Improvements relating to Motor Road Vehicles.
Year: 1899

page_text: Date of Application, 14th Jan., 1899-Accepted, 4th Mar., 1899
COMPLETE
Improvements relating to Motor Road Vehicles.
We, ERNST KÜHLSTEIN, Manufacturer, and JOSEF VOLLMER, Engineer, both of 31,
Luisenstrasse, Berlin, in the Empire of Germany, 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 a device for converting ordinary horse-drawn carriages
into motor vehicles, without the necessity for any alteration in the vehicle itself.
For this purpose the fore carriage of the vehicle is removed, and a single-axle
motor fore-carriage substituted therefor.
This latter consists of the combination of the following parts.
1. A movable axle, possessing the special advantage of, on the one hand, dimiu-
ishing the sliding motion necessary for the rotation of the axle as much as possible,
and on the other hand, of rendering the transmission of the motive force upon the
axle independent of the various speeds of rotation of the wheel, and this without
the use of the intermediate gear hitherto employed.
2. An engaging mechanism, permitting of the engagement of the several
mechanisms notwithstanding their rotation during turning, from the driver's seat,
as turning is effected by means of the rotation of the whole of the fore-carriage
together with the engine-box.
3. Gearing by means of which the driven shaft of the vehicle may be caused to
rotate in either direction notwithstanding the fact that the driving shaft continues
to rotate in the same direction.
Our invention is illustrated in the accompanying drawings, in which:
Figure 1 is an elevation of the fore-carriage.
Figure 2 is a cross-section through the same taken upon the front axle.
Figure 3 is a section through the turning axle.
Figures 4 to 11 shew the arrangement of the engaging mechanism, and
Figures 12--15 illustrate the driving gear and reversing motion.
The whole of the driving gear is arranged in a rectangular box K (Figures 1
and 2) situated above the middle point of the wheel axle, the top plate of the
engine box K being suspended from the pivot-plate P, by means of bolts. The
top plate P₁, which forms a rigid whole with the engine box K, carries a toothed
crown Z, provided with internal teeth which are connected with the hollow pivot S,
likewise arranged thereon. This pivot is rotatably mounted in the hub N of the
the nut m. Upon the pivot-plate P₁
pivot-plate P₁, above which is screwed upon
is rigidly fixed the steering rod L with its hand-wheel R*, such rod terminating in
toothed gearing meshing with the toothed crown % of the engine box cover P.
Upon the circumference of the toothed crown are arranged rollers 7 moving upon
the bearing parts of the plate P for the purpose of diminishing friction. In order
to decrease sliding motion, the differences in the rotation of the wheels upon
rounding curves are compensated by means of the differential gear D which is
mounted directly upon the axle a, and at one end of the same, for the purpose of
economising space (Figures 1 and 3). The differential gear D is situated directly
between the two lengths a and b of the wheel axle; in order that the latter may

page_text: form a rigid whole, the shorter length a is inserted within the longer b. By this
means the axle bearing C is relieved from cross strain, whilst the provision of an
intermediate bearing for the lengths of axle a and b such as has hitherto been
requisite is rendered unnecessary.
In order that both the springs F may support an equal load upon the two
bearings C, driving is effected by means of the chain or toothed wheels k¹, k2, and
in such a manner that both of them act simultaneously upon the bevel pinions ww
of the differential gear, this being effected by means of a sleeve which is passed
the length of axle b, thereby still further obviating any necessity for the provision
of an intermediate bearing.
The axle bearings C are made in two parts, thus enabling the lengths of axle to
be inserted. The upper halves of the bearings C, which form a strap or staple,
are directly connected with two springs F, by which the entire engine box and fore
part of the vehicle are carried. The lower halves of the bearings are connected
by means of a bent shaft E which imparts to them the necessary stability and
maintains the distance between them constant in the transverse direction. Lubrication
is ensured by means of the annular lubricators o.
The device illustrated in Figures 4-11 enables the mechanism to be thrown into
and out of gear from the driver's seat.
The parts required for throwing the motor into gear, consisting of tension pulleys
and the requisite operating levers H, H, are supported upon the top plate P of the
engine box.
2
Through this plate P, at the point where it is pivoted, passes the hollow pivot or
pin S, which extends into the pivot plate P₁ at its centre, in such a manner that
during turning of the fore-carriage it is capable of angular displacement with
respect to the plate P (Figure 4). Within the pin or pivot S arc arranged the
upright tubes e¹ e² serving to regulate the motive power. The object of this
arrangement is, that when the top plate Protates the vertical tubes may rotate
with it. By this means the transmission of the regulating action upon the under
frame, which is itself turning, is rendered possible in a simple manner, whilst the
position of the fore-carriage with respect to the vehicle is indicated to the driver.
The vertical tube ¹ is rigidly connected with the operating lever H, and the outer
tube e with the lever H₂, both these tubes being encased in the outer tube or
sleeve e, which latter is rigidly fixed in the pivot S of the top plate P of the engine
box and at its upper portion carries the locking discs of the operating levers. The
lower extremities of the tubes e¹ e² are connected with the bevel pinions
(Figure 4), thereby enabling the shafts and journalled in the top plate P to be
rotated by turning one of the operating levers H, H, from towards o¹ or from o¹
towards o Figure 7 in a right or left-handed direction. The object of this
arrangement is, that a pair of tension pulleys S, S₂ (Figures 1, 2, 4 and 11) may be
so operated that one of them only (S, for example) stretches the belt giving the
desired transmission ratio, wbilst the other tension pulley S, remains motionless.
The operation and arrangement of the tension pulley gear is illustrated in
Figures 8-11 in which a pair of tension pulleys S, S, arranged upon the shaft v,
are shown in various positions. In Figures 8 and 9 the two tension pulleys S, S,,
which are arranged upon levers pivoted upon opposite points n¹ n2 upon the top
plate Pare shown disengaged, that is to say in both cases the toothed pinions
mounted upon the shaft v are out of engagement with the toothed segments u
of the tension pulley levers. In addition to this lever the lower teeth i of the
toothed segments are raised a certain distance above the points of the teeth
of the segments 212, because the poses x upon the tension pulley levers rest upon
the concentric portion of the cam-shaped hubs y of the toothed pinions ¹².
If the shaft ¹ is caused to rotate in a left-hand direction (for example) by means
of the hand lever H₁ (Figure 10) the nose x of the tension pulley S. falls along the
reduced cam-shaped portion of the toothed wheel hub y and the tooth i gears with : 5
thereby displacing the tension pulley. During this time the pulley S₁, remains
fixed, because the nose x continues to slide upon the concentric portion of the hub y

page_text: and thus experiences no displacement. Only when the operating lever H, is drawn
back does the tension pulley resume its initial position (Figure 8), and upon
continuing to rotate the lever the tension pulley S, becomes operative whilst S₂
remains fixed. The pair of tension pulleys of the hand lever H₂ act in a similar
5 manner. Transmission is effected by means of stepped pulleys G and J.
(Figure 1).
A further constructional form of device for effecting left and right-hand
rotation of the driving shaft from a single driving shaft is illustrated in Figures
12-15. M is the driving shaft rotating in a right-hand direction with its driving
0 pulley, and A the driven shaft with a toothed wheel / keyed thereon. With this
latter meshes a second toothed wheel Z₁, the hub of which is rigidly fixed upon the
friction pulley R.
The shaft B common to the toothed wheel Z, and the pulley R is parallel with
the driven shaft A, and is capable of movement around the same by means of the
5 arm d, so that the toothed wheel Z remains in constant engagement with the
toothed wheel Z
A loose belt passes over the driving pulley of the shaft M and the friction
pulley R, and in the middle position o (Figure 12) the pulley R is not driven. If
the pulley R and with it the toothed wheel Z, are caused, by means of the rod b,
to turn through the arc o o', the adhesion necessary for effecting transmission is
imparted to the belt 70, thus causing the driven shaft A to rotate in a left-band
direction (Figure 14).
If, on the other hand, R and Z are displaced from o¹ to o² friction ensues between
the driving pulley upon the shaft M and the pulley R, and the shaft A is caused to
rotate in a right-hand direction (Figure 15).
In its practical application to motor vehicles in accordance with our invention,
this device is preferably so arranged that the adhesion of the belt serves to produce
the forward travel of the vehicle, whilst the less frequent backward travel is
produced by the adhesion of the two pulleys.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is
1. A single-axle motor fore-carriage for replacing the ordinary fore-carriage
employed with horse-drawn vehicles, characterised by the fact that upon the
removal of the old fore-carriage a pivot plate P₁ is rigidly fixed to the
vehicle, upon which plate rotates by means of rollers r, the top plate P of an engine
box provided with a hollow socket-like pivot S, such pivot plate effecting the
turning of the whole under-carriage K by means of a toothed crown and gear
wheel.
2. The arrangement upon the fore-carriage in accordance with Claim 1, of the
turning axle, characterised by the fact that the two lengths of axle a and b,
engaging one with the other by means of the differential gearing D, are encased in
a sleeve c, and carried by a shaft E maintaining the bearings rigid for the purpose
of preventing any prejudicial strain upon the two lengths of axle.
3. In a fore-carriage in accordance with Claim 1, an engaging mechanism with
tension pulley gearing characterised by the fact that tension pulley gearing
arranged upon the top plate of the engine box, is capable of operation by means of
the vertical tubes el e² arranged in the pivot S in such a manner that there is imparted
to the shaft vor v² either left or right-handed rotation, each direction of rotation
corresponding with the engagement of a toothed pinion or 2 with the toothed
segment of a tension pulley S₁ or S₂ whereby tension is produced in the
corresponding belt, whilst the other tension pulley is thrown out of engagement by
means of the nose a owing to the action of a camy and therefore remains
motionless, in order to provide different speeds for the motor fore-carriage within a
limited space whilst ensuring certainly in their action.
4. In the fore carriage in accordance with Claim 1, the arrangement of frictional

page_text: speed-changing gear characterised by the fact that a friction pulley R coupled
concentrically with the toothed wheel Z,, is rotatable at a constant radial distance
around the driven shaft A, whereby an alternating motion of rotation may be
imparted to the pulley R either by means of its adhesion with the loose belt 7.0 or
by direct friction with the pulley M by means of the intermediary of two toothed
wheels Z and Z₁.
T1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.