Improvements in Motor Driven Road Vehicles.
Year: 1898

page_text: [Communicated from abroad by GEORGE WASHINGTON LEWIS, of 153, Jackson
Boulevard, Chicago, Illinois, United States of America, Engineer.]
Improvements in Motor Driven Road Vehicles.
I, WILLIAM BAINES, of 5 & 6, Great Winchester Street, in the City of London,
Gentleman, 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 motor driven vehicles of that class which are actuated
by gas engines, steam engines or other similar motors, and more especially to
the driving or actuating connections of such vehicles by which power is trans-
nitted from the reciprocating piston of the prime mover to the driving wheels
thereof.
The invention consists in the matters hereinafter described with reference
to the accompanying drawings in which:
Figure 1 is a side elevation of a vehicle embodying the invention.
Figure 2 is a plan thereof taken on line 2-2 of Figure 3, the seat and upper
portions of the vehicle body being removed in order to show the working parts
beneath the same.
Figure 3 is a longitudinal section of the vehicle taken on line 3-3 of Figure 2.
Figure 4 is a detail sectional view taken on line 44 of Figure 2.
Figure 5 is a detail cross section taken on line 5-5 of Figure 3.
Figure 6 is a detail sectional view of the swivel bearing box shown in Figure 5.
Figure 7 is a detail cross section on an enlarged scale taken on line 7-7 of
Figure 5.
Figure 8 is a detail plan section taken on line 8-8 of Figure 5.
Figure is a detail section showing the construction of the condenser at the
front end of the vehicle body.
Figure 10 is a detail view of one end of the axle, showing the swivel joint which
connects the axle arm with the axle.
Figure 11 is a section taken on line 11-11 of Figure 2.
Figure 12 is a cross section on the line 12-12 of Figure 11.
Figure 13 is an enlarged detail view of certain parts shown in Figure 12.
Figure 14 is a cross section taken on line 14-14 of Figure 11.
Figure 15 is an enlarged detail section taken on line 15-15 of Figure 8.
Figure 16 is a face view of parts shown in Figure 8.
A indicates the body of the vehicle, in this instance having the form of a light
road wagon with a front transverse seat A¹. Said body A is preferably provided
with a rectangular frame of approximately the same length and width as the
body, upon which frame the several operative parts of the driving motor are
mounted; the frame being shown in the accompanying drawings as consisting
of longitudinal side frame pieces A2 A2, and cross pieces A A+ at the front and
rear of the body, as clearly seen in Figure 2. A cross piece A5 extends between
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page_text: motor.
the longitudinal frame pieces at the rear part of the body to support parts of the
B indicates the front axle of the vehicle and B B the front wheels
which latter are mounted on short or stub axle arms B2 (Figure 10) pivotally
connected with the main part of the front axle; said axle being provided with
forked ends b b which are pivotally connected with a yoke piece by means of
vertical pivots 63. C indicates the rear axle and C¹ the rear wheels which latter
constitute the driving wheels of the vehicle and are driven by power connections
from the prime mover.
D indicates the power cylinder of a gas or vapor engine or other prime mover
having a reciprocating piston. Said cylinder is arranged horizontally and longi-
tudinally of the vehicle body, being supported at its rear end by attachment to
the cross piece A³. Attached to the cylinder are forwardly extending bars d, d,
which carry at their forward ends bearings d', d, for the main crank shaft E.
The forward ends of said bars d, d, are supported from the vehicle body by means
of bars d², d³, d³, d³, which extend upwardly from the bars d and are fixed at
their upper ends to cross pieces a, a of the vehicle body (Figures 2 and 3). DI
indicates a connecting rod which is pivoted to the piston within the cylinder D
and which transmits motion therefrom to the main crank shaft E.
Mounted on the crank shaft E are two driving pulleys F, F, and a fly wheel E'.
Said driving pulleys are rigidly secured to the shaft, and the pulley F' is consider-
ably larger in diameter than the pulley F¹; both of said pulleys being provided
with smooth, cylindrical, peripheral, bearing surfaces of considerable width. Said
pulleys F and F form parts of the friction gear through which motion is trans-
mitted from the prime mover to the driving wheels of the vehicle.
Referring now to the construction of the rear axle and driving wheels of the
vehicle, these parts are made as follows: The said rear axle C is located below
the rear part of the vehicle body, and between said body and the axle are located
supporting springs C3 herein shown as made of elliptical form. The rear axle
turns in bearings C3 C3 which are attached to the springs C, and the driving
wheels are actuated through the medium of an equalizing or balance gear from a
sprocket wheel C which is mounted on the axle. Said sprocket wheel receives
motion from the prime mover, through speed changing gearing, as will be herein-
after described.
The axle C consists in its main part of a single.shaft which extends through
both of the wheel hubs C, C; one of said hubs C5 (Figure 11) being rigidly
attached to the axle and the other C being adapted to turn thereon. The hub (5
is connected with a sleeve C7 which is keyed to the axle and by which the said
hub C is prevented from turning thereon. The hub 06 is similarly connected
with a sleeve C8 which turns upon the axle, and through the medium of which
rotary motion is transmitted to the said hub from the sprocket wheel C through
the equalizing gear herein before referred to. Said sprocket wheel C is shown
as located adjacent to the sleeve C8, and on the shaft and at the opposite side of
the sprocket wheel C is a sleeve C which is keyed to the shaft and constitutes
a connection by which the said shaft is actuated from the said sprocket wheel
through the said equalizing gear. This equalizing or balance gear is of familiar
form and consists of two bevel gear wheels C C secured to the adjacent ends
of the sleeves C8, C, and a number of bevel pinions c which are carried by the
said sprocket wheel C and gear with both of said bevel gear wheels C10 C1; said
pinions being mounted on radial pivots c'. In the particular construction illus-
trated, (Figures 11, 12 and 13), the sprocket wheel C is provided with a separate
inner disc in which are formed recesses for the bevel pinions c and which is
provided with a cylindrical exterior surface over which the ring shaped body
of the sprocket wheel fits; the said inner disc being secured to the outer part
of the sprocket wheel by means of bolts passing through apertures formed half
in the outer ring and half in the central part, as clearly seen in Figure 13,
The said inner part fits upon the shaft C and turns freely thereon in the
operation of the device.

page_text: The equalizing device above described operates in the same manner as other
similar devices, power being transmitted to the two wheels from the sprocket
wheel C through the medium of the bevel pinions c, thereby enabling the two
driving wheels to move or rotate at different speeds, as may be required in
turning corners or under like circumstances. As a means of covering or protect-
ing the bevel wheels, two convex discs c³ ³ are shown as attached to opposite
sides of the sprocket wheel C, the same extending inwardly to the sleeves C8
and C in the manner illustrated.
The improved roller bearings for the rear axle C are constructed as follows:
The hub C and sleeve C7 at one end of the axle and the hub Co and sleeve C8 at
the opposite end thereof meet each other within the bearings C3 and are provided
at their meeting edges with interlocking parts or projections by which the same
are detachably secured together; the wheel hubs being held upon the axle in
both instances by nuts c, c5, applied to the ends of the axle. Over the meeting
ends of said hubs and sleeves within the said bearings are located cylindrical
bearing sleeves e 7 between the outer surfaces of which and the inner cylindrical
surfaces of the said bearings C³ are located antifriction rollers . The bearing
sleeves c c are preferably made of hard metal such as steel and are fitted closely
on the ends of the hubs and sleeves between shoulders thereon which are formed
by means of radial projections or ribs clo c; which projections or ribs extend
outwardly to the ends of the bearings C³ and serve to close the same and thereby
prevent access of dust and dirt to the rollers within the bearings. The ends of
the rollers have pivotal engagement with loose bearing rings c¹² c¹² which
rings serve to hold the rollers in parallel relation and at equal distances apart.
Said rings are intended to turn or move with the rollers as the latter are bodily
moved in the turning of the axle.
Referring now to the actuating connections between the motor and the rear
axle, G indicates a driving shaft which is mounted transversely beneath the
vehicle frame at a point in advance of the crank shaft E, and is provided at one
end with a sprocket wheel G₁ arranged in the same plane with the sprocket
wheel C on the rear axle. A chain belt G2 is trained over the sprocket wheels G¹
and C and serves to transmit rotary motion from the driving shaft to the rear
axle. Said driving shaft is mounted in bearing brackets G³ which are attached
to the under surface of the longitudinal frame pieces A². G G are rigid connect-
ing rods or distance pieces which are located at opposite sides of the vehicle body
and are pivotally connected at their rear ends with the bearings C³ of the rear
axle and at their front ends with the vehicle body at points adjacent to the
driving shaft G. In the instance illustrated, said rods are pivoted at their forward
ends directly to the brackets G+³.
Said distance pieces G are for the purpose of maintaining the rear axle always
at the same distance from the driving shaft notwithstanding the vertical move-
ment of the rear part of the body relatively to the rear axle and the strain or
pull upon the rear axle due to the driving chain G². Turn buckles in the distance
pieces G enable the length of the same to be altered or adjusted as may be found
desirable or necessary.
The driving connections by which motion is transmitted from the prime mover
to the driving shaft G comprise a speed changing device acting by friction and
of which the pulleys F and F¹ constitute parts, and also a speed changing device
embracing intermeshing spur wheels.
Referring first to the frictionally actuated speed changing device, this is made
as follows: H is a shaft which extends across the vehicle frame in front of the
crank shaft E (Figures 2, 3, 4, and 5), said shaft being arranged generally parallel
with said motor or crank shaft. On the shaft H are mounted two friction
pulleys I, I of which the pulley I is smaller in diameter than the pulley I¹.
The pulley I is adapted for frictional engagement with the pulley F and the
pulley with the pulley F¹. The pulleys I and II are, however, placed at a
greater distance apart than the pulleys F and F¹ so that one pair only of said

page_text: friction pulleys can be engaged with each other at one time; the said pulleys I, I¹
being movable endwise on the shaft H and rigidly connected with each other
by a connecting sleeve I2 so that either of said pulleys I or I¹ may be brought
into engagement with one of the pulleys F or F1 by an endwise movement of
both pulleys on said shaft H. The pulleys I, I¹ are prevented from turning on
the shaft H by means of a spline h on said shaft. Said shaft H is made laterally.
movable in a horizontal plane in order to enable the pulleys thereon to be brought
into contact with or released from the pulleys F, Fi in starting or stopping the
vehicle. To afford the lateral movement in the said shaft H necessary for this
purpose, one end of the shaft is mounted in a laterally movable bearing J which
is attached to a vertical supporting arm J¹, while its opposite end is mounted in
an oscillatory bearing K which is movably connected with the vehicle frame so
as to move with the shaft when the bearing J is moved or oscillated. The sup-
porting arm J¹ is operated by a suitable actuating device under the control of
the operator as will be hereinafter more fully described and it depends from a
suitable support. In the example illustrated, the said supporting arm is pivotally
connected by a pivot j with a bracket J2 attached to the under surface of the
seat A¹. The oscillatory bearing K, as shown in the drawings, consists of a tube
or sleeve, the upper and lower sides of which are engaged by pivot pins k, k
(Figures 5 and 6), which are inserted through brackets k, k¹ attached to the
outer surfaces of the side wall of the vehicle body. The sleeve K is shown as
closed at its outer end and is made of considerable length so as to allow the
shaft H to slide endwise therein; said shaft H being adapted to move or slide
endwise both in the bearing J and sleeve K for a purpose hereinafter specified.
An anti-friction roller bearing for that end of the shaft H which enters the
sleeve K is shown in Figure 6, and is constructed as follows: Said sleeve is
closed at its inner end by an integral end wall having a central opening through
which the shaft H passes, and at its outer end said sleeve is closed by a detach-
able end plate 3. Within the sleeve K in contact with the inner wall is
located a bearing ring K¹, and at some distance outwardly from the inner wall
is located a second bearing ring K². Between said bearing rings are arranged
a number of anti-friction rollers K³ which bear against the inner cylindrical
surface of the sleeve K and also against the end of the shaft, and which are
pivoted in the bearing rings K and K2 that serve to hold said rollers at a uniform
distance apart and turn or revolve within the sleeve as the rollers are bodily
moved in the rotation of the shaft. Within the sleeve K outside of the outer-
most bearing ring K2 is a sleeve or thimble which prevents the ring K³ from
moving outwardly and affords a space or opening into which the end of the
shaft H extends when thrust or moved endwise toward the side of the frame at
which the bearing sleeve is mounted.
Means are provided by which the pulleys I and I¹ may be shifted endwise on
the shaft Hand held in place thereon, and by which the said shaft may be moved
endwise as will hereinafter appear. The shafts G and H are provided with direct
driving connections constructed as follows: L, L' are two rigidly connected gear
wheels which are mounted on and attached to the driving shaft G. Upon the
shaft H are located two gear pinions H1, H2 which are rigidly attached to the
shaft at some distance from each other and each of which may be brought into
gear with one of the gear wheels L, L' by the endwise movement of the shaft H
herein before referred to. The pinion H is smaller than the pinion H³ while
the wheel L which engages the pinion H' is larger than the wheel L' with which
the pinion H³ is adapted to gear, these parts constituting a change speed device
of familiar form.
Means for giving endwise movement to the pulleys I, I¹ on the shaft are pro-
vided as follows: M is a swinging arm pivoted at its upper end on a rock shaft Mi
which is mounted in brackets M2, M3 attached to the seat. Said arm is provided
with a forked lower end (Figures 5 and 7) which extend at either side of the

page_text: shaft and the prongs m of which are connected by links m¹ with a collar m² which
fits within a groove in the hub of the pulley I in a familiar manner.
To provide for the lateral movement of the shaft H, the arm M is not pivoted
directly upon the shaft M but is connected therewith by means of a swivel n
which is secured to the rock shaft M and to which the forked upper end of the
arm M is pivotally connected; said ends extending at opposite sides of said
swivel block and its prongs being pivoted thereto by means of pivot pins m
arranged at right angles with the rock shaft M¹. These parts constitute in effect
a universal joint; the swinging of the arm M to move the pulleys I, I¹ on the
shaft being permitted by the turning of the rock shaft M' in its bearings, while
lateral movement of the said arm M in the oscillatory movement of the shaft H
is permitted by the pivotal connection of said arm with the swivel block m³. Said
swivel block is shown as being provided with a hole for the passage of the shaft M¹
and as being rigidly attached to the shaft by a set screw m5 (Figure 8).
For actuating the arm M, a lever M' is attached to the end of the rock shaft M'
nearest the front of the seat A', and said lever extends in a nearly horizontal
direction toward one side of the seat and is provided with a knob or actuating
handle M5 which projects through a curved slot in the vertical board a¹ which
closes the front part of the wagon body beneath the seat. The knob M5 is prefer-
ably located near one end of the seat so that it may be easily reached by the hand
of the person sitting at one side of the vehicle body.
For moving the shaft H endwise in order to shift one or the other of said gear
pinions H H into engagement with the respective gear wheel L or L', a device
is provided as follows: N is a swinging arm which is pivotally supported at its
upper end on the seat A' by means of a pivot rod N¹ which is supportel in
brackets N2 attached to the bottom surface of said seat. At its lower end the
arm M is forked and its prongs n are connected by means of links n¹ with a
collar n² which engages with a groove in the shaft H. This groove, in the example
illustrated, is formed by means of enlargements or collars located upon said
shaft H at opposite sides of the collar n². The links n¹ are shown in the drawing
(Figure 7), as rigidly connected with each other by a cross bar ³. The upper
end of the arm N is forked and is pivotally connected with the pivot rod N
through the medium of a pivot block n' that has the form of a sleeve through
which the pivot rod passes and which turns on said pivot rod. The forked
upper end of the arm N is pivoted to the said swivel block by pivots n³, nº
arranged at right angles with the pivot rod N¹, this construction affording a
universal joint by which the lower end of the arm N may swing in a direction
to move the shaft H endwise and may at the same time, move laterally with said
shaft when the same is oscillated.
For operating the arm N, a sleeve N³ is mounted on the above mentioned
shaft M, and said sleeve is provided with a depending arm N the lower end of
which is connected by a link n6 with a depending rigid arm N5 on the swivel
block nt. Attached to the sleeve N³ is an actuating lever N6 which extends
laterally toward the side of the seat and is provided at its free end with a knob
or handle N7 which projects through a slot in the vertical board a¹ before referred
to; said knob N7 being conveniently located near the knob M5 so that both knobs
may be easily moved by the same hand of the person who controls the motion of
the vehicle.
As a means of preventing the levers M' and N6 from movement when shifted
to the desired positions, I prefer to employ the construction shown in Figures 15
and 16 in connection with the knob M5 on the lever M4, and which is as follows:
Said knob is adapted to slide endwise on a rod m³ which is fixed to the lever M
and extends outwardly through the slot m6, the knob being provided with an
extension or shank m which enters the said slot. Attached to the outer face
of the board a¹, is a slotted braking plate Me in which at desired points are
formed recesses m8 m³ which are wider than the parts of the slot between them.
The shank of the said knob M³ is provided at its outer part with an enlarged

page_text: cylindrical portion m³ which is adapted to fit within the enlargements m³, m³ in
the said slot. A coiled spring m¹0 is applied between a nut on the outer end
of the rod m³ and a shoulder within the knob, said spring tending to hold the
knob normally at the inward limit of its movement, and the enlarged part m³
of its shank in engagement with one of the recesses m8. From the above con-
struction, it will be readily understood that when the knob is drawn outwardly
against the action of the spring m10, the lever M4 may be swung or moved freely,
the shank of the knob at such time passing through the slot m6, and it will also
be understood that when the knob is brought opposite to one of the locking
recesses m8 and then released, the shank of the knob will engage said locking
recess and hold or lock the lever from further movement. The knob N' is made
in the same manner as the knob M5 and need not be herein described.
For moving the bearing J to shift the shaft H laterally and thereby bring
together or separate the pulleys I, I¹ and F, F¹, devices are provided as follows:
To the lower end of the arm J¹ is pivotally connected a rod 0, the forward end
of which is attached to a depending arm o attached to a transversely arranged
rock shaft 01 mounted in bearings o ol at the bottom of the body (Figures 2
and 3). The shaft is provided with two rigid actuating levers 0³, 03 extending
therefrom rearwardly and forwardly and whose ends are situated above the floor
of the body in a position convenient for the application of the foot of the operator
thereto; the two levers being so arranged that the rock shaft may be turned in
either direction by pressure of the foot downwardly upon one or the other of
said levers. In the particular construction illustrated, a foot plate 0³ is attached
to the ends of the levers 02 03 so that the foot may rest thereon and the rock
shaft be turned in either direction by pressure of the heel or toe upon the rear
or front end of said foot plate. A spring 04 is applied to the parts in such
manner as to hold the shaft 01 and the arm J in an intermediate position; said
spring being herein shown as having the form of a flat or leaf spring secured to
one of the cross pieces of the body and bearing upwardly against the flat lower
surface of a lug formed on the arms 02 03 at the point at which they are
attached to the shaft. The spring thus arranged, obviously tends to hold the
rock shaft in its intermediate position, the turning of the same in either direction
tending to depress the said spring by reason of the downward pressure of the
front or rear edge of the flat lower face of the lug o¹ on said spring. The said
spring tends to keep the friction pulleys free from contact with each other but by
pressing downwardly upon the lever 0³, the pulleys will be pressed together with
the required force.
At the side of the shaft H opposite the crank shaft E and parallel with said
shaft is located a friction bar or strip P (Figures 3 and 4) which is placed at
such distance from the shaft that the pulley I may be brought into contact
therewith by a movement of said shaft only slightly greater in extent than is
required for separating the friction pulleys from each other.
Said strip P may consist of a metal plate attached to the front board a¹ of the
vehicle body. The rearwardly extending lever 02 on the shaft 01 serves as a
means through which the shaft H is moved so as to bring the said pulley I¹ into
contact with the friction plate P; it being obvious that a downward pressure on
the lever 03 throws the shaft H backwardly and the friction pulleys into engage-
ment with each other while downward pressure on the lever 0 2 separates the
pulleys and brings the pulley I¹ into contact with the friction plate. Said
friction plate, in connection with the actuating devices for .moving the shaft
laterally, obviously constitutes a friction retarding or brake device by which
the motion of the vehicle may be easily controlled.
In the use of a vehicle having both spur gear and frictionally operated speed
changing devices, the pinion Hs will commonly remain constantly in engagement
with the gear wheel L¹ and the necessary variations of speed in running will be
afforded by the two pairs of friction pulleys and by so actuating the contact or
pressure lever O³ as to allow a greater or less extent of slipping or lost motion

page_text: between the friction pulleys. In case, however, it is desired that the vehicle
should be propelled very slowly but with much power, as in mounting hills, then
the shaft H will be shifted by the use of the lever M6 so as to bring the smaller
pinion H into gear with the gear wheel L, thereby giving to the driving wheels
slower motion with increased power.
In order to provide for reversing the direction of motion of the driving wheels
so as to drive the vehicle backward, when desired, devices are provided as follows:
S indicates (Figures 2 and 4) a friction reversing pulley located over the pulleys F¹
and I in position for contact with both of said last mentioned pulleys when
they are opposite each other or in position for engagement. Said pulley S is
supported in such manner that it may be moved toward or from the said pulleys,
and it is intended to be placed in engagement with the same at a time only when
they are separated or free from contact with each other; the pulley S in such
case affording the sole driving connection between said pulleys and constituting
a reversing device by which the pulley I¹ and the shaft H on which it is mounted
may be turned or driven in a direction the reverse of that in which it rotated
by the direct action of the pulley F¹ on said pulley I. Said pulley S is mounted
on a horizontal shaft s which has bearings at its ends in the forked lower end
of the vertically arranged supporting bar S¹. Said bar S¹ is pivotally connected
at its upper end with an operating lever S2 which is pivoted between its ends in
a bracket s attached to the under surface of the vehicle seat A¹. As the support-
ing bar S is pivoted at its upper end, its lower end is free to move horizontally
and to thereby enable the pulley S to adjust itself with respect to the pulleys I
and I in such manner as to bear equally upon both of said pulleys. The said
supporting bar is, however restrained from unnecessary swinging or oscillation
by means of an arm 2 which depends from the seat and forms a back stop for
the said bar, and a spring 3 which is attached to the supporting bar and to the
arms and tends to hold said supporting bar in contact with the said arm.
pulley S stands normally above and free from contact with the pulleys F¹ and I',
and is adapted to be forced downwardly and into contact with the same by means
acting on the lever S2. The actuating device herein shown for operating said
pulley consists of a horizontal rock shaft T which is mounted at its inner end
in a bracket t which is attached to the seat a¹ and at its outer end in a bearing
attached to the side wall of the vehicle body. Said shaft T extends outwardly
through the side wall of the body and is provided at its outer end with a hand
lever T by which it may be turned or oscillated. At a point adjacent to and
beneath the lever S2, the rock shaft is provided with a lug or cam projection t²
which is adapted to engage with the under surface of the forwardly projecting
arm of the said lever in such manner as to lift said arm and thereby depress the
supporting bar S₁ which is attached to the opposite or rear end of said lever.
The end of the lever S2 engaged with the cam arm 2 is provided with a notch
or shoulders with which the cam arm comes in contact when the cam is thrown
backwardly and which arrests the backward movement of said cam arm at a
point when the cam arm is inclined backwardly from its vertical position, the
said cam arm and notch, thus arranged, constituting a lock by which the parts
are held in their interlocked position after the bar S has been depressed until it
is desired to release the roller, this release being effected by turning the rock
shaft backwardly until the cam arm is free from said lever Š².
The
The reversing lever S is arranged to act on the driving pulleys F and I' which
give a relatively low speed to the motor; it being obviously unnecessary that
the reversing device should be brought into use when the vehicle is being driven
at its highest speed afforded by the action of the other pair of friction pulleys F
and I.
The means provided for steering the vehicle are as follows: The device consists
of rearwardly extending arms 61 61 attached to the yokes 62 of the stub axles B²,
which yokes are connected with the main part B of the front axle by the vertical
pivots 6³, 6³. The arms b¹ are connected to each other by a transverse rod

page_text: attached at its middle to an arm 66 on a vertical rock-shaft B³ which rises through
the front of the vehicle at the front end of the same. Said rock-shaft is provided
with a rearwardly extending actuating arm or tiller 6* adapted to be grasped by
the hand of the operator for steering the vehicle.
As hereinbefore stated, the frictional speed changing device is adapted for
giving such changes of speed as are required in the ordinary operation of the
vehicle, while the positively acting or spur gear speed changing device is used
only when it is desired to give slow speed with great power, as in ascending hills
or under like circumstances. The shifting of the spur gears of the last named
speed changing device can of course, only be accomplished when the friction
driving pulleys are separated and the motor is transmitting no power to the
driving wheels. It is, however, practicable to shift the said gears without stop-
ping the vehicle because when the friction pulleys are disconnected the shaft H
will be turned only by the motion given it from the driving wheels by reason
of the inertia of the vehicle and there will be no strain on the spur gearing
sufficient to prevent its being easily changed or shifted. The said spur gearing
may therefore, be easily and quickly changed in practice by first actuating the
foot lever to disconnect the friction pulleys, then moving the hand lever No
to shift the shaft H endwise, and thereafter applying pressure to the foot lever 03
to again bring the friction pulleys into contact and restore connection with
the motor.
The reversing gear may be thrown into and out of operation with equal ease
and convenience. If it be desired to back the vehicle, it is only necessary to
release pressure on the foot lever 02 so as to allow the friction pulleys to separate
and to then draw upward the hand lever T¹ until the cam arm 2 enters the
notch S. Backward motion of the vehicle will then continue as long as the parts
are maintained in this position. It will, of course, be understood that the friction
pulley I may be released from contact with the reversing pulley S to stop the
vehicle, when running backward, by suitable manipulation of the foot lever 02
in the same manner as when the said pulley I¹ is running in contact with the
driving pulley F¹.
The motor illustrated is an explosive gas engine and its cylinder D) is provided
with the usual water jacket to keep the cylinder cool during the operation of the
motor. In connection with such jacket I have devised a form of condensing
device for condensing steam which may be produced in the water used to cool
the cylinder, such condensing device being located in the forward end of the
vehicle body where it is subject to a constant current of air during the forward
movement of the vehicle. The device for supplying the water jacket and the
said condensing apparatus are constructed as follows: U indicates a water tank
which is located beneath the vehicle body, preferably at a point near the front
end of the same, said water tank having the form of a closed receptacle extending
across the body (Figures 2 and 3). A pipe u leads from the bottom of the clyinder
jacket to the top of the tank U and a similar pipe u¹ leads from the bottom of
said tank to the top of said jacket. Connected with the pipe u¹ at a point near
the cylinder, is a small rotary pump U¹ which operates to produce a constant
circulation of water through the water-jacket, the tank and the pipes u, u¹.
Said pump is driven by means of pulleys u² u³, the pulley u having operative
connection with the pump, and the pulley u being mounted on the crank shaft E.
A driving belt u trained over said pulleys transmits motion from the said crank
shaft to the pump.
The front end of the vehicle body is shown as provided with an upwardly
inclined part a³ and with a dash board a³, and on the forward or outer faces of
said parts a², a³ is located a condenser V, consisting of two laterally arranged
pipes or headers v, v and transverse, horizontally arranged connecting pipes 1 v1.
The connecting pipes open at their ends into the headers, as clearly seen in the
detail view, Figure 9. Connecting pipes a lead from the top of the tank U
at each end thereof to the lower ends of the adjacent headers v v. The water

page_text: within the tank U will become heated by its passage through the jacket of the
power cylinder and the steam arising therefrom will pass through the pipes 2
into the pipes of the condenser V where, by reason of the large area of cooling
surface afforded by said pipes, such steam will become condensed and the water
of condensation will return through the pipes into the tank. The location
of the condenser V at the front end of the vehicle will greatly increase the
condensing capacity of the condenser by reason of the fact that the heat will be
rapidly extracted from the steam by the currents of air carried against the pipes
of the condenser in the forward movement of the vehicle. By constant condensa-
tion of steam arising from the water used for cooling the cylinder, the latter may
be kept at a moderate temperature and this temperature can in no case rise above
the boiling point of water.
The vehicle is also shown as provided with a metal receptacle W, located at
the rear part thereof at one side of the power cylinder D) and connected with the
exhaust passage of the power cylinder by a pipe w. Such receptacle is provided
with an exit or exhaust passage w¹ which leads to the outer air and it forms a
muffler or means for preventing objectionable noise through the escape of waste
products of combustion from the power cylinder.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim in a motor driven
vehicle, is:
1. A friction driving gear, comprising a shaft actuated by the prime mover,
friction pulleys of different sizes mounted on such shaft, a second shaft arranged
parallel with the first shaft and adapted to be moved laterally toward or away
from the same, and friction pulleys mounted to slide endwise on such second
shaft, all substantially as and for the purposes specified.
2. The combination with the shaft carrying the sliding pulleys of a bearing
supporting one end of said shaft, and carried by a pivotal arm for laterally moving
said bearing, substantially as described.
3. The combination with the driving gear, of a friction strip with which the
larger of the friction pulleys on the laterally movable shaft is adapted to be
brought into contact so as to act as a brake, substantially as described.
4. The combination with the aforesaid pivotal arm of a rock shaft provided
with a crank arm connected to the bearing of the laterally movable shaft, and
furnished with two foot levers, arranged substantially as and for the purposes
described.
5. The combination with the aforesaid laterally movable shaft carrying the
sliding friction pulleys, of toothed wheels of different sizes mounted on said shaft
and capable of gearing with other toothed wheels mounted on a shaft geared
with the driving wheels of the vehicle, and of means for enabling said laterally
movable shaft to shift longitudinally, substantially as and for the purpose
described.
6. The means, substantially as described, for adjusting or shifting the friction
pulleys on the intermediate shaft and for moving said shaft endwise to adjust
or shift the spur wheels it carries.
7. The combination with the friction driving gear of a laterally movable pulley
adapted to be brought into contact with a pair of the friction pulleys when it
is desired to reverse the direction of movement, substantially as described.
8. The means substantially as described for actuating the aforesaid reversing
pulley to cause it to move towards or away from the friction pulleys and to lock
it in its operative position.
9. The combination with the water jacket of the motor cylinder, of a condens-
ing device consisting of numerous pipes located at the front of the vehicle body
and communicating with a water tank connected with the water jacket, sub-
stantially as and for the purposes specified.

page_text: 10. The combination with the driving axle and the hubs of the driving wheels,
of roller bearings comprising sleeves mounted on said axle and having interlocking
projections engaging with corresponding projections on the hubs, and ribs or
flanges on said sleeves and hubs between which are located antifriction rollers,
substantially as and for the purposes described.
11. The combination with the bearings referred to in the preceding claim of
bearing sleeves fitting over the meeting ends of the sleeves and hubs, and against
which the antifriction rollers bear, substantially as described.
12. The combination with the driving axle, the driving wheels and the afore-
said bearings, of equalizing or balance gear constructed and arranged substantially
as described.
13. The motor driven vehicle having its parts constructed arranged and com-
bined to operate substantially as hereindescribed with reference to the accom-
panying drawings.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.