THE CHAINLESS WHEEL.
“Sans Chaine sans Gêne,” literally “without Chains without Care,” or
even “Chainless and Careless,” is the happy motto chosen by an English
maker of chainless bicycles; some thirty American makers are offering
or promising to offer a chainless bicycle of some kind this year,
although whether they will all realize the declaration of the motto
time alone will show.
There are a number of methods for transmitting power from the crank
axle of a bicycle to the driven wheel—possible theoretically, but the
number practically available is very small. The possession of the
field by the chain is now contested, mainly by the bevel-gear or its
equivalent; the chain has the field, but changes are sometimes so rapid
that this fact alone will not effectually bar out a really better
driving method. The elements of bevel-gear construction will readily be
seen from the cuts following. The usual front sprocket has teeth, which
mesh into a pinion on a shaft that carries power to the wheel through a
pair of pinions at the rear.
DEVELOPMENT OF THE BEVEL-GEAR CHAINLESS.
In April, 1885, a patent for the application of bevel-gears to the
bicycle was taken out. Before 1897 more than one hundred such patents
had been issued in the United States and England, in addition to those
granted in France and Germany, and there had been much experimental
construction, in which the difficulty and expense of gear cutting
was great, and the springy frames and inaccurate workmanship almost
invariably encountered were additional sources of trouble.
Of the foreign-made chainless bicycles the Acatene, built in France,
is the only one that has been brought to anything like perfection.
The Acatene is a bevel-gear, and in many features is quite equal to
the best American workmanship. In this country a number of bevel-gear
cycles have been put forward, and some of them are still in use. The
difficulties they have encountered have been mostly due to lack of
capital and the practical impossibility of getting accurate gears cut
except very slowly and at a very great cost.
In 1892 the League Cycle Company of Hartford, Conn., began making a
bevel-gear bicycle, and at the New York Show of 1897 a number of their
models were shown as curios. They were chiefly interesting from a
historical point of view. An 1892 model shown was a lady’s single-loop
drop frame, fitted with one-inch cushion tires. It weighed about
75 pounds and had an eight-inch tread. An 1893 model was a diamond
frame, having double tubes from the lower part of the head to the
crank-hanger, and having also double diagonal stays. It was fitted with
pneumatic tires, had a 7¾ inch tread and weighed 45 pounds. An 1894
model shown was of the same construction, but having a high frame. The
tread was reduced to 7 inches and the weight to about 32 pounds.
[Illustration: COLUMBIA CHAINLESS.]
An 1895 model was of the regulation high frame diamond pattern,
single-tube style, excepting double diagonal stays from seat pillar to
crank-hanger. It had a 5-inch tread and weighed about thirty pounds.
The 1896 models were a lady’s frame, double-loop, full nickeled, and
a man’s diamond frame, each having 5⅛ inch tread and weighing about
twenty-four pounds. All these models carried the large front driving
gear on the centre of the crank axle between the bearings, the teeth
facing outwardly instead of inwardly, as on the earlier samples. This
company failed early in 1896, and there were some spasmodic attempts
by Howard & Nichols of Newark, N. J., and the Bayvelgere Cycle Company
to introduce bevel-gear bicycles. The Pope Manufacturing Company saw
this object lesson, and all the old patents went into the hands of the
makers of the Columbia. They began experimenting forthwith, and for two
years they have built and tried, and made model after model, more than
a dozen distinct variations having been tested, besides gathering the
costly equipment to cut bevel-gears and produce them in quantities.
(It will be observed that the following descriptions
of chainless cycles are from the respective makers, not
necessarily in their own language, in every instance, but
substantially so. For these descriptions, and still more
for any statements regarding the merits of any and the
comparative value of chainless driving. The Commercial
Advertiser is not responsible, nor does anything in this
article preclude the writers from any criticism or any
expression of opinion hereafter. It has seemed fairest and
best to allow the several makers to present their own side
freely, and this paragraph is a disclaimer upon the part
of the compilers, rather than a notice of dissent. The
Bayvelgere, the English, the Quadrant, the Hildick, the
Monarch and the Bantam, however, are described by our own
representatives.)
THE COLUMBIA CHAINLESS.
This is a Columbia of the very highest grade in every respect; the
same wheel, including the well-known Hartford single-tube tires, the
same forks and handlebar, the same seat-post and choice of saddle, the
same unsurpassed frame of nickel steel, the same pedals and cranks.
The difference is entirely confined to the driving mechanism, to three
sides of a parallelogram having the rear axle and the crank axle as
its ends, and the shaft as one side. On this driving mechanism the
very best thought, the very best work, and every resource of the
manufacturers have been centred. There was long, costly and careful
experimenting before the exact relative proportions of the two members
of the front gear could be determined. These proportions, however, are
now invariable—one turn of the axle giving 2 4/5 turns to the shaft.
The relative size of the rear members is varied to produce the required
“gear.” Friction in bevel-gears is dependent upon the harmonic mean of
the teeth in both wheels, and in this model theory and experiment have
joined hands to make the adopted proportion exactly right. Wherever
ball bearings could be introduced to advantage they have been placed.
The side shaft is supplied with such bearings near each end, the
strength and firmness of the nickel steel tubing permitting the utmost
precision in placing them and insuring perfect work under any strain.
The wonder is that all this excellence has been attained with such
complete absence of complicated devices.
[Illustration: MECHANISM AND FRAME OF COLUMBIA CHAINLESS.]
The regulation equipment of the Columbia Chainless is: 24 inch frame,
of 5 per cent. nickeled steel tube; nine inch steering head; outside
joints, 2½ inch crank-hanger drop; 5¼ inch tread; 66 and 72 inch gear;
weight 26½ pounds; Hartford tires.
The model made for ladies’ use is the well-known double loop drop frame
pattern; 5¼ tread, 6½ round cranks, 66 or 72 gear, and weighs, without
brake and rear guard, 26½ pounds.
An illustration of the great simplicity of the Columbia bevel-gear
construction is the fact that when a League wheel was entirely
dismembered as to its driving portion only a skilled mechanic was able
to reassemble the parts satisfactorily, and that after hours of the
most careful work, while a Columbia Chainless can be taken apart and
put together by any person of ordinary intelligence in less than twenty
minutes. The entire absence of back lash in the Columbia Chainless is
very marked. In response to the slightest motion of the pedals the
bicycle begins to move; whether forward or backward this is equally
true. The marvel of this construction becomes more and more apparent as
tests are varied. Lift a bevel-gear bicycle free from the ground, give
one of the pedals a sharp push, and the wheel spins with such ease,
rapidity and smoothness that the novice is always surprised. There
is no swaying and jump; there is no noise. Even neglect can have no
influence on the effectiveness of the bevel-gear wheel, but will simply
concern its appearance.
It should be said here that the Columbia pattern is distinctive—as the
cuts show—in a very novel method of attaching the rear wheel to the
frame and providing for its easy removal and replacement.
THE SPALDING CHAINLESS.
In the Spalding Chainless the mechanism consists of a series of four
bevel-gears used in conjunction with a tubular gear shaft. It is simple
in construction and can be readily taken apart and reassembled whenever
necessity requires.
[Illustration: SPALDING CHAINLESS.]
The main driving gear, the largest of the series, is fastened to the
centre of the crank axle, the power being transmitted from this by a
smaller intermediate gear to the tubular shaft running through the
right fork-tube, and this in turn transmits the power to the rear
intermediate gear, which directly engages the gear secured to the
rear wheel in place of the usual sprocket. The location of the main
driving gear being in the centre of the crank axle, brings its position
also in the centre of the crank-hanger barrel, and adds greatly to
the appearance and symmetry of the machine; it also insures greater
strength and divides the strain more equally on the bearings. The
intermediate gears are securely locked to each end of the tubular gear
shaft by a simple locking device, which makes it possible to remove and
replace the gears conveniently and without the necessity of any special
tools and appliances. The tubular gear shaft rotates on ball bearings
specially constructed and designed to receive the thrust of the driving
gear, and transmits the power to the rear hub. The lines of the rear
portion of the frame present the same appearance as in bicycles of the
ordinary chain type, the only perceptible difference being in the small
aluminum cases which cover the gears. In this particular the Spalding
Chainless differs from some others, presenting nothing unsightly to
detract from the appearance of the machine.
[Illustration: DRIVING GEAR OF SPALDING CHAINLESS.]
The method of fastening the main driving gear to the crank shaft, and
the front and rear intermediate gears to the tubular driving shaft, is
original. The customary method of attaching these gears is to screw
them on; but this method is impracticable, for the reason that the
constant strain in hill climbing or in heavy work kept screwing the
gears tighter and tighter on the shafts, thus making removal difficult.
In the Spalding Chainless these gears are constructed with a tongue
projecting from the back side of the gear. The gears fit snugly to
their respective shafts, and this tongue is received in a recessed
collar which is solid with the shaft, and which prevents any rotation
of the gear on its axis. The gears are then securely locked in place by
an ordinary lock-nut, which, when set up, makes a positive fastening
that cannot work loose under any conditions, and one that can always be
readily removed and adjusted.
The gears are cut by special machinery; they are theoretically correct,
and are as absolutely perfect as it is possible to make bevel-gears.
It is now nearly two years since Spalding & Bros. first undertook the
matter of building chainless bicycles, and more than a year since their
first complete bicycle was put into actual use upon the road. This
same bicycle is in use today, and if anything, is better, after having
been ridden over 25,000 miles, than it was originally. Its working
parts show no perceptible wear, the frictional parts in the gears being
polished more smoothly through use, and running better today than when
the machine was first put on the road.
The Spalding Chainless has a 3-inch drop at the crank-hanger. The upper
and lower main tubes are 1⅛-inch, the rear forks ⅞-inch, the rear stays
are ¾-inch reinforced; wheel base is 44⅜-inch. The front fork has an
arched crown; the fork sides are reinforced. The makers continue to use
their well-known hub with straight tangent swaged spokes, 28 in the
front and 32 in the rear. The cranks are 6¾-inch round spring steel,
with a 72-gear.
The Spalding lady’s Chainless contains the same mechanical features
found in the man’s model. The frame is the double loop drop, and has
evidently been carefully studied. The cranks are 6½ inches of round
spring steel and geared to 66½ inches. Some variations in gears are
furnished.
THE STEARNS CHAINLESS.
E. C. Stearns & Co. have been entirely successful in securing an
ideal construction in their bevel-gear cycles. The accompanying
illustrations, while giving but hints of the complete machine, indicate
that the graceful lines which have always been characteristic of the
“Yellow Fellow” have been retained, and that the bevel gears and the
shaft in their dust-proof cases are exceedingly neat and attractive.
[Illustration: STEARNS CHAINLESS.]
The bearings are of an improved type. The balls are so laid between
the cones that they roll without sliding or side motion, and are
practically frictionless. By turning a cap nut and sliding back the
nickeled caps at either end of the shaft case, the bearings are brought
into full view, and, with the bevel-gears, may be adjusted with perfect
ease. The running gear is absolutely noiseless, and is so exactly
assembled that the rear wheel will balance for several minutes under
the weight of the rim alone. In as much as there is no lost motion, the
maximum of speed is assured for the minimum of power applied.
The gears on the Stearns Chainless are cut by the most modern machinery
and by the most expert workmen. They are as correct in pitch and face
as the wheels of an expensive watch, and are made of the best quality
of steel obtainable. Unlike other well-known types, both a vertical
and lateral adjustment of the gears is possible. So far as wearing
qualities go, the bevel gears in the Stearns Chainless are almost as
free from friction as are the bearings. The cases that cover the gears
are entirely dust proof; the lower fork tube which incloses the shaft
is enamelled either orange or black to match the frame.
One of the strongest features of this model is the ease with which
the rear wheel can be removed and the driving mechanism taken apart.
The crank-hanger gears are of 10 pitch, with 42 teeth, and 10 pitch
with 16 teeth; the rear hub gears are 10 pitch, with 21 teeth, the
resulting gear ratio being 73½. The connecting shaft is of ⅝ diameter,
16 inches long, and made of 10-gauge special tubing; its bearings are
self-oiling. Front and back gears are detachable; the crank-hanger drop
is 2½ inches; wheel base is 43½ inches; weight is twenty-six pounds.
The tubing in the frame is 1⅜ in the head, 1⅛ in upper and lower main
tubes, ¾ in back stays, ⅞ in rear forks. The fork crown is two-piece,
flat; the cranks are flat, 7 inches long; options are offered on length
of cranks and gear ratio.
The Stearns chainless for ladies is similar in general construction to
the man’s model, the only variations being in the shape of the frame
and a lower gear of 66½ inches. The crank-hanger is dropped 2½ inches
below the wheel centres, which makes it a very convenient wheel to
mount and dismount from. The absence of the usual chain guard gives it
a very neat appearance. It has a straight lower main tube and slightly
curved upper tube.
THE MONARCH CHAINLESS.
The Monarch Chainless has regulation diamond frame, with flush joints
and drop-forged connections. The upper main tube is 1⅛ inches, lower
main tube 1¼. The diagonal tube is 1¼ inches, tapered to 1⅛ at
seat-post. The rear stays are ¾ inch, tapered to ⅝ at the seat-post.
The rear fork on the lefthand side is of round section tubing, 20
gauge, ⅞ diameter. The rear fork on the right side is of 16 gauge, ⅝8
inch in diameter, over which is fitted a ⅞8 tube of 20 gauge, and which
carries the gears at each end, and it will be noted that this is a
radical change in construction from the other types of chainless cycles
on the market. All makes of bevel-gear construction or others, using
a shaft to convey the power from its centre of production to the rear
driving hub, insert the shaft inside of the rear fork on the right-hand
side. In this construction, however, the rear fork is inside of the
hollow shaft or tubing which envelops wholly the rear fork, and is
carried at both ends by a set of ball bearings. The tread is 5⅜ inches
in width. The frame has a 2-inch drop at the crank-hanger. Cranks have
6½-inch throw. Seatpost and handlebar connections are of the internal
fastening style, and the wheels have laminated wood rims, rosewood
finish, nickeled eyelets in spokeholes. The weight is about twenty-six
pounds. The gear is the pin-roller type, as shown in the accompanying
illustration.
[Illustration: MONARCH CHAINLESS.]
The ladies’ model is of the same general construction, excepting that
the frame is of the double loop variety with a straight lower tube and
a partially curved upper tube. It is exceedingly graceful in lines, and
in general appearance as comely a model of the drop frame chainless
wheel as any yet offered by American makers.
The gears on the crank axle and hub resemble in a degree the
well-known sprocket wheels, the main difference, however, being the
teeth, which are closer together and V-shaped in cross section, instead
of four-sided. The driving shaft, which fits over the rear fork of the
frame, as before described, is furnished at each end with a pinion
having roller-pin teeth, which run in and out of the wide angle pinions
between the gear teeth. It is claimed for this construction that,
even should the frame become twisted out of line, there would be no
binding of the gears. The makers also claim for it high efficiency on
account of its direct lifting action as against the end thrust of the
bevel-gear. Another argument made in its favor is that it is not of a
delicate construction, though light in weight. There is, indeed, good
authority for believing that this type of gear, which is a modification
of Lloyd’s pin-roller gear as used on the quadrant in England, may
become a popular one. Grant, the well-known authority on gears, says:
“The pin gear is particularly valuable when the pins are made in the
form of rollers, for then the minimum of friction is reached, the
friction between the tooth and pin, otherwise a sliding friction at a
line bearing is, with a roller-pin, a rolling friction. When properly
made there is no form of tooth that is superior to the pin tooth.” The
price of this chainless bicycle will be $100. It is furnished complete,
with a neat case over the gears.
In the sample shown the transmitting shaft has eight rollers at each
end. The wheel hub has thirteen of the V-shaped teeth; the large wheel
on the crank shaft has thirty-seven, this wheel being ⅜-inch wide at
the base of the teeth and overhanging somewhat on its inner side. The
surfaces of the V-teeth are not quite flat, but have a slight twist in
order to obtain a more smooth and rolling action. The frame is also
peculiar at the driving-wheel. The usual slot is present, through which
to remove and replace the wheel, but there is nothing resembling a
chain-adjuster. The back stays are lapped and jointed just above the
hub; the rear forks are also separable near the axle. The wheel being
thus readily removed, the hollow revolving shaft can be slipped off the
fork which it encloses. It is obvious that the teeth of these gears
have great strength, and the contrivance is certainly ingenious.
THE HUMBER CHAINLESS.
The riders of Humber bicycles now have an opportunity of experimenting
at comparatively small cost, because the makers of the Humber will
convert an 1898 chain Humber into a Humber Chainless for $40, an 1897
for $50 and an 1896 for $65, or they will convert an 1898 Humber
Chainless into a Humber chain cycle for $18 at any time during the
season of 1898, should the buyer not be satisfied with the chainless,
which is thought highly improbable, because the cycles they have made
for testing purposes run easily and smoothly and have proven strong and
durable under severe usage.
[Illustration: HUMBER CHAINLESS.]
The makers of the Humber Chainless do not claim that it runs more
easily than the chain Humber, the chain of which is accurately made and
the sprockets accurately cut. Nor do they claim that the gears will
not wear in time. It is customary in all well regulated factories to
write off 10 per cent. each year for wear and tear on machinery, but
they are sure that the spur gear chainless runs easily, is simple of
construction and adjustment, and is not likely to get out of order.
The details of the construction of this model do not differ from the
regulation chain model.
The front gear is 10¾ inches in diameter and has 126 teeth. The rear
gear is 4½ inches in diameter and has 50 teeth. Between them is an
intermediate and connecting gear of 11 inches in diameter, with 127
teeth. The resulting gear ratio is 70. As two large gears of 125 teeth
each will produce an exact ratio of 70, this uneven combination is
intended to lessen the frequency of contact between the same teeth, on
the “odd-tooth” rule of mechanics. The intermediate gear is borne in
a small fork built from the rear stay to the back fork, the back fork
on that side being of D section, though round on the other side. The
workmanship is of the highest quality, and the easy movement of this
model is very interesting. It is very hard to find a bicycle of any
sort to beat this in ease, quiet and smoothness, spinning clean and
without load. A gear case is offered at $9 extra; a skeleton case is
also offered at $2.
The device is the well-known Carroll spur gear, the same as used
by Starbuck, the middle-distance racer, on the track not very long
ago. At first sight, it might appear that sand and mud might create
a disturbance by edging themselves into these small gears, but the
makers maintain that a gear case is unnecessary, because the gears
practically clean themselves, in consequence of each gear wheel running
in direction opposite to that of its neighbor. In actual use upon muddy
roads, through all sorts of weather, and under all conditions, it is
claimed that the spur gears not only did not collect mud and dirt, but
that they actually cleaned themselves, and while it is possible that
a pebble or a piece of metal thrown in among the teeth might cause a
breakage, it can only be said that in many hundred miles riding, the
tests having been made under extremely unfavorable conditions, during
rain, mud, storm and snow, no such difficulty was apparent. The tests
developed unusual and unexpected qualities, and all the riders were
fully convinced of its thorough practicability.
THE STERLING CHAINLESS.
[Illustration: STERLING CHAINLESS CRANK BRACKET.]
In keeping apace with the times, the Sterling Cycle Works of Chicago
has produced a novel chainless bicycle of the bevel gear type. In its
construction are incorporated ideas which are departures from the
chainless models that have already appeared. In the Sterling model the
main driving-gear wheel is located at the centre of the crank axle.
The small pinion on the forward end of the driving shaft meshes on the
right side of the driving wheel. That necessitates the near pinion to
engage the teeth on rear hub, back of the axle instead of in front of
it, as in some other forms of chainless wheels. This permits the use
of the entire lower right rear tube as a container for the connecting
shaft, instead of building a frame work for the support of the gears.
The rear wheel may be taken out by removing the step nut and unscrewing
the rear axle. The two rear gears are made interchangeable, giving
the rider the advantage of seventy-two or seventy-eight geared wheel,
as may be desired, with one set of gears. This will be the standard
equipment, but another option will be offered by which the rider can
have a combination of sixty-four and eighty-eight, if he prefers.
[Illustration: STERLING CHAINLESS CONNECTING SHAFT.]
These special features of the Sterling chainless construction are shown
in the accompanying illustrations. The rear fork on the gear side has a
boss in which the axle is screwed. The opposite fork end has a circular
opening larger than the cross section of the axle and a short slot for
inserting the axle. A threaded sleeve fills the circular opening, which
is also threaded, abutting against the outside face of the fork end
with a shoulder. A lock-nut fits upon the inner projecting portion of
the sleeve. In assembling, the wheel is first mounted on the axle; the
latter is then screwed into the fork end on the gear side by applying a
wrench on the hexagonal portion of the axle projecting beyond the hub
on the opposite side. When the gears mesh properly and the lock-nut has
been placed on the left side end of the axle, the threaded sleeve is
placed in position and the lock-nut is tightened.
The lines of mesh along the teeth of bevel-gears or radial gears, as
they are more properly called, always point to a common centre when
the gears are in proper engagement. The common centre in the front
row gears of a chainless bicycle is at a point in the axis of the
crank shaft; but if the two front pinions were interchanged they would
cease to have a common apex, and could not be made to co-operate.
With the driving shaft at right angles with the crank shaft and the
rear axle, the pinions in front as well as in the rear could be made
interchangeable only at a pitch of forty-five degrees, which would make
the interchangeability of no value. With the driving shaft at another
angle with the rear axle, as in all chainless bicycles, it is possible
to so proportion the two rear pinions that the mesh lines point to the
same centre whether the smaller pinion is on the hub or on the driving
shaft. The possibility is limited to two sets of interchangeable
gears for any given angle of the driving shaft, which has been taken
advantage of by the Sterling Company.
The Sterling Chainless will be made in two models; one for men and a
drop frame design for women. Each lists at $125.
THE DAYTON CHAINLESS.
This chainless wheel is constructed on an entirely new and distinct
principle by which all bearing points of the transmitting mechanism
are incased and made absolutely proof against dust, dirt and weather
conditions. The most noticeable part of this construction is the
transmission of motive power to the rear hub, equally on both sides
of the frame, this action being continuous at all times. It therefore
gains over a bevel-gear construction not only the advantage of
eliminating the friction always present in a cog gear, but also removes
the danger of springing the rear forks out of line by a sudden strain,
which has been so difficult in all chainless wheels heretofore produced.
The crank-hanger of this wheel consists of a steel box in which is
located the gearing mechanism. Within this box are two double-flanged,
notched pulleys, over which runs a link belt especially made and
designed for this construction. These pulleys are placed on the central
line of the bicycle, the larger or front pulley which corresponds to
the driving sprocket on the chain wheel, being secured to the driving
crank axle by means of a thread and held in place by a reversed
threaded lock-nut. The smaller or rear pulley is made in one piece with
a crank axle, having on each end short cranks set quartering.
On each side of the frame, a Pitman or connecting rod extends from the
short crank on the auxiliary axle in the crank box to a similar crank
attached to each side of the rear hub, a dust-proof ball bearing being
provided at each end of the Pitman rod. The rear hub being journaled
in ball bearing in the rear fork and fittings, is forced to revolve in
unison with the auxiliary axle by the connection formed through the
corresponding cranks and connecting rod on each side. A dead centre is
prevented by the Pitman crank being set quartering, as explained. An
eccentric adjustment is provided at the front bearing of each Pitman
rod, making it possible to slightly vary the length of the rod when
necessary. This adjustment can be effected as easily as the adjustment
of a chain on the ordinary type of wheel. The adjustment of the driving
belt is also readily effected by mounting the front or driving crank
shaft in an eccentric on the hanger boxing. The tread of the machine
is made as narrow as possible by the use of flattened tubing in the
rear forks, and by cranking the driving rods, the crank portion being
reinforced by a forged connection. The outward appearance of the wheel
is attractive, and in quality of material and workmanship, and elegance
of finish, it upholds the standard heretofore maintained on all
products of the Dayton factory. It is claimed that this construction
produced less friction than any bevel-gear chainless wheel, in addition
to the other important features noticed.
THE BAYVELGERE CHAINLESS.
The Bayvelgere, which was at last year’s show and impressed us as the
most decided step in chainless driving up to that time, appears now
in a rebuilt and materially improved form. In a general way, it looks
externally much like other chainless bicycles of the bevel-gear class,
and therefore does not need to be shown by a cut as a whole.
The connecting shaft, as before, is made separate from the two ends
which carry the bevel pinions. The shaft proper terminates at each
end in four short pins with rounded and slightly enlarged ends; these
pins enter corresponding receptacles in the two pieces which carry the
pinions, and when in position thus the entire shaft is complete.
[Illustration: BAYVELGERE JOINTED SHAFT.]
The effect is a sort of ball-and-socket joint; the pins and receptacles
together form a semi-universal or toggle joint, technically called a
“four-pinion toggle.” So long as the frame is in line, this device
remains inert and the working is the same as that of a rigid shaft;
but if the frame should become sprung by straining or accident the
flexibility comes into action and the power is carried from crank axle
to wheel axle without the slightest twisting or binding, whereas any
such condition of disturbed alignment will necessarily cause serious
binding on any construction with a rigid shaft. In both design and
carrying out, this device is thoroughly mechanical and practical. It is
shown in the accompanying cut.
When power is applied to the crank axle, it is claimed, there is a
tendency to push the small pinion rearward, because the faces of the
two bevels at that place are inclined toward each other, and so one
presses on the other like two wedges. Other bevel-geared patterns have
only a single row of balls at each end of the shaft, and it is claimed
by the Bayvelgere people that when the shaft is thus pressed rearward
there is nothing to hold it, and the pinion on its end is crowded hard
against the pinion on the wheel hub, thus producing extra friction and
perhaps a deadlock; such a deadlock of the gears is also liable to
occur if the bicycle falls over and the blow drives the gear on the
crank axle sharply against the pinion which meshes with it. Conceding
this to be so, the precaution against it taken on the Bayvelgere, and
forming an important point in its patent claim, is certainly practical.
This precaution consists in placing a double row of balls at each end
of the shaft (i.e., on each of the pinions) and as these rows face in
opposite directions any rearward thrust on the shaft is met by one of
the rows of balls on the back pinion; moreover, there is a little space
at each of the toggle joints above described, and this space must be
taken up before any end thrust on the shaft can affect the meshing of
the gears.
This construction, together with the manner of fixing the gears in
the frame—a method which cannot be shown without too much detail
and several cuts—is claimed to greatly facilitate placing the parts
together and to make their action easier and their endurance better. To
put it in another way, each pair of bevels is claimed to be independent
and to be capable of taking care of itself in adjustment and running,
while the flexible shaft merely carries power from one to the other
without any effect to disturb either.
Mr. L. D. Munger is in charge of the works as designer. The price of
the Bayvelgere is $100.
THE HILDICK CHAINLESS.
The Hildick is a spur gear, an evolution from the Gentry of last year’s
show. It has only one intermediate gear, which is very novel in being
a wheel without spokes or hub, so to speak, since it is rim only. The
front sprocket becomes a spur gear of 8 inches diameter and 95 teeth;
the rear sprocket becomes one of 3 inches diameter and 35 teeth; the
two are connected by an intermediate of 13 inches diameter and 156
teeth. This large gear consists of a rather light ring which is held
on the right fork by a small clip with screw-bolt and nut at either
side; this ring, which of course is stationary, is grooved around its
outer edge. The toothed ring, similarly grooved on its inner edge,
runs around upon the fixed ring, 108 3/16 balls being placed within
to make a ball bearing. As the toothed ring is continuous, no way of
getting the balls in appears at first; but a closer inspection shows
that on the back side there is a small opening in the fixed ring,
covered by a removable plate, through which the balls are introduced.
There is no adjustability provided for this ball bearing, but the three
gears can be set into exact distances at the pitch line by the usual
chain-adjuster at the rear. The gear ratio upon the sample is 76, but
variations in ratio can be obtained with this arrangement with less
difficulty than with other forms of chainless. Another feature is that
the device is easily removable. The front gear can be interchanged with
the usual sprocket, since it goes on the regular “spider;” the back
gear is almost as readily substituted for the back sprocket; the fixed
ring, with its running toothed ring on it, can be put on the fork or
removed by handling the simple fastenings. A claim is therefore made
that the device is applicable to any bicycle (with the usual distance
between axles, of course) so that whoever wants to try chainless
driving can do it without being committed thereto.
[Illustration: DRIVING GEAR OF HILDICK CHAINLESS.]
The price of the Hildick chainless bicycle complete is $60, and the
intention is also to sell the special parts necessary to convert a
chain-driver for $25. The intermediate gear has the advantage of a
bearing of extraordinary diameter, which will be a help when wrenching
strains come. The construction is certainly clever and ingenious and a
vast advance on the former effort of its inventor. How well this device
for chainless driving will stand the rack and test of actual use in the
bands of all sorts of people time will show, as it will (and as nothing
else can) in the case of all devices which are not hopeless from the
start. We think the Hildick worth entering for trial with the rest.
THE CRESCENT CHAINLESS.
[Illustration: DRIVING GEAR OF THE CRESCENT CHAINLESS.]
The Crescent chainless is of the bevel-gear class, having its rear
pinion on the forward side of the wheel hub, the shaft passing through
the right fork. Its most distinctive visible feature is the broad
U which holds the wheel. This broad U or latch-piece has the wheel
spindle carried in an open hole or slot in the bridge over it, so that
the wheel can be withdrawn and replaced as readily and in the same
manner as on the usual chain models; the appearance at this point will
at once distinguish the Crescent from all others, at a glance. Another
peculiarity is that the rear wheel is readily adjusted laterally on
its spindle, so that the fit of the two gears is in easy control. By
loosening the two nuts outside the wheel, the rear wheel slips out, and
by loosening the nuts on the spindle itself its position is adjustable
so as to make a proper fit of the two gears. The wheel can be removed
and replaced without disturbing the bearing adjustment, and the hub
gear goes on interchangeably with the usual sprocket, so that if the
wheel itself should break down a chain wheel could be taken off another
bicycle and substituted; the crank axle, bearing nuts, etc., are
similarly interchangeable between the chainless and the chain models.
The rear hub has twenty-four teeth; the shaft has twenty-three at the
rear and fifteen at the front, where it meshes with forty on the crank
axle gear. Ball retainers are used throughout, and the gears themselves
form cones for the bearings. Felt washers are fitted, except that the
bearings in front are protected by the washer directly behind the
circular cover plate which is set into the enlarged end of the crank
hanger. Several of the wheels have been subjected to severe tests under
both ordinary and extraordinary road and weather conditions, and we
learn have responded admirably in every instance. The price is $75.
THE CRAWFORD CHAINLESS.
The Crawford chainless is of the bevel type, and has its driving
members in the same positions relative to each other as most of the
other models, but it is distinctive in having, apparently, the fork
drive instead of the central shaft. That is, as is sometimes on the
French Acatene and in the models with the Sager pin-roller gear as
thus far made, the driving shaft is tubular and takes the place of
the usual fork, carrying the pinions on its ends, while the stay is a
stout rod paralleling this shaft and within it, running from crank
axle to wheel hub and fastening at each end with a nut. The lefthand
side has a similar stay rod within the fixed tube, so that the frame
is especially stiff. The wheel hub has twenty-four teeth and the shaft
has twenty-three at the rear, as usual; but at the front are eighteen,
driven by forty-eight. As the Crawford chainless is under license from
the Pope Company, some comment has been caused by its announced price
of $75, but the explanation is offered that an exception was made in
case of this model because it uses only some of the patents held by the
Pope Company.
THE DAYTON CHAINLESS.
The Dayton chainless has been already described, but we are now able
to furnish cuts. It is of the locomotive or double-crank construction,
substantially as shown two years ago under the name of the Loco or
Twentieth Century. A double-flanged notched pulley, with a link belt,
equivalent to a centrally notched sprocket and chain, runs within
the crank bracket, working centrally and tightly enclosed. This is
necessary to obtain speeding up and to preserve motion in the forward
direction. Adjustment of tension is by an eccentric on the crank axle.
The small pulley is one piece with a pair of short cranks set at right
angles or quartering, and these work connecting rods, whose length is
slightly variable when necessary by means of an eccentric adjustment at
the forward end. Every bearing is a ball bearing, of course. The rear
forks are of D tubing, and narrowness of tread is further attained by
“cranking” the connecting rods, the portion thus bent being reinforced
to avoid weakening. For this type of chainless the following is claimed:
[Illustration: THE DAYTON CHAINLESS.]
“Its most important advantage is derived from the equal transmission of
motive power on both sides of the frame from the crank-hanger to the
rear hub. This equal division of power transmission is both constant
and continuous. Not only is much of the friction of a bevel-gear
eliminated, but the danger of springing the rear fork out of line
by a sudden strain is completely removed. All bearing points of the
transmitting mechanism are encased and made absolutely weather proof.”
Whatever view is held regarding the mechanical advantage or
disadvantage of this method of transmitting power for bicycle purposes,
there can be no doubt that there is some benefit from the alternation
of driving strains from one side to the other, instead of having them
only on one side, and also that the complete inclosure of the driving
parts is a benefit. But users of this type of bicycle must learn to
mount without a step, since none can be fitted, on account of the crank
action on the rear wheel.
THE FEATHERSTONE CHAINLESS.
The Featherstone chainless, called the “King,” in order to match with
the name borne by the line of bicycles made by this concern, is of
the same type as the foregoing in respect of driving, but embodies
new and peculiar features, which are in the patent recently issued
to Michael McAmeny of Denver. Double driving rods are used with two
pairs of short cranks, and the rods are made slightly adjustable in
length at their rear ends as indicated in the cut. It is claimed,
however, that when these rods are once properly adjusted, they will
need no further attention, “as the driving connection itself adds to
the rigidity of the lower frame members of the machine and prevents
any variation in the distance from rear wheel hub to the crank shaft
and the other shafts in the crank-hanger case.” As the cut shows,
this hanger contains three shafts instead of two. The third one is
necessary because—since a spur gear is used instead of a “link belt”
or chain—a second reversing of the direction of movement is completed
in order to avoid the dilemma which one of the witless inventors whose
contrivances were described in our article of a week ago accepted
without hesitation, namely, that either the bicycle wheel must travel
backward or the rider must pedal backward. The pedals being run in the
forward direction, the crank shaft is driven forward and the shaft
gearing with it runs backward; the third shaft gearing with that, of
course, runs forward again, and this carries the pairs of cranks which
work the wheel. This introduction of a third shaft within the hanger
(which is avoidable only by using a belt or an internal gear) is
cleverly utilized to produce the novelty of chainless driving, combined
with a changeable gear having two speeds and the old notion of making
the pedals footrests at will.
[Illustration: FEATHERSTONE “CHANGE GEAR” CHAINLESS.]
The manner in which these results are accomplished can be made out by a
careful examination of the sectional cut of the interior of the crank
hanger, for which cut (exclusive of the lettering and description)
we are indebted to the Cycle Age. Gear marked 1 is firmly attached
to the crank shaft and stands at the top, as shown in the cut of the
bicycle. This gear 1 meshes into the one marked x-1-x, and this latter
one, it must be understood, is placed between gears 2 and 2x, which
are on the same shaft; the three are on one shaft (the one indicated
just forward of the crank), but are not in any way fast to one another
except by a device to be presently mentioned. Gear 2 (the larger of
the two whose teeth are shown, the gear x-1-x being concealed between
them) meshes with gear 3x on the third and rearward shaft, this gear
being shown in dotted lines because it is hidden behind its larger
fellow, gear 3; gear 2x in its turn meshes with gear 3. There are in
all six spur pinions or gears within the crank-hanger. The pair on the
rearward shaft, gears 3 and 3x, are fast on the same shaft, and hence
must revolve at the same speed. The shaft marked C is hollow or slotted
and contains what is known as a sliding clutch, operated by the small
rod or cord and little crank shown reaching up to the top bar of the
bicycle.
Gear 1, being fast on the pedal shaft, runs with the pedals, and of
course carries with it gear x-1-x. Now if the clutch just mentioned
makes gear 2 fast to x-1-x, the motion of gear 2 is carried to gear 3x
and to the shaft of this latter gear are attached the pair of outside
cranks which drive the other pair on the rear wheel by means of the
connecting rods, so the bicycle is driven at a certain speed. If the
clutch makes gear 2x fast to x-1-x, then the motion of 2x is carried to
gear 3, and the drive cranks and drive rods are run at another rate of
speed, slower than before. When the clutch makes x-1-x fast to either
gear 2 or gear 2x, it causes it to let go of the other one, and that
other one, thus released, runs around on the shaft independently, at
the rate it is carried by its connection with the gear back of it.
When the clutch is moved into the “midway” position gear x-1-x does
not grip either of its neighbors on the shaft; then the feet can be
held still on the pedals, gears 1 and x-1-x being stationary while the
other four run along with the bicycle until another movement of the
shifting clutch locks either 2 or 2x with gear 1 and the pedal shaft as
already described. Of course, this arrangement does not interfere with
back pedalling, as usual, unless the clutch is moved so as to throw the
gears out of mesh.
[Illustration: FEATHERSTONE CHAINLESS CRANK HANGER—SECTIONAL VIEW.]
The gear ratios provided are regularly to be seventy-four and
fifty-three. It will perhaps be fair, having described the working of
this device, to allow the makers to state their own general description
and their claims for it:
[Illustration: DRIVING GEAR OF DAYTON CHAINLESS.]
“The whole machine in general construction—frame, front forks,
handlebars, wheel, front hub, cranks and pedals—is our own regular
highest grade work, as used on the Road King. The rear hub is so
constructed that the wheel can be removed or returned to frame for
repairing tire without disturbing the adjustment of the bearings. The
front wheel is removable, same as in other bicycles. All bearings,
including connections on side rods, are ball bearings.
“As the power is applied evenly from both sides, and the gears used
for driving are at centre of crank-hanger box in frame, the centre
of gravity is forward of the rider, where it should be, same as in
regular chain wheels. This is a very important feature, and insures for
this system a very material point of superiority over other chainless
bicycles—that of lightness, perfection of balance and great strength.
Another very important feature is the durability and lack of attention
required. The chain on chain wheels requires a great deal of attention,
while the driving mechanism of this wheel requires only proper
adjustment at first, and then very limited attention at long intervals.
“The driving rods in connection with the divided crank axle being
easily and entirely detachable from either side, in case of accident,
should one pedal, crank or driving rod on same side be broken, the
broken parts can be immediately detached and the rider can continue
his journey without trouble or delay, using the remaining drives on
opposite side. The machine is a marvel of fine mechanical skill,
carried to a point described best by the word ‘frictionless.’”
SOME DEDUCTIONS.
Whatever peculiarities are involved in driving a bicycle by this method
will be shared equally by the Dayton and the Featherstone, the change
gear of the latter, of course, excepted; and what inconvenience may
be found from lack of a step will pertain to both. The statement in
the Featherstone catalogue, above quoted, that in case of breakage
of the driving gear on one side the rider can continue his journey
without trouble or delay by using the drivers on the remaining side was
evidently made without having tried the experiment or having talked
with a locomotive engineer about it. In any change of gear which shifts
a pinion into or out of engagement with another, there is always
liability to a shock or jar as the teeth of one slip into the spaces
in the other, and this will occur whether the engaging pinion is moved
directly forward in the same plane with the other or from one side.
The shifting clutch on the Featherstone chainless probably resembles
a pinion with only a single tooth, which tooth is to enter and catch
in a single space. How far this clutch will be able to avoid the usual
drawbacks of shifts in practice time must determine; we cannot speak
from observation, for no specimen of the bicycle has come eastward as
yet.
As illustrating the somewhat uncertain operation of change gears, an
incident which occurred to a certain rider comes to mind. Some years
ago he was convoying a small party over a country road, being himself
mounted on a bicycle fitted with a “Hy-Lo” gear which he was testing.
While climbing a hill and nearly at its top, the jolt by unexpectedly
striking a brick caused his knee to hit the tripping device which
governed the shift, and this moved the gear into midway position; the
pedals then “became footrests,” and the bicycle began to back with
its rider down the hill, pawing the air ineffectually with his feet,
until he was landed in a blackberry bush at the bottom, greatly to the
amusement of his companions and to his own discomfiture, as he had just
been kindly “coaching” one of them as to the best way to overcome a
grade. There may be some question, in general, as to whether changing
gear at will might not, in practice, prove less desirable than we are
all disposed to imagine, and for this reason: the learner finds the
bicycle very fatiguing, partly from the nervous strain and partly
because the muscles are put to a strange service; they become wonted to
that service in time and cease to trouble, but if the gear ratio could
be readily changed while riding (as theoretically seems desirable) the
rhythm of pedalling might be so disturbed as to measurably bring back
the original fatigue.
THE PINE CHAINLESS.
The Pine chainless, located at 23 Duane street, is a model still
behind, so that we have not been able to see a finished sample or even
any working part. The general appearance is that of the Sager gear, the
shaft being tubular and revolving outside the stay as in that type.
The gears are claimed to be really spur gears with teeth cut square;
that is, essentially so, for there must be some slight modification,
as it is not as if two ordinary spur gears were placed at right angles
and made to mesh in that position. The teeth, however, are said to be
square-cut, not radial; their sides are parallel, hence not pointing
to the centre; the teeth are cut in a sort of trough, leaving a margin
or hollow at their ends. The inventor terms his gear a “face” gear,
and makes for it a number of claims, one of which is that he can and
will convert any chain wheel into a Pine chainless at a cost of about
$20. He likens his gear, in working, to the familiar breast drill,
except that the drill has its teeth somewhat bevelled. If simplicity
coupled with great strength and rigidity of frame, together with cheap
construction and smooth and quiet action, are attained by this gear, as
expected, it will evidently score a point among chainless models; but
that straight-cut teeth can interact successfully at all with gears set
at right angles or nearly so is contrary to all ideas heretofore, and
in the lack of a model for examination we must forbear any opinion. The
inventor’s own description is appended in justice to him:
[Illustration: PINE “SQUARE-TOOTH” CHAINLESS.]
“This invention relates to driving or propelling mechanism applicable
to various machines or vehicles, but intended particularly for
bicycles. It comprises mainly a sprocket wheel carried by the crank
shaft with straight teeth on the inner face on a raised edge, so cut
upon a new principle and arranged to mesh with a spur or pinion fixed
at one end of a tube, which revolves on ball bearings arranged on
rear-fork sides or rod with another gear or sprocket, the opposite end
of said tube having also a spur or pinion meshing with another sprocket
secured to rear hub cut in a similar manner as front sprocket. The
driving power being transmitted from front sprocket or gear by shaft
tube to rear gear or sprocket, all being suitably secured as above
stated to frame upon rear fork rotatably supported by ball bearings
connected to the frame and forks.
“This does precisely what has always been accounted to be out of the
question and confutes both theoretical and practical mechanics. It is
a gear that turns the corner by means of square cut teeth that mesh
directly instead of by means of bevel teeth, and we call it a face
gear. It has generally been the accepted rule that in order to transmit
power from one shaft to another running at right angles by means of
cogs the cogs must be V-shaped and cut on a bevel plane. Spur gears
have hitherto been used only for engagements between wheels turning
in a direct line with each other; our new chainless looks much like a
bevel-gear wheel at first glance, but a closer inspection shows that
the teeth on the inside of front sprocket or pinion wheel as well as
those on the driving shaft are perfectly square and mesh together as
spur gears.”
THE “ENGLISH” CHAINLESS.
Mr. J. C. English of No. 141 Centre street, this city, formerly of
Edison’s staff, has produced a sample of a chainless for which he has
neither name nor facilities for production as yet. It uses the Crypto
internal gear in principle of operation, the same as on the Bantam.
The principle of this gear is that when a pinion on a crank or arm is
carried around while in mesh with an internally-toothed rack or ring,
which is itself held fast against revolving, the pinion rotates on its
own axis with an accelerated velocity, and of course it must impart
such increased velocity to any wheel with which it is “in touch.”
This may sound complicated, but if the reader will carefully examine
the cut he will not find it hard to understand. Here the gearing is
within what appears to be a box-like hub. The disk in which the spokes
are headed is independent of the toothed rack, but is fast to the
central pinion; the toothed rack is a part of the framework and cannot
turn. Now, when the pinion which meshes in the rack is carried around
the circle by the short arm or crank which holds it (within the “box”)
it is plain that this pinion rolls around upon the teeth of the rack.
Rolling thus, as the rack is larger than the pinion, having 3½ times as
many teeth, the pinion must make 3½ turns on its own axis while it is
carried once around upon the rack. But this pinion cannot turn without
turning the central pinion with which it is in mesh (just as on the
Bantam), and the central pinion is fast to the driving wheel; so the
wheel itself is driven, too. The sample gear ratio is 93⅓.
[Illustration: THE “ENGLISH” CHAINLESS.]
[Illustration]
The lever measures 4⅝ inches between its fulcrum and the point of
attachment to the crank, and 14 inches between the crank pin and the
pedal. The crank itself is only 1⅞ inches long, being singularly short
as compared with usual crank lengths in direct driving. The pinion on
the crank is 1 inch in diameter, with 14 teeth; the central pinion is
1½ inches in diameter, with 21 teeth; the fixed rack is 3½ inches in
diameter, with 49 teeth, all the teeth used thus being of “14 pitch.”
The stroke of the pedal is 7¼ inches in each direction. Having a
rocking movement necessarily, the path of the pedal is not an arc of
a circle, but is peculiar, being somewhat like a bow and its string
in shape, the down stroke being in the “bow” and the return stroke in
the “string,” as shown in the accompanying cut. The pedal also has the
somewhat irregular motion and the “quick return” characteristic of the
old Facile, and of all levers which are attached to cranks. The fulcrum
of this lever, as appears in the cut, and as evidently must be the
case, is not fixed in all directions, but slides back and forth, giving
the pedal a part of the peculiar motion of the latter.
Summing up this device, we must say that its disadvantages are in the
direction of some complexity of structure, weight, and what seems at
present view insufficient crank throw, with the inseparable drawbacks
of lever-driving. On the other hand, the lever has some good points,
among them all that is in the vertical position of the rider, the gear
construction supplies its own enclosure against dirt, and the gears are
of the simple spur variety, thus escaping any distinctive troubles of
the bevel-gear. Arguing from the full trial on the Bantam, this gear
may be expected to run well and have good endurance if properly made.
CHAINLESS EVOLUTION IN ENGLAND.
As already remarked, England has thus far taken little interest in
the present movement to revive chainless driving. One of the leading
trade journals (the first one founded after the cycle era really began,
some twenty years ago) hardly conceals its contempt of the movement,
especially of bevel-gears; another, in a paragraph quoted further on,
admits that such gears have not yet had a conclusive practical test,
and that there may be a future for them in cycling, now that their
construction is so much improved. The reason why so little interest
has been taken in the subject is that England, in common with other
cycling countries of Europe, has been, on the whole, satisfied with
chain-driving. As an illustration, one maker now takes occasion to
advertise “The English Sunbeam—eight years ahead of American cycles,”
and then he proceeds to explain thus:
“A leading American firm have just issued their 1898 Catalogue,
giving reasons why their new Chainless Cycle is an improvement on
all existing American machines. They say the new mechanism is
easier to keep clean—has no backlash—no teeth to catch—is thoroughly
lubricated—is weather-proof—does not wear—does not lose pitch. Now the
Sunbeam, thanks to its little oil-bath dust-proof gear case, has had
all these advantages since 1890. Now you know why Sunbeams go!”
Yet, as one of these journals puts it, “the vogue which has been given
to the chainless bicycle by the booming of the Columbia bevel-gear has
brought out all sorts of expedients for suppressing the chain.” A few
of these appeared at the recent exhibition in Paris, which, however,
was almost exclusively American; at the English shows this winter the
Columbia and the Quadrant were the sole specimens of any consequence.
[Illustration: “ENGLISH” CHAINLESS DRIVING GEAR]
When the rear-driving chain wheel began to press the “good old
ordinary” out of the field the latter endeavored to compromise upon
a modified pattern called the “Rational.” The changes were few and
simple. The back wheel was enlarged to 22 inches diameter and finally
to 24; the backward “rake” of the front fork was made 2 and next 4
inches; the saddle was placed further back, and thus, with a crank
lengthened to 7 inches, the rider was able to use a wheel two sizes
smaller than formerly. This construction was much nearer to safety from
“headers,” but after three or four years the rationalized “ordinary”
had to give up the struggle. It was succeeded by the geared ordinary,
which favored safety by further reducing the size of wheel, obtained
leg-room by placing the saddle further back and raising it above the
backbone, and retained speed by gearing up. A number of spur gears
for this purpose were in the market five years ago. The best pattern
of this type of bicycle is shown in the cut. This had a 24-inch back
wheel; a 4-inch rake, with the saddle from 12 to even 16 inches behind
the head; 7-inch cranks; a 46-inch wheel, geared to 62, although 44 and
48 were made; weight about thirty-six pounds, which was moderate in
those times. The gear was the Crypto, brought out in 1883; being hidden
out of sight and closed against dirt in one of the hubs, it formed its
own gear case.
In conformity to the growing use of small wheels, the geared ordinary
went on shrinking in size to 42, 38, 36, 34, 32, 30, the gear being
modified to retain a proper ratio. The name was changed to the Bantam,
and with the 1898 model shown in the cut, with its peculiar “Alpha”
frame, the long evolution process comes down to this present date.
THE BANTAM CHAINLESS.
[Illustration: BANTAM CHAINLESS—1898.]
The Bantam, an English front-driving chainless, with a Crypto gear
inclosed in one of the front hubs, has been modified for 1898. All
the frame lines have become straight, and the frame is made up of one
vertical and two horizontal tubes, with a diagonal one that holds the
saddle stem. The rear wheel is now brought to the size of the front,
increasing the resemblance to the prevailing type; the wheel base,
however, still remains singularly short. This gives great handiness,
the Bantam needing little space for stowing, and being so light and
handy that it can be taken almost anywhere. Its wheel is from 22 to
24 or even 26 inches in diameter, geared from 60 to 72; it is easily
mounted without a step. As to safety, two-fifths of the rider’s weight
rests on the rear wheel. The gear, which was used some years ago by
Frank Shorland in making what were then astonishing road records, is
in principle the same as that on a rear-driver described further on,
and one of its good points is that its operation and endurance are
independent of what happens to the frame. It is not adjustable for
wear, but this is true of all gears and of the chain and sprocket,
except that the chain may be tightened in the familiar manner. The
large internally toothed ring is part of the frame and does not move.
The central gear is fast to the wheel and carries that with it. The
small pinions are carried around by the crank (there are four in order
to lessen wear, but one would work alone), and as they roll upon
the fixed ring they are speeded up, giving a faster motion to the
large pinion and the wheel. Their endurance under use has been well
established, this form of gearing having had years of trial, and they
run easily and smoothly. The maker figures that they ought to last,
with fair care, from 20,000 to 50,000 miles of travel.
[Illustration: DRIVING GEAR OF BANTAM CHAINLESS.]
The Bantam is also made with a drop frame, for ladies’ use. The chief
drawback to its popularity in this country, in either form, is that the
position of the rider with reference to the pedals does not and cannot
conform to the American custom.
The Bantam is the only front-driver now surviving, so far as can be
ascertained.
THE ACATENE CHAINLESS.
[Illustration: DRIVING GEAR OF ACATENE CHAINLESS.]
The French Acatene is the only European bevel-gear chainless which
has made any stir abroad as yet, and it was on a bicycle of this make
that Rivierre, the long-distance French crack, rode 533 miles within
twenty-four hours, in Paris, in June of 1896, making the world’s record
which is now cited as evidence of the suitability of such gears for
driving bicycles. Soon after that date an English trade journal said
of it that “for military purposes we think the Acatene is especially
suited, and while we do not think it is destined to revolutionize the
cycling world, as some Americans seem to think, we feel fully confident
that there is a future for it if well handled.”
It is said that at least one reason for putting the transmitting shaft
outside instead of within the back fork in the Sager gear—now on
exhibition on the Monarch chainless—was in order to avoid an existing
patent which claims a shaft carried through that fork. This outside
position of the hollow shaft was used on the Acatene, and we give a
cut of it, mainly for that reason, since in other respects it is not
unlike other bevel-gear models. In this cut, taken from an English
journal published in November of 1896, the relative positions of the
shaft and the fork are seen; the accompanying description also says
that “undoubtedly the chief point of success in the Acatene gear is the
utilization of the ball bearing principle to take up the end-thrust on
the cog shaft connecting the crank axle and the driving-hub cogs, as
well as fitting that shaft outside the usual bottom fork in such a way
as affords a very considerable support against the disaligning action
of the cogs themselves.”
We also recall having seen a specimen of the Acatene in New York, about
a year ago, and having noted the peculiar appearance of the shaft. If
the Sager claim covers putting the shaft outside the fork this apparent
anticipation may have a bearing on the value of such claim.
THE QUADRANT CHAINLESS.
At the Stanley and the National shows in London, chainless driving—with
the exception of a few which are close upon or within the freak line
and do not need mention here—was represented by the Columbia bevel-gear
and by the Lloyd cross-roller as exhibited by the “Quadrant” makers.
This latter is like the bevel in using a shaft to reach from crank axle
to rear-wheel axle, and so might in a general way be classed in the
bevel-gear type; yet in important details it is materially different,
the gears themselves being replaced by roller-and-pin wheels. This is
an adaptation, with some changes in the shape of the rubbing parts, of
the old crown wheel and of its pinion constructed of wire pins instead
of cut teeth, this form of pinion being now in use in clock trains by
the million. The large wheel on the crank axle has horizontal pins or
studs projecting from its rim, the bottom ends of the pins being seen
in the cut but the pins themselves being behind the wheel; these pins
mesh into a roller pinion on the shaft, the common fixed pins being
replaced by rollers turning on pins in order to substitute rolling
for rubbing friction. The same construction is at the rear end, only
reversed in position. In front, the pins drive the roller pinion;
at the back end of the shaft, the roller-pinion drives the wheel by
meshing with the pins on its hub.
It is impossible, from only the cuts and descriptions in the English
trade journals, to be entirely sure of the precise shape of the
engaging portions of this device, but the foregoing is substantially
correct. The best authority in those journals, which expresses a high
opinion of it, says: “The cross rollers act in practice more smoothly
than the idea would seem to suggest. The gear is in effect almost the
same thing as a bevel-gear, since the ends of the rollers which impinge
nearest upon each other are slightly tapered and rounded. There seems,
however, to be less tendency for the gear to force itself apart than
when bevels are used, and the rollers of course remove a lot of the
rubbing friction inseparable from plain bevel-gears.”
On the other hand, the same writer says of the bevel: “Bevel gearing
has been almost universally condemned by experts generally, but we do
not think that the latest patterns of bevel-geared machines have been
put to a really practical test. Taking the Columbia as one of the most
perfect examples of this class of machine, the cutting of the teeth and
the general construction of the gear is so vastly superior to anything
before turned out that previous tests are really very little guide. No
other firm has given so much attention to the matter as the Columbia
people, and we hope at an early date to have an opportunity of testing
one of their machines. If the loss from increased friction is only
slight, bevel-gears will have a considerable run—it all hinges on that.”
THE LLOYD’S ROLLER-PIN GEAR.
The Quadrant Cycle Company make for the Lloyd’s roller-pin gear
construction the following claims:
1. Obviates all the troubles of the chain.
2. Minimum of working friction. Spins free of
the ground from three to six times as long
as a chain gear.
3. Does not distort the frame or crossbind the
bearings, consequently
4. It climbs with about two-thirds the usual
exertion.
5. Responds instantly to the pressure of the
foot.
6. Is not a bevel-gear, consequently
7. No spreading, no friction of cogs, no
noise, no jar to the feet.
8. Extremely durable, no backlash, no
adjustment, ever required.
[Illustration: LLOYD’S CROSS ROLLER DRIVING GEAR ON QUADRANT CHAINLESS.]
The appearance of the crank-axle wheel in the cut suggests that the
wheel is provided with pins of a generally round shape rather than
with any such V-tooth as in the Sager device now shown on the Monarch.
Application was filed by Fitzgerald and Clement in December last for
an English patent on a device somewhat resembling the Quadrant. The
crank axle clearly shows a central gear wheel, with regular crown-wheel
teeth; and although the cuts in the specification are difficult to make
out, the text describes a roller-toothed pinion on the forward end of
the shaft, a crown-wheel toothed pinion on the rear end, and a wheel
hub provided with roller teeth. The teeth thus described would not act
precisely like those which appear to be on the Quadrant.
Mr. J. H. Harell of this city has produced a specimen which is
apparently identical with the Quadrant, except that in the former
the driving is applied to the back side of the wheel hub, as on the
Spalding Chainless, while on the Quadrant the position of the driving
parts is as on the Columbia. The pins which engage the rollers are
rounded off and slightly tapered, resembling the shape of the bullet in
ordinary fixed ammunition; but in the lack of more precise information
as to the form of the pins on the Quadrant it is not certain that Mr.
Harell has made any improvement.
[Illustration: GEARED ORDINARY—1892.]