Improvements in Motor Driven Road Vehicles.
Year: 1899

page_text: Improvements in Motor Driven Road Vehicles.
I, GEORGE JOHN ALTHAM, of 104, Barnaby Street, Fall River, County of Bristol,
State of Massachusetts, United States of America, Gentleman, do hereby declare the
nature of this invention to be as follows:-
This invention relates to motor driven road vehicles and it is designed to provide
improved mechanism for transmitting power from the driving shaft to the driving
axle, such mechanism permitting the vehicle to be driven without appreciable slip at
any intermediate speed between the maximum to the minimum. I also provide
mechanism for effecting the variation of the speed, and for reversing the motion, of
the vehicle, the said mechanism enabling the vehicle to be controlled with greater
ease and less muscular effort on the part of the operator than heretofore.
Further features of my invention consist in automatically stopping the operation of
the speed changing devices when the maximum or the minimum speed is reached ;
and for preventing the reversal of the motion of the vehicle until the speed has been
reduced to its minimum or to a predetermined point.
A further object of my invention is to provide devices for steering the vehicle, and
for putting the speed changing and reversing mechanism into operation, whereby
starting, stopping and reversing the motion of the vehicle may be effected with a
single part or controller, and without requiring the employment of two hands.
According to my invention I actuate the driving axle by clutches connected to
oscillating levers operated by a continuously rotating driving shaft driven by any
suitable motor. The driving axle is constructed in two sections, each carrying one of
the driving wheels. The adjacent ends of the said sections are provided with discs
between which is arranged a friction plate having a flanged rim adapted to be gripped
by a brake strap. Two friction rings are secured one on each side of the plate, the said
rings overlapping the discs. The two sections of the driving axle are thus frictionally
engaged with the friction plate, while at the same time differential movement of the
driving wheels is permitted. Mounted loosely upon one of the sections of the axle,
and adjacent to the friction plate, is an annular plate. Circumferential grooves,
semicircular in cross section, are formed opposite to each other in the friction plate
and in the annular plate. In the groove or channel thus formed I arrange a series of
spiral springs each having one end abutting against a lip or projection in the groove
of the annular plate and the other end abutting against a lip. or projection in the
groove of the friction plate. Power applied to the annular plate is thereby yieldingly
fransmitted to the friction plate, and from thence to the driving axle.
Rigidly connected to the annular plate is a sleeve, also mounted loosely on the axle,
the two end portions of which sleeve are enlarged and each form the driven member
of a pair of clutches. The clutch rollers are arranged in suitable recesses in, or flats
on, the said sleeve. The rollers of each clutch are held between two fingers on a ring
disposed at the side thereof. Each of the four rings has internal teeth gearing with
teeth on a pinion or seginent mounted on a rocking shaft arranged parallel to the
sleeve. A part of this rocking shaft is screw threaded and passes through a screw
threaded hole in a collar mounted on the aforesaid sleeve. This collar is provided

page_text: with peripheral grooves and teeth engaging with a toothed segment secured to a
shaft, under the control of the operator, by means of which the said collar may be
shifted along the sleeve to thereby cause the rocking shaft, which is immovable
longitudinally, to be turned so as to partially rotate the rings and thus carry the
clutch rollers toward one or the other end of their recesses, according as forward or
backward motion of the vehicle is desired. The pinions or segments on the rocking
shaft are not keyed directly thereto, but are connected to said shaft by a spring so as
to control the clutch rollers in a resilient manner and to enable them to be withdrawn
from their operative position while the clutch rings are being operated. I provide
stops, however, to prevent the pinions becoming entirely free in case of a spring
breaking.
The driving or motor shaft is provided with two crank arms at right angles to each
other. Each crank is connected by a link to one extremity of one of the aforesaid
oscillating levers. To the opposite extremity of each lever are connected two links
each of which engages with the clutch ring or driving member of one of the afore-
said clutches. Upon the forward stroke of each of the levers one of the clutch rings
is operative, and in its backward stroke the other is operative; and by reason of the
cranks being disposed at right angles to each other the driving axle is constantly
rotated so long as the clutch rollers are in their operative positions. The said levers
consist of screw threaded rods passing through boxes having pivots or trunnions
journalled in the casing of the mechanism or in suitable brackets.
In the upper
portion of each of the boxes is a bevel wheel internally threaded to form a nut to
receive the screw threaded rod or lever, which passes therethrough. By turning said
bevel wheel in either direction, the lever will be shifted longitudinally relatively to its
fulcrum, whereby its lower end will be oscillated through a longer or a shorter arc,
depending upon its position. Each of the said bevel pinions engages with another
bevel pinion loosely mounted concentric to the said pivots or trunnions.
latter pinions are also provided with straight or ratchet teeth. For engaging the
said ratchet teeth of each pinion I provide a spring controlled double pawl pivoted
centrally to any convenient fixed part, and connected with suitable links and levers
by which the operator can control the same. The latter pair of bevel pinions,
being in engagement with the first pair that forin nuts on the levers, are of course
normally oscillated together with such levers. If however one or other of the ends
of the pawls be caused to engage the ratchet toothed pinions, such pinions will be
held stationary during one-half of each reciprocation of the levers, so that the
nut or bevel pinions will be rotated in one direction or the other to raise or lower
the levers through their fulcrum boxes. Variation of the speed of the vehicle is
thus attained. The link by which the operator actuates the pawls is connected to
the latter through a spring device.
The
It will be understood that when it is desired to shift the levers, it is necessary to
continuously bold the ends of the pawls in engagement with their pinions, and the
person controlling the motor vehicle cannot well ascertain when the said levers have
reached the limits of their movements; and hence it is necessary to provide means
for automatically returning the pawls to an inoperative position so as to avoid damage
to the parts.
The means I employ for preventing the actuation of the reversing mechanism
except when the clutch rings are being oscillated through small arcs; and also for
automatically throwing the double pawls into their inoperative position, as above
stated, are as follows:
Upon a spindle or shaft parallel to the pivots of the levers I mount two arms, each
of which is so connected to one of the levers as to be raised or lowered in accordance
with the movement of the latter through its fulcrum box. A second pair of arms,
also mounted on the spindle, and having bent extremities, are normally caused by a
spring to engage with slots or recesses in a disc secured to the shaft that operates the
reversing mechanism, thereby preventing the actuation of said shaft.
A third pair
of arms mounted upon the same spindle, are connected one to each of the double
pawls. Each of the first pair of arms is connected to the corresponding one of the

page_text: second and third pair in such manner that the second pair will be operated to release
the reversing mechanism actuating shaft when the levers are in a position giving a
comparatively small oscillatory movement (which however need not be the minimum
movement) to the clutch rings; and that the third pair will be operated to return
the pawls to their central or inoperative position when the levers are at either of their
extreme positions. In intermediate positions of the levers the said second and third
pairs of arms are not actuated by the first pair. The movement of the pawls is
permitted by the before mentioned spring device through which the said pawls are
connected to the link controlled by the operator.
For controlling the driving mechanisin and steering the vehicle, I employ a
vertically arranged tubular standard or post supported in bearings in the floor of the
vehicle. These bearings permit the rotation of the standard and also a slight canting
movement thereof, if necessary, but do not permit any longitudinal movement of the
said standard. I preferably also provide a sliding bearing for said standard upon the
under or spring frame of the vehicle. To the lower end of this standard is secured
an arm suitably connected to the steering wheels. To the upper end of the said
standard is secured an armn extending rearwardly and upwardly therefrom. This
arm is normally fixed to the standard, but, by withdrawing a spring controlled
pin, it may be turned independently thereof, so as to be turned out of the way
to permit persons to pass from one side of the vehicle to the other. The end of
the arm is bent vertically upward, and at its extremity is pivoted a lever, one
end of which is provided with a cross piece forming a handle and the other end of
which terminates vertically over the standard. Steering is effected by moving the
end of this lever laterally to the right or left.
Extending downwardly through the hollow standard is a rod having its lower end
secured to a cross piece the ends of which project through slots in the said standard
and are secured to a vertically sliding sleeve thereon. The upper end of this rod is
pivotally connected to the end of the aforesaid hand lever. The sleeve is provided
with a groove into which projects a pin upon a lever that serves to actuate,
through suitable connecting gear, the reversing mechanism. The said connecting
gear comprises among other members a shaft formed in three sections connected"
by universal joints, one section being made in two parts sliding one within the
other in a non-rotatable manner. The connection is thus rendered flexible and
extensible and capable of adapting itself to the movement of the vehicle body
upon its supporting springs. A spring is provided to normally retain the hand lever,
and consequently the sleeve, in its middle position, or that position in which the
clutch rollers are held in their middle or inoperative position. By pressing the
handle end of said lever downward the rollers are moved into the position for
driving forward, and by pressing said end upward the rollers are moved into the
position for driving rearward.
Arranged between the rod and the hollow standard, is a tube or sleeve which
projects upwardly beyond said standard and is pivotally connected to one arm of a
bell crank lever pivoted on the arm that supports the hand lever. The other arm of
the bell crank lever is pivotally connected to a link the rear end of which is connected
to a cross bar or supplemental handle pivoted on the band lever in front of the
handle. The pivot that connects the link and the bell crank lever is normally
coincident with the pivot by means of which the hand lever is connected to its
supporting arm, and consequently when the said hand lever is swung about its said
pivot it does not cause a movement of the bell crank lever. The lower end of the
tube or sleeve is connected with a sleeve sliding on the standard in a manner similar
to that above described with reference to the rod for actuating the reversing
mechanism. By swinging the cross bar or supplemental handle about its pivot, the
tube is raised or lowered to effect the corresponding movement of the said sleeve.
The latter is provided with a groove to receive the end of an arm or lever connected
by suitable links or gear with the aforesaid double pawls.
One of the great advantages attained by the use of my improved mechanism and
controlling devices, is that the vehicle can be driven at almost any speed. That is to

page_text: say, it can be started with a gentle, easy movement, which can be increased
gradually until the vehicle is travelling at its maximum speed, there being no jerking
or other disagreeable vibration caused by the operation of the mechanism.
Another advantageous feature of my invention is that the vehicle is controlled
with the least possible effort on the part of the operator, practically all of the
work being accomplished by the motor. That is to say, in case the operator
desires to vary the speed of the vehicle, he merely swings the supplemental
handle about its axis to throw the pawls into position to engage the ratchet teeth
of the bevel wheels, and the screw threaded rods or levers are raised and lowered by
the movement of the motor itself.
Dated this 21st dow of Jonu 1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.
Improvements in Motor Driven Road Vehicles.
I, GEORGE JOHN ALTHAM, of 104, Barnaby Street, Fall River, County of Bristol,
State of Massachusetts, United States of America, Gentleman, 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 motor driven road vehicles and it is designed to provide
improved mechanism for transmitting power from the driving shaft to the driving
axle, such mechanism permitting the vehicle to be driven without appreciable slip
at any intermediate speed between the maximum and the minimum. I also provide
mechanism for effecting the variation of the speed, and for reversing the motion of
the vehicle, the said mechanism enabling the vehicle to be controlled with greater
ease and less muscular effort on the part of the operator than heretofore.
Further features of my invention consist in means for automatically stopping
the operation of the speed changing device when the maximum or the minimum
speed is reached; and for preventing the reversal of the motion of the vehicle until
the speed has been reduced to its minimum or to a predetermined point.
A further object of my invention is to provide devices for steering the vehicle, and
for putting the speed changing and reversing mechanism into operation, whereby
starting, stopping and reversing the motion of the vehicle may be effected with a
single part or controller, and without requiring the employment of two hands.
In order that my invention may be clearly understood and readily carried into
effect I will describe the same fully with reference to the accompanying drawings, in
which:
Figure 1 is a side elevation of a motor carriage constructed according to my
invention.
Figure 2 is a front end elevation of the same.
Figure 3 is a plan view of the mechanism for transmitting the power from the
driving or motor shaft to the driving axle.
Figure 4 is a side elevation of the same, showing the casing enclosing said
mechanism in section.
Figure 5 is a vertical section taken longitudinally through the driving axle.
Figure 5 is a longitudinal section through the reversing shaft.
Figures 6 and 7 are detail views of the speed changing devices.
Figures 8, 9 and 10 are detail views of automatic devices for locking the reversing
mechanisin except at predetermined times, as will hereinafter be fully described.

page_text: Figures 11 to 14 are explanatory views of the speed changing devices and the
locking devices previously referred to, showing the same in various positions.
Figures 15 to 18 are detail views of the various parts of the locking devices
detached.
Figure 19 is a front elevation of the controlling devices for steering the vehicle,
changing the speed of the driving axle, and stopping, starting and reversing the
direction of rotation of the said axle.
Figure 20 is a horizontal section on line 20-20 of Figure 19.
Figure 21 is a side elevation of the said controlling devices; and
Figure 22 is a longitudinal section through a part of the same.
Figures 23 and 24 are sectional views of the upper end of the steering standard or
post and the devices adjacent thereto, drawn to a larger scale.
Figures 25 to 28 are detail views of the device for connecting the operating lever
with the mechanism which starts, stops or reverses the direction of rotation of the
driving axle.
Figure 29 is a plan of the upper end of the said steering standard and the
operating levers connected thereto or supported thereby.
Figures 30 to 34 are detail views of parts of the construction of these control-
ling devices.
A indicates a motor carriage provided with a driving axle 6 and with a rotary
shaft a, which may be the continuously rotating shaft of an oil or gas engine, or
other motor.
The vehicle, as shown, has a body of suitable construction, with a seat, a dash-
board, and other parts or appliances which are desirable or necessary. The
springs, the framework between the body and the axles, the motor and the storage
tanks therefor, which may be of any well known type, are not shown in the
drawings.
The axle b supports the power transmitting mechanism, while the controlling and
guiding devices are supported by the body of the vehicle, as will presently be
described.
In carrying out my invention I actuate the driving axle b by clutches connected
to oscillating levers operated by the driving shaft a.
The axle b is preferably hollow and is constructed in two sections 61 62, as shown
in Figure 5, each section carrying one of the driving wheels C. In the inner end of
each section there is rigidly secured a short shaft or bar 63 having on its end a
bevelled disc b, the confronting faces of the discs being flat. Between the discs I
arrange a friction plate 65 having a flanged rim 6. Secured one to each side of the
plate are two friction rings 67 which overlap the discs 6. The two sections of the
driving axle are thus fractionally engaged with the friction plate 65, and capable of
being driven normally at the same speed, while, if one be checked momentarily
against reaction, it will not affect the rotation of the other. Consequently this
device provides for differential movement of the driving wheels C, C, of the
vehicle.
The plate b has a circumferential groove 68 which is semi-circular in cross section,
and is divided into short sections by circular lips or flanges 6º. Mounted loosely upon the
sections 61 of the axle is an annular plate c having a similar semi-circular groove c¹
divided by similar lips or flanges c². The flanges c² overlap the flanges b³, as shown in
Figure 4, and in the groove formed by the two semi-circular grooves c³, 68, I place a series
of spiral springs c³, each having one end abutting against a lip c²and the other end against
a lip 69. Power applied to the annular plate c, is thus yieldingly transmitted to the
friction plate 65 and from thence to the driving axle; and the springs equalize the
motion of the clutch driven sleeve and produce a practically constant driving pressure
upon the axle.
A brake strap d encircles the flanged rim 66 of the plate b, and has one end con-
nected to the fulcrum pin d¹ of a lever d², and its other end connected to a pin d³
projecting from the end of the said lever. This lever is connected at its upper end

page_text: to a link d which may extend into position to be operated by the person controlling
the motor carriage.
e5
On the section b¹ of the axle is a sleeve e having on its ends enlarged portions e¹ e²,
each of which constitutes the fixed member of two friction clutches; the said sleeve
being rigidly connected in any suitable manner with the annular plate c. Each of
the enlargements is cut away, or recessed, and flattened at three points in its
periphery to receive two sets of clutch rollers e³, upon which are mounted two clutch
rings e, es having outwardly extending arms e. The rollers of each clutch are held
between two inwardly extending fingers f, of a ring f. Each of the four rings f
has segmental rack teeth 2 (Figure 4), with which gear the teeth of one of four
partial pinions or toothed segments f, mounted on a rocking shaft f3 journalled at
one end in the annular plate c and at its other end in a dise frigidly secured to the
sleeve c. Between the ends of this shaft a portion f" (Figure 5) is formed with
screw threads of a steep pitch; and mounted upon the sleeve e between the
enlargements e¹, e² is a collar f having a flange fs with peripheral grooves and
teeth. The screw portion of the shaft f³ extends through a screw threaded
aperture in the flange f8, so that, when the collar f is longitudinally or axially
shifted upon the sleeve e, it rotates the shaft f in one direction or the other,
and, through the pinions 15, partially rotates the rings f and thus moves the
clutch rollers from a middle or inoperative position into position to rotate the
sleeve e in one direction or the other, as will be clearly understood by examination of
Figure 5º.
For actuating the collar f, I provide a toothed segment f10 which engages with
the teeth on the said collar f', and is rigidly secured to a rocking shaft fl which
is under the control of the person guiding the motor carriage, as will be hereinafter
explained.
The pinions are slotted at 12, and the shaft f³ is provided with keys f
whereby the pinions are free to turn through a certain angle on the shaft.
The pinions are connected to the shaft by springs f51, fl, secured at their
ends to said pinions and to a collar secured against angular movement on the
shaft. By this arrangement I am enabled to control the clutch rollers in a resilient
manner and to enable them to be withdrawn from their operative position during
the operation of the clutch rings, while at the same time the pinions are prevented
by the keys f13 from becoming entirely free in case of a spring breaking.
The driving or motor shaft is provided with two crank arms a¹, a² arranged at
right angles to each other. On the crank pin a³ of the crank a² is mounted one end
of the link a whose opposite extremity is connected to the oscillating lever a5; and
the crank pin a of the crank a¹ carries the similar link a connected to another
oscillating lever as. The lower end of the lever a³ is connected by links g, g¹ with
the arms e of the hubs or clutch rings et, e on the enlargement e¹ of the sleeve e ;
and the lower end of the lever a8 is connected by similar links g², g³ with the arms e
of the clutch rings e, e upon the enlargement e2 of the said sleeve. Each of the
links g, g2 is provided with an enlarged end g₁ to which the other link g¹ or g³ is
pivoted by a pin g5, as shown in Figure 4; the levers as as being pivoted to the said
ends g by pins or studs g°. Upon the forward stroke of each of the levers one of the
clutch rings is operative, and in its backward stroke the other is operative; and by
reason of the cranks being disposed at right angles to each other the driving axle
is continuously rotated so long as the clutch rollers are in their operative
positions.
The levers a³, as consist of screw threaded rods having flat sides to form bearing
surfaces upon the boxes h in which they are mounted and adapted to slide. These boxes
have pivots or trunnions h¹ journalled in bearings x extending inwardly from the sides
of a casing i and in bearings provided in a bracket h** secured centrally to said casing
(Figures 3 and 4). This casing encloses the mechanism, the shafts a and b extending
through it, as shown in Figures 3, 4 and 5. To the said casing are also secured the
brackets f15, f10 which receive and support the rocking shaft f.
In the upper portion of each of the boxes h is a bevel wheel h² internally threaded

page_text: to form a nut, through which passes the screw threaded rod or lever, so that by
turning said bevel wheel in either direction, the lever will be shifted longitudinally
relatively to its fulcrum, whereby its lower end will be oscillated through a longer or
a shorter arc, depending upon its position. Each of the said bevel pinions ² engages
with another bevel pinion s loosely mounted upon the tubular bearing provided on
the bracket **. The latter pinions are also provided with straight or ratchet
teeth as shown in Figure 6.
Pivoted upon studs he extending laterally from the bracket h** are two double
pawls, either of the operative portions or hs of which may be caused to come into
engagement with the wheels . Since the bevel pinions ² and wheels / intermesh,
the latter are oscillated on their axes as the levers a³, as are oscillated, and hence if
one or other of the ends h³, h³ of one of the pawls h be caused to engage the ratchet
teeth, as shown in Figure 11, it will hold the pinion stationary during one half of
each reciprocation of the levers, so that the nut or bevel pinion will be rotated in one
direction or the other to raise or lower the lever through its fulcrum box. By
throwing the end 8 into engagement with the teeth of the pinion, the lever is
raised; and by throwing the end h into engagement therewith, the lever is lowered.
As the pinions h are on different sides of the levers a, as, the latter are threaded
oppositely, whereby when the two pawls are operated simultaneously the two
levers a, as are both raised or lowered simultaneously.
When the levers a5, 8 are in the positions shown in Figure 4, their lower ends are
moving through ares of a maximum length; but when they are in the positions
shown in Figure 14, the said arcs are of a minimum length and the movement of the
clutch rings or hubs is very slight. Variation of the speed of the vehicle is thus
attained.
Connected to the upwardly projecting lugs h on the pawls ho are two rods 11
extending through two cylindrical casings j, j connected by a cross brace j', as shown
in Figure 3. In the ends of each casing are screw heads j, j², and intermediate of
its ends each casing is provided with an inwardly projecting flange j³. A flange j
is formed on the rod 1, and on either side thereof is a loose ring or collar 15, .
Between the rings or collars j³ and the heads j2 are arranged springs jo which tend
to hold the double pawl in its inoperative position, as shown in Figure 6. To the
cross brace j¹ is connected the operative link which is connected with the controlling
devices, as will be presently described, and which passes through a cylinder having
springs, operating in a similar manner to those in the cylinders j, there being a
flange k on the link , collars 5 loose on said links, and heads screwed into the
ends of the cylinder. This cylinder is rigidly connected to the casing i, and conse-
quently the link k and the rods are all held by spring pressure in their normal
positions.
It will be understood that when it is desired to shift the levers, it is necessary to
pull or push the link so as to continuously hold the ends of the pawls ho, ho in
engagement with their pinions h, and the person controlling the motor carriage
cannot well ascertain when the said levers have reached the limits of their movements.
Hence it is necessary to provide means for automatically returning the pawls to an
inoperative position, as otherwise the parts would be likely to be damaged.
The means I employ for preventing the actuation of the reversing mechanism
(consisting of the rocking shaft f¹¹, partial pinion flo, sleeve f, shaft f³, and the
rings f) except when the clutch rings are being oscillated through small ares ; and
also for automatically throwing the double pawls into their inoperative position when
the levers have reached the extremes of their upward or downward movement; are
as follows:
Upon a spindle or shaft 1 having its ends secured in bearing brackets extend-
ing inwardly from the sides of the casing i, I moant two arms 2, each having a
hub 13 with a spline or feather thereon. The said arms project forwardly, and are
pivoted to links m, m whose opposite ends are pivoted to the pins or studs g5 on the
ends g of the links g, g2. Upon the hubs 3 I mount arms n having their upper
ends pivoted to the ends of the rods h¹. Each of the said arms n has a wide key

page_text: way n¹ to receive the narrow spline or feather / so that the arm n has a limited free
movement relatively to the arm 12. I mount a second arm o upon each hub 13 which
arm also is provided with a wide key way o¹. The arms o, o are bent at their lower
ends o², and said ends are adapted to engage slots f17, f17, or stops, upon a disc fis
secured to the rock shaft f, as shown in Figures 8 and 9. A spring o³ encircles the
hub o' of each arm o, and has one end connected to the said arm and the other end
connected to the stationary bracket ¹, as shown in Figure 9, whereby the bent
extremity of said arms are normally held in engagement with the disc f¹s.
When the oscillating levers reach the upper limit of their movement, the links m
raise the arms and so cause their splines to come against the side walls of the
key ways and throw the arms o out of engagement with the disc f18, as shown in
Figure 14, thereby permitting the shaft f" to be turned to reverse the direction of
movement of the driving axle. The splines at the same time bear against the
side walls of the key ways ¹ of the arms n and cause such arms to act upon the
rods and swing the double pawls into their inoperative positions.
In Figure 11 the levers are shown in position to oscillate through their longest
arcs, and rotate the driving axle at its maximum speed. When the parts are in such
position it would be necessary, in order to reverse the direction of rotation of the
driving axle, to so move the rod as to throw the ends 48 of the double pawls into
operative relation with their respective pinions h, and thus cause the oscillating
levers to be moved upward through their fulcrum boxes until the driving axle is
being driven at a slow speed. In Figure 12, the said end h³ of the pawl is illustrated
as sliding over the teeth of the pinion ' during the forward stroke of the lever; and
in Figure 13, the lever is shown as approaching its extreme of upward movement,
the spline being in position ready to remove the end of the arm o from engage-
ment with the disc f¹s. In Figure 14, the lever is illustrated as having reached its
limit of movement, whereby the arm has been raised far enough to return the
double pawl to its inoperative position and free the arm o from the disc 718.
When the lever is to be moved downward to increase the speed of the driving
axle, the rod is pushed backward to throw the ends of the double pawl into
operative relation to the wheel h; and when the said lever reaches the lower
extreme of its movement, the spline 14 of the arm 2 moves the arm n to thrust the
pawl forward into its inoperative position.
From the foregoing description, it will be seen that I have provided a transmitting
mechanism which is especially adapted for employment on a motor vehicle to transmit
power from a continuously rotating driving shaft to a driven shaft or axle. The axle
may be driven in either direction at any desired speed without affecting the driving
shaft, and by reason of the said axle being formed in two parts, the driving wheels
of the carriage may be driven differentially. The manually controlled pawls which
effect a change of speed of the driving axle are controlled in a resilient manner by
the spring devices and are operated simultaneously by a single rod, which, when re-
leased, is immediately forced into an intermediate or inoperative position; and
although the pawls are, as stated, under manual control, yet they are automatically
removed therefrom and forced into an inoperative position when the driving axle has
reached its maximum or minimum speed.
The arms are not reciprocated for each movement of the levers a, as as the
links m together with the said levers constitute, as it were, parallel links, whereby,
although the said arms are raised and lowered with the said levers, they are prac-
tically unaffected by the oscillation of the same.
Having thus described the transmitting mechanism, I will now proceed to
describe the devices for controlling the same, as well as guiding and steering the
vehicle. This part of my invention is illustrated more particularly in Figures 1
and 2, and 19 to 34.
The front end of the body of the vehicle is provided with an axle p having oppo-
sitely curved transverse guides p1, p1 to receive the downwardly projecting arms p², p²
secured to the said body. The axle is preferably tubular, and is provided at points
near the said guides with guide rollers or pulleys p³, 1³, over which a chain or othe

page_text: T
flexible connection p is passed, the ends thereof being attached to the lower ends of
the arms p². By this arrangement, the axle is permitted to have a rocking move
ment with relation to the body of the vehicle, while being firmly secured thereto.
The ends of the tubular axle are formed with yokes p³, p5 to receive vertical studs or
pivots p, p6 which, as shown, are provided with outwardly projecting trunnions p³, p
on which the front wheels D are journalled. To the lower ends of the studs pare
secured rearwardly projecting crank arms pº connected by adjustable links po to a
crank arm pl projecting rearwardly from a tubular standard or post q arranged in
the front end of the vehicle and passing downwardly through the body thereof. By
turning the said standard the wheels D, D, will be swung about the axes of the studs
or pivots pe to change the path of motion of the vehicle to the right or left, as will
be readily understood.
This standard q is provided with a spherical enlargement q¹ fitting in a socket
consisting of a cup q attached to the floor B of the vehicle, as shown in Figures 21
and 22. A hollow nut q3 is forced into the upper end of the cup to retain the en-
largement q¹ therein. This bearing permits the rotation of the standard, and also a
slight canting thereof, if necessary; but it will not permit any longitudinal or
vertical movement of said standard. The lower end of this standard is journalled
in bearings comprising the box q' and the nuts q³, said parts being clamped to a
longitudinally arranged bar q6 having its front end supported by a transversely ex-
tending bar q. The said bars q, q' form a portion of the framework of the vehicle,
and are shown only in Figures 19, 21 and 22.
To the upper end of the standard I secure an arm r formed with a hub fitting
over the said upper end, adapted to be detachably connected thereto by a spring
controlled pin or catch 2 arranged in a thimble 3 screwed into the hub, said spring
pin entering an aperture in the standard (see Figures 23 and 24). The spring pin
is provided with a suitable knob or head to enable it to be withdrawn temporarily
from engagement with the aperture in the standard. The arm extends rearwardly
toward the vehicle seat, and this device is provided to enable said arm to be dis-
connected from the standard and turned laterally, so as to enable persons to readily
pass from one side of the vehicle to the other. The arm is bent at 5 so that its
end extends vertically upward. Arranged within the hollow standard is a rod having
its lower end secured to a cross piece s¹, the ends 2 of which project through slots q₁₁
in the said standard and are secured to a vertically sliding sleeve 3 thereon by a
flanged collar st, as shown in Figures 25 to 28. The upper end of the rod pivotally
connected to a rearwardly and upwardly extending operating levers, to the free end
of which is secured a cross bar or handles. This lever is pivoted by a screw s to
the extremity of the upright portion of the arm r, and it is normally held in a
iniddle position by a leaf springs which is flanged at its edges to take over the
edges of the arm, as shown in Figures 19 and 31 to 34. The spring lies in a trans-
verse groove in the lever, and is held in place by a screw passing through the
same. By swinging the lever up and down, a vertical movement of the sleeve 85
will be secured; and by swinging said lever laterally the steering wheels will be
turned to one side or the other.
The sleeve is provided with a groove s¹0 having flanged walls 81, into which
groove projects a pin on the end of an arm 812 secured to a rocking shaft 818
depending from the floor B of the vehicle. The other end of this rocking shaft
is journalled in a bearing 815 secured to the casing i, which, as previously stated, is
supported by the rear axle. This shaft is formed in three sections connected
together by swivel or universal joints 816, the middle section 817 being formed in two
parts, one sliding within and keyed to the other, whereby the rocking shaft as a
whole is flexible and extensible so as to accommodate itself to the movements
of the vehicle relatively to its axle. The rear end of the shaft is provided
with an arms extending in a direction opposite to that of the arm 812, and con-
nected by a link 819 to a crank arm 820 on the end of the above described rocking
shaft f, so that the up and down movement of the lever 85 will cause the rocking of
the shaft f. When the lever 85 is in its normal or middle position, the sliding

page_text: sleeve 83 is also in a middle position, and consequently the movements of the clutch
rings e, e do not effect any movement of the axle.
Arranged between the rod s and the hollow standard q is a tube or sleeve t which
projects upwardly beyond said standard and is pivotally connected to one arm of a
bell crank lever t¹ pivoted on the aforesaid arm at the angle 75 by a stud 2. The
other or vertical arm of this bell crank lever is pivotally connected to a link t³ the rear
end of which is connected to a cross bar or supplemental handle #pivoted on the
hand lever s5 in front of the handle se. The pivot to, which connects the link t³ and
the bell crank lever t¹, is normally coincident with the pivot screw 87 by means of
which the hand lever s is connected to the supporting arm r, and consequently when
the said hand lever is swung about its said pivot it does not cause a novement of the
bell crank lever. The lower end of the tube or sleeve t is secured to a cross piece to
substantially similar to the piece s¹, the ends of the said piece to projecting through
slots q12 in the standard ql, and being secured to a sliding sleeve t having a flanged
collar 8. By swinging the cross bar or supplemental handle t* about its pivot, the
tube t and consequently the sleeve t is raised or lowered. The sleeve is provided
with flanges 18, t8 which form a peripheral groove to receive one end of a bell crank
lever u, pivoted at u¹ to a bracket u², and connected by a link u³ with a centrally
pivoted lever ut whose opposite end is connected at us to the hereinbefore described
rod k, (see Figures 4 and 21). The pivot or fulcrum of the lever u' is supported in
a bracket u attached to the casing. Thus it will be seen that the movement of the
supplemental handle t* causes a longitudinal movement of the rod k to effect a change
of speed of the driving axle, said supplemental handle being normally held in its
inoperative position by the action of the springs 2, 3, hereinbefore described.
The arm 7 may be swung to one side or the other to guide the vehicle by means of
the lever s pivoted thereon, while vertical swinging movements of said lever and the
manipulation of the supplementary handle control the stopping, starting or reversing
mechanism. The lateral swinging movement of the lever s has no effect upon the
last mentioned mechanism, since the rotation of the sleeve s does not vary the
position of the arm s¹²; nor does the said lateral movement of the lever 85 effect any
movement of the speed changing devices. In guiding the vehicle the operator places
the palm of his hand against the handle with two fingers above and two below the
lever 86 so as to grasp the supplementary handle t. In this way he has perfect control
of the vehicle without the aid of his other hand.
.
One of the great advantages attained by the use of my improved mechanisin and
controlling devices, is that the vehicle can be driven at almost any speed. That is
to say, it can be started with a gentle, easy movement, which can be increased
gradually until the vehicle is travelling at its maximum speed, there being no
jerking or other disagreeable vibration caused by the operation of the mechanism.
Another advantageous feature of my invention is that the vehicle is controlled
with the least possible effort on the part of the operator, practically all of the work
being accomplished by the motor. That is to say, in case the operator desires to
vary the speed of the vehicle, he merely swings the supplementary handle about its
axis to throw the pawls into position to engage the ratchet teeth of the bevel wheels,
and the screw threaded rods or levers are raised and lowered by the movement of the
motor itself.
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 a motor driven road vehicle, mechanism for transmitting power and motion
from a continuously rotating shaft to a driving axle, comprising cranks on said
shaft each connected to an oscillating lever, each lever being connected to a pair
of oppositely moving clutches on the axle, substantially as and for the purposes
described.
2. In a motor driven road vehicle, mechanism for transmitting power and motion
from a continuously rotating shaft to the driving axle, such mechanism comprising

page_text: oscillating levers each adapted to be adjusted longitudinally along its fulcrum
by turning a nut screwing on such lever, substantially as and for the purposes
specified.
3. The combination with mechanism of the kind claimed in Clain 2, of means
comprising a double pawl for causing the said nut to be turned either during the
backward or the forward swing of the lever, substantially as and for the purpose
described.
4. The combination with mechanism of the kind claimed in Claims 2 and 3, of
safety devices substantially as described for stopping the actuation of the speed
changing means substantially as and for the purpose specified.
5. In a motor driven road vehicle having a driving axle adapted to be actuated
through a clutch or clutches, a shaft having a worm or screw thread engaged by a
collar that can be shifted longitudinally with respect to said shaft so as to turn the
latter, and a resilient connection between said shaft and fingers to determine the
position of the clutch rollers, substantially as described.
6. In a motor driven road vehicle means substantially as described for automatically
locking and releasing the reversing mechanism.
7. In a motor driven road vehicle, the combination with the steering standard and
hand levers of means for actuating the reversing shaft substantially as and for the
purposes described.
8. In a motor driven road vehicle the combination with the steering standard and
handle of means for throwing the speed changing devices into or out of operation,
substantially as and for the purposes described.
9. In a motor driven road vehicle the controlling device for steering, starting,
stopping, reversing, and changing the speed of the vehicle, constructed substantially
as described.
10. A motor driven road vehicle having its power trausmitting mechanism and
controlling devices constructed arranged and combined to operate substantially as
described with reference to the accompanying drawings.
Dated this 25th day of October 1899
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.