Improvements in or in and relating to Self-propelled Road Vehicles.
Year: 1895

page_text: Date of Application, 18th Dec., 1895
Complete Specification Left, 18th Sept., 1896 -Accepted, 12th Dec., 1896
PROVISIONAL SPECIFICATION.
Improvements in or in and relating to Self-propelled Road
Vehicles.
We, JOHN BRINDLEY, of 57 Waterloo Road North, Wolverhampton in the
County of Stafford, Mechanical Engineer, WILLIAM NAYLOR, of Fulwood Park,
Preston in the County of Lancaster, Civil Engineer, and CHARLES LOUIS
NAPOLEON WILSON, of Wellington Road, Bilston in the County of Stafford, Civil
Engineer, do hereby declare the nature of this invention to be as follows:-
In order that the invention may be the more readily understood, we will
proceed to describe a self-propelled road vehicle having comprised therein or.
applied thereto all the improvements included in the invention; but the inven-
tion includes not only the vehicle and mechanism taken as a whole substantially
as described, but also the several improvements substantially as described,
whether or not in combination with any of or all the other improvements which
go to make up the complete vehicle with its propelling mechanism.
A self-propelled road vehicle, constructed according to this invention, is
formed at its rear end as a carriage such as a two-wheeled trap, or a four-wheeled
carriage which may be in the form of a phaeton, victoria, or the like. Suitable
shafts, bars or side frames, are carried from the axle of the carriage or hinder
portion of the vehicle, when such is of a two-wheeled type, or from the fore-
carriage thereof when such is of a four-wheeled type, such as a phaeton, victoria,
or the like, to the forward end of the vehicle, and are there joined together at
the required distance apart by means of a vertical yoke-piece which is formed
at the middle of its upper portion with a steering head. A steering wheel, or
a pair of steering wheels, is carried in a suitable fork which swivels in the
steering head.
The prime mover (of whatever kind may be used) is mounted in position
between the steering wheel or wheels and the hinder portion of the vehicle
which is adapted for occupation by the driver and any passenger or passengers;
and the prime mover is fitted to be capable of sliding along curved guides which
pass across between the side bars or frames and are fixed thereto. These guides
are formed to curves which are concentric with the axis of the steering head.
The motor is rigidly connected, by means of suitable stays, framing bars or
the like, to the steering fork, and thus as the motor is moved along the guides
it not only moves in a curved path which is concentric with the axis of the
steering head, but turns the steering fork and also the steering wheel or wheels.
The steering is effected by moving the motor along the guides in either direction
as required; and this is accomplished by means of a cord or chain which is
connected with the motor and passes in opposite directions therefrom, and
around suitable guide pulleys, on to a drum which is turned as required by a
suitable hand wheel in position for convenient manipulation by a person sitting
in the hinder portion of the vehicle.
The motor consists, preferably, of an oil engine, adapted to use the common
petroleum lamp oil of commerce, having two cylinders with a common crank
shaft and the power is transmitted from the crank shaft by means of pitch
chains to rollers which directly drive the steering wheel or wheels.

page_text: These rollers are carried In the forward ends of arms which are
swivelled at their hinder ends upon the crank shaft, and the outer ends are
thus capable of being raised and lowered. The steering wheel (or each steering
wheel) is made with an inner and outer rim, of diameters, respectively, which
admit of the friction rollers being placed between them and held in position
out of contact with both. If the outer ends of the arms are moved down, the
rollers are brought against the inner rim and the steering wheel is driven in
one direction of rotation; and if the arms are raised sufficiently, the rollers
are brought against the inner surface of the outer rim and the direction of rota-
tion of the steering wheel is reversed. In any intermediate position of the arms,
the friction rollers are out of contact with both the rims, and the steering wheel
is of course not then being driven. The inner and outer rims are made of
considerable width, to leave a proper breadth of contact surface between the
friction rollers and the rims when the rollers are moved into contact therewith.
This arrangement of driving wheel (or driving wheels) and arms carrying the
friction rollers is devised specially to enable the vehicle to be started, stopped,
or backed while the motor is running continuously in one direction. The
friction rollers are moved into contact with the inner or outer rim, or into
mid-position, as desired, by means of an excentric fixed on the lower end of
a spindle which passes up through the steering spindle and carries a worm
wheel at its upper end. This worm wheel is operated by a worm fixed on a
spindle which is carried back into convenient position for the driver seated in
the hinder portion of the vehicle and is provided with a hand wheel. The
excentric is provided with an excentric rod the outer end of which is pivoted
to upward extensions of the arms carrying the friction rollers.
The steering wheel (or each steering wheel) may have wire spokes, but it is
preferred to form the spokes of a flat section of metal placed with one of its
edges forwards. The contact surfaces of the friction rollers and of the steering
wheel, or wheels, may be fluted or roughened, if desired. The outer rim of
the steering wheel, or each steering wheel, may be provided with a rubber or
other suitable tyre.
In order to enable the speed of the engine to be regulated as desired in driv-
ing the vehicle, when an oil engine is the motor used, and to prevent racing
if the engine is left running when the friction rollers are in mid-position, we
use a cam of special construction for controlling the operation of both the
exhaust valves. This cam is provided with movable stops which may be moved
out by wedges and moved in again by springs, and so cause the exhaust valves
to remain open or to be closed, as desired, during the suction strokes of the
pistons. These stops move in radial slots in the cam. The wedges are fixed
to a sleeve which is capable of being moved along the cam shaft as required.
They vary in length, and thus one or more of the stops are moved out according
to the position into which the sleeve is moved. They have each a parallel por-
tion which comes behind a corresponding portion of its respective stop after
the stop has been fully moved out. The cam is preferably driven to make one
revolution to every eight of the crank shaft. By means of these movable stops,
the number of explosions in the cylinders may be varied as desired. The sleeve
may be conveniently operated by means of a rod passing down through the ex-
centric spindle which is carried in the steering head. This rod presses at the
bottom upon one end of a bell-crank lever of which the other end is connected
through suitable mechanism with the sleeve. The rod is pressed down by
means of a bell-crank lever operated by a rod connected to a hand lever situated
in convenient position for the driver seated in the hinder portion of the vehicle;
and the sleeve is returned to its normal position by a spring.
The oil which is used as fuel is vaporised in a separate vessel, so that the
vapour only is drawn into the explosion chamber, thus minimising the incon-
venience caused in oil engines by the accumulation of a solid residuum within
the explosion chamber. The vaporiser may be common to both the cylinders,

page_text: and be heated by a single lamp of the vapour-burner pattern enclosed in a
draught-tight case. The pressure caused within the vaporiser acts as a regu-
lator to the inflowing oil, which is fed thereto and to the lamp from the oil
reservoir under pneumatic pressure, a hand air-pump being provided for causing
the necessary air pressure on the surface of the oil within the reservoir. The
vaporiser may conveniently be of a balloon shape as seen on plan and in trans-
verse section, but with the middle portion of the bottom formed of a dome-
shape to retain the heat and to leave an annular channel in the bottom of the
vaporiser within which any thick residuum will collect and from which it may
be removed through a suitable opening.
The ignition tubes of both the cylinders are arranged with portions of their
length passing side by side within a single chamber, and are heated by a single
lamp; and it is preferred to carry the vaporiser within the same chamber,
in position above the ignition tubes.
In order to ensure that air and fuel shall be drawn into the combustion
chamber of each cylinder in proper proportion, whatever total quantity may
be drawn through at one indraught, we rigidly connect together the air and
fuel valves of each cylinder, so that they will always open to the same propor-
tionate extent.
In order to prevent the tendency, experienced with oil engines, of
a charge igniting prematurely while the engines are being turned by hand for
starting, we arrange a cock in such position, in relation to the explosion cham-
ber and ignition tube of each cylinder, that the explosive mixture
may be completely cut off from the ignition tube. The cock is opened when
the engine has been turned into the right position for igniting the charge.
To facilitate the lubrication of the engine cylinders, an annular groove is
formed within the lower portion of the wall of each cylinder in position below
which the bottom piston ring just passes, and the lubricant is fed to this groove. As
the piston rises, the bottom piston ring carries up lubricant from the groove and
lubricates the wall of the cylinder; and the portion of the cylinder along which the
piston is at any time passing during its downward stroke remains lubricated,
as it is not of course exposed to the heat of the exploded charge until the piston has
passed below it. The cylinder is thus lubricated during each upward stroke
of the piston, and the lubricant is not liable to be burnt until its purpose of
lubricating the piston during its down stroke has been accomplished.
A self-propelled vehicle constructed as above described admits of an ordinary
two or four-wheeled carriage being utilised as the hinder portion of the vehicle,
by merely attaching the shafts, bars or side frames, of the vehicle to the axlo
of the two-wheeled carriage by the aid of suitable clips or in any convenient
manner, or by connecting such shafts, bars or side frames, to the fore-carriage
of the four-wheeled carriage in the ordinary or any convenient manner, the usual
shafts being of course, in either case, removed.
If it is desired that the hinder portion of the vehicle shall be used again as
an ordinary carriage, it is simply disconnected from the remaining portion of
the self-propelled vehicle, its own shafts are re-connected to it, and it is then
ready for use as an ordinary vehicle.
While, as above stated, it is preferred that the motor for the self-propelled
vehicle shall consist of a double-cylinder oil engine, such as above described,
it will be obvious that any suitable motor may be used for driving the vehicle,
and be carried and applied in the manner described with reference to the above
described oil engine.

page_text: COMPLETE SPECIFICATION.
Improvements in or in and relating to Self-propelled Road
Vehicles.
We, JOHN BRINDLEY, of 57 Waterloo Road North, Wolverhampton in the
County of Stafford, Mechanical Engineer, WILLIAM NAYLOR, of Fulwood Park,
Preston in the County of Lancaster, Civil Engineer, and CHARLES LOUIS
NAPOLEON WILSON, of Wellington Road, Bilston in the County of Stafford, Civil
Engineer, 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:-
In order that the invention may be the more readily understood we will
proceed to describe a self-propelled road vehicle having comprised therein or
applied thereto all the improvements included in the invention; but the inven-
tion includes not only the vehicle and mechanism taken as a whole substantially
as described, but also the several improvements substantially as described,
whether or not in combination with any of or all the other improvements which
go to make up the complete vehicle with its propelling mechanism.
A self-propelled road vehicle, constructed according to this invention, is
formed at its rear end as a carriage such as a two-wheeled trap, or a four-wheeled
carriage which may be in the form of a phaeton, victoria, or the like. Suitable
shafts, bars or side frames, are carried from the axle of the carriage, or hinder
portion of the vehicle, when such is of a two-wheeled type, or from the fore-
carriage thereof when such is of a four-wheeled type, such as a phaeton, victoria,
or the like, to the forward end of the vehicle, and are there joined together at
the required distance apart by means of a vertical yoke-piece which is formed
at the middle of its upper portion with a steering head. A steering wheel, or
a pair of steering wheels, is carried in a suitable fork which swivels in the
steering head.
The prime mover (of whatever kind may be used) is mounted in position
between the steering wheel or wheels and the hinder portion of the vehicle
which is adapted for occupation by the driver and any passenger or passengers;
and the prime mover is fitted to be capable of sliding along curved guides which
pass across between the side bars or frames and are fixed thereto. These guides
are formed to curves which are concentric with the axis of the steering head.
The motor is rigidly connected, by means of suitable stays, framing bars or
the like, to the steering fork, and thus as the motor is moved along the guides
it not only moves in a curved path which is concentric with the axis of the
steering head, but turns the steering fork and also the steering wheel or wheels.
The steering is effected by moving the motor along the guides in either direction
as required; and this is accomplished by means of a cord or chain which is
connected with the motor and passes in opposite directions therefrom, and
around suitable guide pulleys, on to a drum which is turned as required by a
suitable hand wheel in position for convenient manipulation by a person sitting
in the hinder portion of the vehicle.
The motor consists, preferably, of an oil engine, adapted to use the common
petroleum lamp oil of commerce, having two cylinders with a common crank
shaft; and the power is transmitted from the crank shaft by means of pitch
chains, or other gear, to rollers which directly drive the steering wheel or
wheels. These rollers are carried in the forward ends of arms which are
swivelled at their hinder ends upon the crank shaft, and the outer ends are
thus capable of being raised and lowered. The steering wheel (or each steering

page_text: wheel) is made with an inner and outer rim, of diameters, respectively, which
admit of the friction rollers being placed between them and held in position
out of contact with both. If the outer ends of the arms are moved down, the
rollers are brought against the inner rim and the steering wheel is driven in
one direction of rotation; and if the arms are raised sufficiently, the rollers
are brought against the inner surface of the outer rim and the direction of rota-
tion of the steering wheel is reversed. In any intermediate position of the arms,
the friction rollers are out of contact with both the rims, and the steering wheel
is of course not then being driven. The inner and outer rims are made of
considerable width, to leave a proper breadth of contact surface between the
friction rollers and the rims when the rollers are moved into contact therewith.
This arrangement of driving wheel (or driving wheels) and arms carrying the
friction rollers is devised specially to enable the vehicle to be started, stoppel,
or backed, while the motor is running continuously in one direction. The
friction rollers are moved into contact with the inner or outer rim, or into
mid-position, as desired, by means of an excentric fixed on the lower end of
a spindle which passes up through the steering spindle and carries a worm
wheel at its upper end. This worm wheel is operated by a worm fixed on a
spindle which is carried back into convenient position for the driver seated in
the hinder portion of the vehicle and is provided with a hand wheel. The
excentric is provided with an excentric rod the outer end of which is pivoted
to upward extensions of the arms carrying the friction rollers. A single arm
only carrying a friction roller, may be used in the case of a single driving
wheel, if desired, but it is preferred to use a pair of arms.
The steering wheel (or each steering wheel) may have wire spokes, but it is
preferred to form the spokes of a flat section of metal placed with one of its
edges forwards. The contact surfaces of the friction rollers and of the steering
wheel (or wheels) may be fluted or roughened, if desired. The outer rim of
the steering wheel (or each steering wheel) may be provided with a rubber or
other suitable tyre.
In order to enable the speed of the engine to be regulated as desired in driv-
ing the vehicle, when an oil or gas engine is the motor used, and to prevent racing
if the engine is left running when the friction rollers are in mid-position, we
use a cam of special construction for controlling the operation of the exhaust
valve of the cylinder, or each cylinder, or the exhaust valves of both the cylinders.
This cam is provided with movable stops which may be moved out by wedges
and moved in again by springs. These stops move in radial slots in the cam.
The wedges are fixed to a sleeve which is capable of being moved along the
cam shaft as required. They vary in length, and thus one or more of the stops
are moved out according to the position into which the sleeve is moved. They
have each a parallel portion which comes behind a corresponding portion of
its respective stop after the stop has been fully moved out. Each stop when
moved out prevents the exhaust valve of the cylinder, or one of the cylinders,
from closing during a suction stroke, and thus by moving out one or more of
the stops the number of explosions in the cylinder or cylinders, for a given
number of revolutions of the engine, may be varied as desired. Whatever
number of divisions or cycles the cam may be divided into we usually make
one division without a movable stop so that at least once in every revolution
of the cam the exhaust valve of one or other of the cylinders is allowed to remain
closed during the suction stroke of the piston and thus an explosive charge is
drawn in to the working cylinder. The movable stops on the cam may be
provided with side pieces or horns which are for the purpose of holding the
exhaust valve or valves open during part or the whole cycle of the working
cylinder. The lever or levers which convey the motion from the cam to ex-
haust valves are of ordinary description and placed in suitable positions on
convenient pivots or countershafts in such a manner that on their being moved
out or in- during the course of rotation of the cam the exhaust valve or valves

page_text: are correspondingly raised from or allowed to fall upon their seats. The lever
or levers which receive the motion from the cam are provided at their ends
with friction rollers, or preferably with V-shaped rubbing pieces of hardened
metal. The sleeve may be conveniently operated by means of a rod passing
down through the excentric spindle which is carried in the steering head. This
rod presses at the bottom upon one end of a bell-crank lever of which the other
end is connected through suitable mechanism with the sleeve: The rod is pressed
down by means of a bell-crank lever operated by a rod connected to a hand lever
situated in convenient position for the driver seated in the hinder portion of
the vehicle; and the sleeve is returned to its normal position by a spring.
The oil which is used as fuel is vaporised in a separate vessel, so that the
vapour only is drawn into the explosion chamber, thus minimising the incon-
venience caused in oil engines by the accumulation of a solid residuum within
the explosion chamber. The vaporiser may be common to both the cylinders,
and be heated by a single lamp of the vapour-burner pattern enclosed in a
draught-tight case. The pressure caused within the vaporiser acts as a regu-
lator to the inflowing oil, which is fed thereto and to the lamp from the oil
reservoir under pneumatic pressure, a hand air-pump being provided for causing
the necessary air pressure on the surface of the oil within the reservoir. Dan-
gerous pressure in the vaporiser is thus prevented, and also waste of oil. The
vaporiser may conveniently be of balloon shape as seen on plan and in trans-
verse section, but with the middle portion of the bottom formed of a dome-
shape to retain the heat and to leave an annular channel in the bottom of the
vaporiser within which any thick residuum will collect and from which it may
be removed through a suitable opening.
The ignition tubes of both the cylinders are arranged with portions of their
length passing side by side within a single chamber, and are heated by a single
lamp; and it is preferred to carry the vaporiser within the same chamber,
in position above the ignition tubes, so that it may be heated by the same lamp.
In order to ensure that air and fuel shall be drawn into the combustion cham-
ber of the cylinder or each cylinder in proper proportion, whatever total quan-
tity may be drawn through at one indraught, we rigidly connect together the
air and fuel valves of the cylinder or each cylinder, so that they will always
open to the same proportionate extent.
In order to prevent the tendency, experienced with oil and gas engines, of
a charge igniting prematurely while the engines are being turned by hand for
starting, we arrange a cock in such position, in relation to the explosion cham-
ber and ignition tube of the cylinder or each cylinder, that the explosive mixture
may be completely cut off from the ignition tube. The cock is opened when
the engine has been turned into the right position for igniting the charge.
This cock may be utilized also to throttle the admission of the explosive mix-
ture, whereby the point at which explosion takes place may be varied as desired.
To facilitate the lubrication of the engine cylinders, an annular groove is
formed within the lower portion of the wall of each cylinder in position below
which the top piston ring just passes, and the lubricant fed to this groove. As
the piston rises, the piston ring carries up lubricant from the groove and lubri-
cates the wall of the cylinder; and the portion of the cylinder along which the
piston is at any time passing during its downward stroke remains lubricated,
as it is not of course exposed to the heat of the exploded charge until the piston has
passed below it. The cylinder is thus lubricated during each upward stroke
of the piston, and the lubricant is not liable to be burnt until its purpose of
lubricating the piston during its down stroke has been accomplished.
A self-propelled vehicle constructed as above described admits of an ordinary
two or four-wheeled carriage being utilised as the hinder portion of the vehicle,
by merely attaching the shafts, bars or side frames, of the vehicle to the axle
of the two-wheeled carriage by the aid of suitable clips or in any convenient
manner, or by conecting such shafts, bars or side frames, to the fore-carriage

page_text: of the four-wheeled carriage in the ordinary or any convenient manner, the usual
shafts being of course, in either case, removed.
If it is desired that the hinder portion of the vehicle shall be used again as
an ordinary carriage, it is simply disconnected from the remaining portion of
the self-propelled vehicle, its own shafts are re-connected to it, and it is then
ready for use as an ordinary vehicle.
While, as above stated, it is preferred that the motor for the self-propelled
vehicle shall consist of a double-cylinder oil engine, such as above described,
it will be obvious that any suitable motor may be used for driving the vehicle,
and be carried and applied in the manner described with reference to the above
described oil engine.
The above described invention is illustrated by the accompanying drawings.
Of these drawings
Figure 1 is a side elevation shewing the complete vehicle fitted with a front
steering wheel which is also the driving wheel and having a pair of oil engines as
the motor.
Figure 2 is a plan of Figure 1.
Figure 3 is an elevation of the front end of the vehicle shewing the steering
head and a portion of the steering wheel in section.
Figures 4 and 4* shew detail views to an enlarged scale of the cam and sleeve
and other parts used in controlling the movements of the exhaust valve or valves.
Figure 5 is a sectional elevation, to an enlarged scale, shewing the means by
which the air and gas valves are connected together.
Figure 6 is a sectional plan of the air and gas-valve chamber and shews also a
method of applying a cock to close the passage-way between the explosion chamber
and the firing tube, or to throttle such passage way.
Figure 7 is a sectional elevation of an oil motor cylinder shewing the groove
formed in the inner face of the cylinder to which the lubricating material is fed.
Figures 8 and 8 are enlarged views of the lamp case, with vaporiser and firing
tubes, Figure 8 being a sectional elevation and Figure 8 a plan.
In Figure 1 N is a two-wheeled trap of ordinary construction. Bis one of a
pair of shafts, prferably tubular, which are suitably curved and are fitted each at
one end with a forked attachment for securing it to the axle of the carriage. E is
the yoke which is preferably tubular, and each side of which is formed preferably
with double tubes which converge towards their upper ends where they are joined
to the steering head F. C is the motor and D are arms carrying friction rollers V.
A is the main single driving and steering wheel having inner and outer rims a a',
respectively. G and H are the bell crank levers for working the valve cam
device J. The exhaust valve boxes are shewn at L with their levers and gear.
From the shafts B and near the body of the vehicle is fitted an arched frame,
preferably tubular, for the purpose of supporting the brake drum M, the reversing
gear wheel u and the cam operating lever ..
Figure 2 shews the shafts B B with their outer attachments to the yoke
tubes E E. oo are the curved bars on which the motor bed y slides. These are
shewn to have their outer ends fastened by suitable clips to the shafts B B. The
tubular bars d d connect the forks X X to the motor frame. One of the motor
exhaust valves is shewn at L, and one of the combined air and gas valve boxes is
shewn at W, those of the other cylinder being similarly arranged. S S are the
firing tubes lying side by side and projecting into the lamp case S. The inner
and outer rim of the driving and steering wheel are shewn at a a¹ respectively.
The bevel wheels for driving the cam shaft are shewn at T, and J is the cam.
Chain wheels are keyed on to the crank shaft c¹, and by means of pitch chains
drive the chain wheels keyed on the friction roller shaft . Only one of the
arms D) and one friction roller V are shewn, but in practice it is convenient to use
two of such arms each carrying a friction roller, one of the arms being placed in
position at one side of the driving wheel and the other on the opposite side thereof.

page_text: The steering cord arrangement with its pulley and attachment Y are clearly shewn
in this figure.
Figure 3 shews the vehicle shafts B B with their yoke tubes E E, steering
head F, and forks X X. j is the tubular shaft which passes through the steering
head and is the eccentric fixed to the lower end thereof and operates to reverse
the motion of the carriage. is the vertical rod which passes down the axis of
the steering head and is utilized in operating the stops of the cam by which the
movements of the exhaust valves are controlled. The half sectional illustration
of the driving and steering wheel A shews the inner and outer driving rims a a a¹ a¹,
respectively. G is an end view of the bell crank lever for operating the vertical
rodi, and H is the bell crank lever operated by the rod and through which
motion is transmitted to the sleeve which is operated in adjusting the movable
stops of the cam J.
Figures 4 and 4 shew at J the valve operating cam with its loose stops kk.
This cam is keyed on the cam shaft b. The loose sleeve n carries the wedge 11
which are of different lengths, and are fixed by means of screws at suitable
positions around the sleeve n.
In Figure 5 1 is the gas valve and Q the air valve. The stalks of these valves
are coupled together by means of the cross-head r. W is the valve box.
In Figure 6s is the firing tube for the corresponding valve box W. The firing
tube for the opposite valve box is screwed into a similar boss on its own valve
box in the position shewn bý dotted lines at c. t is the cock for closing the
communication with the firing tube and for regulating the admission of the
explosive mixture thereto.
In Figure 7 Z is the cylinder and p the cover.
e is the circumferential lubri-
cating groove. A number of bosses m project from the outer side of the cylinder
around the portion thereof where the groove occurs, and these bosses are placed
equidistant from one another, and holes are formed through them into the
groove e through which the lubricating material is introduced, and by means of
which it is tolerably evenly distributed around the groove.
In Figures 8 and 8* $ is the lamp case. SS the firing tubes in section. Z is
the vaporiser with connection on top through which the oil is fed. P is the outlet
through which the vapour passes to the working cylinders of the motor. Q is the
lamp burner or nozzle through which the vapour issues and is ignited. K is a
baffle of refractory material for the purpose of diverting any excessive heat from
the underside of the vaporiser, and is preferably made with central portions which
may be withdrawn as desired. The burnt products from the heating lamp escape
through the chimney B. The cup M provided with wick is for the purpose of
heating the lamp before starting but afterwards it is not required. A door V is
provided to the lamp case to facilitate easy access to the interior.
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 self-propelled road vehicle in which the driving power is transmitted
from the motor to the steering wheel or wheels, such motor rigidly connected with
the portion of the framing in which the steering wheel or wheels is or are mounted
and which is turned about the steering axis in steering the vehicle, whereby the
motor is in a constant position in relation to the steering wheel or wheels notwith-
standing any position into which such may be turned, substantially as described.
2. In a self-propelled road vehicle in which the driving power is transmitted
from the motor to the steering wheel or wheels, such motor rigidly connected with
the portion of the framing in which the steering wheel or wheels is or are mounted
and which is turned about the steering axis in steering the vehicle, the weight of
the said motor being supported or mainly so by a transverse portion of the
framing along which it slides, substantially as described.
3. In a self-propelled road vehicle in which the driving power is transmitted

page_text: from the motor to the steering wheel or wheels, the combination of a motor rigidly
connected with the portion of the framing in which the steering wheel or wheels
is or are mounted and which is turned about the steering axis in steering the
vehicle, with the means of steering which comprise a cord or chain which is con-
nected with the motor and passes in opposite directions therefrom and around
suitable guide pulleys on to a drum which is operated by the person steering,
substantially as described.
4. In a self-propelled road vehicle, the use of pivoted arms carrying friction
rollers at their outer ends (or a single arm only carrying a friction roller)
through which the power is transmitted direct to the driving wheel or wheels,
with means by which the arms can be moved to move the friction rollers out
of engagement with the wheel or wheels, substantially as described.
5. In a self-propelled road vehicle, the use of arms (or a single arm) mounted
at their inner ends upon the motor shaft in a manner which permits of their
being turned thereupon, and carrying at their outer ends friction rollers which
are driven by chain or other suitable gear direct from such shaft and which
are utilized in driving direct the driving wheel or wheels, with means by which
the arms can be moved to move the friction rollers out of engagement with
the wheel or wheels, substantially as described.
6. In a self-propelled road vehicle, the use of pivoted arms carrying friction
rollers at their outer ends (or a single arm carrying a friction roller) through
which the power is transmitted direct to the driving wheel or wheels, in com-
bination with an inner and outer rim formed with such wheel or each wheel,
with means by which the arms may be moved to cause the friction rollers to bear
against either the inner or outer rim or rims. or into position to be clear of both
the inner and outer rim or rims, substantially as described.
7. In a self-propelled road vehicle the use of pivoted arms carrying friction
rollers at their outer ends (or a single arm only carrying a friction roller)
through which the power is transmitted direct to the driving wheel or wheels, in
combination with extensions formed upon such arms, and means of operating the
arms which comprise a spindle passing through the steering spindle and provided
with an excentric and a rod communicating between such excentric and the
outer ends of the extensions of the arms, substantially as described.
8. In an oil or gas engine used for a self-propelled road vehicle, a cam pro-
vided with movable stops in combination with wedges and springs for the
purpose of operating the exhaust valve or valves at will in a manner to vary as
desired the number of explosions in the cylinder or each cylinder for a given
number of revolutions of the motor, substantially as described.
9. In an oil or gas engine used for a self-propelled road vehicle, a cam formed
with movable stops, in combination with wedges and springs for the purpose of
operating the exhaust valve or valves at will in a manner to vary, as desired, the
number of explosions in the cylinder or each cylinder for a given number of
revolutions of the motor, said wedges being fixed to a sleeve which is capable of
being moved along the cam shaft as required, and the said sleeve being operated
through the medium of a rod passing down the axis of the steering head which
is pressed downwards by the operator through the medium of suitable mechanism,
and communicates at its lower end through suitable mechanism with the sleeve,
the said sleeve being moved back and the rod raised by the pressure of a spring,
all substantially as described.
10. In an oil engine used for a self-propelled road vehicle, the employment of
a separate vaporiser from which the vapour is drawn into the explosion chamber
or chambers, the said vaporiser being supplied with oil under pneumatic pressure
with the effect that any excessive pressure in the vaporiser prevents the ingress
of oil thereto, and thus any dangerous pressure in the vaporiser and waste of
oil is avoided, substantially as described.
11. In an oil engine used for a self-propelled road vehicle, the ignition tubes
for both cylinders and also a separate vaporiser common to both cylinders,

page_text: heated by a single lamp, the vaporiser, lamp and outer portions of the tubes
being surrounded by a suitable draught-proof casing, substantially as described.
12. In an oil or gas engine used for a self-propelled road vehicle, the air
and fuel valves of the cylinder or each cylinder rigidly connected together so
that they will always open to the same proportionate extent, substantially as
described for the purpose set forth.
13. In an oil or gas engine used for a self-propelled road vehicle, a cock
arranged in such position in relation to the explosion chamber and ignition
tube of the cylinder or each cylinder that the explosive mixture may be com-
pletely cut off from the cylinder or either or each cylinder, and such cock be
capable of being utilized in throttling the admission of the explosive mixture
for the purpose of regulating the point at which explosion takes place, sub-
stantially as described.
14. In an oil or gas engine used with a self-propelled road vehicle and having
a vertical motor cylinder or cylinders, an annular groove, formed within the
lower portion of the wall of the cylinder or each cylinder, to which the lubricant
.is fed and thus carried up by the piston at each upward stroke, substantially
as described for the purpose set forth.
Dated this 16th day of Santamban 1900
JOHN BRINDLEY.
WILLIAM NAYLOR.
CHARLES LOUIS NAPOLEON WILSON.