Year: 1899

page_text: Date of Application, 30th Mar., 1899-Accepted, 10th June, 1899
A communication from abroad by THE POPE MANUFACTURING COMPANY (Incorpo-
rated), of Hartford, Connecticut, United States of America.
-
I, PHILIP MIDDLETON JUSTICE, of 55 and 56, Chancery Lane, in the County of
Middlesex, Fellow of the Chartered Institute of Patent Agents, do hereby declare
the nature of this invention and in what manner the same is to be performed, to
be particularly described and ascertained in and by the following statement:-
This invention relates to the general class of motor vehicles and has for its
general object to improve the construction and operation of such vehicles in
various particulars, as hereinafter described. One part of the invention relates
to the construction and arrangement of the several devices or mechanisms for
controlling the speed and direction of movement of the vehicle, having for its
object, not only to promote the convenience of the operator or driver, but more
especially to provide for such an interlocking of the devices or mechanisms referred
to as shall prevent the shifting of the speed changing mechanism or the reversing
of the vehicle except when the motor is disconnected from the driving mechanism,
whereby injury to the mechanism is avoided. Another part of the invention
relates to the steering mechanism, which is so arranged that the steering shaft or
handle can be moved from its normal position, so as to be out of the way of persons
mounting or dismounting from the vehicle, without throwing it out of operative
relation with the steering wheels.
In the accompanying drawings, in which the several features of the invention
are illustrated,
Figure 1 is a side elevation of a motor vehicle equipped with one form of the
controlling and operating mechanism.
Figure 2 is a partial view of the motor vehicle shown in Figure 1, but on a
larger scale so as to show the construction more clearly, the body of the vehicle
being partly broken off so as to save space.
Figure 3 is a detail view in front elevation showing the relation of the hand
levers and the interlocking devices.
Figure 4 is a plan view of the interlocking devices with the hand levers ia
section.
Figure 5 is a detail view in side elevation of the yoke hereinafter referred to,
with some of its adjuncts.
Figure 6 is a partial plan view of some of the controlling and actuating devices,
with the driving gear in sectional plan.
Figure 7 is a front elevation of some of the parts shown in Figure 6.
Figure 8 is a side elevation of a modification of the controlling and actuating
mechanism.
Figure 9 is a plan view of the interlocking devices shown in Figure 8, with
the levers in section.

page_text: Figure 1 a sectional pran view or the driving gear with which the controlling
and actuating devices shown in Figure 8 are employed.
Figure 11 is a view in side elevation, illustrating the swiveling steering
mechanism that may be employed in the vehicle shown in Figure 1, the outline
of the vehicle being indicated by dotted lines.
Figure 12 is a plan view, on a larger scale, of a portion of the mechanism shown
in Figure 11.
Figure 13 is a detail section on the plane indicated by the line 13-13 of
Figure 12.
In order that the relation of the brake operating devices to the devices for con-
trolling the motor or the connection thereof to the driving wheels may be under-
stood, reference will first be made to the particular form of brake actuating
devices shown in Figures 1, 2, 6 and 7 and, in part, in Figure 8 also, although
it will be obvious that any suitable form of brake actuating devices and of brake
may be substituted for the arrangement shown. As represented particularly in
Figures 6 and 7 a brake lever A is suitably supported upon the body of the
vehicle, being shown as secured to a short sleeve a mounted loosely on a short
shaft carried in suitable bearings. The lever A is connected by a link with
an arm on a transverse shaft A', which is interposed merely for convenience in
the application of separate brakes on opposite sides of the vehicle. Other arms a
on the shaft A¹ are connected by links at with the brake operating bell crank
levers A³. The construction of the brakes is not material to the present invention,
but as shown in the drawing each bell crank A2 is mounted upon one free end of
the brake-strap or band A3, and is connected by a link with the other free end
of said band, so that a movement of the bell crank tightens the brake band upon
a brake-drum A' which may be secured to the hub of the adjacent driving wheel
of the vehicle.
The short shaft B above referred to has fixed thereto the clutch operating
lever B which is adapted to be operated by the pressure of the foot thereon,
through connections such as are described hereinafter, to open or close the clutch
which is interposed between the motor and the driving shaft of the vehicle.
As indicated hereinbefore, the brake actuating devices are so related to the mechan-
ism for controlling the motor or its connection to the driving shaft, that the
application of the brake shall of itself release the clutch, whereby the disengage-
ment of the motor shall be effected in all cases before or as soon as the brake is
applied. It is also desirable to establish such a relation that the clutch con-
trolling devices can be operated without setting the brake. As a convenient
means of establishing such relation the sleeve of the brake lever A is mounted,
as already described, upon the clutch shaft B and an arm b on the latter is so
disposed with relation to the brake lever A that the movement of the latter to
apply or set the brake will effect an operative movement of the shaft B and of
the lever B carried thereby, while at the same time the clutch lever can be
moved without actuating the brake-lever. A spring may be applied to the
lever A to restore the same after operation and a spring may be connected either
directly or indirectly to restore the clutch lever B31 and the parts operated thereby
to initial position after operation or release.
In the arrangement shown in Figures 1, 2 and 6, the clutch lever B₁ is connected
by a link 2 with an arm 63 fixed for convenience to a sleeve 12 mounted loosely
on the shaft A¹ above referred to. Said sleeve carries a pinion B+ adapted for
engagement with either side of a double rack or yoke B³, to impart thereto a
vertical movement in one direction or the other according to the engagement of
the pinion with the yoke, it being understood that the partial rotation of the
pinion is effected, through some such connections as those already described, by
the movement of the clutch lever B¹. It will be observed that the plate which
carries the two racks of the yoke B is slotted, as at 64, to travel on the sleeve B³,
fitting the same closely at its two end portious, but being wide enough at its

page_text: middle portion only to permit of a sufficient lateral movement of the yoke to
disengage one rack from the pinion and to engage the other therewith, the pinion
being, between the two relative positions just indicated, in engagement with both
racks, so that while that relation obtains there can be no movement of the yoke
vertically in either direction, the parts in connection with the yoke being thereby
held or locked in their intermediate positions. To effect the lateral movement
of the yoke B, for the purpose of effecting the engagement of one rack or the
other with the pinion B+, according to the direction of movement desired, a hand
lever B may be provided and connected with the yoke by a link 6 which straddles
the sleeve B, the free vertical movement of the yoke being permitted through
a pin and slot connection indicated at 65. It will be observed that through the
formation of the slot which engages the sleeve B2, no lateral movement of
the yoke and consequently no movement of the lever Be can take place except
when the yoke is in its middle position, considered with reference to its vertical
movement, and when the parts connected therewith are in their middle position,
or, more especially, when the clutch which is operated by the movement of the
yoke, is opened, and that at such time the clutch is held securely locked in its
open position. The particular object in view in effecting such a relation between
the parts is to prevent a possibility of shifting the speed changing or reversing
gear except when the clutch is open, as will appear more clearly hereinafter.
The connection from the yoke 135 to the clutch may be effected in any convenient
manner. As shown in the drawings, see particularly Figures 1, 2 and 6, the
yoke is connected to one arm of a bell crank lever B, to the other arm of which
is connected, by a link b7 a slide B8 having a double cam slot 68. Since the
clutches or clutch members, in the particular construction under consideration,
are intended to provide for a reversal of the vehicle, one being a going-ahead
clutch and the other a backing clutch, separate clutch rods B are provided for
the several clutches or clutch members, each of which is of ordinary construction,
as indicated at B10 in Figure 6, where the two clutches are shown at opposite ends
of the shaft, and need not be further described herein. In the middle position
of the yoke B neither of the clutch members is in operative engagement, but a
movement of the yoke vertically in one way or the other brings the corresponding
clutch member into engagement for going ahead or backing as may be desired.
As above indicated, the speed changing mechanism is interlocked with the
clutch controlling mechanism so that the speed changing gear cannot be shifted
except when the clutch is open. The devices for controlling the speed changing
gear and the speed changing gear itself may be constructed and arranged in any
convenient manner. As represented in the drawings, see particularly Figures 1, 2
and 6 a hand lever C is mounted on the body of the vehicle in proximity to the
yoke lever B and is connected by link c with a rack C. The latter, through
a double pinion cl, shifts the rack-toothed driving shaft C, which is longitudinally
movable so as to bring a key thereon into engagement with one or another of
the concentric driving pinions C3 which mesh with corresponding driving gears C
on the main shaft or axle C5.
The interlocking of the clutch operating devices and the devices for controlling
the speed changing gear is conveniently effected through the proximity of the
levers 136 and C, it being remembered that the lever B6 is always in a determined
position, intermediate between the extremes of its throw when the clutch is
open. Accordingly, the two levers pass through a slotted guide plate 1) and
between them is mounted a latch or pivoted locking-plate D¹, which is pressed
normally toward the lever Be by a spring d. On the side adjacent to the lever Bo
the latch D' is provided with a notch which is so located as to register with the
lever Be when the latter is in its intermediate position, whereby the latch is then
drawn over by the spring d. On the other side, the latch is provided with
notches which correspond to the three positions of the speed changing lever C.
It will now be evident that when the lever Be is in its intermediate position, that
is to say, when the clutch is open, the latch D¹ releases the lever C so that it

page_text: can be shifted to any desired position, but that when the lever B6 is in its forward
position closing the clutch for going ahead, or in its rearward position, closing
the clutch for backing, the latch D is held over toward the lever C so that the
latter cannot be moved.
In Figures 8, 9 and 10 is shown a slightly different embodiment of the inter-
locking devices, the driving gear being so arranged as to give three different
speeds for going ahead and one speed for backing. This permits some simplifica-
tion of the controlling and actuating devices, although they are still so related
and the interlocking devices are so arranged that the speed changing gear cannot
be shifted except when the clutch between the motor and the driving shaft is
open. The clutch operating lever B is connected by the link directly
with the intermediate clutch operating lever 136, which in turn is connected
by a link and bell crank with the clutch member, indicated at 1310, which
couples the motor with the driving shaft C. The speed changing lever C,
is also operatively connected, as before, through the link c, rack C¹ and double
pinion with the driving shaft C², so as to shift the latter longitudinally to bring
its key into engagement with one of the driving pinions C3 or the single speed
reversing pinion C. The two levers 136 and C move, as before, in the slots of the
guide plate D, on opposite sides of the pivoted latch or locking plate D¹, which
has a single notch don one side to correspond with the position of the lever B6
when the clutch is open, and four notches to correspond with the several
positions of the lever C which determine the engagement of the several driving
pinions or reversing pinion.
Should the vehicle be manipulated by a very careful and skilled driver, the
interlocking mechanism of the clutch and speed changing gear might be dispensed
with, if it should be considered desirable to further simplify the connections.
Such modification, however, would still include the prime features of releasing
the clutch when setting the brake and so disposing the controlling and guiding
levers or handles that no foot or hand of the driver will have more than one
lever or handle to manage.
It is desirable, of course, to have the steering wheel er handle placed as near
as possible to the seat of the driver or operator, and at the same time such
location of the steering wheel or handle interferes with the free movement of the
driver or other persons in mounting the vehicle or dismounting therefrom.
According to the present invention the steering wheel or handle, together with
the shaft or stem which supports the same, is made movable toward and away
from the vehicle seat, or otherwise, so that it can be moved out of the way of
the driver or other person who mounts or dismounts from the vehicle, and cau
be moved back into convenient position for manipulation by the driver, operative
engagement of all parts of the steering mechanism being maintained meanwhile.
It will be obvious that the improvement herein described can be embodied in
different forms according to the nature of the steering mechanism or to the require-
ments of any particular case, but one convenient and practical embodiment is
shown in Figures 11, 12 and 13 and will now be described in detail.
As repre-
sented in said figures the steering wheel or handle E is mounted upon a shaft E
which carries at its lower end a skew gear E. The said gear meshes with a
corresponding gear E3 on a short transverse shaft E which is mounted in suitable
bearings on the body of the vehicle and has an arm et connected by a link E with
the steering mechanism in a manner well understood and not necessary to be
described herein. The shaft E¹ has its bearing in a bracket E which is swiveled
upon the shaft Et or upon bearings concentric therewith, so that the movement
of said bracket shall be concentric with the gear E3, whereby the gear E remains
always in mesh with gear E3 and operative connection between the steering wheel
or shaft and the other parts of the steering mechanism is always maintained,
whether the said shaft be swung back toward the seat of the vehicle as shown in
full lines in Figure 11, or swung away from the same, as shown in dotted lines
and at all times the driver has the same effective lever arm of steering wheel or

page_text: handle. The bracket is adapted to be engaged by a latch e to retain the steering
wheel and shaft in the most convenient position for operation, such latch being
disengaged when it is desired to swing the steering shaft forward.
Having now particularly; described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated to me
by my foreign correspondent, I declare that what I claim is:-
1. A motor vehicle having four independent operating levers or handles, one
for each foot and hand of the driver, the several levers' or handles being respec-
tively connected by independent means to the steering mechanism, to the speed
controlling mechanism, to the brake, and to the clutch or device for controlling
the connection between the motor and the driving wheels and means for preventing
the operation of the speed controlling mechanisin except when the clutch or other
device is open to disconnect the driving wheels from the motor, substantially as
shown and described.
2. A motor vehicle having four independent operating levers or handles, one.
for each foot and hand of the driver, the several levers or handles being respec-
tively connected by independent means to the steering mechanism, to the speed
controlling mechanism, to the brake, and to the clutch or device for controlling
the connection between the motor and the driving wheels, and reversing mechanism
with its operating handle located adjacent to the speed controlling handle or
lever, substantially as shown and described.
3. A motor vehicle having four independent operating levers or handles, one
for each foot and hand of the driver, the several levers or handles being respec-
tively connected by independent means to the steering mechanism, to the speed
controlling mechanism, to the brake, and to the clutch or device for controlling
the connection between the motor and the driving wheels, reversing mechanism
with its operating handle located adjacent to the speed controlling handle or
lever, and a device for interlocking the reversing handle or lever and the speed
controlling handle or lever whereby the former cannot be operated except when
the latter is in its initial position, substantially as shown and described.
4. A motor vehicle having four independent operating levers or handles, one for
each foot and hand of the driver, the several levers or handles being respectively
connected by independent means to the steering mechanism, to the speed con-
trolling mechanism, to the brake, and to the clutch or device for controlling the
connection between the motor and the driving wheels, reversing mechanism with
its operating handle located adjacent to the speed controlling handle or lever, and
a device for interlocking the reversing handle or lever and the speed controlling
handle or lever whereby the former cannot be operated except when the latter is
in its initial position, and a connection between the reversing mechanism and the
clutch controlling mechanism whereby the operation of the latter is controlled
by the former, substantially as shown and described.
5. In a motor vehicle, a double clutch and reversing gear between the motor
and the driving wheels, a double rack connected with said double clutch and
reversing gear and adapted by its movement in either direction to close the clutch
for going ahead or backing, a pinion connected to the clutch operating lever to
be rotated thereby in one direction, and means for shifting said double rack to
bring one side or the other into engagement with the pinion, substantially as
shown and described.
6. In a motor vehicle, a double clutch and reversing gear between the motor
and the driving wheels, a double rack connected with said (louble clutch and
reversing gear and adapted by its movement in either direction to close the clutch
for going ahead or backing, a pinion connected to the clutch operating lever to
be rotated thereby in one direction, and means for shifting said double rack to
bring one side or the other into engagement with the pinion, and a plate secured
to said double rack and having a slot with narrow end portions and a wide middle
portion to engage the shaft of said pinion, whereby the rack can be shifted to

page_text: bring one side or the other into engagement with the pinion only when the rack
is in its middle position, when both sides of the clutch are open, substantially as
shown and described.
7. In a motor vehicle, a clutch between the motor and the driving wheels, clutch
operating mechanism including a lever, speed changing mechanism including a
lever adjacent to the first named lever, and an interlocking device co-operating
with both of said levers whereby the speed changing lever can be operated only
when the first named lever is in its initial position and the clutch is open, sub-
stantially as shown and described.
8. In a motor vehicle, a clutch between the motor and the driving wheels, clutch
operating mechanism including a lever, speed changing mechanism including a
lever adjacent to the first named lever, and a pivoted latch between said levers.
having on one side notches to correspond with the several positions of the speed
changing lever and on the other side a single notch to correspond with the initial
position of the clutch lever, whereby said latch can release the speed changing
lever only when the clutch lever is in its initial position, substantially as shown
and described.
9. A steering shaft or handle for a motor vehicle, rotatable about its axis to
steer the vehicle and also movable upon a transverse axis toward and from the
seat of the vehicle without affecting its operative connection with the steering
mechanism, substantially as shown and described.
10. In a motor vehicle, a gear operatively connected with the steering
mechanism, and a steering shaft or handle having a. gear in mesh, with the first
named gear, said steering shaft or handle being mounted to swing-about the-axis
of the first named gear, substantially as shown and described...
.
11. In a motor vehicle, a gear supported by the floor of the vehicle and opera-
tively connected with the steering mechanism, a plate or bracket mounted to
swing about the axis of said gear, and a steering shaft or handle mounted in said
plate or bracket and having a gear in mesh with the first named gear,"substantially
as shown and described.
12. In a motor vehicle, a gear supported by the floor of the vehicle and opera-
tively connected with the steering mechanism, a plate or bracket mounted to swing
about the axis of said gear, a steering shaft or handle mounted in' said plate or
bracket and having a gear in mesh with the first named gear," and a latch to
engage said plate or bracket to retain the steering shaft or handle in position for
operation, substantially as shown and described:
1000