Improvements in Velocipedes.
Year: 1893

page_text: Date of Application, 24th Oct., 1893-Accepted, 25th Nov., 1893
Improvements in Velocipedes.
I, CHARLES F. LAVENDER, residing at 54 Murray Street, in the City of
Toronto, in the County of York, in the Province of Ontario, Canada, Manu-
facturer, do hereby declare the nature of my invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
Heretofore in those velocipedes provided with ball bearings the parts constituting
what is familiarly known as the crank axle and crank axle bracket consisted
respectively of a circular piece of metal serving as a crank axle, on which two
cones were screwed, and a bearing box having a passage way formed therethrough
to receive the crank axle. The cones were so constructed as to serve not only as a
surface upon which the balls ran but also as caps to close either end of the crank
axle bracket. Owing to the necessity of frequently adjusting these cones it was
never possible to make a perfectly tight joint between the flange of the cone (which
serves as an end cap) and the adjacent end of the crank axle bracket. During the
transit of the machine dust accumulated in the space intervening between the said
end cap and the end of the crank axle bracket and this dust in time became worked
into the bearing box with the result that the bearings were destroyed through the
cutting action of the dust upon the several parts and the power necessary for
driving the machine was required to be greatly increased. The principal object
which I have in view is the reduction of the weight of the machine and the
necessary power required to drive the same, combining at the same time with this
reduction of weight an increase in the strength and life of the several parts, and
also to so construct the parts constituting the crank and crank axle bracket that no
resting surface will be presented for the dust to accumulate upon and work into the
bearings of the machine; and the invention consists essentially of a crank axle
bracket having a passage way therethrough to receive the crank axle; and an end
cap fitting over and tightly closing either end of the crank axle bracket; a circular
opening formed in each of these end caps the centre of which is diametrically
opposite the centre of the circular passage way through the crank axle bracket to
allow the crank axle to pass therethrough, the circular opening in the end caps
being sufficiently larger in diameter than that part of the crank axle which it
encircles to permit the crank axle to freely revolve, two cones formed on the crank
axle one at either end of the crank axle bracket and within the said end caps; the
crank axle and one of the cranks being formed of one continuous piece of metal;
the said crank at the outer side of the adjacent end cap being bent at right angles
to the crank axle whilst on the end of the crank axle is cut a left screw thread;
screwed upon this end of the crank axle is the chain wheel one portion of the inner
face of the hub of which has a right screw thread cut upon it and the remaining
portion of the inner face of the said hub has a left screw thread cut upon it; the
second crank has a right screw thread cut upon it and is screwed into the right
threaded portion of the hub of the chain wheel; a counter pin passes through the
hub of the chain wheel, the end of the crank axle and the said second crank; the
whole device being constructed and arranged as hereinafter more fully set forth in
the Specification and more particularly pointed out in the claims.
In the drawings:-
:-
Figure 1 is a side elevation of a portion of a bicycle frame showing the location

page_text: Fignre 2 is a full sized view of the under side of the crank axle bracket, the end
caps, the crank axle and the chain wheel.
Figure 3 is a cross sectional view of the crank axle bracket, the end caps and the
chain wheel showing the chain wheel, the crank axle, the cranks, the bearings the
end caps, and the crank axle bracket.
Figure 4 is a view of the cranks, crank axle and chain wheel.
Figure 5 is an end view of one of the end caps.
Figure 6 is a view of the crank and crank axle.
Figure 7 is a sectional view of an alternative form of end for the crank axle and
crank.
Like numerals of reference refer to like parts throughout the Specification and
drawings.
The crank axle bracket consists of a body 1 having a circular passage way 2
formed therethrough. The outer surface of each end of the crank axle bracket 1
has formed upon it a screw thread 3. Screwed upon each end of the crank axle
bracket is a cap 4 having a circular opening 5. The centres of the circular
openings 5 are diametrically opposite each other and opposite the centre of the
circular passage 2.
Passing through the openings 5 and the passage 2 is a crank axle 6 having
formed upon it two enlargements 7 located one at either end of the crank axle
bracket 1. Each of these enlargements 7 is preferably formed integral with the
crank axle 6. Formed in each of the said enlargements is a groove or channel 8 in
which run the ball bearings 9.
By reference to the various figures of the drawings it will be noticed that the
circular opening 5 in each of the end caps 4 is but slightly larger in diameter than
that portion of the crank axle 6 which it encircles, to permit of the free revolution
of the crank axle.
On the inner face of the cap 4 is a hardened concaved surface 10 upon which run
the ball bearings 9 whilst travelling in the groove 8 of the bearings 7. It might
here be stated that the groove 8 in the enlargements 7 and the concaved surface 10
on the inner face of the cap 8 are both sufficiently hardened to prevent wear and
friction. The crank 11 and crank axle 6 are made of one continuous piece of metal
and are preferably constructed as follows:-
A piece of suitable metal of the requisite length and thickness is procured and
upon this metal is formed two enlargements 7. Formed in each of these enlargements 7
is a groove or channel 8 in which work the ball bearings 9. One of the enlarge-
ments 7 on the crank axle 6 is preferably formed at or near one end of that portion
of the bar that is to be the crank axle, whilst the second enlargement 7 is formed on
the crank axle 6 at a suitable distance from the first enlargement 7. Upon the
surface of the bar at that end adjacent to the enlargements 7 is a cut left screw
thread 12 to engage with a corresponding screw thread cut in the inner face of the
hub 13 of the chain wheel 14. The metallic bar is then bent to form the crank 11
which crank will be located on the outer side of the end cap 4 when the end cap is
screwed on the crank axle bracket 1.
Again by reference to Figure 3 of the drawings it will be noticed that each of
the enlargements 7 and the grooves 8 are within the cap 4 and crank axle bracket 1,
and that the cap 4 encircles the crank axle 6 so snugly that there is only sufficient
clearance between the two to permit of the free revolution of the crank axle. The
dust falling upon the crank axle will be shaken off during the rotation of the wheel
and consequently cannot be worked into the bearings. It will also be noticed by
reference to Figure 3 of the drawings that the screw threaded end 12 of the crank
axle 6 projects beyond its adjacent end cap 4 a sufficient distance to receive the
hub 13 of the chain wheel 14 and allows sufficient clearance between the hub 13
and end cap 4 to prevent the chain wheel 14 striking against or interfering with
the said end cap 4.
It might here be stated that the end caps 4 are stationary upon the ends of the

page_text: crank axle bracket 1 and are locked in position by the spreading asunder of the
ends of the crank axle bracket 1 so that under no circumstances can the said end
caps rotate with the axle 6 or otherwise alter their position until the ends of the
crank axle bracket have been contracted again.
By constructing the crank and crank axle of one continuous piece of metal and
forming the bearings integral with the crank axle a large number of the parts
heretofore used can be entirely dispensed with, thus simplifying the construction
of the machine, reducing its weight and the cost of manufacture. Another great
advantage in making the crank and crank axle of one continuous piece of metal is
being able to dispense with the necessity of separating the two parts when it is
necessary to take the machine to pieces for cleaning or repairing purposes. By
forming the bearings integral with the crank axle and placing them within the end
caps and axle bracket the bearings are rendered almost dust proof as no resting
surface is presented for the dust to fall and accumulate upon and work into the
bearings. Another great advantage to be derived from a construction of this kind
is the fact that the end caps 4 can be more readily adjusted than the cones hereto-
fore used which were screwed upon the crank axle, and these end caps once
adjusted can be securely locked in position and prevented from altering their
adjustment.
Formed in each end of the under side of the crank axle bracket 1 is a saw cut or
slit 15 and formed in the under side of the crank axle bracket 1 and adjacent to
one edge of each of these slits 15 is a lug 16 having a screw threaded hole 17
formed therethrough. This screw threaded hole 17 is preferably inclined so that
the screw 18 passing through it will bear against the opposite end of the slit 15 and
when force is applied to the said screw the said screw will move the edges of the
said slit from each other thus expanding and binding the ends of the crank axle
bracket 1 tightly against the inner faces of the end caps 4.
The hub 13 of the chain wheel 14 is screw threaded to engage with the left screw
thread 12 cut on the end of the crank axle 6 and is also screw threaded to engage
with the right screw thread 19 cut on the end of the crank 20.
I may if I find it convenient pass through the hub 13 the screw threaded end 12
of the crank axle 6 and the screw threaded end .19 of the crank 20 a counter
pin 21 to prevent any one of the parts revolving without the others, I may also if
I find it convenient in place of screw threading the end of the crank axle 6 and
the end of the crank axle 20 form a rectangular shaped shoulder upon these ends
and a correspondingly shaped opening through the hub 13 of the chain wheel 14
and pass a counter pin through the hub 13 and the said rectangular shaped ends.
This construction would accomplish the same result as that accomplished by the
screw threading the several parts.
In Figure 7 of the drawings have shown an alternative form of construction
for the adjacent end of the crank axle 6 and the adjacent end 19 of the crank
axle 20. This consists of forming in the end of the crank axle 6 a rectangular
shaped opening 22 into which enters the rectangular shaped projection 23 of the
crank 20. The end of the crank 19 and the end of the axle 12 are screw threaded in
the manner herein before described and are put together in the manner following,
that is to say, the screw threaded portions of each of these respective parts is
simultaneously brought into engagement with the screw thread cut in the hub of
the chain wheel 14. The chain wheel 14 is then caused to rotate until the screw
threaded portions of the hub 13 has been screwed upon the screw threaded portions
respectively of the axle 6 and crank 20. The rotation of the chain wheel 14
draws together the ends respectively of the crank axle 6 and crank 20 and
eventually the projection 23 enters the opening 22 and binds the crank axle 6
to the said crank 20. It is impossible for the back action or reverse rotation of
the cranks to unscrew the chain wheel from the end of the crank axle 6 and
crank 20 unless the said crank 20 and crank axle 6 are held stationary during such
rotation.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. The crank axle hereinbefore described and illustrated in Figures 4 and 5 of
the drawings.
2. The crank axle and crank axle bracket hereinbefore described and illustrated
in Figures 2 and 3 of the drawings.
3. In a velocipede the combination with the crank axle bracket having a passage
formed therethrough, of a crank axle located within said passage, a crank located
at the outer side of one of the ends of the crank axle bracket and formed integral
with the crank axle, a recess formed in the end of the crank axle, a second crank
having a tenon on its one end to enter the said recess in the crank axle and means
for connecting it to the said end of the said crank axle, substantially as described.
4. In a velocipede the combination of a crank axle bracket having a screw thread
cut at either end, an end cap screwed on and fitting over either end of the said
crank axle bracket, a passage formed through the said end caps and crank axle
bracket, a bearing surface formed on the inner side of each of the said end caps on
which are adapted to run the ball bearings, a crank axle located within the said
passage, a crank formed integral with the said crank axle and located at the outer
side of one end of the crank axle bracket, a recess formed at the end of the crank
axle, a second crank detachably connected to the crank axle and provided with a
tenon on its end adapted to enter the said recess, substantially as described.
5. In a velocipede the combination of the crank axle bracket having a screw
thread cut on either end with an end cap located at and fitting over either end of
the crank axle bracket, a crank axle located within said passage, said passage
formed through the end caps and crank axle bracket, a crank at the outer side of
the end cap, said crank axle and crank formed of one continuous piece of metal,
two bearing surfaces formed on the crank axle within the end cap and bracket, a
corresponding bearing surface formed on the inner face of the end cap, substantially
as described.
6. In a velocipede the combination of the crank axle bracket, a passage formed
therethrough, said crank axle bracket and passage located at right angles to the
line of advance of the machine, each end of the crank axle bracket having a screw
thread formed thereon, an end cap to fit over and close each end of the crank axle
bracket, a circular opening in the said end caps, a crank axle passing through the
circular openings in the end cap and the passage through the crank axle bracket,
the circular opening in the end caps fitting closely the crank axle bearing surfaces
formed on the crank axle within the end caps and crank axle bracket, a bearing
surface formed on the inner face of each end cap, the crank axle projecting beyond
the crank axle bracket and end caps, one end of the crank axle fitted to receive
the hub of the chain wheel whilst at the other end is one of the cranks, said crank
and crank axle formed of cne continuous piece of metal, the chain wheel having a
hub to fit the end of the crank axle and to receive the end of the second crank and
means for locking the second crank the hub of the chain wheel and the crank axle
together, substantially as described.
7. In a velocipede the combination of the crank axle bracket having a passage
formed therethrough at right angles to the line of advance of the machine with an
end cap fitting tightly over and closing each end of the passage, a circular opening
formed through each end cap, the crank axle located in the said passage and
extending through the openings in the end cap, two bearing surfaces fitted to the
crank axle bearing surfaces on the inner face of each end cap to correspond with
the bearing surfaces on the crank axle, one end of the crank axle screw threaded
and a recess formed in the said screw threaded end, a crank formed on the other
end of the crank axle and at the outer side of the end caps, said crank and crank
axle made of one continuous piece of metal, the chain wheel, one-half of the hub of
which is fitted to receive the end of the crank axle, the other end fitted to receive

page_text: the end of the second crank, the second crank having a projection to enter the
recess in the crank axle and screw threaded in the opposite direction to the screw
thread of the crank axle, substantially as described.
Dated this 3rd day of October 1893.
CHARLES F. LAVENDER.
G. F. Redfern & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.