Improvements in or relating to Motor Vehicles.
Year: 1895

page_text: Date of Application, 11th June, 1895-Accepted, 21st Dec., 1895
COMPLETE SPECIFICATION.
Improvements in or relating to Motor Vehicles.
I, CHARLES EDGAR DURYEA, Manufacturer, of 208 Barker Avenue, in the
City of Peoria, County of Peoria, and State of Illinois, United States of America,
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:
Heretofore carriages driven by self-carried motors have been more or less
clumsy, quite complicated, difficult to operate, uncertain in action, liable to get out
of order, and to some extent objectionable because liable to soil the hands or
clothing of the operator in the exercise of the care and skill needed to use them.
They have often been of such a nature as to require a mechanic or engineer to
operate them, and so partook rather of the construction of traction engines than of
ordinary carriages.
The objects of my improvements are to provide easy, ready and certain control
of the direction and speed of the carriage; a light, compact and serviceable
arrangement of the motor and gearing; a practical, serviceable and easy method
of changing the speeds of the carriage, while permitting the motor to retain its
normal speed; a light, easily operated and easily controlled motor and generator;
means for controlling the same from the seat of the operator; starting mechanism
for same within reach of operator without opening or disturbing the carriage,
together with such minor objects as may appear in the following Specification.
I accomplish these objects by the means set forth in the accompanying drawings,
in which
Figure 1 is an elevation of carriage with two wheels and one wall of body
removed;
Figure 2 is a plan of carriage with seats and top of body removed;
Figure 3 is detail of the inclined wheel journal pivots with steering cranks;
Figure 4 is detail of the arrangement of the steering lever and steering post;
Figure 5 is a section illustrating the construction of the telescoping steering
lever;
Figure 6 illustrates certain details of the generator;
Figure 7 shows the tightener shaft with means for operating same, and also
adjustment for yoke;
Figure 8 is larger view of the kingbolt, and
Figure 9 is larger view of the escape valve.
Similar letters refer to similar parts throughout the several views.
My vehicle rests ou four wheels, of which the hinder two are rigidly affixed to
semi-axles a a journalled in tubular revoluble bearings a' a', which are joined about
midway of their length to form the box a² of a balance gear of the common type.
The whole is mounted in bearings a³ a³ a³ a³ which support the rear ends of the
side bars of the frame a 4 a 4 and the rear ends of the speed-shaft hangers b b.
The forward ends of the side-bars a 4 a 4 rest on opposite ends of the forward
cross bar c, which in turn rests on and is carried by the yoke c¹. A cross spring c 2
from bar to bar carries the front end of the carriage body, while the rear cross-
bar c 3 carries the forward ends of the speed-shaft hangers bb and also the side
springs c4 c 4 which support the rear end of the body.
Thus far the parts described are such as are or have been commonly used to
form the support or frame on which a carriage body rests and are described only

page_text: to enable those skilled in the art to be better able to grasp the description of the
improved parts used herewith.
с
The yoke c' which carries the front part of this said frame rests upon and is
journalled around the horizontal kingbolt c 5 to one end of which the front axle d
is rigidly attached. This arrangement permits any one wheel to rise or fall over
obstructions or unevennesses in the road without twisting the framework and
causing any of the shaft bearings to bind and run hard. No horizontal movement
of the axle is permitted as in common carriages but it is maintained rigidly in
horizontal position and the steering is effected by turning the front wheels and
their journals upon pivots d' d' which are swivelled in yoked ends of the forward
axle.
In Figure 3 the yoked end d2 with the pivot d', the wheel axis d 3 and the
controlling crank d 4, with the connecting rod d5 are shown. It will be evident
that a sidewise movement of the connecting rod d 5 will cause the wheel to move
around its pivot d' and that if both wheels are so moved by the same motion. of
the connecting rod d 5, the direction of movement of the carriage will be changed.
When moving in a circle or curve the inner wheel must of necessity describe a
sharper curve than the outer oue, and that it may do this properly and without
sliding sidewise to the detriment of the wheels, tires and road surface, provision is
made that the inner wheel may be turned further or shorter than the outer one.
This is effected by causing the rearwardly projecting controlling cranks d4 d4 to
project inwardly as well so that their rear ends are nearer to each other than the
pivots dd, which arrangement effects the steering desired. It is evident that
forwardly and outwardly projecting controlling cranks would effect the same
service.
The pivots d'd do not stand in a vertical line but in an angled, so as to cause
the axial line of the pivot, if extended, to intercept the plane of the wheel at or
about the road surface. This arrangement causes the pivot d' and the front axle
to take the strain due to road friction and obstacles and so relieve the controlling
crank thereof, and not only makes the steering easier, but prevents any liability of
accidental change of direction due to striking an obstruction.
The connecting rod d 5 is joined at the middle to an idle lever d6, which in turn is
pivoted to a horizontal axis or pivot on the lower end of a steering post E. This
idle lever d 6, being pivoted at one end on a horizontal pivot, and at the other
joined by ball and socket or similar universal joint to the connecting rod, permits
the movement of the carriage due to action of the springs without in any way
affecting the steering of the wheels. The connecting rod d 5 may be in two parts
joined at the middle, but is preferably one part light enough to spring freely and
being provided with ball and socket or universal joints at its ends, is likewise not
affected by the movements of the carriage body. This steering post E is mounted
in journals E E' on the forward part of the body, and is provided at its upper end
with a bracket E rigidly attached, in which the steering lever E 3 shown in eleva-
tion and detail in Figs. 1, 4 and 5, is pivoted.
While
A sidewise motion of the steering lever E³ is transmitted to the front wheels
and the steering of the carriage easily and positively effected with the advantage
that the steering lever points in the direction in which the carriage will move, and
so prevents any miscalculation of direction on the part of the operator.
it is preferable to have the steering lever move as much as do the wheels it is
possible to place the steering post to the front or rear of the plane of the front
axle, and so lengthen or shorten the idle lever d6, and vary the proportionate
movement of the wheels and lever. It is evident that if the controlling cranks
project forward instead of rearward, the idle lever may be likewise placed and the
results be identical.
The steering lever E 3 is pivoted to move in a vertical plane at the rear end of
the bracket E2 and is composed of two tubes arranged so that the one carrying
the handle telescopes into the one that is pivoted. This permits any desired length
of steering lever and adds much to the convenience and case of controlling the

page_text: vehicle. Inside this lever is a spring controlled detent E 5 Figs. 4 and 5, one end
of which projects from the forward end of the lever and engages an arc E4 in
the upper end of the steering post. When the carriage is not in motion this
detent engages a notch in said arc and prevents any shifting of the lever in a
vertical plane without first drawing the handle as far rearwardly as possible and so
withdrawing the detent. This arrangement prevents accidental starting of
carriage. Downward from the said notch in the arc E is another notch and stop,
while upward are several. These secondary notches are not abrupt on one side,
and so permit the lever to be easily shifted toward the aforesaid primary notch
but not therefrom unless the detent E' be withdrawu as before stated. Motion
of the steering lever in a vertical plane controls the driving mechanism and by
this arrangement of notches any given speed is inaintained so long as desired,
easily changed to a lower or stopped, but not so easily reversed or changed to a
higher, thus forming an admirable safeguard against accident.
Attached to the forward end of the steering lever E³ are two ropes or
cables EE', preferably of wire, one of which passes downward through the
hollow steering post E, and the other up over a roller E' in the top thereof and
thence downward beside the first. Thence both pass under rollers E8 Es located in
the post journal at the bottom thereof, and thence back toward the rear of the
carriage where they attach to a roller for pulley on the controlling shaft or
bar f, being wound one or more times around the same, so that when one is
pulled by the steering lever the said shaft is revolved a part of a revolution in
one direction and when the other is pulled, the said shaft is revolved likewise in the
opposite direction, which action tightens any desired belt and regulates the speed
of the carriage with respect to that of the motor, as will be hereinafter more
fully explained.
:
On the before-mentioned balance-gear box a² is a large cogged gear as which
meshes into and is driven by a small pinion 61 on the speed or driven shaft b².
This shaft is journaled in hangers bb and carries flanged fixed pulleys b³ ³ ³ b³.
From these pulleys to similar pulleys on the crank shaft g of the motor run
belts of such length that they are normally loose on the pulleys and only
transmit power if tightened by depressing the tightener rollers hhhh. These
rollers are linked to eccentric straps hhhh, around eccentrics h³ ³ ³ ³ on the
controlling shaft f¹, which eccentrics are set at intervals around the shaft so as to
not correspond one with another, by which arrangement only one belt may be
tightened at a time and in a predetermined order, viz. reverse, slow speed, medium
speed, fast speed and vice versa. Said eccentrics and tighteners are operated by
the rotation of the shaft f¹ due to the movement of the steering lever E³ in a
vertical plane and transmission of power by the wires or ropes as before described.
Other mechanical means, equivalents of the above, may be used to vary the
relative speed of the carriage with respect to the motor, by means of a movement
or movements of the steering lever E' without departing from the spirit of my
invention, and it is evident that a greater range of speed than shown can be
secured by the use of a greater number of pulleys, belts, tighteners and their
respective parts. Gearing or other mechanical equivalents of belts can likewise
be substituted if desired. Whether pulleys of the same or different size are used
on each or either shaft is not a matter of importance so long as the various
desired speeds are secured. By tightening the desired belt gradually the carriage
is started without shock, and a smooth action in shifting from one speed to
another secured. Any stretching of the belts may be remedied by shortening the
eccentric rods h¹.
The motor may be any desired or common motor such as a gas or gasoline
vapor explosive engine, but to avoid the complexity and uncertainty of such
motors I have designed a form of gas generator adapted to use gases under
constant pressure in the cylinder of an engine similar in action to a steam
engine. This similarity precludes the necessity of describing the engine and its
valves for they are known to all steam users. The pipe leads to the engine

page_text: and is to all intents and purposes the steam supply pipe of the engine, in that
it brings gases, such as the products of combustion and heated air from the
pressure chamber and pipe o. On this pipe an oil cup is placed adapted
to keep the cylinder well oiled, for the hot and dry and sometimes sooty gases
are detrimental to the cylinder unless liberally oiled. In this oil cup, a stop
cock is used to shut off or turn on the supply of oil when desired. By so
doing the cup is prevented from running empty when not in use and a supply
of oil to the cylinder when in use is assured. The handle or lever of this
cock extends downward and is engaged by a rod, which may be moved by
grasping the handle it.
The pressure generator consists of a strong tank K charged with gasoline,
kerosene or similar hydrocarbon fluid. A pipe K leads from near the bottom
of the tank K to a generating coil K-Figs. 1, 2 & 6-where the liquid
becomes converted into gas by the application of heat and passes thence to the
mouth of the burner K³ where it issues with force through a small orifice, K, and
mingling with air burns and expands in the pipe o. The pipe o may be continuous
with the pipe, but to destroy the irregular pressure caused by the intermittent
feeding of the motor, I prefer to enlarge said pipe O into a chamber which
serves to maintain the pressures steadily as does any common air chamber. The
pipe K¹ returns to the tank K entering at the top thereof and any pressure in the
pipe is transmitted to the tank and so the flow of fluid in the pipes K' is not
interfered with. A needle valve m is provided in the pipe K so that the amount
of fluid permitted to pass to the generating coil is easily controlled and as the
orifice is fixed in size it is evident that the needle valve m controls the
pressure in the pipe and tank. When set for a given pressure this valve may
not be changed but the fluid may be totally stopped by a stop cock n also
placed in the pipe K. This cock has a lever handle controlled by the rod i
and the movement which shuts off the oil cup also stops the supply of gases and
vice versa.
The
Heat is applied to the generator coil primarily by a lamp 1, placed with its flame
under the generator coil. This lamp gives the heat to start the burner by con-
verting the fluid into gas and also furnishes the flame to ignite the gases as they
pass into and through the funnel shaped entrances to the burner tube o.
combustion of the mixture in the burner tube also heats the generator coil since
the latter is coiled around the said tube and the hotter the combustion the more
heat available to produce more gas.
Should the engine not use the gas as fast as produced it would tend to fill the
chamber and pipes and o and prevent further gases entering, which would in
all probability extinguish the flame in the tube o. This is prevented in two
ways, viz., by having a lamp flame to keep it alight as before stated, and by
providing a safety valves mounted on a Bourdon tube s' communicating with the
return end of the pipe K'. This valve is open when there is no pressure in the
pipe K and permits the escape of any gases from the chamber. Pressure in
the tube K¹ closes the valves and it remains closed until the pressure in the
chamber exceeds a certain proportion of the pressure in the pipe K', in which
case it permits the escape of the excess gases and the combustion is not interfered
with.
In the colder weather the exhaust gases from the motor may be passed along
the pipe K and their heat, otherwise wasted, may he utilized to help heat the
burning fluid. The exhaust gases may be taken from the motor in any suitable
manner, may be used to heat the body of the carriage in cold weather if desired,
and are usually passed through a muffler to deaden noise. To make more clear the
action of the generator it may be stated that the velocity of the jet issuing from
the orifice K is used to carry in with the gas the required amount of air, or more,
needed to burn the gas. This may roughly be estimated as ten times the volume
of the gas, and so gas issuing at 500 pounds pressure per inch from the orifice will
carry ten volumes of air into the chamber at a pressure of 50 pounds per inch, or

page_text: less. Part of the air so carried in may not be needed for combustion, but the heat
from the flame will expand it and its increased volume will be utilized by the
motor. If enough unburned air is carried in the heat of combustion will be
distributed among so large a body of air and gas that the temperature will not
be so high as to require a water jacket on the motor, as do most combustion
or explosion motors, which effects a great saving in weight and great convenience
in a carriage.
Most gas
motors require to be started and that this may be done without
inconvenience, I provide a door t in one side of the carriage, primarily to enable
the operator to light the lamp and regulate it and the burner. This door is closed
after the lamp is lighted, and the motor started by inserting a crank u through a
hole t' in the door t and turning the motor shaft. This arrangement permits the
operator to start the motor while in the act of mounting the carriage and is more
convenient than the usual methods. After starting the motor the crank is removed
and placed inside the carriage ready for the next starting. A pipe K for filling
the tank K is provided.
The general operation of the carriage thus described is as follows: The
tank K, the oil cup 3, the lamp l, and the various bearings are filled with oil
or properly oiled by some one in charge of the carriage. When ready to start,
the lamp is lighted, the button pushed in to open the oil cup and stop
cock n, the crank placed on the motor shaft and turned to start the motor;
then removed and the carriage mounted. The full control of the carriage then
rests in the lever E, which is constantly in the band and always more or less
in use controlling the steering while the speed may be varied at will by the
same lever without losing control of the steering. For temporary stops the
motor is not stopped. For permanent stops the button is pulled out and
the lamp extinguished.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In pressure generator adapted for use in an auto-mobile vehicle, a supply
tank capable of holding high pressure but containing fluid not heated, a pipe
or pipes leading therefrom to a generating coil where it is adapted to be
exposed to heat, thence to a jet orifice, thence back to the tank at a higher level,
said pipe being provided with needle cock for regulating, and stop cock for
stopping the flow of liquid; said cock being located between the generator coil
and the tank.
2. In pressure generator adapted for use in an auto-mobile vehicle, a supply tank
capable of holding high pressure but containing fluid not heated, a pipe or pipes
leading therefrom to a generating coil where it is adapted to be exposed to heat,
thence to a jet orifice, thence back to the tank at a higher level, said pipe
being provided with needle cock for regulating, and stop cock for stopping the
flow of liquid, and provided with lamp for heating said generator coil.
3. In pressure generator adapted for use in an auto-mobile vehicle, a supply tank
capable of holding high pressure but containing fluid not heated, a pipe or pipes
leading therefrom to a generating coil where it is adapted to be exposed to heat,
thence to a jet orifice, thence back to the tank at a higher level, said jet orifice
opening into an open-mouthed tube arranged to lead the mixed and burning gases
and air to the motor.
4. In pressure generator adapted for use in an auto-mobile vehicle, a supply tank
capable of holding high pressure but containing fluid not heated, a pipe or pipes
leading therefrom to a generating coil where it is adapted to be exposed to heat,
thence to a jet orifice, thence back to the tank at a higher level, said jet orifice
opening into an open-mouthed tube arranged to lead the mixed and burning gases
and air to the motor, said tube or enlargements thereof having an escape valve

page_text: controlled by a Bourdon tube connecting with the return pipe such as and for the
purpose described.
5. In an auto-mobile vehicle a speed controlling shaft and flexible connection
passing from a roller on said shaft, around pulleys to the end of the steering lever,
the whole arranged so that motion of the steering lever other than for steering
controls the said controlling shaft.
6. In an auto-mobile vehicle one or more oiling devices for the motor and a
stop-cock for use in starting or stopping the motor, said oiling devices and stop cock
being operated by the same means, as described and for the purpose set forth.
7. In an auto-mobile vehicle a motor stopping device and an oil cup closing
device arranged to be operated by movement of the same bar.
8. In an auto-mobile carriage using a hydro-carbon vapor motor, a starting crank
for turning the motor shaft arranged to be within reach for use by the operator
while in the act of mounting the carriage.
9. In an auto-mobile vehicle, a controlling shaft or bar, links to transmit power
from said shaft to the transmitting media between driving and driven shafts, said
links and controlling shaft being so arranged that movement of the said shaft may
leave all the transmitting media inoperative or cause them to engage and disengage
one after another in a predetermined manner for the purpose of controlling the
speed of the vehicle.
10. In an auto-mobile carriage, speed varying media, links or connections from
same to a controlling shaft or bar, cams, eccentrics or cranks on said bar adapted to
operate said links when bar is moved and means for moving said bar by the
operator.
11. In an auto-mobile carriage, speed varying media, links or connections from
same to a controlling shaft or bar, cams, eccentrics or cranks ou said bar adapted to
operate said links when bar is moved and means for moving said bar by moving a
lever or crank near the operator.
12. In an auto-mobile carriage, speed varying media, links or connections from
same to a controlling shaft or bar, cams, eccentrics or cranks on said bar adapted to
operate said links when bar is moved and means for connecting said bar or shaft to
the steering lever in such a manner that the speed may be controlled by movement
of the lever in a plane intersecting the plane of movement for steering.
13. In an auto-mobile vehicle, steering wheels mounted on separate pivots near
the plane of the wheels and cranks affixed to and projecting from said pivots in
such direction that each crank lies in a vertical plane arranged to intersect the
plane of its steering wheel in front of the center of the said wheel.
14. In an auto-mobile carriage, a speed varying mechanism consisting of means
for changing the relative motions of driving and driven shafts by varying the
position of a controlling shaft or bar and thus causing a different transmitting
couplet to transmit the power.
15. In an auto-mobile carriage, a shaft, two or more connections working on the
shaft at one end and adapted at the other end, to cause the action of the power
transmitting media, said connections and the shaft being so arranged with respect
to one another that movement of the shaft will cause but one connection to act at
one time.
16. In an auto-mobile vehicle having a framework carrying the mechanism, a
horizontal pivot intermediate the axles arranged to permit movement in a vertical
plane of one of the axles, said axles being fixed with relation to each other in a
horizontal plane and one of them having yoked or bifurcated ends forming pivot
members to carry the steering wheels.
17. In an auto-mobile vehicle separate pivots at one side of but near to the
planes of the steering wheels around which the said wheels turn in steering, said
pivots having their center lines each inclined so as to intersect the plane of wheel
at or near the line of contact of the wheel with the ground.
18. In an auto-mobile carriage, steering wheels mounted on separate pivots near

page_text: the plane of the wheels and cranks affixed to said pivots projecting rearwardly and
inwardly and connected to a steering lever by suitable mechanism.
19. In an auto-mobile vehicle, a lever pivoted and connected to the guiding
wheels in a manner adapted to control the direction of the carriage by movement
in one plane and also pivoted to move in an intersecting plane and mechanically
connected to the speed changing mechanism for the purpose of controlling both
speed and direction with one and the same lever.
20. A steering lever mounted on pivots and suitable framework permitting move-
ment in two intersecting planes and connected by suitable mechanical means to the
steering wheels and to the speed regulating mechanism in independent manner,
arranged to cause movement of the handle in one place to control the direction, and
in the other, the speed, of the carriage.
Dated this 11th day of June 1895.
BOULT & WADE,
Agents for the Applicant.