Improvements in Motor Road Vehicles.
Year: 1897

page_text: Date of Application, 8th Apr., 1897-Accepted, 25th Sept., 1897
COMPLETE SPECIFICATION.
Improvements in Motor Road Vehicles.
I, JAMES PHILIP ERIE, of 1900 East 5th Street, City and County of Los Angeles,
State of California, United States of America, Engineer, 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 means for propelling vehicles and consists of certain
appliances constructed and combined with the body of the vehicle as fully set
forth hereinafter, so as to drive and regulate the speed and movement thereof.
In the accompanying drawings, Fig. is a side elevation of a motor vehicle
embodying my improvements. Fig. 2 is a plan view of the driving mechanism,
the body portion being shown in dotted lines. Fig. 3 is a rear view of the motor
drawn to an enlarged scale. Fig. 4 is a side view of the motor and connections,
Fig. 5 is a plan view showing the connections between the driving shaft and the
axle at one side of the apparatus. Fig. 6 is an enlarged longitudinal sectional
view of part of the motor engine. Fig. 7 is a perspective view illustrating the
pipe connections and pump with the mixing tank and muffler. Fig. 8 is an
enlarged sectional view of the spray casing. Fig. 9 an enlarged sectional view
of the pump. Fig. 10 a view illustrating a modification of the devices for oper-
ating the pump plunger. Fig. 11 is a face view of the gearing between the axle
and the driving pinion. Fig. 12 a transverse section of Fig. 11. Fig. 13 a
sectional plan illustrating another form of gearing between the axle and pinion.
The motor may be constructed in different ways, but as shown, it consists of
two gas engines A, A' arranged in line with each other with the pistons connected
to the same crank or wrist-pin 1 directly or indirectly so as to turn the driving
shaft 2, upon which is mounted the fly wheel 3. The pistons may be trunk pistons
with jointed connecting rods, but as shown, the two connecting rods 4, 4 are
rigidly attached to the pistons 5 and to a yoke 6, which receives the friction wheel 7
upon the wrist-pin 1 of the crank wheel 8.
A hand wheel 9 upon a shaft 10 in line with the shaft 2 and carrying a crank
12 connected with the wrist-pin 1, serves as a means of turning the crank wheel by
hand in starting the engine or to adjust the parts for starting.
The mixture of vapor or gas and air passes through a pipe 13 provided with
a check valve 14 into the forward chamber X of the cylinder of each engine as the
piston thereof moves outward. When the piston moves inward, the charge is
compressed until a channel 15 in the piston is brought opposite a channel 16 in
the cylinder and the compressed charge will pass into the opposite chamber X
On the next outward movement of the piston, the charge is compressed in the outer
chamber X and as the piston reaches the limit of its outward movement the com-
pressed charge will be forced into the igniting tube 17, and will be exploded. The
igniting tube extends into a casing 18 having a refractory lining and is heated
by the flame from a burner B, consisting of a nozzle 20 (Fig. 4) provided with a
valve 21 extending into the casing 18 and surrounded by a series of perforations
in the casing which admit the air. I have found that with the casing 18

page_text: terminating at the upper end as usual, there is sometimes difficulty in maintaining
the igniting tube at the proper temperature; but by extending the said casing or
connecting it to a pipe 22, Figs. 3 and 6, any desired degree of high temperature
may be maintained. As shown, the pipe 22 constitutes an extension from each
casing 18 with a central outlet .c¹.
The mixture of air and vapour passes through each pipe 13 from a mixing
tank C where the mixture is heated by the exhaust discharge through a pipe 23,
which passes through the tank C, the discharge taking place when the piston on
its inward movement uncovers the port X2. It has been found desirable to heat
the air before mixing it with the vapor or spray of gasoline, and I therefore arrange
a heating casing D, with a perforated end for the admission of air adjacent to each
casing 18, so that the air passing to the heating casing 1), will be heated by the
heat imparted to the said casing by radiation from the casing 18. Any other suit-
able form of heater may be employed, the hot air then passing through a pipe 24,
to the mixing casing where it is mixed with vapor from a pipe 25 and thence
passes through a pipe 26 to the tank C.
The mixing casing E is provided with a spring-seated valve 27 closing the
communication between the casing and the oil pipe 25 until the pipe 26 is more
or less exhausted when the valve 27 will lift slightly and the oil will be discharged
in the form of a spray into the casing, and will there be combined with the air
passing from the heating casing D through the pipe 24.
As
The pipe 24 is provided with a cock 28 for regulating the admission of air.
In many cases it is not desirable to lift the valve 27 by the exhaust and I there-
fore provide means for forcing the oil positively into the mixing casing E, as by
means of a pump F having a plunger 29, and taking the oil through a pipe 30
provided with a check valve 31 from a tank G preferably arranged as a dash-board,
the pump discharging the oil positively into the pipe 25, through a port provided
with a check valve 32. The pump can be operated in any suitable manner.
shown, the reciprocating yoke 6 carries a cam plate 33 having a rib 34 with
upwardly curved ends upon which bears a roller 35 on a lever 36 connected with
the pump plunger 29, a spring 37 maintaining the roller 35 at the opposite end of
the lever in contact with the rib 34. As either end of the cam plate 33 is brought
beneath the roller 35, the plunger is forced downward and discharges a portion of
the oil into the mixing casing E. Any other suitable means for operating the
pump plunger may be employed; for instance, a roller at the end of the plunger
may bear directly on the edge of the crank disk 8 provided with a suitable cam
projection, as shown in Fig. 10. When the lever 36 is used, its movement may be
limited to any desired extent by means of a set screw, 39, Fig. 3.
Both of the exhaust pipes 23, 23, unite at y, Fig. 7 with a common discharge
pipe 40 which extends to a muffler drum 41 having a discharge at any suitable
point as through a neck 42, Fig. 7. By thus conducting both discharges through
a single pipe to a drum, and discharging the exhaust gases from the latter, I prac-
tically avoid all noise from the discharges. The radiating surface of the pipes and
drum also gradually reduce the heat of ne exhaust gases, and this, together with
the heating of the mixed air and vapor in the tank by means of the exhaust,
greatly reduces the temperature at the point of discharge. By preliminarily heating
the air before bringing it into contact with the gasoline, I prevent any condensation
of the latter, and insure its being vaporized at the point where the mixing takes
place, and as the mixture is then at once carried to the tank C and heated by the
exhaust I prevent any chilling and condensation of the vapor.
By arranging the two engines A, A', directly in line, I secure a direct action
of one upon the other, with less loss from friction than when one operates upon the
other through the intervention of cranks or other connections, and the strain upon
one is taken up by the other, while the whole structure is made much more compact,
and better balanced than when the engines as usual are arranged side by side at one
side of the driving shaft. It will of course be obvious that where a greater power
is required, the cylinders may be duplicated, that is there may be two or more

page_text: cylinders side by side on opposite sides of the driving shaft, each pair of cylinders
operating upon the same shaft in like manner as those shown.
One difficulty incident to the use of gas engines as motors for vehicles has
resulted from the large quantity of water which it has been necessary to carry in
order to maintain the cylinders of the engines at the desired low temperature. I
have found that I can reduce the volume of water to an amount which can readily
be carried without inconvenience by using a cooler device of suitable character for
cooling the water. Such cooler may he made in different ways either for spraying
the water in contact with air, or for carrying it over an extended cooling surface.
As shown, the cooler G¹ consists of a rectangular box or casing, across which extend
a series of pipes 44, open at both ends to permit the air to pass freely, while the
water is discharged into the casing from each cylinder through a pipe 45 Fig. 2,
and passes from the bottom of the casing through a pipe 46 Fig. 3, and thence to
each cylinder through a branch pipe 47.
The engine thus described may be mounted in any suitable manner upon a
vehicle and connected through the medium of any suitable gears with the axle
thereof, and may be provided with any suitable devices for starting and stopping
the engine and throwing it into and out of connection with the axle.
I will now describe an arrangement, in connection with a buggy, which I
have found to be effective. As shown in Figs. 1 and 2, H is the body of the buggy
provided with the rear axle I, and at the front with two pivoted axles J, J', which
may be swung on their pivots a³, aby means of segments 48, upon the axles,
gearing with a gear wheel 49 upon a shaft 50 extending upward to the body of the
vehicle and provided with an operating handle 51. By this means, I am enabled
to take a shorter turn and can keep the front wheels better disposed so as to
support the weight of the vehicle than if they were upon an axle pivoted at its
center. Preferably the axles are provided with wheels having pneumatic or
cushion tires.
The motor engine is arranged at the rear of the vehicle and below the level of
the seat, and with the driving shaft 2 extending longitudinally in line with the
center of the vehicle so that the two engines A A¹ are equally disposed on opposite
sides of said center, as best shown in Fig. 2. Further, it will be seen that the
engines A, A¹ are set at the rear of the shaft 1. while the cooler G and fly wheel 3
are set forward of the shaft, thus balancing the weight upon opposite sides of the
said shaft, thereby avoiding strains upon the light frame of the vehicle body. In
order to afford ample room for the fly wheel 3 at the forward part of the motor and
arrange the engine so as to permit ready access for adjustment or repair, I set the
body H further forward than usual that is, I support the same by means of brackets
59 extending from the body to the centers of the elliptic springs 51° which rest
upon the axles as shown in Fig. 1. This permits the fly wheel to be arranged
below the seat portion of the body, and carries the motor parts back beyond the
Ime of the back of the seat.
Motion is transmitted from the driving shaft 2 to a countershaft 52 at right
angles thereto, see Figs. 2 and 5, and from the shaft 52 to the axle through the
medium of a pinion 53 and gear wheel 54. The shaft 52 is not driven directly,
but a disk 55 on the said shaft is so arranged that it may be driven frictionally by
either of two friction wheels 56, 57 upon the shaft 2. If one of the friction wheels
56 is brought in contact with the disk 55, it will be turned in one direction, while
if the other is brought in contact with the disk it will be turned in the opposite
direction. In either case, if the driving friction wheel occupies a position at the
periphery of the disk, it will move the latter at a slow rate of speed, and in propor-
tion as the friction driving wheel is carried toward the center of the disk, the speed
of the latter will be increased. As it would be difficult to bring the friction driving
wheels against the face of the disk, if unsupported, with sufficient pressure to secure
the desired frictional effect, I provide a support for the rear face of the disk opposite
each wheel 56, 57, in the shape of a bearing wheel 58, which may be moved in
and out with its opposite friction wheels. Any suitable means may be employed

page_text: for moving the friction wheels 56, 57 in and out. As shown, each friction wheel
and each bearing wheel has a hub with a groove to receive segments having pins
extending into slots of a suitable vibrating arm, the arms 62, and 67 extending
from a rock shaft 69 serving to shift the friction wheel 57 anyl its opposing bearing
wheel 58, and arms 71, 72 upon a rock shaft 70 serving to shift the wheel 56 and
its opposing wheel 58. It is desirable in all motor vehicles to avoid the use of
multiplicity of operating handles or levers, which tend to confuse the operator and
in some instances, lead to disaster. I have therefore provided for shifting the
friction, wheels from a single operating handle or lever GO. Thus, the shaft 69
carrying the arms 62, 67, is also provided with an arm 61 approximating an L-shape
and having at the upper end a curved slot y² and terminal shoulders, the said
slot receiving a pin e at the lower end of the lever 60. On the shaft 69 vibrates
freely an arm 63, the counterpart of the arm 61, but set in an opposite direction,
and on the other side of the lever 60, so that the opposite end of the pin e will
extend into the slot y' in the arm 63. The arm 63 is connected by a connecting
rod 64 with an arm 73 on the shaft 70 which carries the arms 71, 72.
When the vehicle is at rest, the parts are in the position shown in Figs. 4 and 5.
If it is desired to start the vehicle in one direction, the lever 60 is pushed forward
in the direction of its arrow, Fig. 4, when the pin e bearing on the rear end of
the slot y will carry back the arm 61, vibrate the shaft 69 and arms 62, 67, (Fig. 5)
carried thereby, and bring the friction disk 57 and its opposite wheel 58 into
operation upon the disk 55. As the lever 60 is thus moved, "the pin e bearing on
the shoulder of the slot y, before it escapes therefrom, will swing back the arm 63
to a slight extent not sufficient to rock the shaft 70 to any material degree. When
the vehicle is to move in the opposite direction, the lever 60 is swung backward
when, after vibrating the lever 61 slightly in a forward direction, the pin e will
escape the shoulders of the slot y2 and move freely in the slot, and bearing upon
the end of the slot y³ of the arm 63 will carry the latter forward, rock the shaft 70
and by means of the arms 71, 72, bring the friction wheel 56 and its opposite
bearing wheel 58 into operation upon the disk 55. When the parts are in the
central position shown in Figs. 4 and 5, the shoulders serves to lock the arms 61, 63
in place and prevent displacement. It will be seen that by manipulating the single
lever 60, the vehicle may be started in either direction and that its movement will
be at a speed proportioned to the extent to which the lever is thrown in either
direction, and that by gradually moving the lever forward or backward, the vehicle
may be started at a comparatively slow speed and the speed gradually increased.
While I have shown means for shifting the bearing wheels 58, this is not
absolutely essential, as these wheels might be supported in permanent bearings
back of the disk 55. As shown these wheels slide upon and turn with a shaft 75
driven from the shaft 2 through the medium of gears 76.
In order to set the shaft 75 and bearing wheels 58 in proper position, I support
the said shaft by means of a frame L, having side arms 83, 83, a central arm 84,
and transverse bar 85, the arm 84 sliding on the shaft 52. On the shaft 52 turns
a sleeve 86 provided with a disk 87 which bears against the cross-bar 85 and has
inclined faces bearing against similar faces of a hollow stud 86 on the frame of the
structure, so that by turning the sleeve 86 by means of a handle 89 or otherwise,
the frame L may be moved to or from the disk 55 to any desired extent. It may
then be secured in place by means of a set bolt 90 or otherwise. It will of course
be understood that this adjustment is very slight in any event.
The gasoline for supplying the burners B may be carried in the tank G. I
refer, however, to use a separate tank K communicating with each burner through
a pipe 80, and in order to secure a slight pressure sufficient for the purpose, I
maintain an air pressure in the tank K. This may be secured through the medium
of an elastic hand bulb 81 which serves as a pump to pump the air into the tank.
It will be evident that if both of the wheels are secured fixedly to the axle I,
one or the other of the wheels will slip in turning corners or when the vehicle is
traveling in a curved course. This is attended with much undesirable friction and

page_text: wear, and in order to overcome this difficulty, I have provided means whereby
both wheels may turn with the axle uniformly in moving in a straight course, but
when the vehicle begins to travel upon a curved course, the inside wheel, to the
movement of which there is a resistance, will accommodate itself to this resistance
and turn more slowly, this effect being secured mechanically without any control
or adjustment of the parts by the operator. I secure this result by connecting one
or both of the wheels with the axle and with the driving gear 54 through the
medium of small pinions or gears 100, 100, carried by the driving gear 54 and
engaging a gear 101 keyed to the axle I and also a gear 102 secured to the wheel.
Referring to Figs. 11 and 12, it will be seen; that the gear 54 turns freely on the
axle I and is provided with studs 103, on which turns the pinions 100 which
engage upon the inside with the gear 101 keyed to the axle I, and at the outside
with the gear 102 forming part of the hub W of one wheel V₁ of the vehicle. The
gear 54 is driven by the pinion 53 and carries with it without turning the pinions
100, 100 in the direction of the arrow, Fig. 11, and carries therefore the gears 101
and 102 in the same direction, turning the shaft I. This continues so long as the
resistance to the movement of both wheels of the vehicle is equal. If, however,
upon turning a curve for instance, there is a greater resistance to the movement of
one of the wheels of the vehicle, this will retard or resist the forward movement of
the gear 102 of that wheel so that the pinions 100 instead of remaining stationary
in respect to the said gear 102, will turn and travel to a greater or less extent upon
that gear imparting a forward movement to the gear 101 and to the axle I and to
the opposite wheel V, which is secured directly to the axle.
In Fig. 13, I illustrate diagrammatically an arrangement of bevel gears for
accomplishing the same result. In this arrangement one of the wheels V is secured
fixedly to the axle I, the other wheel V₁ turns on the axle and has a bevel
gear 102.
To the axle is fixedly secured a bevel gear 101. The driving gear 54 turns freely
on the axle and carries two bevel pinions 100, each of which gears with the
gears 101, 102. In this case, the rotation of the gear 54, when the vehicle is
traveling in a direct line will carry the pinions 100 around the axis of the axle I
and turn the axle and the wheels of the vehicle in the same direction. If in turning
a sharp curve, one of the wheels, say the wheel V, is practically brought to rest,
the pinions 100, will travel on the gear 101 and tend to impart a forward movement
to the gear 102 and the outer wheel V. As the gears 100 are carried also in the
same direction by the gear 54, the action of the latter is added to the turning action
of the gear 101 and the outer wheel turns faster than it would in going on a
straight line.
While I have referred to the gears, whether beveled or straight, as being con-
nected with one of the wheels of the axle, the other being fixed to the axle, I may
mount both wheels loosely upon the axle as described, driving each wheel from an
independent gear 54. In such case, also I may use two friction disks, one for
driving each of the pinions 53.
While I have described certain parts, as for instance, the spray or mixing casing
and mixing tank and muffler, as combined with two cylinders, it will be evident
that these devices or parts as well as other parts of the apparatus, may be used
where only a single cylinder or where four or more cylinders are employed. It
will be also evident that while I have shown various devices in the combination in
which they are employed in connection with a motor vehicle, many of the devices
might be used in connection with the construction of other apparatus.
While, as stated, the engine and its parts may be mounted in any suitable
manner, I prefer the arrangement shown where a single frame supported by the rear
axle supports the engine and its connections, and where the engine is arranged at
one side of the axle, the gearing, connections and other parts counterbalance the
engine at the opposite side of the axle.
When the invention is to be used in cold climates, it is desirable that some
means be provided for heating the vehicle body A, and to this end a series of
circulating pipes Z (indicated in dotted lines, Fig. 1) are arranged in the floor of the

page_text: vehicle body, and communicating with these pipes is a pipe, provided with a
regulating cock 22 which extends from the opening X of the pipes 22 and conveys
the waste heat therefrom to the circulating pipes. It is to be understood, however,
that the pipe z may communicate with any other source of heat than the pipe 22,
as for instance, it may connect with the exhaust pipe 40, or with the hot water
pipe 45 to circulate the water or the spent gases through the pipes Z.
!
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is —
f
1. The combination with the body and wheels, and axle of a motor vehicle,
of a driving shaft arranged longitudinally on the vehicle, two gas engines on
opposite sides of the shaft connected to drive the same and gearing between the
shaft and one of the axles, substantially as set forth.
2. The combination of a vehicle body and wheels, and axles, of a driving shaft,
and connections between the same and one of the axles, and gas engines connected
to turn said shaft and arranged beyond the rear of the vehicle body, and a fly
wheel on; said shaft below the body of the vehicle, substantially as set forth.
3. The combination with the rear axle of a vehicle, of a frame supported thereby
and supporting the driving engine at one side of the axle and the driving shaft
and gearing at the opposite side, substantially as set forth.
4. The combination of the two engines in line with each other, the driving shaft
at right angles thereto, an axle at right angles to the driving shaft, and means
for putting the axle into and out of connection with the driving shaft, substantially
as set forth.
5. A motor vehicle having a frame supported by the rear axle thereof and below
the body, and the motor engine on opposite sides of a longitudinal shaft, and
connections, tanks, and gears all supported by the frame, substantially as
described.
6. The combination with the gas engine cylinder and the water jacket thereof,
of a cooler consisting of a tank provided with air pipes 44, the water space of said
tank connected with said water jacket to permit the water to circulate through
both the cooler and the water jacket, substantially as set forth.
7. The combination of the two engines, igniter tubes, casings and burners, of
the connecting tube 22 having a discharge opening, X³, substantially as described.
8. The combination of one or more gas engines and a mixing casing and mixing
tank, and means for heating the contents of the tank and for heating the air,
substantially as described.
9. The combination of two gas engine cylinders, a tank, and means for supplying
the same with air and vapor, a communication between said tank and each cylinder
and an exhaust pipe communicating with the exhaust and extending through. the
said tank, substantially as set forth.
10. The combination with the gas engine cylinder, of a mixing casing, air pipe
and oil pipe, spring actuated valve 27, and a pump F', means for positively operating
the pump, and means for heating the air and vapor, substantially as described.
11. The combination of the engine shaft 2, friction wheels, movable indepen-
dently, bearing wheels, disk 55, and operating parts and appliances, substantially
as described.
12. The combination with the friction disks, and independently movable friction
wheels, of a lever 60 and connections substantially as hereinbefore set forth, whereby
to move the said wheels independently and each to any desired extent, substantially
as set forth.
13. The combination in a motor vehicle, of the axles, wheels, motor engine,
and gear 54 driven from said engine, a gear 102 connected with one of the wheels,
a gear 101 connected with an axle and pinions 100 between the gears 101 and 102
and carried by the gear 54, substantially as set forth.
14. The combination with a shaft or axle I and driving gear 54, and with a

page_text: wheel to be driven therefrom, of gears upon the wheel and axle, and intermediate
pinions carried by the driving gear 54, substantially as and for the purpose set
forth.
15. The combination with the frame and wheels of a vehicle, of a motor engine,
and connections for driving the wheels therefrom at the rear, and an oil reservoir
arranged at the front and constituting a dash board, substantially as set forth.
16. A motor vehicle embodying the general features of construction arranged
and operating substantially in the manner and for the purposes hereinbefore set
forth and illustrated in the accompanying drawings.
Dated this 8th day of April 1897.
BOULT & WADE,
Agents for the Applicant.