US673619A - Motor-vehicle. - Google Patents

Description

No. 673,6I9. Patented May 7, |901.

E. HAYNES & E. APPIERSON. MOTOR VEHICLE. (Application led Jul-y 13; 1900 7 shuts-.Sheet I..

(No Model.)

IPatenmu may 7, |901.

E. HYNES G. E. APPEBSN.

MGTOR VEHICLE. (Application tiled July 13, 1900.)

1 sheets-sheet iz.

(No Model.)

'l i Il IIII Z uw@ Patented May 7, |90I.

No. 673,6I9.

E. HAYNES & E. APPERSON.: MOTOR VEHICLE.

(Application led July 13, 1900.',

(No Rodel.)

-sheet's-Sheet 3. l

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E. mman-:s & E. APPERson.

, moTqB'vEmcLL (Applicatonled July 13, 1900.) (No Rodel.) 7 Sheets--Sheat 4.

Patented May 7, I90l.

Y No. 673,6I9.

E. HAYNES 8. E. APPERSDN.

MOTOR VEHICLE.

(No Model.)

fed/Wray.;

Patbnted May 7, |90l.

E. HAYNES @L E. APPERSN.'

'I0-TUR VEHICLE. (Afpumion mea .my 1s, 1900.) l (No Model.) 7 Sheets-Sheet 6.

No.. 673,6l9. f Patented May 7, 190|. E. HAYNES & E. APPERSUN.

MOTOR VEHICLE.

.l (Application filed July 1B, 1900.| .(Ho Model.) 7 Sheets-Sheet 7.

-lElElE/I f] Eil/161 @lf2/@www2 ELWOGD HAYNES AND ELMER APPERSON, OF KDKOMO, INDIANA.

MOTOR-VEHICLE.

SPECIFICATION formingpart of Letters Patent No. 673,619, dated May 7, 190i;

Application led July 13, 1900. Serial No. 23,448. dilo model.)

To all whom, it may concern:

Be it known that we, ELWOOD HAYNES and ELMER APPERsoN, of Kokomo, in the county of Howard and State of Indiana, have invented certain new and useful Improvements in Motor-Vehicles; and we do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in motor-vehicles, and has reference more especially to the driving-gear mechanism for transmitting motion from the motor on the vehicle to the driving-wheels thereof.-

The invention also embraces other features of construction in motor-vehicles; and theinvention consists in the matters hereinafter set forth,and more particularly pointed out in the appended claims. l

In the drawings, Figure 1 is a vertical section of a motor-vehicle embodying our invention, taken in a plane outside the vehiclebody. Fig. 2 is a plan view of the drivinggear mechanism and the running-gears of the vehicle, showing in outlines the relation of the body of the vehicle thereto. Fig. 3 is a transverse vertical section taken ou the line 3 3 of Fig. 1. Fig. is a transverse vertical section of the driving-gear mechanism, taken on the line -1 e of Fig. l. Figf is an end view of the parts shown in Fig. 4 looking. from the right-hand end thereof. Figs. 6 to 16 are details of the driving-gear mechanism,

' hereinafter to be explained. Fig. 17 is a view,

partly in top plan and partly inl section, of a distance -rod used between the connected driving-gears on the body and running-gears, said View showing the connection of the said rod with the several gears. Fig. 18 is an axial section of an antifriction-bearing located between the differential gear mechanism of the rear axle and the adjacent wheel. Fig.4 19 is a transverse, section on the line 19 19 of Fig. 18. Figf20is a sectional detail of the.

connection between the longitudinal frame members of the running-gear frame and the front axle. Fig. 2l is a vertical section on the indirect-line 2l 21`of Fig. 20.

First referring to the general construction of the vehicle, A designates the vehicle-body,

supported on a running-gear consisting of a front axle B, carrying wheels C C, a rear axle D, having wheels E E, and two horizontallyarranged longitudinal frame pieces F F, which are attached at their rear ends to the rear axle near the ends of said axle, and which frame-pieces converge at their forward ends and are there united and connected with the front axle near the longitudinal center thereof. The body A is supported from the ends of the front axle B by means of springs A A and from the rear axle by springs A2 A2, said springs being shown as of the usual elliptical form. The said frame-bars F F are connected rigidly with the rear axle, but are pivotally connected with the front axle by a horizontal pivot arranged transversely of the axle yin a manner permitting the said front axle to swing in a vertical plane, said axle being incapable of any horizontal movement with respect to the main frame. 'lhis'construction permits one of' the wheels C to be raised above or below the other in passing over an obstruction or a depression in the ground without communicating motion to the body. Such pivotal connection of the frame-bars F F with the axle is shown in Figs. l, 2, 20, and 21 of the drawings, and is made as follows: B designates aplate,which is connected with said bars by a bolt b', passing through rearwardly-directed lugs b2 on said disk, and a cast fitting Fc, by which the bars F F are united at their forward ends. Said plate B' is pivotally connected by a horizontal pivot-stud b3 with a sleeve B2,attached to the front axle B and having an irregularly-shaped lflange b4, which bears against the\front face Said sleeve B?l is attached to the axle by dropv ping or offsetting said axle at the center thereof and providing said sleeve atits front end with a vertical liange h6, between which l and the lower part of the flange lrL said offset The outer ends of the axle are provided with horizontal pivoted axle-sections B3, on which thesteering-WheelsC are mounted. Said shaft-sections are provided with forwardly-extending rigid arms Btctheouter end of which are attached connecting-rods b5. The inner ends of the connecting-rods are pivoted to arms on the forward end of a horizontal lever B6, which is actuated from a vertical rotative steering-shaft B7, which latter passes upwardly through the body of the vehicle in front of the drivers seat and is provided with an operating-handle b9. -Said hori# zontal lever B6 is rigid with a rotative vertical pivot-shaft Z910, which is operatively-con-- nected with said shaft B7. Said operativer` connection between the shaft B7 and lever B6E includes a spring B8, which permits vertical;` 4movement of the body relative to the axle,i and said pivot-shaft has rotative bearing in a forward'ly-extend'ing lug B9,connec'ted with the flange b5 of t'he bearing-sleeve B2.

Next referring to the driving-gear mechanism, which constitutes 'the ,principal fea'ture of our invention, said mechanism and the parts associated therewith are made as fol-i lows: The rear driving-axle'D lis mounted Vinf bearings D' D2, attached tothe rear support-l ing-springs A2, thebody of 'the vehicle being! provided with laterally-extending 'brackets a, j to which the said springs are attached. Themotor for driving the vehicle lin the instancei illustrated is a gas-enginehaving 'two powery cylinders(marked Ea E`)connected `by a cen`y tral crank-housing E4. Any other yform of; motor may be employed, however, so lfar as the features constituting our vinvention are..` concerned. Said motor-cylinders are sup-4 ported at their lfront and rear ends uponi transverse horizontal girths A3 A, which eX- tend between and are attached 'tothe side wallsof the vehicle. E des'ignatesthe crank-shaft ofthe engine,

` which passes 'through and 'has bearing in the central crank Sho-using of the motor. 'Said crank-shaft is provided at one end with a iywheel E2 and is journaled .at its other end in a bearing-box a', formed on the upper end of a vertical arm A5, which latter is a'ttached'to a 'horizontal frame member A, `extending between the cross-girths A3 All of the vehiclebody. Y

F designates a-counter-s'haft arranged Aparallel with the crank-shaft and preferably thereunder. 'Said coun'ter-shaftis journaled at one end in a bearing-box A7, extending g -from the vframe member AG andcou'ne'ctedin the Vinstance shown with 'the upright `arm A5.

The said counter-shaft 'is journaled near its lsection 1D'4 4adjacent to the section D3 is surrounded by a sleeve D5, which is flanged at its outer end and is attached to said shaftsection D3 by means of bolts or the like passing through said 'flange and a -flange on said section D3. 'Said sleeve Diisprovided on its inner end with a bevel-gear CZ.

'D6 designates a collar which is keyed or otherwise.non-rotatively secured to the shaftsection 'D'4 and is provided ou its end adjacent'to the sleeve D5 with a bevelgear d. D7 designates a ,gear-wheel mounted on said aX'le,-the "hub d2 of which lis interposed between 'the beveled gears dd. 'Between said hub and rim of the wheei 'inthe 4webthereof are mounted a plurality o'f beveled pin'ions d3, which mesh with thebeveled pinions dd' oir the collars 'D'5 and D6.

The operation oft'he equali'z'ing-gear mechanismdescribed'is familiar and need not 'be 'further ret'erredto. 'The gear-wheel D'f'of the differentiail'gear inec'hanismintermeshes with a gear-pinion G, which'fi's mounted on a shaft G,'fixed to t'h'e'upp'er end of an arm D8, which at its lower end has oscillatory or pivotal connection with the running-gear frame, vso as to afford oscillatory movement ofthe said shaft G toward and from the sha'ft Fa. Said arm D2 rises Jfrom the rear vaxle and is pivotally connected withihe running-gear Jframe concentrically with said axle. Ashereinv shown, said arm is 'provided ati'ts lower end with a tubular part or sle'eve di, ywhich 'surrounds Athe inner end of the ibearfing D' and is adapted 'to turn thereon, so .asto a'fford oscillatory movement in the upper end-of said arm DS. l"The oscillatory shaft G', as'shown in the drawings, has the form of a stub-.shaft secu-red at one end in theiarm D8, and the 'gear-pinion G is shown assi-mounted to 'rotate on said oscilia'to'ry shaft, said gear-pinion being located on Athe 'inner side o'f said arm. Said gearpinion "Gis provided with an elongated hub or sleeve g, and Vupon said extended hub or sleeve "is fnou-roftatifve'ly secured a sprocketwheei G2, the construction .and arrangement being 'such that said Vsproc'ke't-wheel is `'in Eli ne with the `s rocket-wheel F of the counterthrough the 4'medium of an endless chain belt G2.

The gear-pinion and'the e'qualizing-gear mechanism described constitute the operative connection between the counter-shaft and the IOO IOS

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rear driving-axle. In View of the fact that pinions and gear-wheels, which are continu-y ously in mesh with each other, communicate eras-ie the sprocket-wheel F' is supported on` the veis provided for by the construction next to be described.

Between the counter-shaft F2t and the stubshaft G' extends a distance-rodl H, which is attached at its forward end toa ring' H', surrounding the bearing e of the counter-shaft, as shown in Fig. 17, and is provided at its rear end with fork-arms h h, whichy are pivotally connected with the arm D3, concentrically with-said shaft G'. As a convenient construction said fork-arms are pivoted one to the arm D8 concentrically wit-hthestub-shaft G and the other to the end of the said stubshaft outside of the gear and sprocket wheels mounted thereon. Said distance-bar is made extensible, asshown in the drawings, for the purpose of varying the distance between said sprocket-wheels, and therefore the tension onl the chain. With this construction it will be obvious that as the sprocket-wheelF' rises and falls by reason ofy the depression andelevation of the vehicle-body the sprocket-wheel G2 will be permitted to move slightly toward and from the shaft F', and owing to the rigid connection between said vshafts Fu and G aorded by said distance-bar auniform distance between the sprocket-Wheels4 Will be maintained.

Next describing the changer-speed gear mechanism,whichconstitutes a principal feature of our invention', the saine is shown in detail in Figs. et to 16, inclusive, andis-made' as follows: The crank-shaft E' is provided' with a plurality of gear-pinions I I I2 I3, located side by sidethereon and keyed orother-wise non-rptatively secured to said' shaft.

The gear-'wheels I I I2 meslrwithgear-wheels (designated as a whole by J- J' J2)l which are mounted on the counter-shaft F3. The=con struction of the last-mentioned gear-wheels issuch that either of the same may be=con uected rigidly with the counter` shaft F2, while the others will be f'reeto rotatethereon, whereby motion fromfsaid: crank-shaft E' will be communicated to the counter-shaft FtL through one of the pinions I I". I2 andV its meshing wheel J J' J2, while theother gearno motion from oneshaftfto the other. The intermeshing pinions-and wheels I J I' Jl I2 J2 are of` varying proportionate diameters, so that the counter-shaft F will be drivelrat varying speeds, accordingto which oneof the wheels J', J', or J2 is held-fromrotation on the shaft F.

As herein shown, threedilferent speeds are provided foirwhile thevehicleiis running ina forwarddirection through the` three gearwheelsJ, J', and J2. Inv addition to-Varying the speed of the vehicle-means are provided forY reversing the directiouofl motion` of the vehicle, embracing the gear-pinions-l3at the end of the crank-shaft, the gear-wheel J3 at the end of the counter-shaft,and an interposed pinion J4, which meshes with the gear-pinion I3 and the gear-wheel J3. The gear-pinion J4 is mounted on a short shaft J5, which latter has bearing in the upper end of the arm A5, in

ywhich the adjacent end of the crank-shank has bearing. Obviously by reason of the intel-position of the gear-pinion J 4 between the gear-pinion I3 and the gear-wheel J3 the direction of motion transmitted to the gearwheel J3 is reversed, and inasmuch as it is only desirable to reverse the vehicle when going at a slow speed the parts last described are so proportioned as to'give the desired slow motion to the vehicle.

The gear-wheels J to J3, inclusive, are compound in their construction, consisting each of an outer cogged rim J6 and a central part or hub J7, which latter is rigidly secured to the shaft and with respect to which the former may haverotary movement or to which it may be'locked when it is desired to drive the vehicle through such gear-Wheel. The said gear- ,Wheels J,`J', J2, and J3 are alike, and in the lfollowing description thereof one wheel only lneed to be referred to,it being understood that `the description applies equally well to either of the wheels.

The outer part J6 of said gear- 'Wheelisconveniently made of two separate rings j and j', the former constituting the lcogged rim with which the-gear-pinions I to I3,

inclusive, mesh.

Said partij' consists of in- IOO `ner and` outer annular rigidly-connected cyy Ilindric'concentric parts or membersj2j3,joined iby radial arms, to one'side of which inwardlyprojecting armsj on the outer cogged ri In are 1secured by bolts.

The inner part j3 engages,

surrounds, and-has bearing on an outer cythe wheel.

lindric surface ofthe inner part-or hubj7 of lhe annular partj2 extends latferally from the side of the cogged rim of the wheel and affords an. annular friction-surifacelwhich is surrounded and engaged by a Ibrake-strap k, carried by the said inner part or hub. The inner part or hub is also shown las consisting of inner and outer cylindric llpartsjjf, which are joined by an integral @header webjT, which latter is provided with 1beari:1g-apertures 78 for a. purpose hereinafafter described.

Provision is'made for. severally operating the brake-bands 7e, ein-bracing parts connect- `ed with or mounted on the hubs J7 and which are alike on the several wheels J` to J3 and also Icomprising parts mounted on the countershaft F3,arran ged to coperate with saidparts which are mounted onsaid'hubs.

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thereof, or that end adjacent to the outer face of the rigid arm, a lever-arm K, which extends inwardly to and projects over one of the guide-apertures 7'8 in the hub J7, hereinbefore referred to. The rock-shaft K is also provided with a squared or flat-sided portion, whereby is secured rigidly thereto a short inwardly-projecting arm K2. Said arm J8 is provided with an integral or rigidly-attached cross-piece J9, which extends across the face of the brake-ange js and to which one end of the brake-band Zo is attached by rivets or otherwise, Figs. 9 and 1l. Attached to the end or extremity of the band opposite to that which is secured to the said crosspiece J9 is a metal piece K3, which extends beneath the rock-shaft K and is provided with an upturned or outwardly-turned end or lug Zr'. Said lug projects upwardly at one side of and in position for contact with the arm K2 on the rock-shaft K, the parts being so arranged that when said rock shaft is turned by the movement of the free end of the arm K said short arm of the rock-shaft K will be carried against the lug Za', and by moving said lug laterally thereby tighten the band around the brake-an'gej2. As shown in the drawings, the rock-shaft K has a bearing at its inner as well as at its outer end on the arm J8 by means of an outward extension or lug Jo, Figs. 6, 8, and 14, which is attached to or forms a prolongation of the cross-piece J 9, heretofore referred to. Said hub J 7 is shown as also provided with rigid radial arm J 11, arranged diametrically opposite the arm J8 and having a transverse part ji, which extends across the brake-band Z.: and acts to hold the same in position.

Now referring to the devices for operating or actuating the several levers K for tightening the brake-bands or friction-brakes, the same is constructed as follows: Mounted on the shaft Fa, the several gear-wheels, and the bearing e and in such manner as to slide endwise on said shaft is a grooved collar L. Said collar has attached to it four operating-rods Ll L2 L3 L4,which are arranged longitudinally of the shaft and which extend to and are guided in the guide-aperturesj, formed in the hubs of the several gear-wheels on ,the shaft F, as hereinbefore stated. Said operating-rods L' L2 L3 L4 are of varying lengths and are adapted to extend to and operate the lever-arms K belonging to the brake mechanism of the said Wheels. As clearly shown in Fig. 15, the said rods L to L4, inclusive, are severally provided with laterally-arranged cam projections Z Z Z2 Z3, which are so located with respect to the several levers K as to operate the said levers successively or one at a time when the collarL is moved endwise on the shaft. In other words, said cam projections Z Z' Z2 Z3 are so arranged with respect to the several levers K that when the collar L is moved toits greatest distance from the several gear-Wheels its cam projection Z will be engaged with the actuating-lever K belonging to the wheel J and all of the other cani projections will be free from or out of contact with the other actuating-levers. Movement of the said collar toward the gear-wheels will, however, first bring the cam projection Z in engagement with the lever K belonging to the wheel J" and at the same time carry the cam projection Z away from the actuatinglever belongingto the wheel J .f Similarly a further movement of the collar L will carry the cam projection Zaway from the cam-lever engaged by it and bring the cam projection Z2 into engagement with the actuating lever-arm K belonging to the said wheel J2. When the collar is in its position near the several gear-wheels, the cam projection Z3 will be engaged with the actuating-lever K' belonging to the wheel J3. The several cam projections are so arranged as to act laterally on the said actuating-levers K' when the rods to which they are attached are moved endwise, thereby giving lateral movement to the said actuating or lever arms in a direction to tighten the brake-bands around the brakeiianges engaged thereby to afford frictional engagement of the outer parts of the gearwheels with the hubs on which they turn. When the cam projections are not in engagement with said actuating-levers K', the latter restfin contact with the sides of the rods L L2 L3 L4, as clearly seen in Fig. 7, the brakebands at this time being loose, so that the flanges around which they extend may turn freely therein.

For actuating the collar Lor,in other werds, for moving it endwise on the shaft Fa devices are provided as follows: MV is a lever arranged longitudinally of the machine-frame and pivoted at one end to a ring m, which rests in the groove in the said collar L. Said Alever M extends forwardly from the shaft F,

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and at its forward end it is pivotally eonnected with a transversely-arranged connectingbar M', which is pivoted to a lug m, attached to and extending rearwardly from the forward cross-girth ofthe machine-frame. M2 is a bell-crank lever arranged horizontally and pivoted to a forwardly-proj ectin g lug m2, attached to the said forward cross-girth of the machine-frame. The bell-cranklever M2 has an arm which extends longitudinally of the machine-frame and rearwardly fromthe pivot connecting it with the lug m2 to a point adjacent to the shaft F, Where said rearwardlyprojecting arms are connected with the lever M -by means of a connecting-bar M3. Said bell-crank lever M2 is also provided with an arm which extends laterally toward the side of the machine-frame and to which is connected an operati lig-rod M4, which extends to the forward end of the vehicle-body and is connected with a hand-lever or other means, by which it may be moved endwise. Such endwise movement of said operating-rod has the effect of moving or shifting the bell-crank lever M.2 on its pivot, and thereby swinging laterally its rearwardly-projecting arm and IIO giving lateral movement to the rear end of the lever M, wherebyv the collar L is shifted endwise upon the counter-shaft F. Obviously the connection of the forward end of the lever M with the machine-frame by means of the connecting-bar M enables the rear end of said lever M to move iu a straight line notwithstanding its pivotal connection with the frame.

As herein shown, the operating-rod M4 is connected at its forward end with a hand-lever N, Fig. l, which is pivoted on a bracket n, depending from the forward part of the vehicle-body and which rises in front of and at one side of the drivers seat.

The bearing-box D for the rear axle is provided with cylindric antifriction-bearing rollers CZT, which engage the cylindric inner surfaces of said boxes and the periphery of the axle-section, as shown in Figs. 18 and 19 and at the left hand of Fig. 3. Said rollers are held from endwise movement by means of a flange d8, engaging the inner ends of the rollers, and a cap di', fitted over the axle and havingscrew-threaded attachment With the outer ends of the boxes and engaging the outer ends of the rollers. The bearing-box D' will be provided with a similar bearing, With the exception that the opposite ends of the rollers thereof engage closing-caps at both ends of the box.

Ve claim as our inventionl. The combination with a motor and a driving-shaft, of a change-speed gearing comprising a shaft provided with a plurality of fixed gear-wheels, a second shaft provided with a plurality of gear-wheels intermeshing with those on the firstnamed shaft, said gearwheels on the second shaft being adapted to turn thereon, means for locking said gearwheels separately to said second shaft comprising a sliding collar on said second shaft, a plurality of operating-rods each provided with a lateral cam projection through themedium of which the locking devices in the wheels are severally operated, and a hand-lever for operating said collar.

2. The combination with a motor and driving-shaft, of change-speed gearing comprising a shaft provided with a plurality of fixed gear-wheels, another shaft provided With a plurality of gear-Wheels intermeshing with those on the firstnamed shaft, said gearwheels on the second shaft being constructed to turn thereon and being provided With annular friction brake devices acting on said friction -surfaces and embracing operatinglevers which extend to points adjacent to the shaft, and an endWise-sliding collar on said second shaft provided With operating-rods arranged parallel with said second shaft and provided with cam projections adapted to engage and actuate the said operating-levers.

3. A change-speed gear for motor-vehicles comprising a shaft provided with a plurality of gear-Wheels rigidly affixed thereto, a second shaft provided with a plurality of gearwheels inter-meshing with those on the first, named shaft and adapted to turn on said second shaft, said gear-Wheels on the second shaft being provided With annular frictionsurfaces, brake-bands surrounding said friction-surfaces, arms` rigidly attached 1o the said second shaft with which one end of each of said bands is connected, rock-shafts on said arms provided each with an arm which engages one end of each of said bands, and With an operating-lever which reaches toward the said second shaft, an endwise-sliding collar on the said second shaft and a plurality of operating-bars arranged endwise of said shaft and provided with cam projections which act laterally upon the said actuating-levers.

4. A motor-vehicle comprising a runningi gear frame, a vehicle-body movably supported thereon, a motor carried by the body, a rotative shaft mounted on the frame through which motion is transmitted to the drivingwheels and means for transmitting motion from said motor to said shaft comprising a 9o vertically-arranged oscillatory arm pivoted to the running-gear frame concentrically With the said shaft, a gear-Wheel on said shaft, a gear-wheel mounted on said oscillatory arm and intermeshing with the gear-Wheel on the said shaft, a shaft mounted on.the vehiclebody and having operative connection with the motor, a distance-rod pivotally connected with the said free end of said arm and with the body and driving connections between roo the last-named shaft and the gear-wheel carried by said arm.

5. A motor-vehicle comprising a ruiminggear frame, a Vehicle-body movablysupported thereon, a motor carried by the body, a rotative shaft mounted on `the frame through which motion is transmitted to the driving- Wheels, and means for transmitting motion from said motor to said shaft comprising a vertically-arranged oscillatory arm pivoted to the frame concentrically With the shaft, a gear-wheel mounted on said arm, a sprocketwheel connected and turning with said gear- Wheel, a gear-wheel on said shaft intermeshing with that on said arm, a sprocket-Wheel mounted on said body and having operative connection with the motor, a distance-rod pivotally connected with the said arm and acting to maintain the said sprocket-wheel on the body at a uniform distance from that on the said shaft, and a drive-chain engaging said sprocket-Wheels.

6. A motor-vehicle comprising a runninggear frame, a vehicle-body movably supported thereon, a motor carried by the body, a rotative shaft mounted on the running-gearframe through which motion is transmitted to the driving-Wheels, and means for transmitting motion from said motor to said shaft comprising a vertically-arranged arm pivoted to the frame concentrically with the said shaft, a gear-Wheel carried by the movable end of said arm, a sprocket-Wheel connected and turning with said gear-Wheel, a gear-Wheel on IIO the said shaft interineshing With the gear- Wheel carried by the said arm, a second sprocket-Wheel mounted on said body, and having operative connection with the motor, a distance-rod pivotally connected with the said free end of said arm and acting on said second sprocket-Wheel to hold the same at a uniform distance from the first named sprocket-wheel, a drive-chain engaging said sprocket-wheels and means for adjusting the length of said distance-rod.

7. A motor-vehicle comprising` a runninggear fram e,a vehicle-body movab'ly supported thereon, a motor carried by the body, a rotative shaft mounted on the frame through Which motion is transmitted to the driving- Wheels, and means fox` transmitting motion from said motor lo said shaft comprising aI vertically-arranged oscillatory arm pivoted to the frame concentrically with the said shaft, agear-Wheel mounted on said arm, intermeshi ing gear-Wheels on the said shaft and on a shaft which is carried by the arm, a sprocketwheel mounted on said body and having operative connection with the motor, a distancercd pivotally connected with the said free end of said arm and engaged with the sprocketwheel on the body, and a drive-chain engaging said sprocket-Wheel, said distance-rod being provided adjacent to the oscillatory arm with a forked end having pivotal connection with said oscillatory arm at opposite sides of said gear-Wheel and sprocket-wheel.

8. A motor-vehicle comprising a runninggear frame, a two-part driving-axle mounted on the frame and provided with an equalizinggear, a vehicle-body, a shaft on the vehiclebody, which is actuated by the motor and driving connections between said shaft on the vehicle-body and said driving-axle embracing an oscillatory, vertically-arrangedarm pivoted to the frame concentric to said drivingaxle, an oscillatory shaft carried by said oscillatory arm a gear-Wheel interm eshinggearwheels on the oscillatory shaft and on the .equalizing-gear, and gearing connecting said gear-wheel on the oscillatory shaft with the said shaft on the vehicle-body and a distancerod between said oscillatory arm and said shaft on the vehicle-body.

9. A motor-vehicle comprising a runninggear frame, a two-part driving-axle mounted on the frame and provided with an equalizinggear, a vehicle-body, a shaft on the vehiclebody which is actuated by the motor and driving connections between said shaft on the vehicle-body and said dri ving-axle embracing.,r an oscillatory, vertically-arranged arm pivoted to the frame concentric to said drivingaxle, an oscillatory shaft carried by said oscillatory arm, interineshing gear-wheels on the equalizing-gear and oscillatory shaft, and gearing connecting said gear-wheel on the osciliatory shaft with the said shaft on the vehicle-body, comprising a sprocket-Wheel rigidly attached to said gear-Wheel on the oscillatory shaft, a sprocket-Wheel on said shaft carried by the vehicle-body, and a drivingbelt engaging said sprocket-Wheels.

In testimony that we claim the foregoing as our invent-ion We affix our signatures, in presence of two witnesses, this 3d day of July, A. D. 1900. v

ELVVOOD HAYNES.

ELMER APPERSON. Witnesses:

. E. E. SANDERS,

C. B. KYLE.

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