Improvements in and connected with Motor Carriages and the like.
Year: 1898

page_text: Date of Application, 29th June, 1898 -Accepted, 27th Aug., 1898
COMPLETE SPECIFICATION.
Improvements in and connected with Motor Carriages and the
like.
I, EDOUARD HENRIQUEZ, of 22, Rue de Paris, Brussels, in the Kingdom of Belgium,
Civil Engineer, do hereby declare the nature of this invention, and in what
mauner the same is to be performed, to be particularly described and ascertained
in and by the following statement :-
This invention relates to carriages and vehicles driven by motive power and con-
sists in the combined use and arrangement on said carriages or vehicles of an engine
actuated by vaporised liquid hydrocarbons and an electric motor of a kind that can
be reversed and act as a dynamo and electric accumulators in combination with
gearing, clutches and switches so arranged and operated that firstly the engine can
propel the carriage; secondly, the electric motor can propel the carriage; thirdly,
the engine can drive the motor for charging the accumulators and preferably also that
fourthly, the engine and motor combined can propel the carriage and fifthly, that
the engine can run idle; and the improvements further consist in the arrangement or
construction of the mechanism for operating the clutches and switch in the manner
required for effecting the above changes or connections.
The engine may be a small high speed engine making the same number of
revolutions as the electric motor, or it may be an engine of larger size making
a smaller number of revolutions than the motor and driving it in any suitable
manner.
On the drawings appended hereunto, my improvements are shewn applied to a
four-wheeled carriage as an instance of how my invention may be carried out,
but of course it is applicable to other kinds of vehicles, and the relative positions
of the engine and motor and the arrangement of the gearing clutches, and
switch, may be varied to suit the different sizes and constructions of such
vehicles.
Figures to 7, show an arrangement of an automobile carriage with an engine
and electric motor revolving at the same speed and the clutch mechanism for
the same.
Figure 1 representing a side view of the same with the outer covering of the body
removed;
Figure 2, a plan of the same with the upper parts above the engine removed;
Figures 3, 4 and 5, plan views of the clutch mechanism in three different
positions.
Figure 6, a side view and Figure 7 an end view of the same.
Figures 8 to 12, show an arrangement with an engine revolving at a less speed
thun the electric motor in top views with the clutch mechanism in five different
positions.
Referring first to Figures 1 to 7, A is the carriage frame, B the engine, C the
electric inotor, D the vapouriser, E the oil cistern and F the water cistern for the
engine, G the box containing the accumulators, all of which may be of any suitable
kind, their special construction not forming a part of my invention.
removed;
Figure 2, a plan of the same with the upper parts above the engine removed;
Figures 3, 4 and 5, plan views of the clutch mechanism in three different
positions.
Figure 6, a side view and Figure 7 an end view of the same.
Figures 8 to 12, show an arrangement with an engine revolving at a less speed
than the electric motor in top views with the clutch mechanism in five different
positions.
Referring first to Figures 1 to 7, A is the carriage_frame, B the engine, C the
electric motor, D the vapouriser, E the oil cistern and F the water cistern for the
engine, G the box containing the accumulators, all of which may be of any suitable
kind, their special construction not forming a part of my invention.

page_text: The framing of the carriage body is shewn formed of tubes a connected by elbow
and tee brackets in the well known manner, the lower part of the frame being formed
of four such tubes. Upon the two left hand tubes the engine B is fixed and its crank
shaft b supported in bearings b¹ on the tubes. To the two right hand frame tubes,
cross tubes a¹ are connected carrying the bedplate of the electric motor C hereinafter
called simply the motor, the shaft c of which is supported in bearing c¹, fixed upon
the frame tubes. The crank shaft b and motor shaft c are in line and meet in the
middle of the frame without being connected to each other; one of them may have
a pivot of reduced diameter turned on its end entering into a bore in the end of the
other shaft. The chain wheel dis mounted loose upon both shaft ends and held
between collars on the same as shewn in section on Figure 3. The chain wheel is
formed with clutch teeth on each side, and corresponding clutch boxes c² and 6² are
mounted on the shaft c and b respectively, these clutch boxes sliding on keys and
rotating with the respective shafts.
The chain wheel & drives by a chain, a chain wheel e when dis rotated. The
chain wheel e has a long boss revolving in the bearing e¹ and held in position by
collars. A shaft fpasses freely through the boss of the chainwheel e and a bearing e².
Upon it is mounted the clutchbox f which has a key fixed in it that enters a long key
groove formed in the shaft, so that when the clutch box is engaged with the clutch
teeth formed on the side of the chain wheel e, the latter drives the shaft f. Upon the
shaft fare fixed three spur wheels r, 1, and 2 and a grooved collar f into which
engages the fork g of the limb g¹ of a ballerank lever fulcrumed on a bracket ³, the
other limb g2 of which engages with a pin into a slot in the end of the lever h¹ which
is fixed on the end of the tubular pillar h. The latter turns in a socket h² fixed to
the foot plate i of the carriage and is provided with a sector h³. A spring catch i³
capable of being operated by the foot of the driver engages into notches or holes of
the sector, and locks the pillar h, which can be turned by the hand wheel h*, in
position, thereby determining the position of the shaft fin its longitudinal direction.
Upon a long sleeve & supported in bearings k¹ three spurwheels a s¹ and stare fixed,
the latter of which is in gear with a spur pinion 83, cast in one with the spur wheel <<²
which is fixed on a short shaft s. In the positions shewn on the drawing the wheel
gears with the wheel 8, and when the shaft f is rotated, drives the sleeve k at a
certain moderate speed. By shifting the shaft f to the left, the wheel r is drawn out
of gear and the wheel 71 brought into gear with the wheel 81, the sleeve being now
rotated at an increased speed. By shifting the shaft further to the left, the wheel p
is drawn out of gear and the wheel brought into gear with wheel s² and through the
wheels and 8 drives the sleeve in the reverse direction at a greatly reduced
speed. To the wheel 8 or the sleeve k the box k² containing the well known epicyclic
balance gear consisting of two bevel wheels mounted on studs fixed in the box and
two bevel wheels fixed on the ends of the shafts and respectively whereby these
shafts are rotated.
The shaft carries at its outer end a chain wheel 12 driving by a chain the large
chain wheel on the hub of the left hand driving wheel W, and the shaft carries a
similar wheel driving the chain wheel on the hub of the right hand driving
wheel W. By this arrangement of gearing the carriage can be propelled forwards at
two different speeds and backwards at a reduced speed when the shaft f is rotated,
while the engine or motor revolve at their full speed and exercise their full powers.
The arrangement of gearing for transmitting the motion of the shaft f to the
driving wheels of the carriage however, may be varied in any way suitable for the
kind of carriage or vehicle to which my invention is applied, and the arrangement
herein before described is only shewn as an instance of how the propulsion of the
vehicle inay be obtained.
The mechanism for operating the clutch boxes and switch so that the engine may
drive the motor for charging the accumulators, or drive the carriage, or that the
motor may drive the carriage or the engine and motor combined drive the carriage, is
arranged as follows :—

page_text: The clutch boxes b² ² and fare each formed with a circular groove into which the
forked ends of the levers b³ ³ and f³ respectively engage with pins in the usual
manner. These levers are fulcrumed on studs b c & fixed in a plate m¹ which is
mounted upon the two middle tubes of the lower carriage frame. Upon this plate is
arranged another plate m capable of sliding thereon between guides m² fixed on the
plate m', (Figs. 2, 6 and 7). On the plate m slots are formed, into which the
pins cb and fixed in the other ends of the levers 63 and enter, the plate m¹
being slotted where required for these pins. To the plate m, a bracket m² is fixed
which by a rod m³ is connected to the bottom end of the hand lever n, (Fig. 1),
which fulcruined on the bracket n' fixed upon the footplates of the carriage and is
provided with a spring catch n² operated by a trigger n which catch engages into
notches of the sector n³. By moving the hand lever the plate m can be shifted and
locked in several positions by the catch and notches in the sector.
Upon the plate m is further fixed a pin o (Figs. 2 and 7), entering into the
slotted lever of which is fulcrumed on a stud o fixed in the plate m¹. The other
end of the lever forms a sector into which two insulated electrical contact pieces are
fixed, which by the wires p and p³ are connected to the terminals of the storage
battery contained in the box G. Facing the sector other insulated contacts are
fixed upon an extension of the plate m², the two outer ones of which are connected to
each other and by the wire p² to one of the poles of the electric motor, while the
middle contact is connected by the wire ps to the other pole. By shifting the
sector the connections can be reversed.
When the sliding plate m is in the position shewn on Figure 2, the clutch
boxes 62 and c² are both engaged with the clutches formed on the chain wheel d
while the clutch box f2 is disengaged. The motion of the engine crankshaft in the
direction of the arrow is transmitted through the clutch boxes 62 and c², to
the shaft c of the electric motor, which is rotated and acting as dynamo changes the
accumulator, the current passing say through wires p², p to the same and back
through pl and p³ to the dynamo. The clutch 2 being disengaged, the chain
wheel e runs idle without driving the shaft f and the carriage remains standing.
In this manner the accumulator is charged before starting and during the stoppages
on the road.
By shifting the plate m backward by a movement of the hand lever n, into the
position shewn on Figure 3, the inclines in the respective slots move the clutch box c²
to the right and disengage it from the wheel d, and the clutch box f² to the
left and bring it into gear with the clutch on wheel e. At the same time the
sector lever o¹ is shifted so that the electrical connections are cut.
The engine
drives the wheel d and the latter drives the wheel e and shaft f, while the motor
stands still. The engine thus propels the carriage.
By shifting the plate m forward from the position shewn on Figure 2, into
that shewn on Figure 4, the clutches c2 and 62 remain engaged with the wheel d,
while f is thrown in. The sector is so shifted that the electrical connections
are reversed, so that the current from the accumulator passes through the arinature
of the electric motor in the reverse direction to that in which it flowed while the
armature was rotated to change the accumulator, and consequently rotates the
armature in the same direction. The engine and motor combined drive the shaft f
and the carriage.
By further shifting the plate m to its most forward position shewn on Figure 5, the
clutch 62 is drawn out of gear, the clutches c² and f remaining in the positions
shewn on Figure 4, and the electrical connection also remaining the same. In
this position the motor drives the carriage while the engine may be stopped.
This last position is intended to be used while passing through streets to avoid
the smell of the exhausted oil vapour, the engine only being used on level road
in the country, and both combined for heavy work such as running up steep or long
5 gradients.
It is obvious that in a position mid-way between the positions, Figures 2 and 3, with
short teeth on the clutch boxes c² and f², both will be disengaged simultaneously,

page_text: the engine then running idle, and that the slots may be so shaped that this result is
obtained in some other position of the plate n.
Referring now to Figures 8 to 12, Figure 8 represents the back part of the carriage
frame with an arrangement of an engine and motor running at different speeds and
a suitable arrangement of clutch and switch mechanism for obtaining the different
ways of driving similarly to the arrangement hereinbefore described, only those parts
are shewn which differ from the same.
The crankshaft b of the engine only extends through the flywheel B¹, which is
formed with clutch teeth. In line with the shaft b another shaft t is supported in
bearings and meets the crankshaft, having preferably a pivot turned at its end
entering into a bore of the crankshaft b. On the shaft t a clutchbox 62 and a clutch
or driver t2 can slide and are rotated with it by means of a key. The clutch t² has
two pegs or studs fixed to it, which pass through holes in a chain wheel 3, that may
be fixed or loose on the shaft t, and can enter into holes of a spurwheel which is
loose on the shaft t. This spurwheel gears with a wheel ce on the shaft c of the
electric motor C, the ratio of the wheels being inverse to that of the normal speed of
the engine and motor. Instead of connecting the shafts and c by spurwheels, any
other suitable way of driving one from the other may be used. The two clutches 62
and are controlled by levers 63 and c³, fulerumed on studs b and c on the plate m¹,
and fitted at their other ends with pins 65 and c, engaging into slots of the sliding
plate m, which is connected to a hand lever, similarly as herein before described with
reference to Figures 1 to 7. A lever controls the clutch on the sliding shaft f
and engages with its pin f into another slot of the sliding plate n.
The sliding
clutch box f can engage the clutch formed at the side of the chainwheel e which is
supported and held by collars in the bearing e¹. A chain passes round the chain
wheels e and t³, so that when the latter is rotated and the clutch box f engaged, the
shaft is rotated. From this shaft the motion is transmitted to the driving wheels
of the carriage in the manner hereinbefore described with reference to Figures 1 and 2,
or in any other suitable way.
The sliding plate m carries a pin o engaging into the slotted sector lever o¹, the
sector of which has two electrical insulated contacts connected by wires p and p' to
the accumulator, and on the plate m¹ four segmental insulated contacts are fixed, the
outer ends of which are electrically connected to each other and the wire p³,
leading to one of the poles of the motor while the inner contacts are likewise
connected to each other and by the wire p³ to the other pole of the motor.
When the parts are in the positions shewn on Fig. 8 the clutch 62 is disengaged,
and the electrical connection cut, so that the engine runs idle, the motor, shaft t and
shaft remaining stationary.
By shifting the plate m into the position shewn on Figure 9, the clutch 62 is
engaged, the clutch however remaining disengaged; the pegs of clutch t² are
engaged in the holes of the spurwheel the switch is brought into a position in
which the wires p and p³ and the wires p1 and p2 are connected. The engine
rotates the shaft t through the clutch 62, and the clutch t2 drives the spur wheel t
which through c rotates the motor as dynamo for charging the accumulators. The
chain wheel e runs idle, the shaft fremaining at rest. Thus the engine drives the
dynamo for charging the accumulator while the carriage remains standing.
By shifting the plate m further back into the position shewn on Figure 10, the
clutches 62 and 2 remain in their previous position; the clutch f becomes engaged
with the wheel e. The sector is shifted so that the electrical connections are
reversed, wire p being now connected to wire p² and wire p¹ to wire p³ as required
for driving the motor from the accumulator in the same direction as it was rotated
for charging the accumulator.
The motor drives the chain wheel 3 through the wheels c and fand the clutch 2,
and the engine drives the shaft t through the clutch 62, the shaft driving the
clutch 82 and the chain wheel t³. The latter drives the chain wheel e and shaft f.
The engine and motor combined thus drive the shaft f and propel the carriage.

page_text: When the plate m is shifted further back into the position shewn on Figure 11,
the clutch 62 is thrown out of gear, the clutches 2 and 2 remaining engaged and the
The motor alone then drives the
electrical connection the same as on Figure 10.
chain wheel and through it the shaft and propels the carriage.
By shifting the plate finally into its most backward position shewn on Figure 12,
the clutch bis engaged with the clutch on the flywheel B¹; clutch f² remains
engaged, clutch t is drawn so far to the left that the pegs on the clutch are drawn
out of the wheel 1, but remain in the chain wheel t³.
The electrical connection is at the same time cut by the switch. The motor and
wheels and remain stationary, and the engine alone drives the chain wheel t³ and
through it the chain wheel e and shaft f, thus propelling the carriage.
I do not confine myself to the particular arrangement of clutches and switch
and mechanism for operating the same, but they may be replaced by their
equivalents effecting the same object, namely to drive the carriage either by the
engine or the motor or preferably also by both combined, and to drive the motor by
the engine so as to charge the accumulators and preferably also allow the engine to
run idle.
The carriage frame is supported at the back by springs won the axle w¹, and its
front end by the springs v on
a stationary axle to which the swivelling
axles of the front wheels V are connected, the axles 2 being turned by means of
rods and levers from the central shaft fitted with the hand wheel v (Figures 1
and 2), in the usual manner.
I do not confine myself to the special arrangements of clutches, switches and
mechanism for operating the same herein before described, but these may be varied
according to the general arrangement or construction of the vehicle without departing
from the nature of my invention.
Having now particularly described and ascertained the nature of
my said
invention, and in what manner the same is to be performed, I declare that what I
claim is:
1. In an automobile carriage or vehicle the use and arrangement of an engine
actuated by vapourised liquid hydrocarbon and an electric motor arranged to be used
also as a dynamo and an accumulator, in combination with gearing, clutches, an
electric switch or switches and mechanism for connecting and disconnecting said
clutches and switch or switches in such a manner that the engine can run idle, drive
the motor as dynamo for charging the accumulator, and propel the carriage, and
that the electric motor can propel the carriage, preferably also that the engine and
motor combined can propel the carriage substantially as hereinbefore described.
2. In an automobile vehicle the arrangement of hydrocarbon engine and electric
motor driven by an accumulator both revolving normally at the same speed, with
their shafts placed in line, chainwheel or its equivalent loose on the shafts and formed
with clutches and clutch-boxes sliding on said shafts and rotating therewith so
arranged and operated that the chain wheel can be connected to either shaft or to
both of them, and a switch or switches for connecting the electric motor and accumu-
lator in such a manner that it rotates in the same direction both when charging the
accumulator and when driven by it substantially as herein before described and
illustrated by Figures 1 to 7 of the drawings.
3. In an automobile carriage or vehicle the arrangement of hydrocarbon engine
and an electric motor driven by an accumulator which normally revolves at a lower
speed than the engine, a second motion shaft placed in line with the engine shaft and
connected to the motor by gearing so as to revolve at the normal speed of the engine
shaft when driven by the motor, a chain wheel or its equivalent on said second motion
shaft, and clutch boxes so arranged and operated that the chain wheel or equivalent
can be driven either by the engine, or by the motor and preferably also by both
combined; and a switch or switches for connecting the electric motor to the accumu-
lator in such a manner that it revolves in the same direction when charging the

page_text: accumulator and when driven by it, substantially as herein before described with
reference to Figures 8 to 12, of the drawings.
4. The combination with either of the arrangements specified in Claims 3 and 4, the
arrangement of a chain wheel driven by a chain from the chainwheel, arranged and
actuated as stated therein, said chain wheel having a bush held and revolving in a
fixed bearing and being forined with a clutch, a shaft passing freely through said
bush, a clutchbox sliding thereon and driving it when engaged with the clutch
in the chain wheel, and gearing for transmitting the motion of the shaft to the
driving wheels of the carriage or vehicle, substantially as herein before described and
illustrated by the drawings.
5. In an automobile carriage or vehicle arranged with a hydrocarbon engine and an
electric motor and accumulator and gearing, clutches, a switch or switches and
mechanism for connecting or disconnecting said clutches and switch in such a
manner, that the engine can run idle, drive the motor as dynamo for charging the
accumulator and propel the carriage, and that the motor can propel the carriage and
preferably also the motor and engine combined can drive the carriage, the use and
arrangement of one sliding plate shifted by the movement of a hand lever for
operating and changing the positions of the clutches and switches so as to produce
these different results, substantially as hereinbefore described and illustrated by the
drawings.
6. In an automobile carriage or vehicle the arrangement of hydrocarbon engine,
electric motor and accumulator, clutches, switch, levers for controlling the clutches
and a sliding plate for operating these levers and switch substantially as hereinbefore
described with reference to Figures 1 to 7, of the drawings and for the purposes set
forth.
7. In an automobile carriage or vehicle the arrangement of a hydrocarbon engine,
an electric motor and accumulator clutches, switch, levers for controlling the
clutches and a sliding plate for operating these levers and switch, substantially as
hereinbefore described with reference to Figures 8 to 12, of the drawings and for the
purposes set forth.
8. In an automobile carriage or vehicle the arrangement of a hydrocarbon engine,
an electric motor and accumulator, clutches, a switch, levers for controlling the
clutch, a sliding plate for operating these levers and switch, and gearing for
transmitting the motion from the engine or motor to the driving wheels of the
carriage or vehicle, substantially as hereinbefore described and illustrated by the
drawings.
20 day of June 1898.
R. J. URQUHART,
57, Barton Arcade, Manchester,
Harrington Chambers, 24, North John Street, Liverpool,
Consulting Engineer and Patent Agent.