Improvements in or relating to Motor Vehicles.
Year: 1899

page_text: ;
Date of Application, 1st July, 1899
Complete Specification Left, 16th Jan., 1900-Accepted, 14th Apr., 1900
Improvements in or relating to Motor Vehicles.
We, THE BRITISH MOTOR COMPANY LIMITED and CHARLES JARROTT, Engineer,
both of 40, Holborn Viaduct, in the County of London, do hereby declare the
nature of this invention to be as follows:-
The object of this invention is to provide an improved form of car, com-
prising improvements in the driving and controlling mechanisms, steering and
carburetting devices, and general construction of the car. The framing of the
vehicle is constructed of two or more longitudinal members connected together
by transverse members. The front of the framing is suspended upon the steering
wheels by means of bow or other springs, the fore parts of the springs being
attached to the front of the vehicle frame by any convenient means, the rear
parts of the same are preferably connected to a transverse bow spring which may
be secured to one of the transverse members of the frame.
The motor which may be of any well known construction is preferably mounted
by means of brackets between two of the transverse members of the framing
mentioned above,. and is connected by means of an elastic coupling to a system of
frictional speed gear (hereinafter more fully described) arranged in a casing which
is also supported between the transverse members of the fraining similarly to
the motor.
The speed mechanism comprises a shaft mounted in any convenient manner
within the casing referred to, and in engagement with the motor shaft. This
speed gear shaft is provided with one or more pinions of varying sizes which
engage with corresponding pinions of gear wheels mounted free upon a hollow
shaft also carried by the speed gear casing. These gear wheels are each pro-
vided with a hollow extension or drum within each of which is arranged an
expansible friction coupling. Pinions are mounted between the expansible
portions of this device, and are connected to the said portions by means of screw-
threaded trunnions or pivots. The teeth of each of the pinions thus arranged
project into the interior of the hollow shaft and engage with a rack which is
capable of reciprocation within this shaft. The arrangement is such that when
this rack is reciprocated in one direction the pinions are revolved, one set being
brought into operation in such a manner as to expand the friction device within
its drum whilst the, other set contracts this said device. By this means any one
of the speed gears can be thrown into operation, or by placing the rack in a
central position all of the same can be thrown out of operation.
The speed gear shaft may be provided with a starting mechanism which may
comprise a pawl and ratchet device, the pawls being carried in an annular recess
within a boss mounted fast on the speed gear shaft. The ratchet is mounted
free on the same shaft and may be integral witli a sprocket wheel. The sprocket
wheel is driven from a second sprocket or chain wheel provided with a handle or
other means by which it can be revolved. When the sprocket is revolved in
one direction the speed gear shaft is caused to turn and when the motor which

page_text: is in connection with the same has started the pawls over-run the ratchet in the
well-known manner.
A reversing mechanism may be arranged to co-operate with the speed gear,
and may comprise a differential gear mounted on the ends of the hollow speed
gear shaft; the central pinions of the differential gear may be mounted free upon
pins carried by a boss free on the hollow speed shaft and the outer extremities
of these pins carry a surrounding annular ring. This ring has a limited amount
of free play upon the pins and is provided with lugs or projections which are
normally kept in engagement hetween the teeth of the central pinions of the
differential gear by means of springs. The annular ring is also surrounded by
a band brake. When the lugs or projections of the ring are in engagement with
the teeth of the pinions of the differential gear the whole mechanism revolves as
one and thus drives other spur gearing, connected with one of the pinions of the
differential gear in, one direction. When however the band brake is tightened
on the external annular ring this ring is held stationary, and thus its pro-
jections are brought out from their engagement with the pinions of the
differential gear so that these latter are allowed to revolve and the sense of
rotation imparted to the spur gearing is reversed.
On the hollow speed gear shaft may be mounted at that end remote from the
end upon which the reversing mechanism is arranged a brake mechanism which
comprises a drum or other brake surface fast upon the shaft and surrounded by
a brake band of any well known construction. The ends of the band are con-
nected by an arm and link, both of which are pivotted to the ends of the brake
band, the link being also pivotted to the free end of the arm by an adjustable
connection. The brake band is further provided with pivotted arms or flexible
members.connected at their free ends to a brake shoe. This shoe is carried by
an arm pivotted to any convenient part of the vehicle frame. The brake surface
or drum around which the band brake is arranged may be made integral with or
secured to a larger disc arranged to co-operate with the brake shoe. The lever
which carries the brake shoe is provided with a spring which normally keeps the
shoe away from this larger disc. Any convenient system of levers may be
arranged to operate the arm and link which tighten the band brake.
When the band brake is tightened upon the drum it tends to revolve with
the same and the mechanism by which it is operated allows it to do so within a
limited amount. In doing this the links connected to the brake shoe are operated
so that the brake shoe is brought into contact with the larger disc against the
action of its spring. It is obvious that this brake mechanism could be arranged
upon the hub of one of the road wheels or upon any other convenient revolving
part of the mechanism.
The spur gearing which is driven through the medium of the reversing
mechanism as described above acts as intermediary gear for driving the road wheel
shaft. This shaft may be mounted within a hollow tube rigid with the frame or
some part connected to the frame of the vehicle, and which serves as a protection
for the revolving shaft. The shaft does not come into contact with the interior
of this tube, but may be carried at one end upon ball bearings arranged within a
hollow extension of the tube, whilst the other end of the shaft may be carried out
beyond the tube and provided with an extension which projects over the rigid
member, ball bearings being arranged between this portion and the rigid mem-
ber. This extension is preferably made in the form of a wheel hub so that one
of the road wheels can be built upon it. The extension may be made fast upon
the shaft by any well known means. It will be understood that this protecting
tube is necessarily divided at that portion of the shaft upon which the gear wheel
of the intermediary gear is mounted, but as the other end of the shaft and its
protecting tube are arranged in the same manner as the end already described it
is unnecessary to give them further notice.
The explosive mixture may be supplied to the motor by an improved form
of carburettor constructed as follows:

page_text: An outer casing arranged preferably within close proximity to the motor is
provided with an air inlet passage and a second passage communicating by means
of a pipe with the cylinder of the motor. Within the casing is arranged a liner
provided with orifices corresponding to the passages in the outer casing, and this
liner may be revolved so that its orifices are made either to coincide or partially
coincide with the passages in the casing, or to be entirely out of register with the
same. Within the liner may be arranged a cylinder open at each end into the
centre of which is projected a nozzle communicating with the oil supply. Air
as it enters the liner by the suction of the piston in the cylinder of the motor
passes down this central cylinder and at the same time draws oil from the nozzle,
the air thus becoming carburetted in its passage to the engine cylinder.
Either electric or tube ignition may be used for the motor and if electrio
ignition is used the core of the induction coil usually used with such ignition.
devices, may instead of being straight as is the common practice, be spread out
at its ends at right angles to its longitudinal axis, such end projecting up on
either side of the wire with which it is surrounded. This arrangement may be
still further modified by carrying the core out some distance beyond the encircling
wire, and then bending its ends back parallel to itself and towards the wire with
which it is surrounded. These ends may also if preferred be spread out or
enlarged so that that part which faces the wire is of greater area than the cross
section of any other portion of the core. In fact the core may be variously
modified so that a better magnetic circuit is formed and thus the number of lines
which cut the winding of the core, increased.
The steering mechanism of the vehicle is so arranged that its operation is not
interfered with by the spring suspension of the frame of the vehicle from the
steering wheels. To effect this the various links between the operating lever
and the connecting rods which operate the axles of the wheels in the usual
manner, may be provided with ball and socket joints. By this means the upper
part of the vehicle to, which the operating levers are secured can move in any
direction relatively to the wheel axles to which the connecting rods are secured
without bending any of the links or levers forming the steering system. Any
convenient form of carriage body may be mounted on the frame of the vehicle,
and the various devices for operating the steering, speed and reversing mech-
anisms may be arranged, if desired.. telescopically one within the other, and
enclosed with the common standard. Although only one brake.device has been
described it will be understood that the vehicle may be provided with other brako
devices operated by pedal or other mechanisms, or any combination of the various
devices described may be used in connection with the vehicle. Also that the
devices described are not limited to the special form of vehicle described, but
may be used in conjunction with any motor tricycle, bicycle or other vehicle.
TY
T... 1000
BOULT & WADE,
Agents for the Applicant.
We, THE BRITISH MOTOR COMPANY LIMITED and CHARLES JARROTT, Engineer,
both of 40, Holborn Viaduct, in the County 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 and by the following statement:--
This invention relates to improvements in motor vehicles and has special

page_text: reference to the speed gear, starting mechanism, brake mechanism, carburettor,
steering mechanism and ignition device common to such vehicles.
In the accompanying drawings, which illustrate one method of carrying out
this invention:
Figure 1 is a side elevation of the complete motor vehicle,
Figure 2 is a plan of the same with the body of the vehicle removed,
Figure 3 is a longitudinal central section of the change speed gear,
Figure 4 is a transverse section of the sanie on the line 4-1 of Figure 3,
Figure 5 is a perspective view of a detail of the change speed gear,
-
I
Figure 6 is a central longitudinal section, of the starting clutch.
Figure 7. is a transverse section of the same on the line 7-7 of Figure 6.
Figure 8 is a central longitudinal section of, the reversing, gear,
'?
Figure 9 is a transverse section of the same on the line 99 of Figure 8,
Figure 10 is another section of the same on the line 10 10 of Figure 9,
Figure 11 is a side elevation of the brake mechanism,
Figure 12 is a central longitudinal section of part of the frame and driving
ineclianism,
Figure 13 is a central vertical section of the carburettor,
Figure 14 is an elevation of the same viewed in the direction of the arrow
shown in Figure 13,
Figure 15 is a diagrammatic view of a core for an electric ignition induction
coil;
Figures 16, 17, 18 and 19 are similar views of modifications of the same,
Figure 20 is a side elevation of the steering mechanism,
Figure 21 is a plan of the same, and
Figures 22 and 23 are detail views of part of the steering mechanism.
Like letters indicate like parts throughout the drawings.
Figures 1 and 2 show the general construction of the motor vehicle and the
disposition of the mechanism upon the same.
The frame of the vehicle comprises two longitudinal members A connected by
transverse members A. The longitudinal members are curved in at the for-
ward ends to permit turning of the steering wheels B, which are arranged at
that end of the vehicle. The steering wheels B are carried on axles B" pivotted
in any well-known manner to a fixed axle B, and the vehicle frame is sup-
ported upon the axle B by springs C. These springs are pivotted at their for-
ward ends to the longitudinal members A and at their rear ends to a transverse
spring C, conveniently carried by one of the transverse members A' of the
frame.
A motor D, which may be of any well-known construction, is arranged at the
rear of the vehicle and secured by brackets D' to two of the transverse mem-
bers A of the frame. The motor shaft D3 may carry a fly wheel D³ and enters a
casing E containing the change speed mechanism. This casing which in itself forms
the bearings for the various parts of the change speed gear, may conveniently he
carried by brackets secured to the transverse members in the same manner as
the motor D. A shaft E¹ of the speed gear is arranged to project on either side
of the casing E, and is provided on one side of the casing with a
reversing mechanism F and on the other side with a brake mechanisni G. A
starting device H may conveniently be mounted upon a portion of the motor
shaft D³ which projects through the far side of the casing E.
The speed gear E shown in section in Figures 3 and 4 is arranged for two
speeds. The motor shaft 12, or a shaft connected to the same, is brought through
the lower end of the casing E and has mounted fast upon it a small and large
pinion respectively. These two pinions gear with large and small
pinions F E mounted free upon the shaft E, which is hollow. The pinion
has secured to it an annulus, or hollow extension or drum E, within which is
arranged friction clutch expansion device. The friction clutch expansion
device comprises two friction blocks E7 carried by the shaft E! and connected

page_text: together by screw spindles E8, provided at one end with a right-handed and at
the other with a left-handed thread. Screw thread bushes, such as E, may be
secured by any convenient means in the friction blocks E7 to receive the screw-
threaded spindles Es, or the latter may be screwed direct into the blocks.
Approximately midway upon each spindle E is mounted a pinion E10, the teeth
of which project through the wall of the shaft E into the hollow interior.
Within the hollow shaft E is arranged an operating rod E. having teeth E
upon its upper and lower sides which engage the pinions E¹º.
The pinion E is provided with an annulus or hollow extension or drum E
exactly similar to the annulus E of the pinion E, and within this annulus is
arranged a friction clutch expansion device constructed in exactly the same
manner as that arranged within the annulus of the pinion and which will
therefore need no further description. The pinions of the screw spindles of both
devices gear with the teeth E on the operating rod E, which rod revolves with
the hollow shaft E', but the screw spindles belonging to one device are arranged
in such a manner relatively to those of the other that when the spindles of both
devices are revolved in the same direction those of one device will draw their
friction blocks together, whilst those of the other device will further separate
the same.
-
The operation of this device is as follows:-
If the rod E is moved in a longitudinal direction within the shaft I! (say to
the left Figure 3) the pinions of both devices will be rotated so that the screw
spindles of one device will draw. the friction blocks, in the annulus E¹³, for
instance, towards one another away from the annulus within which they are
contained, whilst those of the other device will drive the friction blocks against
the interior of the annulus E. By this means one set of the friction blocks
which revolves with the shaft E' is brought into engagement with one of the
pinions free on the shaft E¹ but driven from the motor shaft D2, so that the
rotation of the shaft D2 will be transmitted to the shaft E. If now the rod E
is moved in the opposite sense, i.e. say to the right of Figure 3, the pinions of the
screw spindles will be revolved in the opposite sense and thus the friction blocks
formerly forced against the annulus E6 of the gear wheel E will be withdrawn
from the same, and the other set of friction blocks forced against the annulus EB
of the wheel E. It will thus be seen that either the low speed pinions E³ E'
may be brought into operation, or the high speed pinions E Eat will
By placing the operating rod E" in a central position both friction clutches may
be disengaged to permit of the motor running idle.
Figure 5 shows the construction of the spider pieces on the hollow shaft E for
carrying the friction blocks of the expansion device with their spindles and
pinions. These spider pieces may be either made integral with the shaft or, for
convenience in manufacture, separately cast and shaped, and rigidly secured to
the shaft E in any convenient manner. They may be made in one piece, or in
two separate pieces, one for each expansion device. They are cach provided
with guides or lugs E13 upon which the friction blocks slide towards and away
from the centre of the shaft, and at right angles to these are arranged webs El
having recesses E, which serve as bearings for the screw spindles of the expan-
sion devices. When in place the screw spindles rest in the recesses E across the
shaft E and their pinions lie between the two webs E and project through the
shaft E, as described above, so that they engage the operating rod E"
Any convenient mechanism may be used for reciprocating the operating rod E"
within the hollow, shaft E. In Figure 2 a series of bell-crank levers and con-
pecting rods E6 are shown for this purpose connected with a vertical standard or
shaft E, (Fig. 1) preferably hollow and carrying an operating wheel E¹ By
revolving the operating wheel E18 in one direction or the other the operating
rod E may be moved to bring one or other of the speeds into action or to
bring both out of action as described.
=
Figures 6, and 7 show a convenient form of starting device mounted, as de-

page_text: Ecribed above with reference to Figures 1 and 2, upon a convenient portion of the
motor shaft D. This device comprises a flanged disc H' fast upon the shaft Dª
and provided with interior pockets H. The pockets H2 form bearings to
receive pawls H³, which are free to pivot in these pockets or bearings under the
action of gravity. A sprocket wheel H is mounted free upon an extension
carried by a bracket, which may be secured to any convenient part of the frame
of the vehicle or gear case E. This sprocket H is provided with an extension H³
projecting into the space within the flanged disc II and is provided on that
portion with ratchet teeth H. The ratchet teeth H thus lie beneath the
pawls Hand are free to be engaged by the same. The sprocket wheel may be
driven by a chain H (Figure 1) gearing with a second sprocket wheel H having
a handle II. This second sprocket wheel may be mounted in any convenient
manner within reach of the driver.or other passenger of the vehicle.
•
To start the motor the handle H is revolved thus driving the sprocket H'
and ratchet H in the direction indicated by the arrow, Figure 7. One or more
of the pawls H will be above the ratchet and will consequently fall upon the
same under the action of gravity so that the, moment the ratchet is revolved, as
described, such pawl or pawls will be engaged and cause the flanged disc H',
together with the shaft D, to revolve with the ratchet. The motor thus started
as it gets up speed will overtake the ratchet so that the pawls overrun saine
in the usual well-known manner.
It will be understood that during this operation the motor may be thrown out
of gear so that it runs idle, being afterwards brought into gear by one of the
friction clutch expansion devices described above.
It is obvious that instead of the handle H, the sprocket H8 may be placed
within easy reach of the feet of the rider so that same may be provided with
pedals for starting the motor.
The reversing mechanism F, illustrated in detail in Figures 8, 9 and 10, is
mounted on an extension of the shaft E which projects outside the casing E,
as shown in Figure 2. l'ast on the shaft E' is mounted a bevel gear wheel F
and a second bevel gear wheel 12 free on a shaft is mounted opposite the wheel F¹.
Between these two bevel gear wheels is mounted a boss F free to revolve upon
the shaft and carrying pins F which serve as studs to carry bevel pinions
adapted to engage pinions F. Surrounding the pins F and their pinions F5
and carried by the same is a ring Fo, and surrounding the ring F6 is a brake
band secured at one end to any convenient stationary part of the vehicle,
whilst the other end may be connected to any convenient operating mechanism.
The ends of the pins or studs Fmay be journalled and project into the brake
ring F which is provided with slots to engage them. Upon the brake
ring F are two lugs or detents F9 adapted to project between and engage the
teeth of the pinions Ft. To keep the detents in engagement with the pinions
springs F are provided, each secured at one end to the ring F6 and at the other
to the boss F
The operation of this device is as follows:-
So long as the springs F10 keep the detents F in engagement with the pinions 13
these will not revolve upon their studs 14, so that the shaft E', pinions F, 1
and together with the brake ring F will revolve as one part. This will
cause the pinion e to revolve in the same direction as the shaft E'. If now the
brake band F is tightened upon the brake ring F the brake ring F will be
held stationary, whilst the boss with its pius or studs F and pinious F³ will
still revolve with the shaft E' and pinions F, F, until the journalled ends of the
studs are brought against the ends of the slots F. This partial revolution will
bring the teeth of the pinions F5 out from engagement with the detents F³, so
that the pinions are free to revolve about their studs * The pinions F5 being
brought into operation will reverse the direction of rotation of the pinions
so that the driving pinion e will revolve in the opposite sense to the shaft E¹.
It will be understood that the moment the band brake F' is again released

page_text: the springs F10 which have been extended during the partial revolution of the
boss Frelatively to the brake ring F6 will again contract and bring the detents F
into engagement with the pinions F. To operate the band brake 17 any con-
venient device may be used, such as the operating rod F" (Figure 2) and foot
pedal Fla
The pinion e may form part of a reducing gear and may engage a spur wheel e¹
(Figure 2) mounted upon the driving axle of the vehicle.
In place of the ordinary band brake G, shown in Figures 1 and 2, a brake
mechanism of the kind illustrated in detail in Figure 11 may be used. This
brake comprises a band brake G¹ which surrounds a brake drum G2 conveniently
mounted on an extension of the shaft E. Pivotted at G³ to one end of the brake
band G is a bell-crank leyer, or its equivalent G', and pivotted at G₂ to the
bell-crank lever G is an adjustable link G6, secured at that end remote from the
pivot to the free end of the brake band G. The brake band G is provided with
lugs G7 secured in any convenient manner to the brake band G7 and secured to
these lugs G7 are links (or chaius if preferred) G8 connected at their free ends to
a brake shoe G. The brake shoe G9 may be secured in any convenient manner
to the end of an arm Go pivotted at G to a fixed part of the vehicle. The
arm Go is provided with a spring G which always tends to draw it in a direction
away from the brake band G₁
Secured to the brake drum G2 is a disc or second brake drum G¹³, opposite which
the brake shoe G⁹ is arranged.
To operate the brake band G¹ is arranged a rod G pivotted at one end to
the bell crank lever G4, and at the other end to any convenient operating
mechanism, such as the foot pedal G15 (Figures 1 and 2).
The operation of this mechanism is as follows:-
When the operating rod G is moved in the direction indicated by the arrow,
the bell crank lever G will be. swung upon its pivot G³, so that that part to
which the link G is connected will be moved in a downward direction, thus
drawing the two ends of the brake band together.
This will tighten the brake band upon the drum G2, and as there is nothing
to prevent the end of the rod G14, which is secured to the lever G, from descend-
ing a limited' distance the brake band G₁ will perform a partial revolution with
the drum G. This partial revolution of the brake band will operate upon one
of the connecting links G8, so that the brake shoe G will be brought forward
against the disc or second brake drum D13 against the action of its spring G¹³.
If the shaft E and consequently the brake discs G3 G3 are revolving in the
direction indicated by the arrow, the upper links G8 will be used to draw on
the brake shoe, the lower links being slack, but when the sense of rotation is
reversed the lower links will operate to draw on the brake shoe whilst the upper
links are loose.
The advantage of this brake is that in addition to the friction of the ordinary
band brake that of the brake shoe is also brought into operation by one operating
device.
It will be understood that this brake mechanism may be applied to any con-
venient part of the driving mechanism of the vehicle, for instance, the brake
drum G may form the boss or hub of a wheel, whilst the rim of the wheel may
be utilized in place of the second brake disc G".
Figure 12 shows a convenient method of protecting the driving axle of the.
road vehicle on which the wheel e¹ (Figures 1, 2 and 12) of the driving gear is
mounted. The driving shaft is passed through a protecting tube e³ secured to
any convenient part of the frame of the vehicle by brackets e. On an extension. of
the tube is mounted a hub es of the road wheel' provided with any well-known con-
struction of ball bearings. The end driving of the shaft or axle projects
beyond this extension of the tube e³, and carries an engaging piece e provided
with detents or teeth e which engage similar detents or teeth on the hub e³ of
the road wheel.

page_text: The driving shaft is protected from damage by the tube and does not
have to bear the wear and tear of the weight of the vehicle as this is carried by
the tube 3, the road wheels being mounted upon the tube and in the shaft as
described. Figure 12 only shows one road' wheel and the tube covering, that
end of the shaft on one side of the gear wheel e', but it will be understood that
another tube and road wheel exactly similar to that described may be arranged
on the other side of the gear wheel el, it being necessary to divide such protecting
tube at this point in order that, the shaft may be connected with the driving gear.
If desired this central portion of the shaft may be provided with bearings
on either side of the gear wheel e' carried on each side by the protecting tube
and that part of the bearing secured to the revolving shaft may be either carried
direct upon the shaft or upon an extension e of the gear wheel' e
The carburettor, illustrated in Figures 13 and 14. may be secured in any
convenient part of the motor vehicle. The oil for forming the explosive charge
may be admitted by any convenient means to a vertical nozzle J; within which
the oil is kept at a constant level at or near the top of the nozzle. The nozzle is
provided with a conical top J and is surrounded by a cylinder or baffle plate J
This tubular baffle plate is open at each end and is enlarged at that portion
within which the part J of the nozzle is situated, so that it forms a nozzle round
the same.
The baffle plate Ja is secured at J to a liner free to revolve in a casting
or casing J. The casting or casing J is provided with an air admission orifice Jo
A second orifice J, which communicates with the cylinder of the motor and the
liner J, has similar orifices adapted to register with those in the casting or
casing J5.
The air sucked into the cylinder of the motor in the usual well-known manner
by the piston is drawn in through the orifice Jo from whence it passes into the
tubular baffle plate J6 by way of the upper end; as it passes the nozzle Jit
meets a jet of oil which has been drawn out by the partial vacuum momentarily
created. This thoroughly mixes in the chamber surrounding the nozzle and
passes out at the lower end of the baffle plate and into the cylinder by way of
the orifice J. The passage of the air through the enlarged portion of the
baffle J and out and around the lower end of the same as it passes to the
orifice J, serves to thoroughly mix the air with the oil.
The conical top of the nozzle J also helps to create eddy current within the
enlarged portion of the tubular baffle plate, which further aids in pulverising the
jet of oil and mixing it with the air.
By revolving the liner J within its casting or casing J the orifices in the
liner may be made to fully or only partially register with the orifices JJ7, 80
that the How of air into the carburettor and of mixture to the cylinder of the
engine may be regulated.
Figures 16 to 19 inclusive illustrate an alternate form of core for an electric
ignition induction coil. Figure 15 shows a form of core commonly used in which
there is a considerably waste of energy, as the magnetic lines of force in their
passage from one pole to the other of the core K have considerable air space
through which they have to travel taking the paths indicated in dotted lines.
This waste of energy may be somewhat counteracted' by bending up the ends of
the core, as shown in Figure 16, so that the resistance of the air space through
which the magnetic lines of force have to travel may be decreased. This may be
still further effected by constructing the core as shown in Figure 17,
in which the ends K of the core shown in Figure 16 are bent
over and towards each other, so that the length of the air space'
is decreased, and within this space the coil K may be arranged so
that nearly the whole of the lines of force cut through the same as they tra-
verse the air space, as well as passing through the centre of the coil during their
passage through the main member of the core K.
The converse of the arrangement shown in Figure 17 is illustrated in Figure 18
in which the members K' are united and that which formerly formed the main

page_text: part K of the core is broken away and the ends splayed out as shown at Ks.
Between the cheeks or splayed portions K³ of the part K is mounted a coil K²
so that it is in a dense magnetic field. The splayed ends K of the part K will
tend to cause the lines of force to pass in almost straight lines through the
coil K³, so that none or very few will stray out beyond the same.
This arrangement may be still further modified, as shown in Figure 19, by.
providing four members K' in place of two' as formerly used, and these members
may, if preferred be connected by an iron ring K, which may be either integral
with or connected by arms to the part K of the magnetic core.
It will be understood that in place of arranging the coil K between the
arms K', as shown in Figure 17, or between the splayed ends of the member K,
as shown in Figure 18, the coil may be wound along the whole length of the
member K, in the first case beneath the arms K and the member K
and in the second case the part K may be made in one unbroken length and the
coil K similarly wound along the whole of its length. This will also apply to
the modified form shown in Figure 19.
Figures 20 to 23 inclusive show a simple device by which the steering mechanism
may be prevented from damage owing to the rising and falling of the vehicle
body upon the road wheel axle and the action of the springs C. The steering
mechanism may be operated by a handle L (Figure 1) secured to a vertical
shaft L, which by means of a rack and pinion L may operate a lever L³ con-
veniently pivotted to one of the transverse members A' of the vehicle frame.
This lever L is connected by a device, hereinafter fully described, to a lever
pivotted at to any, convenient part of the road wheel axle and the free end of
the lever is pivotted to an operating shaft L which may operate the steering
wheels in any well-known manner.
To avoid breaking or bending the connection between the levers L and 7 is
made by a bifurcated member L³ hinged at Lo to a plug secured to the lever L',
and this member L5 is for greater safety connected to the lever by a second
lever or link L7 through the medium of a universal joint L. The free end of
the lever L is hinged at L' to the lever l.
It is obvious that this arrangement will permit the road wheel axle, together
with the operating rod L, to rise and fall relatively to the frame of the vehicle
which carries the lever L3 and the operating mechanism connected therewith;
any such movement will only cause the members L L to move upon their
pivotted joints so that the hinged portions L L approach towards and move
away from one another, whilst at the same time the universal joint L³ will
permit the axle to approach more closely to the frame at one side than the other
without straining these members.
This construetion in no way interferes with the operation of the steering as
the hinges L L of the members L5 L' would cause these members to rotate
together and carry with them the lever when the lever L is operated.
The operating devices L L' and E18 E" (Figures 1 and 2) for the different
mechanisms may conveniently be arranged telescopically within one another in
a common vertical standard M, and within the same standard may be arranged
levers N N for regulating the supply of air or oil to the carburettor.
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 a motor vehicle friction clutch the combination of an annulus carried
by one shaft, a friction block or blocks carried by a second shaft and arranged
within the annulus of the first shaft, one or more screw spindles adapted to move
the friction block or blocks in a radial direction relatively to the second shaft and
an operating rod concentric with this shaft and adapted to revolve the screw
spindle or spindles substantially as described.
2. In a motor vehicle change apeed mechanism the combination with two
'

page_text: clutches of the kind described in Claim 1 of an operating rod arranged within
one of the gear wheel shafts the thread of one set, of screw spindles being
oppositely arranged to that of the other set substantially as and for the purpose
described.
3. In a motor vehicle change-speed mechanism of the kind described in
Claims 1 and 2 a hollow shaft carrying spider pieces adapted to receive the
friction blocks with their screw spindles and pinions substantially as described
and illustrated in Figure 5 of the accompanying drawings.
4. In a motor vehicle reversing gear the combination with driving and driven
wheels such as F Fa concentrically arranged and an intermediary pinion such as F5
engaging both wheels and carried by an aim or stud free to travel in the same
plane as these wheels of a detent whereby the pinion may be hell' upon its stud
or permitted to revolve upon the same substantially as described.
5. In a motor vehicle reversing gear of the kind described in Claim 4 the
combination of a brake rim carrying the detent and engaging the pinion spindle
a stop such as a on the brake ring to limit the movement of the spindle relatively
to the same, a spring which always tends to keep the detent in engagement with
the pinion and the spindle away from the stop and a brake band co-operating
with the brake ring substantially as and for the purpose described.
6. In a motor vehicle brake mechanism the combination with a band brake of
a brake shoe co-operating with the band. brake and brought into operation by
torsional movement of the latter when tightened upon its drum, substantially
as described.
7. In a motor vehicle brake mechanism the combination with an operating rod
such as G of a bell crank lever or its equivalent such as G to which both ends
of a brake band are pivotted with or without the intervention of an adjustable
link such as G6 the whole allowing the brake band to rotate a limited distance
with its drum substantially as and for the purpose described.
8. In a motor vehicle carburettor the combination with a casing such as J
provided with adimission and exit orifices of a lining J free to revolve in the
casing for the purpose of controlling the flow, through these orifices and a tubular
baffle plate such as J within the liner and surrounding the feed nozzle sub-
stantially as described.
9. In a motor vehicle carburettor the employment of a tubular baffle plate
such as J contracted at each end and enlarged to form a chamber at that part
where the feed nozzle is situated substantially as described.
10. In a motor vehicle carburettor the combination with a tubular baffle
plate of the kind described in Claim 8 of a nozzle having a conical top such as J
substantially as and for the purpose described.
11. In a motor vehicle the employment of a tubular member such as e as a
protection for a shaft of the driving mechanism and as an axle for one of the
road wheels substantially as described:
12. In a motor vehicle steering mechanism the employment of a member such
as L interposed between the steering apparatus on the frame of the vehicle and
that on the road axle such member being secured to one part of the mechanism
by a hinge joint and to the other part of the mechanism by a universal joint
with or without a second member such as L substantially as and for the purpose
described.
13. The complete speed changing mechanism substantially as described and
illustrated in Figures 3, 4 and 5 of the accompanying drawings.
14. In a motor vehicle a starting device substantially as described and illus-
trated in Figures 1, 6 and 7 of the accompanying drawings.
15. The complete reversing mechanism substantially as described and illus-
rated in Figures 8, 9 and 10 of the accompanying drawings.
16. The complete brake mechanism substantially as. described and illustrated
in Figure 11 of the accompanying drawings.
17. The complete arrangement for protecting the driving shaft and connecting

page_text: the same with the road-wheel of the motor vehicle substantially as described
and illustrated in Figure 12 of the accompanying drawings.
18. The complete carburettor substantially as described and illustrated in
Figures 13 anil 14 of the accompanying drawings.
19. The construction and arrangement of the ignition coil for a motor vehicle
substantially as described or illustrated in Figure 16, or Figure 17 or Figure 18
or Figure 19 of the accompanying drawings.
20. The complete steering mechanism for a motor vehicle substantially as
described and illustrated in Figures 20, 21, 22 and 23 of the accompanying
drawings.
21. The complete motor vehicle substantially as described and illustrated in
Figures 1 and 2 of the accompanying drawings.
Dated this 11th day of January 1900.
BOULT, WADE & KILBURN,
Agents for the Applicants.