Improvements in Motor and other Road Carriages.
Year: 1896

page_text: PROVISIONAL SPECIFICATION.
Improvements in Motor and other Road Carriages.
I FREDERICK PARKER of No. 2 Wyndham Street Brighton in the County of
Sussex, ex-Carriage Builder, do hereby declare the nature of this invention to be
as follows:-
This invention has for its object-
Firstly to improve and more effectually work out the method of locking or
steering carriages set forth in my Patent of 1863 Numbered 2638.
Secondly to facilitate the constructing of new Carriages with such improved
method of steering; and the altering of existing carriages in conformity there-
with, in such a manner as to render them more suitable to the application of
Motor power and so that they may with facility be used both as a horse-drawn and
as a Motor-propelled carriage interchangeably.
Thirdly to construct a detachable part of the carriage running on one or on two
additional wheels of its own, specially to carry the machinery and appliances inci-
dental to Motor power, and so connected to the carriage itself that it may together
with its load, be easily detached; and shafts for a horse or pole and bar for two
horses may be speedily substituted; which detachable part of the carriage I pr
pose for the purpose of easy reference and identification in describing this
invention, to designate the "Bogey."
Fourthly To construct carriages wheels more capable to resist side strain caused
either by the osscilation of the carriage when in motion, or by the pressure of
Motor propulsion, and to lessen the cost of production.
Fifthly To so construct such pairs of wheels as may be intended to be used as
driving wheels either in Motor-propelled or in treadle propelled carriages such as
tricycles or quadricycles, together with the axle connected with the same, so that
by a self-adjusting arrangement both wheels may when the carriage is going in
a straight line, either forward or backward, come into action as driving wheels
without unfitting them to turn corners or curves.
Sixthly-To construct a pneumatic rim to the wheels inflated in a large number
cf compartments, so arranged that each one may be separately and cheaply replaced
when needful, thus avoiding collapse of the whole rim and the necessity of
patching and re-inflating in case of puncture.
This invention consists-
As to the first part in the introduction into the steering apparatus of a carriage,
of a perpendicular steering shaft so constructed and arranged that it at one and
the same time receives its direction from the person steering, (either through the
medium of the horse or horses by means of the shafts or pole when the carriage
is horse-drawn or through the medium of a steering handle, or of a foot stirrup,

page_text: or of a steersman wheel, or other equivalent, when the carriage is propelled by
Motor or treadle power) and communicates direction both to the locking wheels
of the carriage as well as to the "Bogey" when attached to the carriage, by means
of toothed wheels horizontally placed acting on each other through the medium
of jointed grip-chains or through a combination of such chains with guide rods,
and so proportioned in their circumference as to give to each locking part its desired
limitation.
As to the second part-In the connecting of the detachable "Bogey with the
carriage itself, by means of a perpendicular shaft of smaller diameter than the
steering shaft, and telescoping into it, and taking its steering direction from it.
As to the third part.-In constructing the detachable "Bogey" in the form of
a level platform (either enclosed at the sides or not) running on one or on two
wheels of its own, the axle whereof is fitted with a cogged or toothed driving wheel
to receive the grip-chain or other medium whereby the Motor engine will com-
municate its Motor power to the revolving axle of the "Bogey" which with its
lead receives steadiness as well as direction from the carriage itself through the
steering shaft.
As to the fourth part-In constructing carriage wheels with round wooden
spokes without either tenon or shoulder: diverging from the surface of the hub
in various directions both diagonal and crosswise so as to give strength and steadi-
ness to the rim of such wheels. These wheels are composed of either a wooden or
a metal hob and a bent wood rim the spokes being driven bodily through the rim
till they reach their position in the hob and are confined therein by an iron tire
shrunk round the rim.
As to the fifth part-In constructing pairs of wheels and their axle, such as are
intended to be used as driving wheels, so that not only does the axle itself revolve
through the action of the grip-chain of the motor engine, but each of the two
wheels revolve on their own axle also to a limited extent; the driving power is
communicated to the wheels by means of two rigid arms solid with the axle and
at right angles from it, but pointing in opposite directions so that when one points
downwards the other points upwards, and when in the course of its revolving one
points in a forward direction the other then points backward. These armis como
into contact with a projected lug on the back of the hub of each wheel contrived
for that purpose, and so drive both wheels; but when in turning a curve the wheel
which has to travel the larger or outer curve travels faster than that which travels
the inner curve, and so its lug gets away from the arm by which it had been
driven; but it gets restored to its bearing against the arm whenever the carriage
turns in an opposite curve, or when the wheel which is doing all the driving should
slip on the ground till both lugs are caught up, whichever of these alternatives
first happens.
As to the sixth part-In forming a pneumatic rim to the wheels by building
outside the ordinary tire a succession of india rubber chambers each being in
form internally globular but externally square at its base and about the same size
in length as in width and with a dome shaped upper part; the part coming in
contact with the ground when the wheel revolves being capped with a capping of
Gutta Percha or other suitable hard substance each chamber being separately
inflated and hermetically sealed, and has two solid rubber lugs on its lower surface
one being placed towards the front face of the rim of the wheel and the other
towards the back face. There is outside the ordinary iron tire, and placed next
thereto an additional thin iron tire the width of the rim on which the rubber
chambers are placed; this additional tire has on its front face a turn-over to receive
and grip the front lug of the rubber chamber, the back lug being gripped by a
ring of angle iron screwed or bolted to the back face of the felloe, and made in
short sections so contrived that any one section may be removed without displac>.
ment of the remaining section.
Dated thin himth of Santambon 1906

page_text: Improvements in Motor and other Road Carriages.
I FREDERICK PARKER of No. 2 Wyndham Street Brighton in the County of
Sussex, ex-Carriage Builder, 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 folowing statement:-
The first part of this invention has for its object, to improve and more effectually
to-work out the method of locking or steering road vehicles set forth in the second
and fourth parts of my Patent dated 26th October 1863 numbered 2638; and to
make the same, when so improved, more applicable to horseless as well as to
horsedrawn road vehicles; and to bring under steering control any supplemental
wheeled vehicle connected thereto that it may be desired to use in connection
therewith, and that, whether the vehicle may be pursueing a forward or a
backward course.
The method of "locking" or turning curves initiated in my Patent of 1863 as
then developed, took cognizance of the entire equipage intended to be turned,
the horse as well as the vehicle, and sought to bring all the different parts of the
equipage while turning a curve, more in unison one with the other, so that the
head of the horse while in the act of turning should point in the direction to be
travelled, and each part of the vehicle should approximately travel over the same
ground as that traversed by the head and the body of the horse; thus occupying
less space, and more effectually avoiding collision with other objects while treading
in and out amid the traffic of a crowded thoroughfare.
This method of turning was shown therein to apply to fourwheeled vehicles,
whether the locking thereof is effected by the deviation of the axle of the fore
wheels only, or by the deviation of the axle of the hind-wheels only, or by the
deviation of both fore and hind axles, from a position at right angles to the
direction of the vehicle.
The means whereby the desired results were sought to be effected in the patent
referred to were among others, by the employment of an additional "perch-bolt'
or turning pivot placed in the structure of the vehicle in advance of the ordinary
perch-bolt, to act as a centre on which the horse gear,-whether the same consists
of shafts or of pole and splinter bar-should turn independently of the locking
part of the underworks of the vehicle in turning a curve and also by the further
employment of guide rods and of sliding connections and of other devices therein
shown, whereby to communicate direction from the horsegear to the axle or axles
of the locking wheels.
It is now sought in the first part of this present invention, to more perfectly
effect and control the deviation of the axles for locking purposes; and to further
develop and extend the application of my system of locking as before stated as
being the object hereof; and this I do by substituting for the said additional
perch-bolt a perpendicular steering shaft, which will not only act as a turning
pivot for the horsegear, but will also act as a medium wherethrough to transmit
direction to the axles by means of the horsegear when the vehicle is horsedrawn ;
and from the person steering through a steersman's wheel or otherwise when used
as a horseless vehicle; and through which also not only the several parts of the
vehicle itself, but also any supplemental wheeled vehicle connected therewith
hereinafter designated a "Bogey" may he controlled and its direction varied so-as
to be at a desired angle with the direction of the principal vehicle by one and the
same operation.
And furthermore, in lieu of the said guiderods. sliding attachments and other

page_text: devices before referred to, by the employment of guidecords made of twisted wire
er otherwise or of metal chains or other equivalents, working round guide wheels
or other wheel shaped or circular structures, or of, or in the form of, a segment
thereof; as the means whereby to transmit direction and guidance from the said
perpendicular steering shaft to the several parts of the vehicle and its bogey; so as
to turn smoothly within a desired radius.
I describe and illustrate the action of turning an equipage under my system of
locking as now improved, by referring to drawings in which like letters and
figures represent like parts.
Fig. 1 is a diagram representing a circle in which to turn, of say 12 ft. radius,
within which are placed two examples of vehicles in an attitude of turning round
within such circle; the dotted convergent lines represent imaginary lines from the
radia of the circle passing along and longitudinally through the axles of the road
wheels, one of which also passes through the body of the horse at right angles to
his direction; and the dotted curved lines show the tracks of the several road
wheels while turning a curve, either in a forward or backward direction.
Fig. 2 is an outline elevation of an equipage consisting of a fourwheeled vehicle
constucted for both fore and hind wheels to lock.
This vehicle is of a dimension of say 10 feet in length, and 5 ft. extreme width.
with a horsegear and horse (in dotted lines) of say 7 ft. in length, and having a
two wheeled removeable bogey of say 3 ft. in length attached to the rear, making
a total length of the equipage when the horse is attached of 20 ft.; and showing
also in outline the position of a onewheeled engine bogey for the purpose of
traction when the horse and horsegear are removed and the vehicle is required to
be used as a Motor-Car.
Fig. 3 is a block plan of the same equipage placed within Fig. 1 in the proper
attitude for turning therein.
Fig. 4 is an outline elevation of a velocipede of the class in which a number of
pedalists are placed one behind the other in single file, showing the introduction
of two intermediate road wheels in addition to the ordinary fore and hind road
wheels, as is now rendered practicable under my improved system of locking.
Fig. 5 is a block plan of the same vehicle placed also within Fig. 1 in an
attitude for turning therein.
Fig. 6 is a perspective view of parts connected with my system of locking, in
further illustration thereof and of the interchangeable horse and motorgears.
Fig. 7. Is a perspective view of a single wheeled engine bogey.
Fig. 8. Is a perspective view of a burden carrying bogey attachable to the hinder
part of a road vehicle; this is constructed on two wheels, but a onewheeled Bogey
may be similarly attached.
Fig. 9. Is a perspective view of the improved wheel being a road wheel and a
driving wheel combined; forming the subject of the fourth part of this invention.
Fig 10. Is an elevation of my counterbalancing gear.
Fig. 11. Is a longitudinal section of the same.
Fig. 12. Is a front elevation of a rubber compartment, unattached.
Fig. 13. Is a cross section of the rim of a roadwheel, through an attached rubber
compartment.
Fig. 14. Is a back elevation of a segment of the rim of a road wheel, showing 5
rubber compartments compressed and held in position by a length of the grip
angle plate.
Fig. 15. Is a section of the hub of a wheel.
The letters of reference in the foregoing descriptions have the following
significations riz. :-
A. represents the steering shaft.
B. represents the pivot round which the horsegear moves laterally when
operating a curve.
B represents the turning pivot of the engine Bogey.
B represents the turning pivot of the forecarriage locking part.

page_text: B³ represents the turning pivot of the hindcarriage locking part.
B represents the turning pivot of the hind Bogey.
C represents the stirrup irons for use of the steersman in operating a curve by
means of his feet.
D represents a steersman's wheel for effecting the same purpose by hand.
E. represents a handle bar as an alternative means of effecting the same purpose.
F represents the attachment of the horsegear for effecting the same purpose
through the direction of the horse, when the vehicle is horsedrawn.
G. represents a socket hole through the steering shaft whereto to bolt the
removeable horsegear.
H represents the guide wheel attached to the steering shaft.
H¹ represents the guide wheel attached to the forecarriage locking part.
H represents the guide wheel attached to the hindcarriage locking part.
H³ represents the guide wheel attached to the engine Bogey.
H represents the guide wheel attached to the hind Bogey.
J represents the guide cord bringing about a reciprocating movement between
the steering shaft and the forecarriage locking part, by passing round and being
attached to or otherwise gripping their respective guide wheels.
J¹ represents the guide cord serving a like purpose between the forecarriage
lceking part, and the hindcarriage locking part.
Ja represents the guide cord serving a like purpose between the hind carriage
locking part, and the hind bogey.
J³ represents the guide cord serving a like purpose between the steering shaft,
and the engine bogey.
K represents a one wheeled detachable Logey to carry a Motor engine and its
adjuncts, for occasional use interchangeably with the horsegear.
L represents a two wheeled Bogey attachable to the hind part of a road vehicle,
for the purpose of carrying additional passengers, or baggage, or a piece of
ordnance, when used for military purposes; according to requirements.
M represents a socket or tubular shaft attached to and one with the guidewheel
H³, and moving therewith in the operation of locking or curving the vehicle.
N represents the fork of the engine Bogey, whereby it is connected to the
vehicle.
N¹ represents the fork of the front road wheel of a velocipede.
N represents the fork of an intermediate road wheel of a velocipede.
N³ represents the fork of the hind road wheel of a velocipede.
N' represents the longitudinal key.
O represents the platform of the engine bogey, whereon to deposit the motor
engine and its adjuncts.
P represents the entire wheel forming the fourth part of this invention.
Qrepresents the front part of the hub thereof.
Qrepresents the hind part of the hub.
Qrepresents the middle and connecting part of the hub.
Q³ represents a cavity for lubricating oil.
R represents the front row of spokes of the wheel.
R¹ represents the hind row of spokes of the wheel.
R³ represents the middle row of spokes of the wheel.
S represents the intermediate rim of the wheel.
T represents the outer rim of the wheel.
U represents the two parts of a power shaft.
U and Us represent the cogged terminals of the two parts of the power shaft.
U³ represents the cylinders of the counterbalancing gear.
U represents the controlling bands of the same.
V represents the sprocket wheel.
V represents the arms of the sprocket wheel.
W represents a rubber section, of the pneumatic rim.
W represents the capping of the same.

page_text: represents the rubber rugs of the same.
X represents the ordinary iron tyre of the wheel.
Y represents the additional gripping tyre.
Z represents the gripping ring, in moveable sections.
Z represents a pin or arm solid with Z, for the purpose of holding the same in
position.
::
Z represents flanges for the reserve end of Z, for the purpose of receiving the
pin Z¹.
I now proceed to describe the process of throwing the various component parts
of the equipage represented in Fig. 3 and 5 into the proper attitude for curving
round within the desired radius, by means of the parts of the vehicle referred to;
calling attention to the fact that guide wheels of divers diameter are employed
in connection with the various component parts of the equipage; as herein consists
the means whereby I cause each part of the equipage to diverge the exact number
of degrees of a circle necessary for the purpose.
On reference to the diagram Fig. 3 it will be found that in order to bring the
horse in the required attitude within the radius, it will be necessary that the horse-
gear should deviate from a straightforward direction to the extent of 50 degrees,
while the forecarriage locking part will have to deviate 20 degrees only: con-
sequently I make their respective guide wheels of diameters in the proportion of
2/50 and I attach the larger guidewheel to the part of the equipage that has to
pass through the lesser number of degrees and vice versa, and I pass a gripping
guide cord (J) round the two guidewheels in a continuing direction, so that the
smaller guidewheel (H) when operated 50 degrees will displace sufficient cord only
as will operate the larger guide wheel (H) 20 degrees only, and so on in each
relation. The hinder locking part (H2) needing also to be turned 20 degrees but
in a reverse direction, I attach to it a guidewheel of equal size to that from which
it takes its direction (H), and pass a guidecord (J) round the two but in a re-
versing direction; the hinder bogey (L) having to deviate 35 degrees while the
part of the equipage from which it takes its direction (H2) has to deviate 20 degrees
only I give it a guidewheel (H) in proportion thereto of 2/3, and pass round them
a guidecord (J) in a continuing direction. So also the fore Bogey guidewheel (H³)
would have to deviate 40 degrees and take its direction from the guidewheel (H)
of the steering shaft which deviates 50 degrees, so its relative diameter thereto
would be as 5/4.
These operations would all take place simultaneously by and through the im-
pulse given to the steering shaft (A), either by the direction taken by the horse,
or in the absence of a horse by the direction given to it by the steersman, either
through the steersman's wheel (D) or through the handle bar (E) or through the
stirrup irons (C), and so would enable the whole equipage to move smoothly
either to the right hand or to the left, either forward or backward, and in any
degree of acuteness not exceeding the maximum of which the construction of the
vehicle admits.
As a further illustration I show the application of a modification of my improved
system of locking to a velocipede (Fig. 4 and 5) of the class in which a number
cf pedalists are placed one behind the other in single file, which system of locking
will make practicable the introduction into the structure of such vehicles of one
or more additional road wheels in a longitudinal direction, thus increasing their
capacity as to the number of pedalists that may be carried without putting undue
strain upon the perch or backbone of the vehicle, or upon the fore and hind
roadwheels.
Upon referring to Fig. 5 it will be seen that in order to bring this vehicle into
an attitude to turn within the required radius the front roadwheel is placed in a
direction deviating 45 degrees from that of the perch, while the second and fourth
readwheel will require to deviate each 25 degrees but in reverse directions to one
another, while the third roadwheel will continue in the direction of the perch :

page_text: this will be effected by attaching guidewheels to the forks of the second (H) and
fourth (H) roadwheels of a diameter in the relation to the guidewheel on the fork
of the front (H) roadwheel as 9/5, and operating them by guidecords (J & J') as
in the preceding example.
It will be seen that I have placed the perch in a canted direction towards the
outside of the radius, this is done to counteract the tendency to disturb its
equilibrium through the impetus on the vehicle when going at a pace in a curved
direction; but it could of course be geared in an attitude at right angles with the
centre of revolution, or even be canted inwards if so desired.
It will be obvious that my improved method of curving vehicles for locking
purposes as above illustrated will apply in modified forms to various kinds of road
vehicles, both of the horsedrawn and of the horseless classes, and that the
maximum locking capacity in each case would depend on the form dimensions
and structure of the vehicle itself, which might be furnabe in either more or less
than a radius of 12 feet.
The second part of this invention relates to the means whereby a rondvehicle
may with facility be used both as a horsedrawn and as a motor propelled carriage
interchangeably; and this I effect by so constructing a vehicle, or re-arranging
the parts of an existing vehicle, that the horsegear may be detached and an engine
Bogey may be substituted therefor without disarrangement of the locking gear.
In Fig. 6 the horsegear (F) is shown to be directly attached to the steering
shaft (A) and is connected therewith either by passing through a hole in the
same (G) and being held by a nut as shown at B or by other simple and known
attachments us may be easily unfastened for removal.
The fork of the engine Bogey (N) telescopes into the tubular shaft (M) and takes
direction from it by means of a longitudinal key solid with the fork (N) and
passing into a longitudinal keyway eut inside the tubular shaft for that purpose,
so that in motion the tork can freely pass up and down therein without being
released from the direction or guidance given by the tubular shaft.
fork (N) is prevented leaving its connection with the tubular shaft by incans of a
screwed nut on the top of the fork at B, or any other simple and known device
that may be easily removed or disconnected.
This
The fork as an alternative may be telescoped in like manner direct into the
steering shaft A at the point (B) in cases where lowness of wheel and altitude of
Body are not an objection.
By the foregoing means both horsegear and engine Bogey may at will be
attached or disattached, and used interchangeably.
The third part of this invention relates to the form and construction of a Bogey
of which I give two examples with their respective guide wheels as a means of
incorporation into the locking system of the vehicle to which they may be intended
to be attached.
Fig. 7 represents an engine Bogey (K), attachable to the fore part of a vehicle
as shown in Fig. 2 and 6: the platform (0) is suspended from the fork (N) by
means of iron stays secured thereto and is intended to carry the motor engine
and its adjuncts, the driving power being communicated therefrom by known
means to the inner rim (S) of the wheel (P).
Fig. 8 represents a burden bearing Bogey (L) attachable to the hinder part of
a vehicle as shown in Fig. 2, and may run on one or more road-wheels and be fitted
with seats or receptacles for baggage or with a piece of ordnance or otherwise;
and may be mounted on springs as desired in the ordinary way, and incorporated
in the locking system of the vehicle in the manner shown in the first part of this
invention.
The fourth part of this invention relates to the construction of the running
wheels of road vehicles, and has for its object to combine a complete driving wheel
with a running wheel, and to attain to the greatest rigidity, steadiness and strength
of construction with the least expenditure of material or cost.
Fig. 9 represents a wheel (P) built up of three rows of spokes resting in a metal

page_text: hub, the two outer rows (R and R) of which point tangentwise in reverse direc-
tions, and the central row (R) pointing at right angles from the line of the axle
bex, or from the direction of the parts of the hub doing duty as axle box, in an
upright direction towards the centre of the outer rim of the wheel (T).
One portion of the hub (Q) consists of a piece of metal tube of about one third
the length of the entire hub and forming the front part of the hub, near the front
end whereof are a row of spoke sockets (Q) say six in number pointing tangent-
wise towards the right hand and inwards towards the centre of the inner rim (S).
The inner surface of this metal tube being finished and hardened to revolve on the
forepart of the arm of the axle, doing duty as the forepart of the axle box.
(Q) is a similar piece of metal tube with spoke sockets placed in a reverse
position and pointing towards the left hand, thus forming the hind portion of the
hub and similarly finished to Q and doing similar duty as the hind part of the
axle box, and leaving a space Q between these two and under Q2 as a reservoir
for lubricating oil; Q is a similar piece of metal tube of suitable bore and length
by preference tapped and threaded to screw over the outer circumference of Q
and Q (but the connection may be by brazing), and round the centre of which are
a third row of spoke sockets pointing at right angles towards the centre of the
outer rim, I represents the foremost row of spokes tangented towards the right,
and R represents the hindermost row of spokes tangented towards the left, these
spokes are of wood and are driven bodily through the inner rim S, or may be of
metal or metal tube tapped and threaded into the sockets, and are kept in position
by an iron hoop tyre shrunk on to the inner rim; R represents the middle row of
spokes which are also of wood or metal and are driven bodily through the inner
rim S, and extend from the outer rim T to the central part of the hub; S repre-
sents the inner rim consisting of one piece of bentwood and made sufficiently
wide to carry the teeth for the grip chain driving the vehicle when used as a motor
or pedal driven vehicle. T is the outer rim also consisting of one or two pieces
of bentwood, fixed and shod in the usual way, whether with iron or with rubber or
with both or otherwise. The wheel will be complete without the outer rim (T)
the middle row of spokes (R) terminating at the inner rim when low road wheels
or the driving wheels for the countershaft only of a motor car are required.
The fifth part of this invention relates to the communication of motive power
to the driving wheels of vehicles in cases where two roadwheels running on one
and the same axle are both driven from one engine or through one power shaft;
and has for its object to keep both roadwheels equally within the grip of the
driving chain or other power communicator while one road wheel is travelling
faster than the other as in turning a curve or circle.
Figs. 10 and 11 represent my gear introduced into a power shaft in a vehicle
in which the power is transmitted therefrom direct to the roadwheels, (but the
gear might be introduced into the axle itself in the case of a Tricycle or other
very light vehicle) in which case each driving roadwheel would be made at one
with the nart of the axle to which it is attached so as to be driven thereby.
The power shaft (C) is made in two parts each part telescoping on to a solid
arm (Vi) of the sprocket wheel (V), each of the inner ends of the parts of the power
shaft where they join the sprocket wheel is fitted with a fixed cogwheel (U)
and (U); these coggedwheels are surrounded by four cylinders (US) each having
cogged teeth near one of its ends; and each terminating at both ends with a
groove wherein runs a controlling toothed chain or gripping hand (U). The
cylinders pass through openings in the plate portion of the sprocket wneel (V) to
the extent of half their length two entering the same from one side thereof and
other two entering from the other side thereof, so that the cogs of two of the
cylinders (U) engage with the cogged wheel (U), while the other two engage
with the cogged wheel (Us) on the opposite side.
These cylinders are connected one to the other by means of the controlling
bands (U) in a reversing direction, the reversed action is communicated from the
power shaft to the driving roadwheels in the usual way.

page_text: When the vehicle is pursuing a straightforward course the revolution of the
sprocket wheels by means of the motive power naturally takes both halves of
the power shaft (U) and their attachments evenly with it, but when by reason of the
vehicle being steered in a curved direction one of the road wheels necessarily
travels slower than the other road wheel, the action of the controlling bands (U³)
throws the larger portion of the motive power on to the opposite roadwheel, and
causes or admits of its travelling proportionately faster so long as the vehicle
progresses in a curving direction."
The sixth part of this invention has for its object to construct a pneumatic tyre
to the roadwheels of vehicles, inflated in a large number of compartments so
arranged that each one may be separately and cheaply replaced when needful;
thus avoiding collapse of the whole tyre and the necessity of patching and
re-inflating in case of puncture.
I form a pneumatic tyre to a wheel by building outside the ordinary tyre a
succession of indiarubber chambers or compartments (W) each being in form
internally globular but externally square at its base and about the same size in
length as in width at the base but increasing in width upwards in excess of the
increase in the segment of the rim on which it is intended to be used; for instance
a section for use on a 48 inch rim I make in the segment of a 36 inch rim so that
the upper and more compressible part will be crowded in in placing them in
position as shown in Fig. 13; and with a dome shaped upper part, the part coming
in contact with the ground when the wheel revolves being capped with a capping
of vulcanite (W) or other suitable harder substance than the rubber structure of
the section of the tyre itself; each chamber is separately inflated and hermeti-
cally sealed and has two solid rubber lugs (W3) on its lower surface one being
placed towards the front face of the rim of the wheel and the other towards the
back face.
I place outside the ordinary iron tyre and next thereto an additional thin iron
tyre (Y) the width of the rim on which the rubber chambers are placed. This
additional tvre has on its front face a turnover to receive and grip the front lug of
the rubber chamber, the back lug being gripped by a ring of angle iron (Z) screwed
or bolted to the back face of the felloe, and made in short sections so contrived that
any one section may be removed without displacement of the remaining sections
by removal of the screw or bolt nut by which it is held.
Having now particularly described and ascertained the nature of this my said
invention and in what manner the same is to be performed, I declare that, what I
claim is:
1. The construction combination and arrangement of parts whereby the steering
shaft becomes and acts as the pivot for the horsegear, as set forth in the first part
of this invention and illustrated in Figures 1, 2, 3 and 6 herein.
2. The construction combination and arrangement of parts in the employment
of guidewheels of divers diameters, and guidecords or their equivalents; for the
purpose that central lines passing at right angles through three or more distinct
parts of an equipage, may be made to converge to a common centre when the
vehicle is steered in curves; as similarly set forth and illustrated.
3. The construction combination and arrangement of parts whereby supple-
mental wheeled vehicles or "Bogeys" may be attached to and incorporated with
the system of locking or steering the principal vehicle; as similarly set forth and
illustrated.
4. The construction combination and arrangement of parts for the introduction
of one or more intermediate roadwheels into the fabric of a velocipede as set forth
in the first part of this invention and illustrated in Figures 1, 4 and 5 herein.
5. The construction combination and arrangement of parts to facilitate the inter-
changeable use in one and the same vehicle of horsegear and its appointments and
of motor gear and its appointments, as set forth in the second part of this invention
and illustrated in Figures 1, 2, 3 and 6 herein.

page_text: 6. The construction of the horsegear attachment and its connection direct t
the steering shaft, as similarly set forth and illustrated.
7. The construction of the motorgear attachment and its telescoping connection
to the vehicle within the control of the steerage, as similarly set forth and
illustrated.
8. The construction of wheeled "Bogies" for connection to road vehicles under
the steering control thereof, as set forth in the first and third parts of this
invention and illustrated in Figures 1, 2, 3, 6, 7 and 8 herein.
9. The construction of a driving wheel within a roadwheel, substantially as set
forth in the fourth part of this invention and illustrated in Fig. 9 and 15 herein.
10. The construction of a hub of the wheel in three parts in form and mode of
attachment substantially as similarly set forth and illustrated.
11. The two rows of rigid spokes placed tangentwise and resting in sockets, as
similarly set forth and illustrated.
12. The construction combination and arrangement of parts in a counter-
balancing gear as set forth in the fifth part of this invention and illustrated in
Figures 10 and 11 herein.
13. The construction combination and arrangement of parts whereby a reverse
action is transmitted from one driving road wheel to its fellow through the sprocket
wheel or central plate of a counterbalancing gear, as similarly set forth and
illustrated.
14. The construction combination and arrangement of parts whereby a rubber
wheel tyre is produced inflated in a multitude of separate compartments, as set
forth in the sixth part of this invention and illustrated in Figures 12, 13 and 14
herein.
15. The form configuration and structure of my rubber compartment, as
similarly set forth and illustrated.
16. The capping of the rubber compartments with hard material, as similarly
set forth and illustrated.
17. The construction combination and arrangement of parts of the grip plate
of a rubber rim of a wheel whereby a small section of the grip plate at any desired
part may be removed, by removal of the nut of the attaching bolt and the with-
drawal of the pin Z from the flanges of the adjoining section without releasing
the grip of the other sections of the grip plate, as similarly set forth and
illustrated.
Dated this Fifth day of June 1897.
FREDK. PARKER,
Applicant.