Improvements in Crank Axles for Cycles.
Year: 1897

page_text: Date of Application, 31st July, 1897-Accepted, 30th Oct.,
1897
COMPLETE SPECIFICATION.
Improvements in Crank Axles for Cycles.
I, FREDERICK ADOLPHUS CLARRY, residing at 77, Grange Avenue, in the City
of Toronto, in the County of York, and Province of Ontario, Canada, Commercial
Traveller, 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:-
The crank axle of a cycle is subjected possibly to a greater breaking strain
than any other individual part of the vehicle, arising from the application of
the propelling force through the pedals and cranks, and the torsional strain
generated by the transmission of power from it to the driving wheel
Owing to the application of this breaking strain the crank axle is constantly,
while at work, liable to be bent, twisted, or fractured. To repair a twist or bend
in the crank axle, or in any other part of the vehicle is an exceedingly difficult
undertaking, and it is a practical impossibility to restore a bent or twisted axle
to its former strength. Owing to the great strain placed upon the crank axle
it is obvious that to insure its working with the least possible friction it is
necessary to adjust the bearings to the greatest attainable degrees of fineness.
It is an impossibility to accomplish this as the crank axles are now made, and
the rider is consequently required to expend more power in propulsion of the
wheel than would otherwise be necessary.
The object of this invention is, therefore, to make the crank axle in two sections,
so constructed that they can be easily assembled and rigidly united in a simple
and convenient manner, in order that in the event of injury to either of the
crank axle sections the injured section, can be easily removed and replaced by a
perfect one, and to protect the union of the sections with a sleeve, so arranged that
it will prevent the severance of the sections while the axle is at work, and so
arranged in relation to the other parts of the crank axle as to add additional
strength to it.
The secondary object of the invention is to place on each crank axle section a
removable cone, each cone rigidly fastened temporarily to its respective section
by a convenient lock, and to provide each cone with an adjusting cup containing
the bearing balls, each cup capable of being fitted into its respective end of the
crank axle bracket and adjusted after the crank axle has been adjusted to bring
its sprocket wheel into correct alignment with the sprocket wheel of the driving
wheel. By this construction the cups and balls can be adjusted to the cones with
the greatest obtainable degree of fineness, and this minimizes the friction
naturally developed during the progress of the vehicle.
The device by which these ends are attained is hereinafter more fully set forth
and more particularly pointed out in the claims.
In the drawings, Fig. 1, is a view of the crank axle and cranks, one end being
in section. Fig. 2, is a similar view with the opposite end in section. Fig. 3,
is a view of an alternative form shewing the adjacent meeting faces of the crank
axle sections provided with interlocking clutch members, and a locking bolt

page_text: passing through each crank axle section. Fig. 4, is a view of one of the crank
axle sections shewn in Figs. 1 and 2. Fig. 5, is a similar view of the other
section. Fig. 6, is a view of one of the cones. Fig. 7, is a view of the locking
clutch. Fig. 8, is a view of the sleeve. Fig. 9, is a view shewing the crank
axle sections and cranks assembled. Like letters of reference refer to like parts
throughout the Specification and drawings.
The crank axle consists of two sections A, A' respectively. Each section is
preferably formed from a bar of cast steel or drop forgings of the requisite diameter,
and of sufficient strength to resist the strains, to which the crank axle is ordinarily
subjected. The section A is of a male formation, and consists of a cylindrical
part a, the outer end of which may be fitted to receive the hub of the adjacent
crank. The inner end of the cylindrical part a is cut away to form a tongue b,
and integrally formed with the end of the tongue b is a stem c, the end of which
is screw threaded. The stem c is of a sufficient length to extend beyond the hub
of the opposite crank. The section A¹ consists of a hollow cylindrical part a¹
having a bore b₁ of practically the same diameter as the diameter of the stem c.
The inner end of the cylindrical part a¹ is bifurcated to receive the tongue
of the cylindrical part a. Each fork c¹ of the bifurcated end cabutts against
the shoulder formed by the end of the cylindrical part a and the tongue b. The
cylindrical part a¹ is of the same diameter as the cylindrical part a, and when
the sections A, A¹ have been assembled they form a complete cylinder from end
to end of the axle. The forks el gripping the tongue cause the united move-
ment of the sections A, A¹ during the rotation of the cranks. To protect the
joint formed by the tongue 6 and the forks c there is fitted on the sections A, A¹
a sleeve D, which approximately fills the interval between the cones of the axle
bearings. This sleeve prevents the spreading of the forks ell during the applica-
tion of the propelling force, and assists in forming a rigid lock by means of which
the sections are caused to rotate unitedly. In addition to assisting in rotatably
locking together the sections A, A¹ it adds strength to the axle by assisting the
axle in resisting the bending and twisting forces of the propelling power. By
making the axle in two sections in this manner, it is possible in the event of
injury to either of the sections to remove the injured section, and replace it by
one that is perfect. The outer ends of the cylindrical parts a a' are fitted to
receive the hubs E of their respective cranks F, F. The hub of the crank
is fitted on the outer end of the part a, whilst the hub E of the crank F¹ is fitted
on the outer end of the cylindrical part a¹. The stem c of the cylindrical part a
passing through the bore 61 of the cylindrical part a¹, projects slightly beyond
the hub E of the crank F¹. The end of the stem c is screw threaded, and fitted
on the end of this stem on the outer side of the hub E of the crank F1 is a lock-
nut G. The outer face of the hub E of the crank F¹, is provided with a counter-
sunk seat H, whilst the lock-nut G is provided with a collar I, which enters the
scat H when the nut G is fitted on the stem c. By means of the lock-nut G the
sections A, A¹ can be brought tightly together, and any wear on these parts
compensated for by tightening the nut. The cranks F, F, may be made, if so
desired, integral with their respective crank axle sections A, A', but I do not
confine myself to making the sections and the cranks either integral or separate.
Loosely mounted on the section A intermediate the sleeve D and the hub E of
the crank is a cone J, having a hardened bearing surface j, on which run
the balls K contained by the adjusting cups L. Formed on the section A
between the inner side face of the cone J and the adjacent end of the sleeve D
is a seat M for a lock clutch N. The lock clutch N consists of a bifurcated
washer, the forks 0 of which are adapted to tightly grip the flattened surface
of the seat M, and a clutch face P, which is adapted to engage a correspondingly
shaped face Q, on the side face of the cone J. When the lock-clutch N has been
placed in position, it prevents the revolution of the cone J causing the cone J to
revolve in conjunction with the crank axle section A. The section A is pro-
vided with a similar cone J, adjusting cup L; seat and lock-clutch N. The

page_text: perimeter of each of the adjusting cups L is screw threaded to engage a corres-
pondingly threaded surface in their respective ends of the crank axle bracket.
and by screwing the adjusting cups L into their respective ends of the bracket,
the adjusting cups can be brought into position to cause the balls to travel on
the hardened bearing surface of the cones. By locking the cones to the axle
in the manner above described the necessity of screw threading the axle and
cones is obviated, whilst at the same time the cones can be rigidly locked to the
axle, and by screwing the adjusting cups into the ends of the crank axle bracket,
the cups L can be adjusted to the cones to a degree of fineness hitherto unattain-
able, independently of any reference whatever to the crank axle.
When the cranks and crank axle sections are made integral the necessity of
using cotter pins, nuts and washers for fastening the cranks to the axle is
entirely obviated, and a stronger and better axle and crank is provided.
I do not confine myself to fastening the cones to the crank axle in the manner
hereinbefore described, as I may employ any other suitable means for that purpose,
nor do I confine myself to the particular style of adjusting cups and the method
of fastening them into the crank axle above described, as I may use any other
style of adjusting cup suitable, and fasten them to the crank and a bracket in
any convenient manner.
Instead of making the stem integral with the cylindrical part a I may provide
the adjacent meeting faces of the cylindrical parts a a¹ with clutch members,
which will interlock when the parts have been assembled, and bore each of the
cylindrical parts a a', and pass a bolt entirely through the bore locking them
together, in principle in the same manner as that above described, this con-
struction being shewn in Fig. 3, of the drawings.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what I
claim is:
1. A crank axle for cycles consisting of two independent sections, interlocking
clutch members formed on the adjacent meeting faces of the sections, and a sleeve
enclosing the joint formed by the interlocking clutch members, substantially as
specified.
2. A crank axle for cycles consisting of two independent sections, the adjacent
meeting face of each section provided with a clutch member, and a bolt passing
through and uniting the independent sections, substantially as specified.
3. A crank axle for cycles consisting of two independent sections, interlocking
clutch members formed on the adjacent meeting faces of the sections, a bolt
passing through and uniting the independent sections, and a sleeve enclosing the
joint formed by the interlocking clutch members, substantially as specified.
4. A crank axle for cycles consisting of two independent sections, the adjacent
meeting face of each section provided with a clutch member, a bolt passing
through and uniting the independent sections, and a sleeve enclosing the joint
formed by the interlocking clutch members, substantially as specified.
5. In a crank axle for cycles an axle section A consisting of a cylindrical
body, a tongue integrally formed with the inner end of the cylindrical
body a, and a central stem c integrally formed with the end of the tougue bin
combination with an axle section consisting of a cylindrical body a¹ having a
central bore extending there through, a bifurcated end c¹ adapted to embrace
the tongue b, and a nut fitted on the end of the stem c, projecting beyond the
cylindrical body a', substantially as specified.
6. A crank axle for cycles consisting of two independent sections, interlocking
clutch members formed on the adjacent meeting faces of the sections, a sleeve
enclosing the joint formed by the interlocking clutch, members, and a crank
integrally formed with each axle section, substantially as specified.
7. A crank axle for cycles consisting of two independent sections, the adjacent
meeting face of each section provided with a clutch member, a bolt passing

page_text: through and uniting the independent sections, and a crank integrally formed
with each axle section, substantially as specified.
8. A crank axle for cycles consisting of two independent sections, interlocking
clutch members formed on the adjacent meeting faces of the sections, a bolt
passing through and uniting the independent sections, and a sleeve enclosing
the join formed by the interlocking clutch members, and a
integrally formed with each axle section, substantially as specified.
crank
9. A crank axle for cycles consisting of two independent sections, the adjacent
meeting face of each section provided with a clutch member, a bolt passing
through and uniting the independent sections, a sleeve enclosing the joint formed
by the interlocking members, and a crank integrally formed with each axle section,
substantially as specified.
10. In a crank axle for cycles an, axle section A consisting of a cylindrical
body a, a tongue b, integrally formed with the inner end of the cylindrical body a,
and a central stem e integrally formed with the end of the tongue in com-
bination with an axle section consisting of a cylindrical body al having a central
bore 6 extending therethrough, a bifurcated end c¹ adapted to embrace the
tongue b, and a nut fitted on the end of the stem c, projecting beyond the
cylindrical body a¹ and a crank integrally formed with each axle section, sub-
stantially as specified.
HUGHES & YOUNG,
23, Coleman Street, London, E.C., Agents for Applicant.