Year: 1897

page_text: I, CHARLES EMILE CALLOCH, 31, Boulevard Henri IV, Paris, France, Engineer,
do hereby declare the nature of this invention to be as follows:-
This invention relates to a new or improved autocar and which differs from
those known in its motor, transmission of movement and its system of steerage
with pivoted axle journals.
This car has three places on the seat and a fourth on a bracket seat opposite the
latter. It is mounted on four wheels with wooden spokes or metal fitted with
pneumatic tyres but one can make, of course, wheels with iron or solid indiarubber
tyres if the car is suspended on springs. The frame constructed entirely of steel
tubes is supported by three springs at back and two behind.
The two hind wheels are motor and the front steerage. The last are mounted
on a jointed axle with pivoting journals comprising a new arrangement and
steered by means of a guide.
A
The new arrangement given to the journals is that the point where the articu-
lation is found is in the centre of the length of the naves or better the lining
passing by the centre of the tyres. It results from this arrangement that the
wheels are not subject to deviation from their path in the case of one or the other
meeting with any obstacle as happens with the articulation at the end of the
naves. Whence it results an easier handling of the steerage and great security
in conducting the car. The nave of the wheel is metal and the part which
receives the wooden spokes forming a crown on the nave turns over the point of
articulation and completely covers the articulated part which thus is protected
against the mud throw by the wheels. The crown of the nave on which the
spokes are fixed has a sectional cheek admitting a spoke in each sections.
metal hoop forming a second cheek to the crown and divided interiorly into as
many sections as there are spokes, fits on the naves crown, and is fastened to the
fixed cheek by pins placed at intervals between the spokes which once tightened
make nave and spokes secure. When the spokes are metal either straight or
tangential the crown of the naves will be constructed to receive them. Besides
they will be crossed at a tangent an arrangement which gives the wheel greater
resistance to twisting: The motor and all the transmission motion are mounted
on a steel frame which is fixed by four bolts on the two longitudinal tubes
forming the base of the carriage frame. The object of this arrangement is to
avoid any need of sending the car to the manufacturer for repairing the motor.
As it suffice to remove four bolts to take out all the movement of the car and send
it off in a case without having any other dismounting to execute.
The motor,
its transmission movements, the carburator and petroleum reservoirs are com-
pletely lodged in the box supporting the main seat of the car.
The motor is petroleum and constructed for a cycle of four operations. It is

page_text: composed of two double tanden cylinders placed parallelly and horizontally
on the frame on which all the motor mechanism is mounted. Each double cylinder
is cast in one piece. They are closed at both ends by a suitable joint or cover of
metal on the like. On each side the cylinders have an opening on the centre of
the length of the cylindric part to allow passage of the small cross pieces sup-
porting the pivots on which the ends of the forked connecting rods are fixed.
These cross pieces are fixed on the centre of the length of the rods which carry at
their ends the two pistons of each cylinder viz. the two pistons and rod contained
in each cylinder only form one piece and follow the same motion. The motor
then has four pistons working in twos: in two double tandem cylinders.
The heads of the forked rods are fixed to the cranks of the motor axle wedged
to insure equilibrium of the movement of the pistons. The object studied by
application of the two coupled pistons working in each cylinder is to obtain a
double action motor obviating all all stuffing boxes as in the case of steam-
engines and also to equilibrate the explosions as will be explained further;
nextly to be able to establish a motor with four cylinders occupying less space
than any other motor with four cylinders and in spite of this furnished with con-
necting rods comparatively longer than those of other petroleum motors for
autocars. Above and at the extremities of each of the cylinders is a box fixed by
a joint and each containing two valves working horizontally and guided by a
long rod. These valves are secured to their seats by spiral springs. One serves
for aspiration of the explosive mixture and the other for expulsive of the burnt
gases. To inspect the valves and remove them it suffices to unscrew the screw
stoppers screwed in the valve box behind each. The admission valves working
automatically by aspiration admit at the first operation the explosive mixture
into the cylinders the proportions of which are regulated by a cock of the common
carburator type. This aspiration is caused by the pistons which in receding from
the end of the cylinders open the admission valves which then allow the explosive
mixture to pass and are restored to their seats by the spiral springs as soon as
the aspiration ceases, which occurs when the pistons end their stroke about five
millimetres before the end of the aspirating stroke of the pistons, the last of the
segments of each piston uncovers the entrance of an air-hole at the lower part
of the cylinders by which the pure air enters into the cylinders by atmospheric
pressure and fills the vacuum produced by the depression caused by the power
of the springs of the aspiration valves. Thus no vacuum exists in the cylinders
at the time when the pistons are beginning their return to compress the explosive
mixture, whence it follows that the compression commencing sooner the explosive
mixture is in better condition to explode. At the moment of expulsion of burnt
gases part escapes through the air-holes above mentioned which facilitates the
passage of the dead points of the cranks, suddenly decreasing counter-pressure,
as long as the orifice of the expulsion valves opened by the cams as not complete.
In the second operation the pistons compress the explosive mixture as described
above.
In the third operation ignition is produced by electric spark or other suitable
means & fourthly the exit of the burnt gases by conduits in a box placed under
the car and filled with iron scales to destroy the noise of the escape.
Evacuation of the burnt gases occurs by the rotary motion of four cams placed
on a transverse axle which receives its motion by means of a system of gearing
running from the motor axle in the proportion of 1 to 2. The cams act directly
on the valve rods by means of four guide-rods fixed on the top of the cylinders.
The cams are arranged so that the emptying of the two opposite cylinders may
take place simultaneously. It results that the other two pistons of the other two
opposite cylinders also aspire at the same time and that two explosions occur
simultaneously behind two pistons of inverse motion which produces equilibrium
of explosions mentioned above since the stock of one explosion annuls that of
another owing to the inverse stroke of the pistons. From this arrangement it
results that the motor gives a double explosion per revolution. The cams are

page_text: changeable on their axle so as, when necessary, to vary the order of the explosions.
To obtain a continuous pressure on the cranks i.e. two explosions per revolution
it suffices to arrange the cams from quarter to quarter of a revolution on their
axle. One then has a petroleum motor which acts on the cranks like a double-
action steam-engine. Composition of the explosive mixture is regulated by cocks
fixed on the air and petroleum admission tubes of which the working is within
reach of the conductor's hand and which may be of any style, as also for the
carburator. The latter for regular working should be a constant level system.
It is by manipulating these cocks that intermediary speeds of the car are obtained
according, as a more or less rich mixture is allowed to enter the cylinders.
The organs of transmission of motion about which we shall speak later are
calculated for a motor speed of 400 revolutions per minute for a running of 25
kilometers per hour, but this speed can be increased or decreased.
The motor is lubricated automatically as follows.
The cranks are covered with a sheet iron jacket which contains a recipient
placed inside at the top part of the iron jacket. The cranks which are bathed
in the oil, throw this oil on to the top part of the jacket and it falls into the
recipient. From this recipient run pipes which convey the oil wherever it is
needed. The excess of oil returns to the reservoir in which the cranks bathe and
nothing is lost.
A centrifugal power regulator is placed on the axle of the cams. This regulator
acts directly on the axle of a clack-valve placed in the pipe admitting the explosive
mixture and regulates consumption of this mixture according to the power and
speed required for running the car. That is to say exactly as the throttle valve
register of a steam-engine regulates progress. Cooling of the motor is obtained
by a circulation of water surrounding the explosion chambers of the cylinders.
Circulation is produced either by a pump or any other means.
The petroleum and water reservoirs are placed in the body of the car longi-
tudinally with the transmission motion. The electric batteries are in the fore
part of the body and the ignition cams on axle of the expulsion cams of burnt
gases. There cams as also the regulator may be placed of occupying a position
on any point of the axle are not given in the drawing.
On the axle of the motor are wedged two pulleys of different diameters facing
two other pulleys wedged on the intermediary axle. The transmission of motion
of the pulleys of the motor axle is imparted to pulleys by two ball rollers fitted
loose in two cups connected with the small cranet of the lever.
According as the pressure exerted on this lever is at the back or the
front one or other of the two rollers is lowered which interposing
itself between a pulley of the motor axle and a pulley of the intermediate
axle draws this last by adhesion. The length of the lever is arranged to give
more sufficient pressure to avoid gliding or slipping of the rollers on the pulleys.
The pullers of the two axles furnished with cheeks with rounded sections to
prevent deviation of the rollers when pressure is produced. Inside the cups in
which the rollers are fixed an oil collector is placed to collect the oil which
escapes from the ball naves in order that they may not communicate with the
adhering parts of the circle of the rollers which for satisfactory running must
work dry.
From what precedes one can understand that according to the side to which
lever is pushed on another of the two speeds is set in motion and that if the
lever is set half way no pressure is produced on the rollers and the motor is
disengaged.
The intermediary axle has a gearing of raw leather or any other soft friction
substance which gears with a gearing made of metal cast in one piece with the
box of the differential. The axle of this differential is supported by two plumber
blocks cast in the same piece with the frame. The motion of the differential
axle is transmitted to the motor wheels by two small axles furnished with improved

page_text: cardan movements to enable elongation or shortening of the axles according
to the flexibility of the car springs.
The improvement made in the cardan movements is the following: each end
of the axle reuniting two cardans is terminated by a ball & socket joint crossed
by an axle forming articulation with the socket on the centre of the length of the
axle a groove is made in which a pin passes screwed in the joint the effect of which
is to prevent the axle leaving the joint. The extremities of the axle which
issue from the joint are cut rectangular and fit in the grooves of the socket in
which the joint is lodged. These grooves of such a length as to allow the joint
to enter more or less into the socket according to the flexibility of the car springs.
This arrangement enables the intermediary axles between "the cardan sockets
to move in any direction and also the sockets to approach each other according
as the car is more or less loaded or according to the jolts caused by the rough
roads. For cars not suspended on springs the cardan movements are suppressed
and the axle of the car which becomes the motor axle of the wheels. Motor axle
occupies the place of the cardan movement passing by the centre of the gearing
supporting the differential. For cars with motor wheels moved by chains, the
cardan movement is dispensed with, all the motor movement is changed at end
and intermediary axle which is then in front of the car transmits, by a gearing,
movement to an axle below the frame which carries on its ends the two pinions
which transmit movement to the motor wheels. When there are passengers in
the car the cardan axles are in a straight line with the axles which work the motor
wheels and the articulations of the cardans have a very slight motion to make
which causes wear to be almost null.
This is how movement is transmitted from the cardan axle to the motor wheels.
The axle of the motor wheels is bent horizontally to allow passage of the gearing
of the cardan axle which supports the differential. This axle is terminated by
two journals on which the motor wheels turn, mounted on any convenient form
of bearing.
The axle journal is hollow and gives passage to an axle which at one end has
This
the cardan joint and at the other a shoulder fixed on this axle by a nut.
shoulder has at its ends four branches which fit into the end of the outside part
of the crown of the naves this last being metal. A cap is screwed on the mave
keeping in position the shoulder on the end of the journal is fixed a nut screwed
on the bearing. This nut does not regulate the play of the nave; it is a safety
nut to prevent the wheel coming off in case of rupture of the motor axle which
crosses the axle journal. The play of the nave is regulated by two nuts fixed on
the joint axle at the end of the socket forming the axle journal, near the cardan
articulation. Back motion is obtained by acting on levers which cause a roller
to descend which then presses on one of the pulleys of the motor axle and on one
of the rollers of one roller which transmits this pressure to the following pulley
of the intermediary axle which causes the motor wheels to move backwards. To
execute back motion one lever is placed at its disengaging notch so that one of
its rollers which receives the pressure of the roller of back motion may freely rest
on the pulley of the intermediary axle. From this arrangement it results that,
The car is fitted
when necessary one can utilize motive power to stop the car.
with two ribbon brakes. One worked by a pedal is placed on the intermediary
axle. The other worked by a hand wheel is placed on the motor wheel naves.
One or the other of these two brakes is powerful enough to sharply stop the car.
To slacken speed either brake is employed. One can also slacken speed by acting
on the petroleum admission cock the working of which is within reach of the con-
To start this last the admission
ductor's hand. This cock is shut to stop the car.
cock is opened and a few turns are given to the motor by means of a crank fitted
to axle which being placed near the conductor enables the motor to be set in
motion without alighting from the car. The fore part of the car may resemble
that of a Russian sledge and may be surmounted by allegorical heads; from one
of them issues the sound of a siren, or other suitable noise when one presses with

page_text: the foot a bellous close to the conductor. The current of air producing the sound
causes the tongue of the head to move and is intended to frighten the dogs which
run at the car.
E. EATON,
Agent for Applicant.
CHARLES EMIL CALLOCH, 27, Grand Rue a la Fleche, Sarthe, France, Mechanical
Engineer, 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: --
The motor car which forms the object of the present application differs from
those known by its motor, its transmission of movement and its steerage system
with pivoting journals.
This car, which is represented in the drawing, annexed, has three places on the
seat and a fourth on a bracket seat opposite.
It is mounted on four wheels, with metal or wooden spokes, furnished with
pneumatic tyres but, of course, the wheels may be made with iron or solid india-
rubber tyres, if the car is suspended on springs. The frame constructed entirely
of steel tubes is supported on three springs in the rear and two in the front. The
two hind wheels are motor and those in front for steering, these last are mounted
on a broken axle with pivoting journals, comprising a new device and guided by
aid of the steering gear A (Fig. 1 and 2).
The new arrangement given to the journals is that the point where the joint
occurs is in the centre of the length of the naves, or better on the line passing by
the centre of the tyres. From this it results that the wheels are not liable to
swerve from their path in the event of one or the other meeting with an obstacle
as happens when the joint is at the extremity of the naves.
The consequence is
that handling of the steering gear is easier and therefore greater safety in manage-
ment of the car.
Figs. 10 and 11 which are vertical and horizontal sections give the mechanical
arrangement of this new pivoting journal.
Nave f of the wheel is metal and the part which receives the wooden spokes
forming a rim on the nave, turns over the point of junction f¹ and completely
covers the jointed part which thus is protected against the splashes of mud from
the wheel. The rim of the nave to which the spokes are fixed is furnished with a
sectional cheek receiving a spoke in each section. A metal ring g forming a
second cheek to the rim and divided on the interior into as many sections as there
are spokes fits on to the rim of the nave and is fastened to the fixed cheek by bolts
placed at intervals between the spokes, which when once tightened make nave
and spokes one single piece. When the spokes are made of metal either straight
or tangential the rim of the naves is suitably prepared. Besides, they are crossed
at a tangent, thereby imparting to the wheel a greater resistance to torsion. The
motor and all the transmission of motion are mounted on a single and same steel
frame which is fixed by four bolts on the two longitudinal tubes forming the base
of the car frame. The object of this arrangement is to obviate the need of sending
the car to a coach-builder to have the motor repaired as it suffices to remove four
bolts in order to take out all the mechanism of the car and send them off in a case,
no further dismounting being needed.

page_text: The motor, its transmission motion, the carburettor and petroleum and water
tanks are all contained in the box supporting the principal seat of the car.
The motor is petroleum and four-cycle. It is given in vertical section by Fig. 4,
in plan by Fig. 5, and in transversal section by Fig. 6, according to the vertical
horizontal and transversal section of the cylinders. It consists of two double
tandem cylinders B, C, D, E, (Fig. 5) placed parallelly, and horizontally on the
frame F, upon which all the motor mechanism is mounted.
Each double cylinder is cast in a single piece. They are closed at both ends by
a joint of metal on metal. The cylinders have an opening g¹ at each side on the
centre of the length of the cylindric part to allow the little cross-pieces G, and G
to pass which support the journals upon which are fixed the extremities of the
forked connecting rods. These cross-pieces are fitted on the longitudinal centres
of rods F and which at their extremities bear the two pistons of each cylinder
that is to say that the two pistons and the "od contained in each cylinder form a
single piece and follow the same movement. The motor, then, has four pistons b,
c, d, e, working in twos in two double tandem cylinders B, C, D, & E, respectively.
The heads of the forked connecting rods H, and H¹ are fixed to the cranks Z
of the motor axle, keyed at 180° to give equilibrium of movement of pistons. The
object aimed at by application of two coupled pistons working in each cylinder is
to obtain a motor with double action, obviating need of any kind of stuffing-box
as happens in steam engines and also to equilibrate the explosions as will be
explained later; nextly in order to be able to establish a four cylinder motor occu-
pying less space than any other four cylinder motor, and in spite of that, furnished
with comparatively longer connecting rods than those of other petroleum motors
for motor cars.
Over and at each end of each of the cylinders is a box h, fixed by a joint, each
containing two valves I and J (Fig. 2) working horizontally and guided by a long
rod. These valves are maintained on their seats by two spiral springs i. One
serves for suction of the explosive mixture and the other for expulsion of the burnt
gases. To examine and remove the valves it suffices to unscrew the screw plug h¹
which is screwed in the valve box behind each of them. The admission valves I, I¹,
I, I, Fig, 2 working automatically in suction, admit the explosive mixture
into the cylinders in the first cycle, the proportions of which are regulated by the
cock of the common carburettor L (Fig. 1 and 3).
About
This suction is produced by the pistons which, in receding from the end of the
cylinders, open the admission valves which then allow the explosive mixtures to
pass and are brought back on their seats by their spiral springs as soon as suction
ceases, which takes place when the pistons are at the end of their stroke.
five millimetres from the end of the suction stroke of the pistons the last segments
of each piston uncover the entrance of an air-hole k, given in Figs. 5 and 6 at the
lower part of the cylinders, through which pure air enters the cylinders by atmos-
pheric pressure, and fills the vacuum caused by the force of the suction-valves
springs. Thus no vacuum exists in the cylinders at the time when the pistons
are about to begin the return stroke, to compress the explosive mixture whence it
results that, compression beginning earlier, the explosive mixture is in better
conditions to explode. At the time of expulsion of the burnt gases, a portion
escapes by the above mentioned air-holes, which facilitates passage of the dead
points of the cranks, in suddenly decreasing the counter-pressure as long as the
opening of the expulsion valves opened by the cams is not complete. In the
second cycle the pistons compress the explosive mixture as above described.
In the third cycle ignition is produced by the electric spark, or any other means,
and in the fourth cycle, evacuation of the burnt gases by the ducts M and M¹
Fig. 2 into a box situated under the car and filled with iron scales to deaden the
noise of the escape.
Evacuation of the burnt gases takes place by the opening of the valves J, J.
J, J, obtained by the rotary movement of the four cams o placed on the trans-
versal axle O which receives its motion from a set of cog-wheels starting from the

page_text: motor axle, in the proportion of 1 to 2. The cams act directly on the valve rods
through the medium of four rods 7 with guides situated on the tops of the cylinders.
The cams are arranged so that evacuation of the gases from both cylinders, opposite
each other, may take place simultaneously.
The result is that the two other pistons of the other two cylinders opposite each
other also suck at the same time, and that two explosions occur together behind
two pistons working inversely, which produces equilibrium in the explosions above
mentioned; because the effect of an explosion nullifies that of the other from the
inverse action of the pistons. From this device it results that the motor gives a
double explosion per revolution. The cams can be varied on their axle so as,
when required, to be able to vary the order of the explosions. In order to have a
continual pressure on the cranks, that is to say two explosions per revolution it
suffices to place the cams from quarter to quarter of a revolution on their axle.
One then has a petroleum motor which works on the cranks like a double action
steam engine.
Composition of the explosive mixture is regulated by cocks fixed on the air and
petroleum inlet pipes, the regulator of which is within reach of the drivers hand,
and which may be of any description as also may be the carburettor.
This last
for good working, should be of the constant level type. It is by working these
cocks that one obtains the intermediary speeds of the car, according the greater
or less richness of the mixtures allowed to enter the cylinder.
The organs of transmission of movement about which mention will be made
later, are calculated for a speed of the motor of 400 revolutions per minute for a
running of 25 kilometres per hour but this speed can be increased or decreased.
The motor is lubricated automatically as follows:-
The cranks are covered with a sheet iron jacket containing a recipient on the
interior, and at the top part of the jacket. The cranks which dip into the oil
throw this oil on to the upper part of the jacket which falls into the recipient.
Pipes, run from this recipient and convey oil wherever it is needed. The excess
of oil returns to the reservoir into which the cranks dip and nothing is lost.
A centrifugal power regulator is placed on axle 0 of the cams. This regulator
acts directly on the axle of a throttle valve situated in the admission pipe of the
explosive mixture and regulates consumption of this mixture according to the
power and speed required to run the car; that is to say exactly as the throttle valve
of a steam engine regulates running.
The motor is cooled by circulation of water surrounding the explosion chambers
of the cylinders. Circulation is caused by a pump or any other means. The
petroleum and water reservoirs are situated in the body of the car longitudinally
with the transmission movement. The electric batteries are placed in the fore
part of the body and the cams for ignition on the axle 0 of the cams for expulsion
of the burnt gases. These cams, as also the regulator, may be placed indifferently
on any point in axle 0 and consequently are not given in the drawing.
On axle % of the motor three pulleys of different diameters are keyed, QQ¹& Qu
(Fig. 2) facing other pulleys R, R & R keyed on the intermediary axle S.
The transmission of movement of the pulleys Q, Q' & Qu of motor axle is imparted
to the pulleys R, R & R by the rollers T, T & T mounted loosely on ball bear-
ings in sockets connected with the small branch of lever U, carried on shaft f.
According as the pressure exerted on this lever U is in front or rear one lowers
one or other of the rollers T, T, T" which in interposing itself between a pulley
of the motor axle and a pulley of the intermediary axle carries away this last by
adherence. The length of the lever is made such as to give a more than sufficient
pressure to prevent all slipping or gliding of the rollers on the pulleys. The
palleys of the two axles Z and S are furnished with cheeks with rounded sections
to prevent swerving of the rollers when pressure is exerted. Inside the sockets u
which carry the rollers I may employ a suitable device to collect the oil which
escapes from their ball naves in order to prevent the surfaces of the rollers from
becoming greasey, which for proper working must be dry.

page_text: From what precedes it can be understood that according to the side one pushes
the lever one sets in work, one or the other of the speeds and that if the lever is
put in the central position no pressure is exerted on the rollers and the motor is
disengaged.
The intermediary axle S carries a gearing P₁ which may be a spur wheel as
shown or raw hide or any other smooth friction material which gears with a
similar wheel P made of metal cast in one piece with the box of the differential
gear P2 (Figs. 2 and 3). The axle of this differential gear is maintained by two
plumber-blocks the supports of which are cast in the same piece as the frame F.
Motion of the differential axle is transmitted to the motor wheels by two small
axles and V1 (Figs. 3, 11, 12) furnished with improved "cardan movements
to allow the axles to lengthen out or shorten according to the pliancy of the car
springs.
"
"
The improvement made in the "cardan" movements (see Figs. 3, 12) is the
following:Each end of the axle connecting two "cardans' is terminated by
a ball and socket joint m crossed by an axle m¹ forming a joint with the ball and
socket.
In the middle of the length of the axle there is a groove, which gives passage to
a pin screwed into the ball and socket joint, the effect of which is to prevent the
axle from coming out of the ball and socket joint. The ends of the axle outside
of this joint are cut in a rectangle and fit into the grooves of the socket n' in which
the joint is fixed. These grooves are long enough to allow the ball joint to enter
the socket more or less according to the pliancy of the car springs. This arrange-
ment allows the intermediary axles between the cardan sockets to move in all
directions at the same time allowing the sockets to approach each other according
as the car is more or less loaded, in following the jolts caused by roughness of the
road. For cars which are not suspended on springs the cardan movements are
dispensed with and the axle of the car which becomes motor axle of the motor
wheels occupies the place of the cardan movement in passing by the middle of the
gearing carrying the differential.
For cars of which the motor wheels are worked by chains the cardan movement
is also dispensed with; the motor movement is changed as follows; the interme-
diary axle S, which is then in the fore part of the car, transmits motion by wheel
work to an axle situated below the frame, which at its extremities carries the two
pinions which transmit motion to the motor wheels. When the car contains
passengers the cardan axles are in a straight line with the axles which work the
imotor wheels and the cardan joints have only very little movement to make, which
almost nullifies wear.
P
This is how movement is transmitted from the cardan axle to the motor wheels
and of which in Fig. 12 there is a horizontal section of the axle, of its journal and
of the nave of the motor wheel. Axle of the motor wheels is bent horizontally
to allow passage of the gearing of the cardan axle which carries the differential.
This axle is terminated by two journals on which the motor wheels turn, fitted
either with a suitable oiling device or balls. That in Fig. 12 is given by way of
example with oil and grease.
$
The journal of axle is hollow and gives passage to an axle q which at one end
has the cardan ball and socket joint and at the other an arm s, fixed on this axle
by a nut. This has four branches on its ends which fit into the end of the outside
part of the rim of nave, this last being made of metal. A cap screws onto the
nave and closes all, keeping in its place the arm of the ball and socket axle, the
Eaid axle working the motor wheel by acting on the nave by means of the four
branches of its arm. At the end of the journal a nut is fixed, screwed solidly
on its bed. This nut does not regulate play of the nave; it is a safety aut to pre-
vent the wheel from parting in case of breaking of the motor axle which passes
across the axle journal. The play of the nave is regulated by 2 nuts fixed on the
ball and socket axle at the end of the socket forming axle journal near the cardan
joint.

page_text: Back running is obtained by working lever U (Fig. 1) so that the roller T
will gear with the rollers R & T thus reversing the motion of the roller R, the
rollers T&T of course being disengaged. An enlarged view of this mechanism
is shown in Fig. 9, . being a fixed rack upon which the catches c², c¹, engage, and
the lever being pivoted to shaft f. The reversing roller T is carried by
socket which is operated by the lever U in a similar manner as the sockets u.
From this arrangement it results that in case of need one could employ motor
power to stop the car.
The car is provided with two ribbon brakes. One of them worked by a
pedal N Fig. 1 is placed on the intermediary axle S. The other
worked by
the hand lever N is fixed on the naves of the motor wheels. One or the other of
these two brakes is powerful enough to bring the car to a sudden stand still. To
slacken speed either of the brakes can be used. The speed can also be moderated
by closing the petroleum admission cock (the regulator for which is within reach
of the driver) and thereby arresting the motor. To set this last in work one opens
the admission cock d¹ and a few turns are given to the motor by means of a handle
fixed on the axle Y Fig. 1, which being near the conductor, enables him to start
the motor without leaving the car.
Figs. 7 and 8 give the device for the two clicks which maintain the handle of the
regulator of lever U.
The fore-part of the car which resembles that of a Russian sledge is surmounted
by two allegorical heads; one of them emits sounds of a syren when pressure is
exerted on a bellows by the side of the driver. The current of air producing the
sound imparts motion to the tongue of the head and is intended to scare dogs which
might run at the car.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. In motor cars of the class herein described the combined construction and
arrangement of the various parts as and for the purpose set forth and in the manner
described in the specification and illustrated herein.
2. The construction of the frame of the car as given in the description, with
the construction of a syren in an allegorical head and the adaptation of the shape
of the fore-part of a Russian sledge to a vehicle with wheels.
3. The device of having placed all motor mechanism on a single and same frame
independent of the car frame, which can be removed in one piece by taking out
the bolts which secure it to the car frame, thus making it possible to send all the
movements for repairs without need of the car, a device which does not exist in any
motor car and for which I wish to preserve priority.
4. The improvement mentioned for the pivoting journals of the steerage wheels
with the joint in the line passing by the centre of the tyres, reserving for myself
the right to change the form to gain the same object.
5. The motor according to construction described, reserving the right to place
the valve boxes in any position I judge convenient and to adapt to it all the parts
requisite for it to work with petroleum gas, or any other product.
6. Transmission of movement by adherence of pulleys to pulleys applied to
changes in running of motor cars.
7. The back running device as is described.
8. The lever device with double clicks as illustrated by Figs. 7 and 8.
9. Improvement in the "cardan" movements as is described and the starting
of the motor wheels by acting on them at the extremity of their naves by an axle
which crosses the journals and which carries an arm the branches of which fit
into the naves.
10. The general arrangement of the entire system of car and motor mechanism
reserving the right to give this mechanism any other arrangement.
D

page_text: 11. Finally I reserve the right to adapt my system of motor to all and any
industrial uses and to move or propel any object which needs a motor, as also to
construct my motor with one or several cylinders, placed in any position whatever.
1
E. EATON,
Agent for Applicant.