Improvements in Motor or Power Driven Tricycles or other Vehicles.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in Motor or Power Driven Tricycles or other Vehicles.
We, WILLIAM BAINES, Gentleman, WILLIAM NORRIS, A.M. Inst. C.E., Engineer,
and DAVID FERGUSSON, Engineer, all of 5 and 6, Great Winchester Street, in the
City of London, do hereby declare the nature of this invention to be as follows:-
-
Our invention relates to an improved arrangement and construction of tricycle
to be driven either by foot or by power, and has reference principally to the
manner in which we arrange the power driven gearing and connections so that the
motor may be easily connected or disconnected from the driving gearing by a small
movement of a lever arranged on the machine.
In carrying our invention into effect we mount an oil reservoir or chamber
preferably between the horizontal stay bar of the tricycle, and we take from this
reservoir the oil to feed the oil motor cylinders which we mount on the frame-
work preferably over the rear wheels of the tricycle. We arrange the driving
pinion in connection with the crank shaft so that it works into a wheel which is in
connection with the ordinary "jack in the box" tricycle gearing, but we introduce
between the constant driving pinion and the rear axle of the tricycle, a clutch
which we operate by means of a lever so as to permit the motor shaft and its
pinion to revolve with or without giving motion to the jack in the box wheels.
We employ either a cone clutch having a screwed end lever working with or with-
out springs for throwing the clutch surfaces in contact, or releasing the same, or
we arrange a series of friction discs on the well known Weston principle for giving
the necessary clutch action to the driving and driven members of the combination.
We arrange an exhaust box and other connections for use in receiving the
exhaust gases from the cylinders, and we provide a slip gear for the pedals so
that the feet of the rider can remain at rest upon the pedals when not required
to be used for manually propelling the machine. We vary the form of the motor
and the arrangement of the connections to suit the type of the tricycle or vehicle
to be constructed and we employ any well known clutch for releasing and engaging
our driving pinion with the jack in the box gearing.
Dated this 20th J
c A
1 100%
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents.

page_text: Improvements in Motor or Power Driven Tricycles or other Vehicles.
We, WILLIAM BAINES, Gentleman, WILLIAM NORRIS, Engineer, and DAVID
FERGUSSON, Engineer, all of 5 and 6, Great Winchester Street, in the City of
London, 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 an improved arrangement and construction of tricycles
and like vehicles actuated by motive power, and it refers principally to the manner
in which the driven gearing is connected to the driving or motor gearing so that
the single operation of a hand lever or its equivalent may couple or uncouple the
said mechanism.
The invention consists broadly in applying to tricycles or motor vehicles where
the propelling or traction wheels and axle are fitted with the ordinary "jack in the
box" or equation gear a clutch between the said gear and the actuating motor,
the whole combination forming a novel, efficient and compact means for con-
trolling and propelling the vehicle to which it is applied, and the invention further
consists in the simple grouping of the members of the car framework at their
point of attachment to the motor clutch and equation box.
The different methods of carrying this invention into effect are illustrated in
the accompanying drawings as follows,
ور
Figures 1 and 2 are respectively side elevation and plan of a standard "Starley'
pattern tricycle actuated by a single cylinder oil engine and having the improved
gear and frame work applied.
"
Figures 3 and 4 are respectively side elevation and plan of a standard "Starley
pattern tricycle actuated by a double cylinder oil engine and having the improved
gear and framework applied.
Figures 5 and 6 are respectively side elevation and plan on an enlarged scale
illustrating one method of attaching the crank chamber to the chain stay members
of the tricycle frame work.
Figures 7 and 8 are respectively side elevation and plan on an enlarged scale
illustrating a second method of attachment in which the crank chamber forms
portion of the chain stay members of the tricycle frame work.
Figures 9 and 10 are respectively longitudinal section and side elevation of
one modification of the improved gear in which no clutch is employed.
Figure 11 is a longitudinal section of a second modification of the improved gear
in which a cone clutch is employed.
Figures 12 and 13 are respectively longitudinal section and side elevation of a
third modification of the improved gear in which a flat plate friction clutch is
employed.
Figures 14 and 15 are respectively longitudinal section and side elevation of a
fourth modification of the improved gear in which a clutch with friction discs on
the "Weston" principle are employed.
Figures 16 and 17 are sectional views of modifications of the gear for operating
the clutches.
The construction of the framework containing the improved gearing, and the
method of attachment to tricycles, is shown at Figures 1 to 8 inclusive. Referring
to Figures 1, 2, 5 and 6 there is shown a single cylinder oil engine A fed from
an overhead oil reservoir B, the said reservoir being placed underneath the top
stay tube of the tricycle frame. The crank shaft C of the oil engine is placed
slightly underneath and in front of the rear axle tube D of the machine and with
its crank is enclosed in the chamber E. A long bearing bracket F is formed

page_text: integral with the upper half of the crank chamber E and is attached to and
carries the axle tube D, while a little to one side of the centre of the axle tube
an equation gear box is placed. This equation box has a spur wheel formed on
its outer periphery and is driven by a pinion fixed on the crank shaft C, the
different arrangements of which are hereinafter more particularly described, and
the gear box, spur wheel and pinion are enclosed by a double cover G which in
turn is attached to a casing H formed on the continuation I¹ of one chain stay
and further held in position by the axle tube 1). The two chain stays I, I, of the
machine run from the central bracket J (see Figures 1 and 2) to a cross piece K
(clearly shown in Figure 6) and this cross piece is attached in turn by the adjust-
able fastenings L, L, preferably of the ordinary sleeve and nut union type, to
two continuations I', I', of the stays formed with suitable projections or lugs m m,
for the attachment at one side of the upper half of the crank chamber E. The
crank chamber E carrying the oil engine and valves lies between the continua-
tions I, I, of the chain stays and is attached at its top portion by a long bolt M
transversely to the lugs m, m, formed on the sections I, I, of the said stays, and
further attached and held securely in position by the bearing bracket to the
axle tube D.
Figures 3 and 4 of the drawings illustrate a precisely similar construction of
crank chamber and gear casing as far as regards the method of attachment to
the axle tube D, crank shaft C, and chain stays I, I, similar letters indicating
similar parts; the only difference being that a double instead of a single cylinder
oil engine is employed. At Figures 7 and 8 a modification of the method of
attachment of the crank chamber E to the chain stays I, I, is shown, and in this
case the cross bar K is connected by the couplings L L directly to bosses N N
formed integral with E so that the chamber forms the necessary continuations
to attach the stays to the axle tube D, and the transverse bolt M used in the first
described modification is dispensed with. The casing H in this case is now
attached to one side of the chamber E but other similar letters denote similar
parts.
The construction and operation of the gear illustrated in longitudinal section
and side elevation at Figures 9 and 10 of the drawings sets forth more particularly
the simple and compact arrangement of the casing and crank chamber herein-
before described as applied to the simplest form of the improved gear. The
motor crank shaft C has keyed upon it in the position shown a pinion O which
gears into a spur wheel P attached to the outer sleeve of the equation box, the
ratio of these gear wheels being such that the high speed oil engine is geared down
the required amount. The axle tube D carries the ball bearings R R upon which
the equation box revolves and the mitre gear wheels of that box are of the usual
construction either as shown or of the spur wheel type sometimes used and operate
the halves D 13 of the inner or driving axle. The outer sleeve Q of the equation
box is prolonged to one side and carries a chain wheel S, and this wheel comes
opposite an opening in the casing H so that an auxiliary chain drive for starting
the motor by the ordinary tricycle pedals can be adopted, and this auxiliary drive
can be arranged with a pawl attachment so that when the engine starts and over-
runs the motion of the pedals they become stationary and may be used as foot
rests. This improved gearing is enclosed by the box G made in two halves and
bolted together, and the inner half is preferably screwed into the casing H which
in turn is attached to the axle tube D and may also be attached to the crank
chamber E or the chain stays I I hereinbefore referred to. The crank chamber E
is only partly shown at Figure 9.
Figure 11 is a longitudinal section on an increased scale of the improved gear
where the drive from the motor shaft is through the intermediary of a cone clutch
to the spur wheel on the sleeve of the equation box. The motor shaft C is squared
at one end to receive the male cone pulley T and thus attach it rigidly thereto,
and upon a turned prolongation C₁ of the said shaft the driving pinion and
the female cone pulley U (which are fastened rigidly together in any suitable

page_text: manner) run loose. A bracket V is attached to the crank chamber E at one end
and to the casing G at the other end and this bracket carries the clutch controlling
mechanism constructed and operated as follows:-A lever W is fastened to one
end of a screwed steel spindle X that is coaxial with the motor shaft C and works
in a sleeve Y of the bracket V; and this spindle has a hardened steel point X'
which is in contact with the similar point of a cap %, while the said cap Z is
fastened to the end of the turned boss of the pinion 0, a spring a being placed
between the cap Z and the shaft C' in a suitable recess and therefore tending to
keep the halves of the cone clutch apart. In pulling the clutch into gear on a
motor tricycle the rack rod b (see Figures 1 and 3) is raised and this partially
rotates the lever W and causes the screw spindle X to advance to the left, the
spindle in turn advancing the cap Z and causing the half cone pulleys T and V
to grip, thus rotating the pinion O and driving the gear wheel P and the tricycle.
This special arrangement of cone clutch causes nearly all the power to be trans-
mitted and very little power absorbed by end thrust as the cones are of large
diameter giving an extensive contact surface, and hardened steel points transmit
the side thrust to ball bearings c carried between the chamber E and the male
cone T as shown. On the release of the screw X the cones T, U, separate owing
to the angle of their rubbing surfaces, and they are held a slight distance apart
by the small spring a hereinbefore referred to. In this modification the con-
struction of the remaining parts is similar to that herein before described with
reference to Figures 3 and 10 of the drawings and also similarly lettered.
"
Figures 12 and 13 illustrate the application of a flat plate friction clutch acting
as the intermediary connection between the motor axle C and the equation box.
These figures are to a large scale and sufficient of the arrangement is shown to
set forth the variation from the two previously described modifications. The
clutch plate d is fixed upon the shaft C in any suitable manner and the pinion O
is rigidly attached to the other clutch plate e and revolves loose upon the exten-
sion C¹ of the motor shaft C. These plates d, e, are brought into action and
released by precisely similar mechanism to that hereinbefore described with
reference to Figure 11 of the drawings, similar parts being similarly lettered, and
the arrangement of casing, equation box, and crank chamber is also the same.
Figures 14 and 15 illustrate the application of a clutch with friction discs on
the Weston" principle acting as the intermediary connection between the motor
axle C and the equation box. In this modification also only sufficient of the
arrangement is shown to set forth the variation from those three previously
described. Upon a squared end f of the motor shaft C three or more friction
discs g are mounted and revolve with the said shaft, but are free to move a slight
distance laterally; while keyed or otherwise fastened to the driving pinion O is
a clutch box h which carries two or more friction discs i interleaving as shown
with the friction discs g but clear of the squared portion f of the shaft, the clutch
box and the pinion O revolving loose upon the extension C¹ of the motor shaft.
The discs are attached to their box h by pops j on them projecting into corres-
ponding recesses in the box and of slightly greater size, so that when the necessary
end movement of the box to make the clutch act is effected all the surfaces auto-
matically adjust themselves to the corresponding surfaces on the discs g. The
clutch is engaged and released by precisely similar mechanism to that herein-
before described with reference to Figure 11 of the drawings similar parts being
similarly lettered and the arrangements of casing, equation box, and crank
chamber is also the same.
Figure 16 illustrates a modification of the point to point side thrust transmitted
through the screw X in all the previous clutch devices. In this instance a
collar X is formed on the screw and this collar and the cap Z are formed with
suitable ball races as shown. The side or lateral thrust is thus transmitted through
the ball bearings X3 instead of the points. Similar letters in this modification
illustrate similar parts to those hereinbefore described and illustrated.
Figure 17 illustrates a further modification of the side thrust device last

page_text: described. The ball bearing X³ is in this case enclosed by a collar X* not attached
to the screw X but held by a pin Z' to the cap Z and the head of this pin is turned
to a hemispherical point to meet a similar point in the said screw. Again similar
letters indicate similar parts to those herein before described.
Let it clearly be understood that any suitable form of clutch may be used other
than these illustrated in the accompanying drawings and hereinbefore described,
and further that the improved gearing is equally applicable to all motor vehicles
where an equation box is in use in the traction axle and all without departing
from the subject of the present invention.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, wo declare that what we
claim is:-
:-
1. In motor or power driven tricycles and like vehicles the arrangement of a
clutch of any suitable kind between the motor shaft and the equation gear on the
driving axle, so that the vehicle may be stopped and started without the necessity
of stopping or starting the motor.
2. In motor or power driven tricycles or like vehicles the general arrangement
of driving gear consisting of placing the motor at the rear of the machine, and
actuating by a pinion on the motor shaft, a gear wheel on the outer sleeve of the
equation box placed on the driving axle.
3. The improved arrangement of power transmission gearing as applied and
arranged in motor tricycles substantially as hereinbefore described with reference
to Figures 1, 2, 3, 4, 5, 6, 7, and 8 of the accompanying drawings.
4. The improved arrangement of power transmission gear between the motor
and driving axle of tricycles or like vehicles substantially as hereinbefore described
with reference to Figures 9 and 10 of the accompanying drawings.
5. The improved power transmission and cone clutch gear arranged between
the motor and driving axle of tricycles or like vehicles substantially as herein-
before described with reference to Figure 11 of the accompanying drawings.
G. The improved power transmission and plate clutch gear arranged between
the motor and driving axle of tricycles or like vehicles substantially as herein-
before described with reference to Figures 12 and 13 of the accompanying
drawings.
7. The improved power transmission and "Weston" disc clutch gear arranged
between the motor and driving axle of tricycles or like vehicles substantially as
hereinbefore described with reference to Figures 14 and 15 of the accompanying
drawings.
8. The improved clutch for power transmission gear of the nature specified
in Claim 1, and applied to motor or power driven tricycles or like vehicles all
substantially as hereinbefore described with reference to Figures 16 and 17 of the
accompanying drawings.
Dated this 1 do.. C T1000