Improvements in the Manufacture of Cycle Wheel Hubs and certain Parts of the Frames of Safety Bicycles and other Velocipedes and Motor Carriages.
Year: 1897

page_text: Date of Application, 25th Sept., 1897
Complete Specification Left, 27th June, 1898-Accepted, 3rd Sept., 1898
Improvements in the Manufacture of Cycle Wheel Hubs and certain
Parts of the Frames of Safety Bicycles and other Velocipedes and
Motor Carriages.
We, FRANK IORNS GIBBS and WILLIAM WRIGHT, trading together as Gibbs &
Wright, of 70, Lower Hurst Street, in the City of Birmingham, Tinplate Workers
and Metal Workers, do hereby declare the nature of this invention to be as
follows:-
This invention has reference to the manufacture of cycle wheel hubs and certain
parts of the frames, that is to say, the bottom brackets and steering heads, of
safety bicycles and other velocipedes and motor carriages and this invention
consists in making the said parts from sheet metal in the several ways herein
described whereby the cost of production of these parts is reduced and at the
same time the parts are rendered light and strong.
We will first describe how our invention is applied to the manufacture of the
bottom bracket of a safety bicycle through which the crank axle passes.
According to one method of making a bottom bracket in accordance with this
invention, we raise by top and bottom dies worked in a stamp or press two tinned
sheet steel or other sheet metal blanks into the form which the bottom bracket
would have if it were divided vertically at right angles to the crank axle through
the two upper lugs which connect to the tubes running up to the steering head
and to the seat pillar, that is to say, each of these sheet metal stampings will have
the form of one half of the barrel through which the crank axle passes and one
half of each of the aforesaid upper lugs formed with it. These two stampings
together form the outer shell and in each of them there is pierced a hole which
holes receive the two short tubular sockets for the bottom tube these sockets being
raised separately and fitting in the said holes and made with flanges which are
shaped to fit against the inside of the barrel part of the shell. The two halves of
the barrel with the lugs for the bottom tubes threaded through the perforations in
the same as above described are now placed on to an inner tubular lining and
there secured by short tubular ferrules which are pushed on to the halves of the
two upper sockets or lugs, (and which may be inside or outside the tubes of the
cycle frame) and the parts are then sweated together by being dipped in a tinning
bath or they are secured by soldering or brazing or other means. The cups for
the ball bearings are fixed in the ends of the tubular lining and are by preference
made with flanges to fit against the ends of the said lining. The ends of the
barrel may be pierced out so as to merely leave a small inner flange to take the
ends of the ball bearing cups or this flange may be left deep enough to enclose the
balls in the ball bearing and to have a central hole of about the same size as
the crank axle, or the ends of the barrel may be pierced clean out and fitted with
separate caps.
According to another method of making a bottom bracket in accordance with

page_text: this invention the two sheet metal stampings above described as having the form
of one half of the barrel and one half of each of the two upper lugs form, in
this arrangement of our invention, the lining of the bottom bracket instead of the
shell of the same and the latter is raised from sheet metal and consists of a
plate part shaped to bend round and form the shell part of the barrel this plate
having raised on it the two sockets for the bottom tubes of the cycle frame and
also a hole pierced in it for the two said upper sockets to pass through. Or
instead of the two sockets for the bottom tubes being raised in a piece with the
shell these sockets may, as in the arrangement first above described, be made
with flanges and threaded through holes in the shell the flanges being then
located between the shell and the lining. Or the plate for forming the shell
may be stamped with two projecting half sockets at each end so that when bent
into the tubular form as aforesaid these two half sockets will then together form
the two sockets for the bottom tube, the said sockets being strengthened by
outside ferrules fixed on them and if desired by caps on the ends of the barrel and
the parts being sweated together or brazed or otherwise secured.
According to another method of making a bottom bracket in accordance with
this invention, we make six sheet metal stampings each having a barrel part
corresponding with a portion of the barrel part of the shell and four of the
lugs having the shape of one half of each of the two lugs for the bottom tubes and
each of the other two barrel stampings having formed with it one half of each
of the two upper lugs and these six stampings are threaded on to a tubular
lining so that they thus together form the complete bottom bracket with the four
lugs to secure to the tubes of the cycle frame. The junctions of the half lugs
are strengthened by ferrules forced on to the outsides of the lugs to come inside
or outside the tubes of the cycle frame and the parts are secured together by
tinning or brazing or any other convenient means. The ends of the barrel parts
of the two end stampings are partly pierced out so as to leave inner flanges for
the ball bearings or are wholly pierced out as may be desired.
In a modification of the last described arrangement of our invention, instead
of making the two outer portions of the barrel with the lugs for the bottom tubes
in two parts each of these is made in one part the division being in the plane of
the crank axle through the barrel part and through the lugs for the bottom tubes,
which may be fitted inside or outside the bottom bracket.
In making a steering head in accordance with this invention we stamp what is
known as the top lug from sheet metal in halves one stamping having the shape
of the upper half of the top lug and the other stamping having the shape
of the bottom half of the top lug as if the said top lug were divided horizontally
across the lug for the top tube of the cycle frame and also across the socket part
which fits on to the tubular part of the head. We similarly make the bottom
Jug of two sheet metal stampings. The two stampings forming the top lug and
the two stampings forming the bottom lug are now threaded on to the tubular
lining forming the tubular part of the head and are there secured by tinning or
sweating or brazing or other convenient means a tubular distance piece being
also threaded on to the said tube between the top lug and the bottom lug if
necessary so as to assist in keeping the top and bottom lugs at the proper distance
apart. The socket parts of the head to which the tubes have to be sweated or
otherwise fixed are strengthened by ferrules forced on to their outside to come
inside or outside the cycle tubes and tinned or sweated or otherwise secured
thereto. The tube on to which the top and bottom lugs are threaded and secured
as above described is made to project beyond the top lug and the bottom lug and
the ends of this tube are cupped outwardly to receive the balls of the ball bearings,
or the lugs themselves may be cupped, or separate cups may be threaded on to or
into the said tube and secured thereon or therein by any convenient means.
The above described method of manufacturing the steering head enables us to
make the same very light and strong as the inner tube or lining may if desired
be made of aluminium.

page_text: According to one method of making a cycle wheel hub in accordance with this
invention we raise the two flanges from sheet metal by dies worked in a stamp or
press each of the said flanges having raised with it a central tubular boss forming
say about one half of the part of the hub between the flanges. These two flanges
with their bosses as aforesaid are threaded (and secured by sweating or other
means) on to a tubular lining the ends of which project beyond the flanges and on
each of these ends is screwed or otherwise fixed a hollow boss raised from sheet
metal and containing the ball bearing cup.
According to another method of carrying out this part of our invention the said
raised bosses of the flanges are enlarged where they join the flanges these enlarged
parts being of the proper shape to form or to receive the cups for the ball
bearings. In this case the hollow end bosses of the hub above referred to are
dispensed with 'and the ends of the tubular lining are spread out within the
enlarged part of the bosses so as to secure together the two flanged bosses on the
lining.
According to another method of carrying out this part of our invention, instead
of employing the separate loose hollow bosses at the ends of the hub as above
described the ends of the tubular lining are cupped out or enlarged so as to
form these tubular bosses and receive the cups of the ball bearings. Or when
separate hollow bosses are used the ends of the tubular lining may be spread
out within the bosses so as to secure the bosses and the bossed flanges together.
It will be understood that after the parts have been fixed together as aforesaid
they are further secured by being sweated or by soldering brazing or other
convenient means.
Dated this 21th da of Cantauban 1907
CHARLES BOSWORTH KETLEY,
Agent for the Applicants.
Improvements in the Manufacture of Cycle Wheel Hubs and certain
Parts of the Frames of Safety Bicycles and other Velocipedes and
Motor Carriages.
We, FRANK IORNS GIBBS and WILLIAM WRIGHT, trading together as Gibbs &
Wright, of 70, Lower Hurst Street, in the City of Birmingham, Tinplate Workers
and Metal Workers, 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 has reference to the manufacture of cycle wheel hubs and certain
parts of the frames, that is to say, the bottom brackets and steering heads of
safety bicycles and other velocipedes and motor carriages and this invention
consists in making the said parts from sheet metal in the several ways herein
described whereby the cost of production of these parts is reduced and at the
same time the parts are rendered light and strong.
We will describe our invention by referring to the accompanying drawings on
which Fig. 1 is a sectional back elevation; Fig. 2 is a sectional plan and Fig. 3
is a cross sectional elevation of a cycle bottom bracket made in accordance with
this invention; Figs. 4, 5, 6 and 7 shew parts of the said bottom bracket
separately.
Fig. 8 is a sectional back elevation and Fig. 9 is a cross sectional elevation
of another form of bottom bracket constructed according to this invention;

page_text: Figs 10 and 11 shew separately two parts of the bottom bracket represented by
Figs. 8 and 9.
Fig. 12 is a sectional back elevation and Fig. 13 is a cross sectional elevation
of another form of bottom bracket constructed according to this invention.
Fig. 14 is a sectional back elevation and Fig. 15 is a cross sectional elevation
of another form of bottom bracket constructed according to this invention and
Fig. 16 is a plan and sectional elevation of one part of the bottom bracket
represented by Figs. 14 and 15.
Fig. 17 is a back elevation partly in section of another form of bottom bracket
constructed according to this invention; Fig. 18 is an end elevation and Fig. 19
is a sectional plan of the bottom bracket represented by Fig. 17; Fig. 20 is a
sectional plan of the end portion of the said bottom bracket shewn by Figs. 18
and 19 illustrating a slight modification of the construction; Fig. 21 shews
separately some of the parts of the bottom bracket represented by Figs. 17, 18
and 19; Fig. 22 illustrates another form of one of the said parts.
Fig. 23 is a back elevation partly in section of another form of cycle bottom
bracket constructed according to this invention and Fig. 24 shews separately:
one of the parts of the bottom bracket represented by Fig. 23; Fig. 25 shews a
modified form of the said part.
Fig. 26 is a side elevation and Fig. 27 is a sectional elevation of a steering
head made in accordance with this invention; Fig. 27* is a sectional elevation
of the upper part of a modification of the same.
Fig. 28 is a longitudinal sectional elevation of a cycle wheel hub constructed
in accordance with this invention and Fig. 29 shews the separate parts of which
the hub represented by Fig. 28 is formed; Fig. 30 is a longitudinal sectional
elevation of a slightly modified form of the hub represented by Fig. 28; Fig. 31
is a longitudinal sectional elevation of another form of cycle wheel hub constructed
in accordance with this invention and Fig. 32 shews the separate parts of which
the hub represented by Fig. 31 is formed; Fig. 33 is a longitudinal sectional
elevation of another form of cycle wheel hub constructed in accordance with this
invention and Fig. 34 is a longitudinal sectional elevation of a piece of tube
forming a part of the said hub; Fig. 35 shews the flanges and central tube parts
of a modified form of the wheel hub represented by Fig. 33; Fig. 36 is a longi-
tudinal sectional elevation of another form of wheel hub constructed according to
this invention.
The same letters of reference indicate the same or corresponding parts in all the
figures of the drawings.
We will first describe how we make the cycle bottom bracket illustrated by
Figs. 1, 2 and 3 the parts of which are shewn at Figs. 4, 5, 6 and 7.
According to this method of making a bottom bracket in accordance with this
invention we raise by top and bottom dies worked in a stamp. or press two tinned
sheet steel or other sheet. metal blanks into the forms represented by Figs. 4
and 5 as if the bottom bracket were divided vertically on the line X X of Fig. 1
at right angles to the crank axle through the two upper lugs which connect to
the tubes running up to the steering head and to the seat pillar, that is to say,
the sheet metal stamping A has the form of one half a¹ of the barrel through
which the crank axle passes and one half a² of the lug which connects to the tube
running up to the steering head and also one half of the other lug a³ which runs
from the bottom bracket to the seat pillar. The other sheet metal stamping B
is of similar form to that marked A except that it is of the opposite hand that is
to say, the part B has the form of the other half of the barrel
through which the crank axle passes and also the halflugs 1,2 b
corresponding with the half lugs a a³ of the stamping A. These two
stampings AB together form the outer shell of the bottom bracket and in each
of them there is pierced a hole which holes receive the two short tubular
sockets C of the kind represented by Fig. 7 for the bottom tubes these sockets
being raised separately and made to fit into the holes at 6* and each made with

page_text: a flange c shaped to fit against the inside of the barrel part a¹ b¹ of the shell.
The two halves AB of the barrel with the lugs for the bottom tubes threaded
through the perforations a b✶ in the same as above described are now placed
on to an inner tubular lining D shewn separately by Fig. 6 and there secured by
short tubular ferrules such as i which are pushed on to the halves a³ ³ at a² 62
of the two upper sockets or lugs (which lugs may be inside or outside the tubes
of the cycle frame) and the parts are then sweated together by being dipped in
a tinning bath or they are secured by soldering or brazing or other means.
The cups E E2 for the ball bearings are fixed in the ends of the barrel part of
the bottom bracket in any convenient well known way such for instance (see
Fig. 2) as the cups E' E being each made with a flange e which fits inside the
shell A B against the ends of the tubular lining D. The ends of the stampings A B
may be pierced out so as to leave a small inner flange f¹ deep enough to enclose
the balls in the ball bearing and having a central hole f2 of about the same size
as the crank axle, or as shewn in Figs. 4 and 5 the ends of the barrel may be
pierced clean out and fitted with separate cups as will readily be understood, or
fitted with what is known as a disc such as G (see Fig. 20) screwed into each end
of the barrel to take the balls of the ball bearings.
According to another method of making a bottom bracket in accordance with
this invention (see Figs. 8, 9, 10 and 11) the two sheet metal stampings AB
above described form the lining of the bottom bracket instead of the shell of
the same and the latter, that is the shell, is raised from sheet metal and consists
of a plate part H (shewn separately by Fig. '10) shaped to bend round and form
the shell part of the barrel this plate having raised on it the two sockets h¹ h³.
for the bottom tubes of the cycle frame and also a hole ³ pierced in it of the
proper shape and size for the two upper sockets of the bottom bracket to pass
through. The shaded portion marked h in Fig 10 is a filling up piece of sheet
metal which is or may be brazed or otherwise fixed in the hole h³ to make up the
space which is not filled by the lugs.
Instead of the two sockets h¹ h² for the bottom tubes being raised in a piece
with the shell as in the arrangement illustrated by Figs. 8, 9, 10 and 11 these
two sockets h¹ h² may as shewn in Figs. 12 and 13 and as in the arrangement
illustrated by Figs. to 7 be made of the form represented by Fig. 7 with
flanges and threaded through holes h h in the shell H the flanges c¹ being then
located between the shell H and the lining A B which in this case will be made
without the holes at b.
Or (see Figs. 14, 15 and 16) the plate H for forming the shell of the bottom
bracket and used with the two stampings A B may be stamped with two projecting
half sockets h h² at each end as shewn in Fig. 16 so that when bent into the
tubular form as aforesaid these two half sockets h¹h will then together form the
two sockets for the bottom tube these sockets h¹ h² being strengthened by outside
ferrules such as i fixed on them and if desired by cups on the ends of the barrel
the parts being sweated or brazed together or otherwise secured so as to form
the complete bottom bracket as represented by Figs. 14 and 15.
According to another method (illustrated by Figs. 17 to 22 both inclusive) of
making a bottom bracket in accordance with this invention we make six sheet
metal stampings marked respectively I¹ 12 13 14 15 16 shewn separately by Fig. 21.
It will be seen that each of these stampings has a barrel part corresponding with a
portion of the barrel part of the shell' and four of the stampings I¹ 12 15 16 are
each raised with one half of the lugs h h for the bottom tubes of the cycle frame
the other two stampings I³ I each has formed with it one of the halves a² a³ ³ ³
of the two upper lugs of the bottom bracket. These six half stampings I¹ I² 1³
III are threaded on to a tubular lining D as shewn in Figs. 17 and 19 so that
they thus together form the complete bottom bracket with the four lugs to secure
to the tubes of the cycle frame. The junctions of the half lugs h¹ h³ a² b³ a³ b³-
are strengthened by ferrules such as i Fig. 17 forced on to the outsides of the lugs
(to come inside or outside the tubes of the cycle frame) and the junctions are

page_text: secured together by tinning or brazing or any other convenient means. The ends
of the barrel parts I 16 of the two end stampings are partly pierced out as shewn
so as to leave inner flanges f' for the ball bearings or are wholly pierced out as
may be desired.
Figs. 23 and 24 illustrate a modification of the last described arrangement
of our invention in which instead of making the two end portions of the barrel
part with the lugs h¹ h² for the bottom tubes in two parts each of these outer
portions is as shewn in Fig. 24 made in one piece so that the division will be in
the plane of the crank axle through the central barrel part formed by the part 18
and through the lug h¹ or 2 for the bottom tube so that there is a half lug h¹
at each end of the stamping. The stamping 18 is closed round into a circular
form to embrace the lining D and there secured as shewn in Fig. 23 by ferrules i
which are forced on to the half sockets h¹ h².
In another arrangement of this invention the bottom bracket is formed of two
of the stampings 13 14 and two cylindrical end stampings J such as shewn by
Fig. 25 which are all threaded to the central tubular lining D. In this case the
lugs for the bottom tubes are of the kind represented by Fig. 7 and marked C
which are threaded through the hole of the cylindrical stamping J with the
flange cinside the same before the cylindrical stamping J is threaded on to the
lining D.
It will be understood that when the lugs such as h¹ h² a² a³ 12 13 are intended to
fix inside the tubes of the frame the ends of these lugs may be left solid as re-
presented in Figs. 22 instead of being pierced out.
A steering head made in accordance with this invention is illustrated by Figs. 26
and 27 and it will be seen that the top lug consists of two stamped sheet metal
halflugs and two stamped sheet nietal half bottom lugs all threaded on
to a central tubular lining L with a distance piece M also threaded on to the said
lining between the top and bottom lugs. So far this method of construction is
the same as that described in the Specification of our Letters Patent No. 13019
of A.D. 1897 and shewn by Figs. 12 and 13 of the drawings accompanwing the
same but in our present invention instead of employing the separate ball race
collars D at the top and bottom of the steering head, the ends of the tubular
lining L are made to project beyond the top and bottom lugs and these ends ¹ 1ª
of the tube L are spread and cupped outwardly as shewn in Figs. 26 and 27 to
receive the balls of the ball bearings or to receive a separate cup, for the ball
bearings as in Fig. 27*. The above described method of manufacturing the
steering head enables us to make the same very light and strong as the inner
tube L may if desired be made of aluminium.
According to one method of making a cycle wheel hub in accordance with this
invention (see Figs. 28 and 29) we raise the two flanges N1 N2 from sheet metal
by dies worked in a stamp or press each of the said flanges having raised with it
a central tubular boss these bosses being marked respectively n¹ n² each forming
say about one half of the hub between the two flanges N N³. These two
flanges N1 N2 with their bosses n¹ na as aforesaid are threaded and secured by
sweating or other means on to a tubular lining O the ends o¹ o2 of which project
beyond the flanges and on to each of these ends is screwed or otherwise fixed a
hollow boss raised from sheet metal and containing the ball bearing cups Q1 Q2.
These hollow bosses are respectively marked P1 P2. In Fig. 28 they are shewn
fixed to the ends of the lining 0 by the ends o¹ 03 of said lining being spread over
inside the bosses P1 P2 thus securing the two bosses P1 P2 the flanges N¹ N² and
lining O together. In the arrangement shewn by Fig. 30 the end bosses P¹ P²
are secured on to the tubular lining 0 by being screw threaded thereon.
According to another method (see Figs. 31 and 32) of carrying out this part
of our invention the raised bosses n' n² of the flanges N1 N2 are enlarged or cupped
out at where they join the flanges N N these enlarged parts ³, being of the
proper shape to form or receive the cups for the ball bearings. In this case the
hollow end bosses P1 P2 of the hub above referred to are dispensed with and the

page_text: ends of o² of the tubular lining 0 are spread out within the enlarged part n³ of the
bosses so as to secure together the two flanged bosses n¹ n² on the lining O.
According to another method (see Figs. 33 and 34) of carrying out this part of
our invention, instead of employing the separate hollow bosses P1 P2 at the ends of
the hub as above described, these end bosses are formed by the end portions o¹ og
of the tubular lining which are cupped out or enlarged as shewn in Fig. 33
so as to form these tubular bosses and receive the cups Q1 of the ball bearing.
Instead of the bosses n¹ n² of the flanges N1 N2 being made long enough to meet
at the centre of the hub it will be evident that these bosses, as shewn for instance
by Fig. 35, may be made shorter and the space between them be filled up by
the tubular distance piece n which is threaded on to the tubular lining O.
Fig. 36 illustrates a further modification of our invention in which the separate
hollow bosses P¹ P³ are used and the end portions o¹ 02 of the tubular lining 0
are spread out within the bosses so as to secure them and the bosses and flanges
together.
It will be understood that after the parts have been fixed together as aforesaid
they are further secured by sweating or by soldering brazing or other convenient
means.
said
Having now particularly described and ascertained the nature of our
invention and in what manner the same is to be performed, we declare that what
we claim is :-
_
.
1. A cycle bottom bracket consisting essentially of the two sheet metal stamp-
ings AB, the two flanged sockets C inserted in holes in said stampings and the
lining D on which said stampings are threaded the said parts being constructed
and arranged and sweated or otherwise fixed together so as to form a cycle
bottom bracket substantially as hereinbefore described with reference to Figs. 1,
2, 3, 4, 5, 6 and 7 of the accompanying drawings.
2. A cycle bottom bracket consisting essentially of the two sheet metal
stampings AB forming the lining and two upper lugs of the bottom bracket
and the plate part H raised with two sockets h¹³ and bent round and enclosing
the stampings A B the said parts being constructed and arranged and sweated
or otherwise fixed together so as to form a cycle bottom bracket substantially as
herein before described with reference to Figs. 8, 9, 10 and 11 of the accompanying
drawings.
3. A cycle bottom bracket consisting essentially of the two sheet metal
stampings AB forming the lining and two upper lugs of the bottom bracket,
the plate part H perforated at 5 h6 and the two flanged sockets C inserted in
said holes h6, the said parts being constructed and arranged and sweated or
otherwise fixed together so as to form a cycle bottom bracket substantially as
herein before described with reference to Figs. 12 and 13 of the accompanying
drawings.
4. A cycle bottom bracket consisting essentially of the two sheet metal
stampings A B forming the lining and two upper lugs of the bottom bracket
and the plate part H raised with half sockets h¹ h2 at each end and bent
round and enclosing the stampings A B the said parts being constructed and arranged
and sweated or otherwise fixed together so as to form a cycle bottom bracket
substantially as herein before described with reference to Figs. 14, 15 and 16 of the
accompanying drawings.
5. A cycle bottom bracket consisting essentially of the six sheet metal
stampings II I³ I' I5 I6 and the lining D on which said stampings are threaded
the said parts being constructed arranged and sweated or otherwise fixed together
so as to form a cycle bottom bracket substantially as hereinbefore described with
reference to Figs. 17, 18, 19, 20, 21 and 22 of the accompanying drawings.
6. A cycle bottom bracket consisting essentially of the two sheet metal
stampings I³ I' and the two stampings 18 made with half sockets at each end and
a tubular lining D on to which the stampings I³ I' are threaded and around

page_text: which the stampings 18 are bent the said parts being constructed arranged and
sweated or otherwise fixed together so as to form a cycle bottom bracket sub-
stantially as herein before described with reference to Figs 23 and 24-of-the
accompanying drawings.
7. A cycle bottom bracket consisting essentially of the two stampings I³ I
the two end stampings J pierced with holes j, two flanged sockets C fitted in
said holes of the end sockets J and the tubular lining D on which the parts I³ I'J J
are threaded the said parts being constructed arranged and sweated or otherwise
fixed together so as to form a cycle bottom bracket substantially as herein before
described with reference to Figs. 23, 25 and 7 of the accompanying drawings.
8. A cycle head consisting essentially of the internal main tube L projecting
beyond the top and bottom of the head, the two stamped sheet metal half
sockets threaded on said tube to form the top lug, the two stamped sheet metal
half sockets threaded on said internal tube to form the bottom lug the
distance piece M threaded on said tube between the top and bottom lugs the ends
of the internal tube L being spread outwardly at 11 12 to form or to receive the
cups for the ball bearings substantially as hereinbefore described and illustrated
by Figs. 26, 27 and 27* of the accompanying drawings.
9. A cycle wheel hub consisting essentially of the two stamped sheet metal
flanges N¹ N raised with deep bosses n¹ n², the tubular lining O on which said
bosses are threaded, the end bosses P1 P2 threaded on to said lining the ends of
which are spread outwardly inside said bosses the said parts being constructed
and arranged and sweated or otherwise fixed together so as to form a cycle wheel
hub substantially as hereinbefore described with reference to Figs. 28 and 29 of the
accompanying drawings.
are
10. A cycle wheel hub consisting essentially of the two stamped sheet metal
flanges N N raised with deep bosses n¹ n² the tubular lining 0 on which said
bosses are threaded the end bosses P1 P2 screwed on said lining the ends of which
screw threaded to receive the bosses P1 P2 the parts being constructed
arranged and sweated or otherwise fixed together so as to form a cycle wheel hub
substantially as hereinbefore described with reference to Fig. 30 of the accom-
panying drawings.
11. A cycle wheel hub consisting essentially of the two flanges N1 N2 raised with
deep bosses n¹ n² which are swelled outwardly at n³ to receive the balls of the
ball bearings the tubular lining 0 on which said bosses are threaded the ends of
the lining 0 being spread outwardly within the enlarged parts.n³ the said
parts being constructed arranged and sweated or otherwise fixed together so as
to form a cycle wheel hub substantially as herein before described with reference
to Figs. 31 and 32 of the accompanying drawings.
12. A cycle wheel hub consisting essentially of the two flanges N1 N2 raised
with deep bosses n¹ n³ the tubular lining O on which the said bosses are threaded
the said lining 0 projecting beyond the flanges and being spread outwardly so as
to form. end bosses to receive the cups for. the ball bearings the said parts being
constructed and arranged and sweated or otherwise fixed together substantially as
herein before described with reference to Figs. 33 and 34 of the accompanying
drawings.
13. A cycle wheel hub consisting of the two flanges N1 N2 raised with bosses n¹ n³
the tubular distance piece n arranged between said bosses the tubular lining
on which said bosses and distance piece are threaded the said lining 0 projecting
beyond the flanges and being spread outwardly so as to form end bosses to receive
the cups for the ball bearings the said parts being constructed and arranged and
sweated or otherwise fixed together substantially as hereinbefore described with
reference to Figs. 33, 34 and 35 of the accompanying drawings.
14. A cycle wheel hub consisting essentially of the two flanges N1 .N³ raised
with bosses n¹ n, with or without the tubular distance piece n', the tubular
lining on which said parts are threaded, the. end bosses P1 P2 threaded on the
ends of said lining which said ends are spread outwardly within the end bosses P1 P³

page_text: the said parts being constructed and arranged and sweated or otherwise fixed
together so as to form a cycle wheel hub substantially as herein before described
and illustrated by Fig. 36 of the accompanying drawings.
Dated this 24th do..
1000
CHARLES BOSWORTH KETLEY,
Agent for the Applicants.