Year: 1897

page_text: We, WILLIAM BAINES, Gentleman, WILLIAM NORRIS, Engineer, and DAVID
FERGUSSON, Engineer, all of 5 and 6, Great Winchester Street, in the City of
London, do hereby declare the nature of this invention to be as follows:-
Our Invention relates to the gearing employed in motor cars, tricycles and
mechanically propelled vehicles by which the speed of the vehicle is varied while
the motive power remains constant.
Our invention consists in a particular arrangement of gearing to produce two
predetermined speeds in the driving wheels of the class of vehicles referred to, and
its object is to facilitate easy change from the higher to the lower speed, or vice
versa; at the same time producing a gear adaptable to the various conditions of
stopping with the motor running, starting or driving by foot power.
In carrying our invention into effect according to one modification, as applied
to a motor car, we proceed as follows: -
On the motor shaft running at one constant high speed we key or rigidly fix
a pinion; this pinion in turn gears into a secondary pinion or pinions rotating on
fixed spindles. Concentric with the motor shaft, and covering over and gearing
with the secondary pinions is an annular wheel. The proportions and arrange-
ments of the pinion on the motor shaft, the secondary pinions and the annular
wheel are such that the motor when running always drives the annular wheel, but
at a much reduced speed. The open side of the annular wheel contains the gearing
alady described, and upon the other or closed side we fix or form a first bevil
wheel or pinion concentric with the motor shaft, and we also prolong the boss of
the annular wheel for a considerable distance on that side. The driving or
traction wheel revolves loosely upon a portion of this prolonged boss, while the
said traction or.driving wheel carries a number of small bevil pinions which rotate
upon spindles situated at right angles to and radially round the motor shaft.
These small pinions gear at one side into the first bevil wheel, while at the other
side they gear into a second bevil wheel whose construction we shall now describe.
This second bevil wheel is similar in dimensions to the first, and runs loosely
upon the turned boss of the traction wheel, but the boss of the second bevil is so
arranged that a portion of it comes over the extreme end of the boss of the annular
wheel in such a manner that by means of any well-known expanding clutch device
the second bevil wheel and the annular wheel may grip and run together or not
at will.
Again, the outer periphery of the second bevil wheel has formed upon it a brake
drum so that at the desired moment it may be gripped or stopped, at will, by
means of a suitable brake strap.

page_text: The operation of the herein before described mechanism under different working
conditions is as follows:--Take first when the car and therefore the traction wheel
is running at its highest speed. The expanding clutch connecting the annular
wheel boss with the second bevil pinion is in action while the brake strap is out
of action. The motor shaft thus drives the annular wheel at a certain reduced
speed and as the first bevil pinion is part of it, and the second bevil pinion is fixed
by the clutch to its boss end, therefore both these bevil pinions revolve round the
motor shaft at one speed. As the small bevil pinions rotating on the radial
spindles fixed in the traction wheel are gearing on either side into the first and
second bevil pinion, they themselves do not revolve but simply act as drivers, and
carry round the traction wheel at the same speed as the first and second bevil
wheels, and therefore the annular wheel.
Consider now the case when the car and therefore the traction wheel is on the
slow speed. The expanding clutch connecting the second bevil wheel with the
annular wheel is out of gear, but the brake strap is acting on the drum periphery
of the second bevil, and holding it stationary.
It is evident now that as the first bevil wheel revolves while the second is
stationary the small bevil pinions will no longer act as drivers alone, but will
revolve upon their spindles, thus rotating the traction wheel, but only at half the
speed of the first bevil pinion.
Take now the case of the motor running while the vehicle or car is stationary.
It is evident that to accomplish this all that is necessary is to have both the friction
clutch and the brake strap out of gear. The first bevil wheel then drives the
second bevil wheel idly upon the boss, through the rotation of the small bevil
pinions, without driving the traction wheel.
In cases where we require a foot drive we fit a sprocket wheel to the traction
hub, and connect it up to pedals and wheel in the usual manner with a chain.
Although we have described our invention as above, we do not confine ourselves
to the use of bevil wheels as a means of obtaining two speeds, as the same principle
is equally applicable with spur wheels.
D
^
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents for the Applicants.
improvements in Speed Gear.
We, WILLIAM BAINES, Gentleman, WILLIAM NORRIS, Engineer, and DAVID
FERGUSSON, Engineer, all of 5 and 6, Great Winchester Street, in the City of
London, 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:-
-
Our invention relates to the gearing employed in motor cars, tricycles and
mechanically propelled vehicles by which the speed of the vehicle is varied while
the motive power remains constant.
Our invention consists in a particular arrangement of gearing to produce two
predetermined speeds in the driving wheels of the class of vehicles referred to,
and its object is to facilitate easy change from the higher to the lower speed, or

page_text: vice versa; at the same time producing a gear adaptable to the various conditions
of stopping with the motor running, starting or driving by foot power.
Different methods of carrying our invention into effect are illustrated in the
accompanying drawings as follows:-
Figure 1 is a longitudinal section through ene form of the improved speed gear.
Figure 2 is a side elevation, partly in section, of the gear in the preceding figure.
Figure 3 is a longitudinal section of a further modification of the improved gear.
Figure 4 is a side elevation, party in section, of the gear shown in Figure 3.
Figure 5 is a longitudinal section through a modified form of gear arranged
upon a second and stationary spindle.
Figure 6 is an irregular section of the modification illustrated at Figure 5 and
in planes at right angles thereto.
Figure 7 is a longitudinal section of a modification of the arrangement shown in
the preceding Figures 5 and 6.
Figure 8 is a side elevation, partly in section, of the gear shown in Figure 7.
One method of carrying our invention into effect as applied to a motor car is
illustrated at Figures 1 and 2 of the drawings and is constructed and operated
as follows:-
-
On the motor car shaft A carrying the disc fly wheels B, B, and running at one
constant high speed, we key or rigidly fix a pinion C, this pinion C in turn gears
into the pinions D, E, rotating on fixed spindles F and G. These pinions D, E,
transmit the power from the motor shaft A by means of the pinion C to an annular
gear wheel H, and it is to be noted that any number of similar parts or pinions may
be employed. The annular wheel H is placed concentric with the motor shaft, and
covering over and gearing with the secondary pinions. The proportions and
arrangements of the pinion C on the motor shaft A, the secondary pinions D, E,
and the annular wheel H, are such that the motor when running always drives the
annular wheel H, but at a much reduced speed. The open side of the annular
wheel H contains the gearing already described and upon the other or closed side
we fix or form a first bevil wheel I concentric with the motor shaft, and we also
prolong the boss J of the annular wheel H for a considerable distance on that side,
this arrangement being clearly shown at Figure 1. The driving or traction
wheel K revolves loosely upon a portion of the prolonged boss J, while the said
traction or driving wheel carries two or more small bevil pinions L, L, which
rotate upon spindles M, M, situated at right angles to and radially round the motor
shaft A. These small pinions L, L, gear at one side into the first bevil wheel I,
while at the other side they gear into a second bevil wheel N, the construction of
which we shall now describe.
This second bevil wheel N is similar in dimensions to the wheel I and runs
loosely upon the turned boss V of the traction wheel, while its outer periphery is
formed into a shallow annular flange 0 the outer surface of which carries brake
mechanism operated from the frame work of the motor and the inner surface of
which carries clutch mechanism operated to connect or disconnect the sleeve J and
the flange O.
A lever P is pivotted on the framework at Q and operates by the arms R and S
the clutch and brake acting upon the rim 0 of the wheel N, and in the following
manner. The clutch is of the expanding type and consists of a divided ring T
keyed with its boss U to the prolonged boss J of the annular wheel, and it is divided
at its periphery so that a partial rotation of the right and left hand screw I
would force apart the ring T and thus lock or clutch the boss J and wheel N
together. The desired motion of the screw X is produced by the arm R sliding the
collar Y laterally along the boss U and acting upon the short lever Z attached to
the screw X. The brake is a divided ring or band a connected by a right and
eft hand screw 6 which is partially rotated to open or close the said band and this
partial rotation is effected by the arm S moving the short lever c attached to the
screw b.
The operation of the hereinbefore described mechanism under different working

page_text: conditions is as follows: Take first when the car and therefore the traction
wheel K is running at its highest speed. The expanding clutch ring T connecting
the annular wheel boss J with the second bevil pinion N is in action, while the
brake strap a is out of action. The motor shaft A thus drives the annular wheel H
at a certain reduced speed, and as the first bevil pinion I is part of it, and the
second bevil pinion N is fixed by the clutch ring T to the boss J, therefore both
these bevil pinions I and N revolve round the motor shaft A at one speed. As the
small bevil pinions L, L, on the radial spindles M, M, fixed in the traction wheel K
are gearing on either side into the first and second bevil pinions I and N, they
themselves do not revolve but simply act as drivers, and carry round the traction
wheel K at the same speed as the first and second bevil wheels, and therefore the
annular wheel H.
Consider now the case when the car and therefore the traction wheel is on the
slow speed. The expanding clutch ring T connecting the second bevil wheel N
with the annular wheel H is out of gear, but the brake strap a is acting on the
outer periphery of the ring O of the second bevil N and holds it stationary.
It is evident now that as the first bevil wheel I, revolves while the second N is
held stationary the imall bevil pinions L, L, will no longer act as drivers alone,
but will revolve upon their spindles M, M, thus rotating the traction wheel K, but
only at half the speed of the first bevil pinion I.
Take now the case of the motor running while the vehicle or car is stationary.
It is evident that to accomplish this all that is necessary it to have both the friction
clutch ring T and the brake strap a out of gear. The first bevil wheel I then
drives the second bevil wheel N idly upon the boss, through the rotation of the
The lever P
small bevil pinions L, L, without driving the traction wheel H.
operates the clutch and brake mechanism so that the herein before described
operations take place in their proper relative order, viz--when the clutch is in
operation the brake is out of gear and vice versa, and in an intermediate position
of the lever P both clutch and brake are out of gear.
It is to be clearly understood that we lay no claim to the particular construction
of the brake and clutch gear hereinbefore described, but only its operation as
essential units in our improved speed gear, and therefore any other suitable
arrangement of clutch and brake mechanism may be employed without departing
from the subject matter of the present invention.
An extension drum d may be attached (as shown at Figures 1 and 2) to the
traction wheel K and a brake strap e fitted upon this drum tightened or slackened
by suitable levers f,f, fixed upon the machine framework. This would provide
a brake for the motor vehicle as a whole.
At Figures 3 and 4 of the drawings a modification of the hereinbefore described
mechanism is shown, in which spur wheels are substituted for bevil wheels, this
The motor shaft A
new arrangement being equally applicable to motor cars.
carrying two disc flywheels BB has keyed upon it a pinion C which gears with
and drives pairs of pinions D and E rotating on fixed spindles F and G;
while the outside pinion E of each pair gears with and drives an annular
ring H rotating loosely upon and concentric with the motor shaft A;
the whole of this portion of the speed gear being constructed and
operated in a similar manner to that hereinbefore described with reference to
Figures 1 and 2 of the drawings, similar letters denoting similar parts.
The annular wheel has formed integral with it and upon the other side thereof
a second annular wheel H¹ of similar size and construction while upon the same
side a long boss J¹ projects; the whole boss and the two annular wheels rotating
loosely upon the shaft A. A brake and clutch rim O is carried by a disc and
boss J and this boss rotates loosely upon the boss J' in the position clearly shown
at Figure 3. Upon the inner end of the boss J2 a pinion C¹ is keyed, and small
pinions L', L', are placed between the annular pinion H¹ and the pinion C¹ so that
they intermesh on their opposite sides; while the said small pinions rotate upon
spindles M, M¹, carried upon the side of the traction wheel K. The traction

page_text: wheel K' is in this modification carried loosely by its boss g upon the boss J2 of the
brake and clutch rim O, and a casing h may be attached to the side of the traction
wheel enclosing the pinion gear and carrying if required a chain tooth wheel i
upon its outer periphery.
The brake and clutch mechanism acting upon the rim O is constructed and
operated in a precisely similar manner to that herein before described with
reference to Figures 1 and 2 of the drawings, the clutch ring T being carried upon
a boss U attached to one end of the sleeve J, similar letters denoting similar parts.
The operation of the speed gear constructed according to this modification is as
follows: When the band brake a is released and the clutch ring T put into gear,
the pinions C and C revolve together and the small pinions L are locked between
C and H and act as drivers to the traction wheel K, giving a fast speed to
the motor car. When the band brake a is put into gear and the clutch ring T
released, the wheel C is held stationary and the small pinions L' no longer act as
drivers alone, but revolve upon their spindles M and also rotate the driving or
traction wheel K, but at a reduced speed according to the relative sizes of C, L',
and H. When both the clutch and brake are thrown out of gear the small pinions
L' are driven by the annular wheel H¹ and rotate the pinion C¹ with its boss Ja
upon the boss or sleeve J¹ and the motor car is thus stopped.
The modification illustrated at Figures 5 and 6 of the drawings is one applied
to motor cars where the shaft driven by the motor is on separate bearings from the
speed gear, and the speed is preferably reduced in the first instance by chain and
sprocket wheels: though this arrangement is also applicable to cases where only
a foot drive is used and the speed is increased in the first instance by chain and
sprockets as in tricycles and the like. The fixed spindle k carries upon it the
improved speed gear and the speed is altered by chain gearing on to the sprocket
wheel from a first motion shaft instead of by the annular wheel H, pairs of
pinions D, E, and pinion C as in the modification illustrated at Figures 1 and 2.
With this exception the speed gear is constructed and operated in a precisely
similar manner to the first described modification, similar letters denoting similar
parts.
The modification illustrated at Figures 7 and 8 of the drawings is one applied
to motor cars where the shaft driven by the motor is on separate bearings from the
speed gear and the speed is preferably reduced in the first instance by chain and
sprocket wheels, though this arrangement is also applicable to cases where only a
foot drive is used and the speed is increased in the first instance by chain and
sprockets, as in tricycles and the like. The fixed spindle carries upon it the
improved speed gear, and the speed is altered by a chain gearing on to the sprocket
wheel h¹ from a first motion shaft instead of by the annular wheel H, pairs of
pinions D, E, and pinion C as in the modification illustrated at Figures 3 and 4.
With this exception the speed gear is constructed and operated in a precisely
similar manner to that hereinbefore described with reference to Figures 3 and 4
of the drawings, similar letters denoting similar parts.
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. The improvements in speed gear for motor cars, tricycles, and like vehicles
substantially as and for the purposes hereinbefore described with reference to
Figures 1 and 2 of the accompanying drawings.
2. The improvements in speed gear for motor cars, tricycles and like vehicles
substantially as and for the purposes hereinbefore described with reference to
Figures 3 and 4 of the accompanying drawings.
3. The improvements in speed gear for motor-cars, tricycles, and like vehicles
substantially as and for the purposes hereinbefore described with reference to
Figures 5 and 6 of the accompanying drawings.
4. The improvements in speed gear for motor cars, tricycles and like vehicles

page_text: No text detected.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents.