in motor or horseless carriages
Year: 1896

page_text: I EMILE ROGER, Engineer, of 15 Rue des Halles, Paris, in the Republic of
France, do hereby declare the nature of this invention to be as follows:-
This invention for improvements in motor or horseless carriages has for its object
to provide improved means for reversing the motion of the carriage for varying
the speed of the carriage independently of the motor, for enabling a brake to be
applied when any undesired backward movement takes place, and for readily
stopping the car when desired.
In one form of motor car constructed according to this invention the variable
speed for the forward travel of the carriage is effected by two or more belts
arranged to work on fixed or loose pulleys at pleasure and each belt giving a
different speed. Each belt is controlled by a separate fork actuated by a rack
gearing with a toothed wheel, having a few teeth on an otherwise cylindrical
periphery. The toothed wheels may be in one piece and are mounted on a single
shaft and operated through a universal jointed shaft and bevel gearing by a shaft
on which is fixed an arm under the control of the driver.
The teeth of the wheels are so arranged with reference to one another that in
operating the driving belts from the one speed to the other, one belt only can be
on or partly on its fixed pulley the others being all on their loose pulleys."
The correct position of the operating arm is ensured by causing it or a projection
on its boss to take into open V notches on the end of the bearing.
The steering may be controlled by a central shaft passing down the shaft
carrying the arm which in this case will be made hollow.
The backward motion is effected by a third belt also arranged to work on either
a fast or loose pulley and adapted to be transferred from one pulley to the other
by a lever near the driver's seat and connected by an endless cord passing over
suitable guide pulleys to a belt shifting lever.
Backward movement is prevented when desired by means of brake blocks or
skids fixed or arms projecting from a shaft eccentric to the axis of the wheels so
that when the shaft is released by the driver the blocks fall by their own weight
and bear against the wheels at the back.
In order to brake the vehicle and simultaneously guide the forward driving belt,
on to its loose pulley, if such be in operation, a spring controlled foot lever fixed
on a shaft having arms is connected by flexible connections passing over rollers to
the guide forks of the forward driving belts and also to brake straps on the hubs
of the wheels in such manner that the belts are guided on to the loose pulleys at
the same time that the brake straps are applied.
It will be readily understood that at the same time the arm by which the belts
are transferred to vary the speed is moved to its central position, both belts will
be on their loose pulleys.
Dated this 17th day of June 1896.
WHEATLEY & MACKENZIE,
40 Chancery Lane, London, W.C., Agents.

page_text: I, EMILE ROGER, Engineer, of 15 Rue des Halles, Paris, in the Republic of
France, 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 for improvements in motor or horseless carriages has for its object
to provide improved means for reversing the motion of the carriage for varying
the speed of the carriage independently of the motor for enabling a brake to be
applied when any undesired backward movement takes place, and for readily
stopping the car when desired.
In one form of motor car constructed according to this invention the variable
speed for the forward travel of the carriage is effected by two or more belts
arranged to work on fixed or loose pulleys at pleasure and each belt giving a
different speed. Each belt is controlled by a separate fork actuated by a rack
gearing with a toothed wheel having a few teeth on an otherwise cylindrical
periphery. The toothed wheels may be in one piece and are mounted on a single
shaft and operated through a universal jointed shaft and bevel gearing by a shaft
on which is fixed an arm or crank handle under the control of the driver.
The teeth of the wheels are so arranged with reference to one another that in
operating the driving belts from the one speed to the other, one belt only can be
on or partly on its fixed pulley the others being all on their loose pulleys."
The correct position of the operating arm or crank handle is ensured by causing
it or a projection on its boss to take into open V notches on the end of the
bearing.
The steering may be controlled by a central shaft passing down the shaft
carrying the arm or crank handle which in this case will be made hollow.
The backward notion is effected by a third belt also arranged to work on either
a fast or loose pulley and adapted to be transferred from one pulley to the other
by a lever near the driver's seat and connected by an endless cord passing over
suitable guide pulleys to a belt shifting lever.
Backward movement is prevented when desired by means of brake blocks or
skids fixed on arms projecting from a shaft eccentric to the axis of the wheels so
that when the shaft is released by the driver the blocks fall by their own weight
and bear against the wheels at the back.
In order to brake the vehicle and simultaneously guide the forward driving belt
on to its loose pulley, if such be in operation, a spring-controlled foot lever fixed
on a shaft having arms is connected by flexible connections passing over rollers to
the guide forks of the forward driving belts and also to brake straps on the hubs
of the wheels in such manner that the belts are guided on to the loose pulleys at
the same time that the brake straps are applied.
It will be readily understood that at the same time the arm or crank handle by
which the belts are transferred to vary the speed is moved to its central position,
both belts will be on their loose pulleys.
In the accompanying drawings:
Fig. 1 is an elevation showing in particular the arrangements I have adopted to
attain the backward travel, and
Fig. 2 is a plan.
Figs. 1 and 3 show particularly, seen from the side and front in elevation the
parts which effect the application of the brake on an accidental backward movement
on a slope.

page_text: Figs. 4, 5 and 6 are respectively a sectional elevation, a plan and an end view of
the arrangement which permits the throwing on or off of the belts which effect the
regular forward travel, and this with the aid of a single crank handle.
Finally Figs. 7 and 8 show diagrammatically the gearing for simultaneously
throwing off the belts and applying the brakes by the pedal without obstructing in
any way the gear for throwing off by the crank handle.
The variation in speed of the forward movement of the carriage is obtained by
means of the cross belts C¹ C2 and the backward travel is obtained by means of a
straight belt C inserted between the two and which passes on one hand over a loose
pulley P on the motor shaft and on the other hand over a differential pulley cone D
(Figs. 1 and 2).
In ordinary travel this straight belt C runs on the loose pulley P but if back-
ward travel is required the lever L, the axis of which is jointed in a support S
fixed to the carriage frame, passes the belt C on to the drum T which is keyed on
the motor shaft.
To effect this transfer of the belt C the lever I is connected to another lever L₁
placed within reach of the driver of the carriage. These two levers are connected
by means of an endless cord E the loops of which pass over the return pulley M
and over two other pulleys N. N'. These pulleys are grooved and turn freely.
The cord E serves two purposes, that is to say either for throwing on or for
throwing off the belt C. It will be seen that accordingly as the lever L₁ is moved
in one direction or the other the lever L itself will act on the belt C in one
direction or in the opposite direction.
The application of the brakes on an accidental movement backwards of the
carriage when it is mounting an incline and when the parts controlling the forward
movement happen to fail, is attained by releasing a connecting cord fixed on a hook
placed within reach of the driver, and attached at its other end to the extremity of
the lever I keyed to the end of the brake shaft A which shaft rotates in supports as
fixed to the axle-tree e of the carriage and carries two hanging lever arms, each
terminating in a skid F.
When travelling, or during a stoppage the skids F F and the corresponding
levers assume the position F, shown by dotted lines Fig. 1. But as soon as a
backward movement is produced, the driver releases the cord which draws on the
extremity of the lever . This lever then being liberated the levers and their
corresponding skids F F fall by the action of gravity and the skids F F leave the
raised position F, and bear against the tire of the wheel R and this because the
axis of the brake shaft A does not coincide with that of the wheels, the radius of
which as will be seen is greater than that of the lever l'.
The eccentricity which exists between the two axles that of the skid shaft and
that of the wheels, allows when the skid levers are raised by the lever 1, of
sufficient clearance between the skids and the wheels of the carriage.
To control the movements of an automobile carriage it is not sufficient to be able
to effect a retrograde movement in order to disengage oneself from an inconvenient
position or for any other reason, nor to be able to put a brake on the backward
movement. It is also necessary to be able to change the speeds in a perfectly sure,
easy and rapid manner, without detriment to the gearing which acts on the brake
collars. This alteration has been effected hitherto by means of two crank handles
within reach of the driver, one of these crank handles corresponds to one speed and
the other to the other speed. But it may happen that by error the driver may
manipulate them at the same time and accidents may result or in any case the
lowing up or stoppage of the motor.
In order that no mistake may be made either by inadvertence or haste in the
manipulation of the change of speed the following arrangement is designed which
comprises only a single crank handle a. This crank handle is firmly mounted on a
ube b acting as a case and guide for the rod c3 about which this tube can rotate
nd through which and by means of the pinion y and the racks the direction of
he fore-carriage is controlled.

page_text: The movement given to the crank handle a is transmitted by means of the bevel
wheels d d to the shaft p jointed to the gearing by as many joints as are required.
To the other end of the shaft is keyed the cam f having two separated sets of teeth
each of these sets of teeth moving when it engages with a corresponding rack h
or provided with a disengaging fork i or i'.
The whole being thus arranged the throwing off or on is effected in the following
manner;
When the two crossed belts C¹ C' each to transmit a given speed, are both
thrown off that is to say occupy their extreme positions and rest or run on their
corresponding loose pulleys the crank handle a occupies the position (1)
indicated in Figs. 4 and 5 inserted in a very open V shaped notch or recess in the
socket c. For moving the carriage at a slow speed the driver gives the crank
handle a a quarter turn to the right until it occapies the position (2) (Fig. 5).
The rack h provided with the disengaging fork i is then moved in the direction of
the arrow o by the set of teeth of the cam f and the belt C' is carriel by the
fork i from the loose pulley j on to the adjoining pulley k of the cone.
To throw off it is sufficient to return the crank handle a to the first
position (1).
In the same way if it is desired to pass from the slow to the high speed it is
necessary after bringing back the crank handle to the first position (1) to give it a
quarter turn to the left to the position (3). The set of teeth of the cam f then
acts on the rack which moves in the contrary direction to the arrow o and moves
the fork which passes the belt C from the loose pulley j₁ on to the pulley of
the cone.
It will be seen that with this arrangement it is not possible for the driver to pass
from one speed to the other without first passing through position (1) of the crank
handle which position corresponds with the disengagement of the belt giving the
previous speed. No mistake can therefore be made bringing about the simultaneous
engagement of the two belts for different speeds and the slowing up or stoppage of
the motor, which stoppage or slowing must be always brought about by shutting off
the gas or stopping the explosion, or by the application of the brakes."
This stoppage is effected by the brakes by means of an automatic release
operated by the foot and specially arranged for the purpose.
To effect this release by means of the forks displacing the belts, without
necessitating any action of the driver on the crank handle a I have designed the
arrangement which the diagrammatic view Fig. 8 (combined with Fig. 7) amply
suffices to make clear.
a' is the shaft which controls through the levers q q' the brake collars acting by
means of Lemoine brakes on the naves of the wheels. are the disengaging
forks, t t¹ the levers keyed on to the axis a' of the brakes, g 9' are two small distinct
return rollers suitably inclined and fixed by supports to the body of the
carriage, m m are two thin cords which connect the ends of the levers t t¹ to the
displacing forks i said cords running over the rollers g g'.
It will be seen that if by means of the pedal N of the brake acting through the
lever n on the shaft a' this shaft be rotated the levers t t' will draw by their ends
the cords m m¹ and consequently the forks i to which these cords are also attached
at their other extremities. Each of these forks no matter what may then be its
position is thus brought back to its extreme position which corresponds to a position
of the belt on the loose pulleys j or j¹.
As soon as the pedal left to itself resumes, under the reaction of the spring r, its
first position the cords m m' are sufficiently loose to enable the travel of each fork
to be made in order to displace the corresponding belt in the case of the driver
acting in his turn when desired on these said forks by means of the crank
handle a.
It will be seen that by the preceding arrangement operating by the action exerted
by the foot on the pedal N the throwing off of the belts is effected at the same time
that the brake collars are tightened on the nave of the wheel thus permitting the

page_text: stoppage under the best conditions of the movement of the carriage whilst the motor
continues working.
In order that this arrangement may not be hindered in its operation it is essential
that the stop recess in the fixed tube which encloses the loose tube should not have
straight lateral edges but inclined ones giving to the recess as I have already
mentioned a very open V-form so that the crank handle may slide on the lateral
inclines when the pedal acts on the racks h h and these latter by reaction on the
crank handle a.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is:
1. The combination, to effect at will backward travel, of a straight belt C with
the crossed belts C₁ C each giving for forward travel a corresponding speed to the
carriage the said belt being capable of displacement from the loose pulley P
mounted on the motor shaft, to the drum T fixed on the same shaft, and inversely,
this being done by means of the fork-lever L moved in one direction or in the
contrary direction by means of the lever L, acting by the endless cord E the two
loops of which pass over the return pulleys M and N N¹.
2. The combination, with the object of preventing a retrograde movement of the
carriage on an incline, of the lever attached by one end through a connecting cord
to a hook placed within reach of the driver of the carriage, and keyed at the end of
the shaft A rotating in supports ss and under which are also keyed the levers l'
each provided at its lower end with a skid F the axis of the shaft A being eccentric
with respect to the axis of the wheels, in such manner that the radius of the
levers is smaller than that of the wheels and that the lever I being disengaged
from its attachment the levers fall by their own weight, their corresponding
skids applying themselves against the wheels.
3. The combination, with a view to change the carriage from one speed to
another smaller or greater speed, of the single crank handle a mounted on the
movable case b acting as guide to the steering rod c with the wheels d d¹ and
the jointed shaft p at the extremity of which is the cam f having two discontinuous
sets of teeth each of these sets of teeth actuating a corresponding sliding rack h
or provided with a fork i or in such manner that one belt is disengaged before
the other belt is engaged, by the movement of the single crank handle a.
4. The combination, with the object of clamping the brake collars on the naves
of the wheels, whilst effecting at the same time the disengagement of the engaged
belt, by the action of the foot on a pedal N pulling on the end of the lever n keyed
on the shaft a', of the levers t t' also keyed on this shaft and to the ends of which
are attached cords m m¹ passing over rollers g g' and being attached to the forks i i¹
for disengaging the belts in such manner as to enable each of these forks to be
brought into its extreme position corresponding to disengagement, without the crank
handle a being able to oppose it, the latter being movable from its fixed recessment,
the said recessment being arranged with this object in the shape of a very open V
with rounded angles.
5. The improvements in motor or horseless carriages, substantially as described
and shown on the drawings.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.