Improvements in Driving-gear for Velocipedes and like Vehicles.
Year: 1898

page_text: Date of Application, 17th Feb., 1898-Accepted, 9th July, 1898
COMPLETE SPECIFICATION.
Improvements in Driving-gear for Velocipedes and like Vehicles.
I, ALBERT AUGUSTUS POPE, of Cohasset, in the County of Norfolk, and State
of Massachusetts, United States of America, Manufacturer, 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:
-
My invention relates to the class of velocipedes and such light vehicles in
which the driving mechanism is operated by the rider, and especially to that
sub-class of such vehicles in which the driving mechanism is made up of gears
as distinguished from those in which a drive chain is used to connect the crank
shaft and the driving wheel, but is not wholly limited to that.
The object of my invention is to provide a gear driving mechanism in which
the bearings on the main driving gear shall be reduced in number, and also to
provide improved means for connecting the cranks, and it also further consists
in details of the several parts making up the machine as a whole and in the
combination of such parts as hereinafter described and more particularly pointed
out in the claims.
Referring to the drawings:-
Figure 1 is a top or plan view of the rear portion of a bicycle frame showing
the parts directly related to the driving mechanism, and with such parts broken
away in section to show construction.
Figure 2 is a view in side elevation of the crank bracket, rear bracket and
side frame tube.
Figure 3 is a detail sectional view on enlarged scale of that portion of the
driving mechanism located adjacent to the crank shaft..
Figure 4 is a detail top or plan view of the rear portion of a bicycle frame
and of the parts directly related to the driving mechanism, with parts broken
away in section illustrating the construction and showing a modified form of
the invention, and
Figure 5 is a view in side elevation of the crank bracket, rear bracket and
side frame tube.
In the accompanying drawings the letter a denotes a crank hanger, or bracket,
that is a somewhat narrow circular box or casing located in the central plane
of the frame and having suitable devices, as lugs b, 61, for the attachment of the
down tube and other member and lugs c, cl for the attachment of the rear fork
members d and e. This bracket has a peripheral wall g, a side wall g' with
an opening through the latter for the crank shaft and slightly larger than the
diameter of the shaft, and on the opposite side of the peripheral wall is an
interior thread to receive the threaded edge of a cone consisting of the outer
section h and inner section h¹. The outer section h is backed up by a locking
ring that serves to close and pack the joints, and also to hold the section against
accidental movement. The inner section h¹ is secured in a central opening
the outer section by means of interengaging threaded parts, this section being
backed up by a locking ring similar to the locking ring i, although smaller
in

page_text: in diameter, but used for the same purpose. A flange his located adjacent to
the opening in the section h of the cone, this flange forming a recess h³ into
which a flange on the main driving gear wheel k projects. A radial projection
or flange is located on the periphery of the inner section of the cone, a
portion of the ball race being located between this flange h and the flange ha
on the outer section. This portion of the ball race is of angular shape, and by
means of the adjustable connection between the two sections of the cone, any
wear between the parts may be readily taken up. The sloping surfaces on the
cone are preferably arranged in a plane obliquely to a line passing diametrically
through two of the balls located directly opposite each other on the cone.
Within the bracket the main driving gear is located with the ball case for
the balls formed in an angular recess on the inner surface of the flange k¹ on
the gear, the walls of the recess being arranged in opposition to the surface on the
sections of the cone just described.
The crank shaft is made in two sections 1, 1, each section having a wedge-
shaped transverse rib or projection m, m² adapted to fit in notches in the
hub of the gear k. Shoulders 12 are formed on each of the crank shaft sections
and are engaged by a flange n¹ on each of the sleeve lock nuts n, the inner surface
of the wall of cach of these sleeves being threaded to engage an exterior thread
on each end of the hub of the gear k, and by means of which the crank shaft
sections are firmly secured to said gear. The sleeve lock nuts n closely fit a
central opening in the side wall of the gear case and an opening in the
inner section of the sectional cone, any suitable packing being used to prevent
the entrance of dirt or dust within the case.
A connecting shaft o is located along one side of the frame preferably extending
through the side fork e and it supports on the front end a small bevel gear
wheel o and on the rear end a bevel gear wheel o². The bevel gear o¹ projects
into the casing a and engages the teeth on the main gear.
The forward end of this connecting shaft is provided with a cone bearing 03
and it co-operates with a sectional ball case of composed of two rings which are
screwed into sockets in the crank hanger.
In the form of device herein shown, the cone bearing is formed on the hub
of the gear o¹ and the end of the shaft o is made solid by securing a plug
therein or in any other convenient manner. Projections 05 on the said hub
engage recesses 0% in the shoulder 08 of the solid extremity of the connecting
shaft o, these projections and recesses being similar to those already described
with reference to the sectional crank shaft and the main gear, a tapered nut o
on the screw-threaded part of the said solid end of the shaft o, being employed
to hold the gear in place on the shaft.
As thus constructed the bicycle frame may be built with an extremely narrow 4
tread. The balls are arranged in a position directly back of the location of
the teeth on the gear wheel and at least two of the oppositely arranged supporting
surfaces of the cone are located at nearly right angles to the line of thrust caused
by the resistance of the vehicle to forward movement under a force applied to
the crank shaft as by means of the crank and pedals. The difficulties presented 4
by this end thrust on the bearings in older forms of construction are practically
avoided in this improvement.
In the form shown in the drawings the rear wheel has a barrel hub p to one
end of which is secured as by means of threaded parts a gear wheel p', this gear
wheel meshing with the forward facing gear wheel o³ on the rear end of the 5
connecting shaft o.
The end of the hub p projects into a bracket or casing q into which the rear
end of the connecting shaft extends and within which ball bearings to support
it are located, and the gear on the end of the hub p is also located within this
bracket. The bracket is shown in side elevation on uniform scale in Figure 2 5
of the drawings.
Within the bracket 9 and in line with the axis of the driving wheel is a

page_text: threaded socket g¹ in which the threaded end of the bolt r is held by inter-
engaging threaded parts, a projection in which this socket q¹ is formed being
located within the hollow end of the hub. On the back of the gear wheel pl
a cone is formed for ball bearings and a ball case p³, secured as by means of
interengaging threaded parts on the inner face of the bracket 9, carries the
complementary part of the ball race and also serves to close the opening between
the edge of the bracket 9 and the outer surface of the hub p.
This bolt r serves to connect the fork members d and e and on the end opposite
the bracket it is threaded and receives a threaded sleeve s. This sleeves bears
the cones which forms part of the ball race for the ball bearings at this end
of the axle, the case 2 being.secured to the end of the hub, as by interengaging
threaded parts, and by changing the position of the sleeve s on the bolt the
contact of the gear wheels o2 and p may be adjusted. A lock nut t on the end
of the sleeve forms a shoulder against which the toe piece of the frame member d
rests, and a thimble on the outer side of the toe piece is held by a nut (not
shown in the drawings) on the outer end of the bolt.
At the rear end of the shaft o the ball race for the bearings is formed on the
cone back of the gear wheel and the case 08 which is adjustably secured to the
rear end of the bracket 7. This case also forms a cover for the rear end of the
shaft and closes the opening in the bracket.
In the modified form of the invention shown in Figure 4 of the drawings
the balls are located adjacent to the periphery of the main driving gear 1, but
in this construction the cone 2 is adjustably secured to the hub of the driving
wheel and the ball case 3 is adjustably secured within the casing, or crank
hanger, the balls being supported by this case and by the back of the gear wheel
and the cone supported on the hub thereof. A lock nut 4 prevents accidental
movement of the cone, and a cover 5 closes the side of the casing 6, being
engaged therewith as by means of interengaging screw threads.
In this form of construction the cranks 7 are connected with the hub of the
main driving gear 1 by means of exterior threads fitting the interior threaded
surface of the hub, the cranks being prevented from independent rotation as by
means of engaging recesses and lugs, as above described, located on opposite
crank shafts. A cap 8 is secured to the surface of the gear and has a flange
overlying a shoulder on one of the crank shafts, this cap fitting within a central
opening in the cover 5.
The gear 9 is secured to the connecting shaft in any suitable manner and
supported on ball bearings located between the sectional ball case 10 secured to
the bracket and the cones formed on a sleeve 11 secured to the hub of the gear
wheel and the connecting shaft.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:-
1. In combination in a vehicle having gear driving mechanism', a narrow
crank-shaft bracket located in the central plane of the machine, a main gear
wheel supported within the bracket on a single row of ball bearings arranged
near the periphery of the gear wheel, a rear driving wheel mounted in the
vehicle frame, and a connecting shaft having gear wheels on its opposite ends
engaging the main gear wheel on the crank-shaft and a gear on the driving
wheel, all substantially as described.
2. In combination in a vehicle having gear driving mechanism, a narrow
crank-shaft bracket located in the central plane of the machine, a main gear
wheel supported within the bracket, a row of ball bearings supporting the gear
wheel and located back of the teeth thereon, a rear driving wheel mounted in the
vehicle frame, and a connecting shaft having gear wheels on its opposite ends
engaging the main gear wheel on the crank-shaft and a gear on the driving
wheel, all substantially as described.

page_text: 3. In combination in a vehicle having gear driving mechanism, a narrow
crank-shaft bracket located in the central plane of the machine, a main gear
wheel supported within the bracket on a single row of ball bearings arranged
near the periphery of the gear wheel, two of the opposing supporting surfaces
of the ball race being located nearly at right angles to the line of thrust on
the main gear in the propulsion of the machine, a rear driving wheel mounted
in the vehicle frame, and a connecting shaft having gear wheels on its opposite
ends engaging the main gear wheel on the crank-shaft and a gear on the driving
wheel, all substantially as described.
4. In combination in a vehicle, a driving wheel, a gear wheel with its
supporting shaft, power transmitting means operatively connecting the driving
wheel and gear, a flange extending in an axial direction from the back of the
gear, a recess formed radially in said flange, a cone having a recess adapted
to register with the recess in said flange and balls located in the ball race
between said flange and cone, all substantially as described.
5. In combination in a vehicle, a driving wheel, a gear with its
supporting shaft, power transmitting means operatively connecting the driving
wheel and gear, a flange extending in an axial direction from the back of the
gear, a recess formed in a radial direction in said flange, a sectional cone having
a recess located opposite the recess in the flange, and balls located in the ball
race between said recesses, all substantially as described.
6. In combination in a vehicle having gear driving mechanism, a driving
wheel, a crank-shaft bracket located in the central plane of the machine, a main
gear wheel supported within the bracket, power transmitting means operatively
connecting the gear and driving wheel, a portion of the ball race formed in
the gear at or near its periphery, one section of a cone secured to the bracket,
the other section of the cone secured to the first section, and a single row of
balls located in the ball race between the gear and sectional cone, all substan-
tially as described.
7. In combination in a vehicle having driving mechanism, a crank-shaft
bracket located in the central plane of the machine, a main gear wheel, a driving
wheel, power transmitting means operatively connecting the gear and driving
wheel, a portion of the ball race located near or at the periphery of the gear,
one section of a cone secured to the bracket, the opposite section of the cone
adjustably secured to the first section, and balls located in the ball race between
the sectional cone and the gear, all substantially as described.
narrow
8. In combination in a vehicle having gear driving mechanism, a
crank-shaft bracket located in the central plane of the machine, a main gear
wheel supported within the bracket, a driving wheel, power transmitting means
operatively connecting the gear and driving wheel, a ball race formed on the
gear wheel, a sectional cone secured to the bracket and forming a cover therefor,
and balls supported between the cone and gear, all substantially as described.
9. In combination in a vehicle, a frame, a wheel mounted thereon, a driving
wheel, power transmitting means operatively connecting said wheels, a sectional
shaft secured to opposite sides of the wheel, and means for causing the shaft and
wheel to rotate together.
10. In combination in a vehicle, a frame, a wheel mounted thereon, a driving
wheel, power transmitting means operatively connecting said wheels, a sectional
shaft located on opposite sides of the hub of the wheel, interengaging lugs and
recesses on the shaft and hub, and a threaded cap fitting the threaded surface on
each end of the hub, each cap having a shoulder engaging a shoulder on each
section of the shaft to hold the recesses and lugs in engagement, all substantially
as described.
11. In combination in a vehicle having gear driving mechanism, a driving
wheel, a main gear wheel, a connecting shaft, a gear mounted on the end of the
connecting shaft, interengaging lugs and recesses formed on the shaft and gear,
means for holding the gear in place on the shaft with the lugs and recesses in

page_text: engagement, and means for transmitting power from the gear wheel to the
driving wheel, all substantially as described.
12. In combination in a vehicle, a frame, a bolt secured to one end of the
frame, a driving wheel having a hub surrounding the bolt, a gear secured to
one end of the hub, a sleeve secured to the bolt near the opposite
end of the hub, and having a cone located thereon within the hub, the sleeve
extending outside the hub, means for securing the end of the bolt to the frame,
a main gear mounted in the frame, a connecting shaft, and gears located on the
ends of the connecting shaft and operatively connecting the gear and driving
wheel, all substantially as described.
13. In combination in a vehicle, a frame, a crank-shaft hanger, a rear bracket,
a connecting shaft located within a rear fork member of the frame, a crank-shaft
with a bevel gear fast thereto, and supported within the bracket by a single
row of ball bearings, a rear wheel hub having a bevel gear adjustably secured
to one end and located within the rear bracket, a bolt extending through the
rear wheel hub and having adjustably secured on the threaded end of the bolt
a sleeve, said sleeve having a cone bearing, the supplemental case for this
bearing being adjustably secured to the end of the hub, and interengaging gear
wheels on the connecting shaft meshing with the crank-shaft gear and the rear
wheel gear respectively, all substantially as described.
14. In combination in a vehicle, a crank-shaft bracket, a main gear wheel
supported within the bracket and having face teeth, a row of ball bearings
arranged back of the teeth on the gear wheel, a rear driving wheel mounted
in the vehicle frame, and a connecting shaft having gear wheels on its opposite
ends engaging the main gear wheel and a gear on the driving wheel, all substan-
tially as described.
15. In combination in a vehicle having driving mechanism, a crank shaft
bracket, a main gear wheel, a driving wheel, power transmitting means opera-
tively connecting the gear and driving wheels, a portion of the ball race located
near or at the periphery of the gear, one section of a cone secured to the bracket,
the opposite section of the cone adjustably secured to the first section, and balls
located in the ball race between the sectional gear and the cone, all substantially
as described.
16. In combination in a vehicle, a crank-shaft bracket, a main wheel supported
by the bracket on a single row of ball bearings arranged on the outer surface
near the periphery of the wheel, a rear driving wheel mounted in the frame,
power transmitting means connecting the main wheel and the driving wheel,
and means for operating the main wheel, all substantially as described.
Dated Boston Mass TLS A December 18th 1907
ALBERT AUGUSTUS POPE.
D. Young & Co.,
11 and 12, Southampton Buildings, London, W.C.,
Agents for the Applicant.