ACTU
Year: 1899

page_text: Date of Application, 27th Mar., 1899-Accepted, 24th June, 1899
A communication from abroad by THE POPE MANUFACTURING COMPANY (Incor
porated), of Hartford, Connecticut, United States of America.
I, PHILIP MIDDLETON JUSTICE, of 55 and 56, Chancery Lane, in the County of
Middlesex, Fellow of the Chartered Institute of Patent Agents, 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:-
This invention relates to the general class of motor vehicles and has for its
object to improve the construction of such vehicles in various particulars with
a view to the production of a vehicle which shall give satisfactory results in
use, shall be light and compact in the construction and arrangement of its driv-
ing mechanism and yet strong and durable, and shall have its working parts
so constructed and arranged that they shall not be subject to excessive wear or
liable to injury. The invention relates in part to the running gear, the parti-
cular object being to support rigidly all those parts of the mechanism which
are necessarily aligned, while the main body of the vehicle is properly spring-
supported, the driving mechanism not being affected by strains due to the weight
of the occupant and therefore not requiring to be heavily constructed either in
itself or its supports; and furthermore to give to the running gear such flexi-
bility that the wheels will adapt themselves to any warped or distorted road
surface. The controlling devices are so arranged that, although supported by
the main body of the vehicle, their operation is not interfered with or affected
by oscillations of the body with respect to the driving mechanism. Another part
of the invention relates to the power transmitting mechanism and its arrange-
ment with respect to the running gear and the wheels, the object being to pro-
vide for the support of the load so that it shall affect the driving mechanism as
little as possible and to secure simplicity of construction and ease in manu-
facture, all parts being compactly arranged so that they can be fully protected
from dust and easily flooded with oil. Another feature of the invention consists
in the construction and arrangement of mechanism for changing the speed of
the vehicle, excessive wear being avoided, the maintenance of proper gear dis-
tance between intermeshing gears being always assured, and ease in operation
secured. The controlling mechanism is also so arranged that the uncoupling
of the motor from the wheels of the vehicle and the changing of the speed of
the vehicle are effected by the movements of a single handle, provision being
made whereby the uncoupling of the motor must always be effected before a
change in speed is made, thus preventing the breakage of gear teeth and sudden

page_text: changes of speed which occasion discomfort to the occupants of the vehicle. Other
features of improvement will be more particularly referred to hereinafter. The
several improvements are shown in the accompanying drawings and described
hereinafter as applied together to a light vehicle adapted for two persons, but
it will be understood that this particular form of vehicle is chosen merely as
a convenient form for purposes of explanation, and that the several improve-
ments can be applied, either separately or together, to other forms of vehicles.
In the drawings:
Figure 1 is a side elevation of a vehicle which embodies the invention, the
near wheels being omitted and part of the body being broken away;
Figure 2 is a plan view of one form of the running gear frame, the wheels
and rear axle being indicated by dotted lines;
Figure is a front elevation of the frame;
Figure 4 is a detail view showing a modified form of joint between the two
parts of the frame;
Figure 5 is a detail, partly sectional view of the driving mechanism, the plane
of section of the lower portion of said figure being indicated by the line 5-5
of Figure 6;
Figure 6 is a side elevation, looking from the right in Figure 5, of the balance
gear;
Figure 7 is a detail section is the plane indicated by the line 7-7 of Figure 5;
Figures 8, 9, 10 and 11 are detail views of the controlling mechanism mounted
on the body of the vehicle, Figure 10 being a vertical section on the plane
indicated by the line 10-10 of Figure 8;
Figures 12 and 13 are plan and side views of a modified form of the running
gear frame.
The running gear is composed of two parts, one of which is spring-suspended
and supports the body of the vehicle with the occupants, while the other part
supports rigidly all of those parts of the mechanism which are necessarily aligned
and is connected with the first part by a flexible or universal joint at one end,
while the other end is carried by the driving wheels. Both parts of the running
gear may be of any suitable form and construction, according to the necessities
of each case. As represented in the drawings (see particularly Figures 1, 2
and 3), one part which supports the body of the vehicle with the occupants,
is composed of a suitable floor A, side frames, etc., which together make up
what may be considered the body of the vehicle. At its forward end this part
of the running gear is supported by suitable springs A', upon the front axle of
the vehicle, which is represented at B3, said axle being provided with independent
steering wheels and itself relatively fixed or held from oscillation about a vertical
axis. At its rear end this part of the frame is supported by springs As upon
the other part of the frame or running gear. This first or upper part of the
running gear or frame, as will be understood, is free to yield and to oscillate
in different directions, affording comfortable support for the occupants of the
vehicle. The other or lower part of the running gear or frame is represented
as composed of suitable side bars C C and a transverse bar or bars C. The for-
ward end of this second or lower part has a flexible or universal connection with
the first or upper part, so that it shall not interfere with nor be effected by the
oscillations of the body of the vehicle or its movements under varying loads,
and shall have three points of support (the single joint and the two wheels)
so that it can always accommodate itself to a warped road surface. Such con-
nection may be effected conveniently as represented in Figures 2 and 3, in which
the forward end of the substantially triangular frame C C has a bracket arm C³
which rests upon a small elliptic spring A³ carried by the front axle B, this spring
allowing the necessary freedom of movement in every direction. It may also
be effected as shown in Figure 4, and in Figures 12 and 13 also, in which the
front axle or one of the tranverse bars of the body frame is provided with a
depending bracket A, forming a rocket in which is received the head of a

page_text: bracket arm C³, extended from the forward end of the other or gear frame. The
rear end of this part of the frame is supported directly by the driving axle and
wheels. It will be evident that this part of the frame is free to swing or oscillate
upon the axis of the driving wheels, which is also the axis of the last gears of
the driving mechanism, but has no other movement with respect to such axis,
so that all parts of the driving mechanism, being rigidly supported by this part
of the running gear or frame, together with the motor itself, are maintained
always in alignment and that their relations are not in any manner affected
by the oscillations of the vehicle body or by its load.
In the drawings a single motor E is shown, the casing of the motor and
the gear enclosing casing E being represented as secured together, virtually
forming one rigid structure, which is supported at its forward end by the trans-
verse bar C and at its rear end by the driving axle and wheels, as hereinafter
indicated. The shell or casing E completely encloses all of the parts of the driv-
ing mechanism, including the change gear and the clutch, and, as will more
clearly appear hereinafter, has no openings except for the rear or driving axle,
the connection to the change gear-controlling devices, the connection to the
brake-actuating devices, and, it may be, the driving shaft. All parts of the
driving mechanism are thus fully protected from dust and can be Hooded with
oil and kept clean.
The driving mechanism will now be described, reference being had particu-
larly to Figure 5 of the drawings. In said figure two motor shafts are repre-
sented at 1. For convenience in coupling, the end of each shaft is cut or
rabbeted transversely to half its diameter, and between the two shafts and in
alignment therewith is an intermediate section E which has its ends corres-
pondingly cut or rabbeted to half its diameter to fit the corresponding ends of
the motor shaft, as indicated at e. Clamps E are secured about the joints
thus formed, bringing all parts to center without difficulty and securing them
firmly together. The driving pinion is fast upon the intermediate shaft
section E, meshing with an intermediate gear E, which meshes in turn with a
gear mounted loosely on the change gear shaft F. The gear E8 forms one
member of a friction clutch of ordinary construction. The other member is indi-
cated at E, being splined on the shaft to rotate therewith, although free to move
longitudinally theroon, thereby providing for the coupling and uncoupling of
the motor with or from the driving mechanism and driving wheels. The
employment of a friction clutch, as well understood, permits the driven parts
to be brought to speed gradually, and the location of the clutch between the
motor and the change gear, presently to be described, prevents the breaking of
gear teeth when changes of speed are effected. The change gear shaft is
movable longitudinally to effect the engagement, by means of a spline or key f,
with one or the other of the several driving gears which are supported concen-
trically with the shaft. For convenience in effecting the longitudinal move-
ment, the shaft may be formed at its end with circumferential rack teeth fl
which are engaged by a pinion to be referred to hereinafter. The several driv-
ing gears, and 13, are supported concentrically with the shaft F, but are
not supported by the shaft, and in consequence of this freedom of the gears from
the shaft there is no burring, cutting and wearing of the parts in use, which
would otherwise make the movement of the parts hard and would eventually
render them useless. Each gear is provided with an extended hub f³, the
several hubs being supported in outside bearing brackets which are secured
to the casing ³, each hub being formed internally with teeth or keyways, as
indicated at in Figure 7, for engagement with the spline f of the change
shaft F.
The driven gears G₁, G² and G³, which correspond and remain always in mesh
with the gears F1, F and F respectively, are secured to or formed upon the
driving member G of the balance gear, which permits independence of movement
of the two driving wheels of the vehicle, as is well understood. All of the parts

page_text: being rigidly supported by the casing E2 and the running gear, and the paral-
lelism of the axis of rotation being always maintained, the maintenance of the
proper gear distance and the smooth running of the gears are always assured.
The driving member G of the balance gear is a frame or shell which may be
made in separate parts, for convenience in manufacture, which parts may be
secured together by bolts g, and is provided with two extended hub bearings g¹.
Pinions G and G³, intermeshing, (see Figure 6) are carried by the driving
member G and mesh respectively with two gears G G which are mounted con-
centrically with the said driving member, being secured each to the inner end
of one of the sleeves G7, at the outer end of which is secured the corresponding
driving wheel D of the vehicle. A stiffening bar G8 runs through the two
sleeves, from wheel center to wheel center.
It will be observed that the advantages of a practically solid axle are secured,
and that the parts are symmetrically arranged, with the balance gear practically
in the center.
A brake is shown in Figure 1 as applied to the hub of one of the driving
wheels and as consisting of a two-part hand G anchored at one point and having
its free ends repelled by a spring which re-act against a fixed abutment Go
interposed between the two free ends. A headed rod G" passes through the two
free ends of the band and is connected to one arm of a bell crank G which is
mounted on one of the free ends. The other arm of the bell crank is connected
by a rod G, a bell crank G¼ and a link G with the brake lever G¹.
The controlling devices, comprising in this instance means for coupling and
uncoupling the motor and the driving mechanism and means for changing the
speed of the vehicle, are arranged to be operated by a single handle H, which has
a movement of rotation about its own axis to actuate one set of means referred
to, and another movement of rotation about the axis of its supporting shaft H¹,
to actuate the other set of means referred to. Provision is also made whereby
the movement to effect a change of speed cannot be made until and unless the
movement to uncouple the motor and the driving mechanism has been made.
As represented in the drawing, reference being had particularly to Figures 1,
8, 9, 10 and 11, the handle H is rotatably mounted in the sleeve h which is
secured to the upper end of the hollow shaft H', mounted in suitable bearings
on the body of the vehicle. At the lower end of the shaft H' is secured an
arm H which is connected by a rod H³ with the lever H, pivotally secured to
the part of the running gear or frame which supports the driving mechanism.
A rod H connects the lever H with a rack bar H which is mounted in a suit-
able guideway secured to the gear casing E³. A long pinion H7 (see particu-
larly Figure 5) is also supported in suitable bearings by the gear casing E
to engage the rack H and the rack teeth f¹ of the change shaft F, whereby the
oscillations of the handle H in one direction or the other, will cause a corres-
ponding longitudinal movement of the change shaft F and the engagement of
its keys with one or the other of the driving gears F, F, F. Tubular exten-
sions may be secured to the gear casing to accommodate the movement
of the shaft and protect it from dust.
Provision is made for preventing accidental movement of the handle H, a
notched arc H being secured in a fixed position near the upper end of the
shaft H' and the handle H being notched or Hattened as at *. When the handle
is turned upon its own axis so that its notch h³ will clear the upper edge of
the arc, the handle can be moved to one side or the other, but when the handle
is turned upon its own axis to any other position it must engage one or the
other of the notches he in the arc H8 and so be locked from movement to one
side or the other. This rotary movement of the handle upon its own axis is
taken advantage of to effect the coupling and uncoupling of the motor and driving
mechanism, the movement to release the handle uncoupling the motor and the driv-
ing mechanism, so that the driving mechanism is always disconnected from the motor

page_text: whenever a change of the speed gears is effected. As represented in the draw-
ings (see particularly Figure 10) the shaft H above referred to is a hollow
shaft or sleeve and receives within it a longitudinally movable bar I formed
near its upper end with rack teeth for engagement by a pinion 1 secured to
or formed on the rotatable handle H, whereby the rotation of the handle to
release it from the arc H, produces a longitudinal movement of the bar I. The
other end of the bar I is connected to a bell crank 12 which in turn is connected
by a rod 13 with the clutch-operating bell crank I shown in Figure 1.
Having now particularly described and ascertained the nature of the said in-
vention, and in what manner the same is to be performed as communicated to
me by my foreign correspondent, I declare that what I claim is:-
1. A two-part running gear or frame for vehicles, one of said parts supporting
the occupants or vehicle body and being itself supported upon springs, and the
other of said parts being supported by the vehicle wheels and connected flexibly
to the first part and supporting the driving mechanism, substantially as shown
and described.
2. In a vehicle, the combination of a two-part running gear or frame, one
of said parts supporting the occupants and the other of said parts supporting
the driving mechanism, a front axle, springs supporting the forward end of
the first named part of the running gear or frame upon the front axle, and springs
supporting the rear end of said first named part, the second named part being
flexibly connected at its forward end to the first named part and supported at its
rear end by the rear wheels of the vehicle, substantially as shown and described.
3. In a vehicle, the combination with the body of a front axle spring suspended
from the body, and a frame flexibly connected by a single joint with the front
axle and supported upon the rear wheels, substantially as shown and described.
4. In a motor vehicle, the combination with the body, a relatively fixed front
axle spring, suspended from the body, and independent steering wheels on said
axle, of a frame flexibly connected at one point to said axle and supported by
the rear wheels, and driving mechanism supported upon said frame, substan-
tially as shown and described.
5. In a motor vehicle, the combination with the running gear or frame and
the driving mechanism, of a balance gear, two independent, aligned driving
sleeves connected separately to the corresponding members of the balance gear,
wheels secured to the outer ends of said sleeves, a stiffening bar extended through
said sleeves from wheel to wheel, and bearings for the sleeves carried by the
running gear or frame, substantially as shown and described.
G. In a motor vehicle, the combination of a motor and driving mechanism,
including a balance gear, the driving member of said balance gear having formed
thereon or secured thereto driven gears of different sizes, corresponding driving
gears mounted upon a parallel axis, and means for causing one or the other of
said driving gears to impart motion to said driving member through the cor-
responding driven gear, substantially as shown and described.
7. In a motor vehicle, the combination of a motor and driving mechanism,
including driven gears of different sizes upon a common axis, corresponding
driving gears in mesh with said driven gears respectively, a longitudinally
movable shaft upon which said driving gears are mounted, said shaft having a
key to engage one or the other of said driving gears, means to shift said shaft
longitudinally and means to rotate said shaft, substantially as shown and
described.
8. In a motor vehicle, the combination of a motor and driving mechanism,
including driven gears of different sizes upon a common axis, corresponding
driving gears in mesh with said driven gears respectively, a longitudinally
movable shaft upon which said driving gears are mounted, said shaft having a
key to engage one or the other of said driving gears and having circumferential

page_text: rack teeth, a pinion engaging said rack teeth, means to rotate said pinion,
and means to rotate said shaft, substantially as shown and described.
9. In a motor vehicle, the combination of a motor and driving mechanism,
including driven gears of different sizes upon a common axis, a longitudinally
movable shaft having a key, driving gears having extended hubs, bearing 5
brackets to receive the hubs and support the gears concentric with the shaft
but free therefrom, means to shift said shaft longitudinally and means to rotate
said shaft, substantially as shown and described.
10. In a motor vehicle, the combination of a motor and driving mechanism,
including gears of different sizes upon a common axis, corresponding driving
gears in mesh with said driven gears respectively, a longitudinally movable
shaft upon which said driving gears are mounted, said shaft having a key to
engage one or the other of said driving gears, means for rotating said shaft
including a friction clutch, and means to shift said shaft longitudinally, sub-
stantially as shown and described.
11. In a motor vehicle, the combination with a motor and driving mechanism
comprising change gears and a clutch, of a single handle having two different
movements, independent sets of transmitting devices between said handle and
said change gear and clutch, whereby one movement of the handle actuates the
clutch and the other the change gear, of a locking device to prevent movement
of the handle to shift the change gear operated by the movement of the handle
to actuate the clutch, substantially as shown and described.
12. In a motor vehicle, a controlling handle having a movement of rotation
about its own axis and a swinging movement about its transverse axis, and inde
pendent sets of transmitting devices separately operated by said movements
respectively, substantially as shown and described.
13. In a motor vehicle, the combination with a motor and driving mechanism,
of a controlling handle having a movement of rotation about its own axis and
a swinging movement about its transverse axis and independent sets of trans-
mitting devices separately operated by said movements respectively, substan-
tially as shown and described.
14. In a motor vehicle, the combination with a motor and driving mechanism
comprising change gears and a clutch, of a handle having a movement of rota-
tion about its own axis and a swinging movement about its transverse axis, of
independent sets of transmitting devices between said handle and said change
gear and clutch, one set of said devices being actuated by the rotation of the
handle about its own axis and the other by the swinging of the handle about
the transverse axis, substantially as shown and described.
15. In a motor vehicle, the combination with a motor and driving mechanism
comprising change gears and a clutch, of a hollow shaft, a handle connected
thereto to swing about the axis of the shaft and rotatable on its own axis, a bar
movable longitudinally within said hollow shaft and operatively connected with
said handle to be shifted longitudinally as the handle is rotated upon its own
axis, and connections between said shaft and bar and said change gears and
clutch respectively, substantially as shown and described.
16. In a motor vehicle, the combination with a motor and driving mechanism
comprising change gears and a clutch, of a hollow shaft, a handle connected
thereto to swing about the axis of the shaft and rotatable on its own axis, a bar
movable longitudinally within said hollow shaft and having a rack to engage a
pinion on the handle, and connections between said shaft and bar and said
change gears and clutch respectively, substantially as shown and described.
17. In a motor vehicle, the combination with a motor and driving mechanism
comprising change gears and a clutch, of a hollow shaft, a handle connected
thereto to swing about the axis of the shaft and rotatable on its own axis, a ba
movable longitudinally within said hollow shaft and operatively connected will
said handle to be shifted longitudinally as the handle is rotated upon its own axis
a notched arc fixed near said handle, said handle being notched or flattened to
1

page_text: clear the arc or to turn into one of its notches, and connections between said
shaft and har and said change gears and clutch respectively, substantially us
shown and described.