Improvements in Auto-motor Road Vehicles.
Year: 1898

page_text: Date of Application, 4th Apr., 1898
1000
10th F
1000
PROVISIONAL SPECIFICATION.
Improvements in Auto-motor Road Vehicles.
I, Viscount HENRY JOSEPII MARIE PIE CAMUSAT DE RIANCEY, of 3, Place
Daumesnil, Paris, France, Manufacturer of Motor Vehicles, do hereby declare
the nature of this invention to be as follows:-
My invention relates to driving and steering mechanism applicable to the
axles of either the fore or hind wheels of an auto-motor road vehicle.
My invention is illustrated in the accompanying drawings as applied to the
fore axle of the vehicle. Figure 1 represents an elevation, partly in section,
taken through the axis of the steering head. Figure 2 is a part plan of Figure 1.
Figure 3 is a front end view and Figure 4 a plan of the upper part of Figure 3.
Figures 5, 6, and 7 are detail views of the upper end of the steering bar sup-
port Figure 1. Figure 8 is a detail face view and Figure 9 an edge view of
the gear wheels.
The fore-carriage comprises:-
(1). An axle formed of a solid shaft A (Figures 1 and 2) on which is keyed
one of the driving wheels and one of the wheels of the balance gear D (Figures 2
and 3); a sleeve with squared part A¹ (Figure 1) carrying at the one end a
gear wheel B (Figures 1 and 2) and at the other end a frame C (Figures 1, 2,
and 3) carrying the epicycloidal pinions of the balance gear 1);
sleeve A (Figure 2) on which is also keyed one of the wheels of the balance
gear and the other driving wheel of the fore-carriage. The axle A turns in
double sets of ball bearings E E¹ (Figures 2 and 3);
a second
(2) A variable speed gear comprising an intermediate multiple gear wheel
of three diameters I, J, K, in the present example (Figures 1, 2, and 3) the
part K being in constant gear with a pinion L loose on its shaft M (Figure 1)
the three gears I, J, K, being keyed on the same shaft and revolving together
as one:
(3) A series of gear wheels B, G, H (Figures 1 and 3) capable of being shifted
parallel to the axis of axle A and also of turning about the hub of wheel B
so as to bring the pinion G into gear with I, J, K, or L without disengaging the
pinion H from B. The pinions G and H are keyed on the same shaft and turn
together;
(4) A friction clutch N (Figures 2 and 3) transmits motion from the engine
to the gear wheel I through pinion 0 (Figures 1, 2 and 3);
(5) A first set levers P, Q (Figures 1 and 2) connected by the tubular
rod R and link S (Figures 1 and 3) to the small crank T (Figures 1 and 3)
keyed on the horizontal tube U provided with a handle V (Figures 1, 3, and 4).
By inclining the latter to the right or left an oscillatory movement about the
axis X (Figures 1, 2, and 3) is imparted to levers P, Q, through the crank T,
link S, and tube R, which movement is transmitted by the link Y (Figures 1
and 2) to the cheeks F F of the frame carrying the pinions G H.
The parts
are locked by a latch Z (Figures 13 and 4) on handle Y engaging in the notches

page_text: of a sector a (Figures 1, 3, and 4) fixed on the tube 6 (Figure 1) in which the
tube U turns;
(6) A system of elbow levers c (Figure 1) and (Figures 2 and 3) connected
by a tubular rod e (Figure 1) and forming a bell crank motion. The forked
end of lever c is connected to a rod f by a grooved collar g (Figure 1) so that
said rod may turn upon itself whilst imparting, by a longitudinal movement,
an oscillating motion to lever about its axis. The extremity of rod f carries
a stirrup shaped handle h (Figures 1, 3, and 4) by pulling or thrusting which a
lateral shifting of the gear wheels B, G, and H is effected through the medium
of bell crank levers ed and rode for bringing one or other speed into action;
(7) A third set of levers (Figures 1 and 3) and connecting rod k (Figures 1
and 3) passing through the tabular connecting rods R and e, said rod k receiving
motion at its upper end from the stud / (Figures 1 and 3) of a crank arm m
(Figures 1 and 3) which turns with rod f while permitting of a longitudinal
shifting of the latter. The levers ij control the friction clutch N as shewn
in Figure 3;
(8) A system of coupling composed of a kind of horizontal king-bolt n
(Figures 13 and 4) engaging in a cross-bar o capable of swivelling on axis n
so that the four wheels of a vehicle will always bear on the ground while main-
taining the verticality of the fore-carriage as well as the length of the wheel
base. It also allows of coupling the motor fore-carriage to any vehicle by the
addition thereto of a socket to receive axis n;
(9) A tubular steering lever p, partly broken away in Figures 1 and 4,
through which pass freely the tubular members of the operating mechanism
connected to handles V and h. This steering lever is supported on the fore-
carriage by the bracket 9 (Figures 1 and 3) which is connected to the upper
part of the socket r which forms part of the fore-carriage.
The action is as follows:--Supposing the engine to be travelling in the direc-
tion of the arrow Figure 1, the handle h drawn back to h¹ (Figure 1), and
inclined to the angle h (Figure 3). In this position the gear wheels B G H
are moved to the left (Figure 3) against the ball bearings F, the cone N¹ of the
clutch being also moved to the left and the pinion 0 thrown out of gear.
In order to start the vehicle forwards the handle V is fixed by means of
finger Z in a notch of sector a. In the position shewn, the handle V is placed
in position for full speed and handle h is then moved back to the position shewn
in Figure 1 whereby the gear wheel G is caused to gear with I. It only remains
to return handle h to a horizontal position in order to throw pinion into
gear whereupon motion is transmitted to the axle through the gear
wheels OIGH and B. This operation is repeated every time it is desired to vary
either the speed or the direction of running of the vehicle. To stop the vehicle
the handle is inclined as indicated by the line hand pinion O is thrown out
of gear, or the same result may be attained by pulling handle h back to the
position has before described. To change the speed the engine is disconnected
by inclining the handle and drawing it back the handle V is then placed in
the notch corresponding to the speed desired whereby the pinion G is shifted to
the proper radius for gearing with one or other of the wheels I J or K after
which handle h is returned to a horizontal position. For the backward running
the same operation is necessary but the pinion G must at same time be thrown,
by means of handle V, into gear with pinion L which rotates the wheels I J K
in the reverse direction and consequently runs the axle backwards.
By the above described arrangement there may be obtained:-
(1) Forward or backward running;
:-
(2) As many different speeds as there are diameters of the intermediate gear
wheel;
(3) The prompt and easy stopping of the vehicle;
(4) Easy steering by the combination of the whole of the movements under
the control of a single lever :

page_text: (5) Stability of the vehicle by the jointed connection of the fore-carriage;
(6) Easy coupling of the motor fore-carriage to any kind of vehicle.
In Figures 5 to 9 I have represented a means of preventing any incorrect
movement liable to cause an accident, for example the breakage of the teeth
of the gear wheels which so frequently occurs on throwing them into gear while
running. The device comprises :-
(1) A longitudinal slot A (Figure 5) for permitting of the sliding of rod f
before referred to, and a series of notches A', A2, A3, A4, for permitting the rod
to turn upon its axis when opposite the lug B (Figure 7);
(2) A quadrant C (Figures 8 and 9) mounted on the cheeks F F and having
notches C, C2, C3, C4, in which engages a lug D (Figures 8 and 9). These
notches correspond in number with the notches of rod f and with the number of
variable speed wheels employed. With three wheels for forward running and
one for backward running there would be four notches. The lug D) is of such
length that to disconnect the quadrant it is necessary to slide the set of gears
to the left against the ball bearings E (Figure 3).
By this means the speed gear can only be adjusted after having disengaged
the quadrant and as for this purpose it is necessary to shift the gear wheels
towards the left they will be no longer in gear when changing the speed. The
lateral shifting of the gear wheels corresponding to the sliding of the rod f
can only be effected after having disengaged the notches A1, A2, A³, A³, by rotat-
ing the rod which movement throws the engine out of driving connection.
In order to change the speed or direction of running it is necessary to perform
series of inter-dependent movements in a certain order, viz
(1) Turn the handle to h²;
(2) Shift rod f so as to bring handle to the position h¹;
(3) By means of handle V place one of the notches of quadrant C opposite
the lug and then push back handle h;
(4) Return handle to a horizontal position.
It is thus impossible to put the toothed wheels into gear without having pre-
viously disconnected the engine, thus constituting what I term a
system.
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block
1 L
4+1 LA 1898
A. M. & WM. CLARK,
Chartered Patent Agents, 53, Chancery Lane, London.
I, Viscount HENRY JOSEPII MARIE PIE CAMUSAT DE RIANCEY, of 3, Place
Daumesnil, Paris, France, Manufacturer of Motor Vehicles, 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:-
My invention relates to driving and steering mechanism applicable to the
axles of either the fore or hind wheels of an auto-motor road vehicle.
My invention is illustrated in the drawings accompanying my Provisional
Specification as applied to the fore axle of the vehicle. Figure 1 represents
an elevation, partly in section, taken through the axis of the steering head.
Figure 2 is a part plan of Figure 1. Figure 3 is a front end view and Figure 4
a plan of the upper part of Figure 3. Figures 5, 6, and 7 are detail views of
the upper end of the steering bar support 7 Figure 1. Figure 8 is a detail face
view and Figure 9 an edge view of the gear wheels.

page_text: The fore-carriage comprises: -
(1) An axle formed of a solid shaft A (Figures 1 and 2) on which is keyed
one of the driving wheels and one of the wheels of the balance gear D (Figures 2
and 3); a sleeve with squared part A¹ (Figure 1) carrying at the one end a
gear wheel B (Figures 1 and 2) and at the other end a fork C (Figures 1, 2,
and 3) carrying the epicycloidal pinions of the balance gear 1); a second
sleeve A (Figure 2) on which is also keyed one of the wheels of the balance
gear and the other driving wheel of the fore-carriage. The axle A turns in
double sets of ball bearings E E' (Figures 2 and 3);
(2) A variable speed gear comprising an intermediate multiple gear wheel
of three diameters I, J, K, in the present example (Figures 1, 2, and 3) the
part K being in constant gear with a pinion L loose on its shaft M (Figure 1)
the three gears I, J, K, being keyed on the same shaft and revolving together
as one;
(3) A series of gear wheels B, G, H (Figures 1 and 3) capable of being shifted
parallel to the axis of axle A and also of turning about the hub of wheel B
so as to bring the pinion G into gear with I, J, K, or L without disengaging the
pinion H from B. The pinions G and H are keyed on the same shaft and turn
together;
(4) A friction clutch N (Figures 2 and 3) which transmits motion from the
engine to the gear wheel I through pinion 0 (Figures 1, 2, and 3);
(5) A first set of levers P, Q (Figures 1 and 2) connected by the tubular
rod R and link S (Figures 1 and 3) to the small crank T (Figures 1 and 3)
keyed on the horizontal tube U provided with a handle V (Figures 1, 3, and 4).
By inclining the latter to the right or left an oscillatory movement about the
axis X (Figures 1, 2, and 3) is imparted to levers P, Q, through the crank T,
link S, and tube R, which movement is transmitted by the link Y (Figures 1
and 2) to the cheeks F F (Figures 1, 2, and 3) of the frame carrying the
pinions G H.
The parts are locked by a latch Z (Figures 1, 3, and 4) on handle Y
engaging in the notches of a sector a (Figures 1, 3, and 4) fixed on the tube b
(Figure 1) in which the tube U turns;
(6) A system of elbow levers c (Figure 1) and d (Figures 2 and 3) connected
by a tubular rod e (Figure 1) and forming a bell crank motion. The forked
end of lever c is connected to a rod f by a grooved collar g (Figure 1) so that
said rod may turn upon itself whilst imparting by a longitudinal movement, 3
an oscillating motion to lever c about its axis. The extremity of rod f carries
a stirrup shaped handle h (Figures 1, 3, and 4) by pulling or thrusting which a
lateral shifting of the gear wheels B, G, and H, is effected through the medium
of bell crank levers c d and rod e for bringing one or other speed into action;
(7) A third set of levers i, j (Figures 1 and 3) and connecting rod k (Figures 1
and 3) passing through the tubular connecting rods R and e, said rod k receiving
motion at its upper end from the stud (Figures 1 and 3) of a crank arm m
(Figures 1 and 3) which turns with rod f while permitting of a longitudinal
shifting of the latter. The levers i, j, control the friction clutch N as shewn
in Figure 3;
4
4
(8) A system of coupling composed of a kind of horizontal king-bolt n
(Figures 1, 3, and 4) engaging in a cross-bar o capable of swivelling on axis n
so that the four wheels of a vehicle will always bear on the ground while main-
taining the verticality of the fore-carriage as well as the length of the wheel
base. It also allows of coupling the motor fore-carriage to any vehicle by the 5
addition thereto of a socket to receive axis n;
(9) A tubular steering lever p, partly broken away in Figures 1 and 4,
through which pass freely the tubular members of the operating mechanism
connected to handles V and h. This steering lever is supported on the fore-
carriage by the bracket 7 (Figures 1 and 3) which is connected to the upper
part of the socket r which forms part of the fore-carriage.
The action is as follows:--Supposing the engine to be travelling in the direc-
55

page_text: tion of the arrow Figure 1, the handle. . drawn back to h¹ (Figure 1), and
inclined to the angle h (Figure 3). In this position the gear wheels B G H
are moved to the left (Figure 3) against the ball bearings E,. the cone N¹ of the
clutch (Figures 1, 2, and 3) being also moved to the left, and the pinion O thrown
out of gear.
In order to start the vehicle forwards the handle V is fixed by means of
finger Z in a notch of sector a. In the position shewn, the handle V is placed
in position for full speed and handle is then moved back to the position shewn
in Figure 1 whereby the gear wheel G is caused to gear with I. It only remains
to return handle h to a horizontal position in order to throw pinion into
gear whereupon motion is transmitted to the axle through the gear
wheels OI G H and B. This operation is repeated every time. it is desired to vary
either the speed or the direction of running of the vehicle.
To stop the vehicle the handle is inclined as indicated by the dotted line 42
and pinion O is thrown out of gear, or the same result may be attained by
pulling handle back to the position has before described.
To change the speed the engine is disconnected by inclining the handle h
and drawing it back, the handle V is then placed in the notch corresponding
to the speed desired whereby the pinion G is shifted to. the proper radius for
gearing with one or other of the wheels I, J, or K after which handle h is returned
to a horizontal position.
For the backward running the same operation is necessary but the pinion G
must at same time be thrown, by means of handle V, into gear with pinion L
which rotates the wheels I J K in the reverse direction and consequently runs
the axle backwards.
By the above described arrangement there may be obtained: -
(1) Forward or backward running;
(2) As many different speeds as there are diameters of the intermediate gear
wheel;
(3) The prompt and easy stopping of the vehicle;
(4) Easy steering by the combination of the whole of the movements under
the control of a single lever;
(5) Stability of the vehicle by the jointed connection of the fore-carriage;
(6) Easy coupling of the motor fore-carriage to any kind of vehicle.
In Figures 5 to 9 I have represented a means of preventing any incorrect
movement liable to cause an accident, for example the breakage of the teeth
of the gear wheels which so frequently occurs on throwing them into gear whilst
running. The device comprises :-
(1) A longitudinal slot A (Figure 5) for permitting of the sliding of rod f
before referred to, and a series of notches A', A2, A3, A4, for permitting the rod
to turn upon its axis when opposite the lug B (Figure 7):
(2) A quadrant C (Figures 8 and 9) mounted on the cheeks F F and having
notches C1, C2, C3, C, in which engages a lug D (Figures 8 and 9). These
notches correspond in number with the notches of rod f and with the number of
variable speed wheels employed. With three wheels for forward running and
one for backward running there would be four notches. The lug D) is of such
length that to disconnect the quadrant it is necessary to slide the set of gears
to the left against the ball bearings E (Figure 5).
By this means the speed gear can only be adjusted after having disengaged
the quadrant and as for this purpose it is necessary to shift the gear wheels
towards the left they will be no longer in gear when changing the speed. The
lateral shifting of the gear wheels corresponding to the sliding of the rod f
can only be effected after having disengaged the notches A¹ A2, A3, A4,- by rotat-
ing the rod which movement throws the engine out of driving connection.
In order to change the speed or direction of running it is necessary to perform
a series of inter-dependent movements in a certain order, riz.:-
(1) Turn the handle h to 2 (Figure 3):

page_text: (2) Shift rod f so as to bring handle h to the position h¹;
(3) By means of handle V place one of the notches of quadrant C opposite
the lug and then push back handle h;
(4) Return handle h to a horizontal position.
61
block
"
it is thus impossible to put the toothed wheels into gear without having pre-
viously disconnected the engine, thus constituting what I term a
system.
Having now particularly described and ascertained the nature of the said in-
vention and in what manner the same is to be performed I declare that what
I claim is:
-
1. A system of driving and steering gear for auto-motor vehicles, compris-
ing a steering wheel axle A on which one driving wheel and one main wheel
of the balance gear 1) are keyed, a hollow shaft A¹ having a squared part carry-
ing at one end a gear wheel B and at the other the fork by which the balance
gear pinions are driven, a second hollow shaft A" on which the other main
wheel of the balance gear and the other driving wheel are keyed, in combination
with:-
:-
(a) Variable speed gear I J K whereof K is constantly in gear with a
pinion L loose on its axis M;
(b) Pinions G H capable of being shifted along with gear wheel B parallel
to the axle A the pinions G H turning as one and being capable of being
turned about the hub of B so that G may be geared either with I J K or L
whilst H remains in gear with B by means of a set of levers PQ connected
by rod R and crank T to the handle bar U and handle V and by link Y
to the pinion carrying frame F F1 and a second set of elbow levers c d con-
nected by rode the forked end of levere being connected by a fork and
collar to handle-bar f so that by the longitudinal adjustment of said handle-
bar the gears B G and H will be brought opposite to I J K or L;
";
(c) A friction clutch N transmitting motion from the engine to the
wheel I through pinion O said clutch being operated by a third set of
levers ij by a rotary movement of handle bar f, the handle bars U and f
being mounted in a hollow steering handle connected by the bracket to
the socket r, the whole being combined and arranged substantially as speci-
fied.
2. A system of coupling formed by the horizontal pivot n engaging in cross
bar o capable of turning about axis as and for the purpose specified.
3. The combination with the variable speed gear operating mechanism of
the herein described block system of means for ensuring the proper operation
of such mechanism, consisting of the notched slot A and lug on the handle
bar fengaging therein for limiting the motion of said handle bar and the
notched quadrant on the frame F F¹, engaged by the lug D for locking said
frame the parts being combined for operation substantially as specified.
Dated this 3rd day of January 1899
A. M. & WM, CLARK,
Chartered Patent Agents, 53, Chancery Lane, London.