Improvements in and relating to the Driving of Light Vehicles.
Year: 1896

page_text: Date of Application, 13th May, 1896
Complete Specification Left, 9th Feb., 1897-Accepted, 13th May, 1897
PROVISIONAL SPECIFICATION.
Improvements in and relating to the Driving of Light Vehicles.
I, ALEXANDER DUNCAN, of Balgedie Manse, in the County of Kinross, Engineer,
do hereby declare the nature of my invention to be as follows:-
This invention has reference to improvements in and relating to the driving of
horse-less carriages or light vehicles.
According to my improvements the motor would be carried on a bracket at front
of vehicle and the piston would act vertically and be connected by rods and crank to
the shaft of steering wheel, so that when this wheel is turned the motor will be turned
in unison with it.
The motor would consist of a cylinder with single acting piston, and a combustion
chamber would be mounted at the side of it. This combustion chamber would have a
jet of oil fed to it by a small feed pump, and compressed air would be supplied as
hereinafter described, so that continuous combustion would be kept up under pressure.
A valve would be fitted at the rear end of this chamber operated by an eccentric strap
from crank shaft, and the heated products of combustion would pass through this
valve and through a port in cylinder to act on and drive piston, while another valve
would be fitted for the gaseous products after doing their work to escape from cylinder
to atinosphere, or to a condenser and said valve may be operated by rod and link
connections from a different part of the eccentric strap which operates the other valve,
so that the valve for admission has small lead and early cut-off and that for exhaust
opens late and also closes late on the return stroke. Air would pass through a self
acting valve, (which may also form the stuffing box for piston) into lower end of
cylinder on the return stroke of the piston and in the forward stroke of piston would
get compressed and be forced through a self acting valve into front end of combustion
chamber.
The motor would be connected to drive directly on to the leading or steering wheel
of carriage but epicyclic gear to be attached so that the wheel may revolve with shaft
or be driven at reduced speed through the gearing when increase of load necessitates
it. This gear would consist of one toothed pinion fast on shaft of engine, three or
more pinions with teeth shrouded to pitch line, in gear with the first and revolving on
pins projecting from arms of wheel which would be mounted loose on shaft and one
ring with internal teeth shrouded to pitch line encircling in gear with and held in
position by these last. Clutches to grip this ring to be attached to frame of engine
and to wheel respectively. These clutches to be able to be thrown into gear alternatively
according as a fast or a slow speed is desired. Engine and wheel together to be
attached to frame of carriage so that they can be revolved horizontally by a lever for
the purpose of steering.
W. R. M. THOMSON & Co.,
96 Buchanan Street, Glasgow, Agents.

page_text: I, ALEXANDER DUNCAN of Balgedie Manse in the County of Kinross 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:-
The accompanying drawings show my improvements as applied to a vehicle drawn
by a motor consisting of two single acting cylinders, and carried on a pneumatic
tyred wheel, as follows;-
Fig. 1 represents a vertical cross section of the epicyclic gear arranged to drive by
friction, as hereafter described.
Fig. 2. represents an elevation showing the links and springs between the motor
and carriage, and the epicyclic gear; the left hand, or forward, half of wheel showing
the frictional gear; and the right hand, or after, half of wheel showing the toothed
gear.
Fig. 3 represents a vertical cross section and part, elevation of gearing, as arranged
with teeth.
Fig. 4 is a plan of motor, and attachment to vehicle, and
Fig. 5 a plan of lower link as fitted with longitudinal spring.
According to my improvements the motor would be attached to the front part of
vehicle by two links, A, and B, one vertically over the other. These links to be
attached to the carriage by hinged joints with axes horizontal and at right angles
to the direction of motion of the vehicle, and to the motor by universal couplings
each consisting of two joints one with axis vertical, and the other with a horizontal
axis at right angles to the direction of motion of the vehicle.
One or more springs, as C, to be attached between the vehicle and the end, or
ends, connected to the motor, of one or both links, to transmit part of the weight
of the vehicle to the motor. One or both links to be also made in two parts
as B, and D, able to slide longitudinally on each other, and connected by a spring,
or springs such as E, so as to transmit the pull of the motor to the vehicle.
The motor to be held by these links vertically over the leading wheel, or wheels,
of vehicle. This wheel, or theso wheels, are to carry the motor and fore part of
vehicle.
The motor to be connected to drive the shaft of this wheel, or these wheels, directly,
and without speed increasing or reducing gear, but epicyclic gear to be fitted
between the shaft and wheel, or wheels, so that the wheel, or wheels, may revolve in
one with the shaft, or be driven at reduced speed through this gear. The gear to
consist of one pinion F fast on shaft, three or more pinions G each in gear with
the first, and revolving on pins projecting from arms of the wheel, which may
also be held in position by these pins; and one ring H encircling, and in gear
with, these last pinions.
These pinions and ring may be toothed, and with the teeth shrouded to the pitch
circles on both sides, so as to hold each and all in their relative positions; or the
pinions and rings may be turned with cylindrical working faces and be driven by
friction. The necessary friction to be obtained by boring the ring slightly smaller in
internal diameter than the circle circumscribing the pinions, and springing the ring
over them. A ridge or ridges to be turned projecting from the inner surface of ring
and face of the first pinion, to fit into corresponding grooves on the faces of the other
pinions so as to retain them all in their relative positions.
In order to put this gear together, it will be necessary to cut away the ridge at one
place on the ring, and also, at one part of first pinion as at K. Similarly, when
toothed gearing is used, two or three consecutive teeth must be cut down to the pitch

page_text: line, on the outer ring, and first pinion, and also on opposite sides of one of the other
pinions as at L.
A clutch M, or clutches, to be attached to the ring which can be made by levers N
to engage, either; with the shaft or inner pinion, so that the wheel and gearing
revolve in one with the shaft; or with the frame of motor, so that the ring is held
stationary, relatively to the motor, and the wheel is driven through the above described
gearing.
The vehicle to be steered by a lever P rigidly attached to motor so as to be able to
revolve it and the wheel or wheels carrying it, round the vertical axis of the joints
attaching it to the body of vehicle.
When the motor is borne on two wheels mounted on the same shaft, the above
described epicyclic gear must be fitted to each, and the clutches coupled so that one
lever will work then both simultaneously.
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 ;-
1st. The carrying the motor vertically on, and over, the leading, driving, and
steering wheel or wheels, and attaching it by links and springs to the rest of vehicle,
substantially as described, so that all the vibration due to the reciprocating parts, and
varying driving force, is spent in, and on, the motor itself and is not transmitted to
the rest of vehicle.
2nd. The use of epicyclic gear, and clutches, substantially as described, so that the
motor can drive the leading wheel, or wheels, directly, or through speed reducing
gear when required.
3rd. The use of an elastic ring sprung into place, substantially as described, to give
the necessary friction to drive the gearing without throwing any additional pressure
on any of the journals.
DL: CIL 1
1000
ALEXANDER DUNCAN,
Applicant.