Improvements in and relating to the Driving Mechanism of Velocipedes.
Year: 1898

page_text: Date of Application, 10th Aug., 1898-Accepted, 14th Jan., 1899
COMPLETE SPECIFICATION.
Improvements in and relating to the Driving Mechanism of
Velocipedes.
We, CECIL MAYNARD, Jeweller, and ERNEST FREDERICK, Student, both of
Campbellford, County of Northumberland, Province of Ontario, Canada, do hereby
declare the nature of this invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following state-
ment:
Our invention relates to improvements in cycle propelling mechanism, and has
particular relation to the construction and arrangement of the crank hanger, crank
shaft and its bearings, together with the drive sprocket and cranks.
The object of our invention is to provide a propelling mechanism, in which the
drive sprocket is mounted directly over its bearing. A further object is to provide
a crank shaft and bearing which is removably mounted in the crank hanger. A
further object is to provide a crank which is removably secured to the drive sprocket
and to the crank shaft. A further object is to provide a drive sprocket formed in
sections, one of which sections is removably secured to the crank hanger, the other
having a movement about the inner section. A further object is to provide a five-
point race-way for the balls located in the bearings. A further object is to provide
a propelling mechanism in which all torsional strain is prevented. A further
object is to provide means for the easy change of sprocket wheels of varying size.
A further object is to provide mechanism for holding the bearings in position on
the outer periphery of the crank hanger. A further object is to provide a pro-
pelling mechanism in which each crank arm is removably connected to the crank
shaft and to its bearing. A further object is to provide a ball-bearing propelling
mechanism in which the crank, shaft is independent of the bearings, serving only
to connect the crank arms. A further object is to provide a propelling mechanism
of narrow tread, neat and attractive in appearance, durable in construction, simple
in operation and which can be made at a moderate cost.
To these ends our invention consists in the improved construction and combina-
tion of parts, hereinafter fully described and particularly pointed out in the
appended claims.
In the drawings, in which similar numerals of reference indicate similar parts
in all of the figures.
Figure 1 is a horizontal cross sectional view of a portion of a cycle frame, show-
ing the crank hanger, the crank shaft and bearing, the sprocket and the cranks.
Figure 2 is an elevation showing the sprocket and crank.
Figure 3 is an enlarged sectional view showing the arrangement of the divided
sprocket.
Figure 4 is a similar view showing the removable crank shaft, crank and
bearing.
Figure 5 is a sectional view showing a different manner of mounting the bearing.
Figure 6 is a side elevation showing the manner of attaching the crank arm to
the device shown in Figure 5.
i
Bicycle propelling mechanism, as produced at the present time, has several
disadvantages among which is to be found the tendency of a side pull on the crank
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page_text: shaft and bearings, caused by the placing of the sprocket outside of the bearing
on which the crank shaft revolves and necessitating the placing of the sprocket
directly on to the crank shaft. When the pedals are being operated and the drive
wheel placed in motion, the pull exerted by the chain has a tendency to pull the
crank shaft toward the wheel being driven, and causes the crank shaft to pass out
of true alignment, bind, and cause an unequal wear on the balls and bearings.
Another disadvantage is found in the inability to make a true narrow-tread wheel,
by reason of the sprocket being connected directly to the crank shaft, thus throw-
ing the sprocket a greater distance from the center of the crank hanger.
In our construction, the width of the tread is limited only by the size of the
parts of the frame work, the sprocket being connected to the crank hanger, and
the rotatable portion of the sprocket mounted directly over the fixed portion, the
race-way for the balls being formed between the two portions of the sprocket.
With this construction all pull or leverage of the chain, etc., will be placed directly
on the ball bearing, while the fact that this bearing lies directly in alignment
with the moving chain prevents any side pull or leverage, the results obtained
proving that the chain operates in a similar manner to its operation if placed on
the ball bearing direct.
In the description following, we have set forth an operative mechanism, but we
do not limit ourselves to such precise construction, as we claim broadly the
principle of mounting the drive sprocket directly over the bearings, and also other
principles which will be hereinafter described, and we therefore claim the right
to use any and all modifications that may be found necessary and which will fall
within the scope of the appended claims.
1 designates a crank hanger, secured in the frame work in a suitable manner,
as by brazing, etc., and is provided near its one end, with suitable dust plates 2,
through which the crank shaft 3 is adapted to pass. The crank shaft is screw-
threaded, as at 4, for a portion of its length, said portion 4 being adapted to receive
the inner section 5, of the cone 6, which forms one of the bearings for the crank
shaft. The outer section 7 of the cone is formed in two parts the portion 8 being
adapted to be screwed into the portion 7 until its face, which is preferably formed
with two contact points, contacts against the series of balls 9, which are adapted
to have movement in the race-way 10 formed betweeen the sections of the cone.
Suitable washers 11, preferably formed of felt or similar material, are secured
between the sections, in order to prevent the entrance of dust, to the race-way.
The inner section 5 of the cone, is held in position by the nut 12, which is placed
on the crank shaft on the inner side of said section 5. The left hand crank arm 13
is secured to or formed integral with the crank.shaft, which forms an advantageous
construction. The outer section 7 of the cone 6 is provided with an inwardly
extending flange 14 in order that a greater surface may be formed to hold the cone
from any tendency to have a side pull. The opposite end of the crank shaft is
formed square as at 15, the squared portion being greatly reduced toward the end,
said squared portion being adapted to receive the right hand crank arm 16, which
is provided with an opening for the reception of the said squared portion, the
connection being by means of a suitable screw 17 which is screwed into the end
of the crank shaft, as best shown in Figure 1.
.
It will be obvious that with this construction, by removing the screw 17 and
the dust cap 18, which is located at the left hand side of the crank hanger, the
entire crank shaft, left hand crank, together with the bearings, can be readily
removed, thus allowing the crank hanger to be cleaned, and enabling the bearing
to be easily taken apart, by simply removing the portion 8 from the portion 7,
when the balls can be taken out and the portion 7 removed, thus providing a simple
construction which can be readily cleansed.
The right hand side of the crank hanger is provided with peripheral screw-
threads, on which is adapted to be removably secured the inner portion 19 of the.
sprocket wheel, said inner portion forming practically the inner sections of the
come 20, as best shown in Figure 3. The inward movement of the portion 19 is

page_text: prevented by a stop 21, secured in the crank hanger, this position being maintained
during the movement of the sprocket wheel, by reason of the fact that the por-
tion 19 is not moved during the sprocket wheel rotation. The cone 20 is formed
preferably as shown in Figure 3, comprising three members 19, 22 and 23, the
latter being the tightening member and preferably formed with two contacting
points. The member 22 has its outer face extending inwardly, to form a face
plate 24 which, in connection with a suitable washer 25, serves to prevent the
entrance of dust to the race-way 26, the opposite side of the cone being provided
with a similar washer. The sprocket wheel 27 is secured to the member 22 of
the cone, by suitable screw-threads, and is adapted to be rotated by means of the
crank arm 16 which is preferably secured to the sprocket wheel 27 at three points,
as best shown in Figure 2, said construction presenting a greater amount of
stability, the connection being by suitable means, such as a nut 29 mounted on the
screwthreaded end of the crank arm 16. A suitable oil channel 30 is provided
in the sprocket, said channel having connection with the race-way 26, within which
the balls 31 have their movement. A suitable plate 32 may be placed in the
section 19, if desired, said plate serving to form a support for the washer 25.
The
In assembling the sprocket wheel, the section 22 is first screwed into the sprocket,
until it contacts with an annular stop 33 formed on said sprocket, after which
the portion 19 is placed in its proper position relative to the section 22.
balls are then inserted in the race-way and the tightening section 23 is screwed
into position and thereby complete the ball bearing for the sprocket. The por-
tion 19 is then screwed on to the crank hanger, until it contacts with the stop 21,
after which the crank shaft is inserted, as hereinbefore described, and the screw 17
placed in position when the parts will be ready for operation.
It will be readily seen that the size of the sprocket can be varied as desired by
replacing the portion 27 with a similar portion of larger or smaller diameter, this
change being readily made in an obvious manner.
As hereinbefore mentioned, the chain pull on the sprocket is placed entirely on
the ball bearing located in the sprocket wheel itself, and in addition to this, the
tendency of the downward pull caused by the pressure placed on the crank 16
when it is passed downward, is also borne by this bearing, the bearing itself pre-
venting any liability of strain being placed on the crank shaft which must
necessarily retain its aligned position regardless of the strain or the movement
of the crank 16. The chain pull being directly on the bearing, and the inner
movement of this bearing being connected to the crank hanger, causes whatever
liability of springing action there might possibly result to be placed on the crank
hanger instead of on the crank shaft as is now the case in the general construction
of propelling mechanisms. As the crank hanger, in addition to its normal
resisting power, is braced by the dust cap or plate 2, it will be seen that this
tendency would be entirely eliminated, even if it were not eliminated by the fact
that the sprocket wheel itself lies directly on the balls. All danger of the crank
shaft and cranks moving laterally, by reason of the fact that the bearing itself
is not fixedly secured within the crank hanger, is eliminated by the fixed position
of the inner member 19. The only liability of such lateral movement would be.
caused by the forcing outward of the pedals which are connected to the crank
arms when in use, but such movement would be prevented by reason of the
triangular fastening of the crank arm 16, which would cause any attempt to force
a side movement to be frustrated by reason of the section 22 being forced against
the balls 31, and as this contact is as close as it can possibly be made, such lateral
movement would be absolutely prevented.
Another advantage is the fact that all bearings are easily removed from their
positions, thus making the device one which is capable of cleansing with a
minimum amount of work and which will allow of a ready assemblage of the
parts, while the parts when in their operative position, will be absolutely fixed
and prevented from moving.

page_text: The mechanism herein before described for use in connection with the left hand
side of the crank hanger and propelling mechanism, as shown in Figures 1'to 4,
will be found to be perfectly satisfactory and suitable for use with crank hangers
as formed at the present time, but our preferred form of construction for mounting
this side of the device is best shown in Figures 5 and 6.
As shown, the crank hanger 1, has its end arranged in a different manner, it
being reduced in size, as shown at 34, having its interior provided with a bevelled
portion 35 and screw-threaded portion 36. In addition, the reduced end is pro-
vided with kerfs 37, which extend inwardly a suitable distance.
"In this construction, the cones 6 are placed on the outer periphery of the
reduced end of the crank hanger, and are held in fixed position by means of a
suitable bevel ring 38 which contacts with the face 35, said ring being forced
inwardly by a suitable screw-threaded ring 39. It will be readily seen that as
the ring 38 is forced inwardly, the reduced end of the crank hanger, having the
kerfs 37, which divides the end into sections, will be forced outward into a fixed
contact with the inner member 5 of the cones G. While we have shown a slightly
different construction of race-way, yet it is to be understood that we do not limit
ourselves to its use but may use other forms, which will accomplish the ends
desired.
The left hand crank arm 13, in this form of mounting, is preferably formed as
shown in Figure 6, having a triangular connection with the member 7 of the cones,
said member being preferably constructed with the configuration shown in
Figure 6. The crank arm 13 is secured to the crank shaft in a manner similar
to the connection of the crank arm 16.
With the mechanism constructed in accordance with what is shown in Figures 5
and 6, taken in connection with the mechanism of the right hand crank arm, as
herein before described, it will be readily seen that we have provided a construc-
tion in which all bearings are located on the outer periphery of the crank hanger;
that the crank shaft does not perform any function except as the connection
between the crank arms, and that the crank arms are connected directly to the
cones of the bearings. The advantages resulting from such a construction are
readily seen, including among them the fullest effect of the use of the anti-
frictional devices by reason of the direct attachment of the crank arms; also the
absolute prevention of torsional strain; also the ease with which all parts can be
removed; also the non usage of dust caps within the crank hanger, such dust caps
being practically useless as there is no mechanism inside the crank hanger which
would be affected by the action of the dust, etc., and also the ability to use larger
race-ways.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is:-
1. The combination with a crank hanger; of a sprocket wheel; and a support
interposed between said crank hanger and said sprocket wheel.
2. The combination with a crank hanger; of a sprocket wheel; and a support
interposed between said crank hanger and said sprocket wheel, said support being
in direct alignment with said sprocket wheel.
3. The combination with a crank hanger; of a sprocket wheel rotatively
mounted thereon.
4. The combination with a crank hanger; of a sprocket wheel rotatively
mounted thereon, said mounting being in direct alignment with the chain pull on
said sprocket.
5. The combination with a fixed support; of a drive mechanism rotatively
mounted thereon.
6. The combination with a fixed support; of a drive mechanism rotatively
mounted thereon, the mounting for said mechanism being in direct alignment
with the path of movement of said mechanism.

page_text: 7. A drive wheel comprising an inner fixed section; and an outer section rota-
tively mounted thereon.
8. A drive wheel comprising an inner fixed section; an outer section rotatively
mounted thereon; and an anti-frictional device located between said sections.
9. A drive wheel comprising an inner fixed section; an outer section rotatively
mounted thereon, said mounting being in direct alignment with said inner section;
and an anti-frictional device located between said sections.
10. A drive wheel comprising an inner fixed section; an outer section rotatively
mounted thereon; and an anti-frictional device located between said sections, said
inner member farming a portion of said device.
11. A drive wheel comprising an inner fixed section; an outer section rotatively
mounted thereon; and a ball-bearing formed between said sections.
12. A drive wheel comprising an inner fixed section; an outer section rotatively
mounted thereon; and a ball-bearing formed between said sections, said inner
member forming a portion of said bearing.
13. A drive wheel comprising an inner fixed section; and an outer section
rotatively mounted thereon, the path of movement of said outer section being in
alignment with said inner section.
14. The combination with a crank hanger of a crank shaft mounted therein;
and an anti-frictional device having removable connection with said shaft, located
in said crank hanger, said shaft and said device being removable from said hanger
concurrently.
15. In a ball-bearing, the combination with inner and outer sections forming
three contact points for the balls; of an annular ring adapted to be inserted
between said sections, and complete the race-way for said balls.
16. A ball-bearing comprising a race-way, said race-way being provided with
five contact points; and a series of balls mounted in said race-way and adapted
to contact with each of said points.
17. A ball-bearing, comprising two sections having three contact points and
adapted to enclose three sides of a race-way; and a removable ring section secured
between said sections, said ring section having two contact points for the balls in
said race-way, said section also completing said race-way.
18. The combination with a sprocket wheel of a crank having a positive
connection therewith at a plurality of points near its circumference.
19. A propelling mechanism, comprising a crank hanger; bearings formed
without the periphery of said crank hanger; and a plurality of crank arms having
a positive connection with said bearings and with each other.
20. The combination with a crank hanger; of a bearing removably secured to
the outer periphery thereof; and a crank arm adapted to have a rotary movement
about said crank hanger.
21. A propelling mechanism comprising a fixed support; a drive wheel rota-
tively mounted thereon; a bearing mounted on said support; and independent
crank arms having a positive connection with said drive wheel and said bearing
and with each other.
22. The combination with a crank hanger; of a plurality of bearings secured to
the outer periphery thereof.
23. The combination with a crank hanger; of a plurality of bearings secured
to the outer periphery thereof, each of said bearings having a rotatable section.
1A
1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicants.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicants.