Improvements in Driving Gear, especially applicable to Motor or Self-propelled Vehicles.
Year: 1898

page_text: Date of Application, 21st Apr., 1898
Improvements in Driving Gear, especially applicable to Motor or
Self-propelled Vehicles.
We, JOSEPH MILLOT and BENOIT MILLOT, of Gray, (Haute-Saône), in the
Republic of France, Engineers, do hereby declare that nature of this invention
to be as follows:-
This invention relates to improvements in driving gear especially applicable
to motor or self-propelled vehicles.
In self-propelled or motor vehicles the motors communicate a rotary movement
to the shaft carrying the differential gear usually by means of three sets of
gear wheels giving three velocities which the attendant employs according to
the state of the route or according to requirements. To appreciate
the disadvantages attaching to this arrangement it is only necessary
to mount a vehicle provided with the same and to push once only
the lever by means of which one pair of wheels is brought out of gea
in order to put another pair into gear. Before the necessary skill required for
this operation has been acquired it will be unusual if the whole set of wheels
forming this primitive transmitting mechanism is not seriously damaged. To
obviate this disadvantage some vehicles are provided with a belt transmission; the
variations in speed are, it is true, thereby more easily effected but this method
of transmission is so cumbrous by reason of the number of pulleys necessary
that with two speeds only the whole of the vehicle frame is utilized.
Now, according to our invention we provide an arrangement which, without
disengaging the teeth of the wheels gearing together, gives three speeds in a
forward direction and, without any complication, one speed in a backward direc-
tion. It is very simple, occupies a small space only and all its operative parts
can be enclosed in an oil bath designed to preserve them from wear.
The main or crank shaft of the motor carries at each end a hollow fly wheel
from which motion can be derived by friction wheels or discs. Two differential
gears are enclosed in a box, the said gears being of ordinary construction except
that the wheels which carry the bevel pinions, are toothed and gear together.
One (the first) of these gears fulfils the ordinary role of the differential gear and
the extensions of its bevel wheel spindles are provided outside the frame with
chain pinions which drive the rear wheels of the vehicle.
The shafts carry chain wheels which can be driven either separately or simul-
taneously from chain wheels rigidly secured to the above mentioned friction
wheels which are applied by pivoted levers under the action of springs to the
fly wheels. Rods, which are provided at their ends with rollers enable one or
other of the friction wheels or both simultaneously to be put into or out of gear
by means of sectors. The said sectors assume three operative positions. In
the first, one friction wheel alone is put into gear; it gives to one of the bevel
pinion shafts of the second differential gear a velocity of a certain number of
revolutions, which is reduced to a half by the planetary movement of the small

page_text: pinions. The wheels to which the latter are attached then rotates at a certain
velocity suitable for transmitting to the vehicle wheels the first velocity, for
example, about 8 kilometres an hour.
In the second position of the sectors the other friction wheel alone is in gear:
it rotates the other shaft of the second differential gear at a velocity suitable for
transmitting, as above mentioned for the first position, the scond velocity of the
vehicle, for example, about 16 kilometres an hour.
In the third position of the sectors, the two friction wheels are simultaneously
put into gear and the toothed wheel of the first differential gear receives a
velocity equal to the sum of the two first velocities; it therefore imparts to the
vehicle a third speed of about 24 kilometres an hour.
To reduce the speed of the vehicle and, if necessary, to completely stop it
whatever the position of the sectors, the attendant, by pressing upon a pedal,
raises a frame of which the two inner faces are inclined and which, by coming
into contact with rollers in alignment with the above described rollers in con-
nection with the sectors, can partially or wholly disengage the friction ger
without the necessity of operating the lever which actuates the sectors.
Each of the chain gear wheels connected to the second differential gear is
provided with roller ratchet gear which only allows the shafts thereof to rotate
in the direction of movement of the motor crank shaft. When either one of the
friction wheels is in gear, the corresponding differential gear shaft is rotated
and as its toothed wheel has to overcome resistance in order to propel the
vehicle, the other shaft of the gear tends to turn in a direction opposite to that
in which it rotates; the ratchet devices which are carried by the chain wheels
oppose this movement. Any suitable arrangement of ratchet gear will produce
the same result but the arangement above described does not make any noise
and the small rollers, which have little play in the teeth, enter into gear without
jarring. With this arrangement of ratchet gear the vehicle can stop on inclines
without the fear of its running backwards under the action of its own weight.
The extension of one of the shafts of the first differential gear is divided and
the two parts are connected by a sleeve and two keys or cotters at right angles
to one another. The extension of the other shaft is also divided and the two
parts are connected by a sleeve which is rigidly connected to, or in one with a
cone (the function of which is hereinafter explained), and a key which engages
in a long slot in the shaft, the said sleeve being provided internally with teeth
which engage with teeth on the other part of the divided shaft.
The cone is employed in connection with the backward movement of the
vehicle. To this end the attendant, from his seat, causes the cone, by means
of a lever, to slide outwards; the teeth which are formed upon the extension of
the shaft first disengage themselves from the internal grooves in the sleeve of
The cone which is then brought into contact with a pulley in connection with one
of the chain wheels on one of the second differential gear shafts. If at this
instant the corresponding friction wheel be brought into gear, the vehicle runs
Lackwards by reason of the relative motion communicated to the shaft of the
first differential gear. In this backward movement the wheel driven by the
said shaft is the only propelling agent. It is driven by the differential
which in the ordinary manner facilitates the movement of the vehicle along
gear
curved paths.
With regard to the first differential gear this is composed as usual of two
pinions symmetrically placed, rotating in the toothed wheel and gearing with the
bovel wheels carried by the shafts. Assuming the said wheel to be immovable
the well known reversing arrangement is obtained. As a matter of fact if one of
the shafts has a velocity of 20 revolutions in one direction, the other shaft will
make the same number of revolutions in the opposite direction. Such is the
result which is obtained when the friction cone is brought into gear and the
friction wheel corresponding thereto is in gear.
But by reason of the combined arrangement of the two differential gears the

page_text: said toothed wheel cannot be immovable as it is actuated by the corresponding
wheel of the other gear. In the example chosen, which supposes that when one
of the friction wheels is in gear a velocity of S kilometres an hour is obtained,
the toothed wheel of the first differential gear makes, by reason of its engagement
with the wheel of the other gear, 5 revolutions a minute, and the pinion on the
shaft of the first gear will make the number of revolutions due to the engage-
ment of the cone with the pulley, for example 20. But the small pinions will
rotate at a higher velocity; they will tend to rotate the shaft at twice the speed
that it receives, for instance, 10 revolutions per minute as is the case when the
vehicle is propelled forwards. The double movement of rotation and of trans-
lation of the small pinions therefore, tends (with the assumed number of revolu-
tions we have chosen) to give to the said shaft a speed of 20 revolutions a minute
in a backward direction and 10 revolutions only in a forward direction. The
said shaft, therefore, rotates with a speed of 10 revolutions in the backward
direction.
The 01
J
1000
Improvements in Driving Gear, especially applicable to Motor or
Self-propelled Vehicles.
We, JOSEPH MILLOT and BENOIT MILLOT, of Gray, (Haute-Saône), in the
Republic of France, Engineers, do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:
This invention relates to improvements in driving gear especially applicable
to motor or self-propelled vehicles.
In self-propelled or motor vehicles the motors communicate a rotary movement
to the shaft carrying the differential gear usually by means of three sets of
gear wheels giving three velocities which the attendant employs according to
the state of the route or according to requirements. To appreciate
the disadvantages attaching to this arrangement it is only necessary
to mount a vehicle provided with the same and to push once only
the lever by means of which one pair of wheels is brought out of gear
in order to put another pair into gear. Before the necessary skill required for
this operation has been acquired it will be unusual if the whole set of wheels
forming this primitive transmitting mechanism is not seriously damaged. To
obviate this disadvantage some vehicles are provided with a helt transmission: the
variations in speed are, it is true, thereby more easily effected but this method
of transmission is so cumbrous by reason of the number of pulleys necessary
that with two speeds only the whole of the vehicle frame is utilized.
Now, according to our invention we provide an arrangement which, without
disengaging the teeth of the wheels gearing together, gives three speeds in a
forward direction and, without any complication, one speed in a backward direc-
tion. It is very simple, occupies a small space only and all its operative parts
can be enclosed in an oil bath designed to preserve them from wear.
To enable the invention to be fully understood we will describe it by reference
to the accompanying drawing, in which:-
Figure 1 is a plan of the front part of the frame of a vehicle having our driv-
ing gear which is shewn partly in horizontal section and partly in plan view; and,

page_text: Figures 2, 3 and 4 are views of details hereinafter referred to.
A is the main or crank shaft of the motor, the said shaft carrying at its two
ends hollow fly wheels V, V₁ from which motion can be derived by the friction
wheels B and B C is a box enclosing two differential gears of ordinary con-
struction except that the wheels P and 1" which carry the bevel pinions are
toothed and gear together. One of these gears fulfils the ordinary role of the
differential gear and the extensions of the spindles 1 and 11 are provided out-
side the frame with chain pinions which drive the rear wheels of the vehicle.
The shafts and I carry chain wheels F and F which can be driven either
separately or simultaneously from the chain wheels G and G¹ rigidly secured to
the friction wheels B and B¹.
Hand Hare levers pivoted at I and I' and which, under the action of
springs J and J, apply the friction wheels to the fly wheels. The rods K and K¹
(see the detail view in front elevation Figure 2), which are provided at their
ends with rollers L and L', enable one or other of the friction wheels B and B.
or both simultaneously, to be put into or out of gear by means of the sectors M
and M. One of these sectors is shewn in side elevation in Figure 3.
The said sectors M and M' assume three operative positions. In the first,
the friction wheel B alone is put into gear; it gives to the shaft E a velocity
of a certain number of revolutions which is reduced to a half by the planetary
motion of the pinions and . The wheel P¹ then rotates at a certain velocity
suitable for transmitting to the vehicle wheels the first velocity, for example,
about 8 kilometres an hour.
0
In the second position of the sectors M and M the wheel B alone is in gear:
it rotates the shaft E at a velocity suitable for transmitting, as above mentioned
for the first position, the second velocity of the vehicle, for example, about 16
kilometres an hour.
In the third position of the sectors M and M the two friction wheels B and B₁
are simultaneously put into gear and the wheel P of the differential gear
receives a velocity equal to the sum of the two first velocities; it, therefore,
imparts to the vehicle a third speed of about 24 kilometres an hour.
To reduce the speed of the vehicle and, if necessary, to completely stop it what
ever the position of the sectors, the attendant, by pressing upon a pedal, raises
the frame U of which the two inner faces are inclined and which, by coming
into contact with the rollers and provided in alignment with the rollers L
and I, can partially or wholly disengage the friction gear without the necessity
of operating the lever which actuates the sectors M and M.
Each of the chain gear wheels F and F is provided at N and N¹ with roller
ratchet gear which only allows the shafts E and E to rotate in the direction of
movement of the driving shaft A (Figure 4 shews one of these ratchet arrange-
ments in elevation). When either one of the friction wheels B and B is in gear
the corresponding differential gear shaft is rotated, for example when the
wheel B is in gear the shaft E is rotated and as the wheel P has to overcome
resistance in order to propel the vehicle, the shaft E tends to turn in a direction
opposite to that in which the shaft E rotates; the ratchet devices which are
carried by the chain wheels F and FI oppose this movement. Any suitable
arrangement of ratchet gear will produce the same result but the arrangement
above described does not make any noise and the small rollers, which have little
play in the teeth, enter into gear without jarring. With this arrangement of
ratchet gear the vehicle can stop on inclines without the fear of its running
backwards under the action of its own weight.
The extension of the shaft D is divided at and the two parts are connected
by a sleeve band two keys or cotters c, d at right angles to one another. The
extension D is also divided at a¹ and the two parts are connected by the sleeve b¹,
which is rigidly connected to, or is in one with, the cone Q (the function of

page_text: which is hereinafter explained) and by the key which engages in a long slot
in the shaft D', the said sleeve being provided internally with teeth which
engage with teeth R on the other part D
The cone Q is employed in connection with the backward movement of the
vehicle. To this end the attendant, from his seat, causes the cone, by means of
a lever, to slide outwards the teeth R which are formed upon the extension
of the shaft ¹ first disengage themselves from the internal grooves in the
sleeve 6 of the cone Q, the surface S of which is then brought into contact with
the pulley T. If at this instant the friction wheel B₁ be brought into gear,
the vehicle runs backwards by reason of the relative motion communicated to the
shaft D. In this backward movement the wheel driven by the shaft D is
the only propelling agent. It is driven by the differential gear 11 which in
the ordinary manner facilitates the movement of the vehicle along curved paths.
With regard to the differential gear P¹, this is composed as usual of two
pinions, symmetrically placed, rotating in the wheel P and gearing with
the bevel wheels p, carried by the shafts D and D¹. Assuming the wheel P¹
to be immovable the well known reversing arrangement is obtained. As a
matter of fact if the shaft D¹ has a velocity of 20 revolutions, for example, in the
direction of the arrow s, the shaft D will make the same number of revolutions
in the opposite direction. Such is the result which is obtained when the friction
cone Q is brought into gear and the friction wheel B' is in gear.
But as a result of the combined arrangements of the two differential gears P
and P, the wheel P¹ cannot be immovable as it is actuated by the wheel P.
In the example chosen, which supposes that when B₁ is in gear a velocity of
8 kilometres an hour is obtained, the wheel PI makes, by reason of its engage-
ment with the wheel P. 5 revolutions a minute in the direction of the arrow s,
and the pinion p keyed upon the shaft D will make the number of revolutions
due to the engagement of the cone Q with the pulley T, for example 20. But
the pinions, 2 will rotate at a higher velocity; they will tend to rotate the shaft D
at twice the speed that it receives, for instance 10 revolutions per minute in the
direction of the arrow as is the case when the vehicle is propelled forwards.
The double movement of rotation and of translation of the pinions o, o there-
fore, tends (with the assumed number of revolutions we have chosen) to give to
the shaft D a speed of 20 revolutions a minute in a backward direction and 10
revolutions only in a forward direction. The said shaft, therefore, rotates at a
speed of 10 revolutions in the backward direction.
Having now particularly described and ascertained the nature of our said in-
vention and in what manner the same is to be performed, we declare that what we
claim is:-
1. In driving gear especially applicable to motor or self-propelled vehicles the
arrangement upon the shaft A of the motor of two fly wheels V, V₁ which can
be either separately or simultaneously put into gear for separately or simul-
taneously operating two wheels G, G¹ connected by chains with wheels F, F¹
mounted upon shafts E, E¹ of a first differential gear arranged upon an inter-
mediate shaft in such a manner that the speed of the wheel P of the said first
differential gear depends upon the velocity obtained by putting V and B or V1
and B into gear, or is the sum of these two velocities, substantially as herein-
before described and illustrated in the accompanying drawing.
2. In driving gear of the kind described in Claim 1 the combination with the
first differential gear of a second differential gear arranged in the usual manner
upon the driving shafts of the two wheels, the wheel P of the second differential
gear gearing with the wheel P of the first, substantially as described and
illustrated.
3. In an arrangement of the kind described operating the gears V. B, and V¹, B¹
respectively by spring controlled levers H. H₁ actuated by rods K, K¹ carrying
rolers L. L' which follow the curves of the sectors M, M, the said sectors
being adapted to be lowered or raised, substantially as described and illustrated,

page_text: 4. In an arrangement of the kind described the combination of additional
rollers, and of the rods K, K' with a frame U having inclined inner faces
which by rising cause the rods K, K' to suddenly approach one another and
thereby suddenly reduce the speed of or stop the vehicle, substantially as
described and illustrated.
5. In an arrangement of the kind described the combination with the chain
wheels F, F and their respective shafts E, E of ratchet gear N, NI preferably
of the kind having rollers r, whereby the rotation of the shafts can only take
place in the direction of motion of the motor, substantially as described and
illustrated.
6. In driving gear of the kind described the arrangement upon the extension
of the shaft II of a movable friction cone Q which can be brought into contact
with a cone T mounted upon the extension of the shaft E¹ of the intermediate
differential gear, the combined movement of the two differential gears P, P¹ with
the gear T, Q having as a result that, when the lower velocity wheel B¹ is put
into gear, the wheel which actuates the shaft extension D is rotated backwards
with a diminished velocity, substantially as described and illustrated in the
accompanying drawing.
T
1
P
1800
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicants.