Improvements in or relating to Motor Vehicles.
Year: 1897

page_text: Date of Application, 7th Dec., 1897
Complete Specification Left, 6th Oct., 1898--Accepted, 19th Nov.,
1898
Improvements in or relating to Motor Vehicles.
We, CHARLES MCROBIE TURRELL, of 61, Hertford Street, Coventry, in the
County of Warwick, and HENRY JOHN LAWSON, of 40, Holborn Viaduct, London,
E.C., Engineers, do hereby declare the nature of this invention to be as follows:-
The
This invention relates to improvements in motor vehicles By this invention
a more efficient motor vehicle can be produced at a lower cost of manufacture
than is possible with present forms. By this special construction and arrange-
ment of the parts the motor is simplified and those parts likely to require
attention are made casy of access. The arrangement of the carriage or body of
the vehicle decreases its vibration, and by throwing the combustion chamber
into direct communication with the exhaust, when the vehicle is stationary, the
vibration and noise caused by the running motor are reduced. By means of the
exhaust chamber hereinafter described, being part of this invention, the detona-
tion of the exhaust discharge is minimised. The following is a description, by
way of example, of one form of construction and arrangement of a motor vehicle
for use on common roads, according to this invention. The fore part of the body
of the vehicle is hinged or pivotally fixed to the frame, the back part being
supported from the same by C or other springs. This arrangement of the fore
part of the vehicle is to prevent side oscillation. The frame, which is constructed
on the principle of a bicycle frame, may have two longitudinal members joined
by transverse pieces or members resembling the rounds of a ladder. The longi-
tudinal members may be strengthened by stays and tie-rods on their under sides,
each of the end transverse members being supported in a similar manner.
front transverse member is produced beyond the longitudinal members to carry
the front wheels, which can be turned independently on their axles for steering
purposes. The motor is the usual four cycle motor preferably having one or
more cylinders, which may be conveniently fixed to one of the longitudinal
members. On these members are mounted bearings carrying various shafts
which are parallel or otherwise to each other and preferably to the transverse
pieces of the frame. The back or driven shaft carries the driving wheels of the
vehicle the band brake pulley driven pulley and within the latter the balance
gear to enable the wheels to have relative angular movement in turning corners.
The second or middle shaft is the main shaft and carries the crank disc and
pin, three speed gear wheels and the fly wheel. The third or intermediate shaft
carries three speed gear wheels engaging with those on the main shaft a clutch
mechanism or sliding sleeve for changing the gear and the driving pulley. The
combustion chamber is within a dome cover at the end of the cylinder. Upon
this dome is a projection carrying the valves. The cylinder is fluted longi-
tudinally to promote more rapid cooling than is effected by the usual transverse
ribbing or fluting. This fluting is preferably continued on the dome. The
ignition tube is fixed in the centre of the dome and projects into a lamp case
where it may be heated by means of a petrol lamp. The lamp case is constructed

page_text: with a small aperture, to facilitate lighting the lamp, which is covered or closed
by a baffle plate, one side of the case also being hinged to enable the throwing
open of the whole lamp and case if desired.
.
The valves are closed in the ordinary, manner by spiral springs. A single
lever actuated by a cam or other mechanism opens the exhaust, the inlet valve
being opened by suction. Any known form of vapourizer may be used and
the oil reservoir fixed in any convenient place on the frame. To avoid the diffi-
culty experienced in uncovering the valves for examination etc. in the present
form of motors, the valves are placed with their axes parallel to one another
and preferably in a vertical position. The valves open into a common passage
communicating with the combustion. chamber. Borings are made over each
valve into the common passage. Each boring is covered with a fluted dome,
which on being removed exposes the valve and its seating. A pipe, provided with
a cock, has direct communication with the common passage and the exhaust.
When the vehicle is stopped, and it is not desirable to stop. the motor, this cock
is turned on thus throwing the passage communicating with the combustion
chamber and the cylinder into direct communication with the exhaust. This
decreases the vibration of the running motor by reducing the compression and
explosion without stopping the engine.
1.
The piston is supplied with an additional ring placed at its open end to, carry
back surplus oil into the crank case. The piston rod drives onto the crank, pin
and disc, which is fixed on the main shaft carrying the three speed gear wheels;
these also may be keyed on or integral with the shaft. These pinions or wheels
run and are always in gear with the speed gear wheels which are loose on the
intermediate shaft. A sleeve having at one end one or more feathers can be moved
endwise along the intermediate shaft passing through the speed gear wheels
and causing the feather or feathers to engage with one or more corresponding
feather ways cut in the interior of the wheels. The sleeve is thus driven accord-
ing to the amount of endwise movement given, at low, medium or high speed.
The centre wheel is prevented from dropping when the sleeve is withdrawn from
it, by having on either side a bush which runs on the boss of the next wheel.
The other end of the sleeve is provided with a carrier which slides in a groove
or grooves within the driving pulley from which it does not disengage. The
sleeve can be operated by means of a system of levers actuated by a foot plate
placed in a position convenient for the driver.
The driven pulley which can be driven by belting is preferably integral with
the casing of the balance gear which may be of any convenient form and with
the band brake pulley. The belt is tightened between the driving and driven
pulleys by depressing an adjustable jockey pulley carried by a lever. Pivotted
or jointed to the same lever is a connecting rod which slackens or tightens the
band brake. The object of this arrangement is to enable the driver by means
of the operation of one lever, which may conveniently be placed beside him
to slacken the driving belt and tighten the band brake or vice versa as may be
required. A third intermediate position of the lever leaves the driving belt
and band brake free. Another lever which may be worked either by foot or
hand, carries a free roller and can be employed (the gear being previously thrown
out) to force it between or upon the main shaft and driving pulley to gear with
both in order to reverse the motor.
A casing which encloses the speed gear and may be used as an oil bath also
forms bearings for a gear wheel which is driven by a pinion on the intermediate
shaft and carries with it the governor. The governor, which is of known form
having balls or weights carried between and connected by links, the links at
their further ends being hinged or pivotally fixed to two collars, is actuated
centrifugally. One of the collars is fixed to the shaft running in the bearings
formed by the gear case and the other is fixed to a second shaft which passes
through the former and has integral with it at one end a cam. This shaft is
capable of endwise movement.

page_text: As the balls or weights fly apart the top collar is drawn towards the lower
carrying with it the inner shaft and cam. By this movement the cam avoids
contact with the lever which operates the exhaust valve, preventing the opening
of the valve and so reducing the speed.
The axles of the steering wheels are conveniently fixed each to a small lever
which levers in turn are pivotally connected one to each of the produced ends
of the front transverse members of the frame. The free end of each of these
levers is connected by a link to a rod capable of movement in a lateral direction.
Any convenient form of steering gear may be used to actuate this rod. The
axles in their normal position are parallel to the transverse member, but on
moving the above connecting rod in a lateral direction, both axles are simul-
taneously turned at an angle to the transverse member carrying with them
their respective wheels and causing the vehicle to turn. The axle boxes are
carried on springs in a similar manner to those of a locomotive.
The exhaust passes into a partitioned chamber, which divides and breaks the
rush of gas, perforations being provided for its silent escape..
The gear case may be provided at the bottom with a drain orifice having a
screw cap with a projecting piece within the case, to prevent loss of the same
and to facilitate its return after draining out the oil.
It is to be clearly understood that the various arrangements hereinbefore
described in detail by way of example can be varied without departing from
this invention.
Dated this 7th day of December 1897.
BOULT & WADE,
Agents for the Applicants.
We, CHARLES MCROBIE TURRELL, of 61, Hertford Street, Coventry, in the
County of Warwick, and HENRY JOHN LAWSON, of 40, Holborn Viaduct, London,
in the County of Middlesex, 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 motor vehicles. By this invention
a more efficient motor vehicle can be produced at a lower cost of manufacture
than is possible with present forms. By the special construction and arrange-
ment of the parts the motor is simplified and those parts likely to require
attention are made easy of access. The arrangement of the carriage or body of
the vehicle decreases its vibration, and by throwing the combustion chamber
into direct communication with the exhaust when the vehicle is stationary, the
vibration and noise caused by the running motor are reduced. By means of the
exhaust chamber hereinafter described, being part of this invention, the detona-
tion of the exhaust discharge is minimised. To prevent side oscillation of the
vehicle body the forepart of it is attached to the frame by a hinge joint the rear
part being supported by C springs. The frame is preferably tubular and com-
prises two longitudinal members connected by transverse members, the front
transverse member being continued beyond the longitudinal members to carry
the front wheels.
The motor is the usual four cycle motor having preferably one cylinder which
may be conveniently fixed to one of the longitudinal members. The cylinder is
fluted longitudinally to aid radiation. The motor or crank shaft is provided

page_text: with several speed gear wheels which are fast upon it and in continual
engagement with a corresponding set of speed gear wheels mounted free upon
a second or intermediate shaft. Any one of this second set of gear wheels can
be brought into engagement with the driving wheel of the vehicle by operating
a sliding sleeve provided with one or more feathers adapted to engage with
corresponding feather-ways in the bosses of the gear wheels. The gear is
enclosed in a casing which may be used as an oil bath and also forms the
bearings for a governor, which when it comes into action, moves the cam which
operates the exhaust valve rod, so that the former fails to operate the latter and
the exhaust valve remains for the time being closed. A control lever may be
provided within convenient reach of the driver and so arranged that on being
moved in one direction it starts the vehicle, when placed in a certain position
to allows the engine to run whilst the vehicle remains stationary and when
moved in an opposite direction to the first movement it applies the brake and
slackens the driving belt.
The invention will be more clearly understood by reference to the accompany-
ing drawings in which:
--
Figure 1 is a plan view of one form of the improved motor vehicle the body
of the vehicle being removed:
Figure 2 is a side elevation of the same:
Figure 3 is a vertical section through the valve chamber and combustion
chamber of the cylinder:
Figure 4 is a plan on an enlarged scale of speed gear and governor shown in
Figure 1:
Figures 5 to 8 illustrate details in the construction of the gear wheels:
Figure 9 is a side elevation partly in section of the gear case:
Figure 10 is a side elevation of the casing for the ignition device:
Figure 11 is a plan of the same:
Figure 12 is a side elevation of one form of the improved motor vehicle with
the body in position:
Figure 13 is a plan of the same:
Figure 14 shows in part sectional elevation a convenient form of reversing
mechanism:
Figure 15 shows the plan view of the same:
Figure 16 is a plan view of a modified form of speed gear:
Figure 17 shows in elevation a modified form of motor vehicle:
Figure 18 is a plan of the same:
Figure 19 is a side elevation of a convenient form of control mechanism:
Figure 20 is a plan of the same:
Figure 21 is a side elevation of a further modified form of motor vehicle:
Figure 22 is a plan of the same:
Figure 23 is a central horizontal section of the exhaust silencer:
Figure 24 is a side elevation of a modified form of driving gear attached to a
portion of a vehicle frame.
Figure 25 is a rear elevation of the same:
Figure 26 is a perspective view of this invention as adapted to a tricycle:
Figure 27 is a diagrammatic side elevation of the same:
Figure 28 shows in perspective a modified form of vehicle, the arrangement
of the motor and gear being also modified, and
Figure 29 is a diagram illustrating the action of the change-speed gear as
applied to this vehicle.
Like letters indicate like parts throughout the accompanying drawings.
The following is a description, by way of example, of one form of construction
and arrangement of a motor vehicle according to this invention. It is preferred
to construct it on the lines of the Bollee notor, for which invention L. Bollee
obtained Letters Patent No. 8306, dated 20th April 1896.
Referring first to Figures 1 and 2 of the accompanying drawings, A is the

page_text: each
Bollee type of frame comprising two longitudinal tubular members A', connected
by tubular transverse stays A2. The longitudinal members A¹, are
strengthened by a stay A³, and tie-rods A beneath them; the end transverse
members may be if desired, similarly supported. The front transverse member
is produced or extended at A5, A5, beyond the longitudinal members A¹, to carry
the front steering wheels. The steering mechanism is of the "Olympic" pattern,
each of the wheels being mounted on a separate axle a, capable of revolving
upon a vertical pin or pivot. Sockets A6 are mounted on the ends of the exten-
sions A, and take the rotatable vertical pins of the axles a. The axles a, are
provided with cranks or levers a³, connected together by a connecting rod a³,
to effect the simultaneous operation of both wheels.
The motor is of the usual four cycle type having one cylinder B attached by
lugs B¹ to the near side longitudinal member A' of the frame A. The cylinder B
is placed in a horizontal position and is provided with longitudinal radiating
ribs 6 cast upon it, the ribs being continued upon the removable dome B². In
some cases the ribs are made of separate blades, preferably of steel, which are
cast into the body of the cylinder. The ribs or blades are longitudinally arranged
on the horizontal cylinder in order that the motion of the vehicle may cause a
current of air to pass down their full length to effect rapid radiation. The dome Be
is attached to the cylinder by bolts 62 and is preferably cast in one piece with
the valve box B3. Within the dome 132 is the combustion chamber B, (Figure 3,)
with which the valve chambers 135, 136, communicate by a common passage B.
Borings are made over the valve seatings B to allow free access to the same.
The borings 18 are threaded to receive closing plugs or caps Blo In order that
the temperature of the valves may be kept as low as possible the plugs or
caps B10 are domed to increase their superficial area and provided with radiating
ribs 60. The valve box is also provided with radiating ribs b³. The valves
which are arranged in a vertical position are spring-controlled in the usual well
known manner. The inlet valve is automatic in its action, the exhaust valve
being operated by a cam and lever, hereinafter described. The ignition tube Bu
is fixed in the centre of the domed cylinder head B2 and is in direct communica-
tion with the combustion chamber B.
The driving shaft C is mounted in bearings C1, C2, upon the longitudinal
members A, of the frame A, and carries at one end the crank disc and pin,
enclosed within the crank chamber or casing C³. On the opposite end of the
shaft is mounted the fly wheel C and on that part between the bearings 01, 02,
are mounted three pinions or gear wheels C5, C6, C7. The smallest of the gear
wheels, C, is preferably cut upon the shaft, the intermediate gear wheel C6 and
the largest or fast speed gear wheel C7 being keyed or otherwise made fast
upon the shaft C. Mounted parallel to the shaft is an intermediate shaft D,
carried in bearings D', on the longitudinal members A¹, of the frame A. The
shaft 1 does not revolve, although it is free to turn and to slide longitudinally
in its bearings D¹. A sleeve D², formed in two parts, is mounted free upon the
shaft 1), the two parts being connected together by flanges D³, which enclose
a collar D, fast upon the shaft D (Figures 1 and 4). The sleeve D is thus
compelled to slide in a longitudinal direction with the shaft D although it is
free to revolve upon it. A speed gear wheel D5 is mounted free upon the shaft 1)
and is always in gear with the pinion C on the shaft C. Two other speed
gear wheels D D7 are mounted free upon the sleeve D2 (when the latter is in
the position indicated in Figure 1 of the accompanying drawings) and are
always in gear with the corresponding pinions C C7 on the driving shaft C.
When however the sleeve D2 is withdrawn from the wheels D and D, as indi-
cated in Figure 4 of the accompanying drawings, the wheel 16 is prevented
from dropping out of place by steel bushes DB, D, which form bearings for it
being themselves supported upon the bosses of the wheels D³, D', (Figures 1, 4, 5
and 6). The end of the sleeve D2 which enters the bosses of the wheels D5 Do D'
is provided with a feather or feathers 110 preferably four in number, which

page_text: engage with responding feather-ways D" (Figures 5-8) in the bosses of the
speed gear wheels. The end of the sleeve D2 is allowed to pass completely
through the wheels D and D7 but is only allowed to enter the wheel 15 sufficiently
to engage with the same.
The end of the sleeve D² remote from the feathers D10 is provided with a
carrier D2 (Figure 14) which is always in sliding engagement with a driving
pulley D¹³ mounted free on the shaft 1. The shaft 1) is operated by the tele-
scopic form of lever described in Bollee's specification cited above. This lever E,
Figure 2, is pivotted at E to the sleeve E2 and is thus capable of transverse
oscillation, enabling it to be released from, or locked in; the rack E³ fixed upon
any convenient portion of the frame. The inner rod e is provided at its lower
end, with a pinion el (Fig. 1) and at its upper end with a handle e³, the pinion el
engaging with teeth on the shaft D, so that on revolving the handle the
shaft D is caused to move in a longitudinal direction. The lever E when
released from the rack can be swung in a vertical plane causing the sleeve E
to partially rotate, which by means of its short arm E, connecting rod E³ and
lever E, moves the single rear driving wheel F, with its pulley F1, nearer to
or further from, the driving pulley D thus tightening or slackening the belt Fa
by which the pulleys are connected, as in Bollee's invention hereinbefore cited.
It will be understood that the sleeve E2 has no longitudinal motion.
It may in some cases be preferred to transmit the power from the motor to
the driving wheel by means of bevel-gear, in which case the change speed
gear would be slightly modified.
An arrangement of this kind is shown in Fig. 24 in which the motor driving-
shaft is provided with a bevel-gear wheel 08 in permanent engagement with a
second bevel-gear wheel 114. The wheel D14 is mounted fast on the end of a
shaft D5 which is placed at right angles to the motor driving shaft and is
suspended by hangers A7, A8, from one of the longitudinal members A¹ of the
frame A. The hangers A7 A8 may be "V" shaped and attached by one arm
to one of the members A¹ and by the other to a longitudinal member A10 which
may be supported between two of the transverse members A, (Fig. 25). The
shaft D5 carries two bevel-gear wheels D, and D17, loose upon it and between these
two wheels a sleeve 118 capable of sliding upon, but compelled to revolve with,
the shaft. The wheels 16 117 gear with corresponding bevel-wheels F3 F4
mounted concentrically on the road-wheel F, and are prevented from longi-
tudinal displacement on the shaft 115, by sleeves or bosses D1, D20, engaging
with a collar D21 fast on the shaft and with the hanger A8 respectively, in a
manner easy to be understood, from the drawing. The sleeve D 18 carries
feathers at each end which engage with the wheels D16 17 in the manner
described above, with reference to Figures 1 and 4. When the sleeve is in the
position indicated in Figure 25 the engine may run without driving the vehicle
but on moving the revolving sleeve in either direction it is brought into engage-
ment with one of the gear wheels which is thus set in motion and in turn drives
the road-wheel.
The sleeve D18 may be operated by any convenient means such as the clutch E
pivotted at Es and connected by a rod E9 to a hand or foot lever within easy reach
of the driver. A spring E may be provided which always tends to bring the
sleeve into engagement with the slow speed wheel D16.
Two speeds only are shown provided for in Fig. 24, but it is obvious that more
may be used, the gear wheels being then mounted, and the sleeve arranged, to
pass through them as described with reference to the change speed gear in
Figures
and 4.
If preferred Bollee's locking device for the lever E may be modified by mount-
ing a toothed plunger in a box or bearing upon the arm E and providing it
with a spring to keep it normally pressed forward in engagement with the
quadrant E³ it would be further provided with a link connecting it with the
lever E, so that when the latter is moved transversely, away from the rack E³,
4

page_text: the plunger will be drawn back against its spring and will become disengaged
from the rack E³.
6
The speed gear wheels are enclosed in a common casing G (Figs. 1, 2, 4 and 9)
formed in two parts bolted together at G¹ by bolts G³. This casing is used as an
oil bath and is provided at G with a draw-off plug. The plug G5 is kept in
place by a nut G which screws upon a bolt G7 provided with a T-shaped
head G. The head G8 rests in an annular recess, or in two notches, Go, within
the casing G. A pin G10 prevents the complete removal of the nut Go, so that
it cannot be lost. The whole plug can only be removed by screwing the nut G6
down to its lowest point on the bolt G7 and tilting the head G8 so that it will
just clear the hole G. The casing G is also provided with bearings G³ for the
governor shaft H. The governor shaft H, Figure 4, is capable of longitudinal
displacement, but is always in engagement with, and is driven by, a two-to-one
wheel H¹ which gears with the pinion C. The end of the shaft H is provided
with a cam H2 which normally operates a lever I pivotted at I and provided
at the end remote from the cam H2, with an adjustable tappet I². When the cam
strikes the lever I, the tappet I2 is brought into contact with, and raises, the
exhaust valve rod 13 and thus opens the valve. When the engine "over-runs,"
however, the governor H³ opens and displaces the governor rod H so that the
cam H2 fails to operate the lever I and the exhaust valve consequently remains
closed. When the speed is sufficiently reduced the governor shaft H is brought
back by a. spring (not shown in the drawings) the tension of which may be
adjusted by hand. The governor H³ is enclosed by a casing H made in two
parts, bolted together at H5 and fastened to the casing G in any convenient
manner. The flanges D of the sleeve D2 are also enclosed in a casing J, similarly
made in two halves bolted together at J. and fastened by a bayonet joint to the
casing G.
The ignition tube B1 and its burner, are enclosed within a lamp or casing K.
The casing K is made in two halves hinged, together at K¹ (Figures 10 and 11)
and provided on the opposite side with bolts K², winged nuts K³ and lugs K,
by which it is normally kept closed. The top is closed in with a cover K³,
and an orifice, normally closed by a baffle plate Ke, is provided on one side to
allow access to the burner when it is required to be lighted. The casing K is
well perforated and provided with an inner lining or baffle plate K7, also per-
forated, a clear space K8 being left between the outer casing K and the inner
casing or baffle plate K'.
An exhaust box or silencer is placed in front of the vehicle and comprises
four tubular chambers L, L1, L2, L³, communicating with a common head L.
The ends of the tubular chambers remote from the common head L may be
open, or may be covered with a piece of gauze through which the discharge
gases make their exit, or, as
a further alternative, the ends of the tubular
chambers may be closed with a plate, such as Figure 23, and the sides of the
chambers perforated at 1, to permit of the escape of the exhaust gases. The
perforations may be made on that side of the silencer which faces downwards,
towards the ground, so that the exhaust gases will not rise and annoy the occu-
pants of the vehicle.
The exhaust gases enter the common head L*, by a pipe L5, from the cylinders.
Within the head L and immediately opposite the point at which the pipe.L
enters is a baffle-plate or ridge which extends over, and thus closes, about
two-thirds of the entrances to the tubular chambers L1, L2: The object of the
baffle is to divide the exhaust discharge approximately into two parts, as it
enters the common head L*; half of each part then enters the chambers L'L,
respectively, with considerable force through their semi-closed entrances and the
remainder of the gas passes into the chambers LL³ respectively., The gas expands
in passing through the chambers L, L, L, L³, their joint capacity. being, about
four times that of the cylinder and consequently passes out noiselessly through
the perforations or other form of exit provided. 1 1:
IL :

page_text: The silencer may be attached to the longitudinal members A¹ by lugs L® L'
or by any other convenient means.
The operation is as follows:-
The motor being started in the usual manner the handle e³ of the control lever
is revolved until the shaft D is drawn out to its fullest extent and the feathers I)10
of the sleeve D³ are brought into engagement with the corresponding feather-
ways of the wheel D³. The gear wheels D6 D7 will then run idle upon the
sleeve D2 being driven by the wheels CC, but the wheel D5, driven by the
pinion and engaging with the sleeve D2 as above, will cause the sleeve D² to
revolve and to drive the pulley D³ with which it is always in sliding engagement.
The belt F2 being slack, however, will not transmit the motion to the pulley Fi
until the control lever E is released from the rack E3 and moved forward, when
the wheel F with its pulley F', being thus moved away from the pulley D13,
will cause the belt F to tighten and the vehicle to commence to drive forward.
The handle e of the control lever E can then be revolved in the opposite direction
until the sleeve D is brought into engagement with the wheel D or D according
to the speed required. The vehicle can at any moment be stopped without
stopping the motor by drawing the wheel F forward, by means of the control
lever E, and so slackening the belt.
Figures 12 and 13 illustrate the motor vehicle described above with the body
mounted upon it.
The body M may be constructed upon a light framework of angle iron and
allows room for two passengers in front and a third behind. The fore part of
the vehicle is hinged or pivotted to any convenient framework built upon the
frame A, or may be " dropped" and hinged direct to the frame A. The rear
of the body is supported on "C" springs M¹. The object of the hinged fore
part of the vehicle is to prevent side oscillation of the body upon its springs.
A steering handle M2, which may be connected in any convenient way with the
steering wheels, is provided within easy reach of the driver.
.
An oil reservoir m is mounted on the opposite side of the vehicle to the cylinder
and additional supplies of oil, etc., may be carried in the tanks or cylinders m¹, m².
In these figures the Bollee control lever is removed and the speed is changed
by means of a foot-plate N. The foot-plate N is normally locked, but can be
released by depressing the fore part with the foot and can then be turned about a
pivot n and locked in three separate positions. This foot-plate may be connected
in any convenient way with the shaft D, or direct to the sleeve D³, so that end-
wise movement is imparted to the latter and a different pair of speed gear wheels
brought into operation at each of its three positions. When this foot-plate is
used, a lever N¹ may be used to operate the driving wheels F, or the driving
wheel F need not be made to move backwards or forwards as in the Bollee
motor, but may be mounted in fixed bearings or trunnions, as at O, in which
case the lever N¹ would operate in a manner more easy to be understood by
reference to Figures 19 and 20 of the accompanying drawings. The lever Ni
in these figures is shown as provided with a locking-piece n which engages
with a rack N2 fixed to any convenient part of the frame such as the member A¹.
The lever N is pivotted at N3 and below this is connected to a rod N which in
turn is adjustably connected to one arm of a bell-crank lever №5 pivotted at No.
The other arm of the bell-crank lever carries a jockey-pulley N adjustably
mounted upon it. The bell-crank lever N is provided with a third arm N8
having pivotted to it a link Nº attached to one end of a band-brake N10 the
other end of which is adjustably connected to the frame. The band-brake acts
upon a brake-drum N" which may be mounted on the driving wheel or wheels
of the vehicle beside the pulley F¹.
The operation is as follows:
When the lever N is in the central position the motor may be started, but
the holt a hoing look wil
and the
אות ו..
2
*

page_text: lever N¹ is moved towards the point n on the rack N° the jockey pulley N
will tighten the belt F2 and the vehicle will start; but when the lever N¹ is
moved towards the point n³ on the rack N2 the jockey pulley N7 releases the
belt and, if the movement of the lever is continued, the band brake will be
tightened by the displacement of the lever N6 and the vehicle brought to a
standstill.
Figures 14 and 15 illustrate a convenient form of reversing gear which may
be applied to the form of vehicle described above. A small jockey pulley P
composed preferably of a number of discs of leather, wood fibre, or the like
substance held in place by lock-nuts p is mounted on a short arm Pl. The
arm P is carried on the end of a horizontal rod P2 which is free to turn in a
bearing P³. The bearing P³ may be part of the bearing C₁ of the driving shaft C.
The driving pulley D¹³ approaches very near the shaft C, so that the jockey
pulley P, by being depressed may be simultaneously brought into frictional con-
tact with both the pulley D¹³ and the shaft C. The pulley P will then act as a
third wheel interposed between the gearing of the shafts C and D and will cause
the direction of rotation of the pulley Dis to be reversed and consequently the
vehicle to be driven backwards. The jockey pulley P may be effected by any
convenient lever mechanism operating on the rod P.
Figure 16 shows a modified form of change speed gear. In this arrangement
of the gear the gear wheels D5, D6, D' may be mounted fast upon a sleeve D¹
in sliding engagement with the pulley D 13; the sleeve D¼4 being capable of
longitudinal movement along the shaft D so that each pair of wheels may in
turn be brought into engagement with the corresponding wheels C5, C6, C7.
Figures 17 and 18 illustrate a vehicle of the kind described with reference to
Figures 12 and 13. The single back driving wheel F is replaced by two back
driving wheels which would be provided with suitable balance gear. The belt F*
is replaced by a chain and the driving pulleys by chain wheels as may be done
in Figures 12 and 13 if desired.
Figures 21 and 22 illustrate the same form of vehicle as that illustrated with
reference to Figures 17 and 18 the two front steering wheels of the latter being
replaced by a single front steering wheel and the front of the body M hinged
direct to the upwardly curved frame at M³.
Figures 26 and 27 illustrate this invention as applied to a tricycle.
The same form of motor is used, the cylinder B being suspended by its brackets B₁
from a central member A2 of the tricycle frame. Two gear wheels C9 C10
are mounted fast on the driving shaft of the motor which may conveniently be
provided with a crank arranged between them. The wheel C, gears with a
smaller wheel D2, loose on a shaft D23, and the wheel Co, gears with a larger
wheel D2, also loose on the same shaft. The different speeds are brought into
operation by the sliding sleeve D18 controlled by the clutch E7 pivotted at E8,
as described above with reference to Figure 24. The same modifications men-
tioned with regard to the above figure are also applicable in this case.
The
clutch E may be in one piece with the lever E9 which may be provided with a
handle E within easy reach of the driver. A rack E engages the lever E
and has three locking positions, being the fast speed, out of gear, and slow
speed positions respectively.
Electric ignition may be used, such as that described in Letters Patent No. 19734
21st October 1895 granted to De Dion & Bouton, the battery, sparking coil etc.,
being disposed in any convenient manner upon the frame.
A lady's or gentleman's seat M and footboards M5 may be provided, the latter
being constructed to give the same ease of riding as that obtained by means of
the carriage body being hinged at one end and supported on "C" springs at
the other, as described above with reference to Figures 12 and 13. The foot-
boards M5 are arranged one on either side of the central framing of the tricycle
being each hinged to a longitudinal rod, M6, M7 respectively, which are carried
by plates M8 M9 supported from the frame by "C" springs. To enable the

page_text: rider to start the vehicle by rotating the cranks which are connected in the
usual manner to the motor, the footboards M are made to fold upwards into
the position indicated in Figure 27, leaving the cranks and pedals clear for action
To effect this the footboards M are kept down, in their normal position, against
the action of spiral springs M10, by means of the connecting rods M", attached
to the under surfaces of the footboards at a point beyond that at which they
are hinged to the rods M6 M7. The rods M are held down by a plunger M¹³,
pivotted to a lever M¹³, connected to a second lever or footplate " which is
held normally under a spring catch M15.
To hold the footboards into a vertical position the rider depresses the foot-
plate M and releases it from the catch Mis, by pressing the latter back against
the spring M16. The footplate M being then free to rise, the springs M10 throw
the footboards M³ into a vertical position, the plunger M18, lever M¹³, and foot-
plate M being raised by the connecting rods M. To replace the footboard
the pedals are placed in a horizontal position and the footplate M brought
again under the catch M. By this means the plunger M2 is brought back
to its normal position, drawing down the footboards M5, by the connecting
rods The plates M8 M9 are provided,, with projections. m³ to prevent the
footboards from being.carried down beyond the horizontal position.
It is obvious that the footboards M5 may fold up in any other position if
desired. For instance they might be hinged at their outside edges and fold
outwards to permit of access to the pedal gear.
Below the steering handle N1, Figure 26, is a lever N13 which may be operated
without removing the hand from the steering handle. When this lever is raised
it applies a plunger brake in the usual well known manner, but is also provided
with a lever N¼ pivotted to the plunger, the former being connected in any
convenient manner with a lever N15 which projects beneath the exhaust operating
lever I. The object of this arrangement is that on applying the plunger brake
the lever N15 is raised which lifting the lever I opens the exhaust valve and
thus prevents compression and consequent explosion. A second lever N16, pro-
vided with a rack N17 by which it may be retained in any position, may regulate
the air supply to the carburetter within the oil tank M17, or the supply of the
carburetted air to the cylinder of the engine.
It will be understood that the footboards M5 are not of such a width that when
in a vertical position they inconvenience a lady rider.
Figure 28 illustrates a modified form of three-wheeled vehicle. The body M
of the vehicle is mounted as described above with reference to the other vehicles
and is provided with a seat to carry two persons.
The cylinder B is placed between the two longitudinal members A¹ almost
directly under the footboard M". Electrical ignition may be used and a water
jacket may be provided if desired. The motor shaft C is provided with speed
pulleys which transmit the power to the rear road wheels F by means of belts.
The road wheel F is mounted in fixed bearings. The operation of the speed-
change lever N¹ will be better understood by reference to the diagrammatic plan,
Figure 29.
The driving shaft C carries a slow speed pulley R, fast upon it, which may
transmit power by a belt R¹ to the pulley R, fast on the shaft of the road-
wheel F. On either side of the pulley R2 is a loose pulley R3 R4 respectively.
A high speed pulley R5 is also mounted fast on the shaft C and may transmit
power by the belt Re and pulley R7 to the road-wheel F. On one side of the
pulley 'R' is mounted a loose pulley R8. The crank chamber C³ is provided
with a projection or bracket S to which is pivotted an operating plate S. The
plate S is free to turn about a pin S, fast in the bracket S. The plate S¹ is
kept in its normal position with regard to the pin S2 by means of a spring S
and guide plate S, both of which are free to move in a slot S5. The plate S
is provided with three operating arms s, s1, 53. The arm s is connected by a
rod S to the operating lever N₁; the arm s¹ is provided with a connecting rod

page_text: and clutch S7, free to operate the belt R'; and the arm
connecting rod and clutch S8 free to operate the belt R6.
also connected to the arms and the plate S¹.
The operation is as follows:-
is provided with a
A band-brake S9 is
When the lever N¹ is in the central position as shown in Figure 29, the belt R¹
is held upon the slow speed pulley R² by the clutch S7, the belt R being held
upon the loose high speed pulley R8 and the vehicle consequently will run at
slow speed. If now the lever Ni is moved to the right, the connecting rod S
will cause the plate S¹ to turn upon the pin S2 and the arm s¹, moving, will draw
the belt R¹ onto the loose pulley R³, by means of the connecting rod and
clutch S7, whilst the arm 2 will in the same way draw the belt R6 onto the fast
pulley R7, by means of the connecting rod and clutch S8; the slow speed will
thus be thrown out of gear and the vehicle will run at the high speed. If now
the lever N¹ is moved to the left of the central position, the arm of the plate S¹
will be brought against the stop. So and the plate S¹ being thus unable to turn
further in that direction about the pin S3, will act from the stop S10 as a
fulcrum, which will cause the plate to advance from the pin S2 against the
action of the spring S. This forward movement of the plate S1, from the pin S²,
will cause the belt R¹ to be moved on to the loose pulley R4 by means of the
connecting rod and clutch S7, whilst the extremity of the arm s² being stationary,
the belt R6 will remain upon the loose pulley Rs. By the same operation the
movement of the arms will tighten the band-brake S° upon the brake-drum S".
Both belts are thus thrown onto loose pulleys and at the same time the band-
brake S applied so that the vehicle can be readily pulled up without necessi-
tating the stopping of the engine.
A second band-brake S2 is provided which may be tightened on the brake-
drum S13 by depressing the footplate S. The stationary ends of the band-brakes
may conveniently be attached to the transverse member A2 of the frame, as at $15.
The band-brake S may be provided with a spring S¹ to allow a certain amount
of independent movement to the plate S¹ and may further be provided with a
slot Sat its extremity for the same purpose.
Any of the above forms of vehicles may be provided with a pipe communicating
with the passage B7 of the valve box 133 and the exhaust pipe at a point beyond
the exhaust valve, which by-pass pipe may be controlled by a cock or valve, the
object being to throw the passage B7 into direct communication with the exhaust
when the vehicle is stationary. When the cock controlling this bye-pass pipe
is open the motor will continue to run but with less violent detonation.
The piston of the motor may be provided with a spring ring, at that end
remote from the packing ring end, which would serve to sweep the oil back
into the crank chamber C3 at every out-stroke.
It will be understood that any form of vehicle body may be mounted on the
frame A and the motor may be provided with more than one cylinder if desired.
Also a greater or smaller number of speed gear wheels may be provided and the
position of the cylinder and driving shafts varied without departing from the
spirit of this invention.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, we declare that
what we claim is:-
1. In a motor vehicle a speed change gear, comprising a sliding sleeve 1)³
with feathers 10 and carrier 112 speed gear wheels D D D7 and steel bushes D8 D9
arranged and operating substantially as described.
2. In a motor vehicle, the combination with the speed gear, comprising the
sliding sleeve D² with feathers D10 and carrier D speed gear wheels D³ D° D'
and steel bushes D8 19 of a gear case G provided with a draw off plug G the
gear case forming a bearing for the governor and carrying a second casing H
enclosing the governor, substantially as described.

page_text: 3. In an engine for a motor vehicle the combination with the exhaust cam
of a governor which according to its speed leaves or retains the cam in its
position to operate the exhaust valve, or moves it into another position in which
it does not operate the exhaust valve substantially as described.
4. In an engine for a motor vehicle driving the cam which operates the exhaust
valve by means of the governor substantially as described.
5. The combination with the cam H2 driven and controlled by the governor
of the operating lever I provided with an adjustable tappet 12 substantially as
described and illustrated in Figures 1, 2 and 4 of the accompanying drawings.
6. In a motor vehicle, a horizontal cylinder provided with longitudinal
radiating ribs, substantially as described and illustrated in Figures 1 and 3 of
the accompanying drawings.
7. In an internal combustion engine providing the valve chambers with domed
radiating caps, substantially as described and illustrated in Figures 1 and 3 of
the accompanying drawings.
8. In an internal combustion engine providing the piston with an oil baffle
ring, substantially as and for the purpose described.
9. In an internal combustion engine an exhaust silencer comprising a common
chamber such as L* containing a baffle to divide the gas discharge and direct it
into two or more expansion chambers such as L L L L which are in com-
munication with the atmosphere substantially as described.
10. The combination with the passage B and the exhaust of a cock or valve
by which the former may be thrown into direct cominunication with the latter
substantially as and for the purpose described.
11. In a self-propelled vehicle, connecting the fore part of the body of the
vehicle to the frame, by means of a hinge the rear part being supported on "C"
springs, substantially as and for the purpose described.
12. In a self-propelled vehicle the hinged footboards M5 supported by "C"
springs and operating substantially as described.
13. The complete control mechanism comprising the operating lever N¹, rack N²,
levers N4 N5 N8, jockey pulley N7 link N° and band brake N10 arranged and
operating substantially as described and illustrated in Figures 19 and 20 of the
accompanying drawings.
14. The complete control mechanism adapted to be actuated by the single
operating lever N¹ substantially as described and illustrated in Figure 29 of
the accompanying drawings.
15. The combination with an ignition device for a motor vehicle of a casing
comprising the outer casing K provided with an inner lining Ks hinge K' baffle
plate K and clamping bolt K2 lug K* and winged nut K³ substantially as
described and illustrated in Figures 10 and 11 of the accompanying drawings.
16. The complete motor vehicle arranged and operating substantially
described and illustrated in Figures 1 and 2, or Figures 12 and 13 or Figures 21
and 22 of the accompanying drawings.
as
17. The complete chain-driven motor vehicle arranged and operating substan-
tially as described and illustrated in Figures 17 and 18 of the accompanying
drawings.
18. In a self-propelled vehicle the speed-change bevel-gear substantially as
described or illustrated in Figures 24 and 25 of the accompanying drawings.
19. The complete motor vehicle arranged and operating substantially as
described and illustrated in Figures 26 and 27 of the accompanying drawings.
20. The complete motor vehicle arranged and operating substantially as
described and illustrated in Figure 28 of the accompanying drawings.
Dated this 6th day of October 1898.
BOULT & WADE,
Agents for the Applicants.