Improvements in and relating to Horseless Carriages.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in and relating to Horseless Carriages.
We, JEAN EMILE ALAIN AMIOT and EMILE PENEAU, both of 47, Rue du Chateau,
Asnieres (Seine), in the Republic of France, Engineers, do hereby declare the
nature of this invention to be as follows:-
68
The improvements forming the subject of this invention apply to the class of
self-moving vehicles now indiscriminately referred to by such terms as motor
cars," auto-cars," "horseless carriages," and the like; and the object of the
said improvements is to substitute flexible driving gear or shafting for the usual
rigid gearing connecting the several parts of machinery which go to form the com-
plete vehicle, such as motors, differential gearing, and the like; and, furthermore,
to provide means whereby any suitable traction mechanism, fitted with flexible
driving gear or shafting, may be coupled with any ordinary carriage or vehicle
no matter of what construction.
The objects of the invention may be stated as follows:-
(1) To render the position occupied by the intermediate parts between the
motor and wheels absolutely and entirely independent of either, whether the
improved arrangement be applied to a motor car or a traction engine.
(2) To enable the driving wheels to be maintained at the angle of inclination
usual in carriage building.
(3) To render the wheels capable of acting both as driving and steering wheels,
either in the usual direction, about the pole-bolt; or in the pivotal, or so-called
"Bollee," steering mechanism; or in any other similar arrangement.
(4) To construct and arrange, as one connected whole, a combined steering and
driving mechanism, adapted to have any available vehicle coupled to it, so as to
propel and steer the same, or to draw it in the same manner as it would be drawn
by a horse; and
(5) To admit of the parts of such complete traction mechanism being operated
at any distance variable at will.
A vehicle constructed according to our invention comprises a motor of any
suitable type or construction, which may be driven by steam, gas, petroleum or
electrical power, a speed-reducer of any suitable kind, differential gearing, pinions
in gear, respectively, with annular racks properly secured to the wheels; all of
which parts are connected together by flexible shafting.
It will thus be seen that there is no occasion to look for coincidence between the
axes or parallelism between any of the other parts. The motor, for example, may
be placed in any convenient position upon the carriage frame or within the
carriage itself and receive all the motion likely to be imparted to it by the springs,
without discontinuing to operate the speed-reducing device located at any other
point and having, in its turn, various movements-differing in direction,
frequency and amplitude-imparted to it. The flexible shaft to which connects
these two parts, may accommodate the shape or outline of the carriage, if desired,
so as to permit the general arrangement to be made more pleasing to the eye or
at all events to be rendered entirely dependent upon the artistic discernment or

page_text: taste of the builder; the rigid, heavy and unsightly frame, so little in harmony
with the present day requirements of carriage building, being done away with.
The same remarks apply to the remaining parts of the motion-transmitting
apparatus. The differential gearing may be placed in any convenient position
and the question of avoiding possible flexures of the frame need not here be
considered.
As regards the means for conveying motive power to the wheels, the advantage
which the present invention offers is that they are acted upon, direct, by the
pinions gearing with the annular racks. These pinions, being mounted upon the
end of the flexible shafts extending from the differential gearing, receive
the required motion notwithstanding any oscillations or vibrations of the said
differential gearing. It will be understood that the pinions and annular racks
mentioned above may be replaced by any other motion-transmitting devices, if
preferred.
The wheels may, in any event, retain the usual angle of inclination, considered
advantageous by carriage builders; whereas in the case of rigid shaftings, or
chain connection, it is necessary that the wheels should revolve in a strictly
vertical plane. Provided care has been taken to make the flexible shafts
sufficiently long, the operation of the wheels will not be affected by any amplitude
of the movements imparted by the springs to the body of the carriage upon which
certain parts of the machinery may be secured.
It will be seen, moreover, that the flexible shafts transmit nearly the whole of
the power of the motor, in which particular they also entirely differ from the
rigid shaft arrangement, which invariably absorbs a more or less considerable
portion of that power by reason of the wedge-action or jamming taking place in
the bearings when the parts are not properly fitted or shaken out of position by
the vibration of the moving vehicle.
In some cases the transmission of motion by means of flexible shafts enables the
wheels to act both as driving and steering wheels. In this case whatever the
respective situations taken up by the wheels on the vertical pivots, motion is in
all cases transmitted to them by the flexible shafts operating the pinions, in gear
with the toothed rings, respectively; such rings or racks being secured to the
said wheels. Or the said shafts may similarly actuate some other intermediate
mechanism. To this end it is only necessary that a combination of a pinion and
rack, or any other intermediate device, of either similar or different construction,
be maintained in a permanent and unvarying position for which purpose the
pivot of each of the pinions is journalled in a bearing secured at the joint. In
some cases this support is mounted upon the axle itself. Where it is desired to
transfer motion by some means other than that which is hercin described, viz., by
means of pinions and annular racks, such means of motion-transmission should be
fixed to the above-mentioned bearing, which should be of a shape appropriate to
such purpose.
In another form of vehicle the motor, the speed reducer and the differential
gear wheel are mounted in the same frame, carried by the steering and driving
wheels. These parts are connected together by flexible shafts while other flexible
shafts connect the differential gear with the pinions mounted at the pivot-joints
and in gear with the annular racks secured to the wheels, as stated above. Here,
too, the pinions and racks may be replaced by any other equivalent arrangement.
The combination of parts thus built up forms a traction apparatus adapted to
be coupled to any existing carriage, as a substitute for one or more horses.
The coupling of the said traction apparatus is effected as follows:
One or more rigid bars or ordinary carriage shafts connect the frame of the
traction apparatus to the axle of the fore-carriage.
The tractive effect is exercised through the medium of flexible traces attached
to ordinary harnessing hooks in the usual manner. Mechanical traction is thus
obtained under conditions altogether similar to those in which ordinary vehicles
are drawn by horses.

page_text: The same harnessing arrangement is applied to two-wheeled carriage, with this
difference merely, that the shafts of such carriage are connected to the frame
through the medium of springs adapted to deaden the vibration of the traction
mechanism, and to prevent it from reaching the vehicle such mechanism is
employed to draw. In this case, the shafts answer the same purpose as the rigid
bar or bars, above alluded to, which, however, may also be retained if desired;
that is to say, the said bars secure the traction apparatus from being overset,
whilst the action of such apparatus is being transmitted by the flexible traces.
A particularly, serviceable coupling or harnessing arrangement for four-wheeled
vehicles is as follows:-The shafts of the carriage may be retained in this arrange-
ment; or equivalent parts may be substituted for them. They are pivotted, and
made capable of oscillating on such pivot while moving in a vertical plane at the
same time; and they are connected with the traction apparatus either by a fixed
or rigid joint, or by a sliding or socket joint enabling them to be displaced in the
vertical direction, but not horizontally.
Owing to this arrangement the traction apparatus will form part and parcel
of the carriage so far as changes of direction are concerned, whilst remaining
perfectly independent of the same in regard to the vertical movements, or jolts,
caused by unevenness of the road; the shafts following the movements of the
springs of the carriage and traction apparatus.
The said traction apparatus is supported by the axle of the carriage at one single
point by the aid of one bar only, which is placed astride of the said axle by means
of a fork, suitably constructed and secured to the frame of the traction mechanism
by means of a pivot, so that the transverse axes of the carriage and traction
mechanism, supposed to lie in the same vertical plane, may form a variable angle
between them, thus effectually preventing either the traction apparatus or the
carriage from being raised from the ground, which might otherwise happen in
certain cases,
where two bars are used, by reason of the road being rough or uneven
at the part, occupied by the carriage and its tractor." Such being the con-
nection of the parts, the whole arrangement together with the wheels will mould
itself, as it were, or closely adhere to, every detail of outline of an uneven road-
way, while at the same time the tractor will continue to strictly form part of the
carriage in regard to direction, which it receives from the shafts.
The tractive strain will be transmitted to the vehicle by traces, thongs, chains,
or the like, suitably arranged and fastened.
The comparatively great distance at which the traction apparatus is placed
from the carriage will in all cases involve the use of flexible shafts for the opera-
tion of the several parts of the mechanism. The flexible, shafts all lead to a board,
situated within easy reach of the driver's hand, who is thus enabled to control
the said shafts, and to manipulate them in any way that may be necessary for
properly driving and steering the vehicle, as readily as he would handle ordinary
traces.
In the case of petroleum motors the first turns of the crank, required for start-
ing, are imparted through the medium of a flexible shaft. For starting a
dynamo, actuated by current from accumulators-which may, or may not, be
changed by the motor on the carriage-may be employed; the batteries being
charged during stoppages or while the carriage is in motion.
We do not limit the scope of our invention to any of the details of construction
which may be varied without departing from the principle of the invention as
embodied in the general arrangement.

page_text: Improvements in and relating to Horseless Carriages.
We, JEAN EMILE ALAIN AMIOT and EMILE PENEAU, both of 47, Rue du Chateau,
Asnieres (Seine), in the Republic of France, Engineers, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:-
او
$5
The improvements forming the subject of this invention apply to the class of
self-moving vehicles now indiscriminately referred to by such terms as motor
cars,' 'auto-cars," "horseless carriages," and the like; and the object of the
said improvements is to substitute flexible driving gear or shafting for the usual
rigid gearing connecting the several parts of machinery which go to form the
complete vehicle, such as motors, differential gearing, and the like; and, further-
more, to provide means whereby any suitable traction mechanism, fitted with
flexible driving gear or shafting, may be coupled with any ordinary carriage or
vehicle no matter of what construction.
The objects of the invention may be stated as follows:
(1) To render the position occupied by the intermediate parts between the motor
and wheels absolutely and entirely independent of either, whether the improved
arrangement be applied to a motor-car or a traction engine.
(2) To enable the driving wheels to be maintained at the angle of inclination
usual in carriage building.
(3) To render the wheels capable of acting both as driving and steering wheels,
either in the usual direction, about the pole-bolt; or in the pivotal, or so-called
Bollee," steering mechanism; or in any other similar arrangement.
66
(4) To construct and arrange, as one connected whole, a combined steering and
driving mechanism, adapted to have any available vehicle coupled to it, so as to
propel and steer the same, or to draw it in the same manner as it would be drawn
by a horse, and
(5) To admit of the parts of such complete traction mechanism being operated
at any distance variable at will.
In order that our invention may be clearly understood we have illustrated the
same in the accompanying sheets of drawings in which
Figure 1 is a side elevation of a motor carriage the various parts of which are
connected by flexible shafting.
Figure 2 is a rear elevation of such carriage with inclined driving wheels.
Figure 3 shows a rear elevation of a carriage, the wheels of which are both
steering and driving wheels, owing to the flexible nature of the motion-trans-
mitting mechanism employed.
Figure 4 is a side-elevation of a traction apparatus with wheels adapted both
for steering and driving, coupled to an ordinary Victoria or open carriage.
Figure 5 is a plan of such traction apparatus.
Figure 6 shows the same traction mechanism as applied to a dog cart or two-
wheeled carriage.
Figure 7 represents it coupled with an open carriage similar to that shown in
Figure 4, the method of coupling being different, however; and
Figure 8 is a plan of the arrangement.
In a vehicle constructed according to Figures 1 and 2 of our invention A is a
motor of any suitable type or construction, which may be driven by steam, gas,
petroleum or electrical power. 13 is a speed-reducer of any suitable kind, C is
differential gearing, DD are pinions in gear, respectively, with the annular
racks E E properly secured to the wheels FF; all of which parts are connected
together by flexible shafting G G¹ and G².

page_text: It will thus be seen that there is no occasion to look for coincidence between the
axes or parallelism between any of the other parts. The motor A, for example,
may be placed in any convenient position upon the carriage frame or within the
carriage itself and receive all the motion likely to be imparted to it by the springs,
without discontinuing to operate the speed-reducing device 13 located at any other
point and having, in its turn various movements different in direction,
frequency and amplitude-imparted to it. The flexible shaft G, which connects
these two parts, may accommodate the shape or outline of the carriage, if desired,
so as to permit the general arrangement to be made more pleasing to the eye or
at all events to be rendered entirely dependent upon the artistic discernment or
taste of the builder; the rigid, heavy and unsightly frame, so little in harmony
with the present day requirements of carriage building, being done away with.
The same remarks apply to the remaining parts of the motion transmitting
apparatus. The differential gearing C may be placed in any convenient position
and the question of avoiding possible flexures of the frame need not here be
considered.
1
As regards the means for conveying motive power to the wheels FF, the
advantage which the present invention offers is that they are acted upon, direct,
by the pinions D, D gearing with the annular racks EE', these pinions being
mounted upon the ends of the flexible shafts G2 G2, extending from the differential
gearing, C, receive the required motion notwithstanding any oscillations or vibra-
tious of the said differential gearing. It will be understood that the pinions and
annular racks mentioned above may be replaced by any other motion-transmitting
devices, if preferred.
The wheels may, in any event, retain the usual angle of inclination, considered
advantageous by carriage builders; whereas in the case of rigid shaftings, or chain
connection, it is necessary that the wheels should revolve in a strictly vertical
plane. Provided care has been taken to make the flexible shafts G2 G sufficiently
long, the operation of the wheels will not be effected by any amplitude of the move-
ments imparted by the springs to the body of the carriage upon which certain
parts of the machinery may be secured.
It will be seen, moreover, that the flexible shafts transmit nearly the whole of
the power of the motor, in which particular they also entirely differ from the rigid
shaft arrangement, which invariably absorbs a more or less considerable portion
of that power by reason of the wedge-action or jamming taking place in the bear-
ings when the parts are not properly fitted or shaken out of position by the
vibration of the moving vehicle.
Figure shows how the transmission of motion by means of flexible shafts
enables the wheels to act both as driving and steering wheels. From this figure
(showing one of the Bollee steering devices) it will be seen that whatever the
respective situations taken up by the wheels HH' on the vertical pivots II', motion
is in all cases transmitted to them by the flexible shafts G2G2 operating the
pinions DD, in gear with the toothed rings EE', respectively; such rings or
racks EE being secured to the said wheels H H. Or the said shafts may similarly
actuate some other intermediate mechanism. To this end it is only necessary that
a combination of a pinion and rack, or any other intermediate device, of either
similar or different construction, be maintained in a permanent and unvarying
position; for which purpose the pivot of each of the pinions is journalled in a
bearing secured at the joint. In the case of Figure 2, this support is mounted
upon the axle itself. Where it is desired to transfer motion by some means other
than that which is herein shown, viz. by means of pinions and annular racks,
such means of motion-transmission should be fixed to the above-mentioned bearing,
which should be of a shape appropriate to such purpose.
In another form of vehicle, Figures 4 and 5 we have shown the motor A, the
speed reducer B and the differential gear wheel C, mounted in the same frame J,
carried by the steering and driving wheels HH'. These parts are connected
together by flexible shafts GG, while the flexible shafts G2 G2 connect the diffe-

page_text: rential gear with the pinions 1) D' mounted at the pivot-joints II and in gear
with the circular racks EE secured to the wheels HH', as stated above. Here,
too, the pinions and racks may be replaced by any other equivalent arrangement.
The combination of parts thus built up forms a traction apparatus adapted to
be coupled to any existing carriage, as a substitute for one or more horses.
The coupling of the said traction apparatus is effected as follows:-
One or more rigid bars K or ordinary carriage shafts connect the frame of the
traction apparatus to the axle of the fore-carriage (Figure 4).
The tractive effect is exercised through the medium of flexible traces LL'
attached to ordinary harnessing hooks in the usual manner.
Mechanical traction
is thus obtained under conditions altogether similar to those in which ordinary
vehicles are drawn by horses.
The same harnessing arrangement is applied to two-wheeled carriages, with this
difference merely, that (as shown in Figure 6) the shafts M of such carriage are
connected to the frame, through the medium of springs N adapted to deaden
the vibration of the traction mechanism and to prevent it from reaching the
vehicle such mechanism is employed to draw. In this case, the shafts M answer
the same purpose as the rigid bar or bars K, above alluded to,-which, however,
may also be retained if desired; that is to say, the said bars secure the traction
apparatus from being overset, whilst the action of such apparatus is being trans-
mitted by the flexible traces L.
A particularly serviceable coupling or harnessing arrangement for four-wheeled
vehicles is exemplified in Figures 7 and 8.
The shafts of the carriage A may be retained in this arrangement; or equiva-
lent parts may be substituted for them. They are pivotted at p, and made capable
of oscillating on such pivot while moving in a vertical plane at the same time;
and they are connected with the traction apparatus J either by a fixed or rigid
joint, or by a sliding or socket joint penabling them to be displaced in the
vertical direction, but not horizontally.
Owing to this arrangement the traction apparatus will form part and parcel of
the carriage so far as changes of direction are concerned, whilst remaining per-
fectly independent of the same in regard to the vertical movements, or jolts, caused
by unevennesses of the road; the shafts following the movement of the C-springs
of the carriage and traction apparatus.
The said traction apparatus is supported by the axle a of the carriage at one
single point by the aid of one bar Qonly, which is placed astride of the said axle
by means of a fork q, suitably constructed and secured to the frame of 'the traction
mechanism by means of a socket ', so that the transverse axes of the carriage
and traction mechanism, supposed to lie in the same vertical plane, may form a
variable angle between them, thus effectually preventing either the traction
apparatus or the carriage from being raised from the ground, which might other-
wise happen in certain cases, where two bars are used, by reason of the road being
rough or uneven at the part occupied by the carriage and its "tractor." Such
being the connection of the parts, the whole arrangement together with the wheels
will mould itself, as it were, or closely adhere to, every detail of outline of an
uneven roadway, while at the same time the tractor will continue to strictly form
part of the carriage in regard to direction, which it receives from the shafts.
The tractive strain will be transmitted to the vehicle by traces, thongs, chains,
or the like, suitably arranged and fastened as at R.
The comparatively great distance at which the traction apparatus is placed
from the carriage will in all cases involve the use of flexible shafts for the operation
of the several parts of the mechanism. The flexible shafts all lead to a board O,
Figs. 4 and 6 situated within easy reach of the driver's hand, who is thus enabled
to control the said shafts, and to manipulate them in any way that may be necessary
for properly driving and steering the vehicle,--as readily as he would handle
ordinary traces.
In the case of petroleum motors the first turns of the crank, required for start-
ing, are imparted through the medium of a flexible shaft. For starting a dynamo,

page_text: actuated by current from accumulators-which may, or may not, be charged by
the motor on the carriage-may be employed; the batteries being charged during
stoppages or while the carriage is in motion.
We do not limit the scope of our invention to any of the details of construction
which may be varied without departing from the principle of the invention as
embodied in the general arrangement.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is:-
-
1. In motor cars and other horseless vehicles, connecting the various parts of
machinery interposed between the motor and wheels (such as the speed-reducer,
differential gear-wheel and the like) by means of flexible shafts; owing to which
connection the following results are attained: the mechanical devices just referred
to and the motor may be located in any suitable situation on, or in relation to, the
carriage, without the necessity of providing for either the coincidence or the
parallelism of the respective axes; the rigid and unsightly frame whereon such
parts are now generally secured may be dispensed with the appearance of the
carriages may be varied and greatly improved, according to the builder's taste or
judgment and the working capacity of the vehicle is enhanced owing to the
absence of any jamming or wedge-action such as has hitherto been occasioned
by the vibrations to which carriages are subject; all substantially as described.
2. In motor carriages and other horseless carriages, the combination-for the
purpose of imparting motion to the driving wheels of flexible shafts leading from
the differential gearing, with pinions and other means of motion-transmission,
the pivots of which are journalled in bearings fixed to the axle; such pivots or the
like being in gear with annular racks or other similar devices properly fixed to
the wheels turning on the spindles or reduced ends of the axle; the said combina-
tion enabling the wheels to be inclined in the usual manner, instead of making
them turn in strictly vertical planes; substantially as specified.
3. In motor carriages and other horseless vehicles, applying the combination
referred to in the preceding claim, to steering wheels of any type and construction,
with a view to enabling them to act both as steering and driving wheels; this
purpose being accomplished by journalling the pivots or spindles of the pinions,
or other motion transmitting devices, in bearings participating in the motion of
the wheels.
"9
4. The construction of a tractor the constituent parts of which (such as the
motor, speed-reducer, differential gearing and the like) are connected by flexible
shafts, such as are referred to in the first claim, and arranged in a frame carried
by wheels combining a steering and driving action, as stated in the third claim;
the said tractor being coupled or "harnessed" to two or four-wheeled carriages,
as a substitute for one or more horses, substantially as specified.
5. For the purpose of harnessing a traction mechanism supported by two
wheels, acting as both steering and driving wheels, and--as a specific example-
a "tractor" such as is referred to in the 4th claim, the combination of one or more
rigid bars connecting the tractor to the vehicle to be drawn and adapted to prevent
the oversetting of the said tractor; and flexible ties or traces which transinit the
tractive strain to the vehicle in the same manner as ordinary traces employed
in leading horses; substantially as specified.
6. Where a traction mechanism is used in connection with a two-wheeled
carriage or vehicle, utilizing the shafts. of such carriage or vehicle as rigid bars
to prevent overturning; such shafts being connected to the tractor with the inter-
position of springs, so as to avoid the transmission of any vibration from the tractor
to the vehicle, substantially as specified.
7. An arrangement for coupling or "harnessing" a tractor to a carriage, enabling
the two vehicles to act as one as regards their direction of motion, whilst leaving
them independent of each other as to vertical displacement; and permitting the

page_text: transverse axes of the carriage and tractor-supposing them to be in the same
vertical plane to form a variable angle between them, according to the positions
occupied by the two vehicles by reason of the condition of the (more or less uneven)
road; substantially as specified.
8. The several devices as described singly or in combination, and as illus-
trated in the accompanying drawings.
Dated this 21st day of December 1897
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.