Improvements in Propelling Mechanism for Vehicles.
Year: 1891

page_text: Date of Application, 25th July, 1891
Complete Specification Left. 25th Apr. 1892-Accepted, 28th May, 1892
PROVISIONAL SPECIFICATION.
Improvements in Propelling Mechanism for Vehicles.
I, WILLIAM HENRY MUNNS, of 106, 107, and 108 Victoria Chambers, Chancery
Lane, in the County of London, Patent Agent, do hereby declare the nature of
this invention (a communication to me from abroad by Mark Addison Libbey,
of South Berwick, Maine, U.S.A., Inventor) to be as follows:-
My invention relates to improvements in propelling mechanism for vehicles; and
the object of my invention is to produce attachments for vehicles which will adapt
themselves to the varying movements of the vehicle and which will afford a
convenient means for driving the vehicle with any suitable motor.
To these ends my invention consists in certain features of construction and
combinations of parts, which will be hereinafter described and claimed.
Reference is to be had to the accompanying drawings, forming a part of this
Specification, in which similar numerals of reference indicate corresponding parts
in all the figures.
Figure 1 is a broken plan view of a vehicle provided with mechanism embodying
my invention.
Fig. 2 is a vertical longitudinal section of the same.
Fig. 3 is an enlarged detail, partly in section, of the steering-rod and the adjust-
able shaft by means of which it is connected with the steering-gear.
Fig. 4 is an enlarged detailed sectional view of the steering mechanism.
Fig. 5 is an enlarged sectional view of the main driving-shaft and its connection
showing also the manner in which a portion of the propelling mechanism is
suspended from the forward axle.
Fig. 6 is an enlarged detailed sectional view on the line 66 of Fig. 7.
Fig. 7 is a broken sectional view of the adjustable transverse shafts, the gearing
for driving them, and the connection between the shafts and the vehicle-wheels.
Fig. 8 is an enlarged plan showing the arrangement of the gears for driving the
transverse shafts.
Fig. 9 is a cross section on the line 99 of Fig. 5.
Fig. 10 is a sectional plan of the adjustable steering-shaft on the line 10 10 of
Fig. 4.
Fig. 11 is a cross-section on the line 11 11 of Fig. 4, showing the means for
connecting one of the spring-actuating straps with the sprocket-shaft.
Fig. 12 is a broken longitudinal section of a modified form of the propelling
mechanism, showing the same entirely covered and adapted to turn the rear axle of
the vehicle.
Fig. 13 is a broken plan view of the same, showing more particularly the steering
apparatus.
Fig. 14 is a broken sectional view showing means of attaching the propelling
mechanism to a vehicle where there is ample space between the two axles and
between the running-gear and the body of the vehicle, and
Fig. 15 is a broken plan of the steering apparatus as shown in Fig. 14.
In the main figures the propelling mechanism is shown attached to that class of
vehicles in which the amount of space between the running-gear and the body is
somewhat limited.
10 is the body of the wagon or vehicle, which may be of any of the ordinary
types, and which is suspended on springs 11 at each end, and the springs are
mounted on the front and rear axles 12 in the ordinary way. The front and rear
axles are connected by the hollow reach-rods 13, the front ends of which are parallel
and the rear ends of which are curved outwardly, so as to pass beneath the rear

page_text: axle near the wheels, and the rear ends of the rods are clamped to the axles by
means of the clamps 14, the front portions of the rods being connected beneath the
front axle by a clip 15, through which extends vertically the bolt 16 of the
U-shaped frame 16, said frame being made to extend above the forward axle at
each side and having its upper end formed into inwardly-extending dust-guards 16°.
The upper ends of the arms of the frame 16 are pivotally connected by the bolts 17
with the smaller U-shaped frame 18, which rests against the bottom of the axle
and which is fastened thereto by means of the clip 19, said clip being strapped to
the axle and having its upper end terminating in a king-bolt 19ª, which connects
with the spring-support of the vehicle in the usual manner. It will thus be seen
that the forward wheels may be turned to steer the vehicle, and that the connection
between the reach rods and the axle permits the reach-rods and the mechanism
therewith connected to swing laterally without straining the axle. The reach-
rods 13 are also connected near their front ends and a little in front of the wagon-
body by a frame 20, which has a depending-arm 20 to carry the connecting-rod
which drives the rear wheels, as hereinafter described, and the frame has also an
annular groove 20" in its upper surface to receive the balls 22, which are inserted
between the collar 21" on the shaft 21 and the frame, thus insuring an easy working
bearing for the shaft. The shaft 21 extends vertically through the frame 20, and
the collar 21", which is fixed to the shaft, has grooves to receive the balls 22, and
has also a depending annular flange 21, which serves to prevent dust from getting
into the bearing. The shaft 21 extends upward in front of the wagon-body, and
its upper portion is provided with vertical grooves 21, which receive balls which
perinit the tubes 23" to slide vertically on the shaft, but which cause the shaft and
tube to rotate together in the manner described below. The tube 23³, which fits
over the shaft 21, has its lower end 23 made bell-shaped and is provided with a
lateral annular flange 23 on its lower end. The tube 23 fits closely on the shaft 21
and through it extend bolts 24, which have V-shaped inner ends to embrace balls
adapted to move in the grooves of the shaft in the same manner that the connecting-
shafts beneath the vehicle are united, which will be hereinafter described, and the
construction of which is clearly shown in Fig. 9.
A stiff spiral-spring 25 is fixed to the flange 23ª of the tube 23 at its lower end,
and the upper end of the spring terminates in a solid collar 25", which is firmly
connected to the vertical shaft 26, said shaft having a suitable bearing 26 in the
bracket 27, which projects forward from the front end of the wagon-body. The
power by which the vehicle is propelled is applied to the shaft 26, and the spring
is not intended to yield vertically, but is adapted to spring laterally, so as to allow
for the swaying of the vehicle, the spring being turned like an ordinary shaft, and
it will be seen that when weight is placed in the wagon-bottom, causing it to settle
on its springs, the spring 25 and the tube with which it is connected will be forced
downward on the shaft 21, but owing to the peculiar connection between the parts
the spring and shaft will both revolve together. The lower end of the shaft 21 is
provided with a horizontal gear-wheel 28, which meshes with a gear-wheel 30 on
the end of the shaft 29. The shaft 29 is mounted at its forward end in the
arm 20%, of the frame 20 and the shaft extends rearwardly beneath the wagon-
body, the rear portion of the shaft being enlarged and made hollow, as shown
at 29º.
A shaft 31 is connected with the gear for driving the rear wheels in the manner
described presently, and the shaft extends forward into the enlarged portion 29 of
the shaft 29, the shaft 31 having half round longitudinal grooves therein, in which
fit the balls 32, and at intervals upon the enlarged portion of the shaft 29 are
sleeves 34, through which extend the bolts 33, the bolts also extending through the
enlarged portion 29" of the shaft 29, and the bolts have their inner ends provided
with V-shaped slots, as best shown in Fig. 9, adapted to engage the balls 32 and
hold them in place. It will thus be seen that the shaft 31 may easily slide length-
wise, so as to adjust the connecting-shafts to vehicles of different lengths; but the
shaft 31 will be turned with the shaft 29. The rear end of the shaft 31 has a

page_text: gear-wheel 35 fixed thereto, and the shaft is supported in the forwardly extending
arms 36 of the casing or frame 36. The casing 36 is rectangular in shape, and is
located centrally beneath the wagon-body a little in front of the rear axle, the
casing having the forwardly-extending arms 36, which afford a support for the
shaft 31, and having also the laterally-extending concave arms 36, which rest upon
the hollow shafts 37, and which are clamped thereto by means of the depending
clamping pieces 36, which are attached to said arms, so as to embrace the inner
ends of the shaft 37. The shafts 37 extend transversely from the arms 36' to a point
adjacent to the rear wheels of the vehicle, the shafts being supported by clamps 38,
connecting with the reach-rods 13, and the manner in which the shafts are
attached to the arms affords easy means of adjusting the shafts to the width of the
vehicle.
Extending longitudinally through the hollow shafts 37 are shafts 39, the outer
ends of which project from the outer ends of the shafts 37 and are provided with
pinions 40, and the inner ends of which are enlarged, as shown at 39", and are made
with squared or many sided openings, the openings being hexagonal, as shown in
the accompanying drawings, (see Fig. 6,) and extending from the casing or
frame 36 into the hollow ends of the shafts 39 are the shafts 41 and 41",
respectively, which fit the hollows of the shafts, so that they may slide in the
hollow shafts, and will turn therewith. The shafts 41 and 41° extend into the
central opening of the casing or frame 36, and the shaft 41 is provided with a gear-
wheel 42 which meshes with the gear-wheel 35 on the rear end of the central
driving connecting-shaft 31, and the shaft 41 is also provided at its extreme inner
end with a gear-wheel 43, which connects by means of the balance gear-wheel 44
with the gear-wheel 45 on the inner end of the shaft 41", and it will be observed
that the gear-wheels 43 and 45 are of the same size, so that the shafts 41, 41*,
and 39 will all turn with the same speed. The balance gear-wheels 44 are sup-
ported on a casting 44", which is mounted on the inner ends of the shafts 41
and 41.
Clamped to each of the rear wheels 12" of the vehicle are the annular flanges 46,
which project inward from the wheels and which have flattened rims 46", which
bear against the spokes of the wheels, and rounded edges 46b to enable the
clamping-hooks 47 to have a secure hold on the flanges, and the outer ends of the
hooks 47 are secured to suitable clamping-pieces 48. The flanges 46 have a
rib 46° extending around their inner surfaces, and are also provided with a series of
recesses or inwardly-extending indentations 46". A circular gear 49 is adapted to
fit closely within the flanges and is pushed into them until it abuts with the rib 46°,
and the outer surface of the gear is cut away, as shown at 49", to receive the
indentations 46ª of the flanges, and at said point the gears and flanges are bolted
together, the indentations and cut-away portion of the gears serving to relieve the
attaching-bolts of excessive strain. The gears 49 are adapted to mesh with the
pinions 40 on the transverse shafts, so that when the pinions are turned the gears
will be also turned, thus turning the flanges and rear wheels and driving the vehicle.
The outer sides of the flanges 46 are each covered by a dust-band 50, which is
clamped to the spokes with the flange, and the inner sides of the flanges are each
protected by a dust-band 51, which nearly fills the side of the flange and which is
turned inward around its outer edge, as shown at 51, the dust-band 51 having a
central lip 51, which extends inward and is secured to the rear axle by means of
one of the clamping pieces 14, which support the rear ends of the reach-rods 13.
This construction or method of supporting the inner dust-bands is shown in Fig. 2;
but the manner of supporting the bands is not material, and they may be secured
to the axle in any convenient manner.
A tube 52, which is somewhat cone-shaped, is secured to the under side of the
wagon-body 10, near the forward end, the lower end of the tube terminating in a
bracket 52, and a similar tube 53 is attached to the floor of the wagon-body on the
upper side, so as to align with the tube 52, and extending vertically through the
two tubes is a hollow shaft 54, which carries a wheel 55 at the top, by means of

page_text: which the shaft may be turned. The tube 54 also extends downward through the
bracket 52, and the lower portion of the tube or that portion which extends
through the bracket is surrounded by a sleeve 56, the sleeve having a vertical key-
way therein, in which fits a projecting key 54" on the shaft 54, so that the shaft 54
may slide through the sleeve, but the two will turn together. The sleeve has also
a series of diametrically opposite slots 56", and the sleeve extends vertically
through the hub 57 of the gear-wheel 57, the sleeve having a key 56, which slides
in a key-way of the gear-wheel hub, so that the sleeve may be moved vertically
through the gear-wheel, but the two will turn together. The gear-wheel hub has
flanges at the top and bottom, and it is mounted to turn in an arm of the bracket 52*.
The connection between the hollow shaft, the sleeve, and the gear-wheel is best
shown in Fig. 10.
Extending upward from the bottom of the shaft 54 and on opposite sides thereof
are springs 58, which terminate at their upper ends in shoulders 58", which project
through slots in the hollow shaft 54 and into the slots 56, of the sleeve 56 the said
shoulders having abrupt horizontal surfaces on their lower edges and having their
top portions inwardly inclined, as best shown in Fig. 4. The springs are bent
around the lower end of the hollow shaft and are held in place by a plug 59, which
enters the lower end of the shaft between the springs, and the plug is held in place
by a thimble 60, which screws onto the lower end of the hollow shaft. A rod 61
extends downward into the hollow shaft 54, the rod being kept normally, in an
elevated position by means of a spring inserted between the top of the wheel 55
and the button 62 at the top of the rod, and the lower end of the rod terminates in
a head 63, which has a V-shaped slot in its lower side, the inclines of the slot
corresponding with the inclined surfaces of the shoulders 58, so that when the rod
is pressed downward the shoulders will be brought inward out of engagement
with the slots in the hollow shaft and in the sleeve 56", so that the shaft and
the wheel upon the shaft may be adjusted vertically, and it will be seen that
by means of the above connection the wheel may be brought to any desired
height.
The gear-wheel 57 meshes with a gear-wheel 6+, which is fixed to the rear end
of the shaft 65, and the shaft connects with a horizontal shaft for operating the
steering mechanisın, the front end of the horizontal shaft being mounted in a
depending-arm 66, of the frame 66, said frame being clamped to the front end of
the reach-rods 13. The shaft 65 is provided with a universal joint 68, and the
forward portion of the shaft is provided with longitudinal grooves 65" and enters
the enlarged hollow portion 67" of the shaft 67, and the hollow portion 67ª of the
shaft 67 is provided with sleeves 69 and bolts 70, which connect the two shafts in
the same manner that the shafts 29 and 31 are connected and the construction of
which has been already described.
The shaft 67 is connected by another universal joint 68 with a shaft 71, which
extends through the depending arm 66 of the frame 66, and is provided at its
forward end with a gear-wheel 72, which meshes with a gear-wheel 73, attached to
the lower end of the vertical shaft 74, which extends through the frame 66 and the
upper end of which is supported in a bent arm 66b, which projects from the upper
side of the frame, and attached to the upper portion of the shaft 74 is a
sprocket-wheel 75, over which passes a chain 76, and the ends of the chain are
connected with clips 77 near the opposite ends of the forward axle, the chain 76
having a suitable turn-buckle 78, by means of which it may be given the requisite
tension.
In the front ends of the reach-rods 13 are rods 79, to which are fixed collars 79
at their inner ends and between the collars and the caps 81 at the ends of the
reach-rods are springs 80, which press against the caps 81, and the rods 79 extend
through the caps 81 and are connected to a cross-strip 82. A pulley 84 is mounted
in front of the reach-rods on the arm 66 which extends forward from the frame 66,
and a strap 83 is connected with the cross-strip 82 and passes over the pulley 84 to
connect with a strap 85, the rear end of which is fastened to the thickened

page_text: portion 74 of the shaft 74. The strap extends through a slot in the shaft and is
fastened to the shaft at the rear by means of a vertical pin 74%, and the front
portions of the shaft are rounded, as shown at 74%, so that when the shaft is turned
the strap will be wound thereon, but owing to the enlargement and rounding of the
shaft the strap will not be unduly strained. The pressure of the springs 80 on the
cross-strip 82, with which they are indirectly connected, as described, causes a
constant tension to be maintained on the straps 83 and 85, and this tension will
prevent the shaft 74 from turning under any ordinary strain, so that the forward
wheels will be constantly kept in alignment with the rear wheels and the vehicle
will naturally run in a straight line; but when the vehicle is to be steered to the
right or left the wheel 55 is turned, thus turning the hollow shaft 54, sleeve 56, and
gear-wheel 57, and by means of the connecting-shafts turning also the vertical
shaft 74, and this will overcome the resistance of the springs and by means of the
sprocket-wheel 75 and the chain 76 will turn the forward wheels and axle to one
side, thus steering the vehicle.
In Figs. 12 to 14 I have shown modified forms of the propelling mechanism, that
form shown in Figs. 12 and 13 being connected in such manner that the rear axle
will be turned, and the wheels in this case are connected with the axle and will be
also turned, and means are also provided for. protecting the working parts of the
device.
In these modified views the axles 12" are shown as hollow, and centrally pivoted
to the forward axle by means of the pins 87 is a case 86, on the top of which is a
hollow reach-rod 88, connecting with a hollow case 89 on the rear axle, and the
rear axle is provided with a gear 90, which meshes with a gear-wheel 91 on the
shaft 92, which extends longitudinally through the reach-rod 88, and the front end
of which is provided with a gear-wheel 93, which meshes with the gear-wheel 28
on the main vertical driving-shaft. A bridge 94 is mounted above the forward
axle on the reach-rod, the bridge having suitable bearings 94, so that it may swivel
or swing on the rod, and the bridge affords a bearing for the front end of the
shaft 92, and is also connected with a rectangular frame 95, from opposite ends of
which extend forward the hollow shafts 96, which carry spring-pressed rods
connecting with the cross-strip 82 in the manner already described. A frame 97 is
mounted on the ends of these shafts 96, and in a forwardly extending arm 97* of
the frame is pivoted a pulley 98, over which runs a strap 83, connecting with the
strap 85, as already described, the strap 83 connecting with the cross-strip 82 and
the strap 85 with a thickened end of the shaft 99, which extends vertically through
the frame 97, the connection being made in the same manner as the strap 85 is
connected with the shaft 74; but the sprocket-wheel which actuates the chain 76,
instead of being fixed on the upper end of the shaft, is fixed on the lower portion of
the shaft 99, and a gear-wheel 100 is fixed to the lower end and connects by means
of a gear-wheel 101 and shaft 102 with the vertical steering-shaft in the manner
already described.
In Figs. 14 and 15 I have shown another modification, showing the manner in
which the propelling mechanism may be connected with a vehicle when there is
plenty of room between the running-gear and the body of the vehicle, and in this
fatter case the main horizontal driving-shaft 103 is connected by suitable shafts
and universal joints 104 at each end with the rear gear mechanism, which turns the
rear axle, the forward end of the shaft being supported in a bearing 105, which is
suspended from the floor of the vehicle, and the shaft having a sprocket-wheel at
the end, which is turned by a chain 106, extending upward through the floor of the
wagon-body to a suitable motor above." In the latter form a single reach-rod 108
extends from the rear axle through a casing 109, which is pivoted on the forward
axle, and a frame 110 is pivoted upon the reach-rod, so as to extend over the
casing 109, the front end of the reach-rod having a suitable cap 111, through which
extends a spring-pressed rod 79, like that already described, the end of the rod
being connected with a strap 112, which extends forward between the guide-
rollers 113, which are pivoted upon a support 114, and the front end of the strap is

page_text: attached to the rearwardly-extending shank 115 of the segmental rack 116, over
which passes the steering-chain 76. The rack is turned by a shaft 117, which has
a gear 118 at its lower end and connects by means of a gear 119 with the
horizontal steering-shafts in the manner already described, the shaft 117 and the
support 114 being mounted on a tapering-rod 121, which extends forward from
the lowe portion of the frame 110. It will be seen that when the segmental
rack 116 is turned it will turn the forward axle and steer the vehicle, and the back-
ward pressure of the spring on the shank of the rack will serve to keep the shank in
alignment with the reach-rod 108, so that the vehicle will normally run straight
.ahead.
The operation of the mechanism is as follows: When the shaft 26 is turned, it
will turn the spiral shaft 25 and the shaft 21, and the motion will be transmitted
through the shaft 29 and the connecting-gears and the shaft 31 to the gear-
wheels 35, 42, 43, and 45 and to the shafts 41 and 41, thus turning the transverse
shafts 39, the pinions 40, the flanges 46, and the rear wheels of the vehicle, and to
steer the vehicle the wheel 55 is turned to the right or left and the motion will be
transmitted to the forward axle by means of the mechanism described, so that the
vehicle may be easily steered.
COMPLETE SPECIFICATION.
Improvements in Propelling Mechanism for Vehicles.
I, WILLIAM HENRY MUNNS, of 106, 107, and 108, Victoria Chambers,
Chancery Lane, in the County of London, Patent Agent, do hereby declare the
nature of this invention (a communication to me from abroad by Mark Addison
Libbey, of South Berwick, Maine, U.S.A., Inventor) 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 improvements in propelling mechanism for vehicles;
and the object of my invention is to produce attachments for vehicles which will
adapt themselves to the varying movements of the vehicle and which will afford a
convenient means for driving the vehicle with any suitable motor.
To these ends my invention consists in certain features of construction and com-
binations of parts, which will be hereinafter described and claimed.
Reference is to be had to the drawings left with my Provisional Specification,
and forming a part of this Specification, in which similar numerals of reference
indicate corresponding parts in all the figures.
Figure 1 is a broken plan view of a vehicle provided with mechanism embodying
my invention.
Fig. 2 is a vertical longitudinal section of the same.
Fig. 3 is an enlarged detail, partly in section, of the steering-rod and the
adjustable shaft by means of which it is connected with the steering-gear.
Fig. 4 is an enlarged detailed sectional view of the steering mechanism.
Fig. 5 is an enlarged sectional view of the main driving-shaft and its connection,
showing also the manner in which a portion of the propelling mechanism is
suspended from the forward axle.
Fig. 6 is an enlarged detailed sectional view on the line 66 of Fig. 7.
Fig. 7 is a broken sectional view of the adjustable transverse shafts, the gearing
for driving them, and the connection between the shafts and the vehicle-wheels.
Fig. 8 is an enlarged plan showing the arrangement of the gears for driving
the transverse shafts.
139
Fig. 9 is a cross section on the line 99 of Fig. 5.
Fig. 10 is a sectional plan of the adjustable steering-shaft on the line 10 10 of

page_text: Fig. 11 is a cross-section on the line 11 11 of Fig. 4, showing the means for
connecting one of the spring-actuating straps with the sprocket-shaft.
Fig. 12 is a broken longitudinal section of a modified form of the propelling
mechanism, showing the same entirely covered and adapted to turn the rear axle
of the vehicle.
Fig. 13 is a broken plan view of the same, showing more particularly the steering
apparatus.
Fig. 14 is a broken sectional view showing means of attaching the propelling
mechanism to a vehicle where there is ample space between the two axles and
between the running-gear and the body of the vehicle, and
Fig. 15 is a broken plan of the steering apparatus as shown in Fig. 14.
In the main figures the propelling mechanism is shown attached to that class of
vehicles in which the amount of space between the running-gear and the body is
somewhat limited.
It
10 is the body of the waggon or vehicle, which may be of any of the ordinary
types, and which is suspended on springs 11 at each end, and the springs are
mounted on the front and rear axles 12 in the ordinary way. The front and rear
axles are connected by the hollow reach-rods 13, the front ends of which are
parallel and the rear ends of which are curved outwardly, so as to pass beneath
the rear axle near the wheels, and the rear ends of the rods are clamped to the
axles by means of the clamps 14, the front portions of the rods being connected
beneath the front axle by a clip 15, through which extends vertically the bolt 16*
of the U-shaped frame 16, said frame being made to extend above the forward
axle at each side and having its upper end formed into inwardly-extending dust-
guards 16. The upper ends of the arms of the frame 16 are pivotally connected
by the bolts 17 with the smaller U-shaped frame 18, which rests against the
bottom of the axle and which is fastened thereto by means of the clip 19, said clip
being strapped to the axle and having its upper end terminating in a king-bolt 19ª,
which connects with the spring-support of the vehicle in the usual manner.
will thus be seen that the forward wheels may be turned to steer the vehicle, and
that the connection between the reach rods and the axle permits the reach-rods
and the mechanism therewith connected to swing laterally without straining the
axle. The reach-rods 13 are also connected near their front ends and a little in
front of the wagon-body by a frame 20, which has a depending arm 20% to carry
the connecting-rod which drives the rear wheels, as hereinafter described, and the
frame has also an annular groove 20' in its upper surface to receive the balls 22,
which are inserted between the collar 21" on the shaft 21 and the frame, thus
insuring an easy working bearing for the shaft. The shaft 21 extends vertically
through the frame 20, and the collar 21", which is fixed to the shaft, has grooves to
receive the balls 22, and has also a depending annular flange 21b, which serves to
prevent dust from getting into the bearing. The shaft 21 extends upward in front-
of the wagon-body, and its upper portion is provided with vertical grooves 21°,
which receive balls which permit the tube 23 to slide vertically on the shaft, but
which cause the shaft and tube to rotate together in the manner described below..
The tube 23', which fits over the shaft 21, has its lower end 23 made bell-shaped
and is provided with a lateral annular flange 23" on its lower end. The tube 23b
fits closely on the shaft 21 and through it extend bolts 24, which have V-shaped
inner ends to embrace balls adapted to move in the grooves of the shaft in the
same manner that the connecting-shafts beneath the vehicle are united, which
will be hereinafter described, and the construction of which is clearly shown in
Fig. 9.
A stiff spiral-spring 25 is fixed to the flange 23 of the tube 23' at its lower end,
and the upper end of the spring terminates in a solid collar 25%, which is firmly
connected to the vertical shaft 26, said shaft having a suitable bearing 26" in the
bracket 27, which projects forward from the front end of the wagon-body. The
power by which the vehicle is propelled is applied to the shaft 26, and the spring is
not intended to yield vertically, but is adapted to spring laterally, so as to allow for

page_text: the swaying of the vehicle the spring being turned like an ordinary shaft and it
will be seen that when weight is placed in the wagon-bottom, causing it to settle
on its springs, the spring 25 and the tube with which it is connected will be forced
downward on the shaft 21, but owing to the peculiar connection between the parts
the spring and shaft will both revolve together. The lower end of the shaft 21 is
provided with a horizontal gear-wheel 28, which meshes with a gear-wheel 30 on
the end of the shaft 29. The shaft 29 is mounted at its forward end in the arm 20*
of the frame 20, and the shaft extends rearwardly beneath the wagon-body, the
rear portion of the shaft being enlarged and made hollow, as shown at 29.
A shaft 31 is connected with the gear for driving the rear wheels in the manner
described presently, and the shaft extends forward into the enlarged portion 29* of
the shaft 29, the shaft 31 having half round longitudinal grooves therein, in which
fit the balls 32, and at intervals upon the enlarged portion of the shaft 29 are
sleeves 34, through which extend the bolts 33, the bolts also extending through
the enlarged portion 29" of the shaft 29, and the bolts have their inner ends pro-
vided with V-shaped slots, as best shown in Fig. 9, adapted to engage the balls 32
and hold them in place. It will thus be seen that the shaft 31 may easily slide
length-wise, so as to adjust the connecting-shafts to vehicles of different lengths;
but the shaft 31 will be turned with the shaft 29. The rear end of the shaft 31
has a gear-wheel 35 fixed thereto, and the shaft is supported in the forwardly-
extending arms 36" of the casing or frame 36. The casing 36 is rectangular in
shape, and is located centrally beneath the wagon-body a little in front of the rear
axle, the casing having the forwardly-extending arms 36", which afford a support
for the shaft 31, and having also the laterally-extending concave arms 36b, which
rest upon the hollow shafts 37, and which are clamped thereto by means of the
depending clamping pieces 36°, which are attached to said arms, so as to embrace
the inner ends of the shaft 37. The shafts 37 extend transversely from the
arms 36 to a point adjacent to the rear wheels of the vehicle, the shafts being
supported by clamps 38, connecting with the reach-rods 13, and the manner in
which the shafts are attached to the arms affords easy means of adjusting the
shafts to the width of the vehicle.
Extending longitudinally through the hollow shafts 37 are shafts 39, the outer
ends of which project from the outer ends of the shafts 37 and are provided_with
pinions 40, and the inner ends of which are enlarged, as shown at 39", and are
made with squared or many sided openings, the openings being hexagonal, as
shown in the accompanying drawings, (see Fig. 6,) and extending from the casing
or frame 36 into the hollow ends of the shafts 39 are the shafts 41 and 41*,
respectively, which fit the hollows of the shafts, so that they may slide in the hollow
shafts, and will turn therewith. The shafts 41 and 41 extend into the central
opening of the casing or frame 36, and the shaft 41 is provided with a gear-
wheel 42, which meshes with the gear-wheel 35 on the rear end of the central
driving connecting-shaft 31, and the shaft 41 is also provided at its extreme inner
end with a gear-wheel 43, which connects by means of the balance gear-wheel 44
with the gear-wheel 45 on the inner end of the shaft 41", and it will be observed
that the gear-wheels 43 and 45 are of the same size, so that the shafts 41, 41",
and 39 will all turn with the same speed. The balance gear-wheels 44 are
supported on a casting 44", which is mounted on the inner ends of the shafts 41
and 41º.
Clamped to each of the rear wheels 12ª of the vehicle are the annular flanges 46,
which project inward from the wheels and which have flattened rims 46*, which
bear against the spokes of the wheels, and rounded edges 46 to enable the
clamping-hooks 47 to have a secure hold on the flanges, and the outer ends of the
hooks 47 are secured to suitable clamping-pieces 48. The flanges 46 have a rib 46°
extending around their inner surfaces, and are also provided with a series of
recesses or inwardly-extending indentations 46°. A circular gear 49 is adapted to
fit closely within the flanges and is pushed into them until it abuts with the
rib 46°, and the outer surface of the gear is cut away, as shown at 49, to receive

page_text: the indentations 46 of the flanges, and at said point the gears and flanges are
bolted together, the indentations and cut-away portion of the gears serving to
relieve the attaching-bolts of excessive strain. The gears 49 are adapted to mesh
with the pinions 40 on the transverse shafts, so that when the pinions are turned
the gears will be also turned, thus turning the flanges and rear wheels and driving
the vehicle. The outer sides of the flanges 46 are each covered by a dust-band 50,
which is clamped to the spokes with the flange, and the inner sides of the flanges
are each protected by a dust-band 51, which nearly fills the side of the flange and
which is turned inward around its outer edge, as shown at 51, the dust-band 51
having a central lip 51b, which extends inward and is secured to the rear axle by
means of one of the clamping-pieces 14, which support the rear ends of the reach-
rods 13. This construction or method of supporting the inner dust-bands is shown
in Fig. 2; but the manner of supporting the bands is not material, and they may
be secured to the axle in any convenient manner.
A tube 52, which is somewhat cone-shaped, is secured to the under side of the
wagon-body 10, near the forward end, the lower end of the tube terminating in a
bracket 52, and a similar tube 53 is attached to the floor of the wagon-body on
the upper side, so as to align with the tube 52, and extending vertically through
the two tubes is a hollow shaft 54, which carries a wheel 55 at the top, by means
of which the shaft may be turned. The tube 54 also extends downward through
the bracket 52, and the lower portion of the tube or that portion which extends
through the bracket is surrounded by a sleeve 56, the sleeve having a vertical
key-way therein, in which fits a projecting key 54 on the shaft 54, so that the
shaft 54 may slide through the sleeve, but the two will turn together. The sleeve
has also a series of diametrically opposite slots 56, and the sleeve extends
vertically through the hub 57 of the gear-wheel 57, the sleeve having a key 56",
which slides in a keyway of the gear-wheel hub, so that the sleeve may be moved
vertically through the gear-wheel, but the two will turn together. The gear-
wheel hub has flanges at top and bottom, and it is mounted to turn in an arm of
the bracket 52". The connection between the hollow shaft, the sleeve, and the
gear-wheel is best shown in Fig. 10.
Extending upward from the bottom of the shaft 54 and on opposite sides thereof
are springs 58, which terminate at their upper ends in shoulders 58", which project
through slots in the hollow shaft 54 and into the slots 56° of the sleeve 56, the
said shoulders having abrupt horizontal surfaces on their lower edges and having
their top portions inwardly inclined, as best shown in Fig. 4. The springs are
bent around the lower end of the hollow shaft and are held in place by a plug 59,.
which enters the lower end of the shaft between the springs, and the plug is held
in place by a thimble 60, which screws onto the lower end of the hollow shaft. A
rod 61 extends downward into the hollow shaft 54, the rod being kept normally
in an elevated position by means of a spring inserted between the top of the
wheel 55 and the button 62 at the top of the rod, and the lower end of the rod
terminates in a head 63, which has a V-shaped slot in its lower side, the inclines
of the slot corresponding with the inclined surfaces of the shoulders 58", so that
when the rod is pressed downward the shoulders will be brought inward out of
engagement with the slots in the hollow shaft and in the sleeve 56ª, so that the
shaft and the wheel upon the shaft may be adjusted vertically, and it will be seen
that by means of the above connection the wheel may be brought to any desired
height.
The gear-wheel 57 meshes with a gear-wheel 64, which is fixed to the rear end
of the shaft 65, and the shaft connects with a horizontal shaft for operating the
steering mechanism, the front end of the horizontal shaft being mounted in a
depending-arm 66, of the frame 66, said frame being clamped to the front end of
the reach-rods 13. The shaft 65 is provided with a universal joint 68, and the
forward portion of the shaft is provided with longitudinal grooves 65ª and enters
the enlarged hollow portion 67ª of the shaft 67, and the hollow portion 67ª of the
12

page_text: shaft 67 is provided with sleeves 69 and bolts 70, which connect the two shafts in
the same manner that the shafts 29 and 31 are connected and the construction of
which has been already described.
The shaft 67 is connected by another universal joint 68 with a shaft 71, which
extends through the depending arm 66ª of the frame 66, and is provided at its
forward end with a gear-wheel 72, which meshes with a gear-wheel 73, attached to
the lower end of the vertical shaft 74, which extends through the frame 66 and the
upper
end of which is supported in a bent arm 66b, which projects from the upper
side of the frame, and attached to the upper portion of the shaft 74 is a sprocket-
wheel 75, over which passes a chain 76, and the ends of the chain are connected with
clips 77 near the opposite ends of the forward axle, the chain 76 having a suitable
turn-buckle 78, by means of which it may be given the requisite tension.
In the front ends of the reach-rods 13 are rods 79, to which are fixed collars 79
at their inner ends and between the collars and the caps 81 at the ends of the
reach-rods are springs 80, which press against the caps 81, and the rods 79 extend
through the caps 81 and are connected to a cross-strip 82. A pulley 84 is mounted
in front of the reach-rods on an arm 66, which extends forward from the frame 66,
and a strap 83 is connected with the cross-strip 82 and passes over the pulley 84 to
connect with a strap 85, the rear end of which is fastened to the thickened
portion 74* of the shaft 74. The strap extends through a slot in the shaft and is
fastened to the shaft at the rear by means of a vertical pin 74b, and the front portions
of the shaft are rounded, as shown at 74, so that when the shaft is turned the strap will
be wound thereon, but owing to the enlargement and rounding of the shaft the strap
will not be unduly strained. The pressure of the springs 80 on the cross-strip 82,
with which they are indirectly connected, as described, causes a constant tension to
be maintained on the straps 83 and 85, and this tension will prevent the shaft 74
from turning under any ordinary strain, so that the forward wheels will be con-
stantly kept in alignment with the rear wheels and the vehicle will naturally run
in a straight line; but when the vehicle is to be steered to the right or left the
wheel 55 is turned, thus turning the hollow shaft 54, sleeve 56, and gear-wheel 57,
and by means of the connecting-shafts turning also the vertical shaft 74, and this
will overcome the resistance of the springs and by means of the sprocket-wheel 75
and the chain 76 will turn the forward wheels and axle to one side, thus steering
the vehicle.
In Figs. 12 to 14 I have shown modified forms of the propelling mechanism, that
form shown in Figs. 12 and 13 being connected in such manner that the rear axle
will be turned, and the wheels in this case are connected with the axle and will be
also turned, and means are also provided for protecting the working parts of the device.
In these modified views the axles 12" are shown as hollow, and centrally pivoted
to the forward axle by means of the pins 87 is a case 86, on the top of which is a
hollow reach-rod 88, connecting with a hollow case 89 on the rear axle, and the
rear axle is provided with a gear 90, which meshes with a gear-wheel 91 on the
shaft 92, which extends longitudinally through the reach-rod 88, and the front end
of which is provided with a gear-wheel 93, which meshes with the gear-wheel 28
on the main vertical driving-shaft. A bridge 94 is mounted above the forward
axle on the reach-rod, the bridge having suitable bearings 94", so that it may swivel
or swing on the rod, and the bridge affords a bearing for the front end of the
shaft 92, and is also connected with a rectangular frame 95, from opposite ends
of which extend forward the hollow shafts 96, which carry spring-pressed rods
connecting with the cross-strip 82 in the manner already described. A frame 97
is mounted on the ends of these shafts 96, and in a forwardly extending arm 97ª of
the frame is pivoted a pulley 98, over which runs a strap 83, connecting with the
strap 85, as already described, the strap 83 connecting with the cross-strip 82 and
the strap 85 with a thickened end of the shaft 99, which extends vertically through
the frame 97, the connection being made in the same manner as the strap 85 is
connected with the shaft 74; but the sprocket-wheel which actuates the chain 76,

page_text: instead of being fixed on the upper end of the shaft, is fixed on the lower portion
of the shaft 99, and a gear-wheel 100 is fixed to the lower end and connects by
means of a gear-wheel 101 and shaft 102 with the vertical steering-shaft in the
manner already described.
In Figs. 14 and 15 I have shown another modification, showing the manner in which
the propelling mechanism may be connected with a vehicle when there is plenty of
room between the running-gear and the body of the vehicle, and in this latter case
the main horizontal driving-shaft 10.3 is connected by suitable shafts and universal
joints 104 at each end with the rear gear mechanism, which turns the rear axle,
the forward end of the shaft being supported in a bearing 105, which is suspended
from the floor of the vehicle, and the shaft having a sprocket-wheel at the end,
which is turned by a chain 106, extending upward through the floor of the wagon-
body to a suitable motor above. In the latter form a single reach-rod 108 extends
from the rear axle through a casing 109, which is pivoted on the forward axle, and
a frame 110 is pivoted upon the reach-rod, so as to extend over the casing 109, the
front end of the reach-rod having a suitable cap 111, through which extends
a spring-pressed rod 79, like that already described, the end of the rod being
connected with a strap 112, which extends forward between the guide-rollers 113,
which are pivoted upon a support 114, and the front end of the strap is attached to
the rearwardly-extending shank 115 of the segmental rack 116, over which passes
the steering-chain 76. The rack is turned by a shaft 117, which has a gear 118 at
its lower end and connects by means of a gear 119 with the horizontal steering-
shafts in the manner already described, the shaft 117 and the support 114 being
mounted on a tapering-rod 121, which extends forward from the lower portion of
the frame 110. It will be seen that when the segmental rack 116 is turned it will
turn the forward axle and steer the vehicle, and the backward pressure of the
spring on the shank of the rack will serve to keep the shank in alignment with the
reach-rod 108, so that the vehicle will normally run straight ahead.
The operation of the mechanism is as follows: When the shaft 26 is turned, it
will turn the spiral shaft 25 and the shaft 21, and the motion will be transmitted
through the shaft 29 and the connecting-gears and the shaft 31 to the gear-
wheels 35, 42, 43, and 45 and to the shafts 41 and 41º, thus turning the transverse
shafts 39, the pinions 40, the flanges 46, and the rear wheels of the vehicle, and to
steer the vehicle the wheel 55 is turned to the right or left and the motion will be
transmitted to the forward axle by means of the mechanism described, so that the
vehicle may be easily steered.
Having now particularly described and ascertained the nature of this my said
invention, and in what manner the same is to be performed, I declare that what I
claim is :-
:-
1. A propelling mechanism for vehicles, comprising a revoluble spiral shaft
mounted vertically on a vehicle, a vertical shaft slidably connected with the spiral
shaft, but adapted to turn therewith, an adjustable connecting-shaft geared to the
vertical shaft and extending to the rear portion of the vehicle, adjustable transverse
shafts geared to the connecting-shaft and having their outer ends provided with
pinions, flanges attached to the rear wheels of the vehicle and projecting inwardly
therefrom, and gears fixed to the flanges so as to mesh with the pinions, substantially
as shown and described.
2. The combination, with the vehicle having its front and rear axles adjustably
connected, of a vertical revoluble spiral shaft mounted on the front end of the
vehicle, a vertical shaft slidably connected with the spiral shaft, a connecting shaft
geared to the vertical shaft and extending to the rear portion of the vehicle,
adjustable transverse shafts geared to the connecting-shaft and extending to a
point adjacent to the rear wheels, said shafts having pinions upon their outer ends,
and flanges fastened to the rear wheels and provided with gears to engage the
pinions, substantially as shown and described.

page_text: 3. The combination, with the flanges secured to the rear wheels, as shown, of a
dust-band covering the outer sides of the flanges and clamped to the wheels, and a
dust-band secured to the rear axles so as to cover the inner sides of the flanges,
substantially as shown and described.
4. In a propelling mechanism for vehicles, the combination, with the vehicle and
with the connecting-shaft extending horizontally beneath the vehicle-body and
geared to driving mechanism on the rear wheels of the vehicle, of a revoluble spiral
shaft mounted vertically on the front end of the vehicle, a vertical shaft slidably
connected with the spiral shaft and geared at its lower end to the connecting-shaft,
and a ball-bearing for the vertical shaft, substantially as shown and described.
5. In a propelling mechanism for vehicles, the combination, with the horizontal
connecting-shaft having its rear end connected by a gear mechanism with the rear
wheels of the vehicle, of a spiral revoluble shaft mounted on the front portion of
the vehicle, a central tube fastened to the spiral shaft, and a vertical shaft having
its upper end adapted to slide in the tube and turn therewith and having its lower
end geared to the connecting-shaft, substantially as shown and described.
6. In a propelling mechanism for vehicles, the combination, with a horizontal
connecting-shaft suspended beneath the vehicle body and connected by a gear
mechanism with rear wheels, of the spiral revoluble shaft mounted on the front
portion of the vehicle, a central tube having a flanged lower end fixed to the shaft,
a vertical shaft adapted to slide in the tube and turn therewith, said shaft having
its lower end geared to the connecting-shaft, and a ball-bearing for the vertical
shaft, substantially as shown and described.
7. In a vehicle propelling mechanism, the combination, with the reach-rods
clamped to the rear axle, as shown, and the forward axle, of a clip or frame
connecting the forward ends of the reach-rods, a U-shaped frame pivoted in the clip
so as to extend over and embrace the axle, and a similar frame having the upper
ends of its arms pivoted to the U-shaped frame and having its lower portion clamped
to the axle, substantially as shown and described.
8. The combination, with the forward axle and the reach-rods having their rear
ends connected with the rear axle, of a clip connecting the reach-rods, a U-shaped
frame pivoted in the clip and with its arms embracing the forward axle, a similar
frame having its arms pivoted to the upper ends of the arms of the U-shaped frame,
and a clip for fastening the smaller frame to the axle, said clip having at its upper
end a king-bolt, substantially as shown and described.
9. The combination, with a horizontal connecting shaft having suitable driving
mechanism and having its rear end provided with a gear, of the casing adapted to
support the rear end of the shaft, the adjustable transverse shafts having their
inner ends mounted in the casing and geared to the connecting-shaft and their outer
ends provided with pinions, and flanges secured to the vehicle wheels and provided
with gears to mesh with the pinions, substantially as shown and described.
10. The combination, with the connecting-shaft having suitable driving mechanism,
as shown, of the casing adapted to support the rear end of the connecting shaft and
having laterally extending concaved arms, the hollow shaft adjustably secured to
the concaved arms and extending to points adjacent to the rear wheels, the shafts
mounted within the hollow shaft, having their outer ends provided with pinions and
their inner ends connected by a gear mechanism with the horizontal connecting-
shaft, the flanges secured to the rear wheels, the gears secured to the flanges and
adapted to mesh with the pinions, substantially as shown and described.
11. The combination, with the horizontal connecting shaft, the transverse hollow 5
shafts, and the central casing adapted to support the rear end of the connecting
shaft and having laterally-extending concaved arms adjustably secured to the
hollow shafts, of the shafts extending longitudinally through the hollow shaft and
provided at their outer ends with gears connected with gears attached to the rear
wheels and having their inner ends provided with square-sided hollow portions, and 5
shafts shaped to fit the hollow portions of the pinion-shafts and having their inner

page_text: ends projecting through the casing and geared to the horizontal connecting-shaft,
substantially as shown and described.
12. In a vehicle-propelling mechanism, the combination, with the flanges having
means for attachment to the rear wheels and having indentations therein, of the
gears secured to the flanges and provided with cut away portions to fit the
indentations, substantially as shown and described.
13. The combination, with the laterally-extending flanges having means for
attachment to the rear wheels, said flanges having on their inner sides an annular
rib and indentations, as described, of the gears adapted to abut with the flanged ribs
and having cut-away portions to fit the indentations of the flanges, substantially as
shown and described.
14. The combination, with the reach-rods, the forward axle, and the sprocket-
wheel mechanism for turning the axle, of the spring-pressed rods mounted in the
reach-rods, and a strap connection between the spring-pressed rods and the sprocket-
wheel shaft, substantially as shown and described.
15. The combination, with the reach-rods, the forward axle, and the sprocket-
wheel mechanism for turning the axle, of the spring-pressed rods mounted in the
forward ends of the reach-rods and connected by a cross strip, a pulley mounted in
front of the reach-rods and straps connected with the cross-strip and extending over
the pulley to connect with the sprocket-wheel shaft, substantially as shown and
described.
16. The combination, with the spring-pressed tension strap, of the sprocket-wheel
shaft having a vertical slot to receive the strap, a pin in its rear portion to which
the strap is attached, and having the front sides of the slot rounded outwardly,
substantially as shown and described.
17. The combination, with the vertical sprocket-wheel shaft connected with the
forward axle, as shown, of the horizontal shaft geared to the vertical shaft and having
means for longitudinal adjustment, and gear mechanism for turning the horizontal
shaft from the vehicle body, substantially as shown and described.
18. The combination, with the sprocket-wheel shaft connected with the forward
axle, as described, of a horizontal shaft geared to the sprocket-wheel shaft, said
horizontal shaft having means for longitudinal adjustment and having universal
joints therein, and a gear mechanism for turning the horizontal shaft from the
vehicle body, substantially as shown and described.
19. The combination, with the vertical sprocket-wheel shaft and the horizontal
shaft geared thereto and provided at its rear end with a gear wheel, of a depending
tube fixed to the wagon-body and terminating in a bracket, a hollow gear mounted
in a bracket so as to mesh with the gear wheel on the horizontal shaft, a sleeve
keyed to the gear-wheel so as to slide through the same and provided with a series
of
diametrically-opposite slots, a hollow shaft extending vertically through the
sleeve and through the floor of the vehicle-body, said shaft having its upper end
provided with a wheel, a pair of springs fixed in the lower portion of the hollow
shaft and provided with oppositely-extending shoulders to project through slots in
the shaft and into the slots in the sleeve, and a spring-pressed rod mounted in the
shaft and provided at its lower end with a slotted head to engage the shoulders of
the springs, substantially as shown and described.
20. The combination, with the hollow gear-wheel connecting by a suitable gear
mechanism with the sprocket-shaft which turns the forward axle, of a sleeve keyed
to the gear-wheel so as to slide therein and provided with a series of opposite slots,
a hollow shaft extending vertically through the sleeve and provided with slots
adapted to align with the slots of the sleeve, springs fixed in the lower end of the
hollow shaft and provided at their upper ends with shoulders having inclined upper
surfaces, said shoulders being adapted to enter the slots of the shaft and sleeve, and a
spring-pressed rod mounted in the hollow shaft above the springs, said rod having
at its lower end a head with a slot therein to fit the inclined shoulders, substantially
as shown and described.

page_text: 21. The combination, with a hollow shaft and the springs mounted therein, of the
plug adapted to enter the end of the shaft between the springs, and the thimble
adapted to screw upon the shaft and hold the plug, substantially as shown and
described.
Dated this 25th day of April 1899