Improvements in or relating to Velocipedes.
Year: 1890

page_text: Date of Application, 15th July, 1890
Complete Specification Left, 11th Apr., 1891-Accepted, 6th June, 1891
PROVISIONAL SPECIFICATION.
Improvements in or relating to Velocipedes.
A communication from abroad by FREDERICK WHITE, of Worcester, in the
County of Worcester, State of Massachusetts, United States of America,
Manufacturer of Cycles.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors, 6 Lord Street, Liverpool, and 6 Bank Street,
Manchester, both in the County of Lancaster, and 323 High Holborn in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this
invention to be as follows:-
The objects of this invention are, First, to do away with chains and sprockets,
and to afford a practical and efficient machine in which the driving-shaft or axle
and pedal-cranks are arranged at the centre of the driving-wheel; multiplying
gearing being combined therewith for increasing the speed of the driving-wheel
above that of the drive-axle.
Another object is to provide, in a velocipede or cycle having a train of gearing
arranged within the hub of the driving-wheel and operated by crank-pedals, a system
of construction and mounting that shall be practical for manufacture, and convenient
for adjustment, and wherein the train of gears shall be easy of operation and
durable for use. Also, to provide, in a train of multiplying gearing, for the
purpose specified, cup-shaped discs and ball-bearings combined with the traverse
gear, to afford support therefor.
Another object is to provide, in combination with the driving-wheel and pedal
mechanism, as described, a supporting frame of peculiar form, having the seat
mounted at or nearly in a vertical line over the driving-wheel axis, thereby bringing
the weight of the rider more directly upon the driving-wheel than has heretofore
been the practice with safety bicycles.
Another object is to afford an improved construction and arrangement of the
head of the wheel-hub, whereby facility of adjustment is attained for taking up
looseness in the gearing; and that will also permit the case-hardening of the
central part of the head and supporting-flange, without the peripheral portion
thereof, as will be more fully explained.
The velocipede or cycle is preferably made with a driving or traction wheel at
the rear, and a front steering-wheel mounted in a guiding fork that is swivelled or
hinged to the frame, and provided with handles for its movement to direct the
steering-wheel right or left. The driving-axle is arranged through the axis of the
driving wheel, but independently supported, and the pedal-cranks or operating-
devices are connected with its respective ends.
The axle is screw-threaded, and screw-threaded collars are fitted thereon to
support and adjust the driving-axle within the frame-bearings. A series of balls
arranged between rounded shoulders, afford rolling-ball-bearings between the frame
and the driving-axle.
The hub of the driving-wheel is composed of a cylindrical shell or barrel, some
four inches, more or less, in diameter, provided with peripheral flanges to which
the wire spokes are secured. Within the ends of this cylinder annular heads or
discs are fitted, the peripheries of which match against the interior of said cylinder
so as to give a firm support and close fitting joints, thus forming a casing within
which the train of gearing is enclosed.
Outwardly projecting annular ribs or flanges are provided upon the exterior of

page_text: the hub or discs, properly fitted and rounded to form roll-ways for series of balls
that give support for the frame-bearings upon the wheel-hub; said frame-bearings
being provided with inwardly projecting concaved shoulders that serve as the inner
roll-way for the balls.
By two series of balls the frame-bearings are suspended between the axle-collars
and the flanges on the wheel-hub, so that the axle and wheel parts run indepen-
dently on their several ball-bearings, operating with ease and freedom, and causing
but little friction and wear.
The driving-axle is best made of hardened steel, and has two transverse auxiliary
axles or studs standing out substantially at right angles, which serve as supports
or axes for two traverse gears in the operating train. These transverse
gear-supporting axles are best made in one piece, or integral with the main
driving-axle.
A bevelled gear that serves as a dead wheel, is keyed or rigidly fixed upon an
inwardly projecting non-rotatable part of the frame-bearings; and a bevelled gear
is fixed to the end of the driving-wheel hub, which latter receives the aggregate
motion from the two traverse gears mounted upon the axle-arms at diametrically
opposite positions, so that when the driving-axle is rotated, the strain and
leverage of the gearing is balanced at the opposite sides of the gear-axes,
thereby obviating undue side-wise pressure and wear in the gear-train, or on
their axles.
The traverse gears are preferably supported by ball-bearings at their outer sides,
or both above and below the gear. For this purpose the sides of said gears are
concaved, and plates, cup-shaped or having a concaved side or flange are arranged
on the axle-studs adjacent to the gears, and a series of balls are disposed between
the concaved surfaces of the gears and plates that support said gears concentrically
and also against lateral pressure.
Nuts screwed onto the ends of the axle-studs prevent the escape of the plates
and balls, and afford ample facility for adjustment.
The head or disc is made with an annular inner portion on which the flange is
formed, and an annular outer portion having upon its periphery a screw-thread that
matches the screw-thread on the interior of the cylindrical barrel; and also with a
recessed flange at its outer angle. The inner portion is first formed and hardened
to give the proper wearing quality to the roll-way flange; after which the outer
portion is fitted and driven tightly or shrunk on to the periphery, and then fitted
with its peripheral screw-thread to match the threaded end of the cylinder. The
head disc affords adjustment for correcting wear or looseness in the gearing without
throwing the several bearings out of precision.
A dog or stop-piece is secured to the ends of the hub-cylinder for retaining the
disc at any position of adjustment.
The gearing and axles can be completely fitted, assembled, and then put into the
cylindrical hub through one end thereof; and the disc subsequently introduced into
place. The cylinder and heads form a chamber or receptacle that can be partially
filled with oil so that the gears are constantly lubricated.
The screw-threaded collars on the ends of the axle give the proper degree of
tightness to the several ball-bearings, all of which are thereby simultaneously taken
up or relieved.
The frame is preferably constructed of the following parts: A main reach, having
a tubular or hinging fore-end, extends therefrom to the drive-wheel bearings to
which it is attached, its rear part being bifurcated to accommodate the traction-
wheel; the guard over the top of the wheel, rigidly attached to the main reach and
braced from its rear part to the bearing by bars which are attached to said
bearings; a seat support fixed on the guard over the driving-wheel, with horizontal
brace from the fore end to the seat-support. The main reach, guard, brace-bars,
seat-support, and fore end together form a rigid single structure. This construction
brings the two wheels much ucarer together than is usual in low down or safety
bicycles.

page_text: The brake is hinged to the main reach to press upon the driving-wheel, and is
operated by a hand-lever and connections of suitable form.
Dated this 14th day of July 1890.
WM. P. THOMPSON & Co.,
Agents for the Applicant.
Improvements in or relating to Velocipedes.
A communication from abroad by FREDERICK WHITE, of Worcester, in the
County of Worcester, State of Massachusetts, United States of America,
Manufacturer of Cycles.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for Foreign
Patent Solicitors, 6, Lord Street, Liverpool, and 6, Bank Street, Manchester, both
in the County of Lancaster and 323 High Holborn in the County of Middlesex,
Civil Engineer, 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 :-
In that class of velocipedes or cycles known as "safety" or "low down" bicycles,
it has heretofore been customary to employ an auxiliary pedal-shaft located forward
of the drive-wheel, and to connect said pedal-shaft and the drive-wheel for operation
by means of sprocket-wheels and drive-chains at either one or both sides of the
machine. Various arrangements for such purpose have been employed, but all
more or less unsightly and cumbersome; while the drive-chains, which have to be
oiled, soon become clogged with accumulated dust and dirt, so that it requires
considerable labor and attention to keep the mechanism in proper condition.
The objects of the present invention are,-First, to do away with chains and
sprockets in this class of cycles, and to afford a practical and efficient machine in
which the driving-shaft or axle and pedal-cranks are arranged at the centre of the
driving-wheel; multiplying gearing being combined therewith for increasing the
speed of the driving-wheel above that of the drive-axle.
Another object of the invention is to provide, in a velocipede or cycle having a
train of gearing arranged within the hub of the driving-wheel and operated by
crank-pedals, a system of construction and mounting that shall be practical for
manufacture, and convenient for adjustment, and wherein the train of gears shall
be easy of operation and durable for use. Also, to provide, in a train of multiplying
gearing, for the purpose specified, cup-shaped discs and ball-bearings combined
with the traverse gear, to afford support therefor, as hereinafter explained.
Another object is to provide, in combination with the driving-wheel and pedal
mechanism, as described, a supporting frame of peculiar form, having the seat
mounted at or nearly in a vertical line over the driving-wheel axis, thereby bringing
the weight of the rider more directly upon the driving-wheel than has heretofore
been the practice with safety bicycles.
Another object is to afford an improved construction and arrangement of the
head of the wheel-hub, whereby facility of adjustment is attained for taking up
looseness in the gearing; and that will also permit the case-hardening of the central
part of the head and supporting-flange, without the peripheral portion thereof, as
will be more fully explained.
These objects are attained by mechanism such as described; the particular subject-
matter claimed being hereinafter definitely specified.
In the drawings,
Fig. 1 is a side view of a bicycle constructed in accordance with the invention.
Fig. 2 is a longitudinal vertical section through the wheel-hub, frame-bearing and
operating mechanism, and
Fig. 3 is a transverse vertical section through the wheel-hub and driving-axle.

page_text: Referring to parts, A denotes the driving or traction wheel; B the steering
wheel; C the main frame; D the guiding-fork provided with handles d; and E the
cranks fitted with foot-pads or pedals e, by means of which power
applied for
propelling the machine. F denotes the driving-axle arranged through the axis of
the driving-wheel, but independently supported, and having the pedal-cranks or
operating-devices connected with the respective ends, which project beyond the
frame bearings, in the manner shown.
The axle F is screw-threaded near its ends, and screw-threaded collars G G are
fitted thereon; which collars are formed with a circumferential cavetto channel and
a lip or flange about their peripheries. These collars serve to support and adjust
the driving-axle within the frame-bearings c, which latter are recessed on their
outer side to receive said collars, and have an internally rounded shoulder. A
series of balls 5, arranged between these rounded shoulders and the cavetto
channels of the collars G, afford rolling-ball-bearings between the frame and the
driving-axle.
The hub of the driving-wheel A is composed of a cylindrical shell or barrel a,
some four inches, more or less, in diameter, provided with peripherally projecting
flanges a', to which the wire spokes are secured. Within the ends of this cylinder,
annular heads or discs A'A' are fitted, the peripheries of which match against
seating surfaces formed on the interior of said cylinder so as to give a firm support
and close fitting joints, thus forming a casing within which the train of gearing is
enclosed. The discs A² are removable, but are rigidly keyed into the cylindrical
part a.
Outwardly projecting annular ribs or flanges 10 are provided upon the exterior
of the hub or discs A' A². The inner surfaces of said flanges are properly fitted
and rounded to form roll-ways for series of balls 9 that give support for the frame-
bearings c upon the wheel-hub; said frame-bearings being provided with inwardly
projecting concaved shoulders that serve as the inner rollway for the balls 9.
By means of the two series of balls 9 and 5 the frame-bearings care suspended
between the axle-collars G and the flanges 10 on the wheel-hub, so that the axle
and wheel parts run independently on their several ball-bearings, operating with
ease and freedom, and causing but little friction and wear.
The driving-axle is best made of hardened steel, and has two transverse auxiliary
axles or studs F disposed at central position and standing out substantially at right
angles from the main axle, and which serve as supports or axes for the two
traverse gears I and J in the operating train. These transverse gear-supporting
axles are best made in one piece, or integral with the main driving-axle, so there is
no liability of their slipping or becoming loose on said driving-axle.
K indicates a bevelled gear that serves as a dead wheel, keyed or rigidly fixed
upon an inwardly projecting sleeve or non-rotatable part 12 on one of the frame-
bearings c; and L indicates a bevelled-gear keyed or rigidly fixed to the end discs A²
of the driving-wheel hub, which latter receives the aggregate motion from the
traverse-gears.
The two traverse gears I and J, respectively mounted upon the axle-arms or
studs F¹, both mesh with the two gears K and L at diametrically opposite positions,
so that when the driving-axle is rotated, the strain and leverage of the gearing are
balanced at the opposite sides of the gear-axes, thereby obviating undue side-wise
pressure and wear in the gear-train, or on their axles.
The traverse gears I and J are preferably supported by ball-bearings at their
outer sides, or both above and below the gear, as illustrated in Fig. 4. For this
purpose the sides of said gears are formed with conoidal or concaved shoulders on
their sides; and plates or discs 16, cup-shaped or having a concaved side or flange,
are arranged on the axle-studs Fi adjacent to the gears, while a series of balls 17
are disposed between the concaved surfaces of the gears and plates, thus affording,
for the gears, antifrictional ball bearings that support said traverse gears con-
centrically and also against lateral pressure.
The inner plates 16 rest against shoulders on the axle, and the outer plates are

page_text: secured by nuts 18 screwed onto the ends of the axle-studs F¹, which nuts prevent
the escape of the plates and balls, and afford ample facility for adjustment to take
up wear, or for giving accuracy and closeness of running while permitting the free
rotation of the gears about their axes.
The head or disc A' is made with an annular inner portion 6, on which the
flange 10 is formed, and an annular outer portion 7 having upon its periphery a
screw-thread 8 that matches the screw-thread a' formed on the interior of the
cylindrical barrel a; and also with a notched or recessed flange d' at its outer
angle. The inner portion 6, which is preferably of hard steel, is first formed and
then hardened or tempered to give the proper hardness and wearing quality to the
roll-way flange 10, after which the outer portion 7, preferably of soft steel, is fitted
and driven tightly or shrunk onto the periphery of the part 6, and then fitted with
its peripheral screw-thread to match the threaded end of the cylinder; thereby
avoiding any liability of distortion or warping that might take place in the threaded
portion if the disc was made integral and subjected entire to the hardening process.
The head disc, when formed as shown, can be made very accurate in the relation to
the screw-threads 8 and flange 10, so that it can be screwed into the cylinder a,
more or less, without impairing the concentricity of the bearing surfaces of the
flange 10 and frame bearing; thus affording adjustment for correcting wear or
looseness in the gearing without throwing the several bearings out of precision.
A dog or stop-piece d³, fitted to engage the recessed flange d', is secured to the
end of the cylinder for retaining the disc A' at any position of adjustment.
By making the hub with a cylindrical barrel and end discs, as shown, the gearing
and axles can be completely fitted up and assembled, and then put into the
cylindrical hub through one end thereof; and the disc subsequently introduced
into place. The structure being compact and gears enclosed, it presents no
unsightly appearance, while the cylinder and heads form a chamber or receptacle
that can be partially filled with oil so that the gears are constantly lubricated.
The crank-pedals E are fitted onto the ends of the axle F and retained by pins 19.
The screw-threaded collars G on the ends of the axle are turned up to give the
proper degree of tightness to the several ball-bearings 5 and 9, all of which are
thereby simultaneously taken up or relieved; and said collars are then confined at
their place of adjustment by pins or screws 20 fixed in the cranks with their ends
fitted in one of a series of holes formed in the exterior side of the collar.
The
The frame C is preferably constructed in the peculiar form shown, and composed
of the following parts;-A main reach c' having a tubular or hinging fore-end /
extends therefrom to the drive-wheel bearings c, to which it is attached, as at 22;
its rear part being bifurcated to accommodate the traction-wheel A.
guard over the top of the wheel, rigidly attached to the main reach c¹ and
braced from its rear part to the bearing c by struts or bars c³, which are attached
to said bearings, as at 23. A seat support e is fixed on the guard c² at a position
that will bring the saddle S over, or nearly over, the axis of the driving-wheel;
while a rigid horizontal brace is extended from the fore end h to the seat-
support, substantially in the manner illustrated in Fig. 1. The main reach c',
guard c, brace-bars cc, seat-support c, and fore end h, all together form a rigid
frame or single structure. A vertically adjustable angle-bar m is fitted in the
support, and the saddle S is horizontally adjustable thereon in well known
manner, it being retained by the set-screw r.
The head of the guiding-fork D is hinged to or swivelled in the fore end of the
frame C, and the steering wheel B is journalled in said fork in the usual manner.
The advantages of this frame are, that it brings the rider well over the driving-
wheel in the best position for working the machine; his weight being on the centre
of the drive-wheel reduces the vibration and renders the machine easier to handle ;
and the weight on the steering-wheel being lightened it rides easier and the jerking
of the handles occasioned by inequalities of the road is, in great measure, obviated.
The construction shown also brings the two wheels much nearer together than is
usual in low down or safety bicycles.

page_text: The brake 24 is hinged to the main reach to press upon the driving-wheel, and is
operated by a hand-lever, 25, angle-lever 26, and connections 27, as indicated in
Figure 1. The saddle S may be of any suitable or well known form.
My correspondent is aware that a previous Patent has described an epicyclic
train of gearing for producing variable motion, as applied to the construction of
bicycles; hence it will be understood that he does not herein make claim
broadly to the employment of such gearing irrespective of construction; but
that this invention comprises special features of improvement such as illustrated
and defined.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim is :-
1. The drive-wheel-hub composed of the cylindrical barrel having spoke-
attaching flanges thereon, and the annular heads or end discs fitted therein, said
heads provided with projecting circular flanges or roll-ways for ball-bearings,
whereby the frame is supported upon said hub, in combination with the driving-
wheel, and frame, substantially as set forth.
2. The combination, with the gear K fixed to the frame-bearing, and the driving-
wheel having the gear L fixed to its hub, of the driving-axle carrying two
transverse auxiliary axles and screw-threaded near its ends, the threaded adjustable
collars fitted on said axle and having roll-way channels at their peripheries, said
collars matching roll-way recesses in the frame-bearings, and supported therein by
series of bearing balls 5, the two traverse gears I and J mounted on said transverse
axles and engaging with gears K and L at opposite positions, and pedal-cranks on
the respective ends of said driving-axle, substantially as set forth.
3. The combination, of the driving-axle F, the screw-threaded collars G fitted
thereon, having cavetto channels, as described, the driving-wheel, its hub provided
with annular flanges 10, the frame bearings c having outer and inner-rounded
sboulders, the series of balls 5 between said collars and frame-bearing, and the
series of balls 9 between said frame-bearings and the annular flanges on the wheel-
hub, said parts being disposed and organized for operation substantially as set forth.
4. The head A' formed of two firmly united annular portions, the inner portion 6
having the roll-way flange 10 thereon, hardened or tempered, and the outer
portion 7 non-hardened and having its periphery screw-threaded, in combination,
with the hub-cylinder a internally screw-threaded at its end, the train of operating
gearing, and the frame-bearings, substantially as and for the purpose set forth.
5. In a velocipede or cycle-wheel having an epicyclic train of operating gears,
the combination with the intermediate or traverse gear in said train, of a rolling-
ball bearing and bearing-disc disposed on the outer side of said traverse gear for
supporting the same, substantially as set forth.
6. The driving-axle with the transverse studs or axles thereon, the traverse gears
mounted on said transverse axles, cup-shaped or flanged plates arranged on said
axles above and below said traverse-gears, and the series of rolling-balls disposed
between said gears and plates and forming anti-frictional bearing therefor, in
combination with the driving-wheel, the frame-bearings, the gear fixed to the
driving-wheel-hub, the gear fixed to the frame-bearing, and means for operating
the driving-axle, substantially as and for the purpose set forth.
7. The arrangement, substantially as described, of the driving-wheel having the
hollow hub, with the multiplying gears enclosed therein, the driving-axle arranged
at the centre of said wheel with cranks or power-appliances connected to the
respective ends of said driving-axle, the duplex series of ball-bearings that support
the bearing bosses of the frame between the driving-axle-collars and flanges of the
driving-wheel-hub, the main frame carrying a seat-support above the driving-wheel,
the guiding-fork, and the steering-wheel journalled in said fork, said parts disposed
and operating as and for the purpose set forth.
8. The frame composed of the bifurcated main reach c', the rigid arched guard c²,

page_text: the guard-braces c³, bearing c, the seat-support carried on said guard, the hori
zontal brace connecting said seat-support and the fore end of the main-reach; in
combination with the drive-wheel having the crank-pedals or operating devices at
the axis thereof, and the steering-wheel and its guiding-fork connected with the
fore end of said main-reach, all substantially as set forth.
Dated this 10th day of April 1891.
WM. P. THOMPSON & Co.,
Agents for the Applicant.