Year: 1899

page_text: I, GUSTAV MEES, of Wetzikon, Canton Zurich, in the Republic of Switzerland,
Engineer, do hereby declare the nature of this invention to be as follows:-
The object of the present invention relates to a driving mechanism for motor
cars by means of which the power of a motor is transmitted to an intermediate
shaft in such a way that with a constant speed of rotation of the motor the shaft
may be driven at different speeds.
A form of construction of the driving mechanism of my invention is shown in
Figures 1-9 of the accompanying drawings.
For the said object three separate gearings are arranged on a common inter-
mediate shaft W, Figure 1, which are operated from the motor shaft M by means
of bevel gear k K' K2 and the driving of two of the gearings takes place by means
of the wheel K¹ travelling to the right (forward travel) and that of the third
gearing from the wheel K2 rotating to the left (backward travel). In order to
obtain an engagement of the separate gearings free from shock they are arranged
on the planet wheel system, that is to say a suitable number of so called planet
wheels P (P2 P3), Figures 1 and 2, (in the present instance three) are in constant
engagement on the one hand with a central internal wheel J (J2 J3) and on the
other hand with an outer ring or wheel Z (Z3 Z3) having internal teeth. When
one gearing is running without driving the vehicle, the planet wheels P¹ (P3 P³)
are carried planet fashion round the inner wheel J (J2 J3) by the ring of internal
teeth Z (Z373) and carry with them a brake wheel S₁ (S2 $3) on which they are
mounted by means of bolts 61 (263). If however the circling of the planet wheels
be stopped by rendering the brake wheel S' (S2 S3) and the bolts b₁ (6³ ³) station-
ary by putting on the brake B₁ (B² B³ or B) Figures 1, 2 and 3, the power will
be transferred through the then stationary but revoluble planet wheels from the
toothed ring 71 (72 73) to the intermediate shaft W. If the toothed ring
(7373) is the driving wheel the transmission will take place from the larger
diameter of the wheel to the smaller diameter of the internal wheel J¹ (J2 J3)
that is to say an increase of speed will be attained for rapid travelling, whilst
vice versa the movement will be retarded or rendered slower if the smaller in-
ternal wheel be the driving one, that is to say, the transfer will then take place
from the interior to the outside, for instance for climbing hills.
The combination of the three gearings is such as already hereinbefore des-
cribed, that the gearings 7 P₁ and 7 P2 J2 are operated by the bevel
wheel K running to the right and the gearing 73 P3 J is operated by the bevel
wheel K³ running to the left. If accordingly one of the two first named gearings
be thrown into action, the carriage will travel forward slowly or rapidly accord-
ing to the gearing engaged. On the other hand the carriage will travel backwards
when the gearings 73 J3 P3 are thrown into gear. If the brake B be applied for
rapid travelling or high gear, the power is conveyed from the hevel wheel K¹
by means of the toothed ring Z', planet wheels P¹ and internal wheel J' directly

page_text: to the intermediate shaft W. If on the other hand the gearing be thrown into
action for slow travelling or hill climbing (low gear) the transmission of power
will take place from the wheel K, through the arms and hub of a wheel T on
which K is mounted, to the internal wheel J2 keyed on the said wheel and thus
to the planet wheels P2, which then drive the toothed ring Z3 which is mounted
on a wheel C keyed on the intermediate shaft which thus receives the power.
Similarly on the gear being thrown into action for the rearward movement the
power passes from the bevel wheel K2 through a wheel F on which same is
mounted to the internal wheel J³ keyed on the hub of said wheel F and thence
to the planet wheels P³ and toothed ring 73 mounted on a wheel E keyed on the
shaft which thus receives the power.
The brakes, Figures 1, 3, 4 and 5, necessary for throwing the gear into action
are operated by two levers V R arranged at the side of the carriage frame which
are keyed on two shafts and mounted concentrically one within the other
in eyes or bearings a a¹. The front lever V mounted on the lever shaft controls
the brakes B1 and B2 for the two forward gearings by means of levers keyed
firmly on said shaft, whilst the reversing lever R lying behind it controls the
two brakes B3 and 13 arranged on a single brake wheel S by means of the hollow
shaft and levers . In Figures 7, 8 and 9 the positions of the levers are
shown diagrammatically. If both levers stand in a middle position none of the
four brakes are applied and all three gearings consequently run without driving
the vehicle. If the lever V for the forward gearings be moved to the right
Figure 7, the brake B' is put on and the gearing for rapid travel is set in action.
If on the other hand the lever V be put over in the reverse direction (to the left)
Figure 8, the gear for slow travelling is thrown into action by the operation
of the brake B2. The reversing or backward travel gearing on the contrary is
engaged by the reversing lever R being moved to the right or to the left
(Figure 9), in the first case by means of the lever r¹ and brake P3, and in the
second case by means of the lever and brake B. It is self evident that only
one gearing can be in action so that thus when one of the two levers is placed
to the right or left the other must stand in the middle position.
The gearing for backward travel may also be used as an instantaneous brake,
that is to say for immediately stopping the car, as by the application of the
reversing lever R after of course previously throwing the forward gear out of
gear, the active force or momentum of the carriage must first be overcome before
the backward travel gear can come into action. The putting on of the brakes
for the backward travel gear therefore acts precisely as if a steam driven vehicle
were brought to a standstill by reversing the steam. In order in case of danger
that no time may be lost by the successive manipulation of two levers, both
levers V and R are connected with one another in such a way that only the
latter needs to be manipulated in order simultaneously to throw out of action
the forward gear which may be in action and to apply the brake for the backward
gearing. For this purpose the toothed segment for locking the reversing
lever It is fixed to the carriage body and a bolt or pawl c adapted to be operated
by a handle g is provided on the reversing lever to engage in the teeth of said
segment, whilst the toothed segment 1 for the forward lever V is screwed on a
cross arm " (Figure 6) of the reversing lever R. The lever V may accordingly
be placed to right or left independently of the lever R, whilst however on the
reversing lever R being moved the forward lever V must be carried along with
it. If when the carriage is travelling rapidly forward and the lever V is in the
position to the right (Figure 7) the car is required to be rendered suddenly
stationary, it is only necessary to move to the left the reversing lever R, which
was in the middle position, in order simultaneously to bring back the forward
lever into its middle position and thus to immediately throw out of action one
after the other the forward gearing and put on the brake B for the backward
gearing. On the other hand the car may be rendered stationary by placing the
reversing lever R to the right when the forward lever V in the case of slow

page_text: travelling has been placed to the left, Figure 8. In that case also the forward
gearing for the slow travelling is first placed out of action and immediately
afterwards the brake 133 for the backward gearing is put on. The power of the
motor is transferred from the shaft W which is driven by one of the three
planet wheel gearings, by a differential gearing, Figures 1 and 2, to the shafts w
and W, on the ends of which chain wheels 2 and p2 are keyed to allow of the
carriage wheels being directly driven therefrom. The shaft w is mounted in
the hollow shaft W of the planet wheel gearing and for the purpose of a better
guidance, projects a little into the shaft W which is also a hollow one and which
forms a continuation of the shaft W. The differential gear consists of the differ-
ential wheels D¹ D² d' which are in engagement with one another and are
carried along by a capsule shaped disc N keyed on the shaft W by means of
bolts c. The disc N serves for encasing the whole gear.
The mode of working of the differential gear is as follows:-
If the resistance of both carriage wheels is equal, which is the case when travel-
ling in a straight line, the two wheels D1 and D2 and therewith also the corres-
ponding shafts and Ware simultaneously operated by the intermediate
wheels which are stationary on the connecting bolts cc. If however the
vehicle be moved in sharp curves or turns, the resistance of the inner wheel of
the car which is describing a smaller arc is greater than that of the outer wheel
which travels over a longer course. The disturbance of the equilibrium of the
forces thereby produced in the differential wheels D₁ D² d¹ is again auto-
matically re-established by the differential wheel D¹ in consequence of the rota-
tion of the intermediate wheels d' d² on the connecting bolts c¹² lagging to an
extent equal to what the wheel 12 travels in advance or vice versa according as
the greatest resistance arises on the wheels D₁ or D. Thus the carriage wheel
travelling in a smaller arc is operated more slowly than the outer wheel which
is travelling in a larger arc in accordance with the difference of length of the
two curves. If both wheels were driven at an equal speed the inner wheel in
order to equalise this difference would slip on the ground so that the steering
would be rendered difficult if not impossible.
The gearing hereinbefore described is intended mainly for heavy vehicles in
which backward travel is indispensable but in case of smaller vehicles where it
is not necessary to utilise the backward travel and the movement may be limited
to both speeds for forward travelling, the bevel wheel K² wheel F and backward
travel gearing (consisting of L3 J PS3 and E) may be omitted. In this case
in order to render it possible to stop the vehicle, in spite of the omission of the
backward travelling gear, by gripping the reversing (or in this case brake)
lever R, a brake wheel S firmly connected with the shaft W and with the cap-
sule N of the differential gear is arranged on which wheel the two brakes B³
and B act whilst the lever mechanism for operating the brakes as in the gearing
with backward travel is retained.
The difference in the action between the gearing where there is backward
travel and one without, consists in that in the former case the back travel gear
is set in action by the lever R being held fast long enough in the engaging
position, whilst in the latter case the carriage is only stopped by the lever
being reversed.
In order to allow of what has been hereinbefore stated reference will now be
made to Figures 10 to 16 of the accompanying drawings:-
Figures 10 and 11 are a longitudinal and cross section respectively of the
gearing whilst Figures 12 and 13 are a side and front view respectively of the
gearing and regulating mechanism and Figures 14, 15 and 16 diagrams of the
various brakes.
In these drawings, the large bevel wheel K² and the planet wheel gearing for
backward travelling are omitted whilst the brake disc $3 of the latter is replaced
by a corresponding disc S3, keyed firmly on the shaft W, for both brakes 133 B.
This also forms the power conveying half capsule of the differential gear D' D

page_text: d' d². The construction of the brakes for throwing into action the separate gear-
ings and stopping the vehicle may be of any suitable kind without thereby
altering the general arrangement and function of the same. For instance in the
first form of construction band brakes are employed for throwing the gear into
action whilst here jaw brakes are employed the jaws of which clutch the cord-
pulley-shaped brake discs S₁ S S. The two brakes 13 B operating the gearing
for rapid and slow travelling, Figures 14, 15 and 16, are applied or released
similarly to the gearing for backward travelling, by means of double levers al
and keyed on the lever shaft v, and link bars y and y2, by means of a switch
or handle lever V, according as same is placed in either of its two outward posi-
tions or in its central one. The two brakes 133 B arranged on the brake disc S³
and acting from opposite directions are also operated by means of double lovers w
keyed on hollow lever shaft r and link bars yy by the brake lever R. The
arrangement of the two switch levers and brake levers V and R with the pawl
devices and el is quite similar to the gearing where there is also backward
travelling.
Dated this 2nd day of Wal 1800
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.
Improvements in Driving mechanism for Motor venicies.
I, GUSTAV MEES, of Wetzikon, Canton Zurich, in the Republic of Switzerland,
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:-
The object of the present invention relates to a driving mechanism for motor
cars by means of which the power of a motor is transmitted to an intermediate
shaft in such a way that with a constant speed of rotation of the motor the shaft
may be driven at different speeds.
A form of construction of the driving mechanism of my invention is shown in
Figures 1-9 of the drawings accompanying the Provisional Specification.
For the said object three separate gearings are arranged on a common inter-
mediate shaft W, Figure 1, which are operated from the motor shaft M by means
of bevel gear & K¹ K and the driving of two of the gearings takes place by means
of the wheel K¹ travelling to the right (forward travel) and that of the third
gearing from the wheel K³ rotating to the left (backward travel). In order to
obtain an engagement of the separate gearings free from shock they are arranged
on the planet wheel system, that is to say a suitable number of so called planet
wheels P (P2 P3), Figures 1 and 2, (in the present instance three) are in constant
engagement on the one hand with a central internal wheel J (J2 J³) and on the
other hand with an outer ring or wheel Z1 (727) having internal teeth. When
ono gearing is running without driving the vehicle, the planet wheels P¹ (P² P³)
are carried planet fashion round the inner wheel J (12) by the ring of internal
teeth Z (7) and carry with them a brake wheel S" (S2 $³) on which they are
mounted by means of bolts b₁ (bb). If however the circling of the planet wheels
be stopped by rendering the brake wheel S (S2 S3) and the bolts b¹ (6363) station-
ary by putting on the brake B (B2 B3 or B) Figures 1, 2 and 3, the power will
be transferred through the then stationary but revoluble planet wheels from the
toothed ring (7) to the intermediate shaft W. If the toothed ring 7
(ZZ) is the driving wheel the transmission will take place from the larger

page_text: diameter of the wheel to the smaller diameter of the internal wheel J (J2 J3)
that is to say an increase of speed will be attained for rapid travelling, whilst
vice versa the movement will be retarded or rendered slower if the smaller in-
ternal wheel be the driving one, that is to say, the transfer will then take place
from the interior to the outside, for instance for climbing hills.
The combination of the three gearings is such as already hereinbefore des-
cribed, that two of the gearings PJ and 7 P2 J are operated by the bevel
wheel K running to the right and the gearing P J is operated by the bevel
wheel K running to the left. If accordingly one of the two first named gearings
be thrown into action, the carriage will travel forward slowly or rapidly accord-
ing to the gearing engaged. On the other hand the carriage will travel backwards
when the gearings JP are thrown into gear. If the brake B be applied for
rapid travelling or high gear, the power is conveyed from the bevel wheel K
by means of the toothed ring 7, planet wheels P¹ and internal wheel directly
to the intermediate shaft W. If on the other hand the gearing be thrown into
action for slow travelling or hill climbing (low gear) the transmission of power
will take place from the wheel K', through the arms and hub of a wheel T on
which K is mounted, to the internal wheel Je keyed on the said wheel and thus
to the planet wheels P2, which then drive the toothed ring which is mounted
on a wheel C keyed on the intermediate shaft which thus receives the power.
Similarly on the gear being thrown into action for the rearward movement the
power passes from the bevel wheel K through a wheel Fon which same is
mounted to the internal wheel J3 keyed on the hub of said wheel F and thence
to the planet wheels 13 and toothed ring 3 mounted on a wheel E keyed on the
shaft which thus receives the power.
The brakes, Figures 1, 3, 4 and 5, necessary for throwing the gear into action
are operated by two levers VR arranged at the side of the carriage frame which
are keyed on two shafts and mounted concentrically one within the other
in eyes or bearings aa. The front lever V mounted on the lever shaft controls
the brakes B1 and B2 for the two forward gearings by means of levers¹keyed
firmly on said shaft, whilst the reversing lever R lying behind it controls the
two brakes B and B arranged on a single brake wheel S by means of the hollow
shaft and levers. In Figures 7, 8 and 9 the positions of the levers are
shown diagrammatically. If both levers stand in a middle position none of the
four brakes are applied and all three gearings consequently run without driving
the vehicle. If the lever V for the forward gearings be moved to the right,
Figure 7, the brake B is put on and the gearing for rapid travel is set in action.
If on the other hand the lever V be put over in the reverse direction (to the left)
Figure 8, the gear for slow travelling is thrown into action by the operation
of the brake 12. The reversing or backward travel gearing on the contrary is
engaged by the reversing lever R being moved to the right or to the "left
(Figure 9), in the first case by means of the lever and brake P, and in the
second case by means of the lever and brake B+. It is self evident that only
one gearing can be in action so that thus when one of the two levers is placed
to the right or left the other must stand in the middle. position.
The gearing for backward travel may also be used as an instantaneous brake,
that is to say for immediately. stopping the car, as by the application of the
reversing lever R after of course previously throwing the forward gear out of
gear, the active force or momentum of the carriage must first be overcome before
the backward travel gear can come into action. The putting on of the brakes
for the backward travel gear therefore acts precisely as if a steam driven vehicle
were brought to a standstill by reversing the steam. In order in case of danger
that no time may be lost by the successive manipulation of two levers, both
levers and R are connected with one another in such a way that only the
latter needs to be manipulated in order simultaneously to throw out of action
the forward gear which may be in action and to apply the brake for the backward
gearing. For this purpose the toothed segment i for locking the reversing

page_text: 11
lever R is fixed to the carriage body and a bolt or pawl e adapted to be operated
by a handle g is provided on the reversing lever to engage in the teeth of said
segment, whilst the toothed segment for the forward lever V is screwed on a
cross arm (Figure 6) of the reversing lever R. The lever V may accordingly
be placed to right or left independently of the lever R, whilst however
on the
reversing lever R being moved the forward lever V must be carried along with
it. If when the carriage is travelling rapidly forward and the lever V is in the
position to the right (Figure 7) the car is required to be rendered suddenly
stationary, it is only necessary to move to the left the reversing lever R, which
was in the middle position, in order simultaneously to bring back the forward
lever into its middle position and thus to immediately throw out of action one
after the other the forward gearing and put on the brake B for the backward
gearing. On the other hand the car may be rendered stationary by placing the
reversing lever R to the right when the forward lever V in the case of slow
travelling has been placed to the left, Figure 8. In that case also the forward
gearing for the slow travelling is first placed out of action and immediately
afterwards the brake B33 for the backward gearing is put on. The power of the
motor is transferred from the shaft W which is driven by one of the three
planet wheel gearings, by a differential gearing, Figures 1 and 2, to the shafts w
and W, on the ends of which chain wheels p' and 2 are keyed to allow of the
carriage wheels being directly driven therefrom. The shaft is mounted in
the hollow shaft W of the planet wheel gearing and for the purpose of a better
guidance, projects a little into the shaft W which is also a hollow one and which
forms a continuation of the shaft W. The differential gear consists of the differ-
ential wheels D1 D2 which are in engagement with one another and are
carried along by a capsule shaped disc N' keyed on the shaft W by means of
bolts c. The disc N serves for encasing the whole gear.
The mode of working of the differential gear is as follows:-
corre-
If the resistance of both carriage wheels is equal, which is the case when travel-
ling in a straight line, the two wheels D1 and D2 and therewith also the
sponding shafts and W₁ are simultaneously operated by the intermediate
wheels which are stationary on the connecting bolts cc. If however the
vehicle be moved in sharp curves or turns, the resistance of the inner wheel of
the car which is describing a smaller are is greater than that of the outer wheel
which travels over a longer course. The disturbance of the equilibrium of the
forces thereby produced in the differential wheels D D is again auto-
matically re-established by the differential wheel D¹ in consequence of the rota-
tion of the intermediate wheels d'd on the connecting bolts cc lagging to an
extent equal to what the wheel 1) travels in advance or rice versa according as
the greatest resistance arises on the wheels D₁ or D. Thus the carriage wheel
travelling in a smaller arc is operated more slowly than the outer wheel which
is travelling in a larger are in accordance with the difference of length of the
two curves. If both wheels were driven at an equal speed the inner wheel in
order to equalise this difference would slip on the ground so that the steering
would be rendered difficult if not impossible.
The gearing herein before described is intended mainly for heavy vehicles in
which backward travel is indispensable but in case of smaller vehicles where it
is not necessary to utilise the backward travel and the movement may be limited
to both speeds for forward travelling, the bevel wheel K² wheel F and backward
travel gearing (consisting of L3 J3 13 83 and E) may be omitted. In this case
in order to render it possible to stop the vehicle, in spite of the omission of the
backward travelling gear, by gripping the reversing (or in this case brake)
lever R, a brake wheel S3 firmly connected with the shaft W and with the cap-
sule N of the differential gear is arranged on which wheel the two brakes 13
and B act whilst the lever mechanism for operating the brakes as in the gearing
with backward travel is retained.
☐ The difference in the action between the gearing where there is backward

page_text: travel and one without, consists in that in the former case the back travel gear
is set in action by the lever R being held fast long enough in the engaging-
position, whilst in the latter case the carriage is only stopped by the lever
being reversed.
In order to allow of being better understood what has been hereinbefore stated,
reference will now be made to Figures 10 to 16 of the drawings accompanying.
the Provisional Specification.
Figures 10 and 11 are a longitudinal and cross section respectively of the
gearing whilst Figures 12 and 13 are a side and front view respectively of the .
gearing and regulating mechanism and Figures 14, 15 and 16 diagrams of the
various brakes.
In these drawings, the large bevel wheel K2 and the planet wheel gearing for
backward travelling are omitted whilst the brake disc S of the latter is replaced.
by a corresponding disc S3, keyed firmly on the shaft W, for both brakes 13 B+.
This also forms the power conveying half capsule of the differential gear D1D2;
d. The construction of the brakes for throwing into action the separate gear-
ings and stopping the vehicle may be of any suitable kind without thereby
altering the general arrangement and function of the same. For instance in the
first form of construction band brakes are employed for throwing the gear into
action whilst here jaw brakes are employed the jaws of which clutch the cord-
pulley-shaped brake discs S¹ S2 S3. The two brakes B1 B2 operating the gearing
for rapid and slow travelling, Figures 14, 15 and 16, are applied or released
similarly to the gearing for backward travelling, by means of double levers v
and keyed on the lever shaft r, and link bars y' and y2, by means of a switch
or handle lever V, according as same is placed in either of its two outward posi- .
tions or in its central one. The two brakes 13 B arranged on the brake disc S³
and acting from opposite directions are also operated by means of double levers r¹ 2
keyed on hollow lever shaft r and link bars yy by the brake lever R. The
arrangement of the two switch levers and brake levers and R with the pawl
devices and el is quite similar to the gearing where there is also backward
travelling.
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 driving mechanism, a driving-shaft comprising two hollow shafts and
an internal shaft and means for transmitting power from one of the outer shafts
to the internal shaft and to the second hollow shaft, substantially as described.
2. The combination with a motor-shaft, of a driving shaft comprising con-
centrically-arranged shafting, means for transmitting the power from the motor-
shaft to the outer one of the concentric shafts and from the latter to the inner
one, each of said concentric shafts adapted to transmit power to independent
mechanisms and means for varying the speed of said shafts, for the purpose set
forth.
3. In a driving mechanism, a driving-shaft comprising two hollow shafts and
an internal shaft, means for transmitting power from the outer shaft to the inner
shaft and to the second hollow shaft, and mechanism for reversing the direction
of rotation of all the shafts, substantially as described.
4. In a driving mechanism, a driving-shaft comprising two hollow shafts and
an internal shaft, means for communicating motion from one of the outer shafts
to the other and to the internal shaft and for automatically producing differential
motion between the inner shaft and one of the outer shafts substantially as and
for the purpose set forth.
5. In a
driving mechanism, a hollow driven shaft, a second hollow shaft in
alinement therewith, a shaft inside said hollow shaft and means for driving and
automatically varying the speed of the internal shaft and second hollow shaft,
substantially as and for the purpose set forth,

page_text: 6. In a driving mechanism, a hollow driven shaft, a shaft inside thereof, and
a second hollow shaft, bevel-pinions carried by the hollow shaft and bevel gears
on the inner shaft and second hollow shaft meshing with the bevel-pinions,
substantially as described.
7. In a driving mechanism, a hollow driven shaft, a shaft inside thereof and
a second hollow shaft in alinement with both of said shafts, a casing secured to
one of the hollow shafts, bevel-pinions carried by the casing, bevel-gears meshing
with said pinions and carried by the second hollow shaft and internal shaft,
substantially as and for the purpose set forth.
8. A driving mechanism comprising driven gears a shaft, three brake-wheels
loose on said shaft-carrying planet wheels, whereby motion is communicated
to said shaft through intermediate gears, hand-lever-controlled band brakes for
each of said brake-wheels, two of said brakes controlled by a single lever, a
second lever controlling the third-brake-wheel, and means for coupling the levers
to simultaneously control all the brakes substantially as set forth.
9. In a driving mechanism, a brake-control comprising a shaft operating two
band brakes, a shorter concentric shaft operating two band brakes, on the same
wheel, levers adapted to turn each shaft, a rack and pawl for one of said levers,
a second rack carried by the first lever adapted to co-operate with a pawl on the
second lever whereby both levers may be locked together and simultaneously
operated, substantially as set forth.
10. A driving mechanism comprising a hollow shaft, an internal concentric
shaft and a second hollow shaft, driven planet-wheel gearing communicating
motion to one of said hollow shafts controlling brake mechanism for the planet-
gearing, and means for driving and for automatically varying the speed of the
second hollow shaft and internal shaft, substantially as and for the purpose set
forth.
11. A driving mechanism comprising a hollow shaft, a second shaft concentric
therewith, a driven internal gear loose on the hollow shaft, a gear fixed on said
hollow shaft, a brake-wheel loose on said hollow shaft carrying planet-wheels,
said planet wheels meshing with the internal gear and the gear fixed on the
hollow shaft and means for communicating motion from the hollow shaft to the
concentric shaft, substantially as set forth.
12. A driving mechanism comprising a shaft, a driven internal gear loose there-
on, a gear-wheel fixed on said shaft, a brake-wheel loose on said shaft carrying
planet-wheels, said planet-wheels gearing with the internal gear and the gear-
wheel on the shaft, and a second brake-wheel fixed on said shaft, substantially
as set forth.
13. A driving mechanism consisting of a shaft, high-speed gearing comprising
a driven internal gear loose on said shaft, a gear fixed to said shaft, and planet-
wheels, meshing with the internal gear and gear-wheel fixed to the shaft, and a
low-speed gearing comprising a gear fixed to the nave of the internal gear, an
internal gear fixed to said shaft, planet-wheels meshing with the last-mentioned
internal gear and the wheel on the nave of the loose internal gear and means
for placing the planet-wheels into and out of effective operation, substantially
as set forth.
14. A driving mechanism, consisting of a shaft high-speed gearing comprising
an internal gear loose and a gear wheel fixed on said shaft, planet-wheels mesh-
ing with both of said gears, a low-speed gearing comprising a gear fixed on the
nave of the aforesaid internal gear, an internal gear fixed on the shaft, planet-
wheels meshing with the last mentioned internal gear and the gear on the nave
of the first-mentioned gear, and means for simultaneously rendering one set of
planet-wheels operative and the other inoperative, substantially as set forth.
15. A driving mechanism comprising a shaft, a driven internal gear loosely
mounted thereon, means for communicating motion from the internal gear to the
shaft through planet-wheels, a second wheel driven in an opposite direction, also
loose on the shaft, a pinion carried on the nave of said wheel, and means for

page_text: communicating motion from said pinion, through planet-wheels to the shaft,`
substantially as set forth.
16. A driving mechanism comprising a shaft, a driven internal gear loosely
mounted thereon, means for communicating motion from the internal gear to the
shaft through planet-wheels, a second wheel driven in an opposite direction, alsó
loose on the shaft a pinion carried on the nave of said wheel, means for com-
municating motion from said pinion through planet-wheels to the shaft, and
means for simultaneously causing one set of planet-wheels to be put into and the
other out of operation, substantially as set forth.
17. A driving mechanism consisting of a shaft, a driven internal gear, means
for communicating the motion of said gear through planet-wheels to the shaft
a gear-wheel mounted on the nave of the internal gear and means for communica
ting motion from the latter, through a second set of planet-wheels and internal
gear to the shaft, a driven wheel carrying a pinion on its nave, means for commu-
nicating through a third set of planet-wheels and internal gear the motion thereof
to the shaft, and means for placing any set of planet-wheels into and out of
operation.
18. In a driving mechanism in combination with a driven shaft and a driving
pinion, a bevel-gear driven thereby carrying an internal gear loose on said shaft,
a brake-wheel loose on and a gear-wheel fixed on said shaft, planet-wheels carried
by the brake-wheel and meshing with the internal gear and the gear wheel fixed
on the shaft, a gear-wheel mounted on the nave of the internal gear, a second
internal gear mounted on the shaft, a second brake-wheel revoluble on the hub of
the last-mentioned gear-wheel, planet-wheels carried by said second brake-wheel
and meshing with the last-mentioned gear and second internal gear, a second
Devel-gear oppositely driven by the driving-pinion and carrying a pinion on its
nave, a brake-wheel revoluble on the hub of said pinion, a third internal gear
secured to the driven shaft, planet-wheels gearing with the pinion and third
internal gear, and brakes adapted to be applied to any one of said brake-wheels,
substantially as set forth.
19. A driving mechanism for motor-vehicles comprising the arrangement of
bevel gear K mounted on the motor-shaft M, said gear engaging with a bevel-
wheel K mounted on a wheel T carrying a ring 7 provided with internal teeth,
an inner wheel Je being firmly mounted on the nave of said disk, in such a way
that while on the one hand one or more planet-wheels mounted by means of
bolts on a brake-wheel S loosely revoluble on a shaft W, engage in the teeth
of the toothed ring 7 which toward the axis gears with a toothed wheel J' mounted
on the shaft W, on the other hand the movement of the bevel-wheel K' is
communicated from the other inner wheel J2 through one or more planet-wheels
mounted by means of bolts 62 on a second brake-wheel S2 loosely revoluble on the
nave of the said inner wheel J2 to a second toothed ring having internal teeth
and thereby to a wheel C connected with the shaft W, substantially as herein-
before set forth.
20. A driving mechanism for motor-vehicles comprising the arrangement of
bevel gear K mounted on the motor-shaft M, to gear with a bevel-wheel K¹ fixed
on a wheel T having a ring provided with internal teeth, an inner wheel Je
being firmly fixed on the nave of said disc in such a way that while on the one
hand one or more planet-wheels mounted by means of bolts on a brake-wheel St
loosely revoluble on a shaft W engage in the teeth of the toothed ring 71 which
toward the axis gears with a toothed wheel J¹ mounted on a shaft W, on the other
hand the movement of the bevel-wheel K¹ is communicated from the other inner
wheel J through one or more planet-wheels mounted by means of bolts 2 on_a
second brake-wheel S2 loosely revoluble on the nave of the said inner wheel J2,
to a second toothed ring 72 having internal teeth and thereby to a wheel C con-
nected with the shaft W, in combination with another bevel-wheel K² gearing
with the first bevel-gear K and which is loosely mounted on the shaft W by means

page_text: of a wheel F having a toothed wheel J³ fixed on its nave, which toothed wheel by
means of one or more planet-wheels fixed by bolts 63 on a brake-wheel S loosely
revoluble on the nave of the said toothed wheel J. gears with an internally-
toothed ring being connected with the shaft W by means of a disc, E, sub-
stantially as hereinbefore described.
21. In a driving mechanism for motor-vehicles a controlling-lever V for the
forward movement, the nave of which lever is mounted on a shaft which is
connected with two brake devices 13 and 132 for throwing into action
one of two speeds, and a lever R, the nave of which is mounted on
on a shaft concentrical to the other shaft, said lever being con-
nected with two brake_devices B and B acting on a single brake-wheel S3 in
combination with a toothed segment or locking piece 7, mounted on the car
frame, for the lever R and a similar piece 7 mounted on a cross-arm 2" of the
lever R for locking the forward controlling lever V, whereby the latter may be
shifted independently of the lever R while however on the lever R being shifted,
the forward movement lever V is carried with it to a suitable extent with the
object of enabling the forward travel of the vehicle to be stopped by a single
grip or pull on the lever R, loosening the respective brake device B or B and
simultaneously acting the respective brake device 133 or 13+ substantially as here-
in before described.
22. In a driving mechanism for motor vehicles a controlling-lever V for the
forward movement, the nave of which lever is mounted on a shaft which is
connected with two brake devices B1 and B2 for throwing into action one of two
speeds, and a reversing-lever R the nave of which is mounted on a shaft r con-
centrical to the other shaft v, said lever being connected with two brake devices B³
and B mounted on a single brake-wheel $3 which is loosely and revolubly moun-
ted on the nave of the wheel J which is provided with a gearing for the back-
ward travel of the motor vehicle, in combination with a toothed segment or lock-
ing piece, mounted on the car-frame, for the reversing lever R and a similar
piece mounted on a cross-arm q" of the reversing-lever R for locking the for-
ward controlling-lever V, whereby the latter may be shifted independently of
the reversing-lever R while however on the reversing-lever R being shifted, the
forward movement lever V is carried with it to a suitable extent with the object
of enabling the forward travel of the vehicle to he stopped by a single grip or pull
on the reversing-lever R loosening the respective forward-travel brake device B
or. Be and simultaneously acting the respective reversing brake device B or B
substantially as hereinbefore described.
Datadh 90th day of Ontation 1800
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.