Year: 1899

page_text: 1
Br dirog
I, JOHN HENRY MUNSON, of La Porte, County of La Porte, State of Indiana,
U.S.A., Manufacturer, do hereby declare, the nature of this invention, and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:
די
This invention relates to improvements in motor road vehicles, and particularly
to a motor vehicle that is independent of any fixed source of power and is capable
of use in any place without regard to electric power stations, though dependent
in. part upon electric motive power for its propulsion. Motor vehicles that are
dependent upon eplosion engines alone for their propulsion,. and those that in
like manner are driven by electric motors are very costly to construct and main-
tain; and have many attendant annoyances and complications that prohibit their
general use. Vehicles of both the types are necessarily of comparatively great
weight and cost, as the equipment must be large enough and strong enough to
drive the vehicle over the most difficult roads. The power machinery should be
of such a character as to accommodate the power output to the work done and
to store up the surplus power of the prime motor when the vehicle is running
under favorable conditions that do not require the full power of the equipment,
the latter being brought into occasional use only. In short, the engine driven
vehicle may be criticized as of too great weight and as being wholly dependent on
its igniter, a failure of which stops the vehicle, and in like manner the electric
vehicle is objectionable because of its weight and because it is dependent upon
storage stations and cannot be used in many parts of the country. Further, the
electric vehicle is unsatisfactory because its efficiency varies and falls throughout
the period of its use, and hills that are often mounted after the batteries are
freshly charged cannot be climbed on the return trip after the batteries
are weakened. My invention avoids these difficulties and provides a vehicle that
may be used anywhere that ordinary gasoline or like oil may be obtained, although
it is equipped in part with electrical apparatus.
The object of this invention is to provide a motor vehicle having an equipment
of minimum weight and the operating power of which will always be in exact
proportion to the load to be moved and the condition of the road to be traversed;
and a further object of the invention is to provide an equipment comprising both
mechanical and electrical sources of power that are so coupled as to exactly and
automatically compensate for varying load conditions, one aiding the other to
maintain an even speed of the vehicle and to keep the capacity and efficiency of
the power mechanism practically constant.
The particular object of the invention is to provide a motor vehicle having a
combination power equipment, one element of which propels the vehicle under
ordinary conditions, the other operating only to assist in driving the vehicle
when bad roads or hills are encountered, and being energized at other times by the
surplus power of the first element or source of power.
Another object of the invention is to cheapen and lighten the construction of
motor vehicles: also to render such vehicles durable and easy to keep in working

page_text: order.
A further object is to provide a motor vehicle which may be operated at
a very low cost.
Another object of the invention is to simplify the means for controlling the
vehicle, and to improve the means for lubricating the various working parts
and thus do away with much of the annoying and disagreeable work attendant
upon the use of most motor vehicles.
The invention consists generally in a motor vehicle comprising a wheeled truck
whereon a prime mover, preferably in the form of an explosion engine, is com-
bined with a motor dynamo and a storage battery, said engine being sufficiently
powerful to drive the vehicle upon ordinary roads and at the same time operate the
motor dynamo to charge the storage battery whereby when rough or muddy roads
or hills are to be traversed and the speed of the engine falls, said motor dynamo
will draw current from the battery and, operating as a motor, will assist in main-
taining the speed of the engine and the vehicle, all as hereinafter described and
claimed in detail.
The invention will be more readily understood by reference to the accompanying
drawings, in which
t
Fig. 1 is a plan view of my motor vehicle, with the body removed. Figure 2 is
a vertical section substantially on the line of Fig. 1. Fig. 3 is a horizontal
section on the line y-y of Fig. 2. Fig. 4 is a transverse vertical section on the
line of Fig, 1 Fig. 5 is a sectional detail of the variable speed clutch.
Fig. 6 is a section thereof on the line of Fig. 5. Fig. 7 is a plan view of one
of the friction rings of the clutch. Fig. 8 is a detail side view of the reversing
device, as seen from the lines of Figs. 3 and 4. 'Fig. 9 is a sectional detail
of the stecering head. Fig. 10 is a perspective view of the electric controller.
Fig. 11 is an end view thereof. Fig. 12 is a plan view thereof. Fig. 13 shows
the movable part of the controller by itself. Fig. 14 is a diagram showing the
circuits of the electric equipment, the controller being shown in the starting
parallel or first speed position, and Fig. 15 is a similar diagram showing the
second or series position of the controller. Fig. 16 is a plan view of a modified
construction of the motor vehicle. Fig. 17 is a vertical section thereof on the
irregular section line. of Fig. 16. Fig. 18 is an enlarged vertical and
longitudinal section of the power transmitting mechanism. Fig. 19 is a detail
view of the frictional reversing mechanism, indicated in Figs. 16 and 18.
The vehicle proper may be of any. desired construction, but I prefer the
light and cheap running gear shown in the drawings. The same comprises the
forward and rear axles 2 and 3 that are parallel with one another, and connected
by the rigid frame made up of the longitudinal reaches 4-4 5-5, that are con-
nected by cross-ties and trusses 6-6. The reaches 5-5 are beneath the reaches
44 and the ends thereof are preferably secured to trusses that are beneath the
forward and rear, axles and that are rigidly secured to the ends of the upper
reaches 44. The said upper reaches are bent outwardly at about half-way
between the axles, the rear parts thereof being parallel and quite close to the
wheels upon the rear axle. The anti-friction boxes or hangers 8-8 upon the rear
axle are bolted rigidly to the reaches and the truss beneath the rear axle. The
rear axle 3 rotates in these, boxes or hangers, and said axle is made in two parts
that are connected by the compensating gear 9, of any desired construction, and
preferably arranged close to one of the rear wheels 10. The rear wheels are
secured upon the ends of the two parts of the rear axle. I prefer that the reaches
be made of channel or angle iron and that the upper reaches shall be substantially
in the plane of the forward axle and beneath the rear axle. The springs are
mounted upon the boxes 8-8 on the forward axle, and the carriage or wagon body
rests upon these springs. The forward wheels have the usual swivel connection
with the fixed forward axle and the usual arms 11. that are connected by the
swivel links or rods 12, longitudinal movement of which throws the forward wheels
at the necessary angles for steering. For moving the forward wheels in steering
the vehicle, I prefer to employ a steering head of the construction shown in

page_text: Figs. 1, 2 and 9. The same comprises a standard 13 having a foot plate 14 that
is secured to the floor of the carriage body and extends to a convenient height
in front of the driver's seat. This standard contains a tubular shaft 15, the
purpose of which is hereinafter explained, and a steering shaft 16 at the lower
end of which is the steering arm 17 that is attached to the swivel links 12. For
swinging the arm 17 and the front wheels, I prefer to provide a worm gear 18
upon the upper end of the shaft 16, the same being engaged by a worm 19 held
in a bearing block 20 at the upper end of the standard 13 and operated by means.
of a hand wheel 21. This worm connection affords a positive control of the front
wheels. It may here be explained that the tubular shaft 15 is also provided with
a worm gear for which there is a worm and hand wheel 22 for operating the
variable speed clutches.
The driving machinery in which term I include the electric motor dynamo,
the explosion engines, and the speed varying clutches-is all arranged upon a
single shaft 23, extending transversely of the vehicle and parallel with the rear
axle, just forward thereof. This shaft is preferably in the same horizontal plane
with the rear axle and it is the crank shaft for the explosion engines. To this
shaft the armature of the electric machine is rigidly secured. The power equip-
ment is preferably made up of the twin engines 24-24 and a single motor dynamo
25. As the greater part of the weight of the equipment is in the engines, the same
are placed midway of the running gear, with the electric machine upon one side
thereof and the speed governing clutches upon the other side. The engines lie
horizontally upon the frame or reaches and have feet or flanges that are bolted to
the lower reaches 5--5 and the main cross-reach or truss. These explosion engines
may be of any desired construction, but I prefer to employ four "Otto" cycle
engines, but as the same are operated at a high speed I prefer that the same be
provided with double exhaust ports whereby the dead gases are almost instantly
exhausted at the end of the power stroke of the piston. Thus, exhaust pipes 26
extend from the exhaust valve at the head of each engine and also from the ports
at the lower ends of the cylinders. These exhaust pipes extend into suitable
mufflers 27 of any desired type and which exhaust outwardly at a point just back
of the forward axle. The mufflers are firmly secured between the forward ends
of the upper and lower reaches 4 and 5. The vaporizers for the engines may be
of any suitable construction, and are supplied with gasoline through pipes 28 that
lead from the tank 29 conveniently located in the body of the vehicle. Suitable
controlling valves or throttles 30 are provided in the gasoline pipes. I prefer
that the igniters, as represented by 31 (Figs. 1 and 2), should be located in the
valve cavities of the engines, and the electric current for these igniters is pre-
ferably supplied from the storage battery. Water for cooling the engine cylinders
is supplied from a shallow tank 7 that is hung beneath the carriage body. This
tank has as great a water surface as possible, and the top thereof is either entirely
open or is provided with a large number of holes so that there may be a free
circulation of air through the tank to rapidly cool the water as it is circulated
therein. The pistons of the engines (see Fig. 3) work alternately upon oppositely
placed cranks 32 in the shaft 23. The engine base comprises a cylindrical, cas-
ing 34 upon which the cylinders are bolted or cast, and which casing is concentric
with the shaft 23. The casing preferably has a door or top 35 that may be removed
to permit access to the cranks and connecting rods of the engines.
As hereinafter more fully explained. the electric machine serves not only to
assist the engines in propelling the vehicle, but also occupies the important office of
a governor for the engines. The government of the engines by the motor is brought
about by the operation of the armature of the motor as a fly-wheel for the engine
or engines and through the resistance offered by the electric machine to the
engines. I prefer to place the armature outside of the fields of the motor and
therefore preferably employ an armature of the gramme ring type, the same com-
prising a laminated core made up of a plurality of rings 36 upon which the
armature windings 37, which are divided into a number of sections, are arranged.

page_text: The armature is carried upon a spider 38 to which it is attached by bolts 39
passing through the core and binding the parts thereof together. This spider 38
has a long hub 38¹ that is both screwed and keyed to the shaft 23. The com-
mutator 40 is in disc form and is attached to the side or face of the spider. Between
the engine base 34 and the motor there is a disc or plate 41 that is common to
the engine base and the motor, forming the frame part for each. This has an
annular rib 55 fitting the end of the engine base and said parts are firmly bolted
together. The plate or disc 41 with the opposite end plate or disc 43 and the
drum or cylinder 44 forms the casing for the motor, making the same dust and
damp-proof. Each disc 41 and 43 is provided with a bearing 45 and 46 respec-
tively, the bearing 45 being common to the motor and the engine. Longitudinal
movement of the crank shaft 23 is prevented by the engagement of the first crank
and the hub 38' with the ends of the bearing 45. The bearing 45 is preferably a
closed bearing, while the bearing 46 is preferably a cup bearing, and contains an
oiling ring 47. The cup being filled with oil will lubricate the bearing for a
great length of time. The field poles of the motor comprise the rings 48 and 49,
each having three poles 50, the poles upon the two rings lapping by one another,
or, so to speak, intermeshing. The rings have a centering joint 51, and between
the rings is an annular space 52 for the field coils 53 which latter are preferably
arranged in two coils or bobbins. These may be wound upon the two halves of
the field before the same are placed together. The two parts of the field are
secured together and to the end plate or disc 41 by bolts 54 that pass through all
of said parts. The field is centered about the shaft 23 by means of an annular
rib 55 upon the disc 41. The drum 44 rigidly connects the end plates 41 and 43,
and the latter is provided with lugs or feet 56 resting upon the reach 4 and
bolted thereto. The casing or frame for the machinery is completed and the whole
structure rendered rigid by the casing or drum 57 and the end plates 58 and 59.
The drum 57 has a hinged part 60 in order that the parts within it may be gotten
at. The end plate or head 59 of the engine and provided with the shaft bear-
ing 61 is common to the engine base and the clutch casing. The casing 57 rests
upon and is secured to the lower reach 5 and the end head 58 is provided with
fect or lugs resting upon the outer reach 4. The head 59 is also provided with a
bearing or box 62 for the shaft 85. As a convenient means of oiling the boxes 45
and 61 of the crank shaft, I prefer to form an oil well 63 upon each box 45 and 61
integral with the same and the heads 41 and 59. Oil holes lead from the bottom
of these to the shaft and these wells are filled through holes 64 in the top of the
engine casing or base. The engine base also contains considerable oil and grease
and some of this will always be dashed upward into the oil wells and insure the
lubrication of the shaft as well as the cranks.
An important part of my invention lies in the mechanical means for controlling
the speed and direction of the vehicle. I prefer not to reverse the motor and
therefore dispense with the annoyances attendant upon the use of a reversing switch.
My motor and engines always operate in one direction to normally drive the vehicle
forward. It is necessary to provide one or more speeds: for the motor in order
that, the same..may be started under proper conditions, and, as 'hereinafter ex-
plained, I provide an electric controller in connection therewith whereby the wind-
ings of the armature may be thrown into parallel and then series arrangement
with the storage batteries, whereby I am enabled to obtain two speeds of the
vehicle. In addition to this I prefer to provide clutch and gear means whereby
through mechanical agency two other variations of speed may be obtained: so
that by the employment of all the means provided "I am able to secure four
different speeds for the vehicle. The clutches are arranged upon the shaft 23,
and, as shown in the drawings, the main portion of the device comprises the two
sets of gear and clutch wheels, clutch rings, and a shifting expander. so associated
that the driving pinion may be either connected directly to the shaft 23 or operated
therefrom through a back gear to reduce the speed of the pinion with relation
to that of the shaft. . The transmitting or driving pinion 65 at the end of the

page_text: shaft 23 meshes with the main or compensating gear which is upon the rear axle,
the power being communicated therefore from the shaft 23 directly. It will be
noted that this pinion 65 is simply journaled upon the end of the shaft 23 and
has its sleeve 67 directly connected with the clutch gear 68 that is connected to
or bears the friction clutch pulley 69. The internal surface 70 of the pulley 69
is its clutch surface and within the pulley is a clutch ring 72. 73 represents a
shifting disc that is secured to the shaft 23 by a key 74 and is adapted to be
moved longitudinally upon said shaft by means of the shifting yoke lever 75,
having studs extending into the peripheral groove 76 of said disc. The clutch
lever is preferably pivoted upon the outside of the clutch casing 57 and is attached
to or formed with a T lever 77 from which wire ropes 15¹ extend to the drum 152
on the shaft 15 that is operated by the hand wheel 22. 78 represents the second
clutch pulley, the internal surface 79 of which is finished to receive the second
clutch ring 80. 81 represents a gear pinion attached to or formed with the clutch
pulley 78 and therewith adapted to rotate freely upon the shaft 23.. The clutch
rings 72 and 80 rotate with the shaft 23, being connected therewith through the
shifter disc 73 with its spreader pins 82 and the wedge pin 83 thereon. The
wedge pin 83 has wedges at opposite ends and is fixed in said disc,
so that as the disc is moved longitudinally upon the shaft one, or other
of the wedges will be driven between the ends of its respective clutch ring 72 or 80
to expand the same within the clutch pulley containing it and thereby rigidly
connect said clutch pulley with the shaft. The spreader pins 82 simply hold the
rings in place and the disc 73 slides back and forth thereon. Obviously when
the disc 73 is in the middle position neither of the clutch rings will engage its
pulley and the shaft will rotate without rotating either of the clutch pulleys, and
hence will not rotate the pinion 65 or move the vehicle. 85 represents a back
gear shaft that is parallel with the shaft 23 and operates in suitable bearings pro-
vided upon the end plates or partitions 5859. This shaft 85 bears the back or
reducing gears 80-87 that mesh respectively with the pinion 81 and with the
larger gear wheel 68, said gears being keyed to said shaft, or if said shaft is held
stationary in its bearings the gears may be connected by a sleeve, as shown in
Figs: 3 and 4, to rotate upon the shaft 23. This back gear serves to transmit the
movement from the gear $1 when it is fastened to the shaft 23 to the gear 68 and
the pinion 65, the gear 68 at such time being loose on the shaft. 88. and 89
represent peripherally grooved friction wheels keyed respectively to the, crank and
back gear shafts 23 and 85. If desired; the friction wheel 89 may be attached
directly to the gear 86 and rotate with the same upon the shaft 85 in place.of
being keyed to the shaft, as shown. The friction wheels 88 and 89 do not make
contact with one another, but are thrown into operation by an intermittent or
idler friction wheel 90, preferably arranged beneath the same upon a short stud
shaft 91 that extends from the boss 92, projecting from the end plate 59. The
friction wheel 90 rotates upon the cam 93 which latter is eccentrically, mounted
upon the stud 91 and is adapted to be thrown up or down by means of a short
lever.94, the end of which extends up through the top of the clutch casing and is
connected by a rod 95 to the friction or reversing lever 96 that is pivoted upon the
carriage body and is arranged in a convenient position in front of the seat. The
brake strap. 71 is arranged upon the clutch pulley 69 and has one end secured upon
a lug on the clutch casing and is tightened upon the pulley 69 by a bell crank
lever 97, the end of which extends through the top of the gear casing and is
connected by a cord or rod 98 to the foot brake lever 99 that is pivoted upon the
carriage body and arranged convéniently in front of the seat. In Figs. 3, 5, 6
and 7, I have shown the actual detail construction of the clutch mechanism, while
in Fig. 4 I have illustrated the operation of the device more plainly by showing
connected parts as though they were' integral. It would be difficult to oil the
various clutch pulleys that rotate independently of and upon the rapidly rotating
crank shaft, and instead of using ordinary oil cups for this purpose. I prefer to
bore the shaft, providing the same with a central oil duct or cavity 100 that has

page_text: outlets 101, 102, 103 leading to the bearing surfaces of the gear 65, sleeve 67,
gear 68, and gear 81. This duct or well is pumped full of oil and the end of the
duct at the end of the shaft is then closed by a plug 104, or, preferably, by a pres-
sure oil cup. Sufficient oil may be supplied in this way to keep the parts in good
order for a month at a time without attention. It is obvious that the duct might
be bored clear through the crank shaft to the first crank and oil might be
admitted constantly thereto from the well 63, but as the clutch pulleys, etc.,
require a better grade of oil than is used in the engine base, I prefer to separate
the oil wells of the two mechanisms. The box or bearing for the back gear
shaft 85 is secured in the same end plate 59 with the boss or bear-
ing 62, the two together being sufficient hanging for the casing. The pinion
sleeve bearing 105 and the back gear bearing 106 on the plate 58 may be provided
with outside oil cups, if desired. The inner end of shaft 85 is oiled from the
engine base. The storage battery that is connected with the motor dynamo is pre-
ferably arranged in two groups of twenty 40-volt. cells each and the boxes 107
therefor are placed in any convenient position in the carriage body. These bat-
teries are separately connected with the two bobbins of the field windings and with
the circuits of the armature include a suitable controller by which latter the coils
of said armature may be connected with the batteries either in parallel or in
series. The field circuits preferably include the local circuits of the igniters 31
of the engines. The controller box is usually placed near the seat and has
a movable part for operation by a lever or like means 111 within easy reach of the
driver. The detail construction of the electric controller that I prefer to use
will be understood by reference to Figs. 10 to 15. The controller is of the recipro-
cation type, comprising the two plates 113 and 114 of insulating material, one
of which is movable, and both carrying contacts. 115 115 represent metal end
plates that are connected by the four rods 116. The stationary plate 113 is fixed
to the rods by yokes or bars 117, while the movable part is shorter and has its
yokes 118 slidable on the frame rods. The lever 111 is coupled with the plate 114.
The stationary plate bears two rows of clip contacts 119, 120, 121, 122, 123 and 124
and 125, 126, 127, 128, 129 and 130. The plate 114 bears the bridge contacts
arranged in two rows 131, 132, 133 and 134, and 135, 136, 137 and 138 respectively.
There are no circuit connections direct to the contacts on the movable plate or
member 114, but the contacts 135 and 137 are connected, as are the contacts 136
and 138. In the other row the contacts 133 and 134.may, but need not, be con-
nected. The motor circuit connections are made to the contacts on the stationary
plates as follows:
By reference to Fig. 14 it will be seen that the two bobbins 53 of the field coils
are separately connected with the batteries, the connections being completed
through the bridge plates 131 and 132. The armature that is on the crank
shaft 23 may be thrown into either parallel or series arrangement with the two
batteries, such arrangement depending upon the positions of the contacts 135
to 138. The armature circuit includes the resistance 141, and the terminals thereof
are connected respectively to the positive and negative terminals of the two
batteries. The batteries are connected only through the controller when the same
is in its second position. The first movement of the controller lever, and hence
of the movable part of the controller, operates to carry the bridge contacts 131
and 132 across the field contacts 119 and 120, and 121 and 122 respectively, thereby
closing the battery circuits through the field windings. The continued movement
of the movable part of the controller carries the armature contacts 138, 136, 137
and 135 into engagement with the contacts 130, 127, 129 and 126 respectively,
thereby connecting the armature in parallel circuit with the two groups of batteries
and in shunt with the field coils. The further continued movement of the movable
part of the controller carries the first section 133 of the controller across the
contacts 123 and 124, thereby short-circuiting the resistance, so that the armature
will operate in a free shunt circuit and in parallel with the batteries. The higher
speed of the armature is obtained by the second movement of the controller, which

page_text: first opens the circuit of the armature while leaving the field circuits closed, and
then through the engagement of the contacts 137 and 135 with the stationary con-
tacts 128 and 125 connects the armature in series with the batteries and
immediately thereafter, by moving the plate 134 across the contacts 123 and 124,
cuts out the resistance. Upon the backward movement of the controller the
resistance is first cut in and then out and the contacts are made in reverse order.
The igniters 31 are preferably looped into the field circuits, and the local circuits
of the igniters may each include a spark coil and a switch.
The operation of my motor vehicle is as follows:
The storage battery is originally charged when it is placed in the vehicle. The
electrical connections are completed between the storage batteries, the controller,
the motor dynamo, and the engine igniters. To start the vehicle it is only
necessary to move the controller and throw the batteries into parallel with the
motor dynamo, whereupon the armature of the latter will be started at a low
speed to rotate the crank shaft 23 and start the vehicle, and at the same time set
the pistons of the engines into motion, whereby vapor will be drawn into the
cylinders, there compressed and exploded, so that within a very short space of
time the engine will pick up and attain its speed and relieve the motor from the
load of running the vehicle. It should be remembered that when starting the
engine I prefer to have the clutch in the middle position, so that the shaft 23 is
entirely free to rotate without moving the vehicle. In this way the engine and
motor are permitted to attain their speeds before the load is placed thereon.
Meantime, however, the engine and motor may be allowed to run for any length
of time, as the engine running at a high speed causes the electric machine to
operate as a dynamo, and the armature thereof which is mounted directly on
the shaft 23 will resist the engine to prevent too high a speed thereof. In this
way the batteries may be charged at any time by running the engines without
moving the vehicle. To start the vehicle in motion it is only necessary to
rotate the hand wheel 22 and throw the clutch lever 75 to expand one of the rings
of the clutch and thereby couple the driving pinion 65 to the shaft 23. The shaft
and the driving pinion 65 are to all intents directly connected when the clutch
lever is thrown to expand the ring 72 within the pulley 69. The speed of the
pinion may be reduced about one-half by moving the clutch lever and the shifter
in the opposite direction to expand the ring 80 within the other clutch pulley 78,
thereby throwing the back gear into operation between the pinion 81 that is fixed
to pulley 79 and the pinion 68 that is connected to or carries the driving
mitting pinion 65. It is obvious that with the clutch in the middle position there
will be no communication of motion to the pinion 65 through the clutch parts.
When the clutch is in its middle position or disengaged from the shaft, the
reversing friction pulleys may be thrown into operation, motion being com-
municated therefrom through the back gear shaft and the pinion thereon to the
gears 68 and 65. The frictional reversing device is proportioned to produce a
reduction of about one-half in the speed of the pinion 65 with relation to the
shaft 23. It is evident that the speed of the electric machine and hence of the
engine which is governed thereby, may be controlled by means of the electric
controller, and I usually design the electric controller for two speeds only, as the
four speeds obtained by means of the same and the speed varying clutch are
sufficient for all practical purposes. The critical speed of the electric machine
is about 400 revolutions; while the engine, under ordinary road conditions, will
operate at a somewhat higher speed to drive the vehicle, and also operate the
electric machine as a dynamo to charge the storage battery. When muddy roads
or hills are encountered the load upon the engine will be increased and the.
speed thereof will naturally fall below the critical speed of the electric machine,
so that the latter will automatically draw current from the storage batteries and
will be operated as a motor at substantially 400 revolutions per minute, to
practically maintain the speed of the engines and of the vehicle at such times.
It is practically impossible to exhaust the batteries, owing to the almost continuous
-
or trans-

page_text: storing thereof, and a vehicle that is equipped with engines of ten horse capacity
and with an electric machine of slightly less normal capacity, is capable of travers-
ing roads upon which there are many places where double the power of the engine
is required to drive the vehicle; and as the change in the electric machine is
automatic and instantaneous it is practically impossible to stall the machine upon
any road.
In Figs. 16 to 19 I have shown a modified form of the vehicle, wherein the driv-
ing machinery may comprise the four cylinder explosion engine and the motor
dynamo, having a common shaft 150 extending longitudinally of the vehicle
frame or running gear.
Probably on the rear end of the crank shaft 150 I
place the armature of the large motor dynamo. Two cylinders of the engine are
arranged on each side of the crank shaft and the engine is placed horizontally upon
the frame, working transversely thereof. The detail construction of the engine is
not important in this particular invention, but I prefer that the rear head 151 of
the engine frame or base shall be common to said base and the frame or casing 152
of the motor dynamo. This motor dynamo comprises the stationary field portion
153 and the revolving ring armature 154 outside thereof and rigidly fixed upon
the rear end of the crank shaft 150 by means of the armature spider, all as here-
tofore described. The engine and motor frames are perfectly rigid, two bearings
for the crank shaft being in the common wall 151 and the end wall of the motor
casing. At the opposite end of the crank shaft there is a bearing 156 in the
engine base, head or plate and this plate is provided with the forwardly extending
arm 157 in which there is a middle bearing 158 for the transverse transmitting
shaft 159, from which sprocket belts extend to the vehicle wheels. The casing 160
of the speed varying mechanism is rigidly attached to the engine frame and all
of the three frames or casings are rigidly secured upon the strong reaches of the
running gear. I prefer that the transmitting shaft 159 shall be arranged at the
forward side of the engine, but it is obvious that the same might be placed
between the rear axle and the motor dynamo. The construction shown is better
from the fact that it is best to have the machinery close to the rear axle, to
relieve as much as possible the middle portions of the reaches of the weight of
the machinery. As shown in Figs. 16 and 17, there is a bevel gear wheel 162
upon the forward end of the crank shaft close to the bearing therefor, and this
wheel meshes with another bevel gear 163 that is mounted upon the shaft 159
and is adapted for connection therewith through the clutch mechanism by which
the speed of the vehicle is controlled. This portion of the machinery will be
best understood by reference to Figs. 17, 18 and 19. As there shown, the shaft 159-
is in two sections 159-1591 that are connected by a compensating gear 164. The
parts of the shaft 159 have bearings not only in the middle bearing 158 and the
outer or end bearings 165-165, but also have bearings in the end of the solid
or rigid casing 160. The power from the bevel wheel 162 is transmitted to the
compensating gear and through the same to the two parts of the shaft 159 and the
rear wheels of the vehicle. The compensating gear comprises two mitre gear
wheels 167 and 168 fixed respectively upon the adjacent ends of the shaft parts
159 159 and coupled together through the idler pinions 169 that are borne upon
the radially extending studs 170 fastened in the gear casing 171, and having
their inner ends held in a ring 172 that is freely revoluble about the hub 173 of
the gear wheel 168. A simple spider may be substituted to hold the idler
pinions 169, but I prefer to make the same in the form of a casing that will com-
pletely enclose the compensating gear and make the same dust-proof and also
render it easy to lubricate. 175 and 176 represent movable friction cones or
pulleys. The cone 175 is arranged upon the hub 177 of the compensating gear
casing 171, being slidable upon a key 178 thereon. The second friction cone 176
is slidable upon a key 179 upon the end of the sleeve 180 that is arranged upon
the shaft 1591, and extends through the bearing 158. This sleeve is secured to
the gear casing 171 by a key 181. Obviously when either of the cones is secured
to the driving pinion 163 the motion thereof will be communicated to the com-

page_text: pensating gear and thereby to the two sections 159-1591 of the transmitting shaft.
For this purpose the gear 163 is journaled upon the sleeve 180 and is connected
to or formed with a gear pinion 182 and the internal friction cone or pulley 183.
These parts are all held against longitudinal movement upon the sleeve 180 and
said sleeve is held against like movement upon the shaft 159¹. When the clutch
cone 176 is forced into the cone 183 the crank shaft of the engine will be con-
nected to the sleeve 180 and hence to the compensating gear and the shaft 159
through the medium of the bevel gear 163 and the friction cones 183 and 176.
Upon the opposite side of the bearing 158 I provide another internal friction cone
or pulley 184 that is attached to or formed with the gear wheel 185 that is larger.
than the gear wheel 182. These parts are journaled upon the sleeve 180. The
gear wheels 185 and 182 are connected by means of the pinion 186, the back gear
shaft 187, and the gear wheel 188, said shaft preferably provided with a bear-
ing 189 in the lower part of the bracket or hanger 157. that contains the bear-
ing 158 for the main shaft. The clutch cones 175 and 176 are connected by an
operating yoke 190 which prevents the engagement of both thereof with their
pulleys at the same time. This yoke is provided with a rack 191 with which a
pinion 192 meshes, said pinion being operated in any suitable manner from the
steering head of the vehicle. When the friction cone 175 is engaged with its
pulley 184 the connection between the driving pinion 163 and the compensating
gear will be made through the gear pinion 182, the gear wheel 188, shaft 187,
pinion 186, gear wheel 185, and the friction cones 184 and 175, the relative speed
of the shaft 159 being reduced through the interposition of the back gears.
When the yoke 190 is in its middle position both of the friction cones 175 and 176
are disengaged and the engine may be operated without rotating the shaft 159
or moving the vehicle. As before stated, I prefer that the explosion engine and
the motors shall operate continuously in the same direction, and provide a revers-
ing gear between the driving pinion 163 and the shaft 159. For this purpose
preferably employ grooved friction wheels 193 and 194 respectively upon the shaft
1591 and the back gear shaft 187, which latter is extended through suitable bear-
ing 195 in the lower part of the clutch casing. These friction wheels may be
connected by means of a third pulley or idler 196 provided upon a stud shaft 197.
and adapted to rotate upon a cam 198 upon said shaft, said cam being operated in any
suitable manner, as by the lever 199 having a rod extending to the lever in
front of the driver's seat. The bevel gear 163 and the pinions are constantly
driven, and hence the back gears and the shaft 187 will be constantly driven, so
that it is only necessary to throw the idler 196 into engagement with the two
friction pulleys. At this time both friction cones 175 and 176 are disengaged
from their pulleys. For oiling the shaft 159 and the parts thereof, I prefer to form
an oil cup 200 in the upper part of the bracket 157 and provide the shaft 1591
with a central oil duct or well 201 that is supplied through holes leading from
the oil cup and through the sleeve 180. The central oil well 201 has branches 202
leading to various points requiring lubrication upon the shaft 1591 and the
sleeve 180. :
The use and operation of the vehicle shown in Figs. 16 to 19 and the electric
circuits, etc. thereof, are substantially as herein before described in connection
with the earlier figures of the drawings.
I
My motor vehicle possesses not only the advantage of being self-contained and
therefore adapted for use in any place and in any section of the country where
ordinary gasoline may be obtained; but also possesses the advantage of being a
comparatively light construction and equipment, its weight. being greatly less
than that of either electric or explosion engine vehicles of the ordinary con-
structions. A further advantage of my invention lies in the rigidity of the parts
making up the running gear and the frame for the driving machinery. Also in
the complete enclosure and compact arrangement of the driving machinery where-
by the vital parts are rendered dust and damp-proof. Another advantage

page_text: follows from the height of the driving machinery above the ground; and another
very good feature of my invention lies in the means of lubrication employed in
connection with the enclosed shafts upon which all of the working parts are
arranged The vehicle is also very easy to handle owing to the simple and com-
pact arrangement of the devices for steering the vehicle and controlling the
driving members. It is also impossible to injure the driving machinery by per-
mitting the same to run free while charging the battery or by suddenly starting
the vehicle. It is evident that by simply throwing the clutch or speed varying
device in the central position, all of the machinery is disconnected from the trans-
mitting pinion, so that the vehicle may be readily pushed or drawn from place to
place. It is also evident that in case of a failure of the electric machine, by
simply opening the circuits thereof the resistance to the engines is avoided while
at the same time the armature of the electric machine acts as the fly-wheel for
the engines.
It is obvious that my invention admits of various modifications, and I therefore
do not confine my invention to the specific construction herein shown and described.
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 propelled by means of an explosion engine carried thereby
said engine having secured on its crank shaft the armature of a motor dynamo
so arranged and connected to a storage battery that the surplus power of the
engine when running light may be utilized to charge the battery and when the full
power of the equipment is required the engine may be reinforced by the motor
dynamo actuated by the electric energy stored in the battery.
2. In a motor vehicle, the combination with the truck, of the driving shaft 23
provided with the crank or cranks, the explosion engine working thereon, the
electric machine having its armature also mounted upon said shaft, and a driving
connection between said shaft and the wheel or wheels of said truck, substantially
as described.
3. In a motor vehicle, the combination with the wheeled truck or running gear,
of the single shaft 23 parallel with the axle of said truck and provided with a
crank or cranks the explosion engine working thereon, the electric machine
having its armature mounted upon said shaft, a storage battery electrically con-
nected with said electric machine, a suitable switch or controller associated
therewith, and a driving connection from said shaft to the wheel or wheels upon
said axle, substantially as described.
4. In a motor vehicle, the combination with the wheeled truck or running
gear, of the single shaft 23 parallel with the axle of said truck and provided with
a crank or cranks, the explosion engine working thereon, the electric machine
having its armature mounted upon said shaft, a storage battery electrically con-
nected with said electric machine, a suitable switch or controller associated
therewith, and the pinioin and gear arranged respectively upon said shaft and said.
axle to drive the vehicle, substantially as described.
5. In a motor vehicle, the combination with the running gear, of the explosion
engine longitudinally arranged upon said running gear, the crank shaft of said
engine extending transversely thereof and parallel with the axle of the vehicle,
the electric machine in proximity to said engine and having its armature mounted
upon said crank shaft and serving as the fly wheel for said engine, a storage
battery connected with said electric machine, and means included in the circuits
thereof to govern said electric machine and thereby said engine, and a driving
connection, with said crank shaft, substantially as described.
6. In a motor vehicle, the combination with the running gear, of the crank
shaft arranged transversely thereof, the explosion engine arranged upon said
running gear and operating upon the crank of said shaft, the motor dynamo rigidly

page_text: connected with said engine and having a ring armature mounted upon said crank
shaft and thereby permanently.connected with said engine, and
driving con-
nection extending from said crank shaft to the wheel or wheels of the vehicle,
substantially as. described.
":
7. In a motor vehicle, the combination with the running gear, of the crank shaft
arranged transversely thereof, the explosion engine arranged upon said running
gear and operating upon the crank of said shaft, the motor dynamo rigidly con-
nected with said engine and having a ring armature mounted upon crank shaft
and thereby permanently connected with said engine, and a variable speed
driving mechanism arranged upon said crank shaft and wherefrom the rotation
of said shaft is communicated to the wheel or wheels of the vehicle, substantially
as described.
8. In a motor vehicle, the combination with the running gear, of the crank
shaft extending transversely thereof parallel with the axle, the engine, arranged
midway of said shaft, the electric machine having its armature mounted on one
end of said shaft and the speed varying mechanism mounted on the other end
of said shaft and suitably connected with the wheel or wheels of the running
gear, and the electric machine having suitable battery connections, substantially
as described.
9. In a motor vehicle, the combination with the running gear, of the crank
shaft extending transversely thereof parallel with the axle, the engine arranged
midway of said shaft, the electric machine having its armature mounted on one
end of said shaft and the speed varying mechanism mounted on the other end of
said shaft and suitably connected with the wheel or wheels of the running gear,
and the electric machine having suitable battery connections, the frames of said
electric machine, engine, and speed varying mechanism forming a rigid connection
and frame between the sides of the running gear, substantially as described.
10. In a motor vehicle, the combination with the running gear, of the crank
shaft extending transversely thereof parallel with the axle, the engine arranged
midway of said shaft, the electric machine having its armature mounted on one
end of said shaft and the speed varying mechanism mounted on the other end of
said shaft and suitably connected with the wheel or wheels of the running gear,
and the electric machine having suitable battery connections, and the frames of
said electric machine, engine, and speed varying mechanism forming a rigid con-
nection and frame between the sides of the running gear, and containing the bear-
ings for said shaft, substantially as described.
11. In a motor vehicle, the combination with the running gear, of the crank
shaft extending transversely thereof parallel with the axle, the engine arranged
midway of said shaft, the electric machine having its armature mounted on one
end of said shaft and the speed varying mechanism mounted on the other end
of said shaft and suitably connected with the wheel or wheels of the running
gear, and the electric machine having suitable battery connections, and the
frames of said electric machine, engine, and speed varying mechanism forming a
rigid connection and frame between the sides of the running gear, and containing
the bearings for said shaft, said frames of the three parts being separated only by
the end plates or heads of the engine frame, substantially as described
12. In a motor vehicle, comprising a suitable running gear, a crank shaft
extending transversely thereof, an electric machine having its armature
mounted
the explosion engine
for operating said crank shaft, the transmitting gear upon the opposite end of
said crank shaft, the clutch pulleys also arranged upon said crank shaft, said shaft
normally operating independently thereof, and means for connecting said pulleys
to said shaft to vary the speed relations of said transmitting gear with respect
to the shaft, substantially as described.
upon
one
end
of said crank shaft,
13. In a motor vehicle, the combination with the running gear, of the crank
shaft, the explosion engine in connection with said crank shaft, the electric
machine provided with the stationary field portion concentric with said shaft and

page_text: having an armature operating about said field portion and mounted upon said
shaft and serving as the fly wheel for said engine, and a suitable driving con-
nection from said shaft to the wheel or wheels of the running gear, substantially
as described.
14. In a motor vehicle, the combination with the running gear, of the crank
shaft transversely arranged thereon parallel with the axle thereof, the explosion
engine provided in connection with said shaft, the electric machine having its
armature rigidly mounted upon said shaft, suitable electric connections for
said electric machine, the clutch pulleys journaled upon said shaft,
upon said shaft to
the shifting clutch connection slidably mounted
rotate therewith and adapted to connect either of said pulleys with said shaft,
the gears provided in connection with said pulleys, the back gears operatively
coupling the gears upon the shaft and one of the latter gears having a suitable
driving connection with the wheel or wheels of the running gear, substantially
as described.
15. In a motor vehicle, the combination with the driving shaft, of the clutch.
pulleys 69 and 78 journaled upon said shaft, gears 68 and 81 fixed to said pulleys
respectively, substantially as described.
16. In a motor vehicle, the combination with the driving shaft, of the clutch
pulleys 69 and 78 journaled thereon, large and small gears provided in connection
with said pulleys, respectively, expanding rings provided in said pulleys, the.
shifter provided upon said shaft and having expanding devices to engage one or
the other of said rings adapted to be disengaged from both, the back gear shaft,
the gears thereon engaging the first-mentioned gear wheels respectively, and a
driving connection with one of said first-mentioned gears, substantially as
described.
17. In a motor vehicle, the combination with the driving shaft, of the clutch
pulleys 69 and 78 journaled thereon, large and small gears provided in connection
with said pulleys respectively, expanding rings provided in said pulleys, the
shifter provided upon said shaft and having expanding devices to engage one or
the other of said rings adapted to be disengaged from both, the back gear shaft,
the gears thereon engaging the first-mentioned gear wheels respectively, and a
driving connection with one of said first-mentioned gears, the friction wheels pro-
vided upon said shafts, the intermediate friction wheel, and the cam for throwing
the same into engagement with the friction wheels upon said shaft at a time when
said friction pulleys are free upon the driving shaft, substantially as described.
18. The herein described clutch, comprising the driving shaft, in combination
with the clutch pulley thereon, the expanding friction ring provided in said
pulley, the shifter 73 slidably keyed upon said shaft to rotate therewith, means
for moving the same, and the wedge pin 83 provided upon said shifter and to be
driven thereby between the ends of said expanding ring, substantially as described.
19. The combination, in a motor vehicle, with the shaft, of the clutch pulley 69
journaled thereon and held against longitudinal movement thereon, the expanding
friction ring provided within said pulley, the second pulley 78, the expanding fric-
tion ring therein, said pulley also journaled upon said shaft, the gears provided in
connection with said pulleys, a back gear mechanism connecting the same, a
driving connection for one of said pulleys, the shifter 73 slidable only upon said
shaft, the separator pin arranged between said rings and extending through
said shifter and with respect to which said shifter is movable, and the fixed wedge
pin provided in said shifter having its ends between the ends of said expanding
rings to expand one or the other thereof, substantially as described.
20. In a motor vehicle, the combination with the running gear, of the driving
shaft, the power transmitting wheel concentric with said shaft and independently
revoluble, the speed varying clutches upon said shaft, one thereof being connected
with said transmitting wheel, and a friction brake provided in connection with
such clutch, substantially as described.
21. In a motor vehicle, comprising the running gear, with the driving machinery

page_text: arranged thereon, the driving shaft, the transmitting wheel concentric with said
shaft but independently revoluble, the clutch pulleys 69 and 78 journaled upon
said shaft, the clutch mechanism whereby either thereof may be fixed upon said
shaft, the large and small gear wheels provided in connection with said pulleys 69
and 78 respectively, the parallel back gear shaft, the back gears thereon whereby
motion may be communicated from the shaft and the clutch pulley 78. to the
clutch pulley 69 and its gear to rotate the latter at less speed than the shaft,
and a fixed connection between said transmitting wheel and said clutch pulley 69,
and the friction brake applied to said clutch pulley 69, means for operating said
friction brake; and means connecting said transmitting wheel with the wheel or
wheels of the vehicle, substantially as described.
22. In a motor vehicle, the combination with the running gear, of the explosion
engine mounted thereon, the crank shaft of said engine, the electric motor dynamo
having its armature fixed upon said crank shaft, a storage battery upon the vehicle
provided in connection with said motor dynamo, said engine and motor dynamo
having a fixed direction of rotation, a speed varying mechanism provided upon
said crank shaft and having a driving connection with the wheel or wheels of
the running gear, said crank shaft being normally free to rotate with respect to
said speed varying mechanism and said driving connection, and a mechanical
reversing mechanism interposed between said crank shaft and said driving con-
nection, substantially as described.
:
23. In a motor vehicle, the combination of the running gear, of the explosion
engine and the base or casing thereof and the crank shaft of said engine with
the end plates 41 and 59 of said engine base, the motor dynamo having a frame
that is completed by said plate 41, said motor dynamo having its armature upon
said crank shaft, a common shaft bearing in said plate 41 for both the engine and
tlie motor dynamo, the speed varying mechanism provided upon the opposite
end of said crank shaft and having an independent casing secured to said plate 59
and' upon its outer end provided with a bearing for said crank shaft, said plate 59
also having a bearing for said crank shaft, the casing of the motor, the engine
and said mechanism together comprising a rigid frame for the driving machinery
that is secured upon the running gear, and a suitable driving connection between
said crank shaft and the wheel or wheels of the running gear, substantially as
described
24. In a motor vehicle, the combination with the running gear, of a crank shaft
having a driving connection with the wheels thereof, the explosion engine of which
said crank shaft forms a part, the electric machine having its armature fixed upon
one end of said crank shaft,a common wall between said engine and said electric
machine and having a shaft bearing common thereto, the opposite engine base
plate or head also provided with a shaft bearing, a power transmitting mechanism
arranged upon said crank shaft and suitably enclosed, and the oil wells 63 within
the engine base for said bearings, substantially as described.
25. In a motor vehicle, the combination with the running gear, of the driving
machinery provided thereon and comprising a motor dynamo having a suitable
storage battery, an explosion engine, and a power transmitting and speed varying
mechanism, the moving parts of said motor, engine and mechanism being arranged
uponza cominon shaft, a rigid casing for each thereof, and all connected and sub-
stantially concentric with said shaft, substantially as described.
26.In a motor, vehicle, the combination with the running gear, of the driving
machinery provided thereon and comprising a motor dynamo having a suitable
storage battery, an explosion engine, and a power transmitting and speed varying
mechanism, the moving parts of said motor, engine and mechanism being arranged
upon a common shaft, a rigid casing for each thereof, and all connected and sub-
stantially concentric with said shaft, an exterior shaft bearing upon the casing of
said motor, the common bearings 45 and 61, the oil wells therefor within the
engine casing or base, and the lubricating duct within said shaft and having

page_text: openings through the same for the supply of oil to the parts of said speed varying.
mechanism upon said shaft, substantially as described.
27. In a motor vehicle, the combination with the base of the crank shaft, of an
explosion engine, of the integral oil wells provided upon the bearings of said
shaft within the engine base, substantially as described."
'
28. In a motor vehicle, the combination with the running gear, of the explosion
engine provided thereon, the motor dynamo having its field portion concentric
with the crank shaft of said engine and stationary, the ring armature of said
motor dynamo, said armature being fixed upon said crank shaft, a storage battery.
in connection with said motor dynamo, and a power transmitting connection
between said crank shaft and the wheel or wheels of said running gear, sub-
stantially as described.
29. In a motor vehicle, the combination with the motor frame, of the field
portion comprising the rings having alternate pole pieces, the field bobbins
arranged between said rings, said rings being bolted together upon the frame, the
ring armature revoluble about said field portion, the spider whereon said armature
is secured, the armature shaft, the commutator arranged upon the face of said
spider, and suitable electric connections with the field armature coils, substantially
as described.
.
30. The steering head for motor vehicles, comprising the standard 13, the
shaft 16, and the tubular shaft 15 provided within said standard, one thereof
having a steering connection or arm, worm gears provided at the upper end of
said shafts, worm meshing therewith, and provided with a hand wheel whereby.
said worms may be operated, substantially as described.
31. In a motor vehicle, the combination with the running gear, of the twin
explosion engines arranged horizontally thereon and longitudinally of the running.
gear, the crank shaft of said engines, the motor dynamo having its armature
fixed upon said crank shaft, the driving pinion upon said shaft, a variable con-
nection between said pinion and the shaft, the driving gear meshing with said
pinion, and a common rigid frame for said engine, motor dynamo, and variable
connection, substantially as described.
32. In a motor vehicle, the combination with the forward and rear axles, of
the upper bent reaches 4, the lower straight reaches 5, suitable cross-ties or
trusses between said reaches, the explosion engine arranged upon said reaches and
having a driving connection with the rear axle, and the engine mufflers arranged
between the forward parts of said reaches, substantially as described.
33. In combination with a motor road vehicle the electric controller herein
described, comprising the end plates, the rods 116 extending between the same,
the stationary block or plate of insulating material attached to opposite rods, the
movable plate of insulating material having yokes 118 slidable upon said rods, and
the sets of sliding contacts provided upon said insulating plates, substantially as
described.
-
CRUIKSHANK & FAIRWEATHER.
Chartered Patent Agents;
62, Saint Vincent Street, Glasgow, Agents for the Applicant.