Improvements in or relating to Ball Bearings.
Year: 1896

page_text: Date of Application, 2nd Dec., 1896
PROVISIONAL SPECIFICATION.
Improvements in or relating to Ball Bearings.
(A communication from CHARLES FREDERICK SMITH, Bicycle Manufacturer,
Indianapolis, Indiana, U.S.A.)
I, WILLIAM JAMES RICHARDSON, of 12 and 14 Queen Victoria Street, in the
County of Middlesex, do hereby declare the nature of this invention to be as
follows:-
This invention relates to ball bearings, and may be carried out in the following
manner:-
Taking first a bearing for the bottom bracket or crank axle bearing of a cycle,
the axle passes through a bracket and has cranks on the ends, all much as usual.
The ends of the crank axle are cylindrical, and may be of a different-preferably
larger-diameter from that of the middle portion. At the adjusting bearing or
part of the bearing a sleeve slides on the cylindrical part of the axle, but turns
with it; this sleeve forms part of or carries one of the ball races, the balls being
protected by a cap or dished flange forming part of or attached to the sleeve, and
of larger diameter than that of the ring of balls. The bracket would contain a
cup or equivalent forming the other portion of the ball race, this cup being of
such a diameter that it will pass inside the dished flange of the sleeve and bear
upon the balls. On the sleeve is a plain washer or collar, so arranged that while
not interfering with the operation of the balls it prevents them from falling out
when the bearing is undone.
The other end of the bearing is substantially the same as that already described,
the ball race being formed in a sleeve somewhat similar to that herein before-
mentioned, and having the washer or collar to retain the balls, the dished flange
being formed in the chain wheel or upon the sleeve as preferred; the adjustment is
effected by moving the sleeve and its appurtenances along the shaft nearer to or
farther from the other bearing, thus tightening or slackening the bearing as wil!
be easily understood. This movement may be effected in any convenient manner,
a suitable means being a screw passing through the end of the crank and engaging
with the sleeve or a portion thereof, so as to push it up. The screw may screw into
the sleeve so as to positively fix its position if preferred.
To provide a purchase for the adjusting screw the crank end is squared or flat-
tened or dovetailed, and carried through a corresponding slot in the end of the
crank axle, where it is fixed by a screw or other means. The crank on the other
end of the axle is secured in a similar manner, but as well as through the end of
the axle passes through the boss of the chain wheel. By this means it is only
necessary to unscrew the one screw or other fastening, which holds the crank, and
when that is removed the sleeve can be taken off and the whole axle, chain wheel
and other crank withdrawn from the bracket at the other end without the balls.
being allowed to escape, the one ring of balls coming away with the sleeve etc., and
the other coming away with the crank axle and chain wheel.
The bearings for the wheel hubs may be adjusted in a manner similar to that

page_text: above described, one or more screws being let through the flange of the hub and
bearing against the cup, which forms the outer ball race; the cones may be carried
by or formed in a piece with the axle, which when the balls are removed can be
drawn through the hub. The axle may either have screwed extensions to fit into
the fork ends or screws may be passed through these to screw into the ends of the
axle which are tapped for the purpose, means such as one or more flats being
employed to prevent the axle from turning, and the latter may be recessed into the
former if desired. Dust caps may be placed over the ends of the hub, and felt or
other washers may be inserted to keep out dust, a similar construction being
employed in the case of the crank axle bearing if desired.
The bearings for pedals and steering heads would be substantially the same as
those already described with such modifications as may be necessary to adapt them
to their particular requirements.
Dated this 2nd day of December 1896
BOULT & WADE,
Agents for the Applicant.
Improvements in or relating to Ball Bearings.
(A communication from CHARLES FREDERICK SMITH, Bicycle Manufacturer, of
Indianapolis, Indiana, United States of America.)
I, WILLIAM JAMES RICHARDSON, of 12 and 14 Queen Viotoria Street, in the
County of Middlesex, do hereby declare the nature of this invention and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement:-
This invention relates to ball bearings, and may be carried out in the following
manner:-
Taking first a bottom bracket, or crank axle, bearing of a cycle, the axle passes
through the bracket and has cranks on the ends, all much as usual. The ends of
the crank axle are cylindrical, and may be of a different-preferably larger-
diameter from that of the middle portion. At the adjusting bearing
or part of
the bearing a sleeve slides on the cylindrical part of the axle, but turns with it;
this sleeve forms part of or carries one of the ball races, the balls being protected
by a cap or dished flange forming part of or attached to the sleeve, and of larger
diameter than that of the ring of balls. The bracket contains a cup or equivalent
forming the other portion of the ball race, this cup being of such a diameter that
it will pass inside the dished flange of the sleeve and bear upon the balls. On the
sleeve is a plain washer or collar so arranged that while not interfering with the
operation of the balls it prevents them from falling out when the bearing is undone.
The other end of the bearing is substantially similar to that already described,
the ball race being formed in a sleeve somewhat similar to that hereinbefore
mentioned, and having the washer or collar to retain the balls, the dished flange
being formed in the chain wheel or upon the sleeve as preferred. Adjustment
is effected by moving one sleeve and its appurtenances along the shaft nearer to
or farther from the other, thus tightening or slackening the bearing as will be
easily understood: either sleeve or both may be made thus adjustable. This
movement may be effected in any convenient manner, a suitable means being a
screw passing through the end of the crank and engaging with the sleeve, or a
portion thereof, so as to push it up. The screw may screw into the sleeve so as to
positively fix its position if preferred.

page_text: To provide a purchase for the adjusting screw the crank end is squared or flat-
tened or dovetailed, and carried through a corresponding slot in the end of the
crank axle, where it is fixed by a screw or other means. The crank on the other
end of the axle is secured in a similar manner, but passes through the boss of the
chain wheel, as well as through the end of the axle. By this means it is only
necessary to unscrew the one screw, or other fastening, which holds the crank, and
when that is removed the sleeve can be taken off, and the whole axle, chain wheel,
and other crank withdrawn from the bracket at the other end without the balle
being allowed to escape, the one ring of balls coming away with the sleeve, etc. and
the other remaining with the crank axle and chain wheel.
The bearings for the wheel hub may be adjusted in a manner similar to that
above described, one or more screws being let through the flange of the hub and
bearing against the cup which forms the outer ball ruce; the cones may be carried
by or formed in a piece with the axle, which when the balls are removed can be
drawn through the hub. Either the axle may have screwed extensions to fit into
the fork ends, or screws may be passed through these to screw into the ends of the
axle which are tapped for the purpose, means such as one or more flats being
employed to prevent the axle from turning, and the latter may be recessed into the
former if desired. Dust caps may be placed over the ends of the hub, and felt or
other washers may be inserted to keep out dust, a similar construction being
employed in the case of the crank axle bearing if desired.
Bearings for pedals and steering heads will be substantially the same as those
already described, with such modifications as may be necessary to adapt them to
their particular requirements.
Referring to the accompanying drawings,
Figure 1 is a longitudinal section through a crank shaft bearing in a plane at
right angles to that of the crank. At the right hand side of the figure the crank
shaft is shown in elevation with the "sleeve" and crank removed: at the left
hand side all parts are in place.
Figure 2 is the "sleeve" in position ready for slipping over the end of the
shaft in Figure 1.
Figure 3 is a portion of the crank removed from the shaft and turned up so as
to show a side view.
Figure 4 is a side elevation of the crank, shaft ele.
Figures 5 & 6 are respectively a part longitudinal section, and part front
elevation, and a side elevation, of a front wheel hub and bearing.
In these Figures the same letters refer to the same or similar parts.
Dealing now with Figures 1, 2, 3 and 4, A is a hollow crank shaft with enlarged
ends a and collars a', the ends a being slotted as shown at B for the reception of
the crunks C. The cranks C are formed with long tubular bosses e for entering
the ends of the shaft A and assisting to hold the cranks firmly in place. A holt D,
with head and lock nut sunk in the cranks as shown, passed through the two
tubular bosses (into one of which it screws as shown at c) and along the centre
of the shaft, serves to hold the cranks tightly down in their seats. For convenience
in entering this bolt the hole in the boss c may be somewhat tapered as shown
by dotted lines, EE are hard halls running between hard "cones" or inner
chases FF (the latter shown in dotted lines in Figure 2) and hard "shells" or
outer chases GG carried by the hub or hanger shell H. The cones are carried
by "s'eeves" which slip over and accurately fit upon the enlarged ends a and
collars a of the shaft and are formed with dished flanges jj which acts as dust
caps covering the ends of the shells G G respectively. One of these flanges may
carry the chain wheel, and is so shown in Figure 1; short arms K form part of
the flange and are bolted to arms L projecting inwardly from the chain wheel
rim M. The sleeve J with its flange thus forms the boss of the chain wheel,
and is tightly fixed on the shaft A. N is a plain washer fitting tightly on sleeve J
and with its outer edge just clear of the shell G. When the parts are altogether
in working position the washer N is clear of the balls E, but when the bearing is

page_text: opened the washer N and flange just prevent the balls E from falling out, the
space between j and the outer edge of N being rather less than the diameter of
the balls, a similar washer N is shown in Figure 2.
The sleeve J is capable of longitudinal adjustment on the shaft A, being pre-
vented from turning by the interlocking of the slot and the stud as on the
collar a. For making this longitudinal adjustment the screw o (Figs. 3 and 4)
is used, screwed through the crank and pressing against the end of the sleeve. A
lock nut may be placed on this screw in the recess shown in the face of the crank.
It will be seen that with this method of adjustment the accuracy of the ball
race is maintained constant during movement of the sleeve, which is accurately
guided on its carefully trued cylindrical bearing, and does not in any way depend
upon the accuracy of a screw thread.
The application of this invention to a front wheel bearing is shown in Figures 5
and 6. The upper portion of Figure 5 shows the wheel hub and outer ball race
in section; the lower portion being in elevation. Figure 6 is an end view of the
same.
A is the axle with projections A' A to be sprung into recesses in the ends of the
fork, the projection A having a flat A³ formed on it to bear against a corresponding
stop-piece on the fork to prevent rotation of the axle. At each end of the axle
is a tapped hole, shown at A Figure 6, for a screw to fix it tightly to the fork.
The inner ball races or cones FF1 are formed as part of the axle. EE are the
balls, and G G₁ the outer races. The race G is fixed in a recess in the hub Pas
shown, and G forms part of the adjusting sleeve Q Q is a slot in sleeve Q in
which stands pin R projecting from the hub and preventing rotation of the sleeve
while allowing longitudinal movement. S is the adjusting screw screwed through
the hub for pushing the sleeve Q outwardly. S' is a lock nut on S. T is a dust
cap fitting over the end of the hub and having inside a felt or other washer T',
A similar dust cap goes on the other end of the hub but is omitted from the draw-
ing for the sake of clearness. UU are flanges on the hub for attaching the
spokes in the usual manner. A5 and A are swellings or collars on the axle to
hold the shaft in the centre and prevent balls from dropping through into the
interior of the hub whilst the bearing is being put together, during which opera-
tion the screw S is drawn back and the sleeve Q pushed further up the hub. The
axle having been placed inside the hub, the balls E are first put in position and
then the balls E¹, there being just room to insert these last between the outer
edges of F and G whilst the latter is in its retracted position. The screw S is
then turned so as to push forward the sleeve, thus securing the balls in their races
and adjusting the whole bearing.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed I declare that what
I claim is :-
1. In a crank bracket for a cycle a cap such as J¹ carrying one of the ball races F
and adapted to slide longitudinally upon the axle A, with which it rotates sub-
stantially as described.
2. In a crank bracket for a cycle, the combination with a cap such as is
described in claim 1 of a washer such as N' for holding the balls in the cap so
that when the latter is removed the balls still remain in the cap substantially as
described.
3. In a crank bracket for a cycle, the combination with a cap such as is described
in claim 1 of a screw such as O in the crank for the purpose of moving the cap
and balls inwards for the purpose of adjusting the bearing substantially as
described.
4. In a crank bracket for a cycle, the combination with a cap such as is described
in claim 1 of an axle such as A slotted as at B to receive the crank and a screw
pin such as D to hold the crank substantially as described and illustrated in the
accompanying drawings.

page_text: 5. In a crank bracket for a cycle a cap such as is described in claim 1 forming
the boss or centre of the chain wheel.
6. In a wheel hub a sleeve such as Q carrying or forming one of the ball races G¹
and adapted to slide longitudinally within the hub P with which it rotates su-
stantially as described.
7. In a wheel hub the combination with a sleeve such as is described in claim 1
of an adjustment screw such as S in the hub and with or without a lock nut such
as S for the purpose of moving the sleeve Q outwards in order to adjust the
bearings substantially as described.
8. The combination and arrangement of parts constituting the complete crank-
axle bearing and appurtenances substantially as described and illustrated in
Figures 1 to 4 of the accompanying drawings.
9. The combination and arrangement of parts constituting the complete wheel
bearing substantially as described and illustrated in Figures 5 and 6 of the
accompanying drawings.
Dated ho
.
W. J. RICHARDSON.
Boult & Wade,
Agents for the Applicant.