US666307A - Motor-vehicle. - Google Patents

Description

No. 666,307. Patentad lan. 22, 190i.

J. W. FARNOFF. w

' MOTOR VEHIGLE.

(Application flled .Tune 18, 1900.)

5 Sheats-Sheet l.

(No Model.)

Patented lan. 22, l90l.

J. W. FARNOFF.

MOTOR VEHICLE.

(Application flled June 13, 1900.)

5 Sheets-Sheet 2.

(No Model.)

z .L Illllllllllllllllll Illl II Il Il IIIIIIH H HH' [Illlm ll lll 5 Shea ts-Sheet 3.

(No Model.)

No. 666,307. Patented lan. 22, 190i.

' J. W. FARNOFF.

MOTOR VEHIOLE. (Application flled June 18, 1900.) (No Model.) 5 Sheets-Shaet 4.

No. 666,307. Panted lan. 22, l90l. J. W. FARNOFF.

MOTOR VEHIGLE.

(Application med June 18, 1900.)

5 shamslmgs.

nvn.. mu

zzzzzz 4 (No Model.)

iJNiTEn STATES PATENT OFFICE.

JAY W. FARNOFF, OF BUFFALO, NEW YORK, ASSIGNORVOF TWO-THIRDS TO HENRY KOONS, OF SAME PLACE.

MoToR-VHICL.

SPECIFICATION formng' part of Letters Patent NO. 666.307, dated January 22, 1901. Application flled 'Tune 13, 1900. Serial No. 20,180. {No model.)

To all whom it may concern:

Beit known that I, JAYW. FARNOFF, acitizen of the United States, residing at Buffalo, in the county of Eris and State of New York, have invented certain new and useful Improvements in Motor-Vehicles, of which the following is a specification. p

My invention relates to motor-Vehicles in which a gasolene-motor is employed; -but 'it may as readily be propelled by electricity, liquid air, or any other suitable power.

The object of my invention is to provide a motor-vehicle in which reliability, si'rnplicity, efiiciency, and ease of operation are the esseutial features. These essentials are obtained by providing the vehicle with' my improved mechanism, whereby the guiding or steering of the same is accomplished by the motor, to so construct the vehicle es to permit ofreadily applying the brakes With the same lever with which the vehicle is steered, and to aiford facilities for the same whereby it may be propelled forwardly or'rearwardly or brought to a stop, either being attained by the movement of a. single lever 'provided therefor.

The invention consists in the novel construction and combination of parts, as hereinafter fully described and claimed.

The objects of my in vention are attained by the mechanism illustrated in the irc-companying drawings, in which-- Figura 1 is a side elevation of my improved motor-vehicle. Fi'g. 2 is a top plan view thereof. Fig. 3 is a frontelevation of the same. Fig. 4 is a, top plan view of the running-gear, the steering-lever being shown in connection therewith. Fig. 5 is a central longitudinal section through the vehicle. Fig. 6 is a. sectional elevat-ion of the driving-shaft and its attached gen-ring. Fig.-7 isasectionaleleva- Lion' of the steering-shaft and its attached gearing. Fig. 8 is a longitudinal section taken on line 8 8, Fig. 4, showing the manner in which the gear-segment of the steering mechanism is supported. Fig. 9 is an enlrged transverse section through the steeringknuckle, taken onl line 9 9, Fig. 4, the xle being shown 'in elevation. Fig, f10 is a' vertical section, on an enlarged Scale, taken on line 10 10, Fig. 5. -Fig. 11 is a. Vertical section on line ll 11', Fig. 10.

Referring to the drawings in detail, like letters of reference indicatecorresponding parts in the several figures.

A represents the body of the vehicle, which is supported by springs a,secured to the frame B of the running-gear.

C represents the driving-wheels, and C' the steering Wheels. The drivi'ng Wheels are revolubly mounted on the rear axle c, which is divided centrally to form a pocket in which the motor D, lying in a, horizontal position, is supported and hel'd'by iron straps or supports d, secured to opposite sides of the divided portion of the axle. The straps surround the motor .and hold the same rigidly in place. The motor-shaft d' extends out tlii'ough the casing of the motor and has secured thereon aibevel-gearE. The motor, like all gasolenemotors, is fitted with the usualsparking-plug,

connected by wi're to the indnction-coil d''a and,

batteries ds, a carbureter d4 also being provided tofurnish it with the necessary fuel. These accessories are all contained within the body of the vehicle and permit of a. construction which is simple and easy-running under all conditions of usage.

F represents the driy in-shaft lying in a position at right angle's' to the motor-shaft and monnted in journals secured to the frame of the running-gear. 'Po the ends of this shaft pinions F' are secured, which mosh with gear-Wheels C2, secured to the spokes of Ithe drivin'g-wheels (J. Two bevel-gearsf',

mounted loosely on said shaft in a menner to prevent lengthwise movement thereon, are hold in constant mesh with' the bevel-gear E at opposite sides thereof and receive motion therefrom in opposite directions. Formed integrally with vthe bevel-gears f' are hubs, which act as the fixed members of cl'ntches G,

with the shaft and are arranged to slide on the same toward and from the gears f'. These clutches act sim ultaneously in the same dire'ction and are operated by a seriesof levers connected tdthc controlling-lever H, pivpted, as at h, to the body A and position'ed within easy reach of the operator. This level' is held inA the desired position by engaging it with one of three teeth formed on a rack h',

also secured to the side of body A. The

`while the shiftable members thereof turn IOO lower end of the controlling-levenis secure'd -to a lever 71'. lying in a horizontal position,

latter being connected at its rear end to both a bell-crank lever h, yoked at its free end to embrace the shiftable member of one of the clutches, and a transversely'disposed lever h', pivoted to the frame of the running-gear at about midway between its euds. i To the opposite end of this lever a bell-crank lever h" is pivotaliy connected, which also has its free end' yoked to embrace the shiftable mem- `ber of the other clutch. As shown in the drawings, the controlling-lever H is in its forward position, which, through the medium of the levers hz h', rod h', and bell-crank levers'h" h", engages the shiftable members of the left-hand clutch with the fix-ed member thereof and propels the vehicle in one directlon, the right-hand clutch being disengaged meanwhile. By forcing the controlling-lever backwardly to ngagethe center tooth of .the rack h' the shiftable members of the clutches are made to Ytravel to the left a distance i suflicient to disengage the lefthand clutch and still 'keep the right-hand clutch disengaged', vin which position the motor may continue to run without imparting motiou to the driving-wheels C. A furtherv backward movement of the controllinglever eugages'it with the rear tooth of the rack h' and causes the shiftable members of the clutehes to travel still further to the left when the members of the right-hand clutch.

" forms a simple; reliable, and eifective'device,

dispenses with delicate mechanism used heretofore, and permits'the vehicle to be reversed onstopp'ed almost immediately. To the driving-shaft F a compensating-gear arrangement- I is secured, which compensatesfor the difference in travel of the inner and outer driving-wheels in rounding corners or`turn-.

ing curves. This, however, is common to velhicles of this character.

J representsa combined steering and brakng lever which is pivotally secured to a.

ing made w pass through the two, on which the steering-lever can' be swung forward for couveuience in entering the earriage or backward in the'position forsteering andbraking.

The steering-lever is provided at this point.

- shaft.

with a rearwardly and downwardly extending pressurelfootj, bearin: against the uppcl; face of the pressure-disk k. The lower end of the thrust-rod is reduced in diameter and enters a bracket L, secured tothe bottom of the vehicle-body. This reduced portion is squared and extends out through the bracket to enter a corresponding opening formed in a lever. the purpose of which will be explained hereinafter. A nut ka is secured to the lower end of said thrust-rod to hold the same rigidly in place. A compression-spring M surrounds the thrust-rod and bears with its lower end against the bracket and with its upper end against the lower face of the pressure-disk, keeping the same in its normal or elevated position, the upper movement being limited by the bifurcated port'ion of the thrnst-rod, which is larger than the opening in said disk. A bell-crank lever N is secured to the bottom'of the body Adirectly in rear of and in line with the center of the pressure-disk, one end thereof being pivotally connected to the pressure-disk, as at n, the other end thereof having pivotal connection with a down wardly and rearward inclined lever O. the rear end of which is secured to the 'downwardly-disposed rock-arm p of a rock-shaft P, locatedV transversely on the frame of the run ning-gear and jon rnaled in bearings p' secured therelo. Upwardly-disposed rock-arms p' are forged or otherwise formed on the ends of this rock- Q represents bralte-pulleys secured to the driving-shaft by means of keys or in any other practical manner, and q bandbrakes which encircle said pulleys and ar'e adapted tobedrawn tightly around the same,

one end of said baudsbeing immpvably held i to the frame of the running-gear, as at q', the

.other ends thereof being pivotall y connected to one end of rods q', which at their opposite ends are 'pivally connected to the rockarms p'.

- In applying the brakes the operator simply depresses the free end of the steering and brake lever, the pressure-foot of which will lower the pressure-disk, which in turn will swing the rock-arm p backwardly through the agency of the bell-crank lever'N and the lever O. This causes the rock-arms p' to swing forwardly and by the connection of the rods q' to the band-brakes will cause the same to be pulled tightly around the brake-pulleys Q; By this arrangement the vehicle can be cohtrolled at 'any speed; i

The front'axle R isgrigid'ly secured to the frame of the runninggear and at its ends is' IIO bearings. Formed integrally with the bearing-boxes S are the wheel-spindles or stubaxles T, on whichthe steering-wheels revolve,

and rearwardly-extending arms s', used for a,

purpose hereinafter described.

Underneath the vehicle-body and arranged i members of 'the clutches are arranged to turn with the shaft and slide tow-ard and from the bevel-gears by means of shifting-levers V, pivoted between their ends lo t-he fioor of the vehicle,- as at '1). One endof these levers is yoked to 'embrace the sh-iftable members of the clutches, the other ends thereof having pivotal connection with a rod 12', pivotally connected at its center to a lever .112, secured to the lower end of the thrust-rod in the manner hereinbefore mentioned.

W represents a fiexible shaft having bevelgears w w' secnred to its ends. The bevelgear w is arranged to be in"con'tinnal mesh with the bevel'-gears f' o'f' the driving-shaft, "while the bevel-gear w' s in continnal mesh 'with the bevel-gears u2 of the steering-shaft. The front end of the fiexible shaft is supported in a hanger wg, secured to the floor of the vehicle, and its rear end in a support or hanger ws, secured to the frame of the running-gear. This shaft can be curved and arranged in any manner to avoid comingin contact with other parts of the meehanism. It isinvaluable and especially adapted for vehic`les having otherthan straight bottoms, such' as broughams, victorias, &c.

In mesh with the spiral gearuis agearsegment X','provided with a rearwardly-extehding arm This segment is pivotally supported to the body A, as at so as to impart niovement to thearm a: in a direction opposite to that received from the spiral gear.

Y represents a rod pivotally connected to the arm of the gear-segment in a manner to permit of Vertical and horizontal movement and which is inclined downwardly from the' same to the end of the arm s' of oneof the bearing-boxes S, at which point. it is also pivotally connected, so as to permit of Vertical and longitudinal movement. The arm s', to which the rod Y is connected, is longerjthan the arm 8' of the bearing-box; but both arms are pivotally connected together at an equal distance from the center of the bearing-boxcs by a rod Z.

The manner in which the vehicle is steered is as. follows: The bevel-gear 'w being continually in mesh with the bevel-gears f' of the driving-shaft revolves the flexibl'e shaft, which by means of the bevel-gear w' beingin `zoutinual mesh with the bevel-gears 'ucau'ses -therewith them to revolve so long as 'the motor is running. The bevelgears M2, how ever, being loosely mounted on the shaft do not revolve the sameuntil one of the shiftable members of the clntches which are 'keyed to the shaft is engaged' with its coacting member formed on the gear. When 'the steering-lever is in line withthe center of the vehicle, it is being propelled in a straight course; On shifting the steering-lever in one direction the th rustrod K, which is bifnrcated at its upper end to receive the steering-lever, is made to turn This is done without aifecting the braking meehanism, asa different movement is required to operate the same. The Iever 'v2 being secured to the lower end of -the thrust-rod swings in an opposite direction to the steering-lever and through the lagency of the rod 'v' causes the shifting-levers V to swing simultaneonsly in the same direction. of the clntches and moves the shift-able member. of the other clutch farther out of en'- gagement. The'engagement ofthe one clutch' revolves the shaft in one direct-ion, which, through the medium of the spiralgear and gear-segmen t, swings the segiment-arm, which imparts motion to theirod Y. This in turn causes the arms s', connected together by the rod Z, to turn the bea'ring-boxes S on the spindles 'r' and gives the. steering-wheels the desired turn. On swinging the steering-lever in the direction opposite to that above described the clutch described above as engaged 'will become disengaged, while the clutch described as disengaged will become engaged and the shaft thereby revolved in the opposite direction, which changes the direction of movement of the segment-crm w, rod Y,- and arms s', when the steering-wheels are swung in the opposite direction.

`The' motor, gearing, and shafting are prefer'ably all inclosed; but to better illustrate the mechanism I have omitted all inclosures.

Having th us described my invention, what I claim isg 1. In a motor-vehicle the combination with the driving-shaft,` of shiftable. driving-gearing secured thereto, shifting-levers for effecting the shifting of said gearing, a. lever con- -necting'said shlfting-levers, and a control- This engages the members of one IOO IIO

opposite sides thereof, shift-able clutches held on said shaft and adapted to be engaged with said bevel-gears, bell-crank levers for shift- -ing said clutches, a centrally-pivoted and transversely-disposed lever connecting said bell-crank levers together, a rod or link connected at one end to said lever, and a trolling-lever in proximity to the operator having connection with said rod or link, substantially as set forth 3. In a motor-vehicle, the combination with the motor-shaft ha'ving a bevel-gear secured thereto, 'of a driving-shaft,`two bevel-gears loosely mounted thereon and being in continual mesh with the aforesaid bevel-gear at opposite sides thereof, shiftable ciutches held on said shaft and adapted to be engaged with said bevel-gears, bell-crank levers for shifting said clutches, a centrallypivoted and transversely-disposed lever connecting said bell-crank levers together, arod connected at one end to said lever and the end of one hellcrank lever, a centraily-pivoted lever connected to the other end of said rod, and a controlling-lever pivotally secured to the side of the vehicle and h'aving connection with the last-mentioned lever in-a manner to permit of'vertical deflection of the vehicle lwithout imparting movement to the same, as and for the purpose set forth.

4. In a motor-vehfcle, the combination with the driving-shaft, of ashaft operated thereby, a steering-shaf t operated by the last-mentioned shaft, clutch-gearing securedto said steering-shaft whereby it is cansedto revolve in the desired direction, a steering-lever for controlling the clutch-gearing, and mechanism located between the same and' the steering-wheels, substantial'ly as set forth.

5. In a motor-vehicle, the combination with the driving-shaft, of a shaft geared thereto, a steering-shaftgeared to said shaft, aste'ering-lever for controlling said steering-shaft,- a spiral gear secured thereto, 'a gear-segment operated by said spiral gear, steering-knnckles ,carried on the front axle and having spindles or stub-alles on which the steering- Wheels revolve, and mechanism intermediate of said steering-knuckles and the gear-segment adapted to turn the steering-wheels and be operated by the gear-segment, as and for the purpose described.

6. In a motor-vehicle, the combination'with the driving-shaft, of a shaft operated therebyand having a gear-wheel secured to its front end, a steering-shaft having two gear-Wheels loosely mounted thereon and engaging opposite sides of the aforesaid gear-wheel, a steering-lever in proximity to the operator, mechanism operated by the steerin'g-lever for controlling the direction in .which the steel-ingshaft is revolved, a spiral gear secured to the latter, a gear-segment having an armextending therefrom and pivotally supported to give said arm moveinent in a direction opposite to that received from the spiral gear, steeringknnckles carried by the front axle and having lateral-extending wheel-'spindles or stubaxles formed thereon, rearwardly-extending 'arms formed on said steering-knuekles, a rod connecting said arms, 'and a rod connecting one of said a-rms with the arm of the gearsegment, asar'd for th'e pnrpose desoribed.

7. In a motor-vehicle, the combination with the driving-shaft, of a flexible shaft geared thereto, a bevel-gear secured to its front end, a steering-shaft journaled in bearings and positioned at a right angle to said flexible, shaft, two bevel-gears loosely mounted on the stering-shaft and adapted to mesh with opposite sides of the bevel-gear secured to the fiexible shaft, shiftable clutches adapted to en'gage the bevel-gears of the steering-shaft, shifting-levers for Operating said clutches, a steering-lever in proximity to the operator, mechanism located between the steering-lever and the shifting-levers whereby the latter are operated simultaneously in one direction, a spiral gear secured to the steering-shaft, a gear-segment having an arln extending there*- from and being centrally pivoted to the vebicie-body, steeriug-knuckies carried by the front axle and having the wheel-spindles or stub-:txlefi` formed thereon,' rearwardly extending arms formed integrally with said steering-knuckles, one of said arms being longer than the other, a md connecting said arms equidistant from the center of the steering-kn uckles, and a rod counectingthe longer arm to the arm of the gear-segment in a manner to permit of vertical movement without imparting movement to the steering-knuckles, as and for the purpose described.

8. In a motor-vehicle.. the combination with the brake-pul'leys, of a vertically-movable 'pressure-disk, a lever in proximity to the operator auap'ted to operate said pressure-disk, and operating mechanism connecting the brake-pulleys with said pressure-disk, substantially as set forth.

9. In a motor-vehicle, the'combination with' a steering-lever capable of movement on horizontal and Vertical planes and having operative connection with the steering-wheels which are turned by'moving said lever on a horizontal plane, of a vertically-movable pressure-disk adapted to be operated by vert-ical movement of said steering-lever, brakopulleys for braking the vehicle, and operating mechanism between said brake-pulleys and the ve'rtieally-movable pressure-disk, substantially as set forth.

I'lO

10. In a'motor-vehicle, the combination" with the steering-lever having operative connection with'the steering-wheels, of a vertii cQlly-movable pressure-disk operated by said steering-lever, brake-pulleys secured to the driving-shaft, and operative mechanism connecting the brake-pulleys with said pressuredisk, substantiaily as set forth.

11. In a motor vehicle, the combination with the brake-pulleys, of a vertieally-movable pressure-disk, mechanism eonnecting said pressure-disk with the brake-pulleys, a

thrust-rod passingthrough saidv pressure-I jdisk, a `spring surronding said thrust-rod and bearing against the under side of the pressure-disk, mechanism conneeting the i steering-wheels withthe thrust-rod, and a' 'ste'ering-lever connected to said thrust-rod in a'ma'nner to permit of .turning the same i and also to permit of depressing,r the pressuredisk, suhstantiall y as set forth.

12. In a motor-vehicle, the combination With the driving-'shai'tj of brake-pulleys secured thereto, band-brakes adapted tofbe drawn tightly around said puileys, a rockshaft positioned transversely on the frame of the running-gear and journaled in bearin'gs secured thereto, rock-arms formed on said rock-shaf-t, rods connected'at one end to said rock-arms and at their other end's to the bandhrakes, a rock-arm formed on the rock-shaft and disposed iu a direction opposite to the aforesaid rock-arms, a rod secured to said rock-arm, a brake-lever in proxiinity to the operator, and mechanism intermediate' of said rod and the brake-lever whereby the movelnent of the latter is imparted to the former, substantially as set forth.

13. In a motor-vehicle the combination with the driving-shaft, of brake-pulleys secured thereto, band-brakes adapted to. be drawn tightly around said pulleys, a rock.- shaft positioned transverisely on the frame of the running-gear and journaled in bearings sccured thereto, rock-arms formed on said rock-shaft, rods connected at one end to said rock-arms and at their other ends tothe bandbrakes, a rock-arm forined on the rock-shaft and disposed in a directiou opposite to'the aforesaid rock-arms, a rod secnred to said rock-arm, a bell-crank lever pivoted to the vehicle-body and having pivotal connection with said rod, a pressure-disk held normally in a position even with the floor of the vehicle and having the other end of the 'bell-crank' lever pivotail'y connected thereto, a thrustrod passing through said pressure-disk and held in a bracket securedI to the body, a bifurcated head formed on said thrust-rod' and bearinr against the upper face of the pressure-disk, a compression-spring surroundling the thrust-rod to keep the pressure-disk elevated, a brake-lever pivotally held in the bifurcated head of the thrust-rod, and a pressure foot formed onthe lower end of the brake-leverand adapted to depress the pressure-disk, substantially as set forth.

JAY W. FARNOFF.

Witnesses:

WM. J. BUDDENHAGEN, HARRY H.'WE1Ns'rooK.

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