Improvements in Motor and other Road Vehicles.
Year: 1896

page_text: Date of Application, 14th Nov., 1896
Complete Specification Loft 13th Aug 1897 Accented 6th Nov 1897
PROVISIONAL SPECIFICATION.
Improvements in Motor and other Road Vehicles.
I FREDERICK PARKER of No. 2 Wyndham Street, Brighton, Sussex, Ex-
Carriage Builder, do hereby declare the nature of this invention to be as
follows:-
Definition of terms employed herein:-
By "Road-Vehicle" I mean carriages used on common roads other than Rail-
roads, for the conveyance of persons, passengers, or merchandise, whether drawn
by animals or propelled by Treadle, Steam, Electrical, or other mechanically
aided motive power.
By "Body"I mean the framework, whether enclosed or otherwise, in which
is deposited the persons, passengers, or merchandise, and in some cases the
engine, fuel, and appliances connected with propulsion.
By Locking" I mean the operation of throwing the axles out of paralel
with each other as necessary in describing curves in the steering of the
vehicle.
By Under-Carriage" I mean that portion of the underworks of the vehicle
through which the "locking" is at present operated.
The first part of this invention consists in constructing the "Body" of the
vehicle in two or more seperate parts, or compartments each of such compartments
being mounted on two wheels; the parts, or compartments of the Body being so
attached and connected one to the other as to operate the "locking" without
employing for that purpose the ordinary "under-carriage" in any of its usual
forms.
The second part of this invention consists in constructing either one or more
of the parts or compartments of the "body" on a framework consisting of a
wooden floor and roof connected together by a number of metal tubes placed
perpendicularly; and so placed as to plan, as to show either a cylindrical, or a
quinqenangular, or an hexagonal, or a septangular, qr an octagonal form; the
spaces between these tubes being fitted either with seats, or windows, or doors,
or enclosures, or otherwise as may be appropriate to the purpose for which the
said compartment is intended to be used.
The third part of this invention consists in a steering shaft passing through
each or either of the parts or compartments of the "Body" from floor to roof,
at or near their respective centres, such steering shafts being fitted at a convenient
height from the floor, with a steersmans wheel, or lever handles, or other suitable
device for the purpose of turning the shaft and thereby effecting and controlling
the steering of the vehicle. These steering shafts are also fitted at both of their
extremities with an horizontal wheel or segment of a wheel, each of these wheels
or segments are connected by means of a chain or wire-cord to the corresponding
wheel or segment of the shaft of the next adjoining compartment so that when
one shaft is turned either to the right or to the left the shaft of the next adjoining
compartment is operated thereby to the reverse direction, these wheels or segments
are so proportioned the one to the other in diameter as will in operating the.

page_text: "locking" give to each of the seperate compartments its desired relative degree
of divergence from a straight course, whether the vehicle be moving in a backward
or forward direction.
The fourth part of this invention consists in so placing the wheels and their
axles in relation to the part or compartment of the "Body" to which they are
respectively attached, that by means of the operation of two or more separate and
independent brakes, all the wheels may be subjected to the brake power, whether
the vehicle may be moving in a backward or forward direction.
The fifth part of this invention relates only to such vehicles as are drawn by
animal power and consists in attaching the shafts or their equivalent by which
the draft animals are yoked to the vehicle, to an additional perpendicular steering
shaft forming part of the framework of the foremost compartment of the "Body
instead of to the "under-carriage" as heretofore. This perpendicular steering
shaft is also fitted at its extremities with horizontal wheels or segments similar
in device to those with which the central steering shafts named in the third
part of this invention are fitted, and similarly connected with them so that in
operating the steering by means of the draft animal or animals the desired
relative degree of deviation may be transmitted to each of the parts or compart-
ments of the "Body" so that each of them as well as the draft animal may be
thrown into position to revolve round a common centre whether they be moving
in a forward or a backward direction.
Dated this Fourteenth day of November 1896.
COMPLETE SPECIFICATION.
Improvements in Motor and other Road Vehicles.
I, FREDERICK PARKER of No. 2 Wyndham Street, Brighton, 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 following statement:-
Definition of terms employed - herein:-
By road-vehicle" I mean carriages used on common roads other than rail-
roads, for the conveyance of persons, passengers, or merchandise; whether drawn
by animals, or propelled by treadle; steam; electrical or other mechanically
aided motive power. By "Body" I mean the framework whether enclosed or
otherwise, in which is deposited the persons, passengers, or merchandise to be
conveyed and in some cases the engine, fuel, and appliances .connected with
propulsion.
By "Locking" I mean the operation of throwing the axles out of paralel
with each other as necessary in describing curves in the steering of the
vehicle.
By "Under-Carriage" I mean that portion of the underworks of the vehicle
through which the locking is ordinarily operated.
In describing this invention I make reference to accompanying drawings in
which like denoting letters and figures represent like parts.
Fig. 1. Is a side elevation of a horse drawn omnibus constructed in conformity
with the first part of this invention.
Fig. 2. Is a plan of the locking arrangements of the same.
Fig. 3. Is a plan showing the relative position of the parts of the body of the
same when on the lock.
Fig. 4. Is an elevation of a tubular body of a road vehicle in two parts or
compartments with additional advanced steering shaft,
Fig. 5. Is a plan of the same..

page_text: Fig. 6. Is a side elevation of a road vehicle the body of which is in two parts
carrying a canopy overhead.
Fig. 7. Is a plan of the same on the lock.
A represents the forward part of the "Body" mounted on two road wheels.
A² represents the rear-ward part of the "Body" mounted on two road wheels.
A³ represents the upperdeck part of a "Body" riding on the two wheeled
parts.
A represents an extendable enclosure between the Body parts A¹ and A².
B represents the upper turning pivots.
B represents the lower turning pivots.
C represents the upper tension shaft.
Ca represents the lower tension shaft.
D represents the floor of a compartment of the "Body."
E represents the roof of a compartment of the Body."
F represents metal columns supporting the roof.
G represents the smaller fore-guidewheel.
G represents the larger fore-guidewheel.
Ga represents the larger hind guidewheel.
G represents the smaller hind guidewheel.
G represents guidewheels for attaching an additional steering shaft to a
central steering shaft.
H represents the guidecord imparting direction from the horse gear to hind
Body part.
Hrepresents the guidecord imparting direction from the hind body part to
the fore Body part.
H represents the guidecord imparting direction from the additional steering
shaft to the central steering shaft.
J represents the horsegear.
J represents iron stays connecting the same with the locking arrangements.
K represents a tubular shaft for steerage purposes and for roof support.
K represents an additional steering shaft.
L represents a canopy roof.
M represents a lever brake.
M represents the fore Brake.
M represents the rear Brake.
N represents the running road wheels of the vehicle.
N represents the fore road-wheels.
N represents the rear road-wheels.
O represents the axles of the road wheels.
O represents the axle of the fore road-wheels.
0 represents the axle of the rear road wheels.
P represents the centre of the turning area.
Qrepresents the circumference of the turning area.
The first part of this invention consists in constructing the "Body" of a road
vehicle in two or more separate parts or compartments, such parts, or
two of them being each mounted on a pair of road wheels running
on an axle. either with or without the intervention of springs but
without the intervention of any "undercarriage" as in the construc-
tion of a two wheeled Dog-cart; and in connecting together such of the parts
of the body as are so mounted in such a manner as to admit of the locking
operation without employing for that purpose the ordinary "undercarriage" in
any of its usual forms.
I describe a horsedrawn road vehicle of the fourwheeled omnibus type, built in
conformity with this first part of this invention; as represented in Fig. 1. 2.
and 3 in the accompanying drawings.
I construct the body of the vehicle in three parts of which the two parts
mounted on wheels (A and A) form, when connected together, the lower deck

page_text: passenger compartment: while the third part (A3), which rides on the other two
forms the upper deck, or garden-seat passenger compartment: each of the parts
A and A2 are fitted with a turning pivot both on their upper and under surfaces,
the upper pivots B' being socketed into the undersurface of the Bodypart A", while
the lower pivots B2 are socketed into a rigid shat or beam (C) provided for
that purpose and acting also as a tension beam to maintain the parts A and A²
at their relative distance from one another. The method of locking and
controlling these two parts of the vehicle is described in the third part of this
invention.
I do not limit the application of the first part of this invention to the type of
roadvehicle above described nor to the number arrangement or uses of the parts
of the Body of the vehicle composing it; for instance in its application to a horse
drawn goods delivery or furniture van the part A3 might be adapted to the carry-
ing light and bulky goods, while the parts A and A might be used for classes
of goods of a heavier nature: or in its application to a "char-a-banc" the upper
deck A3 might be lengthened and the lower deck compartments A1 and A2 re-
duced in height as storage for baggage: while again in its application in either
form to a motor drawn road vehicle, the part of the Body A might be appro-
priated to the reception of the motor engine or its adjuncts: and yet again in its
application to lighter vehicles, the upper deck A3 might be dispensed with
altogether by substituting for it another shaft C or beam similar to the lower
beam C as in Fig. 4 and in either case it is obviously capable of further varia-
tions nd modifications in its application to other road vehicles of many kinds.
forms and uses.
The second part of this invention consists in constructing in a light strong and
inexpensive way, when so desired, one or more of the parts or compartments of
the Body of a road vehicle built in conformity with the first part of this inven-
tion and this I do by making a flat wooden bottom and a convex roof, both of
which may be in plan either round or oval or angular, and supported by tubular
metal columns from floor to roof; the spaces between these columns being fitted
either with seats, or windows, or doors, or enclosures, or otherwise as may be
appropriate to the purpose for which the said compartment is intended to be
used. Figs. 4 and 5 represent two of such compartments, one of them having
5 columns placed at the 5 angles, and the other 8 columns and angles, but it may
consist of a larger or smaller number of columns and angles as desired. D re-
presents the floor. E the roof. F the metal columns.
The third part of this invention relates to the method of "locking" and con-
trolling road-vehicles built in conformity with this invention. This is effected by
throwing the axles of the parts A1 and A2 out of paralel with each other by means
of guidewheels G and guidecords H or their equivalents, as set forth in and
forming the first part of my Patent A.D., 1896 No. 19823; the impetus and
direction in the locking being given and controlled by the direction taken by
the horse or in the absence of a horse by the steersman as therein described.
In constructing the locking arrangements of the omnibus hereinbefore described,
I mount each of the turning pivots with two guide wheels, a larger and a smaller
one, the latter being in diameter about half the size of the former; I attach
the horse gear J by means of the ironstays J solidly to the small guide wheel G¹;
which runs loosely on the pivot B3 on the under surface of the fore Body-part A':
I also place on the same pivot a large guide wheel G2; this latter is attached
solidly to the Body-part A¹ so as to move as one with it but free from attachment
with the small guidewheel. I place also on the pivot of the under surface of
the rear Body-part A two similar guidewheels one large G and one small G
but these are both attac.ied solidly to each other and to the Body-part A2; so
that these two guidewheels and the Body part all move as one.
I bring the horsegear and the two Body parts into reciprocal action with each
other, by passing a gripping guidecord H round the guidewheels G¹ and G³ but
in a reversing direction: I also pass a similar guidecord H2 similarly round the

page_text: guidewheels G and G, in order to bring the guideance of the vehicle and the
locking thereof under the control of the horses.
The above arrangement of parts are sufficient locking mechanism of themselves
to effect the purpose, but if the whole process is repeated on the pivots B on the
upper Body parts a double action is thus brought about and will make the locking
more smooth and steady on a heavy vehicle.
But in some lighter vehicles it may be sufficient and more convenient to place
overhead on the pivot B¹ the guidewheels whereby the horsegear acts on the hind
bodypart, and to place underfoot ou pivots B the guidewheels whereby the hind
body-part reciprocates the movement to the fore body-part; as shown in Figs. G
and 7.
In each case the locking is operated by the horse or horses turning the horse-
gear J; when the horse gear and the guidewheel (G) to which it is attached
deviate from a straight course, whether to the right hand or to the left, to the
extent of say one degree of a circle, it causes by means of the guidecord H' the
guidewheel G as also the part of the vehicle to which it is attached to deviate
in a reverse direction to the extent of half a degree; the respective guidewheels
being in size of that proportion: and similarly the guidewheel G will simul-
taneously react by means of the guidecord H on the guidewheel G as also the
part of the vehicle to which it is attached and cause them to deviate in the
direction of the horses and horsegear to the extent of a quarter of a degree; and
so on in proportion so that when the maximum locking is attained of which the
construction of the vehicle admits, the horses will have deviated 32 degrees; the
rear part of the vehicle will have deviated in the reverse direction 16 degrees;
and the forepart of the vehicle will have deviated 8 degrees; which throws the
whole equipage into an attitude for turning in a circle of 30 feet diameter, in
which altitude it is represented in Fig. 2 of the accompanying drawings. The
maximum degree of locking attainable will vary in different vehicles according to
their respective construction.
It will be seen that I have placed the turning pivots of both fore and hind
parts of the vehicle considerably in advance of their respective axles, this is done
in order to prevent the forewheels and the hindwheels colliding with one another
in the act of locking.
On looking at the elevation of the omnibus Fig.1, it will be obvious that the
fore and hind wheel would in the act of locking be brought into collision if
turned on pivots passing through or placed over their axles; but by placing
the turning pivots sufficiently in advance of the axles this is avoided, for instance
when the vehicle is curving towards the right hand side, the off side fore wheel
turning on the advance pivot is moved towards the left hand; and the offside
hind wheel is moved towards the right hand: so as to cause the roadwheels to
pass one another as shown in the plan of the vehicle when in full lock, as in
Fig. 2; and vice versa: and the same object would be obtained by placing the
pivots in rear instead of in advance of the axles when the form of the vehicle
makes it more convenient to do so: and this avoidance of collision would in some
cases be assisted by the combined use of the large and small guidewheel as
hereinbefore set forth.
As an outcome of the first and third parts of this invention, a very light and
lockable road vehicle may be constructed; the body being in two parts, shaded
by a canopy roof L resting on two central supports as shown in Fig. 6 and 7.1
In this instance I place near the centre of each of the two parts of the Body
a tubular shaft (K) extending from floor to roof; these are mounted at each of
their ends with guidewheels connected together by guidecords as herein before
described, and not only act as mediums whereby the steering and locking are
operated, but also supply the place of the upper and lower turning pivots; and
act as sole supports of a canopy or sunshaue covering both parts of the Body.
This vehicle is designed to be within the capacity of a small pony or donkey
and the whole equipage will turn in a circle of 14 feet diameter.

page_text: When the horse gear (J) deviates from the central line of the vehicle to its full
limit, which in this case is 60 degrees, it turns with it the small guidewheel G in
the fore part of the canopy, which by means of the guidecord H turns in a
ŕeverse direction to the extent of 30 degrees the larger guidewheel G in the rear
part of the canopy; and with it the entire hind body-part (A) and its connec
tions including the small guidewheel Ga under the floor of the rear Bodypart,
and this re-acts by means of the guidecord H on the larger guidewheel G under
the floor of the fore Bodypart, and with it on the whole fore Bodypart and its
connections to the extent of 15 degrees, and so throws the whole equipage into an
attitude for curving round within a circle of 14 feet diameter, as shown in Fig. 7.
The fourth part of this invention has for its object, to render all the road-
wheels of a fourwheeled vehicle subject to the direct action of brake power;
and this I do by constructing the vehicle in parts as described in the first part
of this invention and illustrated in Fig. 1; and by placing an ordinary lever
brake M in advance of the fore wheels and acting thereon under the control
of the driver or engineer of the vehicle, either by hand or foot pressure: and by
placing another ordinary lever brake M to the rear of the hind wheels and
acting thereon under the control of the conductor or other person having charge
of the rear part of the vehicle, either by hand or foot pressure: these two brakes
by reason of the construction and mounting of the two Body-parts without the
intervention of undercarriage locking parts, each move together with their levers
at one with the respective Bodypart to which they are respectively attached, and
so do not get thrown out of play on the roadwheels, as would be the case in the
fore wheels of an ordinary fourwheeled vehicle when the undercarriage with its
forewheels moves in locking, while the body to which the lever is attached remains
in position.
The fifth part of this invention consists in the introduction into the structure
of a roadvehicle built in conformity with the first part of this invention, of an
additional steering shaft K to receive the horse gear attachments, placed in
advance of the turning pivots of the two locking parts of the body and designed
to communicate thereto the desired direction in the act of steering the vehicle.
This additional steering shaft K', in the case of a Body constructed after the
manner described in the second part of this invention and illustrated in Figs. 4
and 5: I place in the forepart of the Bodypart so as to form also one of its
columns of support; but it might be placed if so desired in advance of the Body
altogether; and I mount it at either or both of its extremities with a guide-
wheel G connected by means of a guidecord H3 with a similar guidewheel attached
for that purpose to the central steering shaft K, so that the direction imparted
to it either by the horsegear or the steersman is communicated to the central
shaft K, which in its turn gives direction to both of the Bodyparts by means of
the guidewheel and guidecord arrangements herein before described, and which are
connected thereto for that purpose."
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
1. The construction of the Body of a road vehicle in two or more separate
parts substantially in the manner and for the purpose set forth in the first part
of this invention and illustrated in Figures 1. 3. 4. 5 and 6.
2. The construction combination and arrangement of parts whereby two
separate vehicle bodies of distinct parts of a vehicle Body each separately mounted
on two road wheels are connected together to form one lockable four wheeled
road vehicle, as similarly set forth and illustrated in Figs. 1. 4. 5 and 6.
3. The construction of the Body, or of a separate part of the Body, of a road
vehicle of tubular columns extending from floor to roof, as set forth in the second
part of this invention and illustrated in Figs. 4 and 5.
4. The construction combination and arrangement of parts whereby the locking

page_text: of a four wheeled road vehicle is effected through the agency of guidewheels and
guidecords or their equivalents applied directly to the Body or its parts without
the intervention of an undercarriage, as set forth in the third part of this invention
and illustrated in Figs 1. 2. 6. and 7.
5. The construction combination and arrangement of parts whereby a smaller
degree of "locking" or deviation is given to the guidewheel attached to the fore-
part of the vehicle than is given to the guidewheel attached to the horsegear
while both are turning on one and the same pivot, or on separate pivots placed
perpendicularly one over the other, as similarly set forth and illustrated.
6. The construction combination and arrangement of parts whereby the turning
pivots or perch bolts whereon both fore and hind parts of the vehicle turn in
locking, are placed considerably in advance or in rear of their respective axles,
for the purposes therein described as similarly set forth and illustrated.
7. The canopy or sunshade carried by two stems, as similarly set forth and
illustrated in Figs. 6 and 7.
8. The construction combination and arrangement of parts whereby two steering
shafts attached to separate vehicle bodies, or Bodyparts, act as sole supports of a
canopy or roof covering the entire vehicle, as similarly set forth and illustrated.
9. The construction combination and arrangement of parts whereby two separate
and independent brakes may be applied to a fourwheeled road vehicle, so that
each and all of the four road wheels may be subjected to direct brake power both
when travelling in a straight or in a curved direction either in a backward or
in a forward course; as set forth in the fourth part of this invention and illustrated
in Fig. 1.
10. The additional advanced steering shaft as set forth in the fifth part of
this invention and illustrated in Figs. 4 and 5.
11. The construction combination and arrangement whereby the steering
direction of a fourwheeled road vehicle is communicated through an additional
advanced steering shaft and imparted therefrom to other steering shafts or pivots
placed near the centres of the two parts of the vehicle by the movement of which
the locking of the vehicle is to be effected; as similarly set forth and illustrated.
Dated this 12th day of August 1897.
FREDK. PARKER.