third, or "solid," speed, 6 is pulled down into connection with 1, and couples the engine shaft direct to the propeller shaft.
The "reverse" is accomplished by raising a long pinion, 7, which lies in the gear-box under 5 and 6. The drive then is 1, 2, 5, 7, 6. There being an odd number of pinions now engaged, the propeller shaft turns in the reverse direction to that of the engine shaft.
THE COMPENSATING GEAR.
Every axle of a railway train carries a wheel at each end, rigidly attached to it. When rounding a corner the outside wheel has further to travel than the other, and consequently one or both wheels must slip. The curves are made so gentle, however, that the amount of slip is very small. But with a traction-engine, motor car, or tricycle the case is different, for all have to describe circles of very small diameter in proportion to the length of the vehicle. Therefore in every case a compensating gear is fitted, to allow the wheels to turn at different speeds, while permitting them both to drive. Fig. 49 is an exaggerated sketch of the gear. The axles of the moving wheels turn inside tubes attached to the springs and a central casing (not shown), and terminate in large bevel-wheels, C and D. Between these are small bevels mounted on a shaft supported by the driving drum. If the latter be rotated, the bevels would turn C and D at equal speeds, assuming that both axles revolve without friction in their bearings. We will suppose that the drum is turned 50 times a minute. Now, if one wheel be held, the other will revolve 100 times a minute; or, if one be slowed, the other will increase its speed by