Improvements in Motor Vehicles and the like.
Year: 1896

page_text: Date of Application, 24th Nov., 1896-Accepted, 3rd Apr.. 1897
COMPLETE SPECIFICATION.
Improvements in Motor Vehicles and the like.
I, JAMES FRANK DURYEA, of No. 70 Montrose Street, in the City of
Springfield, County of Hampden and State of Massachusetts, United States of
America, Mechanical 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 :-
This invention relates to motor vehicles and has for its object the improvement
in the driving mechanism for auto-mobile carriages, wagons, and analogous
purposes, means for controlling the speed of such vehicles, and means for steering
them.
And said invention consists in the construction and arrangement of the said
various improvements, all as set forth in the following specification and claims.
The said improvements are herein shown as applied to a motor carriage.
In the drawings forming part of this specification,
Figure 1 is a side elevation of a motor-carriage embodying my improvements,
the parts of said carriage being in section and a part of the body thereof being
shown as broken away.
Figure 2 is a plan view of a motor carriage, part of the body being shown as
broken away.
Figure 3 is a view of a portion of the driving-shaft and its counter-shaft
showing the variable speed driving mechanism on the driving-shaft, in section,
and also showing speed-controlling devices for said driving mechanism.
Figure 4 shows a portion of the speed-controlling devices illustrated in Figure 3,
in the position the various parts would occupy when the carriage is stationary.
Figure 5 is a detailed view of a part of the speed-controlling device shown
only in dotted lines in Figures 3 and 4.
Figure 6 is a section on line 6-6, Figure. 3, looking to the left.
Figure 7 is a section on line 7-7, Figure 3, looking to the left.
Figure 8 is a perspective view of one of the folding cams of the speed-controlling
mechanism and its cap.
Figure 9 is a vertical section through one of said cams.
Figure 10 is a view of one end of the armature-shaft of a dynamo showing
the frictional driving mechanism for said shaft.
Figure 11 shows the connection between the operating-lever and the speed-
controlling devices illustrated in Figures 3 and 4, and also shows means for
holding said lever in any desired position.
Referring to the drawings, the body A, of the wagon or motor carriage, is
supported on suitable springs on the axles B and B. B is the driving-axle,
and B', the forward axle of the carriage. Both of said axles are rigidly secured
to the frame of the carriage in positions parallel with each other.
On each end of the forward axle is hinged on a vertical bolt 50, a short stud
for the reception of the hub of the wheel of said vehicle. Said stud has a
swinging movement in a horizontal plane, which movement is imparted thereto as
follows:
A short horizontal arm 49, projects rearwardly from the said stud, which arm
is, by a rod 48, connected to the forked lever 47, which is secured to a sprocket-
wheel 45, (see Figures 1 and 2). Said sprocket-wheel is rotatably supported on
a yoke 46, which is clamped to the forward axle B'.

page_text: A sprocket-chain 47", engages said wheel 45, and a similar sprocket-wheel 45,
on the lower end of the steering-post 43, within the tubular support 43. The
upper end of said steering-post is provided with a crank-arm 44, whereby it is
rotated and through the connections above described, the forward wheels of the
vehicle are turned on their pivots 50.
Instead of the sprocket-chain 47, any other suitable flexible connection may
be used in its place.
Suitably supported on the frame of the carriage, and at right angles to the
axles thereof, is a suitable motor. Said motor is preferably a gasolene motor,
though any suitable motor may be used.
In the drawings, said motor is represented by C, and shows two oppositely
located cylinders connected directly to a crank on the end of the driving-shaft D,
(see Figure 1), which shaft is supported on suitable bearings E, on the frame
of the carriage, and is parallel with the driving-axle B, thereof.
A counter-shaft D, parallel with shaft D, is supported in bearings at the
extremities of the arms d, which arms depend from the main-shaft D, and have
a swinging motion thereon.
A rod, having a loose connection with each end of the counter-shaft and
the rear axle is made in two parts, said two parts being united by a suitably threaded
nut d², by which the distance between said counter-shaft and said driving-axle is
regulated.
.
On one end of said counter-shaft a sprocket-wheel F, is secured, and on said
driving-axle another sprocket-wheel F¹, is secured, a sprocket-chain f, engaging
both of said wheels.
The tension of said chain f, is regulated by means of said nut d³, on the
rods d¹.
By means of suitable connections between the driving-shaft D, and its counter-
shaft D', to be described further on, varying speeds are imparted to said
counter-shaft and through said sprocket-wheels and chain to the driving-axle B.
The variable speed-driving mechanism located on the driving-shaft D, is
constructed as follows:
On said shaft D, are located three gears 5, 6, and 7, of varying diameters, and
rotatable freely thereon.
Fixed to the counter-shaft D', and in mesh with said gears 5, 6, and 7, are
three gears 2, 3, and 4, also of varying diameters. On one side of each of the
gears 5, 6, and 7, is secured, by screws or other suitable means, the flanged-
friction-driven-pulleys 8, 9, and 10, and on the side of the gear 7, opposite to the
pulley 10, is secured the internally geared flanged-pulley 12.
A face view of said pulley is shown in Figure 7.
A friction-driven-pulley 14, is located near the internally geared pulley 12, on
shaft D, and turns freely thereon, and is provided with a hub on the face of which
is cut the pinion 13; and between said pinion and the side of said pulley 14,
a bearing is provided for the yoke 15, which carries on suitable studs 15, two
oppositely located pinions 16, each of which is in mesh with said pinion 13, and
the internally toothed inner surface of the flange of the pulley 12.
Two hubs a and a', are located on the driving-shaft D, between the pulleys 8
and 10, and are keyed to said shaft. Said hub a, is provided with the oppositely
located arms 17, and said hub a', with the oppositely located arms 18. A side
view of said hub a', and its arms, is shown in Figure 6.
The pulleys 9 and 14, have located between them, on said shaft D, and keyed
thereto, the hubs and b, provided, respectively, with the arms 19 and 20. The
construction of these pulleys 8, 9, 10, and 14, is similar in all respects as is also
the construction of the friction clutches, whereby they are operated. Therefore,
a description of one will suffice.
Referring, therefore, to the pulley 8, (Figure 3), there is located on the before
mentioned bub a, adjacent thereto, a collar 21, on which hub it has a free sliding
movement. Two oppositely located lugs 51, on said collar, have pivoted thereto

page_text: one end of connecting-rods 55. Similar collars 22, 23, and 24, are located on the
hubs a, b, and b¹.
The opposite ends of said connecting-rods engage with friction shoes 56, by a
ball-and-socket joint 57, as shown.
On the arms 17, of hub a, are two lips 58, standing at right angles to said arms
and located near their outer ends. Said lips are slotted, as shown in Figures 3
and 6, to permit the passage therethrough of said connecting-rods 55. On each
side of said slots two pins 58, fixed in the under side of the shoe 56, project
downwardly through said lips 58, and on that portion of said pins, which project
through said lips are located the springs 58. Said springs are normally under
tension and serve to restrain the shoes 56, from engaging the inner surface of the
flange of the pulley 8, as shaft D, is rapidly rotated; the said springs being of
sufficient strength to overcome the centrifugal force exerted on said shoes 56,
during their rotation.
Said springs also serve the further purpose of retracting said shoes when the
latter are to be disengaged by the operation of the clutch devices to be described
further on, and are assisted in effecting such disengagement by a spring 65, on the
elbow-lever 21.
Said connecting-rods 55, are shown as being made in two parts, said parts being
united by a suitably threaded nut 59, whereby the proper adjustment of the
shoes 56, against the inner surfaces of the flange of the pulley 8, is obtained. By
the engagement of said connecting-rods 55, with the slotted lip 53, the said shoes 56,
and the collar 21, are made to rotate with the hub a, on which said collar, as stated,
has a longitudinal sliding movement.
Said collar 21, is provided with an annular groove within which is a loosely
fitting-ring 25, with which the forked arms of the elbow-lever 21, engage,
and which lever is pivotally hung, at 26, to a bar L, centrally over the driving-
shaft D.
Each one of the other pulieys 9, 10, and 14, is provided with a similarly con-
structed clutch mechanism each operated by an elbow-lever, similar in construction
to lever 21*.
The elbow-levers 21 and 22, are both pivoted on the same pin at 26,-on
opposite sides of the bar L, with their horizontally located arms pointing in opposite
directions.
Elbow-levers 23" and 24", are, like levers 21 and 22", pivoted on the same pin
at 27, and on opposite sides of the bar L.
The clutch mechanisms of the driving-pulleys 8, 9, and 10, are operated to drive
the carriage forward at three different rates of speed.
The clutch mechanism of the driving-pulley 14, is operated to drive the carriage
backward.
The means by which the said elbow-levers of the various clutch mechanisms
are operated to drive the carriage forward or backward, consist of a series of
cams rotatably secured to the bar L, on opposite sides thereof, one of said cams
being provided for operation on the end of each of the said elbow-levers,-a
cam-roll 28, being provided in the end of each of said levers.
Each of said cams is provided with a spirally grooved hub 33, around which a
chain 34 is passed, which hubs are all in a line on one side of the bar L, and
said chain being supported on sheaves 35, located on said bar L, and on
sheaves 36, located on the frame of the carriage, whereby said chain is disposed
in a horizontal quadrilateral form, all being clearly shown in Figure 2. The said
chain 34, is made endless and has secured to any convenient part thereof, (but
preferably to a part of said chain substantially at right angles to the driving-shaft,
as shown in Figure 2), a lever 38, which, by its opposite end has a pivotal engage-
ment with the operating lever 37, whereby, by the reciprocating movements of
said operating lever, movement may be imparted to the said chain 34, by which
movement the cams 29, 30, 31, and 32, may be rotated in either direction because

page_text: of the engagement of said chain 34, with the spirally grooved hubs 33, of said cams,
as above described.
The construction of said cams and the relative position thereof, on opposite sides
of the bar L, is shown clearly in Figures 6, 8, and 9.
Referring to Figure 8, wherein is shown one of said cams 30, with its cap k,
removed, (said cap being shown to the right of the view illustrating the cam
proper,) it will be seen that the cam projection 30%, is designed to be folded back
into the case of the cam. Said cam projection is pivoted for that purp se ne ir the
edge of the case, at 30°.
A suitable spring 30°, being provided, one end of which engages with the cam
projection 30, and the opposite end with the case for moving said cam projection
out of its folded-in position, and in position to engage the end of one of the
elbow-levers, as described.
A lip 30, on said projection 30%, engages with the edge of the case and
ensures the return of said cam projection always to the same position by the
operation of its spring. Said lip also serves as an abutment for said cam
projection, when the latter is in engagement with one end of one of said elbow-
levers.
In Figure 9, is illustrated a sectional view of one of the said cams in position on
the front of the bar L.
In order to provide the necessary space for the retraction of the cam-
projection 30, within the case, said case is fixed on the end of a stud m, one end of
which is flush with the inner surface of said case.
Said stud passes through the bar L, and a nut n, is applied to the suitably
threaded end of the stud projecting through said bar, said cam and stud
rotating as one by the operation of the chain 34, passing around the hub 33,
which hub is secured in any desirable manner to the cap k, the said cap being
secured to the cam by screws, or in any other convenient manner.
By referring to Figure 4, the position of the various elbow-levers and cams is
shown in their relative positions when the carriage is stationary.
With the parts in these positions, the operator, by moving the operating-
lever 37, so as to impart movement to the chain 34, in the direction of the
arrow on said Figure 4, will cause the rotation of all of the cams on the bar L,
and will cause the engagement of cam 29, with the end of the elbow-lever 22,
which will operate the clutch mechanism of the pulley 10, and start the carriage
forward at its slowest rate of speed by causing the rotation of the gear 7, to
which said pulley is secured, which is the smallest of the driving-gears, and which
is in mesh with the gear 4, on the counter-shaft and which is the largest of the
driven gears.
Said operating lever 37, is pivoted by its lower end to the frame of the carriage
in a position that will bring the handle-end thereof convenient to the hand of the
operator, and as said cam effects such engagement of the clutch mechanism of
the pulley 10, a notched locking-lever 39, pivotally secured with lever 38, on the
side of lever 37, (see Figure 11), is made to engage by the action of a spring 42,
by one of its notches, with a suitably located bar 39ª, lying at right angles thereto,
and holds said cam in the position of engagement with said elbow-lever above
described.
Before said lever 37, can be moved to again change the speed of the carriage,
said lever 39, must be lifted to disengage its notched lower edge from said
locking-bar 39, which is effected by the operation of the elbow-lever 40, on
the handle of the lever 37, and a connecting rod 41, between said levers 40 and 39.
If the chain 34, is then moved further in the direction of the arrow on
Figure 4, the cam 29, passes out of engagement with the elbow-lever 22°, and
the latter, by the springs 65 and 58, disengages the clutch mechanism from the
pulley 10.
By the movement of the chain 34, which effects the engagement of the cam 29,

page_text: and the elbow-lever 22, the cam 30, which is the next to be engaged with its
elbow-lever 24", is brought from the position shown in Figure 4, to that shown
in Figure 3, and each of the other cams on the bar L, is rotated in like
degree.
By the continued movement of the chain in the direction of the arrow in
Figures 3 and 4, the next cam to engage one of the elbow-levers of the friction
clutches is cam 30, and after it, the cam 31. When cam 31, has reached a position
relative to the elbow-lever 21, which the cam 29, occupies relative to the elbow-
lever 22, in Figure 3, the operating lever 37, will have reached its extreme
forward limit of motion.
By the operation of the cams, as just described, it will be seen that to attain the
highest speed the approach thereto is through two lower speeds, said highest speed.
being attained when said cam 31, (which is the last to engage its elbow-lever), has
caused said lever 22", to operate the friction clutches in pulley 8, whereby mution
is imparted through the gear 5, to the gear 2, on the counter-shaft, which counter-
shaft is, as has been said, connected by a sprocket-chain with the driving-axle of
the vehicle.
A reverse motion of the operating-lever 37, from its extreme forward position,
causes the cam 31, to slide off its elbow-lever 21. But the cams 30 and 29, having
passed beyond the end of said levers, when they are rotated backward by the
movement just described of the operating-lever, encounter the ends of said elbow-
levers 22 and 24°, and the cam projections 30", as stated, fold back into their
cases and are thus carried by the euds of their respective elbow-levers, when they
are again thrown out of said eases by their springs into operative positions relative
to the euds of said elbow-levers. As cam 32, never passes by the end of its elbow-
lever 23, said eam may be made without provision for folding it back into
its case.
When said operating-lever 37, has been moved back again to such position as
will leave all of the cams on the bar L, in the position shown in Figure 4, a still
further movement backward causes the cam 32, to engage with the elbow-lever 23ª,
thereby throwing into operation the clutch devices of the pulley 14, whereby the
carriage is made to run backward.
The construction of the devices for causing the rotation of the counter-shaft D',
in a direction contrary to the motion imparted thereto by the other clutch devices
on the shaft D, is as follows:
When the elbow-lever 23, is operated by the cam 32, causing the clutch devices
within the pulley 14, to engage the flange of said pulley and impart rotary motion
thereto and to the parts receiving motion from said pulley 14, another lever is
operated by the movement of elbow-lever 23". The lever referred to is 61, and is
illustrated in Figure 5, and shown in dotted lines in Figure 3, and partially in
Figure 7. This lever is pivoted at 61, to the bar L. The shorter end of said
lever engages a short arm 63, of the elbow-lever 23".
A pin 64, in the end of the short arm 63, passes through the slotted end of lever 61,
whereby the movements of the elbow-lever 23", are imparted to the lever 61, giving
to the down-turned end of the latter a vertically reciprocating motion; a downward
motion when the said elbow-lever is moved to effect the engagement of the clutch
devices with the pulley 14; and an upward movement upon the disengagement of
said devices.
As has been stated, the yoke 15, has a bearing on the hub of pulley 14, which
yoke carries oppositely located pinions 16, engaging with the pinion 13, cut in the
hub of said pulley 14, and which also engage with the internally toothed flange of
the pulley 12, which is secured to the side of the driving-gear 7.
It will be observed from the construction above described that as soon as the
clutch devices start the rotation of the pulley 14, the yoke 15, and its pinions move
also, but by the simultaneous movement of the lever 61, downward, said yoke 15, is
stopped in its rotation by a tooth 60, on said yoke, (see Figure 7,) coming into
engagement with the end of said lever 61.

page_text: By arresting the rotary movement of the yoke 15, and the continued rotation of
the pulley 14, the gear 13, cut in its hub, immediately imparts rotary motion to the
pinions 16, on their studs, and by the meshing of said pinions 16 with the internally
toothed flange of the pulley 12, the latter is given a rotary motion in a direction
contrary to the rotation of the driving-shaft D, which movement is cominunicated
to the counter-shaft D', through the gears 7 and 4.
By the movement of the operating lever 37, in a proper direction, the disengage-
ment of the cam 32, with the end of the elbow-lever 23, is effected, and the
springs 65 and 58%, act to unclutch the pulley 14, and the various cams will then
be in the position shown in Figure 4. Thus it is seen that the highest speed of
the carriage must be attained step-by-step, while a return to its lowest speed is
made by one continuous sweep of the operating-lever, and by a continued movement
of said lever the carriage is started in an opposite direction.
The motor shown in the carriage forming the subject of this application is
adapted to the use of volatilized gasolene as a source of power, the charges of the said
gas being ignited by means of the breaking of an electric current generated by a
small dynamo H', which is driven by a belt running over the balance-wheel H, of
the motor, and the pulley 66, on the armature-shaft 67.
It frequently happens that there are wide variations in the speed of the motor.
and in going up a steep hill, for instance, or over a bad road, the speed of the
dynamo driven direct from the motor might be insufficient to produce a current of
sufficient strength to insure positive ignition of the gasolene vapor, in the cylinders
of the motor.
If the speed of the armature was designed to be sufficient to produce positive.
sparking with the motor running at a low rate of speed, it would run much too.
rapidly when the carriage was running on a smooth level road.
By means of the frictional mechanism for the armature shaft shown in Figure 10,
of the drawings, these inconveniences are done away with and the armature is made
to run at a substantially uniform speed.
The driving pulley 66, of the armature is made of such size relative to the
diameter of the balance-wheel of the motor from which it is driven, as described,
that the minimum speed of said motor will be sufficient to produce an electric
current of sufficient strength to insure a proper ignition of the charges of volatile
gas in the cylinders of the motor.
Said pulley 66, having the long hub 66", is not secured to the armature-shaft 67,
but a hub 69, on the end of said armature shaft is secured thereto by a set-screw,
or any other suitable means.
On said hub 69, are two lugs oppositely located and having pivoted therein, by
the pins 70, the arms 68.
Said arms are oppositely located on said hub 69, and their inner opposite faces
are made slightly concaved to fit the surface of the hub 66". Said two arms 68,
are united by a spiral spring 71, as shown.
The strength of said spring 71, is such that when the speed of the armature
shaft is at its minimum point, the frictional contact between said arms and the
hub 66, is sufficient to rotate said armature; but when the speed of the motor
rises above a certain point, centrifugal force, generated by the rapid revolution of the
armature, operates to open more or less the said arms 68, and allow the pulley 66,
and its hub, to slip on the armature shaft. As the speed of the armature decreases,
the arms 68, are again caused to grip the hub of the pulley 66.
By the use of these devices excessive speed of the dynamo is not possible, and
an average minimum speed is easily maintained.
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 a motor carriage or other automobile conveyance, a motor, a driving-shaft
connected with said motor, a driving-axle on said carriage, a counter-shaft parallel

page_text: with said driving-shaft and said driving-axle, and movably supported by said shaft
and said axle, a flexible driving connection engaging said counter-shaft and said
driving-axle and a series of clutch mechanisms on said driving-shaft, gear
connections between said clutch mechanisms and said counter-shaft for rotating
the latter at varying speeds and in either direction, and means for operating said
clutch mechanisms consisting of a series of rotating cams located in operative
relation to the clutch-levers of said clutch mechanisms for operating the latter,
and means for rotating said cams, substantially as described.
2. In a motor carriage or other automobile conveyance, a motor, a driving-shaft
connected with said motor, a driving-axle on said carriage, a counter-shaft parallel
with said driving-shaft and said driving-axle, and movably supported by said shaft
and said axle, a flexible driving connection engaging said counter-shift and said
driving-axle, and a series of clutch mechanisms on said driving-shaft, gear
connections between said clutch mechanisms and said counter-shaft for rotating
the latter at varying speeds and in either direction, and means for operating said
clutch mechanisms consisting of a series of rotating cams locatel in operative
relation to the clutch-levers of said clutch mechanisms, said cams being provided
with hubs for engagement with a chain or other flexible member, and an operating-
lever connected to said chain for shifting the latter, to rotate said cams in either
direction at will, substantially as described.
3. In a motor carriage or other automobile conveyance, a motor, a driving-
shaft connected therewith, a driving axle on said carriage, a counter-shaft
supported by said driving-shaft and said axle, and in parallel relation thereto and
adjustable in the arc of a circle concentric with said driving-shaft, a positive
driving connection between said counter-shaft and axle, a series of clutch
mechanisms on said driving-shaft, loose gears thereon in mesh with gears fixed
on said counter-shaft, said clutch mechanisms being operated to engage said loose
gears for rotating said counter-shaft at varying speeds, and for rotating it in either
direction, a series of rotating cams operatively located relative to the clutch-levers
of said clutch mechanisms, a flexible medium engaging said cams, and a lever
connected to said flexible medium for shifting the latter, substantially as
described.
4. In a motor carriage or other automobile conveyance, a motor therefor
adapted to use an explosive element, as gasolene, for a motive force, a driving-
shaft counected with said motor, and suitably connected to the driving-axle of
said conveyance, a dynamo for generating an electric current for igniting said
explosive element in said motor, suitable connections between said dynamo and
said motor, and means for rotating the armature of said dynamo, consisting of a
suitable driving connection between said driving-shaft, and a pulley on said
armature-shaft, frictionally connected therewith, whereby said shaft is rotated
under a normal speed of said motor, and which frictional connection is broken by
a speed of rotation in excess of said normal speed, substantially as described.
5. In a motor carriage having its front and rear axles rigidly secured to the
frame thereof, said front axle having wheels pivotally connected to its extremities
for swinging in a horizontal plane, means for swinging said wheels for steering
said carriage consisting of the arms 49, secured to the pivoted studs on which said
wheels revolve, rods 48, connecting said arms 49, with a forked lever 47, which
lever is fixed to a sprocket-wheel 45°, supported in a horizontal plane on said
front axle, a sprocket-chain engaging said sprocket-wheel 45, and a second
sprocket-wheel 45, on one end of a steering-post 43, to the opposite end of which
is secured suitable means for rotating said post, substantially as described.
6. In a motor carriage or other automobile conveyance, a suitable motor, a
driving-shaft connected therewith, a counter-shaft, suitable connections between
said counter-shaft and the driving-axle of said carriage, and means for driving
said counter-shaft at variable rates of speed and in either direction, consisting of
a series of loose gears of different diameters on said driving-shaft having flanged
pulleys secured to the sides thereof, clutch mechanisms rotating with said driving-

page_text: shaft for engaging said pulleys, and fixed gears of different diameters secured on
said counter-shaft and in mesh with said loose gears, combined with a series of
rotating cams for operating said clutch mechanisms, one at a time, during their
rotation in one direction only, and a chain engaging with and rotating said cams,
and means for moving said chain, substantially as described.
7. In a motor carriage or other automobile conveyance, a motor, a driving-shaft
connected to said motor, a counter-shaft having a suitable connection with the
driving-axle of said carriage, a series of loose gears on said driving-shaft and fixed
gears on said counter-shaft in mesh with said loose gears, clutch mechanisins on
said driving-shaft for engaging said loose gears for rotating said counter-shaft at
variable speeds in one direction, and means on said driving-shaft for rotating said
counter-shaft in the opposite direction, consisting of an internally toothed flanged
pulley 12, secured to the side of one of said loose pulleys, as 7, a friction driven
pulley 14, a gear 13, on the hub thereof, a yoke 15, having pinions 16 thereon, said
yoke having a bearing on the said hub of pulley 14, a clutch mechanism for engaging
and rotating said pulley 14, a cam-operated clutch-lever for operating said clutch
mechanism, and means actuated by said clutch-lever for engaging the said yoke 15,
and preventing the rotation thereof during the rotation of said pulley 14, combined
with means for operating said cams, substantially as described.
Dated this 24th day of November 1896.
JAMES FRANK DURYEA.
Haseltine, Lake & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.