US692981A - Self-propelled vehicle. - Google Patents

Description

No. 692,991. Patented Feb. |992.

- C. E. CALLUCH.

SELF PROPELLEB VEHICLE.

(Application led Aug. 17, 1897.) (No model.) 5 sheets-sheet l.

Patented Feb; |902.

c. E. cALLocH. SELF PBOPELLED VEHICLE.

Application mea Aug. 17,1891.)

5 Sheets-,Sheet 2.

(No Modal.)

Y No. 692,9al. 'Patented Fem-n, |902.

- C. E. CALLDCH. y

SELF PROPELLED VEHICLE.

(Application med Aug. 17, 1895.) (No Model.) 5 sheets-sheet 3.

No. 692,981. Patented Feb. Il, |902.

c. l5.. cALLocH.

SELF PRUPELLED'VEHICLE.

(Avpplicaon led Aug. V17, 1897.) (No Model.) 5 Sheets-Sheet 4.

TH: "cams miss co PHcToLn'No.. wnswurfrcvA n, c.

lIl). E. CALLUCH. SELF PROPELLED VEHICLE.

Patented Feb. Il, i902.

-5 Sheets--Sh'eet 5.

(Application tiled. Aug. 17, 1897.)

(No Model.)

YM: ohms rmx: a, moro-uma.. WASHINGTON. D. c.

UNITED STATES CHARLES EMILE CALLOCH,

or LA FLECHE, FRANCE.

4SELF-PROPELLED VEHICLE.

SPECIFICATION forming part of Letters Patent No. 692,981, dated February 1 1, 1902.

Application tiled August 17,1897.v

To @ZZ whom. t may concern;

Be it known that I, CHARLEs EMILE CAL- LOOH, a citizen of the French Republic, residing at La Flche, France, have invented certain new and useful Improvements in Self- Propelled Vehicles, of which the following is a full, clear, and exact description.

This invention relates to motor-Vehicles, and has for its object to provide a vehicle of this character embodying simple and readilycontrolled motor and steering mechanism.

The invention consists in the novel construction, arrangement, and combination of parts, as hereinafter fully described, illustrated in the drawings, and pointed out in the appended claims.

In the drawings, Figure 1 is a side elevation, partly in section, of a vehicle embodying my invention.' Fig. 2 is a plan view thereof, partly in section. Fig. 3 is a rear view. Fig. 4 is a vertical section of theV motor mechanism. Fig. 5 is a horizontal section thereof. Figs. 6 to 12 are detail views hereinafter referred to.

The vehicle is mounted on four wheels, and the frame is constructed entirely of steel tubes and supported at front and rear upon suitable springs. The two rear wheels are driven from the motor, and the front Wheels are for steerage. The Steerage-wheels are mounted on a jointed axle with pivotingjournals and are steered through any suitable connections from a steering-lever A, Figs. 1 and 2.

The motor and the transmitting mechanism are mounted on a steel frame F, which is bolted to the two longitudinal tubes forming the base of the carriage-frame A. By this arrangement I avoid sending the entire car for repairs to the motor, as by removing the bolts the motor and frame can be readily removed.

The motor is adapted to be operated by petroleum and is constructed for acycle of four operations. It comprises two double cylinders B C D E, arranged parallel and horizontally on the frame F, on which all the motor mechanism is mounted. Each double cylinder is cast in one piece. They are closed at both ends bya suitable joint or cover of metal or the like. On each side each cylinder has an opening g in the center of the length of Serial No. 648,589. (No model.)

the cylindrical part to allow passage of the small cross-heads G G', supporting the pivots on which the ends of the forked connectingrods H H' are xed. These cross-heads are fixed at the center-of the length of the rods F F, which carry at their ends the pistons b c ol e. The motor thus has four pistons b c d e, Working alternately in two double tandem cylinders.' The heads of the forked rods H H' are pivotally secured to the cranks of the motor-axle Z. By the employment of the described arrangement of cylinders, pistons, piston-rods, rbc., I obtain a double-action motor,obviating the use of stuffing-boxes, and also equilibrate the explosions, as will be explained further. I also .am-enabled to use connecting-rods comparatively longer than those usually found in other petroleum-motors. of the cylinders is a casing h, each containing two valves, as I J, working horizontally and each guided by a long rod I5, which is guided by and reciprocates through one end of the casing. The valvesare held normally to their seats by spiral springs i. One of the valves serves for the admission of the explosive mixture and the other for exhausting the burned gases. To inspect the valves or remove them,the screw-stopper h5, screwed in each valve-box, is unscrewed. The admission valves I l I" 1"', working by aspiration, admit at the first operation the explosive mixture into the cylinders, the proportions of which are regulated by a cock K of an ordinary carbureter L, Figs. 1 and 3. This aspiration is caused by the pistons,which in receding from the end of the cylinders open the admission-valves, which then allow the explosive mixture to pass,and are restored to their seats by the spiral springs as soon as the aspiration ceases, which occurs when the pistons end their stroke. Just before the end of the aspirating stroke of the pistons the rear end or face of each piston uncovers the entrance of air-openings 7o, Figs. 5 and 6, in the lower part or wall of the cylinders, and thus the pure air enters the cylinders under atmospheric pressure. Thus no vacuum exists in the cylinders at the time when the pistons are beginning their return stroke to compress the explosive mixture, whence it follows that the compression commencing sooner Above and at the extremities of eachI IOO . the explosive mixture is in better condition to explode.- At the moment of explosion part of the burned gases escape through the air-openings k,above mentioned,which facilitates the passage of the dead-points of the cranks by suddenly decreasing the counterpressure. In the second cycle of operation the pistons compress the explosive mixture, as described above. In the thirdcycle ignition is produced by electric spark or other suitable means, and, fourthly, the burned gases are exhausted by conduits M M' into a box placed under the car and filled with ironscales to deaden the noise of the exhaust. Exhaust of the burned gases is controlled by the rotary motion of four cams o, placed on a transverse axle O, which is rotated by any suitable gearing from the motor-axle i n the proportion of one rotation of the former to two rotations of the latter. The cams act directly on the Valve-rods I5 through the media of four guide-rods Z, slidingly mounted on the top of the cylinders. The cams are arranged so that the exhaust of two opposite cylinders may take place simultaneously. It results, therefore, that the other two pistons of the other two opposite cylinders are also drawing in gaseous fuel at the same time and that two explosions occur simultaneously behind two pistons having opposite movement, which produces an equilibrium of explosions, since the shock of one explosion counteracts that of the other, owing to the opposite move ment of the pistons. From this arrangement it results that the motor gives a double explosion for each revolution. The cams are detachably secured on their axle, so as when necessary to-vary the order of the explosion. To obtain a continuous pressure on the cranks-. e., two explosions for each revolution-it suffices to arrange the cams a quarter of a turn apart on their axle. The composition of the explosive mixture is regulated by suitable cocks fixed on the air-and petroleum admission tubes, the said cocks being within reach of the conductors hand. It is by manipulating these cocks that intermeldiary speeds of the car are obtained, according asa more or less rich mixture is allowed to enter the cylinders. The transmission devices presently described are calculated for a motor speed of four hundred revolutions per minute; but this speed can be increased or decreased.

The motor is lubricated automatically as follows: The cranks are covered with a sheetiron jacket, which contains a receptacle placed inside at the upper part of said jacket. The cranks, which are bathed in the oil, throw the oil on the top part of the jacket, and it falls into the receptacle. From this receptacle run pipes, which convey the oil wherever it is needed. The excess of oil returns to the reservoir in which the cranks bathe, and therefore no oil is lost. A centrifugal governor is placed on the shaft O of they cams. This regulator acts directly on the axle of a clackvalve placed inthe pipe admitting the explosion mixture and regulates consumption of this mixture according to the power and speed required for running the car. Cooling of the motor is obtained by a circulation of water surrounding the explosion-chambers of the cylinders. Circulation is produced either by a pump or any other means.

The petroleum and Water reservoirs are placed in the body of the car. The electric batteries are in the fore part of the body, and theignition-cams are on shaft O. These cams, as also the governor, may occupy any suitable position on the shaft O.

On the shaft Z are secured two lianged pulleys Q Q', of different diameters, oppositetwo other pulleys R R', secured on the intermediate shaft S. The transmission of motion of the pulleys Q QY of the motor-shaft is imparted to flanged pulleysR R' by two rollers 'l T', fitted loosely in two supporting-arms u, connected with the smallarm ofthe lever U. According as the pressure exerted on this lever is toward the rear or the front, one or the other of the two rollers is lowered, which, interposing itself between a pulley of the motorshaft and a pulley of the intermediate shaft, acts upon the latter by frictional contact. The length of the lever U is-such as to give ample pressure to avoid slipping of the rollers on the pulleys. Inside the arms in which the rollers are secured an oil-collector is placed to collect the oil which escapes from the rollers in order that the .oil may not reach the periphery of the rollers, which for satisfactory running must work dry.

From what precedes one can understand that according to the direction in which lever U is pushed one or another of two speeds is produced, and that if the Alever is set halfway no pressure is produced on `the rollers and the motor is disengaged. The intermediate shaft S has a gear P, of raw leather or any other soft friction substance, which gears with the box of the differential gear P2, Figs. 2, and 3. The shaft of gear P2 is supported by bearing-blocks cast integral with the frame F. The motion. of the differential shaft is transmitted to the motor-wheels -by two shafts V V', Figs. 3, l1, and 12, provided with an improved Cardan movement to 'provide for elongation or shortening of the shaft, according to the flexibility of the car-springs.

The improvement in theCardan movement is as follows: Each end of the shaft-SVV ends in a ball m and socket fn', crossed by a shaft or pin m,forming articulation with the socket. On the center of the shaft m a groove is made to receive apin n, the object of which is to prevent the shaft leaving the joint.' The ends of the shaft are rectangular and iitin the grooves of the socket n. These grooves are of such a length as to allow the joint to enter more or less into the socket, according to the flexibility of the car-springs. This arrangement enables the intermediate shafts between the sockets to move in any direction and also lOO IIO

the sockets to approach each other, according as the car is more or less loaded or according' to the jolts caused by rough roads. For cars not suspended on springs the Cardan arrangement is omitted and the axle of the car becomes the motor-shaft of the wheels. For cars with motor-wheels operated by chains the Cardan arrangement is dispensed with. The intermediate shaft S, which is then in front of the car, transmits by gearing movement to an axle below the frame, which carries on its ends the two pinions which transmit movement to the motor-wheels. When there are passengers in the car, the Cardan axles are in a straight line with the axles which work the motor-wheels, and the articulations have only very slight motion, which reduces wear to a minimum. Y

For transmitting movement from the articulated shaft to the motor-wheels the axle p of the motor-wheels is bent horizontally to allow passage of the gearing. This axle is terminated by two journals p, on which the motor-Wheels turn. The axle-journal is hollow and gives passage to an axle q, which at one end has the Cardan joint and at the other a shoulder s, fixed on this axle by a nut. This shoulder has at its ends four branches, which fit into the end of the outside part of the crown of the nave r. A cap fr' is screwed on the nave, keeping in position the shoulder. On the end of the journal is fixed a nut t, screwed on the bearing. This nut does not regulate the play of the nave. It is a safetynut to prevent the wheel coming off in case of rupture of the motor-axle which crosses the axle-journal. The play of the nave is regulated by a gland f2 and nut f', screwed on the joint-axle at the end of the socket forming the axle-journal near the Cardan articulation. Back motion is obtained by acting on lever X, Figs. l and 2, which causes a roller to descend, which then presses on one of the pulleys of the motor-shaft and on one of the rollers of lever U, which transmits this pressure to the following pulley of the shaft S, which causes the motor-wheels to move backward. To execute back motion, lever U is placed at its disengaging-notch, so that one of its rollers which receives the pressure of the rollers of back motion may freely rest on the pulley of the shaft S. From this arrangement it results that when necessary one can utilize motive power to stop the car. The car is fitted with two ribbon-brakes. One, n, worked by a pedal N, is placed on the shaft S. The other, rc, worked by a` hand-wheel N, is placed on the motor-wheel naves. One or the other of these two brakes is powerful enough to sharply stop the car. To slacken speed,either brake is employed. One can also slacken speed by acting on the petroleum-admission cock, the working of which is within reach of the conductors hand. This cock is shut to stop the car. To start this last,the admissioncock is opened and a few turns are given to the motor by means of a crank fitted to axle Y, which, being placed near the conductor, enables the motor to be set in motion without alighting from the car. The fore part of the car may resemble that of a Russian sledge and may be surmounted by allegorical heads. From one of them 'issues the sound of a siren vor other suitable noise when one presses with the foot a bellows close to the conductor. The current of air producing the sound causes the tongue of the head to move and is intended to frighten the dogs which run at the car.

I claiml. In a motor-Vehicle, the combination ofA two double cylinders arranged side by side, two pistons in each cylinder, a rod arranged intermediate of and connecting each pair of pistons, transverse cross-head connected with each rod and extending beyond the sides of the cylinders, a double-crank shaft arranged adjacent to one end of the cylinders and transversely thereof, a connecting-rod extending longitudinally of and at each side of each pair of cylinders and connected with the crossheads and the cranks on the crank-shaft, an axle, gearing between it and the crank-shaft, a Valve-casing carried at each end of the double cylinders and communicating with the interior thereof, fluid admission and exhaust valves in each casing normally held to their seats, a rod carrying each valve projecting beyond one end of the casing, and extending longitudinally of the cylinders, springs arranged to normally force the valve-rods outwardly to thereby hold the valves normally to their seats, a shaft arranged transversely of the cylinders between the valve-casings as set forth, cams on said shaft, and slides arranged in line with the valve-rods adapted to be struck by the cams and to force the valverods inwardly to cause the valves to move off their seats, for the purpose specified.

2. In a motor-vehicle, the combination with motor mechanism, and a driven shaft rotated from said mechanism, of a shaft S, gearing between the driven shaft and shaft S comprisi'ng two pulleys on shaft S, two pulleys on the driven shaft, two rollers arranged intermediate the pulleys on shaft S, and those on the drive-shaft and adapted to frictionally engage with the same, a lever supporting arms in connection therewith and supporting the rollers, shafts V V', hollow axlejournals, wheels thereon, a shaft passing through each hollow journal, a ball-and-socket connection between the inner ends of the latter shafts and shafts V V', the pins m having grooves and the pins n, all arranged as described.

In testimony that I claim the foregoing I have hereunto set my hand this 24th day of April, 1897.

CHARLES EMILE CALLOCH.

Witnesses:

EMILE CoMHoUEL, EDWARD P. MACLEAN.

IIO

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