Improvements in and connected with the Motors and Mechanism of Mechanically Propelled Road Vehicles.
Year: 1898

page_text: Date of Application, 21st Mar., 1898-Accepted, 21st Jan., 1899
Improvements in and connected with the Motors and Mechanism
of Mechanically Propelled Road Vehicles.
I, JOHN PENDER, of The Nail Works, Tinning Street, Brunswick, in the Colony
of Victoria, Engineer, 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:-
The object of my invention is to provide a mechanism for power propelled
vehicles which shall have neither chain nor leather belts nor continually rotating
toothed or sprocket wheels. It is operated by an explosion engine in which
vaporised oil is the actuating agent and is so constructed that it is applicable to
any class of conveyance. All the parts being accurately balanced the vibration
is reduced to a minimum and the explosions (of which there is one to each revolu-
tion of each opposite pair of cranks) is absorbed by two pistons in each cylinder.
The explosive mixture is electrically ignited and by a simple system of crank levers
and connecting rods a variable speed transmission gear is obtained which is most
effective in action. From it can be communicated to the main driving axle all
speeds or variations of the same from zero to any predetermined maximum without
in any way altering the speed of the motor. The maximum power for hill
climbing and rough roads, as also all changes of speed are obtained by the move-
ment of one lever by the driver. By a special form of clutch box secured to the
main or driving shaft a rotary motion is imparted to the said shaft from a recipro-
catory slide moving along the engine frame. By this mechanism heavy loads
or steep upgrades are treated without any unusual labouring since the power trans-
mitted from the motor can be regulated by a rocking lever hereinafter described.
The wheels are so arranged upon their driving shaft that one can overrun or
underrun the other and thereby allow for the major curve in turning.
My invention consists of two crank shafts between which are two cylinders
both ends of which are open. In each of these cylinders are two pistons expelled
by the same explosion occurring at each revolution. These pistons by connecting
rods are coupled to opposite cranks in such a way that they drive them in the
same direction. From discs at the end of one of the crank shafts a reciprocatory
motion by connecting rods is conveyed to a vertical rocking lever pivotted at its
bottom. Up and down this lever adjustably slides (thus providing a variable
transmission gear) one end of a connecting rod, the other end of which is pivotted
to a horizontally moving slide. To this slide are pivotted two connecting rods
the other ends of which are connected to pins on arms protruding from cheeks
moving within a clutch box on the main or rear wheel driving shaft. Though
these connecting rods have a reciprocatory motion they transfer a rotary one to
the driving shaft in the manner hereinafter described. The air charge for the
explosions by a double acting air pump situated between the two cylinders and
operated by a crank on one of the crank shafts is drawn through a carburettor. It

page_text: an
ex
then passes through valves above the cylinder regulated by cams
enters each cylinder alternately after the pistons have covered the
haust port
onl their inward stroke. It is then compressed by th
ingoing pistons and electrically ignited. But in order that my invention may b
better understood I will now refer to the accompanying sheet of drawings whic
are to be taken as part of this specification and read herewith.
Figure 1 represents a side elevation of one of the motor cylinders shewing (i
dotted lines) the two connecting rods which are operated by the two pistons
Likewise the clutch box and mechanism by which a reciprocatory motion is trans
ferred into a rotary motion.
Figure 2 shews a plan of the same partly in section.
Figure 3 also represents a plan shewing the governor gear.
Figure 4 represents an end elevation partly in section shewing the electri
igniting gear, and the rotating shafts by which the circuits are completed and
broken.
Figure 5 shews a plan of one side of the variable transmission gear.
Figure 6 also shews an end elevation depicting more clearly the variable trans-
mission gear at its maximum travel. Whereas in dotted lines it is seen so situated
that no motion is imparted to the clutch.
Figure 7 is a front elevation of the steering gear and shews also the lever and
quadrant by which the speed is regulated. There is also seen the volute spring
upon which the front of the motor frame is mounted.
Figure 8 is a plan of the steering gear shewing in solid lines the position the
wheels assume on steering. Though as can be well understood the levers operating
the same can be so arranged that the obliquity of the two wheels can be greatly
increased.
Figure 9 is a sectional view of the carburettor.
Figure 10 is a plan of the cover of the same.
Figure 11 represents a sectional view of the driving clutch and box.
Figure 12 a side sectional view through X X Figure 11.
Figure 13 is a view of the main driving shaft which instead of having two clutch
boxes for forward driving may be arranged to be operated by one.
Figure 14 is a side elevation of the driving wheel shewing the rollers on one
of the discs by which its hub is driven. Also the holes into which the studs from
the reversing clutch engage.
Figure 15 is a sectional elevation of the same shewing the pins of the reversing
clutch passing through the outer disc and entered into holes in the wheel hub.
When the shaft is turned backwardly the wheel thereby travels with it.
Similar letters of reference indicate similar or corresponding parts where they
occur in the several views.-On reference to the drawings it will be seen that
A is a cylinder open at both ends and in which are two pistons. These by con-
necting rods C as shewn are coupled to crank pins on the two crank shafts D
which cranks rotate in the oil splash boxes F3. The four cranks on these shafts
are all arranged in the one plane. Secured to each end of the said shafts are
dises E. Between each pair of these discs is a link F whereby the two crank
shafts D always maintain the same speed and relative position to each other.
The crank pins G on the two opposite discs of one of the shafts are elongated
(Figure 2) and to them are coupled connecting rods H, These pins G in elevation
are situated at right angles to each other. The other ends of H are pivotted to one
side of a lever I pivotted on its bottom end to a rocking shaft P rocking in bearings
secured to the tubular frame of the machine. To a slide F2 (Figures 1, 2 and 6)
which travels up and down I and which forms part of the variable speed trans-
mission gear described hereafter is the one end of a link J. The other end of J
is also attached to a slide G2 which moves in a horizontal plane. To this are
pivotted two connecting rods K the other ends of which are pivotted to pins in the
These arms (Figures 1, 11, 12 and 13) are attached to the cheeks M
and M moving within a race formed by the peripheral flanges of a clutch box N
arms L.

page_text: secured to the main driving shaft O. Around the circumference of the cheeks
(which are stepped into the flange as shewn to prevent the intrusion of dust) are
wedge shaped recesses into which are placed laterally one or a series of rollers
or balls. As can be well understood the rods K in their reciprocatory motion cause
the cheeks M and M to partially rotate within the clutch box. On their forward
motion the rollers in M are frictionally wedged or jammed but are instantly released
on the cheeks reversal. Whilst the corresponding rollers in M* are similarly
wedged in the backward motion and released on the forward motion. By this
means the clutch box is maintained revolving continuously in one direction no
matter which way the rods K are moving.
The manner in which the speed of the vehicle is varied independently of the
motor (which generally travels at a uniform or predetermined rate) as follows;-
By referring to Figure 6 it will be seen that the height of the slide F2 on I is
regulated by links Q the top ends of which are pivotted to the slide F2 and the
bottom ends connected to the top of levers R the bottom ends of which are
pivotted to the pins S which rock with the shaft P. Between the two ends of R
are coupled the links T the lower ends of which are connected to a sleeve U. This
has collars thereon in which engage pins at the end of a forked slide V. At the
other end of V is a toothed rack engaging with and moved backwards and forwards
by a toothed pinion W and a shaft K³. This shaft is operated by
the speed varying lever X (Figures 6, 7, and 8). The position of
the links and levers when the vehicle is stationary and the engine
travelling is seen by the dotted lines (Figure 6). The mechanism
for pumping, carburetting, regulating and igniting the charges for
the cylinders is as follows.-Operated by an intermediate crank at right angles to
its fellows and situated between the two cylinders is a double acting air pump Y.
The air to this enters the carburettor Z at A¹ (Figures 1 and 9) and is drawn
downwardly past the diaphragm B¹. (Figures 9 and 10). This which is loosely
retained beneath the carburettor cover has ports within it to correspond with the
similar ports in the cover. The air then passes over the top of the bell or cap C¹
which is secured around a stationary tube D¹. The tube D' has three tiers of
ports therein. Before it passes the edge of the bell and enters the lower ports in
the stationary tube it passes through the gasolene or other spirit spray. This at
a pressure is being constantly discharged from the spraying nozzle E and all
that is not carried away in suspension by the passing air collects at the bottom
of the carburettor and overflows through a trap back into a reservoir. Having
acquired its charge of spirit spray the oil vapour passes through the lower ports in
the stationary tube D₁ and through corresponding ports in the tubular valve F¹.
This latter is capable of two motions a rotary and a vertical the former being
operated by hand and the latter by the governor hereinafter described It then
passes to the top of the tubular valve and through the upper ports therein and the
ports in the surrounding stationary tube to the pipe G¹. From thence it passes
to the two regulating valve casings H'. But before these are described I would
remark in reference to the carburettor that if the charge is being too greatly
enriched or the engine is making too many revolutions it is reduced in speed
either by the action of the governor (hereinafter described) lifting the tubular
valve or by the same being turned round by hand by the handle J. The top of
this handle is connected by a ring to the top of F¹.. Through this ring the tubular
valve F1 can travel vertically without affecting the position of the said ring but
by a key or other means it is partially rotated when J¹ is moved. At its bottom J¹
is connected to the diaphragm B. When the ports in 131 are closed the air
instead of passing over the bell and through the spray finds a passage through
the intermediate ports in F1 and D¹ in the former of which as will be seen the
said ports are inclined. It thus passes to the cylinder unenriched or only partially
enriched.
Having reached the valve casing H¹ it draws the suction valve K¹·(Figure 1)
against its spring and off its seating until the suction stroke is completed.
On

page_text: or after the compression stroke has commenced the discharge valve L'
(Figure 1) is opened by one of the cams M¹ and the charge passes through a spring
closed non-return valve and enters the cylinder until its ports J3 (seen in dotted
lines Figure 2) are overrun by the passing piston. This point is situated and timed
to allow the air pump piston to get home or to the end of its stroke before the inlet
to cylinder is completely closed.
The said cams M₁ are operated as follows:-To the link F is attached a stud
to which is pivotted a link N¹. This is connected to a lever 01 secured to the can
shaft.
The regulated charge having entered the explosion cylinder the valve L' is closed
by its spring which is arranged to occur when the pistons have overrun the inlet
or have about one half (more or less) of their compression stroke to travel.
This completed the ignition is then effected as follows.--To the stud before
alluded to on the link F is attached the end of a lever or crank P (Figure 4). This
rotates a spindle Q' passing through stuffing boxes outside the cylinders and having
thereon contact formers which are so arranged in an electric circuit as to emit
a spark when the charge is ready for exploding. The exploded charge is exhausted
through the exhaust ports and pipe D2 (Figure 2) into a silencing box or muffler.
On the same shaft as the cams rotates a centrifugal governor. This when a
predetermined speed is exceeded by the bell crank lever S* causes the connecting
rod R¹ to operate a bell crank lever S¹. This lifts the tubular valve F¹ and
thereby closing the lower ports in the same reduces the amount of enriched air
entering the cylinder.
The axles of the two steering wheels have integral with them a bell crank
lever T¹ (Figures 7 and 8). This is pivotted in a fork U¹ at each end of the
stationary axle bar. One end of a connecting rod V is attached to the end of T¹
its other end being connected to a lever W₁ situated beneath and secured to the
vertical steering spindle. Another connecting rod is attached to the corresponding
levers operating the other wheel. Above the two levers which are integral with
each other upon the one spindle X is the steering lever.
The front end of the frame carrying the motors and gear rests upon a pivotting
basin supported upon a volute spring Y (Figure 7) thereby affording an effectual
absorbent of all vibration and vertical shock. It also preserves the alignment of
the main axle and the motor frame.
An examination of Figures 14 and 15 shews that the wheels have tubular spokes
which at their inner ends have annular external swellings. These bear against
the rounded corner of sockets protruding from the hub and at the inner end each
tube is expanded around the socket hole inside the said hub. At their outer ends
the spokes rest on curved springs situated between the spoke ends and the inner
face of the rim. An inner tube the outer end of which is secured to the rim
telescopes into the spoke and thereby greatly contributes to the shock absorbent
construction of the wheel.
The main driving wheels are not secured to the shaft but in order to accommodate
themselves to the major and minor curves on turning are loose thereon. The
shaft (Figure 15) drives them as follows.---To the end of 0) is secured a disc Z¹.
Inside this is also secured another disc A³. Between these two discs the hub of
the wheel rotates, the flanges on each end of it overlapping the discs to exclude
dust etc. therefrom. Between the inside of the flanges which form a roller race
and the outside of the disc are a series of pockets containing rollers as before
described in connection with the clutch gear. These drive the wheels always in
the one direction. On the reversal of the driving shaft the clutch B2 from the face
of which protrude driving studs D2 by a fork working in its circumferential
collars is moved into the position shewn in Figure 15. These studs pass right
through A2 and into corresponding driving holes E2 (Figure 14) in the wheel
hub. The wheel then rotates backwardly with the shaft O.
The backward motion of the vehicle is effected by the middle clutch box Ca
(Figures 2 and 13) as follows,--The moving cheeks in this instead of having the

page_text: wedge shaped recesses pointing in the same direction as the cheeks in the boxes
each side of it has them arranged in the opposite direction.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what I
claim is:-
1st. An improved motor consisting of a motor cylinder having both ends open
and the connecting rods from the pistons therein so arranged as to drive the two
discs thereon in the same direction all as and for the purposes hereinbefore
described and as illustrated in the drawings.
2nd. In the mechanism of mechanically propelled vehicles a variable trans-
mission gear consisting of a connecting rod one end operated by the crankshaft
and the other reciprocating a rocking lever pivotted at one end and having longi-
tudinally adjustable thereon a slide to which is coupled one end of a connecting rod
the other end being in communication with the driving shaft all as and for the
purposes herein before described.
3rd. In the mechanism of mechanically propelled vehicles a variable transmis-
sion gear consisting of a connecting rod one end operated by the crank shaft and
the other reciprocating a rocking lever pivotted at one end and having thereon
a slide adjusted by links connected to levers pivotted at their bottom end and
operated by links pivotted to a collared sleeve moved longitudinally on a rocking
shaft by a forked slide reciprocated by a toothed pinion gearing into a rack at
cne end said pinion being partially rotated by a lever all as and for the purposes
herein before described and as illustrated in the drawings.
4th. In the mechanism of mechanically propelled vehicles a variable transmis-
sion gear consisting of a connecting rod one end operated by the crankshaft and
the other reciprocating a rocking lever pivotted at one end and having longi-
tudinally adjustable thereon a slide to which is connected a link the other end
of the said link being coupled to a horizontally moving slide. To this are coupled
two connecting rods one attached to the upper arm on cheeks moving within a
clutch box upon the main driving shaft and the other to a corresponding arms on
lower cheeks; the said longitudinally adjustable slide being regulated in height
by links connected to levers pivotted at their bottom end and operated by links
pivotted to a collared sleeve moved longitudinally on a rocking shaft by a forked
slide reciprocated by a toothed pinion gearing into a rack at one end said pinion
being partially rotated by a lever all as and for the purposes herein before described
and as illustrated in the drawings.
5th. In the speed mechanism of mechanically propelled vehicles an improved clutch
box secured to the shaft and having two or more peripheral flanges thereon forming
races, inside which partially rotate cheeks having circumferential wedge shaped.
recesses containing rollers all as and for the purposes hereinbefore described and as
illustrated in the drawings.
6th. In motor mechanism a centrifugal governor the spindle of which is driven
by a lever the traveling end being connected by a stud projecting from a link
moving with the two crank shafts, a collar on the governor sleeve by pins operating
a forked bell crank lever, a link and another bell crank lever by which a tubular
valve in the carburettor is elevated or depressed all as and for the purposes
herein before described and as illustrated in the drawings.
7th. In motor mechanism a valve casing containing a suction and discharge
valve the former being closed by a spring and the latter opened by a cam situated
on a shaft rotated by a link attached to its end and also to the end of a link moving
with the two crank shafts all as and for the purposes hereinbefore described and
as illustrated in the drawings.
8th. In motor mechanism an air pump drawing air through a carburettor and a
valve casing and discharging it through the said casing and a non-return valve
between two pistons situated within one cylinder both ends of which are open

page_text: all as and for the purposes hereinbefore described and as illustrated in the
drawings.
9th. in motors an improved carburettor into which oil is continually sprayed
and overflows into a reservoir, an air inlet and an air or vapour outlet, a ported
diaphragm and cover, a cap, a stationary central tube having an upper an inter-
mediate and a lower tier of ports, a tubular valve capable of a rotary and a vertical
motion and also having three tiers of ports saiu valve and diaphragm being
partially rotated by hand and the valve also being vertically regulated by a system
of levers trom a governor all as and for the purposes herein before described and
as illustrated.
10th. In motor mechanism an electric charge igniting gear consisting of a
spindle entering the cylinder through a stunning box and rotated by a crank lever
connected to a stud projecting from a link moving with the two crank shaits
there being on said spindle contact formers which make and break contact with
corresponding stationary contact formers thereby inducing a spark all as and for
the purposes hereinbefore described and as illustrated in the drawings.
11th. In the mechanism of mechanically propelled vehicles the axles of each
steering wheel having integral with it a bell crank lever pivotted in a fork at each
end of the axle bar said lever being operated by a connecting rod so attached to
one end to a lever beneath the vertical steering spindle so as to cross its fellow
lever all as and for the purposes herein before described and as illustrated in the
drawings.
12th. In the mechanism of mechanically propelled vehicles the hubs of the main
driving wheels being loose upon the shaft and driven forward by rollers which
become frictionally wedged against the inner flanges of the said hub which rollers
are retained in wedge shaped recesses situated in the circumference of two discs
secured at each end of the hub to the shaft, and longitudinally moving clutches
with protruding studs thereon to engage with corresponding stud holes in the hub
all as and for the purposes herein before described and as illustrated in the
drawings.
13th. In the mechanism of mechanically propelled vehicles the wheels having
tubular spokes the inner ends having thereon external annular swellings resting
against the rounded edge of socket holes protruding from the hub around which
holes the inner end of the tube spoke is expanded the outer end of the spoke resting
on springs situated between the spoke end and the rim a telescopic tube being
secured to the rim and passing up inside said spoke end all as and for the purposes
herein before described and as illustrated in the drawings.
14th. In the mechanism of mechanically propelled vehicles the front end of the
motor carrying frame resting upon a pivotting basin supported upon a volute
spring thereby absorbing vibration and maintaining the alignment all as and for
the purposes hereinbefore described and as illustrated in the drawings.
15th. The whole of the combination and arrangement of parts as hereinbefore
described and as illustrated in Figures 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15
of the accompanying drawings and constituting my "Improvements in and con-
nected with the motors and mechanism of mechanically propelled vehicles."
Dated this 21st dor of March 1900
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.