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The sliding collar / engages with the forked
end of a lever m, fulerumed to an arm 7 from
the engine-frame and connected at its upper
end to the connecting-rod 0. This connect-
ing-rod is secured to one arm of a bell-crank
lever p, which is fulerumed beneath the body
of the vehicle and which has a long arm gq,
extending in proximity to an actuating-cam
v on the vertical staff s, which projects t up to
the body of the carriage in proximity to the
operator on the seat and which forms. the
means for controlling the transmitting mech-
anism, the arrangement being such that ina
prescribed position of the staff s the cam 7
will move the bell-crank lever in a proper
manner by means of the connections described
to engage the fast and loose members IP TH*
of the friction-clutch to impart motion to the
chain-gearing, while normally when the parts
qg and # are not in engagement a spring? will
operate to disengage the members.

The flanged head II’ forms the member of
areversing mechanism. It is provided with
an internal gear, and a gear-wheel I of smaller
diameter and fast upon the engine-shaft is
secured within this head. In the annular
space and engaging with the gears of the
parts I and I!’ are two gear-pinions J, se-
cured diametrically to cach other toa flanged
head K, loose upon the engine-shaft. Around
this flanged head passes a brake-strap J’, con-
nected to a toggle-lever J*, which works at
the end of a connecting-rod J°, The connect-
ing-rod J* works at the end of a vibrating le-
ver J‘, which is pendent from the under side
of the body. In close proximity to this lever
is journaled beneath the body a small trans-
verse shaft s', which is connected by inter-
mediate miter-gear with the controlling-staft
s. Upon this shat s’ is secured a crank “arm.
s’, which at a cert tain position in the revolu-
tion of the shafts' is adapted tostrike against
the vibrating lever J', and thereby vibrate it
in a proper manner to apply the brake-strap
J’. By this movement the flanged head Ky,
which normally revolves with the head ID’ is
arrested, and the motion of the engine-shaft
will be transmitted through the gear-wheel T
and gear-pinions J to the flanged head Il
and sprocket-wheel II in the reverse direc-
tion from the motion given when the elutch
menibers IH? and II’ are in engagement.

‘The belt transmission is located upon the
opposite end of the engine-shaft, which car-
ries two pulleys O 0’ of different sizes, con-
nected by belts P P’ with the drum-pulley Q,
common to both belts and fast upon the rear
axle. This belt transmission is thrown in
and out of gear under control of the staff s
by means of belt-tighteners R R’, which are
carried by rock-arms on separate tock shafts
SS’, which are journaled transversely in suit-
able bearings to the engine-frame. ‘The rock-
shaft S$ has arock-arm 'S%, which engages with
the push-rod S* through the medium of a
compression-spring $*°. The push-rod §$! is
earried by the lower end of a vibrating lever

594,388

8°, which is pendent from beneath the body
and i is adapted to be actuated by acrank-arm
son the shaft s’, all so arranged that if the
brake-staff s is brought into a certain posi-
tion it will apply the belt-tightener, by means
of the described connection, to the belt P,
and thereby communicate motion, through
the belt P, to the rear axle. ‘The belt-tight-
ener R'is controlled by similar actuating con-
nection, there beingan additional cam stupon
the shaft s’. The transmitting-gear, with all
its variable-speed changes, is thus entirely
controlled by the operator turning the handle
of the staff s in one of four different positions
distant from each other a fraction of the pe-
riphery of a circle. Thus in the normal po-
sition of the handle, as in Fig. 1, the engine-
shaft is entirely disconnected | from the driv e-
gear, and while the engine may be running
at its usual speed the carriage will have no
motion. Turning from this position to the
left the operator first throws in cam s* into
operative position, which actuates the revers-
ing-gear and moves the carriage in a back-
ward direction, or by turning from this posi-
tion to the right the operator first throw
the cam 7, which throws on the chain-gear,
giving slow forward speed with sufficient
power to climb hills and start the carriage.
The operator by turning it farther from this
position to the right throws off the chain-gear
and then turns the cam s* into operative po-
sition to throw on the cam s* and tighten the
belt P’, which conveys medium fast motion
to the rear axle. By a further turn to the
right he first throws off this belt and then
throws on the fast motion by tightening the
belt P by bringing the cam s' into operative
position. This last position is contiguous to
the normal position by turning the handlein
the reverse direction.

Thesmallshafts',being connected by miter-
gear to the staff s, forms merely a continua-
tion of the staff, but in being secured hori-
zontally onto the body it utilizes to hetter ad-
vantage the space beneath the carriage for
the disposs al of the intermediate connection
between the transmission-gear and the con-
trolling-staff, and at the same time the con-
struction is such that the relative position of
the parts is not affected by the swaying or
up-and-down motion of the body, thereby per-
mitting the use of light and easy - riding
springs. wt will also be observed that the
cams 7, 8°, 5%, and s‘ contact, when in opera-
tive positions, against v ertical faces, or nearly
80, and thus the operation of the transmis-
sion-gear.can produce no reaction against the
body, and thus its elasticity is maintained at
all times.

The steering-gear is controlled by a verti-
cal staff T in front of the driver’s seat. ‘This
staff passes down through the body, provided
at its lower end with an arm T’, to which are
secured the inner ends of two connecting-
rods U U', which extend laterally toward the
front wheels. ‘These front wheels are car-

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UNITED STATES

PATENT OFFICE.

RANSOM E. OLDS, OF LANSING, MICHIGAN.

MOTOR-CARRIAGE.

SPECIFICATION forming part of Letters Patent No. 594,338, dated November 23, 1897.
Apploation filed September 18,1896, Serial No, 606,245, (No medel.)

To all whom it may concern:

Be it known that IJ, Ransom E. Ops, a citi-
zen of the United States, residing at Lansing,
in the county of Ingham and State of Michi-

5 gan, have invented certain new and useful
Improvements in Motor-Carriages, of which
the following is a specification, reference be-
ing had therein to the accompanying draw-
ings.

My invention relates to that type of motor-
carriage in which the motive power is pro-
duced by a gasolene-motor; and the object of
my invention is to produce aroad-vehicle that
will meet most of the requirements for the or-
dinary uses on the road without complicated
gear or requiring engine of great power and
to avoid all unnecessary weight.

To this end my invention provides for a
light and strong frame, of which the engine
and the rear shaft of the vehicle are the com-
ponent members and upon which the body is
supported by springs.

1t further provides a simple transmission-
gear which directly transmits the motion from
the engine-shaft, arranged transversely of the
carriage, to the rear axle and which provides
for three different speed-gears under the easy
and prompt control of a single lever, giving
the necessary changes of speed required for
the different purposes of level roads and hills
and for starting and backing, allso arranged
that it is not possible to pass from one rate
of speed to the other without the wheels be-
ing entirely thrown out of gear before a new
speed is given, while at the same time motion
is transmitted without shock.

My invention also embraces simple steer-
ing-gear and other specific improvements of
the parts, all as more fully hereinafter de-
scribed,and shown in the drawings,in which—

Figure 1 is a diagram side elevation of my
improved road-vehicle. Fig. 2is a plan with
the body removed. Fig. 3 is an enlarged
plan view of Fig. 2. Fig. 4 is a section on
45 line w a in Fig. 3, looking toward the left.

Fig. 5is a rear elevation of the hind axle and
frame. Fig. 6 is a vertical cross-section on
the line of the engine-shaft. Fig. 7is a cross-
section on line y y, Fig. 6, Fig. 8 is a per-
50 spective view of the clutch shown in Fig. 6.
Fig. 9 is a vertical section through the stub-
shaft of one of the front wheels. Fig. 10 is

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a diagram of the different positions of the
handle on the controlling-staff. Fig. 11 is a
rear elevation of engine-shaft and the speed-
controlling connections.

A is a body mounted upon springs.

B is the front axle, and C is the rear axle.
Both of these axles form part of a strong
frame, of which the engine forms the con-
necting-reach. To this end a yoke D is sup-
ported upon antifriction-bearings E on the
rear axle, and to this is secured the rear end
of the cylinder F, which is formed with a bol-
ster a for securing it by bolts b to the yoke.
This cylinder extends forwardly to form a
supporting-framec, in which the engine-shaft
Gis journaled in boxes d and truss-rods e,
secured to the engine-frame, united with the
front axle B in a manner to make the engine-
frame serve as the reach between the front
and rear axles and as a support for the trans-
mission-gear. This. transmission-gear com-
prises a slow-motion chain-gear and two belt
drive-gears, one for transmitting a medium
and one for a high speed, all of which directly
conveys the motion from the engine-shaft to
the rear axle.

‘The construction and arrangement of the
chain-gear are as follows: H_ is a sprocket-
wheel revolving loosely upon the engine-shaft
and connected by a chain A with the sprocket-
wheel G on the rear axle. The sprocket-
wheel H is integraliy formed with two flanged
heads H’ H’, the latter of which forms the
loose member of a friction-clutch. H’is the
fast member of this clutch, secured by means
of a hub 7 upon the engine-shaft and pro-
vided with a double split ring, between which
the flange of the head H? is adapted to be
clamped fast. To this end the fast member
H®‘has secured to the split ends of its rims
the toggles j, the inner ends of which extend
in proximity to the hub and carry steel pins
k, which pass radially into the sides of the
hub. This hub is recessed in a manner to
receive the wedge-shaped ends of a sliding
collar 7, which when pushed inside the hub
acts upon the steel pins & and forcing them
outwardly moves the toggles in a manner to
draw the splitrims of the member H? together,
and thereby clamp the flange of the loose
member H? of the friction-clutch between
them.

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594,338

ried upon stub-axles V, the inner ends of
which are formed with a gooseneck V’, ter-
minating in a vertical upwardly-extending
pivot-pin V*, which engages into a vertical
bearing W, formed in the front axle B. To
the upper end of each pivot-pin is secured an
arm V%, to which the outer end of the con-
necting-rod is secured. The upper end of
the staff Tis provided with a pivoted handle
Z for the convenience of the driver, and by
means of this handle the driver has a firm
and sufficient control over the front wheels
to guide the vehicle.

I preferably use a body which affords con-
venient room underneath the seat to store
away therein the electric igniter for the en-
gine, the latter being of any preferred known
construction of the type in. which the speed
is controlled by an automatic governor, so
that after starting the engine by hand when
the vehicle is first. started it is kept running
during all the contingencies of travel.

The forward extension of the engine-frame
is also further utilized to form a complete
tight casing by means of a removable iron
easing Y, secured between the supporting-
framec. This casing keeps out the dust and
dirt and may be partly filled with oil to lu-
bricate the crank-shaft and its connection
with the piston-rod.

What I claim as my invention is—

1. Ina motor-carriage, a supporting-frame
comprising the front and rear axle, a yoke
extending above the rear axle and in which
the latter is journaled, in end bearings, and
areach rigidly connecting said yoke with the
front axle and composed of the engine-frame
having its rear end bolted to said yoke and
its forward end extending beyond the engine-
shaft and united with the front axle by truss-
rods, substantially as described.

2. In a motor-carriage, the combination of
a spring-supported body, a supporting-frame
of which the engine-frame constitutes a cen-
tral rigid reach connecting the front axle with
a yoke carrying the rear axle, an engine-
shaft journaled in the engine-frame and ex-
tending to opposite sides thereof, a chain-gear
between one end of the engine-shaft and the
rear axle, a medium and fast belt-drive con-
necting the opposite end of the engine-shaft,
controlling devices and front wheels support-
ed on stub-axles having vertical pivot-bear-
ings in the ends of the front axle and steer-
ing connection therefor.

3. Ina motor-carriage, a supporting-frame
in which the engine-frame forms a component
part of a central reach rigidly connecting the
front axle with the rear axle through the me-
dium of a yoke provided with end bearings
in which the rear axle is journaled, and vari-
able transmission-gear from the engine to
said rear axle.

4, In a motor-carriage, a supporting-frame
in which the engine-frame forms a component
part of a central reach rigidly connecting the
front axle with the rear axle through the me-

dium of a yoke provided with end bearings
in which the rear axle is journaled, an en-
gine-shaft supported in the engine-frame and.
extending on opposite sides thereof, a chain
transmission-gear connecting one end of said
shaft to the rear axle, and two variable belt-
drives connecting the other end of the shaft
to the rear axle.

5. In a motor-carriage, a supporting-frame
in which the engine-frame forms a component
part of a central reach rigidly connecting the
frame with the rear axle through the medium
of ayoke provided with end bearings in which
the rear axle is journaled, an engine-shaft
supported in the engine-frame on opposite
sides thereof and variable transmission-gear
connecting the opposite ends of the engine-
shaft with the rear axle and a single control-
ling device.

6. In a motor-earriage a supporting-frame
in which the engine-frame forms a component
part of a central reach rigidly connecting the
front axle with the rear axle through the me-
dium of a yoke provided with end bearings
in which the rear axle is journaled, an en-
gine-shaft journaled in the engine-frame and
extending to opposite sides thereof, a chain
transmission-gear connecting one end of said
engine-shaft with the rear axle and provided
with a reversing-clutch, variable belt-drive
connection connecting the other end of the
engine-shaft with the rear axle and a single
controlling-shaft for the transmission-gear.

7, In a motor-carriage, a supporting-frame
of which the engine-frame forms a component
part of a central reach rigidly connecting the
front axle with the rear axle through the me-
dium of a yoke supported by end bearings
upon the rear axle, an engine-shaft supported
in the engine-frame and extending trans-
versely on opposite sides thereof, a chain
transmission-gear from one end of the en-
gine-shaft to the rear axle and comprising a
sprocket-wheel loose upon the engine-shaft
and formed with two flanged heads, one of
which forms the loose member, of a friction-
clutch for imparting forward motion to the
rear axle, and the other forming the member
of a reversing-clutch for imparting motion in
the reverse direction to the rear shaft.

8. In a motor-carriage, a supporting-frame
of which the engine-frame forms a component
part of a central reach ‘rigidly connecting
the front axle with the rear axle through the
medium of a yoke supported by end bear-
ings upon the rear axle, an engine-shaft sup-
ported in the engine-frame, a chain trans-
mission-gear from one end of the engine-
shaft to the rear axle and comprising a
sprocket -wheel loose upon the engine-shaft
and formed with two flanged heads, each-of
which forms a member of a friction-clutch,
one for transmitting motion in one direction
and one for transmitting motion in the other
direction.

9. Ina four-wheeled motor-carriage the
combination with the engine-shaft supported

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105


(No Model.) 8 Sheets—-Sheet 1.
R. E. OLDS.

MOTOR CARRIAGE.
“No. 594,338. Patented Nov. 23, 1897.

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Witnesses: Invector:

L In. Aa bleok- Ransom £. Olds

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in fixed parallel relation with the rear drive-
axle, of a chain drive-gear connecting said
engine-shaft with the rear axle and compris-
ing aloose sprocket-wheel on the engine-shaft
provided with two flanged heads II’ H’, the
head_,H° forming the fast member of a fric-
tion-clutch for imparting motion in one di-
rection and the reversing friction-clutch com-
posed of the loose head K provided with a
brake-strap operated by the controlling-staff,
the pinions J carried by said head, and the
gear I, all arranged to operate as described.

10. In a four-wheeled motor-carriage the
combination with the engine-shaft supported
in fixed parallel relation with the rear drive-
axle, of a chain drive-gear connecting said
engine-shaft with the rear axle and compris-
ing a loose sprocket-wheel on the engine-shaft
provided with two flanged heads H' H’, one
of which forms the member of a friction-
clutch for imparting motion in one direction
and the other of which forms the member of
a friction-clutch for imparting motion in the
other direction, and the controlling-staff s s'
having the actuating-cams r s* for throwing
said clutches in or out of gear.

504,388

11. In a four-wheeled motor-carriage, the
combination with the engine-shaft supported
in fixed parallel relation with the rear drive-
axle, of achain-gear operated by intermediate
friction-clutches on the engine-shaft for im-
parting motion in opposite directions and
two drive-belt chain connections operated by
belt-tighteners of the controlling-staff s s’,
the cams r s® s* st on said shaft, and actuat-
ing-gear connection for operating the friction-
clutches and belt-tighteners by turning the
staff in various prescribed positions, sub-
stantially as described.

12. In a four-wheeled motor-carriage, the
combination with front axle fast with the
frame of the stub-axles formed with the goose-
neck and vertical pivot-pins engaging in ver-
tical bearings in the end of the front axle
and steering connection with said axles.

In testimony whereof J affix my signature
in presence of two witnesses.

RANSOM E. OLDS.

Witnesses:
Harris E. THomAs,
CHARLES F, HamMonp.

30

40



(No Model.) 8 Sheets—Sheet 2.

R. E. OLDS.
MOTOR CARRIAGE.

No. 594,338. Patented Nov. 23, 1897.

Fig.

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Wilesses: Tnventor:

OWN, Kekbvd— Ransom £Z. Olds

“Zsa By Parrett



(No Model.)

8 Sheets—Sheet 3.

BR. E. OLDS.
MOTOR CARRIAGE.
No. 594,338. Patented Nov. 23, 1897.
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