Improvements in Motor Road Vehicles.
Year: 1899

page_text: Improvements in Motor Road Vehicles.
CARL FROHNHAEUSER, of 35, Queen Victoria Street, London, E.C., in the
County of Middlesex, Engineer, do hereby declare the nature of this invention
to be as follows:-
The present invention relates to improvements in motor road vehicles and
comprises special means to obtain a smooth & continuous running of all vehicles,
the motive power of which is transmitted to the driving axle or axles by any kind
of variable lever speed gear in connection with a clutch mechanism.
To obtain these results:-
(1) introduce springs in the connecting rods of the lever system and the
clutch mechanism so as to obtain a continuous and smooth action of the clutch
mechanism and to prevent any noise in the differential gear box.
(2) 1 introduce an axle carried on the same trame on which the lever system
is mounted, this axle with the addition of guides transforms the non-horizontal
direction of the pull of the connecting rods of the lever system with the clutch
into a horizontal one, so as to prevent any jumping or jerking of the carriage
springs.
(3) Where a lever system with slotted arms is employed this invention covers a
special construction of the slotted arms and of the sliding blocks in connection
therewith, whereby any knocking due to wear of the parts is prevented and for
the purpose of obtaining smooth and continuous working.
(4) Certain improvements in explosion engines, which are intended for work-
ing in connection with lever speed gears, for the purpose of obtaining smooth and
continuous working.
In order to more clearly describe my invention I refer to the accompanying
drawing.
Fig. 1 is a side view showing a motor vehicle, the motive power of which is an
explosion engine (can also be a steam or electric engine). The variable speed
gear consists in this case of two slotted levers A & B. The lever B, is put into
backward and forward motion by means of the eccentric D. and is connected
through the sliding blocks and pivot C, with the beam or lever A. When the
position of the sliding blocks is altered by means of a hand-lever at the driver's
seat, the ratio of transmission ri:.:-the stroke of the two ends of beam A, which
are connected by rods with the clutch mechanism is altered proportionately.
Now it has been proved by practical experiments that an oscillating lever viz.
beam, connected by rigid rods with a clutch mechanism-produces at each point
of reversal of the direction of swing a dead point in the rotation of the driving

page_text: axle of the vehicle, which not only is very noticeable in the forward movement of
the vehicle, but also causes a continual knocking through the play of the
bevelled toothed wheels in the differential gear (which is a special feature in all
motor cars).
This dificulty is overcome by my present invention through the introduction
of compression springs in the divided connecting tension rods, and which are com-
pressed by the pull and store up part of the tractive force which they give up again
in form of a further pull when the dead point is reached and thereby keep the driv-
ing disc so long in rotation until the other lever arm on its part takes up the pull.
At the same time the pull is made hereby an elastic one and the whole of the
mechanism is subjected to much less strain. These springs, which are inserted
in the connecting tension rods, can be made in a variety of ways, in order that
the same may be more clearly understood I describe same by the aid of the
accompanying drawing.
Fig. 3, shows a construction according to which the tension rods consist of a
solid rod V, and a tube U, which are placed one inisde the other, in the solid
rod a bolt X is inserted which projects through the slit W at both sides out of
the tube and allows a ring to slide on the latter. Between this ring and the
flynut which is screwed on to the tube U is the compression spring, which
when V and U are pulled apart, is pressed together. By means of the flynut t,
the compression spring can be tightened at will.
"
Practical experiments have further proved that on account of the unavoidable
length of the pulling levers, the pull of the tension rods deviates from the
horizontal direction; this causes a compression of the carriage springs when
the upper lever arm is pulling and an expansion again when the lower lever arm
comes into operation, which made a practical application of such a car im-
possible. In order to overcome this difficulty I inserted an intermediate axle K,
which can be placed above as well as below the tension rods. This intermediate
axle is mounted on the same frame, directly or indirectly, on which the pulling
ievers are carried. On this axle two guide arms Y, & Z, turn, which support the
actual driving rods in such a way that the non-horizontal direction of the pull is
altered into a horizontal one, and each strain from above or below in the rigid
frame is taken up by the axle K, so that it cannot affect the springs of the car
any longer.
As the wearing out of the slots and sliding blocks in the levers of such system
would also cause a very jerky travel of the car, I have arranged the slots in such
a manner, that all sliding parts of the same are adjustable.
Fig. 2 shows a cross section of the sliding parts. The sliding block in slot B,
consists of two parts 1 and 2, which grip the connecting pin C, in the middle.
The one side of the slot B, is lined with a steel plate S, which is adjustable by
means of screws and presses pl and against all the sliding and turning surfaces.
The beam A, is clasped all round by its sliding block, consisting of four plates.
The sliding and wearing surfaces of plates P" and 12 are also adjustable by means
of screws. The connecting pin C, is prevented from turning in its casing by
means of a key, so that it can only turn in the adjustable sliding block R.
nut M, enables one to draw the sliding blocks together by means of the head on
the pin C, so as to prevent any play which might eventually arise.
The
Further in the construction of the explosion engines, which are used for work-
ing such lever speed gears, the prevention of jerky travel must be taken into
consideration. First of all the bearings of the lever axles must be cast in one
piece with the motor frame, so that they form one part together with the machine.
In practice it has been proved, that with such a lever system the swing of the
levers, to be most advantageous, should not exceed 200 to 250 times per minute.
However, in order to allow the explosion engine to make 400 to 500 revolutions
per minute, I fit a spur wheel on the crank shaft which engages a second toothel
wheel of double the diameter of the first one fitted on to a countershaft, so
that the second wheel only makes half the number of revolutions of the crank

page_text: shaft. Both toothed wheels, crank shaft and bearings are fitted in a gear case
which serves as an oil bath for the moving parts. On the counter shaft which
is turning at half speed of the crank shaft, an excentric D), is carried, which
takes up the power and actuates lever B. On the same axle is fitted the small
excentric E, which by means of rod F', actuates the exhaust valve on the cylinder
cover. At the same time I can make use of the counter shaft for regulating
electric ignition contacts. This counter shaft therefore not only serves for
regulating the Otto cycle engine but also for transmitting the power of the
engine. To allow of an easy renewal of the explosion cylinders of such motors
the same is made of hard drawn steel tube, and perfectly independent of the
tube like water jacket of the engine. Both in the cylinder cover as well as in
the gear case of the engine, circular grooves have been provided which are lined
with packing material for the reception of the two tube like cylinders or jackets:
long bolts tighten up cover and frame and therefore also the two separate tubes--
one inside the other in their respective packed grooves. Thus the inner explosion
cylinder can easily be renewed without the water jacket and other parts of the
machine becoming useless.
11
1.... 上
1000
CARL FROHNHAEUSER.
CARL FROHNHAEUSER, Cornwall Buildings, 35, Queen Victoria Street, London,
E.C., Engineer, Merchant & Shipper do hereby declare the nature of this inven-
tion and in what manner the same is to be performed to be particularly described
and ascertained in and by the following statement:-
-
The present invention relates to improvements in motor vehicles and com-
prises special means to obtain a smooth and continuous running of all vehicles
the motive power of which is transmitted to the driving axle or axles by any
kind of variable lever speed gear in connection with a clutch mechanism.
To obtain these results:
1.) I introduce springs in the connecting rods of the lever system and the
clutchmechanism so as to obtain a continuous and smooth action of the clutch-
mechanism and to prevent any noise in the differential gear box.
2.) I introduce an axle carried on the same frame on which the lever system
is mounted; this axle with the addition of guides transforms the non-horizontal
direction of the pull of the connecting rods of the lever system with the clutch
into a horizontal one, so as to prevent any jumping or jerking of the carriage
springs.
3) I introduce a special construction of the slotted arms and of the sliding
blocks in a lever system employing slotted arms whereby any knocking due to
wear of the parts is prevented, and for the purpose of obtaining smooth and con-
tinuous working.
4) I introduce certain improvements in explosion engines which are intended
for working in connection with lever speed gears, for the purpose of obtaining
smooth and continuous working.
In order to more clearly describe the invention I refer to the drawings "left
with the Provisional Specification." Fig. I is a side view showing a motor
vehicle, the motive power of which is an explosion engine (can also be a steam or
electric engine). The variable speed gear see Fig. I consists in this case of two

page_text: slotted levers A & B. The lever B is put into backward & forward motion by
means of the eccentric 1), and is connected through the sliding blocks and pivot C,
with the beam or lever A. When the position of the sliding blocks is altered
by means of a hand lever at the driver's seat, the ratio of transmission riz.:-the
stroke of the two ends of the beam A, which are connected by rods with the clutch
mechanism is altered proportionately. Now it has been proved by practical
experiments that an oscillating lever viz.: beam, connected by rigid rods with
a clutch mechanism, produces at each point of reversal of the direction of swing
a dead point in the rotation of the driving axle of the vehicle, which not only
is very noticeable in the forward movement of the vehicle, but also causes a
continual knocking through the play of the bevelled toothed wheels in the
differential gear (which is a special feature in all motor cars). This difficulty
is overcome by my present invention through the introduction of compression
springs in the divided connecting tension rods see Fig. I and which are com-
pressed by the pull, and store up part of the tractive force which they give up
again in form of a further pull when the dead point is reached and thereby keep
the driving disc so long in rotation until the other lever arm on its part takes
up the pull. At the same time the pull is made hereby an elastic one and the
whole of the mechanism is subjected to much less strain. These springs H1
& H2, which are inserted in the connecting tension rods, can be made in a variety
of ways; in order that the same may be more clearly understood, I describe same
by the aid of the drawings "left with the Provisional Specification." Fig. 3
shows a construction according to which the tension rods consist of a solid rod V
and a tube which are placed one inside the other, in the solid rods a bolt
is inserted which projects through the slit W at both sides out of the tube u
and allows a ring to slide on the latter. Between this ring and the flynut, t,
which is screwed on to the tube is the compression spring H, which when V
&u are pulled apart, is pressed together. By means of the flynut, the com-
pression spring can be tightened at will.
car im-
Practical experiments have further proved that on account of the unavoidable
length of the pulling levers, the pull of the tension rods deviates from the
horizontal direction; this causes a compression of the carriage springs when the
upper lever arm is pulling and an expansion again when the lower lever arm
comes into operation, which made a practical application of such a
possible. In order to overcome this difficulty I inserted an intermediate axle K
which can be placed above see Fig. I as well as below the tension rods. This
intermediate axle is mounted on the same frame directly or indirectly, on which
the pulling levers are carried on this axle two guide arms y and turn, which
support the actual driving rods in such a way that the non-horizontal direction of
the pull is altered into a horizontal one, and each strain from above & below is
taken up in the rigid frame by the axle K. so that it cannot affect the springs of
the car any longer.
As however a loosening or wearing out of the slots and sliding blocks in the
levers of such system would cause a very jerky travel of the car I have arranged
the slots in such a manner that all sliding parts of the same are adjustable see
Fig. 2. A1 & A2 is the slotted lever or beam A. The sliding block in slot B
consists of two parts 1 & 2 which grip the connecting pin C in the middle.
The one side of the slot B, is lined with a steel plate S which is adjustable by
means of screws and presses 1 & 2 against all the sliding and turning surfaces
and so tightens up the pivot C when getting loose. The beam A is clasped all
round by its sliding block, consisting of four steel plates. The sliding & wearing
surfaces of plates P1 & P2, are also adjustable by means of screws.
The con-
necting pin C is prevented from turning in its casing by means of a key, so that
it can only turn in the adjustable sliding block 1 & 2. The nut, m, enables
one to draw the sliding blocks together by means of the head on the pin C, so as
to prevent any play which might eventually arise.
Further in the construction of the explosion engines which are used for working

page_text: such lever speed gears, the prevention of jerky travel must be taken into con-
sideration. First of all the bearings of the lever axles must be cast in one piece
with the motor frame, so that they form one part together with the machine. In
practice it has been proved, that with such a lever system the swing of the
levers, to be most advantageous, should not exceed 200 to 250 times per minute.
However in order to allow the explosion engine to make 400 to 500 revolutions
per minute, I fit a spur wheel on the crank shaft which engages a second toothed
wheel of double the diameter of the first one fitted on to a countershaft, so that
the second wheel only makes half the number of revolutions of the crank shaft.
Both toothed wheels, crankshaft, and bearings are fitted in a gear case which
serves as an oilbath for the moving parts. On the countershaft which is turning
at half speed of the crank shaft an eccentric D is carried, which takes up the
power and actuates lever B. On the same axle is fitted the small eccentric E,
which by means of rod F actuates the exhaust valve on the cylinder cover.
the same time I can make use of the counter shaft for regulating electric ignition
contacts. This countershaft therefore not only serves for regulating the Otto
cycle engine, but also for transmitting the power of the engine.
At
To allow of an easy renewal of the explosion cylinders of such motors the same
is made of hard drawn steel tube, and perfectly independent of the tube like
waterjacket of the engine. Both in the cylinder cover as well as in the gear case
of the engine, circular grooves have been provided which are lined with packing
material for the reception of the two tube like cylinders or jackets. Long bolts
tighten up cover and frame and therefore also the two separate tubes-one inside
the other in their respective packed grooves. Thus the inner explosion cylinder
can easily be renewed without the waterjacket and other parts of the machine
becoming useless.
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:-
-
1) In motor road vehicles, the motive power of which is transmitted to the
driving axle of the vehicle by a system of levers with a clutch mechanism, the
insertion of an intermediate axle mounted directly or indirectly on the same
frame on which the motor is fitted and with guides turning on this axle, which
support the tension rods, actuating the clutch, in such a manner as to ensure a
horizontal pull & so divert the jerk & strain, caused by the non-horizontal pull,
from the springs of the vehicle and make same imperceptable in the rigid frame of
the car, substantially as & for the purpose described.
2) In motor road vehicles of the character described in Claim 1 the insertion
of springs in the tension rods, actuating the clutch, so as to avoid the dead points
caused by an oscillating lever system in the rotation of the driving axle of the car
substantially as and for the purpose described.
3) In motor road vehicles of the character described in Claim 1 the employ-
ment of a lever system of the design & construction in the form as described as
a variable speed gear with adjustable sliding blocks completely embracing the
rocking beam on one side and sliding in an adjustable slot on the other side and
this lever system transmitting the engine power to the driving axle of the
vehicle by tension rods with inserted springs as referred to in Claim 2 sub-
stantially as and for the purpose described.
4) In motor road vehicles of the character described in Claim 1 in case an Otto
cycle explosion engine is employed, the provision of a counter shaft which is
geared in a ratio of 1:2 with the crank shaft by means of spur wheels, so that
this countershaft not only serves to control the valves and the electric ignition of
the Otto cycle engine, but also transmits the engine power with half speed to the
lever system and rotates together with a crank shaft in a closed gear case, serving
as an oil bath, substantially as and for the purpose described.

page_text: 5) In motor road vehicles of the character described in Claim 1 should explosion
engines be employed, the mounting of an explosion cylinder as shewn in description
and in such a manner that the same can be easily renewed and independently of
the other parts of the machinery substantially as and for the purpose described.
Dated this Twenty-fourth day of January Nineteen hundred.
CARL FROHNHAEUSER.