Improvements in Bicycles and other similar Machines.
Year: 1896

page_text: Date of Application, 17th Dec., 1896
22nd Aud 1907
Accented 13th Nov
1897
PROVISIONAL SPECIFICATION.
Improvements in Bicycles and other similar Machines.
I, GEORGE FREDERICK REDFERN, of the firm of G. F. Redfern & Co., the General
Patent Office, No. 4, South Street, Finsbury, in the County of London, Patent
Agents, do hereby declare the nature of this invention (a communication to me
by John Ferguson Black, of 2361, St. Catherine Street, in the City of Montreal,
in the County of Hochelaga, in the Province of Quebec, Canada, Manufacturer)
to be as follows:-
My invention relates to improvements in the construction of bicycles and other
similar machines and more particularly in connection with the crank-hanger and
driving mechanism of this class of machine, and the object is to provide a strong
construction of frame, whereby the crank-hanger will be held rigidly should a
heavy side strain be brought upon it through the pedal-crank and also in connec-
tion therewith to devise a form of drive which will readily give a high gearing
and at the same time, a most efficient application of the power, and it consists
essentially in making the lower reach and the rear standard in the form of forks,
having two prongs, which, together with the lower rear side-bars are brazed or
otherwise suitably connected to the two distinct crank-hangers and have the axle
upon which the sprocket-wheel is intermediately fixed, suitably journalled therein.
Near cach end of the axle, within the crank-hangers, are firmly fixed small gear-
pinions which mesh with internal gear-wheels suitably journalled eccentrically to
the axle of the pinions, on the crank-hangers and having crank-arms attached
thereto or forming part thereof, as hereinafter more particularly explained and
shown in the drawings attached hereto.
Fig. 1 is a perspective view, partly broken away, of a bicycle constructed in
accordance with my invention.
Fig. 2 is an enlarged cross-sectional perspective detail of crank-hanger, through
the rear forked standard or post, axle of sprocket-wheel and axis of internal-gear
looking toward the rear of the bicycle.
Fig. 3 is a longitudinal sectional elevation, through one of the crank-arms, inter-
nal gear-wheel and pinion-wheel.
In the drawings like letters of reference indicate corresponding parts in each
figure.
A and A are irregular disc-shaped crank-hangers around the periphery of
which are suitably attached the members b and 6 of the fork of the lower reach B,
the members c and c¹ of the forked lower end of the post C and the lower rear
sido-bars D and D'. The side-bars D and D' are preferably rigidly connected
together, between the crank-hangers and the periphery of the rear wheel, by
the cross-bar D2, and the crank-hangers A and A' are rigidly connected at the
bottom by the cross-bar A. (See Fig. 2.)
The sprocket-wheel E is made integral with, or is attached to the end of the
sleeve e, which is firmly attached to the axle F by the bolt e¹.

page_text: The axle F is adjustably journalled in the crank-hanger A in the following
manner: The bearing-cone f is firmly held on the axle between the end of the
sleeve e and the shoulder f formed on the axle. The bearing-cup a, having an
external shoulder-flange a', is firmly screwed or otherwise fixed in the crank-
hanger A.
»
The usual ring of balls F is placed between the cup a and the cone f.
In the cup F in the centre of the end of the axle is placed the single ball f³,
which journals in a corresponding cup situated centrally in the end of the screw-
plug f, which, after being screwed up to give the proper adjustment to the bearing,
is locked in position by the locking plug f
The axle is adjustably journalled in the crank-hanger A¹ in the following
manner: The bearing-cup a, having the external shoulder ³, is firmly screwed
into the crank-hanger A' and the bearing-cone e2 is adjustably screwed on to the
end of the sleeve e far enough to bring the balls in the cup a into proper adjust-
ment, where the cone is locked by the lock-nut e³. The ball f is inserted in the
cups centered in the ends of the axle F and the plug f and the plug is adjusted
and locked in the same manner as the plug f3.
:
Near cach end of the axle F, between the cones f and e2 and the end bearings,
are firmly attached the pinion-wheels F3, which co-act with the internal-gear-
wheels G, to which are attached or formed integrally therewith, the pedal-cranks g.
The internal gear-wheels G are journalled on the crank-hangers, eccentrically
to the axle of the sprocket-wheel as follows:-The internal gear-ring G has
lugs g formed up at desired distances apart around its periphery. G¹ are annular
rings situated one on each side of each gear-ring G and having similar lugs ³,
by which the rings G and G are firmly bound together by the screw-bolts g., In
the outer faces of the rings G¹ are cut concentrically with the pitch-circle of the
internal gear-rings G, the grooves g. In the outer faces of the erank-hangers A
and A and in the inner faces of the screw-caps H are cut similar grooves, so that,
when the balls are inserted and the caps H are screwed on to the crank-hangers
sufficiently far to properly adjust the bearings, the rings G, with the internal
gear-rings G and crank-arms g will revolve freely on the balls g, the internal
teeth meshing with the teeth of the pinions F3 and driving the sprocket-wheel E
at a rate, faster than the revolution of the crank, in proportion to the number of
teeth on the internal gear to the number of teeth on the pinion.
From the sprocket-wheel the rear wheel of the bicycle is driven in the ordinary
manner.
I am aware that internal drive-gears for bicycles are not new, nor do I wish to
lay any claim thereto. My invention consists substantially in the particular
construction whereby the bars, forming the frame of the machine, are forked where
they approach the crank-hanger and the prongs are firmly attached to two separate
crank-hangers, one on either side. This form gives greater strength for resisting
the tortional stresses, when pressure is applied to one of the pedals, than is to be
found in the old form of construction where the front lower reach and the rear
post support a single crank-hanger from the centre.
Another advantage I claim for my construction is that the sprocket-wheel comes
between its axle bearings, giving greater strength and less, as well as more even,
pressure on its bearings, which, of course, are much wider apart than it is possible
to have with the single crank-hanger for a given width of tread.
It will also be seen, that, as in my form of construction the sprocket axle-
bearings, in each bearing are independent of those in the other, the outward thrust
of the cups a and a2 upon the cones f and e2 are,neutralized in each crank-hanger,
by the inward thrust of the end plug bearings. Thus, not only, is there no thrust
or pull exerted upon the crank-hangers by the sprocket axle bearings, tending to
separate them or to draw them together, but this form of bearing actually holds
them firmly against lateral movement. With the further aid of the forks and the
cross-bars A2 and D; I have a very firm form of crank-hanger.
The pinions F3 also come between their axle-bearings, which gives greater

page_text: strength than in other forms, where they are placed outside their bearings. The
same remark holds good relative to the internal gear-wheels and pedal-cranks,
which are also situated between their bearings, and these are very large and
correspondingly strong.
The sprocket-wheel, which is placed as close to the side as possible, will be seen,
on reference to Fig. 2, to lie close along the inside of the tubes b, c, and D. This
just gives the chain, if such is used, good clearance along the side of the tyre of
the rear wheel, but keeps it inside of all tubing and out of the way of skirts and
trensers: This form of construction, consequently allows of the easy application
of a skirt or mud guard, it being merely necessary to stretch a netting, or other
guard, between the lower part of the forks of the rear post, the lower side-bars and
the lower part of the rear upright bars.
In my form of construction, the lower side-bars are made straight and conse-
quently stronger than when bent or cranked, as is done when used with the
crdinary form of single crank-hanger.
It will also be noticed, that in forming the rings G1, I leave small lips extending
outwardly from the faces horizontally at the periphery, which overlan, but do not
tench the peripheries of the caps H and the crank-hangers A. and A' where small
grooves are formed at the edges. This is done to make the bearings dust-proof,
and thus, it will be seen that all the bearings and gearing are internal and dust-
proof.
Improvements in Bicycles and other similar Machines.
I, GEORGE FREDERICK REDFERN, of the firm of G. F. Redfern & Co., the General
Patent Office, No. 4, South Street, Finsbury, in the County of London, Patent
Agents, do hereby declare the nature of this invention (a communication to me
by John Ferguson Black, of 2361, St. Catherine Street, in the City of Montreal,
in the County of Hochelaga, in the Province of Quebec, Canada, Manufacturer)
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 improvements in the construction of bicycles and other
similar machines and more particularly in connection with the crank-hanger and
driving mechanism of this class of machine, and the object is to provide a strong
construction of frame, whereby the crank-hanger will be held rigidly should a
heavy strain be brought upon it through the pedal crank, and also, in connec-
tion therewith to devise a form of drive which will readily give a high gearing
and at the same time, a most efficient application of the power, and it consists
essentially in making the lower reach and the rear standard in the form of forks,
having two prongs, which, together with the lower rear side-bars are brazed or
otherwise suitably connected to the two distinct crank-hangers, having the axle
upon which the sprocket-wheel is intermediately fixed, suitably journalled therein.
Near each end of the axle, within the crank-hangers, are firmly fixed small gear-
pinions which mesh with internal gear-wheels suitably journalled eccentrically to
the axle of the pinions on the crank-hangers and having crank-arms attached
thereto or forming part thereof, as hereinafter more particularly explained and
shown in the drawings accompanying my Provisional Specification.

page_text: Fig. 1 is a perspective view, partly broken away, of a bicycle constructed m
accordance with my invention.
Fig. 2 is an enlarged cross-sectional perspective detail of crank-hangers, through
the rear forked standard or post, axle of sprocket-wheel and axis of internal-gear
looking toward the rear of the bicycle..
Fig. 3 is a longitudinal sectional elevation, through one of the crank-arms, inter-
nal gear-wheel and pinion-wheel.
In the drawings like letters of reference indicate corresponding parts in each
figure.
A and A¹ are irregular disc-shaped crank-hangers around the periphery of
which are suitably attached the members b and b' of the fork of the lower reach B,
the members c and c¹ of the forked lower end of the post C and the lower rear
side-bars D and D. The side-bars D and D' are preferably rigidly connected
together, between the crank-hangers and the periphery of the rear wheel, by
the cross-bar D2, and the crank-hangers A and A are rigidly connected at the
bottom by the cross-bar A. (See Fig. 2.)
The sprocket wheel E is made integral with, or attached, to the end of the
sleeve e, which is firmly attached to the axle F by the bolt el.
The axle F is adjustably journalled in the crank-hanger A in the following
manner: The bearing cone f is firmly held on the axle F between the end of the
sleeve e and the shoulder fl formed on the axle. The bearing-cup a, having an
external shoulder-flange a, is firmly screwed or otherwise fixed in the crank-
hanger A. The usual ring of balls Fi are placed between the cup a and the cone f.
In the cup F in the centre of the end of the axle F is placed the single ball f2,
which journals in a corresponding cup situated centrally in the end of the screw-
plug f, which, after being screwed up to give the proper adjustment to the
bearing, is locked in position by the locking-plug f
The axle F is adjustably journalled in the crank-hanger A in the following
manner: The bearing-cup 2, having the external shoulder a³, is firmly screwed
into the crank-hanger A' and the bearing-cone e is adjustably screwed on to the
end of the sleeve e far enough to bring the balls in the cup into proper adjust-
ment, where the cone is locked by the lock-nut e. The ball f is inserted in the
cups centered in the ends of the axle F and the plug f, and the plug is adjusted
and locked in the same manner as the plug f³.
Near each end of the axle F, between the cup and end bearings, are firmly
attached the pinion-wheels F3, which co-act with the internal gear-wheels G, to
which are attached, or formed integrally therewith, the pedal-cranks g.
The internal gear-wheels G are journalled on the crank-hangers, eccentrically
to the axle of the sprocket-wheel as follows:-The internal gear-ring G has
lugs g¹ formed up at desired distances apart around its periphery. G¹ are annular
rings situated one on each side of the internal gear-rings G and have similar lugs g
by which the rings G and G are firmly bound together by the screw-bolts g³. In
the outer faces of the rings G are cut concentrically with the pitch circle of the
internal gear-rings G, the grooves g. In the outer faces of the crank-hangers A
and A' and in the inner faces of the screw-caps H are cut similar grooves, so that,
when the balls are inserted and the caps H screwed on to the crank-hangers
sufficiently far to properly adjust the bearings, the rings G', with the internal
gear-rings G and the crank-arms g, will revolve freely on the balls g, the internal
teeth meshing with the teeth of the pinions F3 and driving the sprocket-wheel F
at a rate, faster than the revolution of the crank, in the proportion of the number of
teeth on the internal gear to the number of those on the pinion.
From the sprocket-wheel the rear wheel of the bicycle may be driven in the
ordinary manner.
I am aware that internal drive gears for bicycles are not new, nor do I wish to
lay any claim thereto. My invention consists substantially in the particula
construction whereby the bars, forming the frame of the machine, are forked where
they approach the crank-hanger and the prongs are firmly attached to two separate

page_text: crank-hangers, one on either side. This form gives greater strength for resisting
the tortional stresses, when pressure is applied to one of the pedals, than is to be,
found in the old forms of construction, where the front lower reach and the rear'
Another advantage I claim
post support a single crank-hanger from the centre.
for my construction, is that the sprocket wheel comes between its axle-bearings,
giving greater strength and at the same time, less pressure on its bearings, which,,
of course, are much wider apart than is possible with the single crank-hanger, for
a given width of tread. It will also be seen that, as, in my form of construction
the sprocket-axle bearings in each crank-hanger are independent of those in the
other, the outward thrust of the cups a and a2 upon the cones f and e³ are neutral-
ized in each crank-hanger, by. the inward thrust of the end plug bearings. Thus,
not only is there no thrust or pull exerted upon the crank-hangers by the sprocket
axle, tending to separate them or to draw them together, but this form of bearing
actually holds them firmly against lateral movement.
With the further aid of the forks and the cross-bars A and D2, I have a very
firm form of crank-hanger.
It will be further noticed that the pinions also come between their axle bear-
ings, thus giving greater strength than in other forms, where they are placed
outside their bearings. The same remark holds good relative to the internal gear-
wheels and pedal-cranks. They are situated between their bearings, which are
also very large and wide apart for a given tread and are correspondingly strong.
The sprocket-wheel, which is placed as close to the side as possible, will be seen,
on reference to Fig. 2 to lie close along the inside of the tubes c and D. This
just gives the chain, if such is used, good clearance along the side of the tire of
the rear wheel, but keeps it inside all tubing and out of the way of trousers and
skirts. This form of construction, consequently, allows of the easy application of
a skirt or mud guard, it being merely necessary to stretch a netting, or other guard,
between the lower part of the forks of the rear post, the lower side-bars and the
lower part of the rear upright bars.
In my form of construction, the lower side-bars are made straight and conse-
quently stronger than when bent or cranked, as is done when used with the
Gidinary form of single crank-hanger.
It will be noticed that in forming the rings G¹, I leave small lips extending
outwardly from the faces horizontally at the periphery, which overlap, but do not
touch the peripheries of the caps H and the crank-hangers A and A', where small
grooves are formed at the edges. This is done to make the bearings dust-proof,
and thus, it will be seen that all the bearings and gearing are internal and dust-
proof.
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, the sprocket wheel axle, the crank hangers, the sprocket
wheel provided with a sleeve secured to the sprocket wheel axle, the interior-
threaded recesses in the crank hangers the cups with shoulder flanges screwed
into the recesses, the balls and the cones secured to the axle, said crank hangers
having threaded openings in the outer faces thereof in alignment with said axle,
the plugs adjustable in said openings, and the balls interposed between said plugs
and the ends of the axle, all arranged as and for the purpose specified.
2. In combination, the sprocket wheel axle, the crank hangers, the sprocket
wheel provided with a sleeve secured to the sprocket wheel axle, the interior-
threaded annular recess in one crank-hanger next the sprocket wheel, the cup
with shoulder flange screwed into the same, the balls, the shoulder on the sprocket
wheel axle, the cone extending between such shoulder and the hub of the sprocket
wheel, the interior-threaded recess in the opposite crank hanger, the cup with
shoulder flange, the balls, the cone with threaded cup-shaped end screwed onto

page_text: the end of the sleeve of the sprocket wheel and the lock-nut on the threaded end
of such sleeve, as and for the purpose specified.
3. In combination, the crank hangers, the sprocket wheel axle and sprocket
wheel, the bearings for, the sprocket wheel axle at the interior of the crank
hangers, the caps secured to the opposite ends of the crank hangers and the single
ball-bearing at each end of the sprocket wheel axle, comprising a threaded plug.
fitted into a corresponding recess in each crank hanger and a ball fitting in a recess
in each end of the axle, as and for the purpose specified.
4. In combination, the sprocket wheel axle the crank hangers and bearings in.
the same forming a support for each end thereof, the sprocket wheel, the pinions]
on the ends of the sprocket wheel axle, the gear rings with cranks-
attached to or forming part of the same, the supplemental rings secured
to the gear rings by suitable lugs and bolts, the ball bearings between
the inner supplemental rings and
and the crank hangers, the removable
caps screwed onto the threaded outer end of each crank hanger, and the
ball bearings between the movable caps and the outer supplemental rings, as and
for the purpose specified.
5. In combination, the disk hangers, the axle journalled therein, the integral
crank and eccentrically journalled internal gear, the pinion on the axle meshing
with said gear, the independent ring secured to each side of said gear, the cap and
ball bearings interposed between the cap and the opposing ring, and the disk and
the ring opposite thereto, substantially as described
Dated this 23rd day of August 1897
G. F. REDFERN & Co.
4, South Street, Finsbury, London, Agents for the Applicant.