Apparatus for Steering and Controlling the Speed of Cycles and other Road-vehicles, or of Vessels Propelled on Water.
Year: 1896

page_text: Date of Application, 17th Jan., 1896
Complete Specification Left, 19th Oct., 1896-Accepted, 12th Dec., 1896
Apparatus for Steering and Controlling the Speed of Cycles and
other Road-vehicles, or of Vessels Propelled on Water.
We, JOHN ROBERT QUAIN, and FOREST WILLIAM DUNLAP, both of
3 Tokenhouse Buildings, London, E.C., Electrical Engineers, do hereby declare
the nature of this invention to be as follows:-
Our invention relates to an improved apparatus for steering and controlling
the speed of cycles and other road-vehicles, and it is applicable also to directing
the movements of vessels on water; and it has for object to provide means for
enabling the driver or officer in charge to control the steering-gear, as well as
the motor of such vehicles or vessels by the use of one hand. The improved
apparatus may be used for the above mentioned purposes on vehicles and vessels
driven either by steam, gas, electricity or other motive power.
We propose to attain this object by connecting with a single handle or lever-
hereinafter more particularly described-the several devices for operating the
steering-rods or chains, steam, gas, or other valves, switches of electric current
circuits, and other arrangements for controlling the speed and direction of rotation
of the engines or motors employed.
In carrying out our invention in the case of a bicycle, tricycle, or other wheeled
vehicle, we attach to the upper extremity of the fork or steering rod a hollow cone
or cup having its open end or mouth normally turned rearward, i.e. facing the
rider, whilst its deepest part or apex projects a short distance in advance of the
steering axis. A horizontal arm or lever pivoted at its front end within the apex
of the cone extends backwards a sufficient distance to be within reach of the
rider, and is provided with a suitable handle, whereby it may be raised or
depressed and also moved to right or left through a horizontal arc to a sufficient
extent for steering purposes. Immediately. outside the mouth of the cup this
horizontal arm passes through the upper end of a vertically movable rod provided
with suitable guides, and having a T-shaped slotted head to allow of the movement
of the horizontal arm through it to right or left. The raising or depression of
the arm operates the vertical rod in an upward or downward direction for the
purpose of controlling the speed and stopping or reversing the machine.
Upon the lower part of the vertical rod is provided a rack arranged to engage
with a pinion, whereby, in the case of an electro-motor, a switch is operated to
start the current, and in the case of a steam, gas, or oil engine, the valve for
starting the same is directly operated. The arrangement of the rack and pinion
is such that upon a slight depression of the vertical rod the electric circuits are
closed or the starting valves opened, as the case may be; upon a further
depression of the rod the rack turns the pinion to a second position, whereby
the switch, in the case of an electro-motor, is operated to close an additional
circuit, and in the case of a steam, gas, or oil engine, to partially open the valves,
for the purpose in each case of increasing speed. The downward movement of
the vertical rod to its extreme limit is arranged to turn the pinion to a position
n which the switch will be operated to entirely close the whole of the circuits,
or to open the valve to its full extent. In each position of the switch,-or valve,
s the case may be,-the rack and pinion mechanism is held by means of a

page_text: suitably arranged detent or retaining device from any further movement until
the vertical rod is again actuated by the raising or lowering of the horizontal
arm to another position. This vertical movement of the rod may also be arranged
to operate an indicator situated. in any convenient position, by means of which
the precise position of the valve or number of circuits closed will be automatically
shewn upon a suitable dial.
In lieu of the rack and pinion we may arrange for the valve or switch to be
operated by means of suitable levers.
We also connect with the vertical rod, mechanism for reversing the working of
the motor. This mechanism is brought into operation by raising the horizontal
arm at an inclination to its normal position, whereupon the rack is caused to
operate devices for reversing the direction of the electric current or to actuate
the valves in a manner to reverse the engine or motor.
A bell or other alarm may if desired be arranged on the vehicle so as to be
operated without the necessity of removing the hand from the horizontal arm or
lever, by providing on the handle thereof a button arranged to close an electric
circuit upon which the bell is connected, the conductors being led through the
horizontal arm and separately insulated; or the bell may be arranged to be
sounded by any usual mechanical device actuated by means of a button situated
upon the handle of the horizontal arm..
In combination with the steering and controlling apparatus above described
and with the use of an electro-motor, we may likewise attach a brake to the
vehicle, arranged to be brought into operation by means of a pedal connected
with a switch for shutting off the current or for closing the valve, and so disposed
that pressure of the foot upon the pedal will in the first instance break the
circuit, and further pressure will cause the brake to be applied to the wheel or
wheels.
When our improved apparatus is applied to a launch or other small vessel
propelled upon water, we may arrange the horizontal arm or lever within a
deck-house, or at any convenient position, so that the officer in charge may be
in a favorable position for steering the vessel as well as controlling the motor.
In this case if a separate motor is employed for the purpose of operating the
steering-gear, the horizontal movement of the arm is caused to actuate the switch
or valves for controlling the motor by which the steering-gear is worked, instead
of as in the previously described arrangement for direct steering of road vehicles.
Dated this Seventeenth day of January 1896.
Apparatus for Steering and Controlling the Speed of Cycles and
other Road-vehicles, or of Vessels Propelled on Water.
We, JOHN ROBERT QUAIN and FOREST WILLIAM DUNLAP both of
3 Tokenhouse Buildings, London, E.C., Electrical Engineers, do hereby declare
the nature of this invention and in what manner the same is to be performed, to
be particularly described and ascertained in and by the following statement :-
Our invention relates to an improved apparatus for steering and controlling the
speed of cycles, motor-cars and other road vehicles and it is also applicable to
directing the movements of vessels on water. Its object is to provide means
whereby the driver or officer in charge can steer the vehicle or vessel and also

page_text: control and regulate the motor by means of one handle or lever. The apparatus
is applicable to vehicles or vessels whether driven by steam, gas, electricity or
other motive power.
Our object is effected by connecting with a single lever or handle (hereinafter
more particularly described) the devices for operating the steering apparatus and
the devices (whether steam, gas or other valves, or electric current switches or
circuits) for controlling and regulating the speed and forward or backward travel
of the engines or motors.
The accompanying drawings represent a combined steering and speed controlling
apparatus constructed in accordance with our invention and adapted for use by way
of example on a motor car.
Figure 1 is a back view of the apparatus that is to say a view of the part that
faces the driver the back indicator plate being removed to show the internal
mechanism which in this case includes a commutator and a series of electric
switches. Figure 2 is a vertical section taken at right angles to Figure 1.
Figure 3 is a plan.
Figure 4 represents in back elevation another arrangement of electric switches
and Figure 5 is a plan on a larger scale of part of this arrangement.
Figure 6 a view of the back indicator plate.
Figure 7 indicates the manner in which the iuvention may be applied when in
lien of operating electric switches the apparatus actuates a steam, gas or other
valve in connection with an engine or in fact any device by which the speed of the
car may be controlled by the longitudinal movement of the rod x.
Figure 8 shews diagrammatically on a smaller seale the apparatus fitted to a
motor car.
Figure 9 shows diagrammatically how a brake may be attached to the vehicle so
as to be brought into operation by means of a pedal connected with a switch for
shutting off the current to an electric motor or for closing the valve of an engine.
a is a vertical steering rod free to turn on its axis and connected at its lower end
to the axle 6 or other device which operates the steering wheels of the vehicle.
To the upper end of the rod a is connected a piece e having a vertical slot or guide
way d and two forwardly projecting arms or brackets e e. To the front end of
these arms is pivotted on a horizontal axis fa lever g which passes through the
slot d and extends sufficiently backwards to be within rench of the driver; it may
be provided with an ordinary tiller handle but preferably with a handle bar & like
that of a bicycle as shown in the drawings and by this handle it can be moved
either to the right or left through a horizontal are for steering purposes having
the vertical rod a as its centre, or it can be moved up or down on the axis f. In
addition to passing through the slot d the horizontal lever g also passes through a
horizontal slot at the upper part of a vertical rod k which is movable in
guides jj. When the lever g is moved up or down by means of the handle bar h
it moves the rod k correspondingly up or down, and thereby controls the speed or
direction of the motor as about to be described. The rod k has at its lower end a
commutator which as the rod is raised or lowered moves up and down a switch
plate m. In the central or normal position the commutator is not in contact with
any of the switches; when however the rod k is pushed down by means of the
lever g the commutator brings one, two or three of the lower switches into the
circuit and thereby causes a corresponding amount of electric energy to be applied
to the forward propulsion of the vehicle as will be well understood. When on the
other hand the rod è is raised above the normal position the commutator brings
one, two or three of the upper switches into circuit and thereby causes a corre-
sponding amount of electric energy to be applied to the backward or reverse
movement of the vehicle. The lower part of the rod k is inside a box n and is
formed with a rack p gearing with a pinion 7 on the arbor of a hand or indicator r
which moves on a dial s so as to indicate to the driver the amount of electric
energy for the time being applied for either forward or backward propulsion. In
order that the rod k may remain in any position to which it may be moved it is.

page_text: formed with a series of notches t with one or other of which a spring catch is
always engaged. The spring catch u is carried by the casing of the steering
rod a.
It will be readily understood that although the steering and the speed control or
regulation are both effected by means of the same lever g the handle bar à and the
7
two movements are independent because the up and down motion of the vertical
rod in order to regulate the speed does not affect the steering while the
horizontal turning motion of the lever g and handle bar & in order to steer does
not affect the speed seeing that the horizontal slot i at the top of the rod & allows of
the lever g being moved horizontally without moving the rod k.
In the modified arrangement shown in Figures 4 and 5 the switch plate mis
curved to an arc struck from the centre on which the commutator turns. The
commutator is carried on the arbor of a pinion g worked by a rack p which may be
the same pinion and rack as operate the arbor of the indicator r or a separate
pinion and rack. The commutator is seen in the neutral position on the switch
plate which is shown as providing for three degrees of strength for the forward
movement and one degree for the reverse movement.
a a are two levers which are respectively acted upon and turned on their
fulcra by the commutator / when this is moved on to or off from the first
switch plate for the forward movement or the switch plate 4 for the reverse
movement. Each lever a' a' has at its other end two contacts c¹ c² as clearly seen
in Figure 5 insulated from each other, and, facing those contacts are two pairs of
parallel contacts d' d² and e' e. d and e¹ are respectively in connection by means
of conductors with the armatures of the motor and d2 and e² are similarly connected
with the fields, but the connection between the contacts opposite the fever a' and
the armatures and fields are the reverse of those of the contacts opposite the
lever a. When the rack p is lifted the pinion g causes the commutator to move
from the neutral position shown on to the first switch 1 and in so doing it causes
the lever a to turn on its fulcrum and thereby brings its contacts c c²
respectively between the pairs of contacts d' d2 and ele. Consequently the circuit
is completed and the motor is caused to rotate in the forward direction in
accordance with the direction of the current as produced by the conductors in
connection with the four contacts d' de e2 opposite the lever a. If the
commutatorbe now made to move on to the second or the third switch plate 2
or 3 the electric energy is correspondingly increased, the lever a' being retained in
position by the spring. If now the rack p he raised the commutator will be
moved in the reverse direction and before leaving the switch plate 1 it acts upon
the lever a and thereby moves the contacts e carried by this lever out of
contact with the corresponding contacts d¹ d² el 2. A further movement in the
same direction of the commutator / brings it on to the switch plate 4 and causes it
to act upon the lever a² with the result that the contacts of this lever complete the
circuit but in the reverse direction and the motor thereof rotates in the reverse
direction. With this arrangement any sparking will take place not at the switch
plate but at the contacts c¹ c².
Referring now to Figure 7 an arm on the rod k takes the place of the
commutator above described and actuates by means of a lever wa lever which
controls the valve of the steam or other engine, or other speed controlling device.
A bell or other alarmı may if desired be arranged on the vehicle so as to be
operated without the necessity of removing the hand from the horizontal arm or
lever. This may be conveniently effected as shown in Figures 1 and 3 by pro-
viding on the handle bar & a button A arranged to close an electric circuit C
upon which the bell is connected the conductors. B being led through the
horizontal arm and separately insulated. The bell may be situated in front of
the carriage as shown at D Figure 8 or in any other convenient position. Or
the bell may be arranged to be sounded by any usual mechanical device actuated
by means of a button situated upon the handle of the horizontal arm.
In combination with the steering and controlling apparatus above described

page_text: and with the use of an electro-motor or other motor, we may likewise attach a
brake to the vehicle as shown in Figure 9 for example. The brake E is brought
into operation by means of a pedal F connected with a switch G for shutting off
the current or for closing the valve. The pedal is so disposed that pressure of
the foot upon it will in the first instance break the circuit, or shut off the steam
and further pressure will cause the brake to be applied to the wheel or wheels.
When the apparatus is applied to a vessel propelled on water the lever g and
bar may be arranged in a deck house or in any other convenient position so that
the officer in charge may both steer the vessel and control the motor.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. The combined steering and speed controlling apparatus for road vehicles
or for vessels constructed and working substantially as herein before described and
represented in the accompanying drawings, so that the steering of the vehicle
or vessel is effected and the speed controlled or regulated by means of one and
the same lever or handle as set forth.
2. The combination with a steering and speed-controlling apparatus such as
referred to in the preceding claim, of a brake and a pedal for operating the said
brake, the pedal being so arranged that it first acts upon a device for breaking
the circuit or shutting off the steam as the case may be and then causes the
brake to be applied to the wheel or wheels, substantially as hereinbefore
described.
J. C. MEWBURN & ELLIS,
55 and 56 Chancery Lane, London, Chartered Patent Agents.