Improvements in Motor Wagons or Vehicles.
Year: 1896

page_text: Date of Application, 24th July, 1896
Complete Specification Left, 23rd Apr., 1897-Accepted, 5th June, 1977
PROVISIONAL SPECIFICATION.
Improvements in Motor Wagons or Vehicles.
We, WILLIAM BAINES, of 5 and 6, Great Winchester Street, in the City of
London, Financial Agent, and WILLIAM NORRIS, M.I.M.E., of 5 and 6, Great
Winchester Street, London aforesaid, Engineer, do hereby declare the nature of
this invention to be as follows:-
Our invention relates to motor vehicles but principally to motor wagons, and our
main object is to produce a motor wagon which will be useful for agricultural
purposes, and especially useful for general haulage and mining purposes. Our
invention consists in a motor vehicle or wagon, which wagon or vehicle carries an
internal combustion engine-preferably an oil engine-but it may also be used
with a steam engine or a compressed air engine, arranged as to its gearing in a
particular manner, and so devised as to enable the wagon to be stripper of its
wheels on arrival at a mine for example, there to be used as a winding, or pu.nping,
or a motor engine.
In one method of carrying our invention into effect we construct a combined
motor and freight wagon with a strong main frame carried upon suitable road
wheels, the front wheels being arranged to swivel from the centre of the frame,
an so connected by chain or other means to a screw steering wheel as to enable
the vehicle to he steered by this means. The steering wheel is arranged at the
back end of the wagon, and the engine-either oil, gas, compressed air, or steam,
is mounted within an enclosure at the same cud. In front of this enclosure is
placed the wagon proper upon the main wagon frame, this wagon being mounted
upon springs attached to the main frame in such manner as to be easily removable
when it is desired to use the engine for stationary work. The engine shaft carries
two toothed pinions, which pinions gear into toothed wheels mounted on a common
shaft. These toothed wheels are attachel by friction or other couplings to the
shaft common to both, and the couplings are so devised that both cannot be put
into gear at once-that is before one can be put into gear the other must be
placed out of gear. This shaft passes right across the wagon on the under frame,
and it carries at its two extremities toothed pinions. One of these pinions gears
into the teeth of an internally toothed wheel on one side of the vehicle, and the
other gears into the teeth of the externally toothed wheel on the other side of the
vehicle. The internally toothed wheel and the externally toothed wheel are
mounted upon the same shaft or axle which shaft or axle stretches right across the
under frame. Outside these toothed wheels on the same axle are mounted the road
driving wheels of the wagon, and these wheels are coupled to the inner toothed
wheels by means of the locking bolt contrivance commonly used for traction
engines. The toothed pinions at the opposite ends of the common shaft herein-
before referred to are geared to that shaft by means of friction or other clutches,
and these clutches-like those already referred to-are also so arranged that only
one can grip the shaft at a time.
By this arrangement of gearing we are enabled to very simply supply two speeds
-a fast speed and a slow speed; and also a power of reversing.
When the motor wagon is moving forward at full speed the larger pinion upon
the engine shaft gears into the smaller toothed wheel upon the second or inter-
mediate shaft. This toothed wheel is then made fast to the shaft by a clutch, and
the pinion which gears iuto the externally toothed wheel on the driving wheel

page_text: shaft is also fast to the intermediate shaft by its clutch. The wagon therefore
moves forward. At the slow speed this larger pinion and smaller toothed wheel
still gear into each other, but the clutch connecting the said toothed wheel and the
intermediate shaft is thrown out. The smaller pinion gearing into the larger
toothed wheel then rotates the intermediate shaft as the larger wheel into which it
gears is connected to the said shaft by means of its clutch. With this arrangement
the wagen moves forward at the slow speed.
When the wagon is to be reversed the engine may be geared either to the slow
speed or the fast speed but the pinion gearing into the internal wheel is then coupled
to the intermediate shaft by the clutch and the pinion gearing int the externally
toothed wheel is thrown out. In this way the wagon is reversed either at the fast
or the slow speed.
The gearing we have here described is extremely simple and has special
advantages for the purposes we have indicated. When an oil engine is used for
our combined motor and freight wagon the oil tank is preferably placed under the
main wagon frame, and the oil to supply the engine is drawn by a suitable pump
from that tank. When the wagon is used in mining districts it is able to travel
to the mines carrying in its wagon part, the necessary supplies for mining work.
When it reaches its destination the wagon part is removed from the under frame,
the road driving wheels and the steering wheels are also removed, and the under
frame is set upon suitable blocks. The engine may then be used for stationary
purposes for example instead of a driving wheel a pumping crank may be applied
at one end of the main or driving shaft, and this pumping crank may be coupled
up to the usual bell crank arrangement coupling direct to the pumps. The external
part of the internally toothed wheel may also be arranged to take a winding rope
or belt, and the engine may thus be used for winding aud hauling, or the same
external surface of the internally toothed wheel may be caused to act as a driving
pulley by connecting to a counter shaft, from which shaft a belt may be carried
to be used for working circular saws or for other purposes. By this device we are
enabled to make a self-propelled freight wagon part of which may be used as a
motor engine capable of winding, hauling, pumping, sawing, or performing other
motor work.
The position of the motor engine and its enclosure or cab may be varied, without
departing from the invention. Thus the cab or enclosure may be placed in the
front instead of at the rear end.
We apply our brake, both for controlling the wagon movement and the winding
when the engine is used for winding, within the internally toothed wheel at a
turned part of its circumference. We preferably anchor the expanding brake
blocks at the upper part of this wheel and operate them by right and left hand
screw controlled by convenient gear from the cab.
Dated this 24th day of July 1896.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents.
Improvements in Motor Wagons or Vehicles.
We, WILLIAM BAINES, Financial Agent, and WILLIAM NORRIS,
A.M. Inst. C.E., M.I.M.E., Engineer both 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 aud by the following statement :-
Our invention relates to motor vehicles but principally to motor wagons, and our

page_text: main object is to produce a motor wagon which will be useful for agricultural
purposes, and especially useful for general haulage and mining purposes.
Our invention consists in a motor vehicle or wagon which wagon or vehicle
carries an internal combustion engine (preferably an oil engine) but it may also be
used with a steam engine or a compressed air engine, arranged as to its gearing in
a particular manner, and so devised as to enable the wagon to be stripped of its
wheels on arrival at a mine for example, there to be used as a winding, or pinping,
or a motor engine.
The carrying of our invention into effect according to the several modifications
is illustrated in the accompanying drawings of which-
Figures 1 and 2 are respectively elevation and plan of one arrangement of our
improved motor wagon.
Figures 3 and 4 are similar views of a further inodification and
Figures 5 and 6 are elevation and plan of the motor wagon shown at Figures 3
and 4, dismounted and in use for winding and other purposes.
Referring to Figures 1 and 2 of the drawings in this method of carrying our
invention into effect we construct a combined motor and freight wagon with a
strong main frame A carried upon suitable road wheels B B', the front wheels B¹
being arranged to swivel from the centre C of the frame, and so connected by
chain D or other means to a screw steering wheel E as to enable the vehicle to be
steered by this means. The steering wheel E is arranged at the back end of the
wagon and has a worm or screw F gearing into a worm wheel G situated upon the
top end of a vertical shaft, the bottom end of the said shaft carrying the chain
wheel H which by means of the chain D operates the large chain wheel I and thus
swivels the front wheels B' and steers the vehicle. The engine, either oil, gas,
compressed air, or steam, is mounted within an enclosure J at the same end as the
steering wheel, and in front of this enclosure is placed the wagon proper upon the
main wagon frame, this wagon being mounted upon springs K attached to the main
frame in such a manner as to be easily removable when it is desired to use the
engine for stationary work.
In this modification we use a pair of twin cylinder engines L L placed side by
side and driving on to the same shaft M, this engine shaft M carrying two toothed
pinions N N which pinions gear into toothed wheels OO¹ mounted on a commou
shaft P. These toothed wheels O O' are attached by friction or other couplings Q Q'
to the shaft P common to both, and the couplings QQ are so devised that both
cannot be put into gear at once, that is before one can be put into gear the other
must be placed out of gear this being effected in any of the ways well known to
engineers. This shaft P passes right across the wagon on the under frame, and it
carries at its two extremities toothed pinions R R." One of these pinions R'
into the teeth of an internally toothed wheel S on one side of the vehicle, and the
other pinion R gears into the teeth of the externally toothed wheel T on the other
side of the vehicle.
gears
The internally toothed wheel S and the externally toothed wheel T are mounted
upon the same shaft or axle U which shaft or axle stretches right across the under
frame. Outside these toothed wheels on the same axle are mounted the road
driving wheels B of the wagon, and these wheels are coupled to the inner toothed
wheels by means of the locking holt contrivance commonly used for traction
engines. The toothed pinions R 'R' at the opposite ends of the common shaft P
are geared to that shaft by means of friction or other clutches Q Q³ and these
clutches Q Q like the clutches QQ are also so arranged that only one can grip
the shaft P at a time.
By this arrangement of gearing we are enabled to very simply supply two
speeds, a fast speed and a slow speed, and also a power of reversing.
When the motor wagon is moving forward at full speed the larger pinion N upon
the engine shaft M gears into the smaller toothed wheel O upon the second or
intermediate shaft P. This toothed wheel O is then made fast to the shaft P by
the clutch Q and the pinion R which gears into the externally toothed wheel 'T'

page_text: on the driving wheel shaft U is also fast to the intermediate shaft P by its clutch Q
The wagon therefore moves forward. At the slow speed this larger pinion N and
smaller toothed wheel O still gear into each other but the clutch Q connecting the
said toothed wheel O and the intermediate shaft P is thrown out. The smaller
pinion N¹ gearing into the larger toothed wheel O' then rotates the intermediate
shaft P as the larger wheel O' into which it gears is connected to the said shaft P
by means of its clutch Q. With this arrangement the wagon moves forward at
the slow speed.
When the wagon is to be reversed the engine may be geared either to the slow
speed or the fast speed as herein before described but the pinion R gearing into
the internal wheel 'S is then coupled to the intermediate shaft P by the clutch Q
and the pinion R gearing into the externally toothed wheel T is thrown out of
action by releasing the clutch Q. In this way the wagon is reversed either at
the fast or the slow speed.
Figures 3 and 4 illustrate a further modification of our improved motor wagon
and in the drawings similar letters indicate similar parts to the arrangement
already described. We arrange a pair of twin cylinder engines L L' driving on
to a crank shaft M, this shaft M carrying a large pinion N, and a small one N',
these pinions in turn gearing with a small wheel O and larger wheel O' riding on a
second shaft P' and fastened thereto at the proper moment by the coil clutches Q
all in a similar manner and for a like purpose to the herein before described
modification. We arrange a second shaft P underneath the wagon frame A.
parallel with P and mount upon this shaft the two chain wheels V V and gear
up these chain wheels with the two smaller wheels W W upon the shaft P so that
this second shaft P' can now be driven from the engine at two separate speeds.
The shaft P' has at either end two pinions R R³ fitted on sliding sleeves ab the
said sleeves being operated simultaneously in any well known manner so that the
pinions may be put into gear with the internal gear wheels S S or the external
wheels TT as may be desired. When the wagon is going ahead the pinions R*R*
are geared with the external wheels T T and when the motion is reversed the
pinions R R are geared with the internal wheels S S, the speed at either of
these times being varied as herein before described. The steering is precisely
similar to the modification described at Figures 1 and 2 with the exception that
the swivelling wheels B are now underneath the enclosure J. In plan Figure 4
we show a strap brake d hung on a pin e and applied to the outer surface of the
internal gear wheel S the foot lever and crank g putting it into operation when
required.
The gearing we have here described is extremely simple and has special
advantages for the purposes we have indicated. When an oil engine is used for
our combined motor and freight wagon the oil tank is preferably placed under the
main wagon frame, and the oil to supply the engine is drawn by a suitable pump
from that tank. When the wagon is used in mining districts it is able to travel to
the mines carrying in its wagon-part the necessary supplies for mining work.
When it reaches its destination the wagon-part is removed from the under frame,
the road driving wheels and the steering wheels are also removed and the under
frame is set upon suitable blocks all as shown in Figures 5 and 6 of the accom
panying drawings. Here the motor wagon hereinbefore described and illustrated
at Figures 3 and 4 is in use for stationary purposes, for example instead of a
driving wheel a pumping crank h is applied at one end of the main or driving
shaft, and this pumping crank may be coupled up to the usual bell crank
arrangement coupling direct to the pumps. The external part of the internally
toothed wheel Sis arranged to take a winding rope or belt k, and the engine is
then used for winding and hauling, the brake strap d being operated by the lever
and crank gas in the previously deserited modification. As an alternative the
external surface of the internally toothed wheel may be caused to act as a driving
pulley by connecting to a counter shaft, from which shaft a belt may be carried to
be used for working circular saws or for other purposes. By this device we are

page_text: enabled to make a self-propelled freight wagon part of which may be used as a
motor engine capable of winding, hauling, pumping, sawing or performing other
motor work.
The position of the motor engine and its enclosure or cab may be varied, without
departing from the invention. Thus the cab or enclosure may be placed in the
front instead of at the rear end.
We may apply our brake, both for controlling the wagon movement and the
winding when the engine is used for winding, within the internally toothed wheel
at a turned part of its circumference. We preferably anchor the expanding brake
blocks at the upper part of this wheel and operate them by right and left hand
screw controlled by convenient gear from the cab.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is-
1. In motor road vehicles the provision of a two speed gear consisting of two
gear wheels of different diameters on the motor shaft gearing into two other wheels
also of different diameters which by means of friction or other clutches are
alternately secured to a second shaft all as herein before described.
2. In motor road vehicles the provision of a reversing gear consisting of a shaft
driving from the motor having two pinions on it; these pinions being alternately
secured by means of friction or other clutches to the said shaft then either driving
an external spur wheel or an internal spur wheel fixed upon the axle of the driving
wheels all as hereinbefore described.
3. In motor road vehicles the provision of a reversing gear consisting of a shaft
driven from the motor having two pinions on it, the said pinions being moved
laterally along the shaft in both directions to gear either with external spur wheels
or internal spur wheels fixed upon the axle of the driving wheels all as hereinbefore
described.
4. Moter road vehicles so constructed that the wheel understructure may be
easily removed and the remainder applied for stationary purposes all as herein-
before described with reference to Figures 5 and 6 of the drawings.
5. The motor road wagon hereinbefore described with reference to Figures 1
and 2 of the drawings.
6. The motor road wagon hereinbefore described with reference to Figures 2
and 3 of the drawings.
Dated this 23rd day of Auril 1897
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents.