Improvements in Reversing and Speed Changing Mechanism for Motor Vehicles and other Purposes.
Year: 1899

page_text: Date of Application, 23rd Aug., 1899
Complete Specification Left, 23rd Apr., 1900-Accepted, 21st July, 1900
PROVISIONAL SPECIFICATION.
Improvements in Reversing and Speed Changing Mechanism for
Motor Vehicles and other Purposes.
We, CHARLES ADOLPHE GOURGOULIN and ALEXANDRE HENRI CROIZIER, both
of 95, Boulevard Beaumarchais, Paris, in the Republic of France, do hereby
declare the nature of this invention to be as follows:-
This invention relates to an arrangement for a variable progressive reversing
and speed gear specially designed for auto-vehicles for roads or rails, but also
applicable to other purposes where reversing of the movement is required
especially in cases where the effort to be exerted is of a variable nature while
the motor is of limited power, as is often the case in connection with navigation,
lifting apparatus and so on.
Our arrangement of speed-gear permits of imparting to the vehicle a progres-
sively increased speed, either forward, or rearward, by the operation of a
single part, such as a lever, hand wheel or the like.
Our arrangement is mainly characterized by the combination of a differential
mechanism with a system of transmitting motion by means of pulleys adapted
to inversely vary their diameters.
The problem to be solved consist in communicating to an intermediary shaft
in the one or other direction any speed (between certain extreme limits the
speed of the motor being supposed constant which this shaft then transmits
directly to the driving axle.
The intermediate shaft is revolved by means of a bevelled-wheel, and upon the
same shaft are mounted loosely a spur wheel and a second bevelled wheel
integral with a pulley intermediate of variable diameter. The spur-wheel
is formed with a number of spindles (four of example) arranged at right angles
with the shaft and having mounted loosely upon them bevelled pinions gearing
with both the aforesaid bevelled wheels.
With these conditions existing we will suppose the first bevelled wheel to be
animated with a constant rotary motion say in the direction corresponding to
the forward travel of the vehicle. The inertia of the vehicle or if needed a
brake presents the intermediate shaft rotating and consequently its fixed
bevelled wheel remains stationary thereby causing the rotation of the bevelled
pinions upon their spindles. This rotation in addition to the rotary movement
of the spur-wheel causes the second bevelled wheel and together therewith
the pulley of variable diameter to rotate in the same direction as the spur wheel
but with greater speed.
From this it follows that to the stopping of the vehicle corresponds a certain
speed of the second bevelled wheel and pulley which must be superior to that
of the spur wheel. If by any suitable means we are enabled to vary this
speed we can oppose the free rotation of the bevelled pinions upon their spindles,
these pinions then cause the rotation of the bevelled wheel in the one direction
or the other according to whether we have decreased or increased the speed of
the bevelled wheel.

page_text: Therefore to attain this end it is necessary to provide means whereby the
speed of the second wheel can be reduced or accelerated as may be required in
connection with the stopping of the vehicle. To this end the motor shaft is fitted
with a pinion transmitting motion to the before mentioned spur wheel through
the intervention of a small pinion mounted loose upon its spindle, the said motor
shaft is further fitted with a pulley of variable diameter from which a rope
or belt leads to the variable pulley on the intermediate shaft. The belt or
rope may be trapezoidal or of circular section and be constructed of metal
or any other suitable material. A guide roller produces. sufficient tension
for the rope or belt which as a matter of fact does not change in length owing
to the fact that the diameter of the pulleys varies, such variation being equal
and in an inverse sense so that the sum of the diameters remains constant.
If now we admit the diameters of the pulleys to be such at the moment
considered, that the second bevelled wheel receives an angular speed correspond-
ing to the stopping of the vehicle, then by progressively reducing the diameter
of the motor pulley while at the same time increasing that of the intermediate
pulley by means of mechanism hereinafter described, we obtain a decrease in the
speed of the second bevelled wheel at a higher speed than the spur-wheel.
Consequently the first bevelled wheel begins to rotate in the same direction
as the spur wheel and the vehicle will advance owing to the driving axle being
driven by gear wheels of which one is keyed to the intermediate shaft. The
more the diameter of the pulleys are reduced and increased respectively the
more will the speed of the second bevelled wheel be reduced and the more will
the speed of the first bevelled wheel increase.
.
When the diameter of the motor pulley equals that of the motor pinion and
the diameter of the intermediate pulley equals that of the spur-wheel, the inter-
mediate pulley and second bevelled wheel rotate at their slowest speed which
is equal that of the speed of the spur-wheel. At this moment the bevelled
pinions no longer turn on their spindles and the fixed bevelled wheel rotates
in the same direction and with the same speed as the spur wheel. This position
corresponds to the maximum of speed of the vehicle in the forward direction.
If on the contrary, in starting with the speed of the second bevelled wheel
corresponding to the stopping of the vehicle, we increase progressively the
diameter of the motor pulley at the same time we decrease that of the inter-
mediate pulley, we obtain an increase of speed for the second bevelled wheel.
Consequently the fixed bevelled wheel which was at rest, starts rotating in an
inverse direction to the spur wheel and the vehicle runs backward its speed
increasing gradually as the diameters of the pulleys are increased and reduced
respectively. We will now describe how we obtain the variation in the diameters
of the pulleys. These pulleys are similar to each other, each being composed
of two movable cheeks. The inner surface of these cheeks are of such inclina-
tion as to ensure the proper adherence of the rope or belt. The two cheeks are
formed with a certain number of equal full and cut-away portions so that one
portion enters the other when compelled to do so by the action of wedges. The
variation in diameter of these pulleys is due to the inclines of the inner
surfaces and to the distance more or less between the two cheeks. The cheeks
are each formed with a sleeve one of which is mounted upon the other and each
terminating in a block against which are placed two conical rings formed with
cheeks or end plates. Between the rings two forked wedges slide: the two
wedges being identical and in one piece, their inclination being according to
the effort which it is proposed to accomplish by the operating lever or the like.
The wedges are caused to move in a straight line alternately in opposite
directions by means of a link and lever pivotted to a bracket on the motor frame.
Obviously the alternative motion of the wedges may be obtained by a single
operating part (lever or hand wheel) adapted to engage in graduated recesses
or the like. We may, by way of an example, use an operating lever pivotting
around a fulcrum and connected by a rod to the extremity of another lever; the

page_text: operating lever moving in a sector or quadrant. As through constant use the
length of cable, rope or belt varies, it will be necessary to provide a tension
device; this being in the form of a roller or jockey pulley in connection with
foot-lever. The roller while enabling the cable or belt to be applied, also
permits of instantly disengaging the motor.
com-
Our system of reversing gear possesses considerable advantages: by means of
the movement of
single
a
part the speed of the vehicle can
be modified progressively, as may be desired. The particular
bination of a special differential mechanism with two pulleys the diameter
of which may be varied within certain limits while at the same time being
compact; permits of any speed being obtained, for the vehicle, between two
maximum speeds in opposite directions of movement.
Our system of reversing gear may moreover serve as a brake in both directions
of movement by placing the regulating member or hand lever in the position
corresponding to the travel in the rearward direction when going ahead, or
placing it to forward when travelling rearward, and thereby obtain great break-
ing power. Lastly our arrangement renders the speed of the motor absolutely
independent to that of the vehicle, and it permits of imparting to the
vehicle the speed consistant with the effort to be overcome, thus utilizing in the
most perfect manner the power developed by the motor.
Dated this 93rd day of August 1909
HASELTINE LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicants.
Improvements in Reversing and Speed Changing Mechanism for
Motor Vehicles and other Purposes.
.
We, CHARLES ADOLPHE GOURGOULIN and ALEXANDRE HENRI CROIZIER, both
of 95, Boulevard Beaumarchais, Paris, in the Republic of France, Engineers, 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 an arrangement of variable progressive reversing and
speed changing gear specially designed for auto-vehicles for roads or rails,
but also applicable to other purposes where reversing of the movement is
required especially in cases where the effort to be exerted is of a variable nature
while the motor is of limited power, as is often the case in connection with navi-
gation, lifting apparatus and so on.
Our arrangement of speed-gear permits of imparting to the vehicle, a progres-
sively increased speed, either forward, or rearward by the operating of a
single part, such as a lever hand wheel, or the like.
Our arrangement is mainly characterized by the combination of a differential
mechanism with a system of transmitting motion by means of pulleys adapted
to inversely vary their diameters.
In order that our invention may be clearly understood and readily carried
into practice we will describe the arrangement with reference to the accom-
panying drawings, in which
Figure 1 is a section taken through the middle of the coupling gear.
Figure 2 is a diagrammatical view showing the various movements of the
parts, and

page_text: Figure 3 is a section taken in front of the starting lever.
a is the motor shaft, is the axle and o is an intermediate shaft which imparts
movement to the axle. The problem to be solved consist in communicating to an
intermediate shaft o in the one or other direction any speed (between certain
limits the speed of the motor being supposed to be constant) which this shaft o
then transmits directly to the driving axle r.
The intermediate shaft o is revolved by means of a bevelled-wheel n, and upon
the same shaft are mounted loosely a spui wheel e and a second bevelled wheel f
integral with a pulley d of variable diameter. The spur-wheel e is formed with
a number of spindles m (four for example) arranged at right angles with the
shaft o and having mounted loosely upon them bevelled pinions gearing with
both the aforesaid bevelled wheels n and f.
Under these conditions we will suppose the wheel e to be operated with a
constant rotary motion say in the direction corresponding to the forward travel
of the vehicle. The inertia of the vehicle or if needed a brake prevents the
intermediate shaft o rotating and consequently its fixed bevelled wheel r remains
stationary thereby causing the rotation of the bevelled pinions upon their
spindles m. This rotation in addition to the rotary movement of the spur-
wheel e causes the bevelled wheel f and together therewith the pulley d of
variable diameter to rotate in the same direction as the spur wheel e but with
greater speed.
From this it follows that to the stopping of the vehicle corresponds a certain
speed of the bevelled wheel f and pulley d which must be superior to that of the
spur wheel e.
If by any suitable means we are enabled to vary this speed
we can oppose the free rotation of the bevelled pinions upon their spindles m,
these pinions then cause the rotation of the bevelled wheel in the one direc-
tion or the other according to whether we have decreased or increased the
speed of the bevelled wheel.
Therefore to attain this end it is necessary to provide means whereby the
speed of the wheel f can be reduced or accelerated as may be required in con-
nection with the stopping of the vehicle. To this end the motor shaft a is fitted
with a pinion transmitting motion to the spur wheel e through the intervention
of a small pinion g mounted loose upon its spindle k, and the said motor shaft a
is further fitted with a pulley e of variable diameter from which a rope or belt /
leads to the variable pulley on the intermediate shaft. The belt or rope may
be of trapezoidal or of circular section and be constructed of metal or any other
suitable material. A guide roller y produces sufficient tension for the rope
or belt which as a matter of fact does not change in length owing to the
fact that the diameter of the pulleys c and d varies, in an equal and inverse sense
so that the sum of the diameters remains constant.
If we now admit the diameters of the pulleys c at the moment considered to
be such that the bevelled wheel f receives an angular speed corresponding
to the stopping of the vehicle, then by progressively reducing the
diameter of the pulley C while at the same time increasing that
of the pulley by means of mechanism hereinafter described, we obtain a
decrease in the speed of the bevelled wheel f which rotates at a higher speed
than the spur-wheel e. Consequently the bevelled wheel n begins to rotate in
the same direction as the spur wheel e and the vehicle will advance owing to the
driving axle being driven by gear wheels y and u, the latter being keyed to
the shaft o. The more the diameter of the pulleys c and d are reduced and
increased respectively the more will the speed of the bevelled wheel ƒ be reduced
and the more will the speed of the bevelled wheel » increase.
e,
When the diameter of the pulley c equals that of the motor pinion 6 and the
diameter of the pulley & equals that of the spur wheel the pulley d
and bevelled wheel f rotate at their slowest speed which is
equal to that of the speed of the spur wheel _e. At this moment the bevelled
pinions no longer turn on their spindles and the bevelled wheel n rotates in

page_text: the same direction and with the same speed as the spur wheel e. This position
corresponds to the maximum speed of the vehicle in the forward direction.
If on the contrary, in starting with the speed of the wheel † corresponding
to the stopping of the vehicle, we increase progressively, the diameter of the
pulley c at the same time that we decrease that of the pulley d, we obtain an
increase of speed for the bevelled wheel f. Consequently the bevelled wheel n
which was at rest, starts rotating in an inverse direction to the spur wheel e and
the vehicle runs backward, its speed increasing gradually as the diameters of
the pulleys c and d are increased and reduced respectively.
We will now describe how we obtain the variation in the diameters of the
pulleys and . These pulleys are similar to each other, each being composed
of two movable cheeks. The inner surface of these cheeks are of such inclina-
tion as to insure the proper adherence of the rope or belt h. The two cheeks are
formed with a certain number of equal full and cut-away portions so that one
portion enters the other when compelled to do so by the action of wedges
and j. The variation in diameter of these pulleys c and d is due to the inclines
of the inner surfaces and to the distance more or less between the two cheeks.
The cheeks are each formed with a sleeve one of which is mounted upon the
other and each terminating in a block against which are placed two conical
rings formed with cheeks or end plates. Between the rings t two forked
wedges i and j slide; the two wedges being indentical and in one piece, their
inclination being according to the effort which it is proposed to accomplish by
the operating lever or the like. The wedges are caused to move in a straight
line alternately in opposite directions by means of a link p and lever q pivotted
to a bracket s.
Obviously the alternative motion of the wedges i and j may be obtained by a
single operating part (lever or hand wheel) adapted to engage in graduated
recesses or the like. We may by way of an example use an operating lever 1
pivotting around a fulcrum 2 and connected by a rod 3 to the extremity 4 of
the lever g; the operating lever 1 moving in a sector or quadrant 5, 6, 7. When
the lever 1 is in the position 6 the vehicle is at rest, the position 7 corresponds
to the maximum speed forward and the position 5 corresponds to the maximum
speed in the rearward direction.
As through constant use the length of cable, rope or belt varies it will be
y in
necessary to provide a tension device; this being in the form of a roller
connection with foot lever. The roller y, while enabling the cable or belt
to be applied also permits of instantly disengaging the motor.
Our reversing gear possesses considerable advantages by means of the move-
ment of a single part the speed of the vehicle can be modified progressively as
may be desired. The particular combination of a special differential mechanism
with two pulleys the diameter of which may be varied within certain limits while
at the same time being compact permits of any speed being obtained, for the
vehicle, between two maximum speeds in opposite directions of movement.
Our reversing gear may moreover serve as a brake in both directions of move-
ment by placing the regulating member or hand-lever in the position corre-
sponding to the travel in the rearward direction when going ahead, or placing
it too forward when travelling rearward thereby obtain great braking power.
Lastly our arrangement renders the speed of the motor absolutely independent
of that of the vehicle and it permits of imparting to the vehicle the speed con-
sistent with the effort to be overcome, thus utilizing in the more perfect manner
the power developed by the motor.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is :-
1. A reversing and speed changing gear for progressively varying the speed

page_text: ential mechanism with an arrangement of two pulleys of variable diameters, the
said pulleys being so arranged that while the diameter of the one pulley increases
the diameter of the other decreases in the same proportions and vice-versa sub-
stantially as hereinbefore specified
2. In the reversing and speed changing gear claimed in Claim 1, the arrange-
ment of pulleys having variable diameters the variation of which is obtained
through the intervention of wedges designed to approach or separate the cheeks
forming the pulleys, substantially in the manner specified; the wedges, inte-
gral with each other, being connected with operating mechanism which may
be actuated by means of a single member such as a lever, or hand-wheel or the
like, in order to impart to the vehicle a progressively variable speed either for
forward or rearward travelling, such speed being, of course, comprised between
two predetermined limits.
Toted 21
A
זי
1000
HASELTINE LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicants.