Improvements in Self-propelling or Horseless Vehicles, and in Petroleum Motors Employed for Driving same.
Year: 1895

page_text: Date of Application, 6th Dec., 1895
Complete Specification Left, 6th Aug., 1896-Accepted, 14th Nov., 1896
PROVISIONAL SPECIFICATION.
Improvements in Self-propelling or Horseless Vehicles, and in
Petroleum Motors Employed for Driving same.
I, HENRI TENTING, of 46 Rue Curial, Paris, France, Engineer, do hereby
declare the nature of this invention to be as follows:-
:--
The improvements forming the subject of the present application relate to
self-propelling or horseless vehicles. They have reference to the driving
mechanism of the vehicle and the method of arrangement of the petroleum motor
actuating such mechanism.
In so far as the driving mechanism is concerned, I propose to replace the chain
transmission, connecting the motor shaft to the driving axle, by a transmission by
connecting rods and cranks, which, if suitably arranged, is more advantageous than
the former.
My mechanism consists essentially of :-
(1) A shaft actuated by the motor in the special manner which I will hereinafter
describe.
(2) A crank shaft driven by the first shaft by means of two trains of gear
wheels which enable different speeds to be imparted to the crank shaft, according
to the train which is in gear.
(3) A second crank shaft driven by the first crank shaft by means of connecting
rods and carrying a pinion which gears with a large wheel of a differential
mechanism mounted on the driving axle of the vehicle for actuating the latter.
It is of course necessary that the two crank sbafts always remain truly parallel
and that their distance apart remains constant; for this purpose I form their
bearings on the same rigid piece which consists of a bar terminating in a fork at
each extremity, each arm of the fork carrying a bearing. One of the forks, the
one carrying the second crank shaft, is prolonged so as to freely surround the
driving axle which thus serves as a support to one of the ends of the forked bar.
The other end of this bar is only supported by the intermediary of the first crank
shaft; for this purpose on the first crank shaft is freely mounted a sleeve provided
with trunnions which engage supports carried by a base or frame which is fixed
under the frame of the vehicle. Owing to this arrangement the first crank shaft
is pivotally connected to the frame of the vehicle; further it can slide longitu-
dinally in its supporting sleeve, and it therefore possesses great freedom in relation
to the body of the vehicle; this is an essential point because the body being
elastically connected as usual, partakes of relatively considerable movements in
relation to the driving axle, which would strain the crank shafts and their con-
necting bar if the free suspension above described were not employed. I further
to a certain extent reduce the relative displacement of the body and the driving
axle, by mounting the latter between two guard cheeks preventing the lateral
displacement of the body.
I have above stated that the driving shaft which transmits the movement by
gearing to the first crank shaft was actuated by the motor in a special manner.
The arrangement I employ for this purpose has for its object to vary the speed at
will without acting upon the movement transmitting means by gearing connecting
the driving shaft to the first crank shaft; it has further for its object to enable
the engagement or disengagement to be effected instantaneously by the simple
movement of a lever.

page_text: For this purpose the driving shaft is in line with the motor shaft, but it is
entirely independent of such motor shaft; it receives movement from this latter in
the following manner :-
On the motor shaft is keyed a bevel wheel which drives two bevel pinions
diametrically opposed and situated on opposite sides of the driving shaft; the
shafts of these pinions are hollow to receive the shafts of two friction discs between
which is arranged a friction wheel mounted by a key and keyway on the driving
shaft so as to revolve with it, but be capable of longitudinal displacement thereon;
similarly the shafts of the friction discs revolve with the bevel pinions but are
capable of longitudinal displacement in the hollow shafts of these pinions. In
their normal position these discs are sufficiently far apart not to bear against the
friction wheel, so that the latter and consequently the driving shaft are not actuated
by the movement of the motor; but if, by acting upon a lever or a pedal, the two
discs are moved towards each other so as to bring them in contact with the friction
wheel the latter is put in motion and carries the driving shaft with it. The speed
and direction of rotation thus communicated to this shaft will depend upon the
position occupied by the friction wheel thereon; if this wheel is in the plane of the
axes of the discs the speed will be nil; it will increase in proportion to the increase
in distance from this position (which is effected by means of an actuating lever) and
it will be in the required direction for travelling forwards or backwards according
to whether the friction wheel is brought on one side or the other of the line of the
common axis of the two friction driving discs.
When, in the forward travel, the vehicle advances at the maximum speed, the
friction wheel is quite at the edge of the friction discs and is very near to the bevel
wheel keyed to the motor shaft; if by means of the operating lever it is forced a
little further still, it leaves the friction discs and tightly engages within a seat with
slightly conical edges formed to receive it in the bevel wheel; 1 thus form a
friction coupling which permits of directly coupling the driving shaft with the
motor shaft when desired, and of not employing the variable speed driving
mechanism by means of friction plates; this is an arrangement to which 1 attach
much importance.
I preferably actuate the motor shaft by means of a double heavy petroleum
motor fixed under the frame of the vehicle at the forward end. The axes of the
two motor cylinders are in the same vertical plane; they form an angle the apex
of which is at the axis of the motor shaft; this arrangement enables me to
economise space.
The motors I employ are of special construction; they are single acting, with a
distribution by valves.
In the rear they are provided with a cylindric box fixed to the bottom of the
cylinder and constituting the petroleum vaporizer.. This box is divided into threc
compartments in the direction of its length by circular partitions; the middle com-
partment, which is much longer than the two others, constitutes the vaporizing
chamber proper to the bottom of which the petroleum is delivered by a pump; for
vaporizing the petroleum contained in the central compartment I employ a burner
the flame and gases of combustion of which circulate through a double insulating
jacket surrounding the vaporizer. The central vaporizing chamber is traversed
from end to end by a set of tubes which place the two end compartments in com-
munication with each other. The orifice of the escape valve is by a large tube
placed in communication with the forward compartment so that the hot gases
which escape from the cylinder can circulate through the set of tubes traversing
the vaporizing chamber and through the end compartments before escaping into
the atmosphere by an escape tube. Owing to this arrangement the petroleum
vapours are highly heated before passing into the motor cylinder. A screw valve
which establishes the communication between the upper part of the vaporizing
chamber and the seat of the admission valve, enables the volume of petroleum
vapour which
supplied to the motor cylinder each time that the admission valve
opens, to be regulated at will. The air arrives at the seat of this valve which is

page_text: pierced with holes by a large tube which traverses the three compartments of the
vaporizer from end to end, and which opens into the outer air. This air is therefore
beated by the exhaust gases and by the petroleum vapours before being admitted
into the cylinder. Another large tube which also opens into the outer air, also
traverses the three compartments and extends up the motor cylinder. It serves as
a jacket to a smaller tube which constitutes the ignition tube; the latter tube is
closed at one end and at the other opens into the motor cylinder; it is raised to
incandescence by a burner the flame of which plays thereon; the gases of
combustion from this burner escape into the open air by the opening of the big
tube surrounding the ignition tube; as this large tube traverses the vaporizing
chamber the heat of these gases also helps to heat the petroleum vapour.
The admission and exhaust valves are automatically actuated at the desired
moment, by suitable mechanism, actuated by the driving shaft.
Dated this 6th day of December 1895.
ALLISON BROS.,
Agents for the Applicant.
Improvements in Self-propelling or Horseless Vehicles, and in
Petroleum Motors Employed for Driving same.
I, HENRI TENTING, of 46 Rue Curial, Paris, France, Engineer, do hereby
declare the nature of this invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:—
The improvements forming the subject of the present application relate to
self-propelling or horseless vehicles. They have reference to the driving
mechanism of the vehicle and the method of arrangement of the petroleum motor
actuating such mechanism.
These improvements are illustrated in the accompanying drawings, in which
Fig. 1 is a side elevation of a vehicle with such improvements applied
thereto.
Fig. 2 is a corresponding plan view, the casing or body being removed and
certain parts shown in section.
Fig. 3 is a detail view showing in plan certain parts which are not clearly shown
in Fig. 2.
Fig. 4 is a vertical section through the axis of the petroleum vaporizer of the
motor, and
Fig. 5 is a transverse section through the line 5-5 of Fig. 4.
In so far as the driving mechanism is concerned, I propose to replace the chain
transmission, connecting the motor shaft to the driving axle by a transmission by
connecting rods and cranks, which, if suitably arranged, is more advantageous than
the former.
As will be seen in Figs. 1, 2, and 3, my mechanism consists essentially of:
(1) A shaft A actuated by the motor in the special manner which I will herein-
after describe.
(2) A crank shaft B driven by the first shaft by means of two trains of gear
wheels C, C and c, c', which enable different speeds to be imparted to the crank
shaft, according to the train which is in gear.
(3) A second crank shaft D driven by the first crank shaft B by means of
connecting rods E, E, and carrying a pinion which gears with a large wheel F of a
differential mechanism mounted on the driving axle of the vehicle for actuating the
latter.
It is of course necessary that the two crank shafts always remain truly parallel

page_text: and that their distance apart remains constant; for this purpose I form their
bearings on the same rigid piece which consists of a bar G terminating in a fork at
each extremity, each arm of the fork carrying a bearing. One of the forks, the one
carrying the second crank shaft D, is prolonged so as to freely surround the driving
axle which thus serves as a support to one of the ends of the forked bar. The
other end of this bar is only supported by the intermediary of the first crank
shaft B; on this first crank B is freely mounted a sleeve 6 provided with
trunnions which engage supports 62 carried by a base or frame 6 which is fixed
under the frame of the vehicle. Owing to this arrangement the first crank
shaft B is pivotally connected to the frame of the vehicle; further it can slide
longitudinally in its supporting sleeve b, and it therefore possesses great freedom in
relation to the body of the vehicle; this is an essential point because the body
being elastically connected as usual, partakes of relatively considerable movements
in relation to the driving axle, which would strain the crank shafts and their
connecting bar if the free suspension above described were not employed. I further
to a certain extent reduce the relative displacement of the body and the driving
axle, by mounting the latter between two guard cheeks H preventing the lateral
displacement of the body I.
I have above stated that the driving shaft A which transmits the movement by
gearing to the first crank shaft B was actuated by the motor in a special manner.
The arrangement I employ for this purpose has for its object to vary the speed at
will without acting on the movement transmitting means by gearing C, Cl, c, c³,
connecting the driving shaft to the first crank shaft; it has further for its object to
enable the engagement or disengagement to be effected instantaneously by the
simple movement of a lever.
For this purpose the driving shaft A is in line with the motor shaft J, but it is
entirely independent of such motor shaft; it receives movement from this latter in
the following manner :-
On the motor shaft is keyed a bevel wheel K which drives two bevel pinions L, L,
diametrically opposed and situated on opposite sides of the driving shaft A; the
shafts of these pinions are hollow to receive the shafts m of two friction discs M
between which is arranged a friction wheel N mounted by a key and keyway on
the driving shaft A. so as to revolve with it, but be capable of longitudinal
displacement thereon; similarly the shafts m of the friction discs M revolve with
the bevel pinions L but are capable of longitudinal displacement in the hollow
shafts of these pinions. In their normal position these discs are sufficiently far
apart not to bear against the friction wheel N, so that the latter and consequently
the driving shaft Ä are not actuated by the movement of the motor; but if, by
acting on a lever or a pedal, the two discs M are moved towards each other so as
to bring them in contact with the friction wheel N the latter is put in motion and
carries the driving shaft A with it. The speed and direction of rotation thus
communicated to this shaft will depend on the position occupied by the friction
wheel N thereon; if this wheel is in the plane of the axes of the discs the speed
will be nil; it will increase in proportion to the increase in distance from this
position (which is effected by means of an actuating lever) and it will be in the
required direction for travelling forwards or backwards according to whether the
friction wheel is brought on one side or the other of the line of the common axis of
the two friction driving discs M.
When, in the forward travel, the vehicle advances at the maximum speed, the
friction wheel N is quite at the edge of the friction discs M and is very near to the
bevel wheel K keyed to the motor shaft J; if by means of the operating lever it
is forced a little further still, it leaves the friction discs and tightly engages within
a seat with slightly conical edges k formed to receive it in the bevel wheel; I thus
form a friction coupling which permits of directly coupling the driving shaft A
with the motor shaft J when desired, and of not employing the variable speed
driving mechanism by means of friction plates; this is an arrangement to which
I attach much importance.

page_text: I preferably actuate the motor shaft by means of a double heavy petroleum-
motor fixed under the frame of the vehicle at the forward end. The axes of the
two motor cylinders are in the same vertical plane; they form an angle the apex
of which is at the axis of the motor shaft; this arrangement enables me to.
economise space.
The motors I employ are of special construction; they are single acting, with a
distribution by valves.
In the rear each is provided with a cylindrical box O (Figs. 4 and 5) fixed to-
the bottom of the cylinder and constituting the petroleum vaporizer. This box is
divided into three compartments in the direction of its length by circular partitions;
the middle compartment O3 which is much longer than the two others, constitutes
the vaporizing chamber proper, to the bottom of which the petroleum is delivered.
by a tube S by means of a pump; for vaporizing the petroleum contained in the
central compartment I employ a burner o the Hame and gases of combustion of
which circulate through a double insulating jacket of surrounding the vaporizer O.
The central vaporizing chamber is traversed from end to end by a set of tubes P
which place the two end compartments in communication with each other. The
orifice of the escape valve R is by a large tuber placed in communication with the
forward compartment O', from which the hot gases can escape through an escape
tuber. Part of such hot gases may circulate through the set of tubes P traversing.
the vaporizing chamber and through the end compartments O' and O' before
escaping into the atmosphere by the escape tube . Owing to this arrangement.
the petroleum vapours are highly heated before passing into the motor cylinder.
A screw valve o which establishes the communication between the upper part of
the vaporizing chamber 03 and the seat of the admission valve O2 enables the
volume of petroleum vapour which is supplied to the motor cylinder each time that
the admission valve opens, to be regulated at will. The air arrives at the seat of
this valve which is pierced with holes by a large tubes which traverses the three
compartments of the vaporizer from end to end, and which opens into the outer air..
This air is therefore heated by the exhaust gases and by the petroleum vapours
before being admitted into the cylinder. Another large tube T which also opens
into the outer air, also traverses the three compartments and extends up to the
motor cylinder. It serves as a jacket to a smaller tube t which constitutes the
ignition tube; the latter tube t is closed at one end and at the other. opens into.
the motor cylinder; it is raised to incandescence by a burner t¹ the flame of which
plays thereon; the gases of combustion from this burner escape into the open air
by the opening of the big tube surrounding the ignition tube; as this large tube
traverses the vaporizing chamber O³ the heat of these gases also helps to heat the
petroleum vapour.
-
The admission and exhaust valves O2, R, are automatically actuated at the
desired moment, by suitable mechanism, actuated by the driving shaft.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what
claim is :-
In self-propelling or horseless vehicles :-
1. The transmitting mechanism by gearing, connecting rods and cranks between
the shaft A actuated by the motor or motors and the driving wheels, arranged
substantially as herein before described and as shown in Figs. 1, 2 and 3 of the
accompanying drawings.
2. The variable-speed connecting mechanism by dises and friction wheels
between the shaft J of the motor or motors and the shaft A serving to actuate the
driving wheels and placed in line with the shaft J, such mechanism being arranged
substantially as bereinbefore described and as shown in Fig. 2 of the accompanying
drawings, so that the friction wheel mounted on the driving shaft A is capable of
being engaged directly with the motor shaft J without the intermediary of the
friction discs.

page_text: 3. A petroleum motor the vaporizer of which is constructed and arranged
substantially as herein before described and as shown in Figs. 4 and 5 of the
accompanying drawings.
4. The self-propelling or horseless vehicle constructed and arranged substantially
as hereinbefore described and as shown in the accompanying drawings.
Dated this 6th day of August 1896.
ALLISON BROS.,
Agents for the Applicant.