission refers simply to the gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating power source to another device.[1][2] In British English, the term transmission refers to the whole drivetrain, including clutch, gearbox, prop shaft (for rear-wheel drive), differential, and final drive shafts. In American English, however, the term refers more specifically to the gearbox alone, and detailed Single stage gear reducer usage differs.[note 1] The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and where different rotational speeds and torques are adapted. Often, a transmission has multiple gear ratios (or simply "gears") with the ability to switch between them as speed varies. This switching may be done manually (by the operator) or automatically. Directional (forward and reverse) control may also be provided. Single-ratio transmissions also exist, which simply change the speed and torque (and sometimes direction) of motor output. In motor vehicles, the transmission generally is connected to the engine crankshaft via a flywheel or clutch or fluid coupling, partly because internal combustion engines cannot run below a particular speed.
    [Show full text]
  • A Constant Force Bicycle Transmission
    Rochester Institute of Technology RIT Scholar Works Theses 8-1-1983 A constant force bicycle transmission Thomas Chase Follow this and additional works at: https://scholarworks.rit.edu/theses Recommended Citation Chase, Thomas, "A constant force bicycle transmission" (1983). Thesis. Rochester Institute of Technology. Accessed from This Thesis is brought to you for free and open access by RIT Scholar Works. It has been accepted for inclusion in Theses by an authorized administrator of RIT Scholar Works. For more information, please contact [email protected]. A CONSTANT FORCE BICYCLE TRANSMISSION by Thomas R. Chase A Thesis Project Submitted in Partial Fulfillment of the Requirements for the Degree of MASTER OF SCIENCE in Mechanical Engineering Approved by: Prof. Richard Budynas Thesis Adviser Prof. Dr. Bhalchandra V. Karlekar Department Head Prof. '"egible Signature Prof. Ray C. Johnson DEPARTMENT OF MECHANICAL ENGINEERING ROCHESTER INSTITUTE OF TECHNOLOGY ROCHESTER, NHJ YORK August 1983 A CONSTANT FORCE BICYCLE TRANSMISSION ABSTRACT A prototype design for a human powered automatic transmission intended for use on an ordinary touring bicycle is presented. The transmission is intended to automatically adjust the gearing of the bicycle to maintain an optimum pedal force, regardless of the current riding conditions. Therefore, the transmission eliminates the need for the cyclist to manually adjust the bicycle gearing. The entire transmission is a self-contained unit designed to bolt onto the rear wheel of an otherwise unmodified 27-inch bicycle. The transmission combines a unique adaptation of a commercially popular continuously variable traction drive with a totally mechanical integral feedback controller. The features of the traction drive unique to its application to a bicycle are outlined in detail, along with an analysis of the important traction drive design parameters.
    [Show full text]
  • Dec. 28, 1948. S. ARGYRIS - 2,457,430 ELECTRIC BICYCLE Filed Feb
    Dec. 28, 1948. S. ARGYRIS - 2,457,430 ELECTRIC BICYCLE Filed Feb. 20, 1946 Patented Dec. 28, 1948 2,457,430 UNITED STATES PATENT OFFICE 2,457,430 ELECTRIC Bf YCLE Stefanos Argyris, New York, N. Y. Application February 20, 1946, Serial No. 648,971 2 Clains. (C. 80-34) 2 The object of the invention is to provide means conductive material extending between the rear for easily and quickly attaching electrical pro ends of the rear forks 6 and and the hudguard pulsion means to existing conventional bicycles. 28. Many ways finay be resörted to for supporting Attempts have been made in past years to propel the batteries and the inventioh is not limited in bicycles by electric motiors and batteries. How this respect. They may be hung from the top ever, the great weight of the batteries, the rapid frame bar 2 or supported from the rear forks T. ity with which they becaine exhausted and the I preferably use two narrow batteries rather than long time required to re-charge then has hereto. ore large one and motiat them in like positions fore discouraged efforts to provide this form of upon opposite sides of the rear wheel to secure propulsion for light weight bicycles. 10 The time has now come when it is possible goodjoalalee of the vehicle. The two batteries are by means of my improvements to successfully indicated at B in Figure 3. The motor is Cons provide electric propulsion for bicycles. The trolled from the handlebar 22 through a rheostat quick charge apparatus now found at almost 23, the control handle of which is indicated at 24.
    [Show full text]
  • Date:- 13/05/2020 Class:- Diploma 6Th Sem (Auto) Sub. Teacher:- Mr
    M.O.V Date:- 13/05/2020 Class:- Diploma 6th sem (Auto) Sub. Teacher:- Mr. Abhishek Chandra Bhatt Unit:- Power Transmission Topic:- Gear Transmission Automatic Epicyclic gearing or planetary gearing as used in an automatic transmission. Most modern North American, and some European and Japanese cars have an automatic transmission that selects an appropriate gear ratio without any operator intervention. They primarily use hydraulics to select gears, depending on pressure exerted by fluid within the transmission assembly. Rather than using a clutch to engage the transmission, a fluid flywheel, or torque converter is placed in between the engine and transmission. It is possible for the driver to control the number of gears in use or select reverse, though precise control of which gear is in use may or may not be possible. Automatic transmissions are easy to use. However, in the past, some automatic transmissions of this type have had a number of problems; they were complex and expensive, sometimes had reliability problems (which sometimes caused more expenses in repair), have often been less fuel-efficient than their manual counterparts (due to "slippage" in the torque converter), and their shift time was slower than a manual making them uncompetitive for racing. With the advancement of modern automatic transmissions, this has changed. Attempts to improve fuel efficiency of automatic transmissions include the use of torque converters that lock up beyond a certain speed or in higher gear ratios, eliminating power loss, and overdrive gears that automatically actuate above certain speeds. In older transmissions, both technologies could be intrusive, when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or wind vary slightly.
    [Show full text]
  • Technical -Data-Schlumpf-High-Speed-Drive
    Haberstock Mobility - Schlumpf High Speed Drive Technical data Principle Planetary gearing system with two switch positions: direct drive 1:1, overdrive 1:2.5 Shifting Direct shifting via push buttons or "easy-shift" - levers on both ends of the spindle. No cables, no rods. New ergonomic design of the gear shift push buttons. Easy-shift levers As an option, there are "easy-shift" - levers available, which make shifting very simple, even with click-in pedals or small shoes. Gear housing Corrosion resistant, completely encased and protected against dust and spray water. Gear housing with integrated 27 tooth chainring and trouser guard. Axle Rides on (replaceable) cartridge bearings. You can expect a lifetime of more than 20'000 miles for the bearings and much more for the high-speed-drive. Axle length Rides on (replaceable) cartridge bearings. You can expect a lifetime of more than 20'000 miles for the bearings and much more for the high-speed-drive. Bottom brackets The high-speed-drive unit is designed for an inner diameter of the bottom bracket of 33.6 - 34.5mm. Chainline Distance between centerline of frame and midth of chain: 45mm. Compatibility Generally, you can combine any bicycle gearing system with high-speed- drive. Please note, that high-speed-drive in combination with internal hubs sometimes can act like a violin body. This means, that in certain gears (often the first gear) you may feel some roughness, although high-speed-drive runs perfectly smooth and silent. 1 Cranks Crankarms sit conventionally on square spindle sections. Standard length is 170mm Standard material: aluminum Available lengths: 155 (straight shape), 160, 165, 170, 172.5, 175mm (all offset shape).
    [Show full text]
  • GETTING IT RIGHT 43,000 Fact-Checkers Can’T Be Wrong
    Cyclesense GETTING IT RIGHT 43,000 fact-checkers can’t be wrong. But I can. by John Schubert Did you know there are no new $300 road bikes sold in the U.S.? I used to think that, but now I know better. My recent article decrying the lack of entry-priced touring bikes included the sweeping statement that there are no dropped-handlebar bikes in that price range sold in the U.S. And then I heard, uh, cor - rective missives from two folks. One was Tom Shaddox, an esteemed Adventure Cyclist contributor, and the other was an old client of mine, Arnold Kamler, the president of Kent Bicycles. quite spiffy, and they make quite the As Tom and Arnold pointed out, ecological statement. Kent offers the 14-speed Kent GMC By the way, Hubbub also sells Yukon XL road bike for $325 (the price custom-fitted bikes with sensible spoke I found — your price may vary). For patterns. This is good news for riders that tidy sum, you get a welded alu - who want a really nice custom bike but minum frame, STI shifting, three frame are put off by the goofball spoking that sizes, reasonable components, light - has become nearly universal in the weight aluminum rims, and 25C tires. medium and high-price range. Goofball Mass merchants are Kent’s primary spoking usually can’t be shade-tree- E L P retail outlets. mechanic-serviced, the parts aren’t I S G E Arnold, that looks like a sharp bike standard, and if anything breaks, you’re R G for the price! .
    [Show full text]
  • BY MATT WIEBE Running from 21 to 100 Inches
    SETH NEILSON NEILSON SETH Editor’s Note: In last year’s Cyclists’ Travel Guide (April 2015), we looked at “The Drivetrain Dilemma,” a dearth of components to provide adequate gearing for the self-supported touring cyclist. The void — caused in part by Shimano’s decision to end the cross compatibility of road and moun- A tain bike drivetrain components in 2010 and the steady migration of drivetrains to 10- and 11-speed models — left product managers for many bike brands scrambling for combinations of holdovers (Shimano’s still-manufactured, cross-compatible 9-speed XT derailer), third-party components (Microshift bar end shifters), or high-end alternatives (Rohloff internal geared hubs). Or they just BIG built bikes with rack mounts and touring geometry but saddled them with standard road bike gearing to take advantage of the OEM options most readily available to hit customer-demanded price points. What a difference a year makes. As Bicycle Retailer & Industry News’ Matt Wiebe discovers, a touring cyclist suddenly has the world on SHIFT a string, or perhaps a derailer cable. gear range of touring, but new products from bou- NEW FOCUS FROM COMPONENT MAKERS BIG AND 22 to 93 inches. tique manufacturers like Gevenalle and SMALL CHANGING THE GAME FOR TOURING DRIVETRAINS Match a 40/28T Lindarets/Wolf Tooth work around mini-compact Shimano’s issues for adventure riders. crank with an 11-36T cassette for gears After years of complaining about the BY MATT WIEBE running from 21 to 100 inches. Or spec a lack of low touring gears with matching more traditional 50/39/30T triple with dropbar levers, why the sudden embar- an 11-34T cassette for a range of 24 to 125 rassment of riches? ix months ago, who would have inches.
    [Show full text]
  • Experimental Study of Home Automation by Bicycle Pedal Power Using of Different Sprocket Ram Singh ME (MD) Sem Student Jabalpur Engg
    International Journal of Engineering Trends and Technology (IJETT) – Volume 8 Number 2- Feb 2014 Experimental Study of Home Automation by Bicycle Pedal Power Using of Different Sprocket Ram Singh ME (MD) sem student Jabalpur Engg. College Jabalpur (M P) Prof. Mrs. D.C. Sharma Assistant professor ,Jabalpur Engg. College Jabalpur (M P) Abstract- This study attempts to measure 1 -Introduction- A preliminary user survey the optimal pedaling rates for given power revealed that the average utilization of output levels as well as design the optimal multi-speed gear system is less than 40%. number of gears and the corresponding gear Thus, hard to use because of the many ratios. With respect to human performance number of unnecessary shifts. This study not and power efficiency, the gear system in only measures the optimal pedaling rates for typical multi-speed bicycles is often biased given power output levels, but also designs and redundant. The efficiency are increased the optimal number of gears and by using of five different sprocket with corresponding gear ratios. The having various teeth. A bicycle gear system measurement are obtain at five different is frequently designed without ergonomic power output levels (40, 80,120,140 and 160 expertise in terms of performance and W) and four different pedaling rate levels efficiency. The optimal performance during (60,100,125 ,150 and 175 rpm). Various bicycle riding, thereby facilitating the riding conditions including slope gradient efficiency and effectiveness of human and cruising velocity are also converted to exercise using a bicycle. the equivalent power output level. Pedal power is the transfer of energy from a Key Word- Gear ratio; Bicycle riding; human source through the use of a foot Ergonomic design; pedal and crank system.
    [Show full text]
  • Technical-Data-Schlumpf-Mountain
    Haberstock Mobility - Schlumpf Mountain Drive Technical data Principle Planetary gearing system with two switch positions: direct drive 1:1, low gear 2.5:1 Shifting Direct shifting via push bttons or "easy-shift" - levers on both ends of the spindle. No cables, no rods. Easy-shift levers As an option, there are "easy-shift" - levers available, which make shifting very simple, even with click-in pedals or small shoes. Gear housing Corrosion resistant, completely encased and protected against dust and spray water. Axle Rides on (replaceable) cartridge bearings. Please expect a lifetime of more than 20'000 miles for the bearings and much more for the mountain-drive). Axle length Standard is 138mm for bottom bracket widths of 68 - 73mm. A 10mm longer axle is available for bottom bracket withs up to 84mm. Bottom brackets The mountain-drive unit is designed for an inner diameter of the bottom bracket of 33.6 - 34mm. The mountain-drive part, which is slid into the b.b., has no thread. Shims to equalize an eventual play are included in the shipment. Adapters for larger diameters are available (please specify diameter when ordering). Chainline Distance between centerline of frame and midth of chain: 43, 45 or 50mm for a 68mm wide bottom bracket shell. For 43mm, please ask for 2mm spacers, which can be set between spider and chainring. For the 50mm-chainline please use the steel spider, which is available as an option (recommended for higher loads such as on tandems, rikshaws, transportation bikes). Also recommended for two chainrings (one fitted to the left, one to the right side of the spider).
    [Show full text]
  • A Study on Power Assists for Bicycle Rickshaws in India, Including Fabrication of Test Apparatus
    A Study on Power Assists for Bicycle Rickshaws in India, including Fabrication of Test Apparatus by Madeline R. Hickman SUBMITTED TO THE DEPARTMENT OF MECHANICAL ENGINEERING IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF BACHELOR OF SCIENCE IN MECHANICAL ENGINEERING ARCHIVES AT THE MASSACHUSETTS INSTITUTE OF TECHNOLOGY MASSCHUETTSINSITUTE I OF TEC1" NCLC>2'Y JUNE 2011 OCT 2 2011 @ 2011 Massachusetts Institute of Technology. All rights reserved. The author hereby grants to MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Signature of Author: Department of Mechanical Engineering May 20, 2011 Certified by:. ~' 3 '- / Daniel D. Frey, PhD Associate Professor of Mecha e Sstems Accepted by: Dim~~~!t;a ff PhD Samuel C. C oe of Mechanical Engineering Undergraduate Officer 2 A Study on Power Assists for Bicycle Rickshaws in India, including Fabrication of Test Apparatus by Madeline R. Hickman Submitted to the Department of Mechanical Engineering on May 20, 2011 in Partial Fulfillment of the Requirements for the Degree of Bachelor of Science in Mechanical Engineering ABSTRACT Bicycle rickshaws impose significant physical burdens on their drivers. Used throughout India for transportation, these rickshaws are not designed for driver comfort and safety. Instead, traditional rickshaws are only single-speed, with an extremely high gear ratio that makes it difficult for drivers to pedal with large loads. Particularly in India, many rickshaw drivers are under-nourished, and the physical exertion required to pedal passengers over rough roads and uneven terrain leads to serious health consequences.
    [Show full text]
  • (19) United States (12) Patent Application Publication (10) Pub
    US 20060270499A1 (19) United States (12) Patent Application Publication (10) Pub. N0.: US 2006/0270499 A1 Kilshaw (43) Pub. Date: NOV. 30, 2006 (54) BICYCLE GEAR SET F16H 61/00 (2006.01) (52) US. Cl. ............................................... .. 474/78; 474/80 (76) Inventor: Richard J. KilshaW, Lake OsWego, OR (US) (57) ABSTRACT Correspondence Address: A bicycle gear assembly has ?rst and second sets of cog TIMOTHY E SIEGEL Wheels, each having at least three cog Wheels of various 1868 KN APPS ALLEY siZes including a largest cogWheel and a smallest cogWheel. SUITE 206 These tWo sets are oriented so that the largest cogWheel of WEST LINN.J OR 97068 (Us) the ?rst set is aligned With the smallest cogWheel of the second set and the smallest cogWheel of the ?rst set is (21) Appl_ No; 10/908,881 aligned With the largest cogWheel of the second set, the ?rst and the second sets of cogWheels de?ne at least a ?rst, (22) Filed; May 31, 2005 second and third pair of substantially aligned cogWheels. Additionally, a chain is mounted about a ?rst pair of the Publication Classi?cation aligned cogWheels and a gear shift assembly is adapted to move the chain from the ?rst pair of cogWheels to the second (51) Int. Cl. pair of cogWheels and from the second pair of cogWheels to F16H 59/00 (2006.01) the third pair of cogWheels. Patent Application Publication Nov. 30, 2006 Sheet 1 0f 4 US 2006/0270499 A1 N mp H£©@ 9 few V0 OO0D 0000000 0O0D 00©8 Patent Application Publication Nov.
    [Show full text]