Improvements in and relating to Motor Road Vehicles.
Year: 1899

page_text: Date of Application, 1st Sept., 1899-Accepted, 23rd Dec., 1899
COMPLETE SPECIFICATION.
Improvements in and relating to Motor Road Vehicles.
We, ALBERT H. OVERMAN, Manufacturer, residing in Federal Street, and
JAMES HERBERT BULLARD, Mechanical Engineer, residing at No. 777, State
Street, both in the City of Springfield, County of Hampden and State of
Massachusetts, United States of America, 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:―
This invention relates to automobile vehicles of that class in which steam
or other elastic vapor is produced in a suitable generator and conveyed to a
suitable motor whereby the expansive pressure of said vapor is utilized through
suitable driving connections with an axle of the vehicle for driving the latter.
This invention has for its object the perfecting of the construction of mechan-
isms and devices, and their co-operative arrangement in connection with the
generator and motor of said vehicles, whereby the principal functions of the
said vapor generator and motor are automatically performed, and the vehicle
thereby rendered safe of operation by persons relatively unskilled in the use
and construction of such mechanism as constitute the motive power of auto-
mobile vehicles.
The various automatically performed functions of the mechanisms above
referred to comprise, briefly, the automatic supply of water or other fluid to
be evaporated in the generator; the control of the amount of liquid fuel supplied
to the burner under the generator, by the pressure of the vapor therein; the
automatically maintained constant pressure of air in the fuel tank, whereby
Eaid liquid fuel is forced to said burner.
A further object of the invention lies in the construction and arrangement
of devices for heating the water and heating the liquid fuel by exhaust steam;
the construction of the frame of the vehicle, whereby it may be utilized for
the condensation of the exhaust steam; and in the construction of devices for
indicating the level of the water in the generator and the level of liquid fuel
in the fuel tank; in the construction of the strut brace between the motor and
the driving-axle, and in the devices for shifting from one speed to another.
And the invention consists in the construction set forth in the following
specification and pointed out in the claims forming part thereof.
In the drawings forming part of this specification,-
Figure 1 is a side elevation of an automobile vehicle embodying this inven-
tion, parts thereof being broken away.
Figure 2 is a longitudinal section of same looking from the opposite side.
Figure 3 is a plan view with the seat and top of the body removed.
Figure 4 is a cross-section on line A-A, Figure 2, looking towards the rear
end of the vehicle.
Figure 5 is a similar sectional view on line B-B, Figure 2, looking towards
the front end of the vehicle.
Figure 6 is a plan view of the frame and running gear of the vehicle with
the body removed.

page_text: Figure 7 is a perspective view of the generator and its burner, the water
and air-pumps, fuel tank, water heater, and practically the entire circulatory
system of the vehicle.
Figure 8 is an elevation of the feed-water and air-pumps, and the connection
between them, showing the feed-pump valve in section.
Figure 9 shows, in vertical section, the pressure-actuated device for cutting
off steam from the steam cylinder of the air-pump.
Figure 10 is a perspective view of devices for automatically locking the
throttle-lever when the vehicle is not occupied.
Figure 11 is an enlarged sectional view of the differential gearing,—trans-
versely of the plane of its rotation,-on line C-C, Figure 12.
Figure 12 is a sectional view of same, in a plane at right angles to Figure 11,
on line D-D, Figure 11, on same scale as Figure 11.
Figure 13 shows, on an enlarged scale, the application of a push button to
the steering-lever for lighting an electric lamp.
Figure 14 is a detailed view of the rear side of the engine cylinders.
Figure 15 shows the rocking support of the engine and shows the entrance
of live steam and the exit of the exhaust through said support.
Figure 16 shows, on an enlarged scale, adjustable stops on the frame for
limiting the throw of the steering lever, horizontally.
Figure 17 illustrates, on an enlarged scale, in plan view, the type of hydro-
carbon vapor-burner employed.
Figure 18 shows, in vertical section, a portion of one side of said burner.
The ordinary steam engine has long been recognized, as possessing many
advantageous characteristics as a propelling motor for automobile vehicles, and
efforts, attended by more or less success, have been made to overcome its obvious
disadvantages.
The latter have heretofore consisted, mainly, in the watchful care necessary to
maintain a proper supply of water in the steam generator, and to prevent the
over production of steam when the exigencies of the road do not require it, and
in the regulation of the combustible used to generate the steam, whereby normal
steam pressure may be maintained whatever may be the demands of the motor.
The present invention aims to overcome these objections by a construction
in which these fundamental operations are automatically performed without
the assistance of the operator or driver, and whereby the latter has only to
provide for a suitable supply of water in the storage tanks provided therefor,
and a suitable supply of liquid fuel in the tank provided for it, thus rendering
the vehicle manageable by a person having practically no technical know-
ledge of engines or boilers.
The advantage in the use of a steam engine as a driving motor consists in
the facility of obtaining water for the boiler and kerosene or similar liquid
hydrocarbon for fuel, when on the road, and in the fact that the repairing of
such engines is within the capacity of any machine shop.
Furthermore, hydrocarbons may be burned under a generator so perfectly
that no odor results from the combustion thereof, and all of the difficulties
attendant upon the use of the explosive hydrocarbons in the cylinders of a
motor are avoided, such as the neutralization of the great heat generated in
the cylinders, the consequent difficulty in properly lubricating the same, and
the disagreeable odor resulting from the exhaustion of the products of hydro-
carbons exploded in the cylinders of said motor.
In carrying out this invention, the wagon body 1, is constructed of any
desired shape adapted to receive and properly support the generator, motor, and
various tanks and appliances incidental thereto.
This body is preferably made of sheet metal, no wood being used where it
would be subjected to the warping action of heat.
Parts of the sides and ends of the body are made of two thicknesses of metal,
(as seen in Figures 1, 2, 4, and 5) in each of which are formed the flutes 2

page_text: oppositely located, whereby, when said two parts are placed face to face, tubular
passages are provided within which certain of the pipe connections may be
located; and as many of these flutes may be provided as desired.
For the sake of clearness many of the pipes shown herein have been located
where they would be plainly seen, and the flutes 2, referred to, have been shown
as only two in number.
In practice, those pipes not located in the flutes, would be laid alongside the
vehicle-body, as far as possible, whereby the space around the working parts
of the mechanism would be left as free as possible.
Furthermore, no elbows T, or couplings, have been shown, as the scale on
which the drawings have been made will hardly permit it.
The body of the wagon is supported on suitable springs 3, in the usual
manner, the said springs being pivotally suspended by their ends from the
side-bars of the frame at 4, (see Figures 5 and 6).
The said frame is shown in plan in Figure 6,-in side elevation in Figure 1,—
and in section in Figures 4 and 5, and consists of two diagonally disposed
tubular members 5 and 6, on each side, to the ends of which are rigidly secured,
by suitable clips, the front and rear axles, 7 and 8.
Between the rear ends of said tubular members 5 and 6, are the transverse
tubular members 9, and between the two inner ends of the said members 5
and 6, at the forward end of the frame, is located the tubular member 10,
which is connected with the drum 11, by a flexible pipe 12. Said drum is the
feed-water and fuel-heater and will be referred to further on.
The forward outer extremities of the said members 5 and 6, enter opposite
ends of a tube 13, parallel with and slightly below the front axle 7. This tube
is supported by said members 5 and 6, and along the rear side and under side
thereof are a number of holes 14.
The several above described tubes 5 and 6 provide a circuitous passage for
the exhaust steam as it issues from the drum 11, which passages, starting from
the junction of the pipe 12 with the tube 10, and branching right and left from
that point, is the same on both sides of the frame, and comprises the inner
members of the diagonal tubular members 5 and 6, and the rear transverse
tubes 9, leading into the outer members of the said tubes 5 and 6, whose
forward ends are connected with the forward perforated tube 13.
The exhaust steam travels thus twice the length of the wagon and partially
across both ends thereof before it can escape to the open air, and previous
to its issue from the drum 11, a part of it will have been condensed by contact
with the interior of said drum.
A truss-frame 15 is located over the front axle 7, and a second truss-frame 16,
over the rear-axle 8, said frames being attached by their lower extremities to
the said axles near the wheels thereof.
The form of these trusses is shown in Figures 4 and 5. At each corner of
the trusses, formed by the meeting of the inwardly and upwardly inclined part
with the horizontal part thereof, there is secured, in a suitable manner, the
horizontal and parallel side-bars 17, 18, on which the springs 3 are secured,
as already described.
Suitable diagonal braces 15 and 16* are provided, to strengthen said trusses,
as shown in Figures 4 and 5.
The parts referred to as the "diagonally disposed tubular members 5 and 6"
on each side of the frame, consist of four tubes, each loosely screwed into the
cross-coupling 19, midway between the axles, whereby a certain degree of
diagonally tortional movement of the frame will be possible without putting
any strain on the latter. By the term "loosely screwed" is meant that said
tubes are screwed up to a stop in the coupling 19, and then turned back one-
quarter turn, approximately, to the end that said members of the tubes 5 and 6
may have some degree of movement in said coupling.
A certain amount of movement in said frame construction, as described, is

page_text: desirable, but only a small amount, and the location of the truss-frames over
the axles, and the side-bars uniting said frames, between which there is also
a little yielding to tortional movement, together with the axles of the vehicle,
forms a construction of such rigidity that beyond the slight above referred to
diagonal movement thereof, it is rigid enough to hold up the weight of one
of the wheels unsupported.
The ends of the front axles 7 are provided with the vertically placed yokes 20
(see Figure 5) between the ends of which the short T-shaped pieces 21 are
pivoted, on one arm of which the wheel is mounted in the manner usual in
constructions of this class, steered by swinging the wheels instead of the axle.
Steering devices are provided by an arm 22 projecting rearwardly from each
of the said pieces 21, and rigid connections 23, pivoted to the ends thereof,
reaching therefrom to a horizontal Y-shaped lever 24, to the two arms of which
said connections 23, are pivoted; said lever 24 being secured to the lower end
of a steering-post 25 supported in a bracket on the forward axle and the frame.
Said steering-post extends through the floor of the vehicle body, and bas a
steering-lever 26, pivoted thereto for a free swinging movement in a vertical
plane.
By swinging it horizontally, the wheels may be swung diagonally to the
front axle in either direction to steer the vehicle.
The rear axle 8 of the vehicle is in two parts, and between its inner ends,
midway between the rear wheels, is located the usual differential gearing.
This is constructed as shown in Figures 11 and 12, and is provided with two
sprockets 27 and 28, only one of which is connected positively with the gearing
at any time, for driving said axle-parts, the other running free.
To the rear ends of the tubular members 5 and 6 are secured two sleeves 29,
and in these are located the two parts of the axle above referred to
The rear wheels are attached directly to these axle-parts, which latter rotate
in said sleeves, the usual ball-bearings being provided at each end of said
sleeves. The inner ends of the latter are united by a yoke 30.
The intermediate sprockets, 31 and 32, over which the chains from the axle-
sprockets run, are fixed on a sleeve adapted to rotate on a shaft supported on,
and uniting two sleeves 33, 33, having a sliding movement at right-angles
to the axle, on the arms of a fork 34, extending between the said yoke 30 and
the engine, to which the arms of said fork are pivotally attached. A right and
left-hand threaded coupling 35 unites the stem of the fork 34 with a stem on
the said yoke 30. The said sprockets 31 and 32 are of different diameters, and
as either one of the sprockets on the rear axle may be used for driving, means
are thus provided for using either one of the two speeds which the said
sprockets 31 or 32 will give.
Between said sprockets, a sprocket 36 is secured which is connected by a
chain with the sprocket 37 on the crank-shaft of the engine. The latter is
supported pivotally, at 38, on a bar 39 (shown only in Figures 2 and 15) which
extends transversely of the body of the vehicle, and which is omitted from
the other figures of the drawings, where it would be seen, for the sake of
clearness. This pivotal support of the engine permits the lower end thereof
to be swung slightly by the operation of the said coupling 35, whereby the
drive-chain from the engine to the sprocket 36 may be adjusted to a proper
tension.
By the construction of the parts supporting the intermediate sprockets, the
manipulation of the coupling 35 operates to tighten either the drive-chain
between the engine and intermediate sprockets, or between the latter and the
sprockets on the rear axle, for as the fork 34 is moved away from the yoke 30,
it will swing the engine towards the front axle and tighten the chain between
the engine and the intermediate sprockets, and when the chains between the
latter and axle are slack, the shaft hung on the sleeves 33 will be drawn away
from the rear axle, thus tightening said chains.

page_text: The engine shown in this construction is of the ordinary two-cylinder
inverted type connected directly with the crank-shaft, on which, as stated, is
fixed the sprocket 37.
This type of engine is not essential, however, and forms no part of the inven-
tion, and the only requisite of any other type which may be substituted therefor
being the capability of swinging in a plane transverse to the axles to provide for
the taking-up of the slack of the drive-chains above described.
The bearings 40, on which the engine swivels, and the tubular connections
therein, are illustrated in Figure 15, and through these connections the steam
is admitted to the engine at one point, and the exhaust escapes through another,-
which will be described more fully further on.
-
A steam boiler 41 is provided for the generation of steam for the engine.
The boiler shown herein is of the common vertical tube type. Any style of
boiler may be employed.
A hood 42, covers the top thereof, and a flue 43, from said hood, leads to the
rear end of the vehicle body, a second flue 43* (shown in Figures 2 and 3) extend-
ing from under the hood close to the boiler, downward to a point below the
bottom of the vehicle, and into this second flue a pipe is introduced, whereby
the exhaust steam of the engine may be forced through said flue, if desired.
A burner 44, adapted to the consumption of vaporized hydrocarbons, is sup-
ported under said boiler 41, in any suitable manner to insure the contact of the
flames thereof with the bottom of the boiler. This burner is shown in Figures 17
and 18 of the drawings, and a detailed description thereof is not necessary as
its construction forms the subject of a separate application for a patent to be filed
therefor.
The description of such parts of the burner that have a bearing on this applica-
tion will be given further on.
A water tank or reservoir 45 occupies the space in the body of the vehicle near
and back of the boiler, and is provided with suitable openings for the introduction
of water, which openings are closed by suitable caps 46. At any point at the
bottom of said tank a pocket or depression 47 is placed, covered by a piece of
fine wire cloth to exclude any foreign substances therefrom, and the water for
the boiler is drawn from said depression.
A pipe 48 leads to the suction-cylinder 49, of a feed-pump, secured to the side
of the body, or other convenient support.
The steam cylinder 50, of said feed-pump receives steam from the boiler 41,
through the pipe 51, into which a pipe 52 enters, which is connected directly
with the boiler, (see Figure 7).
Said water-tank 45, owing to the restricted space in the body of the vehicle,
must, from necessity, be placed near the boiler, and to prevent as much as
possible the absorption of heat from the latter, an air space between said tank
and the boiler, and the draft-flues is provided, as shown in Figures 2 and 3.
This space may, if desired, be filled with mineral wool, or asbestos, to more
perfectly insulate said part.
For reasons set forth further on, it is desirable to keep the water in said tank
at as low a temperature as possible.
Said pipe 51, not only supplies steam to said feed-pump, but also to the steam-
cylinder 53, of an air-pump, whose pumping cylinder 54 is connected by a pipe 55,
with the upper part of a reservoir 56 supported near the forward end of the
vehicle, whereby means are provided for forcing the liquid fuel contained therein
through a pipe 57, to the burner 44. This last-named pipe, on its way to the
burner, passes through the drum 11, which receives the exhaust steam from the
engine and pumps, and is therein heated before it reaches the burner.
To raise said fuel to a desired temperature, said pipe 57 may be formed into
a coil in said drum, whereby the exposure of the fuel to the high temperature of
said drum may be of such duration as will impart the desired temperature
thereto.

page_text: The pipe 52 not only serves- to convey steam to the feed-pump and air-pump,
as described, but besides this duty it conveys, by a branch 58, steam to the
thermally actuated mechanism, whereby feed water is supplied to the boiler,
and by means of another branch 59 supplies steam to the engine or motor.
Both of these branches, 58 and 59, are shown clearly in Figures 3, 4, and 7
of the drawings.
At the junction of the branch 59 with said pipe 52 is a throttle-valve 60, the
stem 61, of which is rotated to open and close it by a throttle-lever 62,-an
arm 63 on the hub of said lever having a link connection, as shown in Figure 1,
with a crank-arm 64 on the end of the said valve-stem 61.
A branch-pipe 65 connects the pipe 52 with the boiler 41, and at the junction
of said pipes, is shown a safety-valve 66, having a pipe 67 leading down under-
neath the vehicle.
Valves 68, are preferably placed in said steam-pipe 52, substantially at the
points shown, whereby steam may be shut off from either the engine or the
automatic boiler-feed devices or pumps.
As previously stated, steam enters the engine through the bearings 40, on which
the engine is supported, and the exhaust leaves the engine through another part
of the same bearings.
The said exhaust from the engine, and the exhaust from the steam cylinder 53
of the air-pump, enter the same pipe 69, which, by a short branch 70, connects
with the pipe 71, which leads from the exhaust end of the steam cylinder of the
feed-pump to the drum 11, into which all of the exhaust steam enters.
There are
two pipes leading into the said drum through which steam may
escape from the latter,-viz.,-the pipe 12, whose functions have already been
described, and a pipe 72, extending backward and over the boiler, and having
its open end turned downward and introduced into the said flue 43°, whereby,
if desired, the exhaust steam from the heating drum 11 may be directed down
through said flue 43* to produce an artificial draft of air upward through the
burner 44 and the flues of the boiler.
This disposition of the exhaust is sometimes rendered necessary when the
vehicle has a following wind whose velocity is equal to, or exceeds, the rate of
travel of the vehicle.
Under such circumstances, the flue 43 is either
46
dead" or the force of the
wind may be sufficient to cause a reverse current down the flues of the boiler and
cause the flame of the burner to be extinguished or rendered ineffective for the
proper generation of steam.
A valve 73 (Figure 3) in' said pipe, is located at any point convenient to the
hand of the operator.
The said heating drum 11 may be supported in any convenient manner and at
any convenient point on the vehicle, whereby the various pipe connections may
be most easily and conveniently made therewith.
One of the functions of said drum, viz.,—the heating of the hydrocarbon before
the latter reaches the burner, has been described.
Its second function is to impart heat to the feed-water. This use of the exhaust
largely reduces the amount of steam which otherwise would pass into the tubular
members 5 and 6 of the frame.
As stated above, a pipe 48 connects the water-tank 45 with the suction end of
the pumping cylinder 49 of the feed-pump, and from the delivery end of the
said cylinder, a pipe 74 extends to one end of a jacket 75, inclosing a part of
the thermally-actuated mechanism, whereby the feed-pump is controlled, and
whose operations will be described further on.
From the opposite end of said jacket, a pipe 76, (which is practically a con-
tinuation of the pipe 74) extends to, and enters, the drum 11, wherein said pipe
is coiled, and passing out through the opposite end of the drum extends to and
enters the underside of the boiler. Thus, when the feed-pump is in operation,

page_text: the cold water passes through the pipe 74, the jacket 75, the pipe 76, through
the coil in the drum 11, where it is heated, and thence to the boiler.
The water resulting from the condensation of steam in the drum 11, finds an
exit through the pipe 12, to the condenser tubes which form part of the frame,
heretofore described.
To obviate the necessity of constant watchfulness on the part of the driver of
the vehicle, to see that a proper quantity of water is always maintained in the
boiler, an automatically operating mechanism has been applied to this construc-
tion which is actuated by the alternate contact of steam and wate: with a
thermally-actuated device which starts and stops the feed-pump which supplies
water to the boiler, and the said alternate contact of water and steam with said
device is effected by the rise and fall of the water level in the boiler.
This thermally-actuated device occupies an important place in the combination
of devices which form the subject of this application, however, and comprises au
expansible and contractible tubular U-shaped member 77, the two arms of
which are substantially parallel and the upper arm of which lies a little below
the plane of the normal water level of the boiler, and is connected with, or forms
a continuation of the pipe 58, which has a direct connection with the steam space
of said boiler.
The opposite arm of said expansible U-shaped member passes through the water
jacket 75, and from thence enters the pipe 76, (see Figures 3 and 7) which is
directly connected with the water space of said boiler, thus equalizing the pressure
in said expansible member, whereby the rise and fall of the water in the boiler
will cause a like rise and fall in said member.
The said member 77 is supported on a metal base supported by one end thereof
on the wagon-body 1, as shown in Figures 1, 3, and 4 of the drawings.
To provide against the disarrangement of the adjustment of the thermally-
actuated devices, by reason of the expansion and contraction of the base of said
member 77, on which they are supported, the said base is made in two parts 78
and 79, of different metals, whereby the expansion of one of them is offset by
the different degree of expansion of the other, and a stable point of support 80,
is thus provided for the expansible member 77 against which the latter may act
to move its opposite end to which is connected the valve-operating devices.
These devices consist in a lever 81, pivoted by one end at any convenient point
near the fixed end of said two-part base which supports the member 77, and a
pivotal connection 82, is made between the ends of an arm of said member which
is connected with the pipe 58.
The opposite end of said lever 81 is connected with the rod 83, which extends
to, and is pivotally connected with a crank 84 on the stem of a valve 85, in the
steam-pipe 51, located in the latter between the connection thereof with the
pipe 52, and the steam cylinder 50 of the feed-pump.
Figure 8 illustrates the type of valve preferably used in connection with the
said expansible U-shaped member 77. This is a disk-valve, so-called, and opens
to its maximum extent by a very slight rotatory movement of the valve-stem,
and is a well known type.
By reason of the location at the arm of the member 77 which is connected
with the pipe 58, just below the normal level of the water in the boiler, it is
evident that normally said arm will be filled with water, and as the level lowers,
the said arm of said member will be vacated by the water therein, and said
arm will be filled with steam from the pipe 58, which, being of a much higher
temperature, will expand said arm of said member 77 and will cause the lever 81
to be swung, whereby the stem of the valve 85 will be rotated sufficiently to
open the latter, and allow steam from the pipe 52 to enter the cvlinder 50 of
the feed-pump and operate it to force water into the boiler through connections
with the pumping end of said feed-pump, above described.
The rise of the level of the water in the boiler, due to the operation of the

page_text: feed-pump, will cause a like rise of the water in the tubular expansible member 77,
gradually forcing the steam out of the said member and causing the contraction
of the latter, and the consequent closing of the valve 85, thus stopping the
feed-pump.
The quickness of operation of the above described valve-operating devices is
dependent upon the difference of temperature between the steam and water which
alternately occupy the expansible member 77, and to make that difference as
marked as possible, the jacket 75 is fitted over that arm of the said member 77
through which the water first flows from the boiler or feed water heater when
the feed-pump is in operation, and all the water drawn from the tank 45, by
said feed-pump, passes through said jacket 75, and thus reduces the temperature
of the water passing through the arm of the member 77 within said jacket.
It is for the purpose of reducing as much as possible the temperature of the
water, as above described, that the tank 45 is separated from, or insulated from
the boiler, as herein before stated.
The construction of the said supporting base for the expansible member 77,
whereby the expansive movements of said base are neutralized, and the provision
of means for cooling the water which enters said member, all as heretofore
described, are features of very great importance in the construction of steam-
operated automobile vehicles on account of the very considerable degree of heat
to which these parts are subjected, owing to the necessity of placing them in
close proximity to the boiler.
Without these provisions, the degree of opening movement of the valve 85
is not uniform and the expansible member 77, which operates said valve, is slow
in its action; whereas, owing to the limited quantity of water carried in the
boiler, and its great evaporating surface, it is essential that these movements
should take place with precision and uniformity.
The said reservoir 56, as stated, contains liquid hydrocarbon which is forced
to the vaporizing burner 44 by means of air, under pressure, supplied to said
tank by a steam-actuated air-pump connected therewith by the said pipe 55. A
device for automatically maintaining said air at a constant pressure is provided
and illustrated in detail in Figure 8.
In the steam-pipe between the pipe 52 and the steam-cylinder 53, of said air-
pump, is a valve 86, whose stem 87 extends into a cylinder 88, within which is
a piston-head 89, secured to the end of said valve-stem.
Between the head of the cylinder and said piston-head is a spring 90, the
tension of which holds said valve open, and under these conditions the pump will
operate to force air through the pipe 55 to the reservoir 56.
When the desired pressure is attained in the said reservoir, the spring 90 will
be compressed by the back-pressure of air acting against the under side of the
piston-head 89, whereby the valve-stem 87 will move endwise, closing said valve,
the lower end of the cylinder 88 being connected with the pipe 55 to that end.
If, for any reason, it is desired to use the air-pump for compressing air to a
degree beyond that which the resistance of the spring 90 will permit, as, for
instance, in filling the pneumatic tires of the vehicle, (for which purpose suitable
connection may be made with the pipe 55) means are provided for closing the
passage from said pipe to the cylinder 88, by means of the valve shown in
Figure 9.
Normally, said valve is in the position shown in said Figure 9, and air from
the pipe 55 may pass through the aperture 91, and the annular groove 92 in
the plunger 93, into the cylinder 88.
Near the outer end of said plunger, is a second annular groove 94, therein, and
leading into said groove from outside is an opening 95; a second opening 96
communicates with the interior of the cylinder 88, and is closed by the plunger
when the passage from the pipe 55 is open into the cylinder.
By moving the plunger endwise to the left, the said last-named passage is

page_text: closed and the opening 96 into the cylinder is put in communication with the
opening 95, permitting air under the piston-head to escape.
As long as air from the pipe 55 is prevented from entering the cylinder, the air-
pump will continue to operate and any desired pressure, within the limit of the
boiler pressure, may be attained.
Upon releasing the said plunger, the spring 97 returns it to its normal position,
shown in Figure 9.
The usual sight-gage 98, for indicating the height of the water level in the
boiler is provided, and is located in a recessed panel on the side of the vehicle,
whereby it is not liable to be accidentally broken, and is connected by a pipe 99
with the steam-pipe 100, and by a pipe 101, with the water space in the boiler.
Said pipe 101 is continued to the steam pressure gage 102 on the dash-board
of the vehicle, (see Figure 5).
A suitable water-gage 102 for indicating the height of the water in the tank 45
occupies a similarly recessed panel on the opposite side of the wagon, and is
connected by a suitable pipe 102b, with said tank.
Said recessed panels (see Figure 4) are preferably made with their upper and
lower extremities open, thus giving access of the air to the interior of the vehicle-
body.
Near said steam pressure gage 102 is the gage 103 for indicating to the driver
the pressure of air in the reservoir 56, and is connected therewith by a pipe 104.
Below said air and steam gages is a dial 105, whereon is indicated, in gallons or
other unit of measure, the quantity of liquid hydrocarbon in the tank 56, and
the indicator finger on this dial is operated mechanically by a float 106, (see
Figure 7) attached by a rigid arm to the end of a shaft 107, extending from
within the reservoir to the dash-board, and an arm 108, at the latter end, is
connected by a rod with one arm of an elbow-lever 109 (see Figure 5), the other
arm of said lever being suitably connected by a vertical rod with the indicator-
finger in any suitable way to swing the latter on its pivot, whereby its point will
sweep over the face of a scale on the dial.
Thus the rise and fall of the float 106, will actuate said finger to indicate the
supply of fuel on hand.
A small electric lamp is supported at some point from which it will illuminate
the said gages and dial, and is operated by a battery 110, wires from which run
to said lamp and to a push-button 111 on the steering-lever 26. Said wires run
inside of said lever for the sake of convenience in handling the latter (see
Figure 13).
As herein before mentioned, the quantity of fuel permitted to enter the burner 44
is regulated by the pressure in the boiler, and thus said pressure is generated
according to the requirements of the engine, and this regulation of the com-
bustible is effected by placing a valve 112 in the pipe 113, which pipe (see
Figure 17) is exposed to the flame of the burner, whereby the hydrocarbon therein
is vaporized.
The stem of said valve 112 is connected with the flexible diaphragm inclosed
in the case of a regulator 114, and the said case is connected with the steam-
pipe 100; thus a pressure in the boiler in excess of that under which said
diaphragm will operate, will cause the closure of the valve 112. The construction
of the latter is such that the entire supply of vaporized fuel can never be entirely
cut off. to the end that the flame of the burner may never be entirely extin-
guished, but said flame is so reduced in volume by the regulator that it is
insufficient to cause the generation of steam in the boiler.
The pipe 113 leads into the body of a needle-valve, through which said fuel
enters the body of the burner.
The reversing lever 115, (Figures 1, 3, and 4) is attached to a shaft 115°,
whose inner end is supported near the engine, where, by suitable connections
with the valve mechanism of the engine, the latter may be reversed.

page_text: The throttle-lever 62 swings on the same axis as said reversing lever, and has
a long hub 116, through which the shaft 115" passes. Said hub of the throttle-
lever extends some distance through the side wall of the body of the vehicle and
inside of the latter is embraced by a yoke 117, extending upward through the
seat 118, (see Figure 4).
The upper end of said yoke is attached to a flat spring 119, which normally
is in the position shown in Figure 4, and when the yoke is thus held in an
elevated position, a stud in the lower end thereof (see Figure 10) engages a groove
or slot in the said hub 116, and locks the latter against rotation, thus preventing
the manipulation of the lever 62, when the driver is not on the seat of the
vehicle.
Said spring 119 is of such strength that the weight of a person on the seat will
depress it and disengage the hub of the throttle-lever and the locking yoke.
In Figures 11 and 12 of the drawings are shown the details of construction of
the differential gearing, and the means for shifting from one speed to another,
as hereinbefore referred to.
It has been heretofore stated that the engine was connected with the sprockets
on the rear axle by two chains running over the intermediate sprockets 31 and 32,
(see Figure 6), and that only one of the sprockets on the differential gearing
was in driving connection therewith at a time, the other sprocket running loose.
This differential gearing does not differ in principle from that form commonly
employed, and 120 represents the driven member thereof. On the sides of said
member are secured, by screws, the rings 121, and between the latter and the
sides of said member are the sprockets 27 and 28, in the form of rings running
in channels formed between said member 120 and said rings 121.
An axially registering hole 122 is bored transversely through said rings, said
member 120, and said sprockets, and a pin 123 is located in said hole, said pin
being of such length that when one end thereof engages one of said sprockets,
the opposite end thereof will be out of engagement with the other.
When it is desired to shift from one speed to the other, the said pin is moved
endwise out of engagement with one of said rings into engagement with the
other.
Suitable marks may be made on each sprocket over the hole therein which will
indicate the location of the hole in the free sprocket, to facilitate the alinement
of said hole with the pin when it is desired to shift the latter. Said pin is
notched and a spring-actuated detent in the member 120 engages one of said
notches and holds the pin in engagement with either of said sprockets. The
ordinary brake-strap 122 encircles the member 120 and one end thereof is fixed,
and its opposite end may lead to a brake-lever of any well known form, either
foot or hand-operated.
Reference has been made to the tubular connection on which the engine
swings, whereby the chains which transmit power to the driving-axle of the
vehicle, may be adjusted.
The construction of these parts is illustrated in Figures 14 and 15.
In Figure 14, the rear side of the cylinder is shown having the steam inlet-
ports 124, one to each cylinder, and an exhaust port 125, common to both
cylinders.
The tubular member on which the engine is supported is hung in the bear-
ings 40, and between the latter said member is divided by any suitable partition
127, and flanged branches 128, are provided in said member, on the inlet side
of said partition, and another flanged branch 129, on the exhaust side of said
partition.
By suitable screws or bolts, said flanged branches are secured to said cylinders
over said steam and exhaust ports, and the ends of said member are united outside
of said bearings, with the steam-pipe 59, and the exhaust pipe 69 by union
couplings 130, whereby the said tubular member may swing slightly, independent
of said steam and exhaust pipes.

page_text: In Figure 16 is shown, on an enlarged scale, a plan view of the Y-shaped
lever 24 attached to the steering-post 25. On a part of the bracket supporting
said post are two lugs located near the latter and adapted to receive the screws 131
having proper check-nuts thereon.
On said lever 24 are two shoulders 132, substantially radial to the steering-
post 25, and which, when the steering lever 26 is thrown to one side or the
other, will come to a stop against the ends of said screws 131, before the wheels
can be swung around far enough to strike the body of the vehicle.
By still further limiting the throw of the steering-lever, it is possible to guard
against the danger of upsetting the vehicle by the too sudden turning of the
steering-lever by a novice.
The vapor burner, hereinbefore referred to, is illustrated in Figures 17 and 18
of the drawings.
This burner is of the type best adapted to the uses of steam generators in auto-
mobile vehicles, and while this is the burner preferred, another having similar
characteristics may be used. The construction of this burner does not form part
of this invention, as already stated, but a brief description thereof is necessary
to a proper understanding of the requirements of a burner to be used in connection
with the generator of an automobile vehicle.
The burner-body, which is a receiver for the vaporized hydrocarbon, is indicated
by the numeral 44, and may be of any suitable shape adapted to conform with
the shape of the generator under which it is placed.
Draft-flues 134 pass through said body, but do not communicate therewith.
Close to, and encircling the orifice of said flues, on the top of the burner, are
located the burner-tips 135; these may be of any desired number and a small
hole passing lengthwise therethrough communicates with the interior of the
receiver.
The flame issuing from the tips receives the air from said flues necessary to
combustion. The space between the top of the burner and the bottom of the
generator is entirely inclosed to. prevent cross-drafts, and on the underside of
the burner, sheets of perforated metal, 136, are located through which air to
support combustion may freely pass, induced by the heat above the burner, but
said sheets will prevent any sudden puffs of air through the flues which, when the
flames of the tips are reduced, might extinguish them.
Vaporized hydrocarbon is supplied to said burner-tips by said pipe 113, which
is placed in coil-form over the burner, a slight distance above the flame, and by
which it is heated.
This pipe is connected at one end to the burner through the said valve 112,
and its opposite end is connected with the pipe 57, a valve 137 being located in
the latter pipe in proximity to the burner, (see Figures 3 and 7).
A trough 138 is located under a part of said pipe 113, over the burner, and an
opening 139 is made through the casing which closes the space between the
burner and the bottom of the boiler, through which alcohol, or some similar
combustible, may be introduced into the trough 138, to produce the primary
volatilization of a small amount of hydrocarbon admitted to said pipe 113, when
it is desired to start the burner. Said opening 139 is tightly closed by a swinging
door 140.
The said trough contains a sufficient amount of fuel to fill the body of the
burner with enough vaporized fuel to heat the said pipe 113, to a degree sufficient
to vaporize a full and continuous supply for the burner,-it being only necessary
to open the valve in the nipe 57, only as fast as the primary evaporation will
permit, to the end that no liquid fuel may pass through said pipe 113, into the
body of the burner.
Suitable devices, 141, for admitting air to said reservoir are located between
the latter and the valve 112.
From the preceding description of this construction, it is seen that all of the
disadvantages pertaining to the use of steam, as a motive force for automobile

page_text: vehicles, have been overcome, and the principal functions of the engine and boiler
have been made to take place automatically.
These functions are precisely those which heretofore have made it necessary
to employ a skilled engineer in steam driven vehicles, and have stood in the way
of the introduction of steam as a motive power for vehicles which are run on the
public roads, and are driven in a great majority of cases by persons who, perhaps,
know almost nothing about mechanics, either in theory or construction.
The machine forming the subject of this application is so nearly automatic
in its operation that it will practically take care of itself, provided it is furnished,
as needed, with water for the boiler and fuel by which that water may be con-
verted into steam.
Thus the functions of a driver may be reduced to the filling of the water and
fuel tanks, and a capacity to steer the vehicle.
As long as there is a supply of water and fuel, the steam pressure in the boiler
will be maintained at normal pressure when the vehicle is not in use, and without
the intervention of the driver.
For instance, should the vehicle be left standing for an hour or more, no steam
being required for the engine, as soon as maximum pressure is reached, the
automatically operated valve 112 will be closed by the diaphragm regulator,
reducing the flame of the burner to minimum.
As the water in the boiler falls below its normal level, the thermally-actuated
detices operate to open the valve 85, in the steam-pipe 51, which will start the
feed-pump and cause water to be drawn from the tank 45 and forced into the
boiler until the normal water-level has been restored, when, by the means
described, the steam will be cut off from the feed-pump.
This operation will be automatically repeated as long as water and fuel remain
in the supply tanks, and as under such conditions no steam is needed for the
engine, only a very small amount of either fuel or water will be required to
maintain normal steam-pressure for a considerable length of time, the vehicle
being always ready to start by simply opening the throttle-valve.
The air-pressure in the fuel tank is also maintained automatically as long as
steam pressure enough remains in the boiler to actuate the air-pump.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is ;-
1. In a motor vehicle, a boiler, a liquid fuel burner therefor, means for supplying
air to said burner and for screening the latter against puffs of air to provide
against the extinguishing thereof, a suitable fuel reservoir, and a pipe connection
from the latter to said burner, substantially as described.
2. In a motor vehicle, a boiler, a liquid fuel burner therefor, means for supplying
air to said burner and for screening the latter against puffs of air to provide
against the extinguishing thereof, a suitable fuel reservoir, and a pipe connection
from the latter to said burner, a valve in said pipe, and a regulator actuated by
pressure in said boiler, for operating said valve, substantially as described.
3. In a motor vehicle, a boiler, a liquid fuel burner therefor, means for supplying
air to said burner and for screening the latter against puffs of air to provide
against the extinguishing thereof, a suitable fuel reservoir, and a pipe connection
from the latter to said burner, a valve in said pipe, a regulator actuated by
pressure in said boiler for operating said valve, and a heating drum interposed
between said reservoir and said burner, through which said pipe passes, whereby
said liquid fuel is heated before reaching the burner, substantially as described.
4. In a motor vehicle, a boiler having draft-flues therethrough, a liquid fuel
burner therefor, means for supplying air to said burner and for screening the
latter against puffs of air to provide against the extinguishing of said burner,
a hood inclosing the outlet end of the boiler-flues, a draft-flue leading from said
hood an engine connected with said boiler, a heating drum, and an exhaust

page_text: pipe leading from said engine through said drum into said draft-flue, substantially
as described.
5. In a motor vehicle, a boiler, draft-flues through said boiler, a liquid fuel
burner therefor, means for supplying air to said burner and for screening the
latter against puffs of air to provide against the extinguishing of said burner,
a hood inclosing the outlet end of the boiler-flues, a draft-flue leading from
said hood; an engine connected with said boiler, a heating drum, and an exhaust
pipe leading from said engine through said drum into said draft-flue, a fuel reser-
roir, and a pipe therefrom to said burner, passing through said heating-drum,
substantially as described.
6. in a motor vehicle, a boiler having draft-flues therein, a vapor-burner
therefor provided with transverse draft-tubes, means for applying said burner
to the boiler whereby air is adapted to enter the flues of said boiler only through
the draft-tubes of said burner; means for screening the said draft-tubes of the
burner against puffs of air while permitting free access of air to said tubes;-a
hood inclosing the outlet end of the boiler-flues, and a draft-flue leading from said
hood, substantially as described.
7. In a motor vehicle, a boiler, draft passages through the latter, a vapor-
burner for said boiler provided with transverse draft-tubes, substantially parallel
axially with the direction of the draft passages through said boiler, whereby
access of air to said passages may be effected only through said burner, and means
for admitting air to said burner draft-tubes and for screening the latter against
puffs of air; a hood inclosing the upper end of the draft passages, two draft-flues
leading from said hood, and means for inducing artificial draft in one of them,
substantially as described.
8. In a boiler for automobile vehicles having draft passages therethrough, a
hood inclosing the exit end of said passages, and two flues leading from said hood,
and means for inducing artificial draft in one of said flues, substantially as
described.
9. In a boiler for automobile vehicles having draft passages therethrough, a
hood inclosing the exit end of said passages, and two flues leading from said
hood, and means for inducing artificial draft in one of said flues, a hydrocarbon
burner covering the lower end of said boiler, and air passages through said
burner whereby access of air through said boiler draft-passages may be had only
through the air-passages through said burner, substantially as described.
10. In an automobile vehicle, a boiler and engine, a hydrocarbon burner for
said boiler, a pipe connection from said boiler to said engine, a fuel reservoir,
and mechanism for forcing fuel therefrom to said burner; a heating drum, and
a pipe from the exhaust ports of said engine thereto, a pipe from said reservoir
to said burner, and passing through said heating drum, a condenser, and a pipe
from the said drum to said condenser, substantially as described.
11. In an automobile vehicle, a boiler, an engine, a water reservoir, a hydro-
carbon burner for said boiler, a fuel reservoir, a feed-pump for said boiler, a pipe
connected with said water-tank and said boiler; a pump for forcing air into
said fuel reservoir, a steam pipe connecting said pump with the boiler; a regu-
lator connected with the boiler, and operated by the pressure therein to govern
the supply of fuel to said burner; a second regulator operated by the air-pressure
in said fuel reservoir to govern the supply of steam to said air-pump, and
mechanism automatically operated by the height of the water-level in the boiler
for effecting the feeding of water to said boiler at the proper time, substantially
as described.
12. In an automobile vehicle, a boiler, an engine connected therewith, a hydro-
carbon burner for said boiler, a liquid fuel reservoir, and a pump for maintaining
air-pressure therein for forcing said fuel to said burner, a regulator pipe-connected
with said reservoir, whereby the air under pressure in the latter may cause the
actuation of the air-pump, and a valve in said regulator for cutting off said

page_text: air-pressure therefrom, whereby the pressure in said reservoir may be increased,
substantially as described.
13. In an automobile vehicle, a propelling engine pivotally supported on a
tubular member through which the motive force for said engine may enter the
cylinders thereof, and the exhaust find exit therefrom; said engine being adapted
to swing on said member, whereby its crank-shaft may be moved towards or
from the driving-axle of the vehicle, substantially as described.
14. The combination with the driving-axle of an automobile vehicle, of a
pivotally supported propelling engine for said vehicle, a brace between the crank-
shaft of said engine and said axle, a sprocket on the latter and on the said crank-
shaft, a drive chain engaging said sprockets, and means for lengthening and
shortening said brace whereby the engine may be swung on its support for
tightening or loosening said chain, substantially as described.
15. The combination with the driving axle of an automobile vehicle and a
pivotally supported engine for rotating said axle, a sprocket-wheel on the crank-
shaft of said engine, a sprocket-wheel on the said driving-axle, a brace extending
from said axle to said engine, a shaft having a sliding movement on said brace
towards and from said axle, intermediate sprocket-wheels on said shaft, chains
for said sprockets, and means for lengthening and shortening said brace for
tightening all of said chains by one operation, substantially as described.
16. The combination in an automobile vehicle of a driving-axle therefor made
in two parts, differential gearing uniting said parts, two sprocket-wheels on the
driving member of said gearing, each of which sprockets is rotatable indepen-
dently of said driving member, a pin in said member movable transversely thereof
for engaging with either one of said sprockets for locking it to said member,
substantially as described.
17. The combination with the body of a steam-propelled vehicle adapted to
contain the propelling mechanism of said vehicle, of a tubular frame on which
said body is supported, a pipe connection between said propelling mechanism
and the tubular frame, whereby exhaust steam from said mechanism may be
passed through said frame before escaping into the air, substantially as described.
18. The combination with the body of a steam-propelled vehicle adapted to
receive the propelling mechanism thereof, of a frame on which said body is
supported and which comprises two groups of longitudinal and transverse tubes
located one on each side of a central longitudinal line; a continuous passage
through each of said groups, a pipe into which one end of each of said groups
is connected, and a pipe connected with the opposite ends of said groups and with
the propelling mechanism for receiving exhaust steam therefrom, substantially
as described.
19. In an automobile vehicle, the combination with the steering-post thereof,
of stops on the frame of the vehicle, and abutments on said post, said stops lying
in the path of movement of said abutments whereby the degree of oscillation of
the post may be determined, substantially as described.
20. The combination with the propelling mechanism of an automobile vehicle,
of devices for normally preventing the actuation of said mechanism, and means
actuated by the weight of a person in the vehicle, whereby said devices are
rendered inoperative, substantially as described.
21. In an automobile vehicle having a suitable propelling engine, the combina-
tion with the starting member of said engine, of a locking device therefor nor-
mally in operative engagement with said member, and means connected with the
Beat of said vehicle whereby the weight on a person on said seat will disengage
said locking device from said member and permit the actuation of the latter,
substantially as described.
22. In an automobile vehicle operated by the combustion of liquid hydro-
carbon, the combination of a fuel reservoir, a float therein, an indicator, and
means connected with said float for operating said indicator to show the- quantity
of fuel in said reservoir, substantially as described.

page_text: 23. In an automobile vehicle, a boiler and engine, mechanism for forcing water
into said boiler, a valve whereby the movements of said water-forcing mechanism
are controlled, a pipe from said mechanism to the boiler, and thermally-actuated
devices for operating said valve interposed in said pipe between said mechanism
and boiler, whereby water, being forced towards the latter, will first come in
contact with said thermally-actuated devices, substantially as described
24. In an automobile vehicle, a boiler, an engine, a water reservoir, a hydro-
carbon burner for said boiler, a fuel reservoir, a feed-pump for said boiler, a
pipe connected with said water-tank and said boiler; a pump for forcing air
into said fuel reservoir, à steam pipe connecting said pump with the boiler;
a regulator connected with the boiler and operated by the pressure therein to
govern the supply of fuel to said burner; a second regulator operated by the air-
pressure in said fuel reservoir to govern the supply of steam to said air-pump,
and mechanism automatically operated by the height of the water level in the
boiler whereby the actuation of said feed-pump is effected at the proper time,
substantially as described.
25. The combination with the body of a steam-propelled vehicle adapted to
contain the propelling mechanism therefor, and a tubular frame on which said
body is movably supported, of a flexible pipe connecting said propelling mechanism
with said frame, whereby freedom of movement of said vehicle body relative to
said frame is permitted, and whereby exhaust steam from said mechanism may
be passed through said frame before escaping into the air, substantially as
described.
Dated this Twenty-sixth day of June 1800
ALBERT H. OVERMAN.
JAMES HERBERT BULLARD.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.