A NEW SELF PROPELLED MULTI PURPOSE VEHICLE SYSTEM

Abstract: A vehicle with wheels, or group of wheels, basically in, but not limited to a triangular configuration. Contrived in such a manner to permit the use of any form of motive power to propel it, and which may be readily changed, and by which any, or all, or any combination of wheels that may be fitted to said vehicle may be driven/powered individually, separately, or in unison with each other, by similar or differing power sources to each wheel or group of wheels. To which all, or substantial control of said vehicle is exercised by flexible reins. The embodiments including the expansion to, multi ganged wheels; multi engines or differing engine direct drive locations, differing types/models of engine/powered source acceptability; a special brake that may be operated by the body, hand, and reins in unison, or any one or combination of said means; control over said vehicle accomplished by reins (28, 30, 32, 33) being a rein loop either side forming 4 reins which may be expanded upon by addition, each loop being capable of performing part steering and multiple other controlling functions; an infinitely variable chassis being of modular and special parts which may alter the vehicle to a greater or lesser degree by addition or subtraction, accomplished without the use of tools, i.e. the vehicle may be substantially altered in any remote area. A vehicle which may be readily adapted to be operated by conventional means and methods.

Description: TITLE A New self propelled Mύlti Purpose Vehicle System We, Arnold Frederick Cockle, a British Subject, of "Bluegates", Littlewick R oad, Knaphill, Woking, Surrey, and Stephen Wilfrid Lawson, a British Subject, of 31, Lodge Road, Fetcham, Surrey, do hereby declare the nature of these inventions for which we pray that a patent may be granted to us, and the method of which it is to be performed, to be particularly described in and by the following statement • - For Patent purposes we described herewith the vehicle contrived. / Vehicle with wheels, or groups of wheels, basicoLly in, but not limited to a triangular configur¬ ation. Contrived in such a manner that permits the use of any form of motive power to propel it, and which may be readily changed, and by which any, or all, or any combination of wheels that may be fitted to it, may be driven/pow-ered individually, seperately, or in unison with each other, by similar or differing power sources to each wheel or group of wheels. To which all, or substantial control of said vehicle is exercised oy flexible reins. Certain embodiments (described further herein) provide facilities to the vehicle system that permit it's use over wide variations of conditions, and terrain, also for almost unlimited application. Control of said vehicle may be performed, by reins, or by sharing control with most known conventional means, or wholly controlled by conventional means. The vehicle braking system has been so contrived to facilitate by the use of reins, and/or by the Driver/ Operator exerting a pushing or pulling motion by his body and/or by his legs/hands. Operation of said braking system may be effected by conventional means, i.e. hydraulic, air power, pedal or levers etc. OMPI A,, WIPO .A> A self-propelled three/multi wheeled vehicle, with ne/group of wheel/s at the front mounted to supporting membe /s by an axle/s passing through a hub in the wheel/s containing suitable bearings. the axle/s being connected to the wheel supporting member by suitable means. On the same supporting member/s an engine/motor carrier plate is fixed in a manner that facilitates the raising and lowering of same about a pivotal point. The engine/motor is mounted upon said carrier plate being a bracket/framework device incorporating below a friction roller/s supported in suitable bearings, the shaft axis of the friction roller/s has a similar axis to the wheel axle/s. This friction roller shaft is mounted in a position below the engine/motor carrier plate and to this shaft a pulley/ε or sprocket/s is attached. The engine/motor has a pulley/s or sprocket/s attached to the power output shaft, to which a belt/s or chain/s are then connected between the said pulley or chain to effect transfer of engine/motor power to the friction roller shaft which is fixed to the shaft, the f riction roller therefor being caused to turn when the engine/motor is run. By lowering the said carrier plate assembly the friction roller/s will make contact with the wheel/s, should the engine/motor be caused to run turning the friction roller, the friction between the roller and the wheel will cause the wheel to turn, by raising the engine/motor carrier plate, the friction roller being supported within/without this carrier plate will also rise causing the contact of the friction roller/s to be removed, thus disconnecting the power delivery to the wheel/s. To the wheel/motor supporting member is attached a suitable means of guarding, which is provided to help prevent accidental personal contact with any of the rotating parts or hostile areas of the engine/motor and power transfer devices,, also enabling easier handling/carrying of complete drive assembly, in addition providing protection to the engine/motor and power transfer devices as a sub assembly. The wheel/motor supporting member is fixed to the chassis, connecting the front wheel/s to the rear wheels, the wheel/motor support member is attached to this chassis member by pivotal means with an axis in a vertical direction, which allows the wheel/motor supporting member to swivel to the left and to the right of the axis of the chassis member, thus effecting a steerable action of the front wheel/s. The chassis member has a join or joints along its length and/or at its extremities, which is secured by suitable means. This join or joints are to enable the vehicle to be dismantled into relatively small sized components for storage, handling and transportation purposes. To the rear of the complete chassis an axle or axle sockets are fixed by suitable means, this axle axis is transverse to the axis of the chassis member, the rear wheels, on the left and on the right are fitted by the axle/s passing through the hubs of the wheels, which contain suitable bearings. The wheels are prevented from leaving the axles by suitable means. To this chassis, or in itself forming part of the chassis, a body is fixed. The body is provided with a flat floor- upon which the occupants of said vehicle stand. The body may have in addition to the front, sides, top, back, and/όr openings to permit access, seats as prevailing terrain, use, conditions dictate. The front wheel/motor supporting member has fixed lever/arms which are positioned at suitable points and to the outer ends of these leve /arms flexible reins are attached by suitable means. At a position on the engine/motor carrier plate a flexible rein is attached by suitable means. To the engine/motor speed/power controlling leve /s a flexible rein is also attached by suitable means. The flexible rein attached to the engine/ motor or carrier plate or bracketry from, first passes through a guide fixed to the front wheel/ engine supporting member at a suitable position normally situated adjacent to the steering rein, the guide allowing the rein to work back and forth reasonably freely. The flexible rein attached to the speed/power control lever of the engine/motor also passes through guide similarly positioned on the other arm of the supporting member. When the driver of the vehicle exerts a pulling motion to the rein connected to the lever/ arm on the left side of the front wheel/motor support member, the whole member will swivel about the pivot connection to the chassis and change the axis of the front wheel from an axis in line with the chassis to an axis angled to it, i.e. points in a leftward direction. Similarly, when exerting a pulling motion to the right rein, the wheel would be changed to an axis in the rightward direction, thus steering of the vehicle is performed and achieved. When the driver grasps the rein connected to the engine/motor/carrier and exerts a pulling motion, the engine/motor carrier plate, which pivots about a pivotal poini; will raise,about that point. The rein will raise the engine/motor carrier plate sufficiently to free the friction roller from the wheel/s, assuming that the roller was at rest on the wheel/s. Having started the engine/motor the rein is allowed to return slowly, the friction roller will gradually make contact with the front wheel/s as the engine/motor carrier plate which supports the the friction roller also is lowered. When the driver simultaneously grasps the rein attached to the engine/motor speed/power control lever and exerts a pulling motion to the rein, an increase in power/speed occurs to the friction roller and thus to the wheel/s, and finally the vehicle, by the friction of the wheel to the surface it is resting upon. To effect simpler and easier control over the vehicle, one rein for steering and one rein for another controlling function, eg. power, speed,drive, connection/disconnection, braking, etc, are joined together to form a loop, one pair of reins forming a loop each side, i.e. one rein.loop on t the left and one rein loop on the right. The actual function and location of the reins is open to personal preference, and function requi¬ rements which may be dictated by the particular circumstances in which the vehicle is being put to use. To ensure a complete understanding of the control system it is further described below. If it is assumed that the left loop of reins control s,teering to the left and engagement and disengagem- -ent of the engine/motor to the wheel/s, and the right loop of reins control steering to he right and also increase/decrease of engine/motor speed/ power. Furthermore, that at a suitable point OMPI along the reins a hand grip with the steering rein fixed to the bottom of the handgrip and the other control function rein fixed to the top. The driver grasps the left hand grip in the left hand holding it in an almost vertical position, but with the axis of the handgrip leaning slightly towards the front of the vehicle, if he exerts a pulling motion to the handgrip maintaining the attitude of the handgrip as he does so, this action will cause the front wheel support member to swivel about its pivot point and steer to the left, by exerting a pulling action on the right rein handgrip, an opposite reaction is obtained, i.e. steering to the right. It should be noted that although the reins have been pulled to the left and to the right, the top reins in either loop have not moved, as they move in unison with the bottom reins, and therefore not effecting the other function they control, this is accomplished by the correct siting -of the rein guides attached to the same lever/arms on the front wheel support member. When the driver wishes to increase the speed of the vehicle he merely causes the handgrip to swivel about a point at the bottom of the hand- -grip, and move it towards the rear of the vehicle. Similarly if he wishes to disconnect the power friction roller from the front wheel/s, he does exactly the same, but with the other handgrip, exercising a pulling motion at the top. Further- -more, if the driver maintains a light but steady tension on both the steering reins the controls of the other functions are easier to accomplish.lt is to be made clear that the handgrips have been mentioned only as a reference to the understanding of the system of control, they are not in any form an essential part of the system, although they may be desirable for personal comfort or ease of ad ust- -ment and operation. The front wheel/motor supporting members have been contrived in such a manner to permit additional wheels to be fitted on extended axles. This facility, by the addition of more wheels, and by extending the front wheel axle to accommodate additional wheels has , the effect of lowering the pressure of the vehicle upon the surface it is on. To increase substantially the tractive effort between the wheels and the ground, power to these wheels is achieved simply by extending the drive roller shaft/s and fitting suitable friction rollers. These drive roller shaft extensions are fixed to the existing drive roller shaft by similarly sized material to that of the existing shaft, and having a thread form to them. The existing roller friction shaft has a matching thread form which engages to the extension friction roller shaft/s, and are tightened sufficiently to secure and transfer the desired power to said friction roller extensions. Other means of attaching the friction roller shaft extension to the existing shaft may be achieved by screwing one extension shaft into the other, by means of a threaded portion connected to one extension shaft passing through the existing friction roller shaft and being screwed into the other friction roller shaft extension, thus trapping the existing friction roller shaft between the other friction roller shaft/s extensions, and providing transfer of power to them. Provision is made to align said friction/grip at the join of the friction roller shaft extensions to the existing friction roller shaft. To effect transmission of power to aforesaid friction rollers provision is made to align the said shafts by spigots engaging at the joins. Should a stronger means be required to prevent the friction roller extensions slipping around the connection of the said shaft, this can be provided by the addition of/or shaping of the said joining surfaces to create a higher degree of friction between.the jointed surfaces. Further, suitable high strength adhesives may be employed for a more permanent connection. If a permanent system is required, the existing and the extension shafts may be welded to¬ gether, or a one piece shaft may be employed, the rollers being attached by suitable means to allow friction roller shaft bearing fitment. To effect control of i.e. engagement/disengagement of friction roller contact with the wheels is as previously descr¬ ibed . It should be understood clearly that as provision is made to drive all or any of the wheels mentioned, it would follow that if any of the said wheels are preferred to be driven and others are not, those not may be removed or left undriven. To ύrther lower the ground pressure of the vehicle which is highly desireable when crossing soft ground/ terrain, the rear axle/.s have been so contrived to enable them to be extended, by providing longer axle shafts to accept the additional wheels. The number of wheels which may be attached is dictated as can be appreciated by many factors, such as weights, strength of materials, useage, size of vehicle etc. The contact between the friction roller and the wheel/s is maintained by the combined weight of the engine/ motor, carrier plate, friction roller and ancilliary equipment mounted on the engine/motor carrier plate. The pressure i.e. weight exercised upon the wheel/s by the friction roller/s is increased by mechanical advantage. This has been achieved by the engine/ motor mounting bracket being contrived in such a manner that the pivot point of said bracket is caused to be in a certain relationship with the axis of the friction roller/s shaft, as the engine/ motor is mounted to said bracket forward of the friction roller axis. The centre of gravity of said engine/motor is somewhat further away from the friction roller axis than the pivot point, a lever effect is accomplished, providing an increase in said pressure than that which would normally apply if the engine/motor was mounted directly over the centre of the friction roller, the measure of increased pressure is dependent on the ratio of said axis. Should this weight prove to be in¬ sufficient in certain circumstances i.e. multi wheel and friction drive combination, tension or compression springs may be used to maintain required friction, these springs may be fitted between the engine/motor carrier plate or engine/ motor and the wheel/motor support member, similarly ballast weight attached to the engine/motor carrier plate or engine motor. Friction may be increased between the friction roller and the wheel/s by increasing the pressure between the friction roller and the wheel/s, not preffered, or by providing an abrasive surface to the friction roller. This may be acheived by any of the following means; a. Moulding, shaping, or machining the surface of the friction roller. b. Attaching by suitable means to the friction roller surface, continuous, regular and/or... irregular shaped and/or sized parts or particals of material being smooth and/or abrasive and/or soft, firm, or hard in their nature, being con¬ tinuous, and/or evenly, and/or randomly spaced. c. Being made entirely from any of, or combination of materials as in b. above or of similar materials and being shaped or moulding into or as desired, and if necessary held together in the desired form by suitable means or by adhesive/s. Pressure may be reduced between the friction roller and wheel/s depending on the degree of friction obtained by applying above measures thus reducing bearing loads. To prevent the motor/engine support bracket from moving up and down and producing an inter¬ rupted power transmission to the wheel/s created by the friction roller/s loosing contact with the wheel/s, as may be experienced when crossing very rough or uneven terrain, a damper may be included and attached at a point on the engine/motor or engine/motor carrier plate by suitable means, and to a point on the wheel/engine/motor support member/s, this damper has sufficient movement to allow the engine/motor carrier plate to raise the friction roller from making contact with the wheel/s, the damper may be of the adjustable, fixed resistance, telescopic, hydraulic, gas filled, friction types, sprung or any combination. . Should an automatic power engagement/disengagement device e.g. centrifugal type clutch, fluid, powder, or elect o-magnectic clutch be used to engage/disengage the power from the engine/motor to the wheel/s jt .then one rein rein becomes free to ' use fo " another controlling function, or disregarded if there is no desired function to OMPI control. This spare rein may be used to exercise control over the engine speed/power with both the left and right hands if desired by joining both the rein in use and the rein not in use to the engine/motor speed/power control lever by passing the rein through its normal guide and through the other, thus passing both reins through the same guide. It is possible for the reins used for other functions than those used for steering, may so be directed through rein guide/s in reasonably closeproximity to the means of pivoting the wheel/motor support member to the chassis member, thus enabling other functions to be controlled at a location not only in front of the wheel/motor support member, but also in a direction towards the rear of an/or in a vertically upward or downward direction, providing a pulling motion of varying length to operate a lever/s or other mechanism so required, e.g. to an engine/s motor/s mounted on or to the said chassis member or other suitable fixture/s which may drive a pump/s generator of transmission means, and by suitable connection e.g. pipes, cables, or shafting drive a motor/s to drive the wheels by any suitable transmission means. Further more should the drive to the wheel/s be interupted by crossing rough or uneven terrain, or insufficient friction between the friction roller/s and wheel/s exist due to reduced engine/motor weight then the engine/motor carrier plate may be ridgidly, or semi-ridgidly fixed by suitable means to the wheel support member as there is no longer a need for the friction roller/s to be removed from the wheel/s, due to the use of automatic engagement/disengagement of the engine/motor power to the wheel/s. The need to provide suspension/springing o this vehicle can be limited to personal preference, due to the way in which this vehicle has been contrived it is not essential to provide springing or suspension other than that effected by the use of pneumatic tyres on the wheels which can be inflated to the desired pressure, particularly when crossing rough or uneven terrain where one would experience most discomfort. Usually the vehicle when used under these conditons would be expected to be a multi-wheel vehicle i.e. more than three wheels, this allows the wheel/s if pneumatic to be inflated at low pressures, there is little reason to suspect that the wheel/s would be other than pneumatic, this then would provide a greater degree of shock absorption, further more as the driver is able to stand apon the floor of the vehicle, which is flat and may have a non-slip surface, he is permitted to flex his legs and body in such a manner as to absorb shocks and sustain vehicle movement over said terrain, as no control is exercised over the vehicle with the drivers feet, the driver may move about substantially on the floor of the vehicle, his feet may remain in contact with the floor, enabling his balance and posture to be sustained, further freedom of movement is made available to the driver by the use of flexible reins to control the vehicle, thus allowing the maximum freedom of movement in all directions affording him the maximum control over the vehicle in most attitudes and conditions. Protection in the form of soft padding material may be provided on the inside of the vehicle and " around the top edges of said body. Although brakes are provided there are circumstances where they are not necessary as in some racing activities where on certain vehicles for example those used for racing, brakes are not necessary, although in some forms of racing brakes may be desirable and can be provided for this vehicle system, on vehicles used in racing where brakes are not required, slowing and bringing the vehicle to a halt may be acheived by having a "Dead Kan" device wherein the engine speed/power control lever/s is allowed to return fully to the engine/ motor stop position so adjusted that should the rein controlling this function be fully released the engine/motor will cease to run, this serves two funtions, 1. Should the driver wish to leave the vehicle for any reason the engine will 2. stop, In racing it would be expected that the system used to engage and dis¬ engage the power to the wheel/s would- be that where upon the friction roller is moved to or from the wheel, this then due to j the engine being made to stop by the driver releasing orslackening the said rein and the engine/motor still being connected to the wheel, would slow down or bring the vehicle to rest, assisted by the inertia of the vehicle the engine is driven by the wheel/s which tend to increase the engine speed affording a high degree of resistance to the vehicles motion. To 'free wheel' the vehicle the friction roller must be disengaged from contact with the wheel/s, which requires the driver to exert some effort to maintain this condition. To effect braking, a system has been contrived whereby both the rear wheel/s left and right may be braked simultaneously, this having been acheived by the provision of a bar that is parallel with the rear axle, to the ends of this bar are attached by suitable means semi-circular flat faced brake shoes with friction linings fixed to the outer surfaces, these brake shoes are caused to travel outward in a radial direction from the axle to the inner surface of the wheel rim or brake drum, this outward action is created by the said bar being allowed to slide reasonable freely within guides fixed to or adjacent to the rear axle at a point near to the wheel/s. To the top of the said guides is a plate or bar fixed across the two upright members of the said guides, in this plate or bar a hole is made, the hole is made through the bar that runs in the guides on the same centre axis as the hole in the plate or bar, a "U" shaped bar with the legs of the "U" pointing in a downward direction, and the base of the bar now at the top is provided, to the bottom of the legs of the "U" shaped bar, are fixed two hollow square tubes, one on the end of each leg of this "U" bar, they are fixed in such a way that the square tubes are made to fit on the top of the plate or bar on top of the brake bar guides, the "U" shaped bar is so shaped and sized that it is almost to the full width of the body and the height is so that the base of the "U" now uppermost can make contact with the drivers leg/s or body. A hole is made in the square tube where it contacts the plate or bar at the top of the guides and is in line with the hole in the plate or bar on top of the guides. A barrel nut, being a piece of round bar with a thread formed in its side in the centre of this piece of bar, and passing through the axis of this bar, this is fitted into the square tube with it's axis transversed to the axis of the square tube through the hole made in the bottom of the square tube a threaded stud is passed and screwed 'BU EAI O Pt , wo _ into the barrell nut, this stud now passes ,through the hole in the plate or bar on top of the guides and through the bar that slides in the guides carrying the brake shoes, , an adjusting/retaining nut is screwed onto the end of the stud now protruding through the bar and is screwed up one on each side until the bar carrying the brake shoes is caused to stop due to the brake shoes now making contact with the inside surface of the wheel/s .or brake drum if used, a spring is provided between the bar carrying the brake shoes and the underside of the plate or bar on top of the guides, this causes ,the bar carrying the brake shoes to be forced away radially inward towards the axle from the wheel/s ( or drum/s and returned to the limit set by the nut on ,said stud, the brake bar is finally adjusted to ensure the brake shoes are reasonably clear of the wheel rim/s or drύm/s when said bar is released. By movement of the brake actuating bar in either a foward or rearward direction will cause a heel and toe lifting action to the square tubes affixed to the ends of the "U" shaped bar therefore the barrel nut and stud will lift, causing the brake shoe carrying bar also to lift by the stud connecting it,the brake shoes being attached to this bar will make contact with the inside of the wheel rim/s or drum/s creating friction by the lining material rubbing on the inside of the wheel/s or drum/s and cause the said rotating wheel or drum to slow,or stop.The brake system previously described may be positioned at any radial point around the axle to suit vehicle system requirements,and by adjustments to the connection made between, the actuator bar and the square which are open ended and forming sockets, siutable for additional/replacement brake actuator bars. Further the brake shoe carrying bar, and the brake actuator bar may be telescopic/sectional to permit extension/reduction to wheel centres that require braking, the afore¬ mentioned braking system being totally adaptable and capable of many conventional actuating mediums, but contrived to be removed with the minimum effort, and expertise to be simply adjusted to suit also trailing axles of various track widths with same or similar brake shoe carrying bar and actuator bars, the system is not limited by wheel or brake drum diameters. The said vehicle may have ski's or the like fitted to any of it's 'undriven' wheel/s, or by removal of it's 'undriven wheel/s, direct fitment to the free axle/s is possible; control linkages and/or suspension springs or the like may be provided to the ski's or to the axle/s to allow articulation and sufficient movement of the ski's or the like to smooth the ride of the vehicle. For clarification: The front wheel/s. are driven/powered, ski's or the like may be fitted to the rear wheel/s - axle/s. The rear wheel/s are driven/powered, a ski or ski's or the like may be fitted to the front wheel/s - axle/s. Paddle or scrapper snow/ice type brakes may be fitted to the vehicle, although engine braking may be sufficient. The use of reins for control is not limited to land vehicles effective control of marine craft for above/below the surface is equally possible. The operation and functions of control by the use of reins are similar to those prev¬ iously described herein? i.e. steering control of power/ speed, and vehicle direction/motion. (Stop/start/forward/ reverse/attitude etc. To facilitate additional reins to perform further functions, handgrips provided with a lever device or the like to which the additional rein is attached may be employed. Further or lesser rein guides may be provided for convenience. The front axle has been so contrived aε to enable it to be extended simply & quickly. To accommodate more wheels by any of the following, by providing a longer one piece axle which is not prefered, as should it become bent or damaged in any way, it can be difficult to remove the wheels from it, or it from the supporting member. Prefer means are as fellows: 1. By providing seperate axle extension/s that have an aligning spigot means to the existing axle, and which have threaded forms at the point, whereupon the extension shaft/s joint the existing axle shaft. This to having same threaded forms, thus allowing said shafts to be screwed together tightly forming a secure oint/connection at these points. Other means similar to those used for friction roller extension may be incorporated. Each rein that is not used for steering may be used to control more than one other function, as the reins when pulled or released by the driver/operator provide a linear movement of variable length. This may be readily converted to acheive multi-functional control e.g. by suitable connection to cranks,levers,pulleys,linkages, switches or valves etc.. Further controlling means are achieved by the provision of electrical conductors/ pneumatic lines etc.being incorporated within or about the reins and/or forming the reins to which switches or the like maybe connected. Handgrips may be provided to the reins to which may be attached/housed control switches/devices that may be connected to electrical conductors/pneumatic lines etc. incorporated in or about said reins,increasing sub¬ stantially the scope of functions and control. Engine braking 18 When using the engine as a means of slowing the vehicle, aε in some forms of racing, some difficulty may be experienced when the starting of an engine is required, tc be carried out by hand e.g. by a handle, rope or cord etc, especially if the means of power transmission is by friction roller/s to the wheel/s and no automatic means of power engagement/disengagement is used from the engine to the friction roller, the driver has to lift and hold the engine up high enough to free the contact between the friction roller/ and the wheel/s,, to control the engine speed, as it may be arranged to shut off if the control is released, and also to start the engine. Once the engine has been started, he then has to keep the engine and friction roller/s raised free of the wheel/s by keeping the rein controlling this function tensioned sufficiently to accomplish this. Also,keep the engine running until he gets into his driving position. Aε can be appreciated this can prove to be somewhat difficult, although preferred as a means of providing difficulty in some forms of racing, therefore promoting skill, nevertheless in some other applications this particular difficulty would not be desired. Therefore,by arranging a sprung loaded latching mechanism or the li e^ o a point on the engine/ε or mounting bracketand fixed at a secure point on the wheel/ motor support member the engine/s is now able to be raised and the sprung loaded latch to be forced against said spring and hooked/connected to the ' engine/s or mounting bracket as prefered by suitable means, the engine/s is now lowered slightly to tension said latch, the weight of the engine/s maintains the tension. The engine/s is/are now started and made to run in this raised position. The Driver keeping the engine running by either tension- ing the speed controlling rein to a point in his driving position, Engine braking 19 or by hand. He now proceeds to his driving position by grasping the rein that raises and lowers the engine/s and when he so desires tensions a exerts a pulling motion to the rein, the engine/s will be lifted, the sprungloaded latch or the like will now be released from it's point of attachment by the force of the spring. The driver now has control of the engine and may lower it to engage the friction roller with the wheel as and when he εo desires. Fixed or variable speed/power controlling governors may be employed as required on the engine/s/motorε. These can be of the mechanical flyweight, electro hydraulic, electro magnetic, electro pneumatic electro motive types, including any electronically controlled devices, andwhen more than one engine/motor is used on one vehicle the governors may be connected by suitable means to each other to provide power delivery to the wheels in unison, or seperately if required by exercising individual control over each governor Power transmission Refering to the means of transmitting the power delivery to the wheel/s from the engine/motor it has to be made perfectly clear that the said transmission by means of pulley/ε, sprockets, belts, chains etc. driving a friction rcller in contact with the wheel/s is not the only means of transmitting said power to the wheels. Although it may be necessary in certain applications, and has been used in this instance for clarity of description of the power transfer, and also to illustrate the potential simplicity of vehicle system, and is a prefered embodiment of the invention. IJU E A∑Γ OMPI Description. The front wheel (1) is attached to a central hub, the hub contains suitable bearings which run on a shaft (4) which is fixed to the wheel supporting member/forks (5). Above the wheel (1) a pivoting engine/motor carrier plate (6) is fixed by a pin (7) with securing means (8) to the wheel/ motor support member (5) below which a suitable friction drive roller (9)is mounted upon a shaft (10) supported and running in suitable bearings housed in or on the engine/ motor carrier plate, one end of said shaft carries a pulley or sprocket (13) and is fixed to it with or without a clutch engagement/disengagement device.An engine/ motor power scource is mounted upon the carrier plate (6) pulley/s or sprocket/s(ll) with or without a clutch or engagement/ disengagement device fitted are fixed to the output delivery shaft (14) of the power scource (12) belt/s or chain/s ,(15) are fitted about the pulley/s sprocket/s (11) & (13) or by other means of transmission provided to transfer the power from the power scource (12) to the friction roller (9). Between the power unit (12) and wheel/motor support member (5) a special damper (16) may be fitted when and if required At suitable positions (not shown) bump stops are provided to absorb shocks and limit the move ment of the power unit (12) and carrier plate (6) .Protective guards/cowlings(17) are provided (not shown in full as they provide extensive cover to components within the frame (17) and would limit the detail needed for this descriptive written matter) to protect components mounted upon the wheel/motor support member(5) and further to prevent accidental personal contact with any rotating or, hostile components/surfaces. The wheel/motor support member (5) is attached to the main frame/chassis (18) by means of a pin (19) or shaft passing through yoke plates (39) and a headstock tube (40) or other swivelling arrangement having suitable bearings to enable the wheel support member to turn reasonably freely from the left and to the right and from right to the left about the central axis of the said bearings.The main frame/chassis (18)forming the supporting/connection structure between the front (1) and rear wheel/s (2)&(3) and having an axle fitted to it which is transverse to the axis ,of the main frame (18) the outer ends of the axle may have sockets into which variable length stub axles may be fitted, to these stub axles (21) the rear wheels are fitted running on bearings within the hubs of the wheels and prevented from leaving the axles by suitable means. The main frame/chassisC18) is secured to the floor (23) by bolts (54) passing through the floor (23) and the axle/s (20) and stub axles (21) to secure and locate them in the correct position. An open body is attached to, or is made as part of the main frame/chassis (18)&(36) and is so shaped as to allow the driver/operator to stand upright upon the floor of, a non- slip surface may be applied to the floor if so required. The said body may be so shaped or sized to suit the environ ment or use to which the vehicle is put to, the body illust rated has been used to provide an insight to the potential •simplicity of the vehicle system, it provides a flat floor on which to stand and affords to the driver a reasonable measure of protection against the hostilities pf the conditions and environment to which he may be exposed, access to and from the vehicle is exceptionally easy, and handholds (27) are provided to allow the occupants to hold onto when needed.The top edges of the body are fitted with covering of soft substance (25) further the inside of the body may be provide with a similar soft substance (26) if found to be necess,ary. Seat/s may be provided although not shown, these may be fitted to the sides of the body or to a suitable framework as required. From the body area, two sets of flexible reins, each set of reins being a pair with or without handgrips fitted to them, form two seperate loops the ends of which lead forward to the wheel/motor support member (5) and power scourse (12), one set of reins to each side, the left bottom rein (28)of the left set of reins is fixed .to the left steering ar (29) of the wheel/motor support member (5) and by pulling this rein, steering to the left is performed, similarly the bottom rein (30) of the right set of reins is fixed to the right steering arm (31) of the wheel/motor support member (5), and when pulled, steering to the right is performed. The top rein (32) of the left set of reins may be used to raise and/or lower the engine/motor and/or carrier plate (6) or power delivery control device to effect drive or non-drive to the wheel/s, the right hand top rein (33) of the right hand set of reins may effect control of the speed control device/s (37) of the power source (12) or ^vehicle. The location of and control exercied by the reins is open to individual preference, comfort, necessity and vehicle 'modus operandi*. The steering reins (28) & (30) to the steering arms/levers (29) & (31) by suitable means, preferably 'quick release' are fixed to it, the reins for use on other functions are not, they are allowed to pass freely through the rein guides (55) &(58) attached at or adjacent to the connection of the steering reins, (28) & (30) to the wheel/motor support member. To ensure that the rein controlling the speed/power delivery device/s -(37) a self returning mechanism (38) is provided to pull the rein when it is slackened/released by the driver to the slow or stop position as required. To the main frame/chassis (36) & (69) a join is provided and is so contrived to afford exceptionally strong means of attachment, and requires the use of one pin only to do so, the joining means is not disclosed as it forms a further patent application being seperate from this. The join or joints are so provided to increase substantially the range of application of the vehicle system by permitting means of addition or adaption to be fully utilised. A means of stopping/braking the vehicle has been contrived, and to be effected by simple means, the following refers to the rear, wheels, a bar (42) is arranged to be positioned with it's axis in a similar axis to the axis of the rear axle CO ro ro l co o cn o cn CH

Claims: AMENDED CLAIMS [received by the International Bureau on 03 January 1984 (03.01.84); original claims 1 — 35 replaced by amended claims 1 —23] 1. A steerable road vehicle comprising (a) a non-steerable portion which incorporates at least one road wheel, and a driving station which is arranged to accommodate a driver; (b) a steerable portion steerably coupled to said non- steerable portion and incorporating at least one road wheel (referred to hereaf er as the steerable road wheel) , a controllable power unit arranged for driving said steerable road wheel when desired, and a control device (referred to hereafter as the first control device) for controlling a first control function or parameter of said power unit and incorporating an operating member for effecting operation of the control device; (c) a pair of reins, each being attached at one end thereof to a respective one of two steering parts of said steerable portion, and each extending at the other end there¬ of to said driving station for manual operation there by the respective one of the two hands of a said driver when accom¬ modated at said driving station, the difference in the forces applied to the respective reins by the driver being effect¬ ive to steer said steerable portion relative to said non- steerable portion in a desired manner, and wherein at least one of said reins is looped back upon itself at said driving station, extends from there in a reverse or return direction to said steerable portion, and is coupled there at its return end to said operating member of said first control device, whereby a said driver by appropriate manipulation of said one rein may effect opera¬ tion of said first control device whilst simultaneously effecting a desired stable control of the steering of said steerable portion and said steerable road wheel by means of the two reins. 2. A steerable road vehicle according to Claim 1, wherein said steerable portion incorporates a second control device, which device is arranged to control a second control function or parameter of said power unit, and incorporates an operat-r "~ ing member for effecting operation of that control device, and wherein the other " of said reins is likewise looped back upon itself at said driving station, extends from there in said reverse or return direction to said steerable portion, and is coupled there at its return end to said operating member of said second control device, whereby a said driver may by appropriate manipulation of the said other rein effect operation of said second control device whilst simultaneously effecting a desired stable control of the steering of said steerable portion and said steerable road wheel by means of the two reins. 3. A steerable road vehicle according to Claim 1 or Claim 2, wherein there is provided a further controllable vehicle- motion controlling means for controlledly influencing the motion of the vehicle, which means incorporates on said steerable portion a control device (re erred to hereafter as the third control device) having an operating member for effecting via said third control device control of that motion controlling means, and wherein the said return end of one of said reins is also coupled to said operating member of said third control device, whereby a said driver may effect control simultaneously of said operating members of said control devices whilst ef ecting simultaneously a desired stable control of the steering of said steerable portion and said steerable road wheel by means of the two reins. -„ A steerable road vehicle according to any preceding Claim, wherein one of said first and second control devices comprises a speed control device arranged to control the speed of the power unit,- and appropriate manipulation of the reins is effective to simultaneously control the steering of the vehicle, and the speed at which it is driven by the power unit. 5- A steerable road vehicle according to any preceding Claim, wherein one of said first and second control devices f _. C comprises a controllable coupling means for selectively coupling and uncoupling a power output shaft of said power unit with and from said steerable road wheel, and appropriate manipulation of the reins is effective to simultaneously control the steering of the vehicle and the coupling and uncoupling of the said output shaft from said steerable road wheel. 6. A steerable road vehicle according to Claim , or Claim 4- or 5 when dependent on Claim 3 5 wherein said further vehicle-motion controlling means comprises a braking means arranged for exerting a braking force on the vehicle, and appropriate manipulation of the reins is effective to simultaneously control the steering of the vehicle and the braking force applied to the vehicle. 7. A steerable road vehicle according to any preceding Claim, wherein each said rein is threaded through a respect¬ ive rein-guiding aperture formed in said non-steerable portion. 8. A steerable road vehicle according to any preceding Claim, wherein each said rein carries at said driving station a tubular handgrip through which the rein is threaded and by means of which handling/control of the rein is facilitated. 9. A steerable road vehicle according to Claim 8, wherein each said rein comprises a flattened, thin-walled tubular material. 10. A steerable road vehicle according to Claim 5, wherein said controllable coupling means comprises a frictional driving roller drivingly coupled with said output shaft of said power unit, and a selection means for selectively moving said driving roller into and out of frictional driving contact with said steerable road wheel. 11. A steerable road vehicle according to Claim 10, wherein (a) said driving roller is mounted on a support member for rotation about an axis that is parallel with the axis of rotation of said steerable road wheel; (b) said support member is pivotally mounted on said steerable portion of the vehicle or pivotal movement about an axis that is parallel with the said axes in a manner such that said driving roller may be selectively moved into or out of frictional driving contact with the ground-engaging surface of said steerable wheel; and (c) said selection means is arranged to pivotally move said support member relative to said steerable portion of the vehicle whereby to selectively couple or uncouple said output shaft of said power unit with or from the said surface of said steerable wheel. 12. A steerable road vehicle according to Claim 11, wherein said power unit is mounted on said pivoted support member in a manner such as to urge said driving roller towards said surface of said steerable road wheel. 13 * A steerable road vehicle according to Claim 12, wherein said power unit is mounted on said support member in a posi¬ tion disposed remotely from the pivotal mounting of that member on said steerable portion of the vehicle, said driving roller being carried on said support member at a position which lies intermediate the position of said pivotal mounting of said support member and the centre of gravity of said power unit. 14-. A steerable road vehicle according to Claim 12 or 13 » wherein said pivotal mounting of said support member on said steerable portion of the vehicle comprises a single readily- removable pivot pin or shaft. 15. A steerable road vehicle according to any one of the Claims 11 to 14-, wherein there is provided a vibration damp¬ ing means coupled between said support member and said steer¬ able portion of the vehicle and arranged to prevent said driving roller breaking its driving contact with said surface of said steerable road wheel when said power unit is coupled to that wheel. 16. A steerable road vehicle according to any one of the Claims 11 to 15* wherein there is provided a releasable latching means for engaging said support member when in the position for uncoupling said power unit from said steerable road wheel, said latching means having a release member for releasing said latching means, and said release member being coupled to a said return end of one of said reins for opera¬ tion by a said driver. 17« A steerable road vehicle according to any preceding Claim, wherein there is provided at least on said non-steer- able portion of the vehicle a braking means for retarding the motion of the vehicle, and wherein there is provided a brake operating member arranged for operation by a driver accommodated in said driving station, which operating member is arranged to be operable by parts of the driver's body other than his arms and hands, to apply said braking means. 18. A steerable road vehicle according to any preceding Claim, wherein there is provided on said steerable portion of the vehicle one or more other road wheels mounted along- side said steerable road wheel for rotation about the rotat¬ ional axis of the said steerable road wheel, and wherein said driving roller is also arranged to drivingly engage the ground-engaging surface of each said other road wheel as well as that of the said steerable road wheel, the said steerable road wheel and each said other road wheel being mounted for steering together by said reins. 19. A steerable road vehicle according to any preceding Claim, wherein one said rein incorporates a control circuit means which includes a manually-operable switch or other control means arranged for operation by a said driver whilst holding the reins, said control circuit means being connected with a control device which is mounted on said steerable portion of the vehicle and which is controllable by a said driver whilst holding the reins by manual operation by him of said switch or other control means. 20. A steerable road vehicle according to any preceding Claim, wherein said steerable and non-steerable portions of the vehicle are connected together by a quick-release mech¬ anism, whereby those portions may be readily disconnected from one another when desired. 21. A steerable road vehicle according to any preceding Claim, wherein said steerable portion of the vehicle is pivotally connected to said non-steerable portion by a single pivot pin or shaft about which said steerable portion is free to pivot relative to said non-steerable portion, and wherein said pivot pin or shaft is readily removable to enable the respective portions of the vehicle to be disconnected from one another when desired. 22. A steerable road vehicle according to. any preceding Claim, wherein there is provided on said steerable portion of the vehicle at least one other power unit which is similar to the first-mentioned power unit and which is controllable together with the latter power unit, said other power unit being arranged to drive said steerable road wheel in like manner, or to drive a similar wheel mounted coaxially along¬ side said steerable road wheel. 23. A steerable road vehicle according to any preceding Claim, substantially as hereinbefore described with refer¬ ence to and as illustrated in any single figure or group of associated figures of the accompanying diagrammatic drawings.

Inventors: COCKLE ARNOLD FREDERICK, LAWSON STEPHEN WILFRID, COCKLE, ARNOLD, FREDERICK, LAWSON, STEPHEN, WILFRID
Applicants: COCKLE ARNOLD FREDERICK, LAWSON STEPHEN WILFRID, COCKLE, ARNOLD, FREDERICK, LAWSON, STEPHEN, WILFRID
Application year: 1983
Main classification: B60K26
IPC codes: B60K26, B60T1, B62D1, B62D59, F16D51