Improvements in Motor Road Vehicles.
Year: 1899

page_text: Date of Application, 3rd Feb., 1899-Accepted, 18th Mar., 1899
Improvements in Motor Road Vehicles.
A communication from abroad by the POPE MANUFACTURING COMPANY (Incor-
porated), 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 the construction of motor vehicles and particularly to
the construction of the frames of such vehicles and to the construction of the
devices for transmitting power from the motor to the wheels of the vehicle.
So far as the first part of the invention is concerned it has for its object to
improve the construction of motor vehicle frames generally and more especially
to produce a frame which shall be specially adapted for a vehicle, from which
the load or bodies can be easily removed, to be used as a delivery wagon or for
other business purposes, or as a pleasure vehicle, and which is propelled by driving
mechanism operated either by a driver who sits on the vehicle or by a motor
carried by the vehicle, or by a combination of both. In general the frame com-
prises a central girder which gives the necessary stiffness in a vertical plane, and
side frames or shelves upon which may be supported either boxes or bodies for
goods or seats for passengers, while, in the preferred form, the weight of the
driving mechanism and of the driver and motor, if one be employed, is supported
at one end of the main part of the vehicle and substantially over the driving
axle. The frame is adapted in its main features for either a three-wheeled or a
four-wheeled vehicle, being shown, however, as adapted to a three-wheeled vehicle.
The second part of the invention is not concerned with the character of the
source of power, except so far as a motor of some sort may be combined with
means of propulsion by hand or foot, but has for its object to improve the means
for regulating and controlling the application of power derived from a motor and
for starting up the motor or the vehicle, and incidentally to these main objects
to improve the construction of vehicles in other particulars, as will be pointed
out more fully hereinafter. In vehicles of the class to which the invention more
especially relates, and in which provision is made for propulsion either by a
motor or by a person mounted on the vehicle, or by both in conjunction, it has
generally been necessary, when the rider desires to propel the vehicle without the
aid of the motor, as in starting up, to turn over the motor as well as to propel
the vehicle, and, in vehicles equipped with motors which require to be turned
over one or more times before they are started, it has generally been necessary
for the rider to propel the vehicle as well as to turn the motor over. In both
of these cases power is unnecessarily consumed, but by the present invention it has
been sought to make it possible for the rider to start the vehicle without turning
over the motor or to turn over the motor without starting the vehicle, while at the
same time it shall remain always possible for the rider to use his strength, when-
ever necessary, to assist the motor after it has been started, and to regulate and

page_text: control the motor, and to enable these results to be accomplished with mechanism
which is not excessively complicated or heavy but is easily manipulated by the
rider under all circumstances. This part of the invention is illustrated in the
accompanying drawings as applied to a motor vehicle which is equipped with an
explosive engine and with means whereby the feet of a rider may be used to
start the vehicle or to start the motor or to aid the motor, but except as may
be pointed out hereinafter, the invention is not to be regarded as limited to
use with such a motor or such means for using the strength of the rider.
In the accompanying drawings, in which the several features of the invention
are clearly shown;-
Figure 1 is a side elevation of a vehicle frame which embodies the first part
of the invention :
Figure 2 is a plan view of the same;
Figures 3 and 4 are respectively a front end elevation and a rear end elevation
Figure 5 is a view partly in plan and partly in horizontal section on different
planes, showing the rear portion of the motor vehicle with the improved power
transmission devices or driving mechanism applied thereto;
Figure 6 is a detail view in elevation, with some parts in section, of a portion
of the driving mechanism shown in Figure 5, the scale being larger than that of
Figure 5;
Figure 7 is a detail view, partly in section and partly in elevation, illustrating
a portion of the speed changing mechanism;
Figure S is a detail view in elevation of the shifting lever shown in Figure i,
with some of the adjacent and co-operating parts;
Figure 9 is a plan view of a portion of the controlling mechanism, with parts
in section on a hoizontal plane;
Figure 10 is a detail view of some of the parts shown in Figure 9, in section
on a horizontal plane and on a larger scale;
Figure 11 is a section on the line 11-11 of Figure 10;
Figure 12 shows detail views in outline of a portion of the gearing.
The frame as a whole receives its stiffness in a vertical plane from a central
girder which obviously may be, so far as the arrangement of its members is con-
cerned, of any suitable form. As represented in the drawings, it comprises an
upper chord A, a lower chord A¹, front and rear vertical members A2 and A³, and
braces A4 A³. All of these parts, as well as other parts to be referred to hereinafter,
are preferably formed of tubes, suitable union pieces being provided to unite them,
as common in the construction of frames from tubular members.
Shelves are formed at each side of the central girder to receive goods, boxes or
bodies, or seats for passengers, by horizontal frames which are supported from the
central girder.
As represented, cross bars B and B are secured to the lower
chord A at the junction therewith of the front and rear vertical members A³
and A3 respectively, their outer ends, on each side of the central girder, being
united by side bars B2. The latter are extended to the rear of the cross bar Bi
and their ends are preferably united by a third cross bar B3 which lies wholly
beyond the end of the central girder. The horizontal frames are further supported
from the upper part of the central girder by oblique members B and B which
are extended downwardly and outwardly from the girder to the outer parts of the
horizontal frames at each side. The front oblique members 134 are shown as
secured at their upper and inner ends to an extension of the brace A forward of
the front vertical member A2 of the girder, while the rear oblique members B5 are
shown as extended from the top of the rear member of the girder, downwardly,
outwardly, and rearwardly to the ends of the side bars B2 to which they are
secured, as represented in the drawings, through bearing brackets B6 for the
rear shaft or axle, the said brackets being above the side bars so that the floor of
the vehicle frame is near or below the plane of the wheel axis, whereby the vehicle
is easily mounted by passengers or its load of goods is easily placed thereon and
stability is secured."

page_text: In a vehicle of this description, it is desirable to have the fixed weight sup-
ported as near as practicable to the driving axle. Accordingly the seat for the
driver, indicated at C, is supported by an extension of the central girder beyond
or outside of the rear vertical member A, such extension comprising, in the
construction represented in the drawings, an extension of the upper chord A and
a brace B extending from the end of said extension to the lower end of the
member A of the central girder, which brace, being in the plane of the central
girder and secured at its foot to the end member of said central girder and to
the intermediate cross bar B', does not interfere with or prevent free access to
the driving mechanism, which is wholly supported beyond or outside of said
vertical member A³.
The steering wheel of the three-wheeled arrangement shown in the drawings
is supported, as is desirable, in an inclined steering fork D which has its bearings
on an inclined steering head D', which is supported by an extension of the
brace A and by a similar but shorter extension of the upper chord A. Both by
reason of the construction of the frame and for the greater convenience of the
driver, the handle bar D2 is supported by a vertical steering head 13, and to
provide for the proper transmission of motion from the vertical rear steering head
to the inclined steering head, an intermediate shaft D is supported in bearings
above the upper chord A and is connected at its ends with the steering head or
handle bar stem and with the head of the fork by suitable bevel gears indicated
at D5 and 1 respectively.
If the vehicle is to be propelled by the driver, a crank shaft, indicated at C2
may be supported in a suitable bearing carried by the brace C¹ and connected
with the driving axle by suitable intermediate driving mechanism which is
sufficiently indicated in the drawings by dotted lines and need not be further
described herein. If a motor, as indicated at C3, is employed, it is supported on
the extension of the horizontal frame beyond or outside of the central girder
and substantially near the bearings for the driving axle, while the driving
mechanism, sufficiently indicated by dotted lines in the drawings, intermediate
said motor and axle, is also supported upon said extension of the horizontal frame
and in bearings, as indicated at C, wholly beyond or outside of the central girder
and in proximity to the rear axle. The result of this arrangement, as indicated
above, is that the weight of the driver, motor and driving mechanism, that is
to say, substantially the whole of the fixed weight to be supported by the vehicle
frame, is supported at the end and outside of the main part of the frame and
substantially over the driving axle.
If the motor employed is of a type which requires a liquid fuel supply, such
fuel supply may be carried in a thin flat tank C, which is supported fore and
aft by and between the members of the central girder and connected with the
motor through a suitable pipe C. Thus arranged, the fuel supply does not take
up valuable space on the vehicle.
Referring now to the second part of the invention which is illustrated in
Figures 5 to 12 inclusive, it will be seen that the rear or driving axle K of the
vehicle is supported in suitable bearings, indicated at K', which are mounted
upon the frame of the vehicle, and extends through from side to side, passing
through the hubs of both wheels K2 K³. One wheel, as K2, in the construction
The other wheel, as K³, is
shown, is secured directly to the shaft or axle K.
secured to a sleeve K which is mounted on the shaft or axle K, to rotate indepen-
dently thereon. Both wheels, however, might be secured to sleeves mounted on the
axle. An internal shoulder on the sleeve and a nut and washer as at K³, prevent
longitudinal movement of the sleeve upon the axle. In order that the two wheels
may have a certain independence of movement, as when the vehicle is making a
turn, they are coupled together through a balance gear which, so far as the rest of
the invention is concerned, may be of any suitable construction, but preferably
is arranged as represented in the drawings. As there shown the two pinions K
and K are respectively secured to the axle K and the sleeve K+, and are respec-

page_text: tively engaged by two long pinions K8 and K" which intermesh between the
pinions K and K. The pinions K and K are carried upon shafts K and K
respectively, which are carried by two gears K and KB, of different pitch
diameters in the arrangement shown, mounted to rotate freely on the shaft or
axle K and the sleeve K+, or an intermediate sleeve. As the two gears rotate
together and carry with them the long pinions K8 and K, which mesh as
described, it is evident that the two gears or pinions K and K will be rotated
and through them the two wheels K2 and K³, but that one wheel will be permitted
to rotate faster than the other when turning a corner. It is a decided advantage
to have the axle K run through from wheel to wheel as it gives with a light axle
the necessary strength and avoids the considerable size and weight which it would
be necessary to give to the parts if the axle were divided, as is commonly the case
in vehicles in which provision is made for independence of movement of the wheels
in the manner referred to.
The gear K is recessed to receive an internal brake band L which is anchored
at one side of the axis to the surrounding and supporting casing and is split
at a point diametrically opposite the anchor, the two parts being normally pulled
together to keep the brake band from contact with the flange of the gear KB by
a spring L. A cam shaft L² rests between the ends of the brake band and, being
properly supported in the casing, is adapted to be rocked by any suitable means
under the control of the rider or driver, to spread the band and so apply the
brake. As represented in the drawings, the shaft is connected by an arm L³.
link L, arm L, rock shaft L, arm Land link L8, to one arm of a foot lever L",
a spring L acting on the foot lever to hold the brake off normally.
A counter-shaft M is mounted in suitable bearings in proximity to the axle K
and carries loosely thereon two pinions M and M2 which mesh respectively with
gears K and K, Between the pinions, which are formed on their proximate
faces with clutch teeth, a sliding clutch member M³ is mounted on the shaft M
so as to rotate therewith, its ends or faces being formed to engage the pinions M¹
and M2 respectively. The said clutch member is engaged by a lever M4 so that
it can be shifted into engagement with either one of the pinions. This mechanism
constitutes a gear changing device of ordinary construction. The shaft Mis
driven, in the arrangement shown, by a gear M³ and pinion Ms, from the shaft M
which is mounted in suitable bearings, the said shaft M being coupled to the
main driving shaft, which is represented as in alignment therewith, through
a clutch, which is sufficiently indicated at Ms and may be of any suitable form,
although it is preferably some form of friction clutch. "The clutch is operated by
devices hereinafter described.
The main driving shaft N, above referred to, is mounted in suitable bearings
and is arranged to be driven by the motor, which is sufficiently represented at N¹,
its particular character not being material, although it is assumed in the present
instance to be an explosive engine which requires to be turned over one or more
times in starting up the said shaft N is also arranged to be rotated by the rider
or driver in starting up the motor, at which time the clutch M8 is open, so
that the strength of the driver may not be taxed to propel the vehicle at the same
time that it is employed in starting the motor. Furthermore, as will be described
hereinafter, the manual driving mechanism, or mechanism actuated by the rider
or driver, (it being understood that the term manual is employed with a meaning
sufficiently broad to include any form of mechanism actuated directly by the
rider or driver,) is so arranged and related to and connected with the rear axle
of the vehicle that the rider or driver can apply his entire strength to the rear
axle in the propulsion of the vehicle without wasting it at the same time in
turning over the motor or keeping in motion the speed changing mechanism
and its connections. In a suitable bearing, indicated at 0, is rotatably mounted a
sleeve 01, to which motion is imparted from the manual driving mechanism,
represented by the crank shaft C2, by any suitable transmission means, such as
a chain and sprocket wheels, as represented. The sleeve 0¹ surrounds the shaft N,

page_text: but is entirely clear thereof, so that none of the power of the driver of the motor
is wasted in overcoming friction between the sleeve and the shaft. The sleeve
is adapted to be coupled either to the shaft N or to the rear axle K, it being
arranged for this purpose, to slide longitudinally to a limited extent within its
bearing and having at one end, as at 0, clutch teeth to engage a clutch member (3
which is fixed to the shaft N, and having a flange 0+ with clutch teeth on its
inner face, to engage a sprocket wheel which is mounted on the end of the
bearing and is connected to the rear axle K by a chain and sprocket wheel 06, 07,
or by any other convenient means. A spring 08 serves to maintain the sleeve Oi
normally in engagement with the gear or sprocket wheel (³, so that except
when the connections are changed by the rider or driver, the manual driving
mechanism is in connection with the rear or driving axle of the vehicle. The
tension of the spring 08 is overcome, when necessary, by means under control of
the rider or driver and which will be described presently. The ratchet or other
suitable clutch between the manual driving mechanism and the axle permits the
rider to drive the vehicle or assist in driving when necessary, but permits him to
discontinue the operation of the manual driving mechanism whenever he desires.
It is obvious that there are several different changes in the driving mechanism
to be effected according to the desire of the rider or driver and the controlling
devices, or devices for effecting these changes, have all been arranged so that they
can be conveniently manipulated by the rider or driver without requiring him
to remove both hands from the handle bar. A tubular shaft P is mounted in
suitable bearings in a position convenient to the hand of the rider or driver and is
provided at its upper end with a handle P. At its lower end it has a short arm P
connected with a link 13, the free end of which slides in a suitable guide. An
arm P is fixed to the link in position to bear against the end of the sleeve ()¹, 80
that by giving a partial turn to the shaft P the sleeve is shifted so as to
disengage the manual driving mechanism from the driving axle and couple it to
the main driving shaft F, to permit the shaft of the motor to be turned over.
Within the shaft P is supported a shaft R also provided at its upper end with a
handle R¹. At its lower end it carries a cam disc R2 which has formed therein a
cam groove R³. In a suitable guide are mounted two slides R+ and R each of which
has a pin entering the cam groove. The slide R+ engages the clutch lever M of
the gear changing mechanism and the slide R engages the movable part of the '
clutch Ms. A spring detent R co-operates with the notched periphery of the cam
disc in such a manner as to enable the rider or driver to bring the cam disc to
rest in one of the predetermined positions.
In the positions of the parts represented in the drawings the manual driving
mechanism, as previously stated, is coupled to the driving axle of the vehicle:
the clutch 8 is open, so that the main driving shaft is disconnected from the
speed changing mechanism; and the movable clutch member of the speed chang-
ing mechanism occupies a middle position between the two pinions, not being
in engagement with either. A movement of the handle P" effects the uncoupling
of the manual driving mechanism from the driving axle and couples it to the
main driving shaft of the motor, so that the rider or driver can start up the motor.
When the motor has been started, the handle P¹ is released and the manual driving
mechanism is thereupon uncoupled from the main driving shaft. The operation
of the motor, however, has no effect upon the vehicle until the handle R is turned
in one direction or the other according to the gear desired. The first effect of the
movement of the handle R in either direction is to cause the clutch member MP
to couple one of the pinions M1 M² to the shaft M before the latter begins its
movement, thereby preventing the breaking of the clutch teeth or other parts;
the continued movement of the handle R in either direction gradually closes
the clutch M8 between the shaft M and the shaft N, thereby coupling the motor
to the driving axle gradually. It will be observed that in changing the gear of the
vehicle when it is in motion, the connection between the motor and the driving

page_text: mechanism is broken before the change of connection of the movable clutch
member of the gear changing mechanism is effected.
When the motor is coupled to the driving axle, the manual driving mechanism
can be coupled thereto also, thus permitting the driver or rider to augment the
power of the motor when necessary.
It will be evident that the details of construction and arrangement may be
varied according to the necessities of each particular case, and that the invention
is not to be limited to the precise construction and arrangement of parts shown
and described herein.
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. A frame for a motor vehicle comprising a central, vertical girder extending
from end to end of the frame with its members in the same plane, a horizontal
frame extended from each side of said girder with its members in the same
horizontal plane, and oblique members extended downwardly and outwardly from
said girder to the outer parts of the frame at each end, whereby an unobstructed
platform for the load is provided at each side of the vehicle, substantially as
shown and described.
2. A frame for a motor vehicle comprising a central, vertical girder extending
from end to end of the frame with its members in the same plane, frames with
their members in the same horizontal plane to carry the load at each side of said
girder, and extensions from said frames and girder to support the driving axle
and driving mechanism, whereby an obstructed platform is provided at each side
of the vehicle, the fixed weight is supported over the driving axle and the driving
mechanism is readily accessible from the end of the vehicle, substantially as shown
and described.
or
3. The combination with a vehicle frame comprising side bars and vertical
rear members, of a driving axle or wheel, bearings for the same located beyond
outside of said vertical members, a motor supported beyond said vertical members,
connections from said motor to said driving wheel or axle, a manual driving
mechanism supported beyond said vertical members and connections from said
driving mechanism to said driving wheel or axle, whereby all of said parts are
accessible from the end of the vehicle, substantially as shown and described.
4. The combination with a vehicle frame comprising side bars and vertical
rear members, of a driving wheel or axle, bearings for the same located beyond
said vertical members, a motor supported beyond said vertical members, connec-
tions from said motor to said driving wheel or axle, a manual driving mechanism
supported beyond said vertical members, connections including a clutch from said
driving mechanism to said driving wheel or axle, and means under control of
the rider or driver for opening and closing said clutch also located beyond said
vertical members, substantially as shown and described.
5. The combination with a vehicle frame comprising side bars and vertical
rear members, of a driving wheel or axle, bearings for the same located beyond said
vertical members, a motor supported beyond said vertical members, connections
from said motor to said driving wheel or axle including a gear changing device,
means for controlling said speed changing device located beyond said vertical
members, a manual driving mechanism, supported beyond said vertical members
and connections from said driving mechanism to said driving wheel or axle,
substantially as shown and described.
6. In a vehicle, the combination of a driving wheel or axle, a motor, connections
from said motor to said driving wheel or axle including a clutch and a gear
changing device, a single lever or handle under control of the rider or driver,
and operative connections between said levar or handle and said clutch and said
gear changing device, whereby with a single continuous movement the rider or
driver can open said clutch, effect the change of the gear, and close said clutch,
substantially as shown and described.

page_text: 7. In a vehicle, the combination of a driving wheel or axle, a motor, connections
from said motor to said driving wheel or axle including a clutch and a gear
changing device, a slide connected to the movable member of said clutch, a
second slide connected to said gear changing device and a single cam disc
engaging both of said slides and under control of the driver or rider, substantially
as shown and described.
8. In a vehicle, the combination of a driving wheel or axle, a motor, manual
driving mechanism, connections from the driving shaft of the motor to said driving
wheel or axle, independent connections from said manual driving mechanism
to said driving wheel or axle, and means to couple said independent connections
to the driving shaft of the motor, substantially as shown and described.
9. In a vehicle, the combination of a driving wheel or axle, a motor, manual
driving mechanism, connections from the driving shaft of the motor to said
driving wheel or axle, independent connections from said manual driving
mechanism to said driving wheel or axle, means to couple said independent con-
nections to the driving shaft of the motor, and means to uncouple said independent
connections. from said driving wheel or axle, substantially as shown and described.
10. In a vehicle, the combination of a driving wheel or axle, a motor, manual
driving mechanism, connections from the driving shaft of the motor to said driving
wheel or axle, a clutch between said driving shaft and said driving wheel and
connections, independent connections from said manual driving mechanism to
said driving wheel or axle, a clutch included in said independent connections,
and means to couple said independent connections to the driving shaft of the motor,
substantially as shown and described.
11. In a vehicle, the combination of a driving wheel or axle, a motor, a sleeve
surrounding the driving shaft of said motor, connections from the driving shaft of
the motor to said driving wheel or axle, independent connections, including a
clutch, from said sleeve to said driving wheel or axle, means to couple said sleeve
to the driving shaft of the motor and manual driving mechanism connected to
said sleeve, substantially as shown and described.
12. In a vehicle, the combination of a driving wheel or axle, a motor, connec-
tions from the driving shaft or the motor to said driving wheel or axle, a sleeve
surrounding said driving shaft, a bearing for said sleeve in which the same is
movable longitudinally, a gear mounted upon said bearing and having clutch
teeth to engage said sleeve, a clutch member fixed upon the driving shaft of the
motor to engage said sleeve, connections from said gear to said driving shaft or
axle and manual driving mechanism connected to said sleeve, substantially as
shown and described.
13. A brake for a vehicle, comprising a brake-band anchored at one point and
split at all opposite point and applied within an internally recessed
wheel, a cam between the free ends of the brake-band and means under the
control of the rider or driver to rotate said cam to expand the band and force
it against the flange of the wheel, substantially as shown and described.
Dated the 3rd day of Februar 1800
PHILIP M. JUSTICE.