The invention concerns a mechanism , which by means of a piston¬ like power- transmission through a crank and onto a shaft, makes better use of the energy-consumption.

The purpose of bicycle-pedalling is to make maximum use of the force produced by pedalling under various conditions of terrain and compared to the direction of the power influence. The dead centre -positions of the pedals at top and bottom - especially at a rise of the ground, and by acceleration that is mostly gravita¬ tional (standing pedalling) - are being partly eliminated and corrospondingl , the time is prolonged in which the pedals are in a right-angle -position, which is were you get maximum benefit out of the power influence. This goes for constructions using oval sprockets.

This invention serves the same purpose as do the oval sprockets, and it consists of :three rings, diametrically suspended into one another - The 1st ring as spherically shaped, and the driveshaft - (crank), is suspended going through it by two pivots, placed opposite one another, at right angles to the shaft. The 3rd ring, by two outer, diametrically placed pivots, is suspended in a 4th ring which, in addition, is the sprocket wheel. The three rings first mentioned are rotatable inside one another; the 4th ring- (the sprocket wheel), by means of an outer bearing, is fixed in the crank-housing, just as the drive shaft (crank) is fixed by an outer bearing in the crank-housing. On the circumference of the 2nd ring a exterior thinring-bearing is mounted, and on the outside of it a domed shell, which by a variably adjustable steering devise, is manually adjusted, in order to bring about a certain desired interval between the right-angled positions of a pedal (as mentioned concerning the dead-centres) during one revolution.

By all known types of oval sprockets the oval turning and the position of the sprocket in relation to the crank are determined beforehand, giving maximum propulsion only under very special circumstances of ground, load, and speed of rotation. Sprockets that are not entirely circular are more likely to loose the chain, and will be subject to uneven wear. Moreover, pedalling becomes

uncomfortable at high speeds and step rises of the ground as the advantages of the oval sprocket under rising conditions becomes a disadvantage under downhill conditions. The same disadvantages apply to elliptic sprockets - although only to a smaller extent, the maximum effect will be lower.

Futhermore is known the cardan suspension (gimbal mounting), univer¬ sal joints, and an invention by Alexander B. Hulse jr. U.S.A. the "space crank", in which the varying angular velocity, which which arises when two shafts - which are connected by universal joints or, as in the case of Space crank, a linkage - have a diffe¬ rent direction, called the bend angle, during one revolution. Hereby a rocker arm is brought to an oscillating motion when the rockerarm is connected to a drive crank as in the case in the "Space Crank" which, in a different version is able to transmit motions around corners/angles up to 75° , and without varying angular velocity between the shafts. By other inventions concerning trans¬ mission of axial power by connection of jointed shafts, including cardan shafts, the purpose has been to eliminate these variations which, incidentally, are considered to be a fault in the cardanic system.

The way, this invention works (as descriped in the beginning) may be compared to an oval sprocket, only in this case, the oval turning is currently variable from pointed oval to circular, and at the same time it can change the position of the given oval object in relation to the position of the pedals under varying ground conditions, so that the centre of gravity continues to be the same as the dead centre-positions at the oval turning; this mentioned comparison concerns the conditions of momentaries during one revolution. In addition this construction has the mechanic advantages, of using a circular sprocket, which, as before mentioned, does not have the mechanic disadvantages of the oval sprocket. As mentioned in the beginning, it is known that when two shafts, with a universal joint / cardan joint in between, are placed in a bend angle, under rotation, they will produce varying angular velocity between the driven - and the drive shaft. When two shafts, with universal joints in between, are situated in the same position and on the same level, there will be no varying angular velocity

between them by a bend angle of the two shafts. When two shafts have two universal joints in between - one of the joints being mounted 90° vertically turned and on the same level compared to the joint placed opposite to it - by the shafts being placed in a bend angle, there will be a varying angular velocity, which, at the same bend angle as in mentioned example, will be further increased at rotation. The same moment conditions and desired varying angular velocity appears in this invention (construction), when the drive shaft is the crank (suspended in rings as by cardanic suspension) which is suspended inmost three rings (cf. the claims 2-6), of which the first one is spherical shaped, the second one has an outer bearing for control of the bend angle and the positions of the rotation summits, compared to the crank shaft, and the similar third ring is suspended by pivots (pins) in a cylinder ring, on the circumference of which the sprocket is mounted, being the driven shaft. In that manner, the two shafts are fixed on the same level and on the same direction, no matter which adjustment of the bend angle and displacement of positions. In a special version (fig. 1 and others cf. also claim 6) as a part of control-device for adjusting the bend angle, a shell, shaped as a segment of a sphere or a spherical disc.-with roller paths (groove paths) for the pivots (pins) placed on the domed shell of 2nd ring - is mounted, adjustably turnable, in the innerwall of the crank housing, and on level with it; by the turning of this shell,(shaped as a segment of a sphere), possibly pulled by a wire, the pivots (pins) on the domed shell of 2nd ring (cf. also claim 4) will follow the curve of the _ roller path (groove path) and will be moved/tilted for instance 45° compared to the longitudinal direction of the crankshaft. As 2nd ring is connected to the domed shell by a (thin ring) bearing and thus follows its positions, the change of angles of 2nd ring will cause a proportional change of the bend angle between the ingoing and the outgoing shaft (which, as mentioned are situated on the same level and in the same direction) and this produces the desired angular velocity As mentioned, the angular displacement of 2nd ring- 45° around its diametrical axis - gives a major varying angular velocity,

as corresponds to what a bend angle of 70-80° between two shafts connected by one universal joint would produce.

The gradient (cf.claim 6) of the mentioned curves of the mentioned (roller, groove) path on the shell, shaped as a segment of a sphere, are determined by the number of degrees, or size of the turning, chosen for full extent. An additional advantage of control (steering) by roller(groove)path (or the like), of the domed shell pivot or pivots - which control the angular displacement of 2nd ring compared to the crank shaft- is present, when a varying angular velocity (variable oval turning) at a certain time, is adjusted to match certain ground conditions, and the terrain would change to a step rise - then the dead centre of the pedal in top position must still follow identically the adjusted position of the varying angular velocity, (like the dead centre position of oval turning = the smallest round of the oval turning) for maintaining the maximum effect of moment. This change of the position of the rotation figure (the varying angular velocity) compared to the direction of the crank arms may also occur by a change of the location- arrangement of 2nd ring, but, at present it takes place by a vertical change of position (same direction as the directions of rotation of the crank shaft); by the outbuilding of two arms (cf. claim 5) the domed shell of 2nd ring, outside the areas of the shell, which the 3rd passes (seen at right angles to the crankshaft) by its movement during rotation, the two arms span the orbit of the 3rd ring and the diameter of the 4th ring, and are ending diametrically opposite one another in pivots suspended in a ring in the crank housing right above the direction plan of the crank shaft pins). This ring is for adjusting the displacement of phase, and by a pull of wire, it is turned a number of degrees, as for instance corresponding to the conditions of ground (the rise) .whereby, as mentioned, the vertical position of .2nd ring is changed and the positions of the varying angular velocity are still in a phase with the crank arm, even though the bicycle and the crank housing (at a rise of terrain) have changed their horizontal position compared to the centre of gravity. The further advantage of the roller (groove) path (or similar control-devices) is due to the

fact that when the ring for adjusting the displacement of phase (see page 4) is turned, the pivots on the domed shell of 2nd ring - moving in the mentioned roller (groove) path curves of the shell,shaped as a segment of a sphere (or spherical disc)- will adjust in the curves, so that furthermore, there will be an increased bend angle, (the rotation figure of the oval turning becomes more pointed oval) at the same time. Measurements show a proportional relation between an increase of load (resistance) and an increase of the varying angular velocity (a more pointed oval figure of rotation),so that a certain speed (effect) an increase of load will reduce the speed (effect); but this is equalized by an increased bend angle position (increase of varying angular velocity) so that the speed (effect) will still be the same, although there is a major resistance (load). Conversely, an increase of bend angle (more varying angular velocity) at a certain presence of resistance (load) will, produce an increase of speed (effect). The measurements only go for the power influence, which from top position is moved only by force of gravity (acceleration) towards bottom position through the circular orbit of a crank. So according to the improvement of moment/effect in the above mentioned example, there is no moment or effect increase, when the power influence takes a circular orbit (such as by a fast cadance in low gear) but as soon as the power influence of pedalling takes a predominantly downward/forward direction, the advantage of the named adjustment of the oval figures of rotation will appear, and in addition, the advantage is groving at an increase of load and at higher gear. This explains at the same time the advantages and disadvantages of the oval sprockets, namely the fact that the oval turning cannot be changed, and primarily that it cannot assume a circular position, when so required. Both of these changes are possible in this inventi¬ on (construction) by its variable positioning, and conserning the last mentioned change of the oval rotation figure to a circular, it can be achieved in this invention (construction) by a mere adjustment to zero of the bend angle position at the 2nd ring; the mechanism is then suspended, and the pedalling will be the same as by an ordinary circular sprocket.

The difference between a circular sprocket and an extremely oval one, and the advantage of the latter (the extreme oval corre¬ sponding to a bend angle of about 70° , which in the mechanism of this invention corresponds to the maximum adjustment at 45° of the increase in varying angular velocity by a turning of the shell shaped as a segment of a sphere.) can be seen from the mention¬ ed measurements where an identical extreme load, and identical small moment at the top position, sets going a half turn of rotation from the top position of the pedals to the bottom position, which shows the fact that the stretch of turning takes 3 seconds using a cirkular sprocket- but only 1,5 seconds by maximum adjustment of the bend angle (extremely oval figure of rotation). In a special development (fig. 24, cf. claim 7) where the two shafts, the drive shaft and the driven shaft, are still on the same level and in the same direction, regardless of the adjustment of the bend angle and the mentioned change of positions - by the ring for adjusting the displacement of phase - of the phase position of the rotations figure compared to the fixed crank housing (at bicycle compared to the centre of gravity); but by the 4th ring (the driven shaft) being merely extended in the longitudinal direc¬ tion of the shaft, and the crankshaft (the driven shaft) being shortet right outside its suspension within the 4th ring - is achieved that the power influence (for instance at a crank, as generally known) is only transmitted to one end of the shaft, and through gear at the shaft-end of the 4th ring (in continuation of the drive shaft) on the same level and in the same longitudinal direction, the force is given off at the other end.

A special development, in which only one universal joint is used (and thereby without the mentioned increase of the varying angular velocity) but with the known, hereby fond varying angular velocity, proportional to a bend angle adjusting the varying longitudinal direction of two shafts (connected by one universal joint) and with the use of bewel wheels, follows: (cf. fig. 25) At a mechanism (cf. claim 8) a drive shaft is connected to a univer¬ sal joint, which again is connected to a shaft, around which a bewel wheel is mounted, which, by gearing into a similar bewel

wheel, at right angles to it, is mounted outside of a shaft, the driven shaft, the drive shaft is suspended in its longitudinal direction, and by the shaft connected with the universal joint, changing its longitudinal direction along a roller path or by a bearing, the varying angular velocity is produced between these shafts. At the mounted bewel wheel, the changing of the shafts direction results in a displacement of phase in the engagement with the bewel wheel mounted at right angles on it, and at the same time the varying angular velocity is transmitted by the bewel wheels to the driven shaft. So it appears that the drive shaft and the driven shaft are suspended at right angles to the longitudi¬ nal direction of one another. In a special development for bicycle: the same as above mentioned, with the addition that on the side/end of the crankshaft, instead of a sprocket wheel, a bewel wheel is mounted, which - by gearing into a similar bewel wheel at right angles to it, mounted around the drive shaft - passes on the power influence. The driven shaft, being on the same level and in the same direction as the axis of the rear-wheel passes on the force to it. (possibly by hub- speed (gearing) , or by a varying diameter of the two bewel wheels on the rear-wheel hub.)

Hereunder, (cf fig. 26 and claim 9) a development for bicycle extended, compared to the above mentioned version without chain, and with a shaft as the transmitting power influence, with possible adjustment of varying angular velocity and the displacement of the position of the rotation-figure compared to the crankarm, and with a bewel wheel engagement by 4 bewel wheels, situated opposite to one another (known in planetary gear, which, too is considered to be free from loss of energy) , and a spline axle and 2 universal joints, connected on the intervening shaft, 90° turned, compared to one another, on the same level (as mentioned in the example on page 3) which produces increased varying angular velocity between the drive shaft and the driven shaft. When there are 3 shafts and 2 intervening joints and the shafts are rotated -their longitudinal direction being changed at the same time, for the same number of degrees - 3 differences of varying angular

velocity will occur between them, so that the variation is biggest between the first - and the last shaft.

The drive shaft (37) and the driven shaft (38) are suspended in the same direction, level (they lay parallel) with another. The one end of the spline axle (43), onto which a cardan joint is mounted, is situated 90° displaced (on the same level) compared to the universal joint mounted on the opposite end of the spline axle (39). The universal joint on the spline axle (43) is fixed in a bevel wheel (40), which is gearing into a bevel wheel (41) at right angles to it, through the centre of which the drive shaft/crank (37) passes being fixed in it (42). The housing (45) in which both bevel wheels are suspended at right angles just at in the opposite end of the telescopic splined shaft, at the driven shaft; can be turned vertically a number of degrees around the bearing (45.1) and because of bevel wheels gearing in, there is a displacement of phase between the drive shaft (37) and the intermediate telescopic splined shaft. Provided that the bearing housing (44), (for the suspension of the first mentioned bevel wheels) is turned, having thereby adjusted a bend angle in the interconnecting cardan joint, varying angular velocity arises between the drive shaft (38) and the intermediate shaft (43) (39). More over, there has been a displacement of phase, as mentioned, between the drive shaft (37) and the intermediate shaft (43), (39), which means a displacement of the position of the varying angular velocity compared to the drive crank/shaft. So the same is achieved as is mentioned in fig. 1 of the invention. The two bevel wheels in front and the bearing housing (45) are shown, viewed from the front.

This version (model)can .either be used as described with 2 bewel wheels, placed at right angles to one another, or with 4 bewel wheels placed opposite one another,suspen- ded ^' in a spherical housing.

Another embodiment (cf fig 27, claim 10) using balls/rollers (instead of the pins used in the invention) , and their bearings concerning their ajoining connection between: the shaft (57) and the 1st ring (56) (ball shaped) and between the 1st ring and the 2nd ring in the same way. The balls (55) are moved in roller paths across the peripheral directions plane of the rings and 90° staggered on the ring compared to the fixed position of the pins, before mentioned.

A more simple embodiment than the similar ones is shown in figure

28. Here , a pin (12.1) is used, which, by a telescopic function , can follow the turning of the outer shell mould (25.1) by the adjusting bend angle (the varying angular velocity).A good stability is obtained, as the dome shell (10) is solid (10.1); one wire is sufficient for controlling/adjusting, by, at the same time, using a reserve spring load onto the shell mould. Fig. 31 shows a different version of a pin (12.2) which can follow the turning of the outer shell mould (25.1). Four links around five pivot-points, of which the ends of two links are monted in the solid part (58) of the dome shell (10), turnable and engaging into one another (59) by means of a toothed rim, which brings about that the movement of the parts can only be in one plane, inwards/outwards. (24.4) shows the roller path. ^{In flg* 32 1S} showing a more simple version of the control of the location of positions of the varying angular velocity during rotation, compared to the outer part, into which the mekanism is suspended as at the crank housing of a bicycle. Through the crank housing, a spring loaded pin is engaged in a corresponding dent (61) whereby the outerring is fixed. By pull of the wire (60) the engagement

is released, and the outerringt (18) is turnable. This outerring, that by its turning displaces the above mentioned location of positions, can now be turned to a desired position to the crank position, as the mentioned ring follows, when the crankarm is moved from horizontal position, when, at the same time, there is a very fairt load/resistance between the chain wheel and the crank arm.When the position of the crank arm indicates a desired position, the pull of wire (60) on the pin is merely released, and the pin is lowered into a dent in the outerring (18) again, a new location of positions of the varying angular velocity is obtained.So, the outerring has dents, at for instance 90 degrees of the circumference. Fig. 33 shows friction on the shell mould (25.2). As it maybe an ad- vantage that a stable hold of the part is on the part itself (25.2), instead of through the wire to the friction of the manual control (fig.30 (51)). A spring loading (53), fixed in a crank hou¬ sing (23), and a ball shaped pin (54) which by a pressure spring presses the pin into the corresponding dents in the shell mould (25.2) likewise fixed in the crank housing.

A special development of the manual control of the position of outer¬ ring (18), when it, by turning , adjusts the position of the varying angular velocity compared to the outer part of the crank housing. The manual control is shaped in a special way, by having two func- tions, first: by a turning round its own axis (around which a wire wheel, on its circumference is fixed), the wire (19) is being pulled, so that the outerring (18) turns either to one side or to the other, according to the turning of the manual control, and in that way, changes the positions of the angular velocity compared to the crank box, if first, there has been a disengagement of the position of the pawls ((21) fig.11), engaging the outerring. This takes place by the second function of the manual control: When the manual control (50), (which is kept its initial position by a compression spring (49)) is pressed down, a rod connection is pressed down at the same time, and hereby, a specially shaped elliptic spring (45) , Which is suspended in the manual control housing, is pressed, caussed the ends of the elliptic spring to

move away from one another. In the ends of the elliptic ring the endstop (48) of the wire is fixed in a groove, and as the two ends of the wire (19) are crossing at the suspension in the manual control, the moving of the ends from another in opposite direction, makes the wire shorten, and by this, the four pawls are pressed out of their engaging in the notches in the outerring (18), which is now manually turnable. In figure 30 : the manual control has ordinary friction (51) and is used for adjusting the extent of the varying angular velocity. The circumference of the wire wheel has the same diameter as the manual control, before mentioned, the two ends of the wire are fixed in the manual control, and by turning it, the pull of the wire (27) is transmitted to the shell mould (25), and by its simultaneous turning, the dome shell (10) with the additional 2nd ring (4) will be tilting a corresponding number of degrees compared to its angular position to the crank shaft (1) and thereby produce/fulfil the named purpose.

Explanation of what is shown in the plans.

Fig. 1: (cross-section A-A is to be seen in fig. 11)

Showing a cross-section through the mekanism mounted in the crank-housing of a bicycle. The rest of the figures conserning the same, have the purpose of reducing the widst of the crank.

The plan is aimed to be on a scale of 1:1. Placed diametrically and at right angles to the drive shaft, the crankaxle (1), there are pins (6) suspended in bearings in a ball-shaped ring (3) with a circumference bigger than the one of the crank. In the ring (3) 90° from the bearings there are placed two diametrically opposite pins (7) , also suspended in bearings in an outer ring here upon (4) called the 2. ring, being the part of variable adjustment. The 2. ring has also two diametrically opposite pins (8), placed in the ring 90° from the bearings, and again 5 they are suspended in bearings in an outer ring here upon (5) and have, staggered 90° to the bearings in the ring, two diametrically opposite pins placed, and suspended in an outer cylindrical ring (2), which is, in addition, the driven shaft, the sprocket wheel, through the centre of which the shaft (1) (the crank) is suspended in a bearing (62) and o on the outer circumference of the ring (2) by an outer bearing (63) placed in the inner wall of the crank-housing (23). The opposite end of the drive shaft (1) is suspended in a bearing (65) in the crankhouse (64). The mentioned 2. ring (4) has, along the edge of the circumference, an outer bearing (9) which, situated within a spherical domeshaped part 5 (lo), makes it possible for the ring to rotate in the domeshell, in which an open groove (14) allows it to turn/tilt around the axle (1) and thereby change its angular position compared to the axle and change its vertical position by turning (compared to the axle). The domeshell (lo) is able to turn/tilt by being fastened (15) to a control- o part (16). This consists of a component, protuding from the top of the dome-shell, and crossing the orbit of ring 3- (5) and the circumference of ring 4 (2), being situated , by means of bearings (17) in an adjustable outerring (18). The part (16) consisting of a semicirkular bifurcation, has, placed on top of the two arcs, two pins (11), that engage into a roller- 5 path (24) in an outer shellmould shaped as a segment of a sphere (25) which, along the edge of the whole circumference, is suspended in a thin- ring-bearing (26) which by a circular turning round its own axis, and

on a level with the direction of rotation of the shaft (1) pulled by wire (27) in a roller-path (66) makes the domeshell (10) suspended into it by pins (11) in a roller-path (24), tilt/change its angular position, and because of the connection, in the form of a bearing, between ring 2 (4) and the domeshell (10) a bend angle occurs between the rings (3), (4) and (5) and this produces the varying angular velocity.

The adjustable outerring (18), into which component (16) is diametri¬ cally suspended by pivots, meaning that a turning of ring (18) will alter component (16) and thereby the vertical position of its connected dome¬ shell, as well as its connected ring 2 (4) , brings about a change of positions of the location of the varying angular velocity compared to an outer part (23)-the crank-housing. Springrings (20) and (20.1) are to be seen in fig. 11. Fig. 2:

A detaildrawing of fig. 1 showing partly the roller-path (24) in the shell mould shaped as a segment of a sphere (25), and partly the direction of a cross-section A-A, which can be seen in fig. 4. Fig. 3: A detaildrawing of fig. 1 showing partly the roller-path (24) in the shell mould, shaped of a segment of a sphere (24) and partly the roller- path(66) mounted on it, pulled by wire (27) for the turning of the shell- mould (25). The same part can be seen in fig. 2. Fig. 4: Showing cross-section A-A of fig. 2, and it is a detail drawing of fig. 1. The groove-opening (14) for the passing shaft (1) can be seen. Fig.5 : Apart from the changes mentioned below, this figure shows the same as appears from fig.l. Wanting a smaller widst of the crank, the shell mould (25.1) shaped as a segtment of a sphere, has been given less height, than the one mentioned in fig. 1 (25). The pins (13) are shown by secret outline (is also seen in fig. 6, fig. 7, fig. 8) being placed on the side of the summit of the control part (16.1) consisting of a protuding part in a reduced and altered form compared to the one mentioned in fig.l (16) .The widst of the crankhousing (23.1) is made smaller than the one mentioned in fig.

1 (23), by moving the crank-bearing (as shown in fig. 1 (65)) out from the centre and placing it right inside the innerwall of the crankhousing (67).

Fig. 6:

A detail drawing of fig. 5 showing partly the development and position of the pins (13) in the shell mould (25.1), and the roller path (24.1) of the pins in the shell mould, partly the direction of a cross-section viewed A-A, shown in fig. 8. Moreover it shows the placement of a cross- section, as can be seen in fig. 9.

Fig. 7: Showing a detail drawing of fig. 5 and fig. 6, partly the roller path (66) mounted on it, pulled by wire, for the turning of the shell mould (25.1).

Fig.8: Showing cross-section A-A of fig.6, and it is also a detail drawing of fig.5. The opening of the groove (14) for the. passing shaft (1) can be seen. The control part (16.1) protuding from the top of the dome shell (10) is to be seen, and the attachment range of application (15) of the control part (16.1) onto the dome shell is shown by secret outline, can be seen in fig. 9 and fig. 16, 17, 18, 19. Fig. 9:

Showing cross-section B-B of fig. 6. The hatched area within the dome shell (10), which can be seen in fig. 5, is not market on the section, as the massive area is not strictly necessary, (14) is the groove opening through the dome shell (lo), for the passing shaft (1). Fig. lo:

Showing cross-section B-B of fig. 13. Showing the groove opening (14) through the dome shell(lo) and the attachment range of application (15) of the controllable steering part (16) protuding from it. Fig. 11: Showing the main-figure of fig. 1 seen from the end of the central parts and beside it an enlarged picture of a pawl (21), mechanism of engaging and disengaging the adjustable adjusting by a radial turning within

45° to each side from the top point of the outerring (18). Compared to fig. 1 the figure is not shown in the maximum adjustment, which adjusts ring 2 (4) to a 45° angle to the axle (1) but, instead it shows the inactive position where all rings, (3), (4), (5), are on a level with oneanother, and with the crankshaft (1) and the driven shaft /the sprocket wheel (2). As for (6), (7) and (8), they are the diametrically placed pins/axle pins between the shafts (1) and (2) and the rings (3), (4), (5). At ring 2 (4) shown by secret outline, the thinrings bearing (9), mounted along the edge of the circumference of ring 2, which is placed inside the dome shell (lo), can be seen in fig. 1. This part is fastened to the control part (16), consisting of a part protuding from the top of the dome shell, and the ends situated in bearings (17) in the adjustable outerring (18). The control part (16), by a turning round its own axis (17), brings about an angular displacement compared to the crank (1) and, connected to it by thinring bearing (9), ring 2 (4) brings about, caused by the cardanic suspension of this-and the other rings in axles, the arise of the desired varying angular velocity between them. This turning/changing of the angular positions of the control part (16) is is being done by the dome shell (10) and a radially turnable outer shell- mould shaped as a segment of a sphere (25) which can be seen, and is referred to in fig. 1. The adjustable outerring (18) into which the control part (16) pivoted (18.1) to bearings (17) is turned by the four pawls (21), which are staggered 9o° of one another on the ring (18) being released by the effect of their spring-ring (20.1) gearing into the notches/teeth in the crank housing (23), by the pull of wire (18), causing the spring- ring (20) ( which, when at rest, as it can be seen in the enlarged section B-B, does not change the position of the pawl gearing into the crank shaft (23)), to tighten and thereby pressing the pawl out of its engaging in the crank shaft (23) and down onto a level with the surface of the outerring (18) in which it is suspended, causing the outerring to turn freely by pull of wire. The special shape the milled groove in the pawl/ ratchet is shown in cross-section B-B (22), the milled groove, next to the just mentioned groove on the pawl/ratchet can be seen in cross-section A-A, and is of the well known type, likewise there is only one milled groove in the known pawl/ratches for semilar use. As one can see in cross- section C-C, there are two milled grooves in the pawl/ratchet of varying debth, and the similar debth are milled in the similar directions into

the outerring (18) all the way around. Again, the smallest debth of the milled groove, as can be seen in section C-C, is the one generally used, and the one, through which the spring-ring (20.1) goes. The pawls/ratchets are further changed compared to the usually known and used freewheling ratchets for a bicycle. By using two pawls/ratchets pointing and gearing into notches/teeth in one direction of rotation, and two pawls/ratchets also gearing in, only in the opposite direction, it gives a fixed position of the outerring (18) , both by forward pedalling in the direction of rotation as well as by braking- the opposite direction of rotation. The turning of outerring (18), by pull of wire (19) so gives a change in position of the earlier mentioned varying angular velocity, compared to an outer part (23), into which the mechanism is suspen- ded, as for instance at a bicycle (the crank housing). Fig. 12: Apart from changed mentioned below,the figure shows the same as fig. 3L. Wanting a smaller widst of the crank, the shell mould (25.2) shaped as a segment of a sphere, has been given less height than the one mentioned in fig. 1 (25), though not so much less height of the sphere segment, as the one mentioned in fig. 5. The pins (12) are placed, one at each end of the groove-opening (14),they have a telescope function when the dome shell (10) on which the pins are placed, is brought to tilting/changing its angle (compared to the shaft (1) ) by a turning of the shell mould (25.2) and the pins gearing into a roller path in it, causing the pins to follow the angular displacement towards the centre of the shell mould (25.2), where the distance between the dome shell (10) and the shell mould (25.2) is shorter, which is why the telescope function is used. The part (16.2), protuding from the top of the dome shell (10), is reduced compared to fig. 1, the endpiece (64) which the shaft (1) goes through, is alternatively placed (67). Fig. 13. A detail drawing of fig. 12, showing partly the position of the pins (12) in the roller path (24.2) of the shell mould (25.2) and the direction of a cross-section viewed A-A, which can be

seen in fig. 15. Furthermore it shows the placement of a cross- section B-B, which can be seen in fig. 10. Fig. 14: Showing a detail drawing of fig. 12, and fig. 13 viewed from the end. Partly the roller path of the pins (12) in the shell mould (24.2), partly the roller path (66) mounted on it, for the pull of wire (27), for the turning of the shell mould (24.2). Fig. 15: Showing a cross-section, viewed A-A of fig 13. the groove-opening

(14) for the passing shaft (1) can be seen. The component (16.2) protuding from the top of the dome shell (10) can be seen, and the attachment range of application (15) of the protuding component (16.2.), see fig. 10 and fig. 16, 17, 18, 19. 5 Fig. 16:

Showing the location positions of ring 3 (5) at 1/8 and 3/8 of one rotary motion of ring 3, compared to the orbit, which one rotary motion of ring 3 (5) along the dome shell (10), can describe, as the illustrated dotted intersection line (15), being at the 0 same time the intersection line bf the free area of the dome shell (10), which ring 3 (5) does not pass during rotation, in the meka- nism, the area is named: The attachment range (15) of application. The dome shell (10) is connected to ring 2 (4) by a thinrings bearing (9), adjustably steering the positions of ring 2, vertivally 5 and horizontally during the rotation by the protuding component (16), (16.1) or (16.2), see also the description in fig. 1.

Fig. 17: Showing the attachment range of application (15) of the protuding component (16), as well as the dome shell (10) both mentioned ^< -> in fig. 16. The groove-opening (14), which makes possible the angle displacement of the dome shell compared to, or tilding round the crank (1), viewed from the side. Cross-section A-A can be seen in fig. (18), same page, and section B-B is shown in fig. 19, same page. 5 Fig. 18:

Showing the cross-section viewed B-B of fig. 17. The groove opening for the passing shaft (1), the attachment range of application

(15) on the dome shell (10), see ^' also fig. 16 and fig. 17.

Fig. 19:

Showing the sectional view A-A of fig. (17). the groove opening

(14) for the passing shaft (1), the attachment range of application (15) on the dome shell (10) see also fig. 16, and fig. 17.

Fig. 20: Showing the drive shaft/crank (1). The pins (6) fitted on the shaft (1) in bearings shown by secret outline, suspended in ring

1 (3) of the special spherical development for maximum strength, by removed of all, which is necessary for the function of the mekanism, from the spherical ring; that is: the material, which must be removed from the centre line of the ball ( ring 1 (3)) to make possible a 45° angular displacement of the ball from a position at right angles to the crankshaft (1) to each side. The two pins (7) of the ring can be seen. Fig. 21: Showing fig. 20 viewed from the end. The pins of ring 1 (3) can be seen. See also fig. 20. Fig. 22: Showing fig. 20 seen from above.- The way that the angle displacement of ring 1 is made possible, as mentioned in fig. 20, can be seen, as well as the pins (6) of the crank shaft (1).

Fig. 23: Showing the figures 20, 21,22, viewed three-dimensionally. Fig. 24:

Showing a special development, where the shaft (30), which is a crankshaft, onto which the force, by a piston-like power effekt, is transmitted in the one end of a crank (1) and through the meka¬ nism, where ring 4 (2) is extended in its longitudinal direction (28) reaching beyond the shorted (29) drive crank (1), and the force is given off on a level with and in the longitudinal direction of the drive crank (1) at the other end of a shaft (28)- the driven shaft.

Fig. 25: Showing a crank (30), which is the drive shaft, connected by a universal joint to a shaft (32), around which a bevel wheel (34) is mounted, which by gearing into a similar bevel wheel (35) at

right angles to it, is mounted on the . outside of a shaft (36),- the driven shaft. The drive shaft (30) is suspended in its lon¬ gitudinal direction, and by the shaft (32), connected with the universal joint changing its longitudinal direction along a roller path in the housing (33.1), or by the housing , in which the bevel wheels, are situated at righ,t angles to one another, being turned

45° to each side around a bearing (33). The varying angular velocity between these shafts is produced, at the bend angle of the cardan joint. In that way, the drive shaft and the driven shaft are sus¬ pended at right angles to each others longitudinal direction.

Fig. 26: The main picture is seen from above, showing ^' the same as fig. 25, expect for the fact that the crank (3o) has been altered to an intermediate sliding splined axle, and with the following addi¬ tions. Cf. claim 9.

The drive shaft (37) and the driven shaft (38) are suspended in the same direction, level (they lay parallel) with another. The one end of the spline axle (43), onto which a cardan joint is mounted, is situated 90° displaced (on the same level) compared to the universal joint mounted on the opposite end of the spline axle (39). The universal joint on the spline axle (43) is fixed in a bevel wheel (40), which is gearing into a bevel wheel (41) at right angles to it, through the centre of which the drive shaft/crank (37) passes being fixed in it (42). The housing (45) in which both bevel wheels are suspended at right angles just as in the opposite end of the telescopic splined shaft, at the driven shaft; can be turned vertically a number of degrees around the bearing (45.1) and because of bevel wheels gearing in, there is a displacement of phase between the ^' drive shaft (37) and the intermediate telescopic splined shaft. Provided that the bearing housing (44), (for the suspension of the first mentioned bevel wheels) is turned, having thereby adjusted a bend angle in the interconnecting cardan joint, varying angular velocity arises between the drive shaft (38) and the intermediate shaft (43)(39). Simultaneos adjustments of the bend angle between the two universal joints and their shafts give an increase of the varying angular

velocity between the drive shaft (37) and the driven shaft (38).

Moreover, there has been a displacement of phase, as mentioned, between the drive shaft (37) and the intermediate shaft (43), (39), which means a displacement of the position of the varying angular velocity compared to the drive crank/shaft. So the same is achieved as is mentioned in fig. 1 of the invention. The two bevel wheels in front and the bearing housing (45) are shown,

Fig. 27: Shawing an embodiment ( cf. claim lo) using balls (55) (instead of.the pins used in the invention), and their bearings concerning their ajoining connection between: the shaft (57) and the 1. ring (56) (ball shaped) and between the 1. ring and the 2. ring in the same way. The balls (55) are moved in roller paths across the peripheral directions plane of the rings and 90° staggered on the ring compared to the fixed position of the pins, before mentioned. As seen on the figure, the special shape of the roller path of the ball (55), is known from universal ball joints, where a drive shaft through the ball joint changes the longitudinal direction at the shaft connected to it. In the invention, the drive shaft (57) is a passing shaft in the joint/ring (56). On the shaft (57) the two diametrically βlaced balls (55) are moveable in the longitudinal direction of the shaft by simultaneos angular displacement (45° sidewards) compared to it. Fig. 28:

Fig. 28 shows a more simple embodiment than the similar ones. Here, one pin (12.1) is used, which, by a telescopic function, can follow the turning of the outer shell mould (25.1) by the adjusting bend angle (the varying angular velocity). A good stability is obtained, as the dome shell (10) is solid (10.1); one wire is sufficient for controlling/adjusting,by, at the same time, using a reserve spring load onto the shell mould.

Fig. 29: A special development of the manual control of the position of outerring (18), when it, by turning, adjusts the position of the varying angular velocity compared to the outer part of the crank housing. The manual control is shaped in a special way, by having

two functions, first: by a turning round its own axis (around which a wire wheel, on its circumference is fixed), the wire (19) is being pulled, so that the outerring (18) turns either to one side or to the other, according to the turning of the manual control, and in that way, changes the positions of the angular velocity compared to the crank box,if first, there has been a disengagement of the position of the pawls ((21) fig.11), engaging the outerring. This. ^, takes place by the second function of the manual control: When ^* the manual control (50), (which is kept its initial position by a compression spring (49)) is pressed down, a rod connection is pressed down at the same time, and hereby , a specially shaped elliptic spring (46), which is suspended in the manual control housing, is pressed, causing the ends of the elliptic spring to move away from one another. In the ends of the elliptic spring the endstop (48) of the wire is fixed in a groove, and as the two ends of the wire (19) are crossing at the suspension in the manual control, the moving of the ends from another in opposite direction, makes the wire shorten, and by this, the four pawls are pressed out of their engaging in the notches in the outerring (18) , which is now manually turnable.

Fig. 30: The manual control has ordinary friction (51) and is used for adjusting the extent of the varying angular velocity. The circum¬ ference of the wire wheel has the same diameter as the manual control, before mentioned, the two ends of the wire are fixed in the manual control, and by turning it, the pull of the wire (27) is transmitted to the shell mould (25), and by its simultaneous turning, the dome shell (10) with the additional ring 2 (4) will be tilting a corresponding number of degrees compared to its angular position to the crankshaft (1) and thereby produce/fulfil the named purpose. Fig. 31: The fig. shows a different version of a pin (12.2) which can follow the turning of the outer shell mould (25.1). Four links around five pivotpoints, of which the ends of two links are monted in

the solid part (58) of the dome shell (10), turnable and engaging into one another (59) by means of a toothed rim, which brings about that the movement of the parts can only be in one plane, inwards/outwards. (24.4.) Shows the roller path. Fig. 32: Showing a more simple version of the control of the location of positions of the varying angular velocity during rotation, compared to the outer part, into which the mekanism is suspended as at the crank housing of a bicycele. Through the crank housing, a spring loaded pin is engaged in a corresponding dent (61) whereby the outerring is fixed. By pull of the wire (60) the engagement is released, and the outerring (18) is turnable. This outerring, that by its turning displaces the above mentioned location of positions, can now be turned to a desired position to the crank position, as the mentioned ring follows, when the crankarm is moved from a horizontal position, when, at the same time, there is a very fairt load/resistance between the chain wheel and the crank arm. When the position of the crank arm indicates a desired position, the pull of wire (60) on the pin is merely released, and the pin is lowered into a dent in the outerring (18) again, a new location of positions of the varying angular velocity is obtained. So, the outerring has dents, at for instance 90 degrees of the circumference. Fig. 33:

The figure shows friction on the shell mould (25.2). As it may be an advantage that a stable hold of the part is on the part itself (25.2), instead of through the wire to the friction of the manual control (fig. 3o (51)) _t . A spring loading (53), fixed in a crank housing (23), and a ball shaped pin (54) which by a pressure spring presses the pin into the corresponding dents in the shell mould (25.2) likewise fixed in the crank housing.

Fig. 34: Showing the carrying out of the fundamental idea, descriped in the summary.

Register of figures:

Fig. 1: Showing the main figure, being a cross-section of the mekanism, here used in a bicycle crank.

Fig. 2: Showing a detail drawing of fig.l. Fig. 3: Showing fig. 2 viewed from the end. The shape of the roller path is seen, only, it is turned 180° compared to fig. 2.

Fig. 4: Showing a cross-section of A-A of fig.2. Fig. 5: Showing fig. 1 with the changes comming from the widst of the crank in fig.l being smaller.

Fig. 6: A detail sectional drawing of fig. 5. Fig. 7: Showing fig. 6 seen from ending. The shape of the roller path is seen.

Fig. 8: Showing cross-section A-A of fig. 6. Fig. 9: Showing the sectional view B-B of fig. 6, expect for the hatchet area which is seen in fig. 5 within the dome shell (lo), and like¬ wise by secret outline in fig. 6.

Fig. 10: Showing the sectional view B-B of fig. 13. Fig. 11:

Showing the main figure of fig. 1, seen from the end.

Fig. 12: Showing fig. 1, changed as a result of the widst of the crank in fig. 1 is being reduced. Fig. 13:

Showing part of detail drawing of fig. 5.

Fig. 14: Showing fig. 13 seen from the, end. The shape of the roller path is seen turned 180° compared to fig. 13.

Fig. 15:

Showing cross-section A-A of fig. 13.

Fig. 16: Showing the intersection line of ring 3 (5) passing over the dome shell (10) within the protuding component (16),(16.1) or (16.2).

The area, which is outside the section line, can be used for outer fastening on this, - it is named the attachment range of application

(15) Fig. 17:

Showing the attachment range of application (15), in a section of fig. 16, and seen from the front.

Fig. 18:

Showing the cross-section B-B of fig. 17. Fig. 19:

Showing cross-section A-A of fig. 17.

Fig. 20:

Showing the inmost of the mechanism. The drive shaft (1) and the

1. ring (3). Fig. 21: showing fig. 20 seen from the end.

Fig. 22:

Showing fig. 20, seen from above.

Fig. 23: Showing fig. 20, seen three-dimensionally.

Fig. 24:

Showing a special development, where the drive shaft (30) and the driven shaft (28) are in extension of another.

Fig. 25: Showing a crank (30) which, through cardan joint and bevel wheels produce the varying angular velocity by variable adjustment between the crank (30) and its driven shaft (36), being suspended at right angles to each others longitudinal direction.

Fig. 26: Showing the main picture seen from above, and a smaller picture seen from the front, showing the same as appears in fig. 25, only with changes and additions: The drive shaft (37) and the driven shaft (38) are suspended parallel to one another and on a level.

The varying angullar velocity in fig. 25 is increased in fig. 26, and may at the same time variably change the phase displacement angle (37). Fig. 27:

Showing a development, in which is used balls (55) in two diametri¬ cally placed roller paths between the drive shaft (57) and the 1. ring (56) and the 2. ring, instead of the pins used in between, in the invention, Fig. 28:

Showing fig. 5 (see also fig.l) Changed/simplified, as only one telescopic pin (12.1) is used.

Fig. 29: Showing the development of the mechanism of the manual control (50) for controlling the location of positions of the varying angular velocity compared to the outer part (the crank housing) (see also fig.11 (23))

Fig. 30: Shows the manual control for controlling the varying angular velocity between the shafts by pull of wire (27) (see also fig. 1) the manual control has generally known internal friction (51).

Fig. 31: Showing fig. 28, only the pin (12.2) being altered: without telesco¬ pic function, but by linkage. Fig. 32:

Showing a section of fig. 28 (and other figures as well), with the simplification that the adjustment of location of positions of the varying angular velocity compared to the outer part of the crank housing-does not take place by pawls and two wires, but by one pin. ₍ 5 ^. The pim releases the mekanism of adjustment, which takes place by the turning of the crank arm to a desired position, followed by the pin, again engaging/fastening the ad¬ justed.

Fig. 33: Shows two possible frictions, e.g. for the figures 2,6,13,28,31,32. Fig. 34: For the description of this figure is referred to what is mentioned in the summary.