Improvements in Transmitting Power for Motor-car and other Purposes.
Year: 1898

page_text: PROVISIONAL SPECIFICATION.
Improvements in Transmitting Power for Motor-car and other
Purposes.
We, WALTER HONORATO BARKER and JOHN LANGCAKE, both of Outgang
Engineering Works, Leytonstone, in the County of Essex, Engineers, do hereby
declare the nature of this invention to be as follows:-
Our invention has for its object to provide improved means for transmitting
the motion of an explosion or other engine or the like running at a substantially
uniform speed to a shaft or axle running at a variable speed, our invention being
especially applicable for use upon motor cars for transmitting the power of the
motor to the axle or driving wheels.
According to our invention we transmit the motion through the medium of a
liquid and to effect this we combine with the motor a pump or other forcing
apparatus and with the axle or shaft to be driven an engine or apparatus which
is operated by liquid pressure and imparts its motion to the axle or shaft. Suit-
able means are provided for adjusting the operation of the liquid forcing
apparatus so that the liquid shall be delivered into the driven engine at a speed
corresponding with that at which the shaft or axle is to rotate without varying
the speed of the driving engine.
In practice we find it advantageous to transmit the motion of the driving piston
to the pump rod through the medium of a radius bar the point of connection
between which and the pump rod is variable so that as the said point of connection
is brought nearer to or removed from the centre of oscillation of the radius bar
the throw of the pump will be lesser or greater as desired. The motor in which
the fluid pressure is utilized is preferably of the three cylinder or capstan type
and provided with a valve which serves to alter the direction of the flow of the
liquid for the purpose of reversing the engine.
In motor cars we sometimes advantageously employ two motors each connected
to one of the main driving wheels. In order that when the car is turning one
motor shall be capable of running slightly faster or slower than the other, we
arrange in connection with the pipe through which the liquid is supplied to the
motors a valve connected to the steering gear in such a manner that when the
car is running straight forward an equal supply of liquid will flow to both
motors whilst when the car is turning a corner or rounding a curve the supply
of liquid to one motor will be decreased and correspondingly increased to the
other according to the extent of the curve.
n the 11
Stahan 1908
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicants.

page_text: Improvements in Transmitting Power for Motor-car and other
Purposes.
We, WALTER HONORATO BARKER and JOHN LANGCAKE, both of Outgang
Engineering Works, Leytonstone, in the County of Essex, Engineers, 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:
Our invention has for its object to provide improved means for transmitting
the motion of an explosion or other engine or the like running at a substantially
uniform speed to a shaft or axle running at a variable speed, the invention being
especially applicable for use upon motor cars for transmitting the power of the
motor to the axle or driving wheels.
According to our invention we transmit the motion through the medium of a
liquid and to effect this we combine with the motor a pump or other forcing
apparatus and with the axle or shaft to be driven an engine or apparatus which
is operated by liquid pressure and imparts its motion to the axle or shaft. Suit-
able means are provided for adjusting the operation of the liquid forcing
apparatus so that the liquid shall be delivered into the driven engine at a speed
corresponding with that at which the shaft or axle is to rotate without varying
the speed of the driving engine.
In practice we find it advantageous to transmit the motion of the driving piston
to the pump rod through the medium of a radius bar the point of connection
between which and the pump rod is variable so that as the said point of connection
is brought nearer to or removed from the centre of oscillation of the radius bar
the throw of the pump will be less or greater as desired. The motor. in which
the fluid pressure is utilized is preferably of the three cylinder or capstan type
and provided with a valve which serves to alter the direction of the flow of the
liquid for the purpose of reversing the engine.
In motor cars we sometimes advantageously employ two motors each connected
to one of the main driving wheels. In order that when the car is turning one
motor shall be capable of running slightly faster or slower than the other, we
arrange in connection with the pipe through which the liquid is supplied to the
motors a valve connected to the steering gear in such a manner that when the
car is running straight forward an equal supply of liquid will flow to both
motors whilst when the car is turning a corner or rounding a curve the supply
of liquid to one motor will be decreased and correspondingly increased to the
other according to the extent of the curve.
In the accompanying drawings,
Figure 1 is a side elevation of power transmitting apparatus made according
to the invention and adapted for use upon a motor car:.
Figure 2 is a plan of the apparatus:
Figure 3 is a section on the line 3-3 Figure 1:
Figure 4 is a vertical section of one of the liquid driven motors:
Figures 5, 6 and 7 are sectional side elevations thereof shewing different parts:
Figure 8 is a vertical section of the valve in connection with the steering
rod:
Figure 9 is a plan thereof:
Figures 10 and 11 are views similar to Figures 8 and 9 respectively of another
form of valve; and
Figures 12 and 13 are side elevations of modified constructions of link apparatus
for transmitting motion from the driving engine to the pump:

page_text: Figures 3 to 11 are drawn to a larger scale than Figures 1, 2, 12 and 13.
a is the motor which can be of any suitable type, such, for example, as an
explosion engine, and 6 is the pump or other forcing apparatus which is adapted
to be actuated from the motor a through the medium of radius or link gear
hereinafter described, so as to force a liquid, preferably oil, into the engines c, c
one of which is attached to each of the driving wheels of the vehicle.
As above mentioned the mechanism which we employ for transmitting the
motion of the motor a to the piston of the pump 6 comprises a radius bar or
the like, the point of connection between which and the pump rod is variable in
such a manner that the said point of connection can be brought nearer to, or be
removed farther from, the centre of oscillation of the radius bar. In the draw-
ings we have shewn three modifications of such mechanism, that is to say, one
modification in Figures 1, 2 and 3, the second in Figure 12 and the third in
Figure 13.
Referring first to that illustrated in Figures 1, 2 and 3, the connecting rod a¹
of the driving motor a actuates a crank a² upon the main or crank-shaft a³ upon
which is keyed a toothed wheel a arranged to gear with a toothed wheel a³
upon a counter-shaft a6, which counter-shaft drives the valve rod a' of the engine.
Upon the gear wheel as I pivot one end of a connecting rod or link d, the other
end of which is pivoted to a crank d' adapted to drive a compound radius bar or
link d which is rotatably mounted by means of pivots ³ ³ in the frame A of
the apparatus, the said crank being keyed upon one of the said pivots d³. A
slide e works in the compound radius bar d², the said slide being in connection,
through the medium of the connecting rod e¹, with the pump rod and being
adapted to be adjusted in position in the said radius bar d² by means of mechanism
comprising the links which are pivoted to one arm of a bell-crank lever e³,
the other arm of which is pivoted to a connecting bar or link e secured to a
hand levere having a spring catch or the like which engages in a toothed
sector e in the ordinary manner. With this construction of mechanism it will
be obvious that by moving the lever the bell-crank lever raises or lowers
the links thereby varying the position of the slide e relatively with the centre
of oscillation 3 of the radius bar d2 and also varying the speed, and length of
stroke, of the pump rod b¹ and consequently the flow of liquid to the driven
engines.
The arrangement illustrated in Figure 12 is similar to that above described
with the exception that the connecting rod or link d, instead of being driven by
gear wheels a, a, is actuated directly from the crank-shaft a³ by means of a
crank a³.
Figure 13 shews an arrangement wherein the radius bar d² is driven from the
piston rod of the engine by the connecting rod do which is pivoted to the lower
end of the bar .
Figures 4 to 7 illustrate one of the fluid pressure motors of the three cylinder
or capstan type which we advantageously employ. c, c are the cylinders of the
said motor the pistons c¹ of which actuate a common crank-shaft c² enclosed in
a crank-box c³, the said crank-shaft projecting through covers, fitted to the
said box: the cover is provided with inlet ports f, f¹, f leading to the outer
ends of the three cylinders, as clearly shewn in Figure 4 in the case of the port f
and with an exhaust port g which communicates with the interior of the crank-
box ch is a port plate keyed upon the end of the crank shaft extending
through the cover e; this plate is formed with ports h¹, 2, the latter of which
is curved so as to open on the outer face of the plate nearer the centre of the
said plate than the port h¹. Against the outer face of the port plate h there is
placed the port plate i the said plate being held in position by one of the bolts ¹, ¹
which are screwed into the cover 5 and pass through the cover of the valve
box, the said bolts serving to secure the said cover ; to the box by means
of the nuts. 23, are outer port holes and are inner port holes formed in

page_text: the plate ; the outer holes being arranged opposite the port h and the inner
holes opposite the port ³.
k is the valve plate, the said valve being provided with three inlet passages
or ports k¹, k¹ for supplying the three cylinders e, e with the motive fluid. These
ports or passages are formed upon the face of the valve plate which is also
provided with three outer ports, and with three inner ports ³, ³. In the
position of the parts shewn in the drawing the inlet ports k¹ are in communica-
tion with the outer port h¹ which therefore acts as the inlet port.
The port
plate is furnished with a pin which engages a slot 15 upon the end of a
rod 6 which extends to within reach of the hand of the driver of the car so that
by operating the said rod the port plate k can be turned to reverse the engine;
the reversing action is effected by turning the said valve plate to an extent
(in the engine illustrated, through an angle of 60°) such that the inlet ports k¹
come into communication with the port 2 through the holes instead of with
the port h¹ and the ports 12 which are closed when the parts are in the position
shewn in the drawing come into communication with the port 1 through the
holes and thus become the exhaust ports from the cylinders.
The said valve plate rests against the rear face of the port plate i and is
formed on its outer face with a central hollow inlet passage or port 7 which
works in a packed passage or port m in the cover of the valve box. This port m
is in connection, by means of the pipe m', with the pump 6 which forces the
actuating fluid through the said pipe m¹ and through the port m, and passage
into the ports upon the valve plate k, the said fluid being then distributed
through the various ports in the different port plates into the cylinders, the
ingress of fluid to and egress from the cylinders being controlled by the rotation
of the port plate h.
The fluid from each cylinder c is exhausted into the valve box and then
through the exhaust port g into the crank-box 3, flowing away through the
outlet pipen back to the pump to be again circulated through the system.
When the port plates are in the relative positions indicated in the figures the
top and right hand cylinders are being exhausted and fluid is being admitted
to the left hand cylinder. On the rotation of the plate in the direction of
the arrow, Figure 7, the right hand cylinder has fluid admitted to it, the top
cylinder being still in communication with the exhaust; further rotation of the
plate then places the top cylinder into communication with the inlet and the
left hand cylinder with the exhaust and so on.
As it frequently happens, when the vehicle is running down a hill for example,
that the fluid engines overrun the pump, we connect the outlet pipe n with the
inlet pipe m¹ by means of a pipe o. Figure 4, having a back pressure valve o¹;
with this arrangement should the engines require a greater supply of liquid
than the pump can provide, the cylinders exhaust from the crank-box c3 back
through the valve o¹ and into the supply passage or port 7.
To enable different quantities of liquid to be supplied to the two driven
engines actuating the two driving wheels of the vehicle, which is necessary
when the vehicle is running round curves, we provide valve mechanism adapted
to be actuated by the steering rod p of the vehicle. Suitable valve mechanism
is shewn in Figures 8 and 9 and comprises a valve casing g which is supplied
with the liquid from the pump 6 through the supply pipe and delivers this
liquid to the supply pipes m¹, m¹ fitted to the bottom of the said casing q. The
steering rod p passes through the cover 2 and the bottom of the said casing q
and is provided with a valve consisting of a plater having the eccentric recess r
of the shape shewn in Figure 9, the said valve being adapted to turn upon
the seat formed in the bottom of the valve casing g
With this arrangement it is clear that by turning the steering rod p to steer
the vehicle round a curve the valve plate r is also, turned thereby decreasing
the area of inlet to one of the pipes ml and increasing that to the other pipe thus

page_text: allowing a smaller quantity to flow into the one pipe and a larger quantity into
the other pipe.
Or, instead of the arrangement illustrated in Figures 8 and 9 we can employ
that shewn in Figures 10 and 11. In this case instead of the rotary valve we
use a slide valve s which is actuated by a rod s passing through a stuffing-box
in the side of the valve casing 4, and the outer end of which has a slot s² with
which engages a pint upon a crank secured upon the steering rod p.
As above mentioned we prefer to employ oil as the driving fluid as in this
case the working parts of the pump and driven engines run in an oil bath.
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. Apparatus for transmitting power, comprising a motor adapted to actuate
a pump or its equivalent, which forces fluid into a driven engine and means
whereby the stroke of the pump can be controlled, substantially as, and for the
purpose, hereinbefore described.
2. In apparatus of the kind described in Claim 1, the employment as connecting
mechanism, between the motor and pump or its equivalent, of link motions such
as those hereinbefore described and illustrated in the accompanying drawings.
3. In apparatus of the kind described in Claim 1 for use in driving the wheels
of motor cars, the employment of a valve (such as that described in Figures 8
and 9 or 10 and 11) actuated by the steering rod so as to regulate the quantity
of fluid supplied to each motor, substantially as, and for the purpose, hereinbefore
described.
4. In apparatus for transmitting power the combination with a motor, a pump
and mechanism connecting them of the fluid engine herein before described and
illustrated in Figures 4 to 7 of the accompanying drawings.
5. The apparatus for transmitting power consisting of the parts combined,
arranged and operating substantially as hereinbefore described and illustrated
in the accompanying drawings.
Dated thin 11th dot T... 1000
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicants.