Improvements in Motor Vehicles.
Year: 1897

page_text: Date of Application, 30th Nov., 1897
Complete Specification Left, 8th June, 1898-Accepted, 13th Aug., 1898
PROVISIONAL SPECIFICATION,
[Communicated from abroad by OLDS MOTOR VEHICLE COMPANY, a corporation
organised under the Laws of the State of Michigan, and having its principal
office at 210, River Street, Lasing, Ingham County, Michigan, United States
of America, Manufacturers.]
Improvements in Motor Vehicles.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
46, Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention to be as follows:-
My invention relates to that type of motor carriage in which the motive power
is produced by a gasoline motor, and the object of my invention is to produce a road
vehicle that will meet most of the requirements for ordinary uses on the road,
without complicated gear or requiring an engine of great power, and to avoid all
unnecessary weight.
To this end my invention provides for a light and strong frame of which the
engine and the rear shaft of the vehicle are the component members and upon
which the body is supported by springs. It further provides a simple transmission
gear which directly transmits the motion from the engine shaft arranged trans-
versely of the carriage, to the rear axlo and which provides for three different speed
gears under the easy and prompt control of a single lever, giving the necessary
changes of speed required for the different purposes, of level roads and hills and
for starting and backing, all so arranged that it is not possible to pass from one
rato of speed to the other without the wheels being entirely thrown out of gear
before a new speed is given, while at the same time motion is transmitted without
shock,
My invention also embraces a simple steering gear and other specific improve-
ments of the parts, all as more fully hereinafter described.
A vehicle constructed according to the present invention comprises a body
mounted upon springs, a front axle and a rear axle. Both these axles form part of a
strong frame of which the engine forms the connecting reach. To this end a
yoke is supported upon anti-friction bearings, on the rear axle and to this is secured
the rear end of the cylinder which is formed with a bolster for securing it by bolts
to the yoke. This cylinder extends forwardly to form a supporting frame in which
the engine shuft is journalled in boxes and truss rods secured to the engine frame
united with the front axle in a manner to make the engine frame serve as the
reach between the front and rear axles and as a support for the transmission gear.
This transmission gear comprises a slow motion chain gear and two belt drive
gears one for transmitting a medium and one for a high speed, all of which directly
conveys the motion from the engine shaft to the rear axle.
The construction and arrangement of the chain gear is as follows:-A sprocket
wheel revolves loosely upon the engine shaft and is connected by a chain with the
sprocket wheel on the rear axle. The sprocket wheel on the engine shaft is

page_text: integrally formed with two flanged heads, the latter of which forms the loose
member of a friction clutch. The fast member of this clutch is secured by means
of a bub upon the engine shaft and provided with a double split ring between which
the Hauge of the head is adapted to be clamped fast. To this and the fast member
has secured to the split ends of its rims the toggles, the inner ends of which extend
in proximity to the hub and carry steel pins which pass radially into the sides
of the hub. This hub is recessed in a manner to receive the wedge shaped ends
of a sliding collar which when pushed inside the hub acts upon the steel pins and
forcing them outwardly moves the toggles in a manner to draw the split rims of
the fast member together and thereby clamp the flange of the loose member of the
friction clutch between them.
The sliding collar engages with the forked end of a lever fulcrumed to an arm
from the engine frame and connected at its upper end to the connecting rod. This
connecting rod is secured to one arm of a bell crank lever which is fulcrummed
beneath the body of the vehicle and which has a long arm extending in proximity
to an actuating cam on the vertical staff which projects up to the body of the
carriage in proximity to the operator on the seat and which forms the means for
controlling the transmitting mechanism, the arrangement being such that in a
prescribed position of the staff the cam will move the bell crank lever in a proper
manner by means of the connections described to engage the fast and loose members
of the friction clutch to impart motion to the chain gearing while normally when
the parts are not in engagement a spring will operate to disengage the members.
The flanged head forms the member of a reversing mechanism. It is provided
with an internal gear and a gear wheel of similar diameter and fast upon the
engine shaft is secured within this head. In the annular space and engaging with
the smaller gear wheel and the internally toothed flanged head are two geur pinions
secured diametrically opposite to each other to a flanged head loose upon the engine
shaft. Around this flanged head passes a brake strap connected to a toggle lever
which works at the end of a connecting rod. The connecting rod works at the end
of a vibrating lever which is pendent from the under side of the body. In close
proximity to this lever is journalled beneath the body a small transverse shaft
which is connected by intermediate miter gear with the controlling lever. Upon
this transverse shaft is secured a crank arm which at a certain position in the
revolution of the shaft is adapted to strike against the vibrating lever and thereby
vibrate it in a proper manner to apply the brake strap. By this movement tho
flanged head serving as a brake drum which normally revolves with the internally
toothed head is arrested and the motion of the engine shaft will be transmitted
through the gear wheel and gear pinions to the said flanged head and sprocket
wheel in the reverse direction from the motion given when the clutch members
are in engagement.
The belt transmission is located upon the opposite end of the engine shaft which
carries two pulleys of different sizes connected by belts with the drum pulley
common to both belts and fast upon the rear axle. This belt transmission is thrown
in and out of gear under control of the controlling lever by means of belt tighteners
which are carried by rock armis on separate rock shafts which are journalled trans-
versely in suitable bearings to the engine frame. The rock shaft has a rock arm
which engages with the push rod through the medium of a compression spring.
The push rod is carried by the lower end of a vibrating lover which is pendent from
beneath the body and is adapted to be actuated by a crank arm on the transverse
shaft, all so arranged that if the controlling lever bruke is brought into a certain
position it will apply the belt tightener by means of the described connection to
the belt and thereby communicate motion through the said belt to the rear axle.
The belt tightener is controlled by similar actuating connection there being an
additional cam upon the transverse shaft.
The transmitting gear with all its variable speed changes is thus entirely
controlled by the operator turning the handle of the controlling lever in one of
four different positions distant from each other a fraction of the periphery of a

page_text: steel pins and forcing them outwardly moves the toggles in a manner to draw
the split rims of the member H³ together, and thereby clamp the flange of the looso
member H of the friction-clutch between them.
The sliding collar engages with the forked end of a lever m fulcrumed to an
arm n from the engine-frame and connected at its upper end to the connecting-
rod o. This connecting-rod is secured to one arm of a bell-crank lever p, which is
fulcrumed beneath the body of the vehicle and which has a long arm 7, extending
in proximity to an actuating-cam r on the vertical staffs which projects up to the
body of the carriage in proximity to the operator on the seat and which forms
the means for controlling the transmitting mechanism, the arrangement being
such that in a prescribed position of the staff s the cam r will move the bell-crank
lever in a proper manner by means of the connections described to engage the fast
and loose members H H of the friction-clutch to impart motion to the chain-
gearing, while normally when the parts g and are not in engagement a spring t
will operate to disengage the members.
The flanged head H' forms the member of a reversing mechanism. It is provided
with an internal gear, and a gear-wheel I of smaller diameter and fast upon the
engine-shaft is secured within this head. In the annular space and engaging with
the gears of the parts I and H' are two gear-pinions J, secured diametrically to each
other to a flanged head K, loose upon the engine-shaft. Around this flanged head
passes a brake-strap J' connected to a toggle-lever J, which works at the end of a
connecting-rod J. The connecting-rod J3 works at the end of a vibrating lever J',
which is pendent from the under side of the body. In close proximity to this lever
is journaled beneath the body a small transverse shaft which is connected by
intermediate miter-gear with the controlling-staff s. Upon this shaft & is secured
a crank-arm, which at a certain position in the revolution of the shaft s' is
adapted to strike against the vibrating lever J, and thereby vibrate it in a proper
manner to apply the brake-strap J. By this movement the flanged head K,
which normally revolves with the head H¹ is arrested, and the motion of the
engine-shaft will be transmitted through the gear-wheel I and gear pinions J
to the flanged head H and sprocket-wheel II in the reverse direction from the
motion given when the clutch members H and H are in engagement.
The belt transmission is located upon the opposite end of the engine-shaft, which
carries two pulleys 00' of different sizes, connected by belts PP with the drum-
pulley Q, common to both belts and fast upon the rear axle. This belt trans-
mission is thrown in and out of gear under control of the staff by means of
belt tighteners RR which are carried by rock-arms on separate rock-shafts SS',
which are journaled transversely in suitable bearings to the engine-frame. The
rock-shaft S has a rock-arm Sa, which engages with the push-rod S through the
medium of a compression-spring S³. The push rod S is carried by the lower end
of a vibrating lever S³, which is pendent from beneath the body and is adapted
to be actuated by a crank-arm on the shaft s', all so arranged that if the brake-
staff s is brought into a certain position it will apply the belt-tightener, by means
of the described connection, to the belt P, and thereby communicate motion,
through the belt P, to the rear axle. The belt-tightener R¹ is controlled by similar
actuating connection, there being an additional cam s upon the shaft s'. The
transmitting-gear, with all its variable-speed changes, is thus entirely controlled by
the operator turning the handle of the staffs in one of four different positions
distant from each other a fraction of the periphery of a circle. Thus in the normal
position of the handle, as in Fig. 1, the engine-shaft is entirely disconnected from
the drive-gear, and while the engine may be running at its usual speed the carriage
will have no motion. Turning from this position to the left the operator first
throws in cams into operative position, which actuates the reversing-gear and
moves the carriage in a backward direction, or by turning from this position to
the right the operator first throws in the cam r which throws on the chain-gear,
giving slow forward speed with sufficient power to climb hills und start the
carriage. The operator by turning it farther from this position to the right throws

page_text: off the chain-gear and then turns the cam into operative position to throw on
the cam and tighten the belt P', which conveys medium fast motion to the rear
axle. By a further turn to the right he first throws off this belt and then throws
on the fast motion by tightening the belt P by bringing the cam into operative
position. This last position is contiguous to the normal position by turning the
handle in the reverse direction.
The small shafts s', being connected by miter gear to the stuff s, forms merely
n continuation of the staff, but in being secured horizontally onto the body it
utilizes to better advantage the space beneath the carriage for the disposal of the
intermediate connection between the transmission-gear and the controlling-staff,
and at the same time the construction is such that the relative position of the parts
is not affected by the swaying or up-and-down motion of the body thereby permit-
ting the use of light and easy-riding springs. It will also be observed that the
cams r,, and contact, when in operative positions, against vertical faces, or
nearly so, and thus the operation of the transmission-gear can produce no re-
action against the body, and thus its elasticity is maintained at all times.
The steering-gear is controlled by a vertical staff T in front of the driver's
seat. This staff passes down through the body, provided at its lower end with
an arm T, to which are secured the inner ends of two connecting rods U U¹, which
extend laterally toward the front wheels. These front wheels are carried upon
stub-axles V, the inner ends of which are formed with a gooseneck V¹ terminating
in a vertical upwardly-extending pivot-pin V, which engages into a vertical
bearing W, formed in the front axle B. To the upper end of each pivot-pin is
secured an arm V3, to which the outer end of the connecting-rod is secured. The
upper end of the staff T is provided with a pivoted handle 7 for the convenience
of the driver, and by means of this handle the driver has a firm and sufficient
control over the front wheels to guide the vehicle.
It is preferable to use a body which affords convenient room underneath the seat
to store away therein the electric igniter for the engine, the latter being of any
preferred known construction of the type in which the speed is controlled by an
automatic governor, so that after starting the engine by hand when the vehicle is
first started it is kept running during all the contingencies of travel.
The forward extension of the engine-frame is also further utilized to form a
complete tight casing by means of a removable iron casing Y, secured between the
supporting frame c. This casing keeps out the dust and dirt and may be partly
filled with oil to lubricate the crank-shaft and its connection with the piston-rod.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed as communicated to me
by my foreign correspondents, I declare that what claim is:-
1. The manner of supporting the engine between the front and rear axle of the
carriage as a component part of a rigid reach and transmitting the power directly
and at varions rates of speed from the engine shaft to the rear axle.
2. The manner of supporting the engine by means of a yoke upon the rear axle
and by means of truss rods upon the front axle of the carriage and transmitting the
power direct from the engine shaft to the rear axle through variable transmission
gear in connection with steering means applied to front wheels independently
pivoted to the front axle.
3. A supporting frame of which the engine-frame forms a component part of a
central reach rigidly connecting the front axle with the rear axle through the
medium of a yoke provided with end bearings in which the rear axle is journaled,
and variable transmission-gear from the engine to said rear axle.
4. A supporting-frame in which the engine-frame forms a component part of a
central reach rigidly connecting the front axle with the rear axle through the
medium of a yoke provided with end bearings in which the rear axle is journaled,
an engine-shaft supported in the engine-frame and extending on opposite sides
thereof, a chain transmission-gear connecting one end of said shaft to the rear

page_text: axle, and two variable belt drives connecting the other end of the shaft to the rear
axle.
6. A supporting-frame in which the engine-frame forms a component part of a
central reach rigidly connecting the trame with the rear axle through the medium
of a yoke provided with end bearings in which the rear axle is journaled, an
engine-shaft supported in the engine-frame on opposite sides thereof and variable
transmission gear connecting the opposite ends of the engine-shaft with the rear
axle and a single controlling device.
6. A supporting-frame in which the engine-frame forms a component part of a
central reach rigidly connecting the front axle with the rear axle through the
medium of a yoke provided with end bearings in which the rear axle is journaled,
an engine-shaft journaled in the engine-frame and extending to opposite sides
thereof, a chain transmission-gear connecting one end of said engine-shaft with
the rear axle and provided with a reversing-clutch, variable belt-drive connection
connecting the other end of the engine-shaft with the rear axle and a single
controlling shaft for the transmission-gear.
7. A supporting-frame of which the engine-frame forms a component part of a
central reach rigidly connecting the front axle with the rear axle through the
medium of a yoke supported by end bearings upon the rear axle, an
engine-shaft supported in the engine-frame and extending transversely on
opposite sides thereof, a chain transmission gear from one end of the engine-shaft
to the rear axle and comprising a sprocket-wheel loose upon the engine-shaft and
formed with two flanged heads, one of which forms the loose member, of a friction-
clutch for imparting forward motion to the rear axle, and the other forming the
member of a reversing-clutch for imparting motion in the reverse direction to the
rear shaft.
8. A supporting-frame of which the engine-frame forms a component part of a
central reach rigidly connecting the front axle with the rear axle through the
medium of a yoke supported by end bearings upon the rear axle, an engine-shaft
supported in the engine-frame, a chain transmission-gear from one end of the
engine-shaft to the rear axle and comprising a sprocket-wheel loose upon the
engine-shaft and formed with two flanged heads, each of which forms a member
of a friction-clutch, one for transmitting motion in one direction and one for
transmitting motion in the other direction.
9. In a four-wheeled motor-carriage the combination with the engine-shaft
supported in fixed parallel relation with the rear drive axle, of a chain drive-
gear connecting said engine-shaft with the rear axle and comprising a loose
sprocket-wheel on the engine-shaft provided with two flanged heads HH, the
head H forming the fast member of a friction-clutch for imparting motion in one
direction and the reversing friction-clutch composed of the loose head K provided
with a brake-strap operated by the controlling-staff, the pinions J carried by said
head, and the gear I, all arranged to operate as described.
10. In a four-wheeled motor-carriage the combination with the engine-shaft
supported in fixed parallel relation with the rear drive axle, of a chain drive-gear
connecting said engine-shaft with the rear axle and comprising a loose sprocket
wheel on the engine-shaft provided with two flanged heads HH2, one of which
forms the member of a friction-clutch for imparting motion in one direction and
the other of which forms the member of a friction-clutch for imparting motion in
the other direction, and the controlling-staff s s¹ having the actuating came
throwing said clutches in or out of gear.
for
11. In a four-wheeled motor-carriage, the combination with the engine-shaft
supported in fixed parallel relation with the rear drive-axle, of a drive connection
operated by intermediate friction-clutches on the engine-shaft for imparting motion
in opposite directions and two drive connections operated by tighteners of the con-
trolling-stuffs, the cams ron said shaft, and actuating-gear connection for
operating the friction clutches and tighteners by turning the staff in various
prescribed positions.

page_text: 12. In a four-wheeled motor-carriage, the combination with front axle fast with
the frame of the stub-axles formed with the goose-neck and vertical pivot-pins
engaging in vortical bearings in the end of the front axle and steering connection
with said axles.
13. The arrangement of three independent direct drive connections between the
engine shaft and the rear axle of the carriage, in connection with the reversing
clutch in one of said connections and a single controlling staff for said connections
and clutch.

page_text: circle, thus in the normal position of the handle, the engine shaft is entirely dis-
connected from the drive gear and while the engine may be running at its usual
speed the carriage will have no motion. Turning from this position to the left the
operator first throws the cam into operative position which actuates the reversing
gear and moves the carriage in a backward direction, or by turning from this
position to the right, the operator first throws in the cam which throws on the
ohain gear, giving slow forward speed with sufficient power to climb hills and start
the carriage. The operator by turning it further from this position to the right
throws off the chain gear and then turns the first mentioned cam into operative
position to throw on a cam and tighten the belt which conveys medium fast motion
to the rear axle. By a further turn to the right he first throws off this belt and
then throws on the fast motion by tightening the belt by bringing a cam into
operative position. This last position is contiguous to the normal position by
turning the handle in the reverse direction.
The small transverse shaft being connected by miter gear to the operating lever
forms merely a continuation of the lever, but in being scoured horizontally into
the body it utilizes to better advantage the space beneath the carriage for the dis-
posal of the intermediate connection between the transmission gear and the con-
trolling staff and at the same time the construction is such that the relative position
of the parts is not affected by the swaying or up and down motion of the body
thereby permitting the use of light and easy riding springs. It will also be
observed that the cams contact when in operative positions against vertical faces
or nearly so and thus the operation of the transmission gear can produce no re-
nction against the body and thus its elasticity is maintained at all times.
The steering gear is controlled by a vertical rod or staff in front of the driver's
seat. This staff passes down through the body provided at its lower end with an
arm to which are secured the inner ends of two connecting rods which extend
laterally towards the front wheels. These front wheels are carried upon stub axles
the inner ende of which are formed with a goose neck terminating in a vertical
upwardly extending pivot pin which engages into a vertical bearing formed in
the front axle. To the upper end of each pivot pin is secured an arm to which the
outer end of the connecting rod is secured. The upper end of the staff is provided
with a pivotted handle for the convenience of the driver and by means of this
handle, the driver has a firm and sufficient control over the front wheels to guide
the vehicle.
I preferably use a body which affords convenient room underneath the seat to
store away therein the electric igniter for the engine, the latter being of any
preferred known construction of the type in which the speed is controlled by an
automatic governor, so that after starting the engine by hand when the vehicle is
first started it is kept running during all the contingencies of travel.
The forward extension of the engine frame is also further utilised to form a com-
plete tight casing by means of a removable iron casing, secured between the
supporting frame. This casing keeps out the dust and dirt and may be partly
filled with oil to lubricate the crank shaft and its connection with the piston rod.
Dated this 30th day of November 1897
HASELTINE, LAKE & Co..
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
HASELTINE, LAKE & Co..
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
COMPLETE SPECIFICATION.

page_text: 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 invention relates to that type of motor-carriage in which the motive power
is produced by a gasolene-motor; and the object of the invention is to produce a
road-vehicle that will meet most of the requirements for the ordinary uses on the
road without complicated gear or requiring engines of great power and to avoid all
unnecessary weight.
To this end the invention provides for a light and strong frame, of which the
engine and the rear shaft of the vehicle are the component members and upon
which the body is supported by springs.
It further provides a simple transmission-gear which directly transmits the
motion from the engine-shaft, arranged transversely of the carriage, to the rear
axle and which provides for three different speed-gears under the easy and prompt
control of a single lever, giving the necessary changes of speed required for the
different purposes of level roads and hills and for starting and backing, all so
arranged that it is not possible to pass from one rate of speed to the other without
the wheels being entirely thrown out of gear before a new speed is given, while at
the same time motion is transmitted without shock.
The invention also embraces simple steering-gear and other specific improve-
ments of the parts, all as more fully hereinafter described and shown in the
drawings, in which—
Fig. 1 is a diagrammatic side elevation of the improved vehicle.
Fig. 2 is a plan with the body removed.
Fig. 3 is an enlarged plan view of a portion of Fig. 2
Fig. 4 is a section on line in Fig. 3, looking toward the left.
Fig. 5 is a rear elevation of the hind axle and frame.
Fig. 6 is a vertical cross-section on the line of the engine-shaft. Fig. 7 is a
cross-section on line y y Fig. 6. Fig. 8 is a perspective view of the clutch shown
in Fig. 6.
Fig. 9 is a vertical section through the stub-shaft of one of the front wheels.
Fig. 10 is a diagram of the different positions of the handle on the controlling-
staff.
Fig 11 is a rear elevation of engine-shaft and the speed-controlling connections.
A is a body mounted upon springs. B is the front axle and C is the rear axle.
Both of these axles form part of a strong frame, of which the engine forms the
connecting-reach. To this end a yoke 1) is supported upon anti-friction bearings E
on the rear axle, and to this is secured the rear end of the cylinder F, which is
formed with a bolster a for securing it by bolts to the yoke. This cylinder
extends forwardly to form a supporting frame in which the engine-shaft is
journaled in boxes d and truss rods e, secured to the engine-frame, united with the
front axle B in a manner to make the engine-frame serve as the reach between
the front and rear axles and as a support for the transmission-gear. This trans-
mission-gear comprises a slow-motion chain gear and two belt drive-gears, one for
transmitting a medium and one for a high speed, all of which directly conveys
the motion from the engine-shaft to the rear axle.
The construction and arrangement of the chain-gear are as follows: H is a
sprocket-wheel revolving loosely upon the engine-shaft and connected by a chain /
with the sprocket-wheel G on the rear axle. The sprocket wheel H is integrally
formed with two flanged heads H' II, the latter of which forms the loose member
of a friction-clutch. His the fast member of this clutch, secured by means of a
hub upon the engine-shaft and provided with a double split ring, between which
the flange of the head H is adapted to be clamped fast. To this end the fast
member H has secured to the split ends of its rims the toggles j, the inner ends of
which extend in proximity to the hub and carry steel pins k, which pass radially
into the sides of the hub. This hub is recessed in a manner to receive the wedge-
shaped ends of a sliding collar, which when pushed inside the hub acts upon the