Year: 1897

page_text: Date of Application, 19th Feb., 1897
Complete Specification Left, 19th Nov., 1897-Accepted, 12th Feb., 1898
I, ACHILLE OLLIVIER, of 2, Rue Manuel, Paris, in the Republic of France, Civil
Engineer, do hereby declare the nature of this invention to be as follows:-—
My invention relates to improvements in the mechanisms of motor carriages and
other motor vehicles, comprising various devices which are applied to the same motor
carriage.
My invention comprises a device enabling me to vary progressively and without a
shock the speed of motor vehicles, the speed of the motor remaining constant, and to
change the direction of the motion of the vehicles by diminishing progressively the
speed, whether in one or the other direction to zero, and then augmenting it
progressively to the speed which it is desired to attain.
I provide at the rear of the vehicle a differential motion composed of four bevel
pinions, one keyed upon the pulley shaft on one side shaft; one upon the cone pulley
shaft on the other side of the vehicle and the other two are connected with the
toothed crown which gears with the toothed wheel keyed upon the differential gear
of the shaft for operating the driving wheels. On the cone pulley shaft is keyed a
cone actuated by an open belt and on the pulley shaft on the other side is keyed a
pulley actuated by a crossed belt. According to the position of the belt upon the
cone the cone pulley shaft will turn more or less rapidly than the pulley shaft.
the crown will always turn at a speed equal to half the difference of the speeds of the
pulley and cone pulley shafts, and according as one or the other of these shafts turns
more rapidly, the crown will turn in one or the other direction and the carriage will
move to the front or to the rear. But I may pass from any one speed either forwards
or backwards to any other speed either forwards or backwards by passing through all
the intermediate speeds between the two speeds under consideration.
Now
The invention also comprises a device enabling me to keep the belts constantly
stretched in motion and, also when in motion, to stretch and slacken them at will and
thus accomplish without a shock the coupling and uncoupling of the motor.
The shaft at the front end of the vehicle upon which are keyed the pulley and the
cone pulley actuating the belts is movable in the direction of the axle of the carriage
so that by pushing it in one direction the belts will be stretched, and by pushing it
in the opposite direction they will be slackened and the motor will be uncoupled.
For this purpose the driver moves a lever into the notches in a sector. This
movement is transmitted by a connecting rod, to levers on a rock shaft and thence by
connecting rods to the transverse piece which carries the bearings of the pulley and
cone pulley shaft. This transverse piece transmits further the movement to a bell-
crank lever which is connected by a rod to a lever fitted to turn about a fixed point
and upon the branch of which bears a buffer under the action of a spring. The
action of the transverse piece upon the bell-crank lever in one or the other direction
causes its dead point to overreach this lever and disengage the buffer which then
keeps by its spring the whole system in equilibrium either in front or at the rear,
that is to say it keeps for an indefinite time the belts stretched or slack as long as the
driver does not act again upon the hand lever.
The invention also comprises a device enabling me to operate the brakes at the
same time as the belts are slackened and to produce a constant action upon these

page_text: brakes until I put the belts again in tension in order to effect the stoppage of
the vehicle in an absolutely sure manner and without the driver having to trouble
about it.
When the hand lever is moved from one position to the other it causes, as has
been seen, the slackening of the belts and consequently the uncoupling of the motor,
but at the time when the connecting rod is moved to the rear and it moves the levers
on the rock shaft and turns this shaft the lever keyed upon said shaft makes its
movement to the front, drawing the connecting rod and the pendant connecting rod
or lever which by notches on its side acts upon levers which in their turn act upon
the brakes. The application of the brakes is thus effected at the same time as
the slackening of the belts and consequently as the uncoupling of the motor, and it
is quite evident that the operator has no need to trouble himself about it, this applica-
tion taking place constantly by the action of the spring till the driver wishes to
start again.
The invention also comprises a device which enables me to operate the same brakes
with a pedal without setting the acting parts in operation when the belts are
slackened. By pressing upon the pedal with the foot I turn a lever connected to the
rock shaft. In this movement a connecting rod is moved to the front and by the
lever it causes the shaft to turn and consequently the levers operating the brakes.
These levers are notched on the sides so as not to maintain the pendant connecting
rod.
I provide a device which enables me to operate the leading wheels without the
oscillations of the frame upon the springs of the axle of these wheels modifying the
steering.
If I draw towards me the right hand handle of the sector the wheels of the vehicle
are set for turning to the right, the lever moving forwards and operating the
connecting rod and a lever connected thereto which has for its object to displace the
lever to the left hand side and also other connecting rods and. levers connected to
the wheels so that the latter turn about their respective axles. being directed so as
to turn to the right hand side. The inverse operation takes place if I draw towards
me the left-hand handle of the sector; all the connecting rods and levers performing
inverse movements to the first.
"
On the other hand, the sleeve in which the vertical shaft can slide and the step
bearing exists a play corresponding to the greatest flexion of the springs; now as the
vertical shaft slides in the guide while being carried away by it, the oscillations have
no other effect than to diminish the play existing between the sleeve and the step
bearing without changing the respective position of the levers as regards their setting.
These oscillations therefore never modify the steering.
'I reserve the right to apply the whole or part of the mechanisms herebefore set
forth to motor carriages, tramways and other mechanically propelled vehicles.
Dated this 19th day of February 1897.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
CIUD.
I, ACHILLE OLLIVIER, of No. 2, Rue Manuel, Paris, in the Republic of France, Civil
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 :-
This invention relates to improvements in mechanism employed in motor carriages
and other motor vehicles and comprises various constructional devices.

page_text: In the accompanying drawing I have shown a motor vehicle constructed in accord-.
ance with the present invention.
Figure is a longitudinal sectional elevation of my improved motor vehicle taken
on the line 1, 2, 3, 4 of Figure 2.
Figure 2 is a sectional plan in projection of Fig. 1.
Figures 3 and 4 are detail views representing the pendentive connecting rod and
the brake-actuating levers.
I have designed an apparatus by which the speed of motor vehicles can be varied
gradually and without any concussion, while the speed of the motor remains constant,
and by which further the direction in the movement of these vehicles can be changed
by gradually diminishing the speed, either in one or the other direction to its zero-
point and by subsequently gradually increasing the same until the desired rate of
speed has been attained.
a is a differential gearing composed of four bevel pinions; a¹ is keyed on the shaft a²;
-3 on the shaft at; as and a are integral with the toothed rim a7 which gears
with the toothed wheel a³, keyed on the differential gearing of the actuating shaft of
the driving wheels. Upon the shaft at a cone 6 is keyed which is actuated by a
right hand driving belt 67, and upon the shaft a² a pulley b¹ is keyed which is actuated
by a driving belt 62. According to the position occupied by the driving belt b' upon
the cone 6, the shaft will turn with a greater or lesser speed than the shaft a².
Now, the rim a' will always turn at a speed equal to one half of the difference between
the rates of speed of the shafts a² and at and according as the one or the other of
these shafts turns more quickly, the rim will turn in one direction or the other and
the vehicle will move forward or rearward.
But any speed in forward or rearward direction will be changed by passing through
all the intermediate rates of speed lying between the two rates of speed in view.
The tensional stresses borne by the driving belts 62 and 67 arise from the power
transmitted by the motor and from the resistance resulting from the load. As the
latter strain or stress nay, under circumstances, be considerable, and in order not to
strain too much the driving belts, I employ a third differential mechanism A, which
so relieves these said driving belts that in no case, they have to transmit a greater
power than that of the motor running at the regular rate of speed.
The differential mechanism A is entirely similar to the differential mechanism or
gearing a. The same gears with a' and its shafts A¹ and A2 are connected to the
shafts and a by means of the toothed wheels A³ A5 A4 and A°. The differential
Inechanism A thus ensures a connection between the two shafts a² and at by means
of a shaft truncated or broken as it were, and the two parts A¹ and A² of which are
capable of turning in inverse directions and at different rates of speed. The tensional
stresses arising from the load of the vehicle, which manifest themselves upon the
shafts a² and a thus are directly transmitted to the shafts A¹ and A2, which through
the medium of the interior pinions of the differential mechanism A are in constant
communication. It is therefore only the power of the motor which has to be trans-
mitted by the belt, and this being so, the strain thereon is equal to nil.
My object in causing the differential mechanism A to gear with the differential
mechanism a, is to reduce the strain on each of them. I might, of course, have left
the differential mechanism A free without gearing the same.
I may also dispense with one of the driving belts by directly actuating either the
shaft a² or the shaft A¹, through the medium of the shaft c of the notor, since the
rate of speed, of these shafts is constant.
I may, lastly, also actuate the differential mechanism A directly by the motor; in
this case the two shafts A1 and A2 will rotate at the same speed as the differential
mechanism A and in the same direction. It would, therefore, be necessary to provide
an intermediate pinion between A and A+, in order to change the direction of rota-
tion of one of the shafts. In this constructional arrangement, the differential mech-
anism A would not be in gear with the differential mechanism a and the driving
belt 62 for the constant speed would be dispensed with.
The second improvement relates to a constructional arrangement, by which the

page_text: belts, when in motion, can be kept constantly tightened, and by which even when in
motion, they admit of their being tightened and loosened at will, and of thus
engaging and disengaging the motor without any concussion.
The shaft b, upon which the pulley 63 and the cone 68 actuating the belts, are
keyed, is movable in direction of the axle of the vehicle, so that by thrusting the
same in one direction the belts become tightened, and by thrusting the same in the
opposite direction they become loosened and the motor is thus disengaged. For
this purpose the conductor displaces the lever g³ in the notches of the sector gⓇ.
This movement is transmitted by the connecting rod gt, to the lever g³, to the
shaft g, to the levers g¹ and g², to the connecting rods f and and to the cross
beam e which carries the bearings of the shaft b. This cross-beam, on its part,
transmits the movement to a bell-crank lever f³, pivotally turning on the axis f, and
which, by a connecting rod f*, is connected to a lever f, pivotting about a fixed
point f³, and against the arm of which bears a block f, actuated by a spring f. The
action of the cross-beam e upon the lever fin one direction or the other, causes this
lever to move past its dead-centre and releases the block f, which then, through the
action of its spring, holds the whole mechanism in equilibrium either in forward or
rearward motion; that is to say, that it indefinitely keeps the belts tightened or
loosened, as long as the conductor does not intervene by again acting upon the
lever g³.
The third improvement comprises a constructional device, by which the brakes can
be actuated at the same time as the belts are loosened, and by which a constant
action upon these brakes can be produced, until the belts are again tightened, in
order to stop the vehicle in an absolutely reliable manner and without the necessity
of the conductor troubling himself.
When the lever g5 passes from the position g' into the position g, it causes, as has
been shewn, the belts to become loose and consequently the motor to be disengaged,
but at the same time as the connecting rod g is moved in rearward direction and as
it actuates the lever g¹ and g², and causes the shaft g to rotate, the lever h¹, keyed on
the shaft g, executes its movement in the forward direction; while exerting a
frictional effect upon the connecting rod h2, and the pendentive connecting rod hs,
which by its side notches acts upon the levers hand h³, which in their turn act
upon the brakes he and h7. The brakes are thus applied at the same time as the
belts are loosened and consequently, at the same time as the motor is disengaged,
and it is quite evident that the operator need no longer trouble himself, seeing that
this brake-applying-effect is maintained constant through the action of the springs,
until the conductor wishes to start again.
On
The fourth constructional arrangement permits of the same brakes being actuated
with a pedal without operating the parts which act, when the belts are loosened.
pressing the pedal i with the foot, one causes the lever to turn about its axis g;
by this movement, the connecting-rod is caused to move forward and, through the
action of the lever, the said connecting rod turns the shaft h and consequently the
levers h and h³, which control the brakes he and h². These levers are provided with
lateral notches in such a manner, as not to act upon the pendentive connecting rod h³
as shewn in Figures 3 and 4.
The fifth constructional device permits of the steering wheels being controlled
without the oscillations of the frame upon axle springs of these wheels being allowed
to modify the direction.
When the operator draws the right hand handle of the sector towards himself,
the wheels of the vehicle alter their position, so as to turn to the right, during this
operation the lever advances in forward direction and likewise the connecting
rod and the lever ', the object being to displace the lever ¹ toward the left and
likewise the connecting rods 7 and 8 and the levers and ; the wheels thus
pivotally turn about their respectives axes 5 and 70 and so alter their position as to
turn to the right. The reverse operating effect is attained, when the operator draws
the left hand handle of the sector toward him, in which case all the connecting
rods and levers will execute movements, inverse to the former.

page_text: On the other hand, between the socket k³, in which the shaft k and the sleeve k²
are adapted to slide, a free play corresponding to the highest flexion of the springs
is provided; now, as the shaft k slides in the guide ³, while, at the same time being
carried along thereby, the oscillations have no other effect than to diminish the free
play existing between the socket and the sleeve without changing the respective
position of the levers and as far as their direction is concerned, these oscillations
thus, in no case; cause the direction to be modified.
I may apply all or a part of the above described mechanisms, to the construction
of motor vehicles, tramway, and other vehicles with mechanical traction.
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. A motor vehicle characterised by the complete arrangement and combination
of the constructional devices which permit of gradually and without concussion,
varying the speed of the vehicle, while that of the motor remains constant; of
changing the direction of motion by means of the same member or mechanism which
admits of the variation of speed; of keeping the driving belts constantly tightened
during the journey and also tightening and loosening thein at will during the motion,
so as to throw into and out of gear without concussion; of actuating the brakes at
the same time as the belts are loosened; of likewise actuating these brakes with
a pedal without operating those parts which act when the belts are loosened and
of controlling the steering wheels without the oscillations of the frame upon the
axle-springs of these wheels being enabled to modify the direction.
2. In a motor vehicle of the kind ascertained in the first claim, a constructional
device by which the speed of the vehicle can be gradually varied without concussion,
while that of the motor remains constant, and by which the direction of motion
can be changed, this device comprising a differential mechanism a having four bevel
pinions and the two shafts a² and a of which are actuated by the motor through
the medium of a right hand belt b² and a crossed belt 67, this latter admitting of
its being displaced upon conical drums 60 and 68, in such a manner that the rim a
of the differential mechanism turns either in one direction or the other direction,
according to the relative rates of speed of the shaft a² and at and effects the
travelling motion of the vehicle in forward or rearward direction by gearing directly
with the rim as of the ordinary differential mechanisin, placed between the two
wheels of an auto-motive vehicle; substantially as described with reference to the
accompany drawings.
3. In a motor vehicle of the kind ascertained in the first claim, in combination
with a device for varying the speed and the motion and comprising two differential
mechanisms: a second device for preventing the belts 6% and 6' from being unduly
strained, the same consisting of a third differential mechanism A gearing with the
rim a of the mechanism a and the shafts A1 and A2 of which are connected to
the shafts a² and a* by means of toothed wheels A³, A5, A+ A°; substantially as
described with reference to the accompanying drawing.
4. In an automotive vehicle of the kind ascertained in the first claim; a device
for tightening and loosening, at will, the belts in motion, comprising a strong spring
mounted on a guide and a connecting rod f and a lever which is actuated for the
purpose of overcoming the dead centre in one direction or the other, whereby the
spring is enabled to act so as to maintain the movable shaft which carries the pulley
and the actuating drum in two extreme positions which correspond to the engaging
and disengaging operations; substantially as described with reference to the accom-
panying drawing.
5. In a motor vehicle of the kind ascertained in the first claim, a constructional
means for actuating the brakes at the same time as the belts are loosened, consisting
in employing, for the operation of the said brakes, the recoil movement produced
by the displacement of the shaft, carrying the pulley and the actuating drum, while
utilizing the same springs which serve to obtain the engaged position and the disengaged

page_text: position, for the purpose of exerting a constant action upon the brakes ensuring the stop-
page of the vehicle, as long as the conductor executes no fresh operation in order to
modify this position, substantially as described with reference to the accompanying
drawing,
6. In a motor vehicle of the kind ascertained in the first claim, a device for
directly actuating the brakes, comprising a pedal i, which actuates a lever ¹
and a connecting rod 2, which is moved forward when pressure is exerted upon
the pedal, and a lever ³, likewise actuated by the pedal and which causes a
shaft h to turn and consequently also the levers h and h³, actuating the brakes he
and h; substantially as described with reference to the accompanying drawing.
7. In a motor vehicle of the kind ascertained in the first claim, a device for
controlling the steering wheels without the oscillations of the frame upon the
axle-springs being enabled to modify the direction; this device comprising a socket
movable in a piece fixed to the frame and transmitting its movement to a shaft,
sliding in the said socket in a vertical direction, the said shaft turning in a sleeve
or socket fixed to the axle; substantially as described with reference to the
accompanying drawing.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.