ACT
Year: 1899

page_text: A communication from abroad by THE POPE MANUFACTURING COMPANY (Incorporated),
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 motor vehicles and has for its general object to improve
the construction of such vehicles in various particulars as will be pointed out
hereinafter. One special object in view has been to produce an improved inter-
changeable running-gear, that is to say, a running-gear in fixed sizes which can be
applied readily to any ordinary form of body, whether a carriage body, such as a
landau, coupe, victoria, etc., or an omnibus body, or a body for a utility wagon, the
front or steering part of the running gear and the rear or driving part being wholly
independent, the one of the other, and not requiring any direct connection between
the two, whereby the running gear can be applied to any vehicle body regardless of
its length. Another part of the invention relates to the support and enclosure of the
driving mechanism, the casing of such mechanism being so constructed as to secure
the greatest strength at the points of greatest strain, and so related to the running
gear as that the transmission gears shall be maintained always in absolute parallelism,
axially, and proper intermeshing of such gears secured; furthermore the construction
of the casing and its relation to the driving mechanism permits the casing and the
driving mechanism to be removed as a whole without requiring the casing to be
opened. A further object of the invention is to improve the construction of the hubs
of the driving wheels so that absolute concentricity of the driving gear, whether spur
or sprocket, with the axis and bearings can be assured. In this connection it is also
to be noted that absolute concentricity of the brake-drum with the driving gear, and
consequently with the wheel, is also effected by forming the brake-drum in one
integral piece with the gear, the brake surface and the gear being formed on opposite
sides of a common flange or upon separate flanges. The brake itself also forms a
part of the invention, the object specially in view being to secure good clearance
between the brake and the brake surface when the brake is not in use.
The support
of the independent steering wheels, with respect to the axle, has also received
attention with a view to making the manipulation of the steering mechanism easier
and of reducing the effect of obstructions in deflecting the steering wheels. Other
minor features of improvement will be referred to more particularly hereinafter in
connection with the detailed description of the construction. The several features
of improvement, with some modifications thereof, are illustrated in the accompanying
drawings in which
Figure 1 is a view in side elevation of a delivery wagon equipped with the

page_text: present improvements, a portion of one of the front wheels being broken away to
show parts behind it.
Figure 1 shows a modification of the jack-bolt connection.
Figure 2 is a plan view of the rear part of the running gear, with a portion of each
of the side springs broken off and the brake-drums and driving gears in section.
Figure 3 is a side elevation of the same with the driving wheel removed and the
axle in section, the brake-drum and driving gear, however, being shown.
Figure 4 is a front elevation of the same with one of the driving wheels and its gear
and drum removed, while the other is partly broken off.
Figure 5 is a partial view similar to Figure 2 but showing a modification in the
support for the driving mechanism and in the gear and brake-drum, the wheel being
shown in part with a special construction of hub.
Figure 6 is a side elevation of the arrangement shown in Figure 5, a portion of the
wagon body being indicated and the arrangement of the brake being slightly different
from that shown in Figure 3.
Figure 7 is a view in side elevation illustrating still another form of the
brake.
Figure 8 is a similar view showing a further modification of the brake.
Figure 9 is a longitudinal section of the driving mechanism and its casing, showing
also the connections of the same to the driving wheel and axle respectively.
Figure 10 is a detail view of the end of the middle portion of the casing shown in
Figure 9.
Figure 11 is a section on the plane indicated by the line 11. -11 of Figure 9.
Figure 12 is a detail view in section showing the construction of one of the driving
wheel hubs.
Figure 13 is a detail view showing a sprocket gear which may be substituted for
the spur gear shown in Figure 12.
Figure 14 is a detail view in front elevation of one of the steering wheels with its
connections to the axle.
Figure 15 is a view in elevation of the parts shown in Figure 14, as seen from the
right.
Figure 16 is a plan view showing the steering connections.
The running gear as indicated herein before consists of two parts which are wholly
independent, the one of the other, and have no direct connection, the only
connection between the two being through the wagon body to which they are both
secured, whereby one style or size of running gear can be readily applied to any
variety of body. It is obviously immaterial, so far as concerns the running gear, what
the length of the wagon body may be within reasonable limits.
The front part of the running gear, which is shown with sufficient clearness in
Figure 1 in connection with what is shown in Figures 14 and 15, comprises an
axle A, independent steering wheels B which are mounted upon the axle, a spring C
which serves as the main connection between the axle and the body of the wagon,
and jack-bolts D to resist longitudinal thrust. In Figure 1 a rigid vertical arm D'
is offset from the axle and linked to the jack-bolt, effectually preventing any twisting
of the front axle in case of extraordinary strains or breakage. The axle A may be of
any ordinary construction and the steering wheels B are mounted thereon so as to
swing independently of the axle. Each steering wheel has its bearing upon an
L-shaped arm which also has a nearly vertical bearing or steering axis in the end
of the axle A. By suitable links and levers, not necessary to be described herein,
connection is made from the L-shaped levers to the usual steering shaft and handle
indicated at Ex in Figure 1. As will be seen by examination of Figures 14, 15 and 16
the steering axis of each steering wheel is inclined forwardly so that, if extended, it
will strike the ground somewhat in advance of the centre of the wheel base so that, in
the movement of the vehicle, the steering wheels will always be drawn instead of
pushed, or in other words, so that with the forward movement of the vehicle the
re-action will tend to hold them in their normal central position. It will also be
observed that the steering axis is inclined outward toward the wheel base so that, if

page_text: extended, it will strike the ground near the wheel base, bringing the point of turning
nearer the point of contact of the wheel with the ground, whereby the manipulation
of the steering mechanism is made easier and the wheel is less likely to be twisted or
deflected when it meets an obstruction.
The spring C furnishes the proper support for the wagon body and suspension for
the front axle, but does not of itself offer sufficient resistance to longitudinal thrust.
Accordingly the jack-bolts D are provided to resist the longitudinal thrust, and in
order that the axle may have free play in a vertical plane and that the front part of
the running gear may be attached readily to different bodies, the jack-bolts preferably
have a hinged or link connection both with the axle and with the wagon body or the
brackets d which are secured to the under side of the body. The jack-bolts may
also be made adjustable in length by oppositely threaded sleeves d' which unite the
two parts of each bolt.
The rear part of the running gear is shown in Figures 1, 2, 3, 4 and 9, and in a
modified form in Figures 5 and 6. It comprises a complete wheel system, including
driving wheels, axle and gear, a complete spring system connecting the wheel system
with the body, driving mechanism, and a frame or support carrying all of the driving
mechanism and maintaining it always in definite relation with the wheel system, said
frame or support being also connected with the body or with the spring system. The
spring system, as shown in Figures 1, 2, 3 and 4 comprises transverse springs E
secured to the wagon body and longitudinal springs E¹ which are suspended at their
ends from the ends of the springs E and have rigidly and firmly secured to their
intermediate portions the fixed, immovable rear axle F. A second spring or spring
bar is also shown in Figures 3 and 4 as suspended from the forward ends of the
longitudinal springs below the forward transverse spring E, this spring or spring bar E²
affording in the arrangement shown a convenient connection between the spring system
and one side of the frame or support for the driving mechanism. The transverse
springs E are bolted or otherwise secured to the underside of the wagon body in
any convenient manner. The spring E2 adds to the flexibility of the structure,
materially modifying the shock of starting or braking, and equalizes the strains.
Jack-bolts D2 may also be employed to connect the rear axle with the body so as to
resist longitudinal thrust, such jack-bolts also having a hinge or link connection so as
to permit relative vertical movement of the axle and wagon body.
The wheel system, in the arrangement shown, comprises a fixed, immovable or non-
revoluble axle F, upon the end portions of which the rear or driving wheels G are
mounted to rotate, and the driving gears H which are secured to the wheels, either by
being clipped to the spokes, as shown in Figure 1, or by being fixed upon the hubs as
hereinafter described. The driving mechanism which it is preferred to employ is
illustrated in Figure 9 and as there shown comprises an electric motor I having a
hollow armature shaft i, an ordinary balance gear K, not necessary to be described
herein but connected with the armature shaft i, a two-part driving shaft L, the parts
of which are connected respectively with the corresponding parts of the balance gear,
and driving pinions upon the outer ends of the driving shaft, which pinions
mesh respectively with the driving gears H above referred to. It is essential in order
to reduce friction in use and especially to prevent stripping of the teeth of the driving
gears and pinions, that the driving shaft and its pinions be maintained always in
absolute parallelism with the axis of the driving wheels and their gears, and that
there be the least possible play between the interineshing pinions and gears. The
frame or support for the driving mechanism has been devised with especial reference
to these requirements, as well as with a view to the proper protection of the driving
mechanism, to compactness and lightness in construction, and to the easy detacha-
bility of the driving mechanisin and its support as a whole. With these objects in
view a casing is provided for the driving mechanism which casing consists of a middle
portion M of substantially uniform section which may have the motor fields secured
rigidly to itself, and two reduced portions M¹, one of which supports or encloses the
balance gear while the other furnishes a chamber for a ventilating fan. The ends of
the middle section M are formed with spiders, as indicated in Figure 10, which

page_text: support the bearings for the hollow armature shaft i, while the extremities of the
reduced end portions M' immediately support the bearings m' for the driving shaft I,
as close as possible to the pinions which are secured to the driving shaft just outside
of the casing. Arms M2 which are formed integral with the reduced portions of the
casing near the outer ends thereof or are secured thereto by means of sockets integral
therewith and transverse to the axis of the casing are mounted upon the fixed rear
axle F and through their proximity to the bearings of the driving shaft within the
casing maintain said driving shaft in absolute parallelism with the rear axle and
consequently with the axis of the driving wheels and gears mounted thereon, and
permit the least possible play between the driving pinions and the driving gears,
while at the same time the driving mechanism may be supported on the other side
with a reasonable degree of flexibility, since whatever movement the driving
mechanism has in consequence of such flexible support will be always concentric with
the axle, wheels and driving gears, whereby the meshing of the driving pinions with
the driving gears will be in no wise affected. On the other side of the casing and
making up with the casing and with the arms M2, the support or frame for the
driving mechanism is an arm M³ which, as indicated in Figures 2, 3 and 4, rests upon
or is secured to the spring bar E², thereby affording a connection between the frame
or support for the driving mechanism and the spring system and providing for such
driving mechanism on one side a flexible or yielding support. This result may also
be attained by the arrangement shown in Figures 5 and 6, in which a frame M+ is
extended from the end portions of the casing on the side opposite the arms M², such
frame having an eye M5 to receive a bolt Me suspended from the underside of the
wagon body, springs M7 being interposed between the eye and the head or end of the
bolt on each side thereof to afford the proper yielding support for the frame and
yielding resistance to its movement. Referring again to Figures 9, 10 and 11 it will
be observed that orifices m are provided in the end portions of the casing and that a
free passage for currents of air is afforded through the open spiders of the middle
section M of the casing and the spaces between the field spools of the motor, the
circulation of the air being promoted by a suitable fan I secured to the end of the
hollow armature shaft i. It will be observed that the casing, which is in form some-
hat like a torpedo, constitutes in effect a truss which, being suspended at its ends and
g its greatest section in the middle, secures the greatest strength in the line of
the greatest strains with the minimum of weight, perfectly serving the double purpose
of casing and support.
na
The importance of maintaining perfect concentricity of the driving gear with the
driving wheel and its bearings will be readily apparent from what has been said
above, particularly with reference to the construction shown, in which the driving
gear is a spur gear which meshes directly with the driving pinion. The necessity for
absolute concentricity when the driving gear is a sprocket engaged by a chain is less
marked, but even then such concentricity is highly desirable. Commonly the driving
gear is secured to the spokes of the wheel by clips as indicated in Figure 1, and with
such construction it is not easy to secure nor to maintain the desired concentricity.
According to this part of the present invention the hub H of each driving wheel has
formed integrally therewith a flange h which can be machined or finished in the same
operation with the hub itself and therefore brought to absolute concentricity with the
hub, and to this flange the driving gear H can afterwards be secured by bolts h¹ or
otherwise, whereby the gear will be easily and permanently secured in absolute con-
centricity with the hub. In the construction shown in Figure 9 the hub H' is
provided also with integral spoke flanges for engagement with wire spokes. In
the construction shown in Figure 12, which is adapted for wooden spokes, with a
filling of wood between the outer portion of the hub and the bearing portion thereof,
one of the flanges his formed upon the separate part of the hub and is secured to the
other flange with the spokes between them, by bolts h³.
For the proper action of the brake it is also desirable that the brake-drum should
be concentric with the wheel or other part to which it is applied, and to attain this
result, as well as to promote convenience in manufacture, the brake-drum H² is formed

page_text: integral with the driving gear H. As represented in Figures 2 and 3 the brake-drum
is formed upon the outer surface of one flange while the gear teeth are formed upon
the inner surface of a flange of larger diameter but in one piece with the brake-drum,
while the construction shown in Figures 5 and 6 differs from this only in that the gear
teeth are formed upon the outside of the second flange. In the construction shown
in Figure 9, however, the gear teeth are shown as formed upon the outside of a flange
which has the brake surface formed on its inner side.
The brake, as herein before indicated, is devised with a special reference to securing
a good clearance between the brake-band and the brake-drum when the brake is not
applied, while permitting the use of a brake-band which, when the brake is applied,
will make contact with the brake-drum practically throughout the entire circum-
ference of the latter. The brake-band, which practically encircles the brake-drum, is
so formed that either by its own elasticity and flexibility or by the aid of a separate
spring, it will clear the surface of the brake drum as soon as the tension on the brake
operating devices is relaxed, the band being so supported in relation to the drum as
to ensure this clearance at all times and under all conditions. In the construction
shown in Figure 6 the band N is represented as a single piece anchored rigidly, as
at n, to a fixed and rigid portion of the frame, such as the arm M2, at a point
substantially opposite its free ends. Each member of this band is given such a degree
of elasticity that it will normally clear the brake-drum, the band being, as stated,
rigidly secured to the frame so as to prevent any possible twisting of the band with
reference to the axle which would throw the band out of concentricity with the drum.
For the operation of the brake one of the free ends of the band has mounted thereon
an elbow lever O, one arm of which is connected by a link o with the other free end
of the band, while the other arm is connected by a system of links and levers, not
necessary to be described herein, with the usual brake lever O¹ supported in
convenient position on the body of the wagon. As shown in Figure 6 a spring n¹
is interposed between the free ends of the brake-band to repel them, while in Figure 7
one arm or member of the brake-band is considerable shorter than the other and is
given such a degree of elasticity as to cause it to clear the drum, the other arm or
member having such a degree of flexibility as to cause it to clear the drum by its
own weight, the band being secured at its highest point to the frame so as to permit
the longer member to act in the manner just described. In the construction shown
in Figure 8 a fixed projection 2 from some rigid portion of the frame is interposed
between the free ends of the brake-band and springs n between such abutment and
the respective ends of the band act to repel the ends of the hand and to cause the two
members thereof to clear the drum. In this construction also the two members
or portions of the band are represented as pivotally mounted, at a point diametrically
opposite the free ends, upon the same rigid frame which supports the fixed
abutment n².
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, as communicated' to
me by my foreign correspondents, I declare that what I claim is :-
1. An interchangeable running gear for motor vehicles consisting of two distinct
parts, one part embodying a transverse axle, independent steering wheels, means
connecting the axle with the body of the vehicle to support the said body thereon and
permitting a limited vertical movement of the body with respect to the axle, and
other means connecting the axle with the body to resist longitudinal thrust, the
other part of the running gear embodying a wheel system, a spring system connecting
the wheel system directly with the body of the vehicle, and driving mechanism
supported by the wheel system in part, substantially as shown and described.
2. An interchangeable running gear for motor vehicles consisting of two distinct
parts, one part embodying a transverse axle, independent steering wheels, a spring
connecting the axle with the body of the vehicle to support the body and jack-bolts
connecting the axle with the body to permit relative vertical movement of the axle
and the body and to prevent relative horizontal movement of the axle and the

page_text: body, the other part of the running gear embodying a wheel system, a spring system
connecting the wheel system directly with the body of the vehicle and driving
mechanism supported by the wheel system in part, substantially as shown and
described.
3. An interchangeable running gear for motor vehicles consisting of two distinct
parts, one of said parts including the steering wheels and connected independently
to the body of the vehicle, the other part comprising an axle, a spring system forming
the connection between the axle and the body of the vehicle, driving mechanism,
and jack-bolts connecting the axle with the body of the vehicle to permit relative
vertical movement of the axle and the body and to prevent relative horizontal
movement of the axle and the body, substantially as shown and described.
4. An interchangeable running gear for motor vehicles consisting of two distinct
parts, one of said parts including the steering wheels and connected independently
to the body of the vehicle, the other part comprising a non-revoluble axle, a spring
system forming the connection between the axle and the body of the vehicle, driving
wheels mounted on said axle, driving mechanism and a frame wholly supporting and
enclosing the driving mechanism and itself supported by the axle and by the spring
system, substantially as shown and described.
5. A running gear frame for a motor vehicle comprising a non-revoluble axle, a
spring system forming the connection between the axle and the body of the vehicle,
driving wheels mounted on said axle, driving mechanism, and a frame wholly,
supporting and enclosing the driving mechanism and connected on one side to the
axle, whereby the driving mechanism is maintained in parallelism with the axis of
the wheels, and on the other side to the spring system, whereby flexibility of
support for the driving mechanism is secured, substantially as shown and
described.
6. A casing for supporting and enclosing the driving mechanism of a motor
vehicle, said casing having a relatively large middle portion and reduced end
portions and being suspended from said end portions, whereby the necessary strength
is secured at the sections of greatest strain with the minimum of weight, substantially
as shown and described.
7. A casing for supporting and enclosing the driving mechanism of a motor
vehicle, said casing having a relatively large middle portion and reduced end portions
and being suspended from said end portions, in combination with a motor located in
the relatively large middle portion and a driving shaft having its bearings in said
reduced end portions in proximity to the points of suspension of the casing and
to the driving gears of the vehicle, substantially as shown and described.
8. A casing for supporting and enclosing the driving mechanism of a motor
vehicle, said casing having a relatively large middle portion and reduced end
portions, in combination with an electric motor having its field secured to said middle
portion and a hollow armature shaft having its bearings in supports in the planes of
the ends of said middle portion, a driving shaft supported in bearings in said
reduced end portions, and connections between said armature shaft and said driving
shaft, substantially as shown and described.
9. The combination of a casing having a relatively large middle portion and
reduced end portions with ventilating openings in said end portions, of an
electric motor located within said enlarged middle portion and substantially
filling the same, and a fan secured to the armature shaft of said motor within
the casing to promote the circulation of air through the casing, substantially as
shown and described.
10. A motor vehicle having its driving mechanism enclosed and supported by a
casing with an enlarged middle and reduced end portions, said end portions
having internal bearings and external, transverse sockets, and arms secured
in said sockets and engaging the axle, substantially as shown and described.
11. A driving wheel for a motor vehicle having its hub formed with an integral
concentric flange and a driving gear secured to said flange, substantially as shown
and described.
13

page_text: 12. A driving wheel for a motor vehicle having its hub formed with an integral
flange for attachment of the spokes and with a second integral, concentric flange to
which the driving gear is secured, substantially as shown and described.
13. A driving wheel for a notor vehicle having its hub formed with an integral,
concentric flange and a toothed wheel secured to said flange, said toothed wheel
being also formed with a brake surface, substantially as shown and described.
14. A driving wheel for a motor vehicle having its hub formed with an integral,
concentric flange and a wheel secured to said flange and provided with two flanges
concentric with the axis, one of said flanges being formed with gear teeth and the
other of said flanges constituting a brake-drum, substantially as shown and
described.
15. In a motor vehicle having a brake-drum concentric with the axle, a brake-band
substantially encircling said drum and rigidly secured at one point to a portion of
the running gear frame which has a limited, yielding movement of rotation about
the axis of the drum, whereby the band is maintained in concentricity with the drum
and at the same time provision is made for reducing the shock of sudden braking,
substantially as shown and described.
16. A brake-band anchored at a middle point and provided with devices for acting
upon its free ends in one direction, and a fixed abutment supported by the frame to
which the band is anchored and having springs re-acting thereon to force the free
ends of the band in the other direction, substantially as shown and described.
17. An independent steering wheel for a vehicle having its steering pivot offset to
one side of the plane of the wheel, the axis of such pivot intersecting the ground in
advance of the centre of the wheel base and being inclined toward the plane of the
wheel, substantially as shown and described.
18. An independent steering wheel for a vehicle having its steering pivot offset to
one side of the plane of the wheel, the axis of such pivot being inclined forwardly
and outwardly, substantially as shown and described.
19. An interchangeable running gear for motor vehicles consisting of two distinct
parts, one of said parts including the steering wheels and connected independently to
The body of the vehicle, the other part comprising an axle, a spring system forming
the connection between the axle and the body of the vehicle, driving mechanism,
and jack-bolts connecting the axle with the body of the vehicle to permit relative
vertical movement of the axle of the body and to prevent relative horizontal movement
of the axle of the body, substantially as shown and described.
20. Running gear for motor vehicles having an axle spring connected to the body
of the vehicle and having a rigid and substantially vertical arm fixed to the axle and
connected to the body of the vehicle loosely so as to prevent twisting of the front axle
while permitting relative vertical movement of the axle and body, substantially as
shown and described.
21. Running gear for motor vehicles having an axle spring connected to the body
of the vehicle and having a rigid and substantially vertical arm fixed to the axle, a
jack-bolt or link connection from the body of the vehicle to said arm to prevent
twisting of the axle, and a jack-bolt or link connection from the body of the vehicle
to said axle to resist longitudinal thrust, said jack-bolt or link connections permitting
relative vertical movement of the axle and the body, substantially as shown and
described.