Improvements in the Motor and in the Driving and Controlling Mechanism of Power Propelled Vehicles and in the Construction of such Vehicles.
Year: 1898

page_text: Date of Application, 3rd Oct., 1898-Accepted, 30th Sept., 1899
COMPLETE SPECIFICATION.
Improvements in the Motor and in the Driving and Controlling
Mechanism of Power Propelled Vehicles and in the Construction
of such Vehicles.
I, JOHN PENDER, of Tinning Street, Brunswick, in the Colony of Victoria,
Horseshoe Nail Manufacturer, do hereby declare the nature of this invention and
in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement:-
This invention relates to improvements in the motor and in the driving and
controlling mechanism of power propelled vehicles and in the construction of
such vehicles, the object of the improvements being to enable the vehicle to be
constructed without having to employ spur, sprocket and chain or belt gears and
at same time provide means whereby the driver whilst in his scat can start the
vehicle and give it either a forward or backward motion at will, or he may vary
the speed, turn curves or bring the vehicle to a standstill and apply a brake, the
levers for the purpose being arranged adjacent to his seat. The improvements
in the motor are specially applicable to the type of engine which is driven by
the explosive force of carburetted air or oil vapour or gas produced on the
vehicle, said motor consisting of a novel triple cylinder engine, each cylinder of
which is designed to have an explosion at every rotation of the coupled crank
shafts. Each of said cylinders have two trunk pistons and each piston is attached
by a connecting rod to a crank on a three throw crank shaft, one of which is
mounted at each end of said cylinders. Said cranks are so set or assembled in
relation to the pistons that when either pair of the cranks are passing their dead
centres another pair is receiving the full force of an explosion whilst the third
pair is making its return stroke, hence the effect of dead centres is practically
obviated. Each of said trunk pistons is also double that is to say it accomplishes
the work of two pistons, the larger and outer one acting as an air or gas pump
or compressor to supply the charge for the explosion within the cylinder while
the inner and smaller piston receives the force of the explosion which takes
place between each pair of pistons in each cylinder, once during each revolution
of the crank shafts and just after the pistons have began their outward stroke.
The carburettor which is of novel form is provided with a spraying nozzle
and screen and combined with it are novel arrangements of valves operated by a
governor, an oil and air reservoir, and an overflow cistern whilst also a trans-
verse shaft mounted above the cylinders has cams which operate novel arrange-
ments of valves for regulating the admission of air to scavenge the cylinders and
to admit the supply of the explosive mixture to such cylinders. This shaft may
also be used for driving a small dynamo to generate an electric current for
producing ignition sparks the shaft being operated by a crank arm revolved by
the reciprocating motion of a connecting rod between the two crank shafts. The
electric igniting gear is operated by a shaft driven by a crank arm from the
same connecting rod as aforesaid and this shaft is stepped to prevent the flame
communicating with the other cylinders. A reversible axle driving clutch fur-
nished with grooved grip rollers and a reversible wheel clutch also having grooved

page_text: grip rollers is provided and operated from the one set of gears worked by the
motor, whilst a brake operates on the periphery of the roller clutches. The
vehicle is provided with one hand lever which can be used to start the motor,
regulate the speed, or apply the brake, a second hand lever being provided for
steering the vehicle whilst a third operates the clutches for a forward or back-
ward motion of the vehicle.
Another feature in the vehicle consist of a novel construction of wheels which
have volute, spiral or coiled springs or pneumatic rubber cushions for the spokes,
seats supported on pneumatic cushions, a front wheel fork of novel construction
and steering gear. The body of vehicle has a metallic framing the motor being
mounted on a separate frame which is suspended on a pneumatic cushion arranged
at front end of the body whilst the rear end of such motor frame is mounted
on the driving axle.
The invention will now be described aided by a reference to the attached draw-
ings in which,
Fig. 1 is a side view of a power propelled vehicle constructed according to
my invention.
Fig. 2 a plan with the carriage body removed.
Fig. 3 a transverse sectional view looking forward from line 1, 1, Fig. 1.
Fig. 4 a horizontal sectional plan through the cylinders shewing the pistons,
connecting rods, three throw cranks and their coupling rods and the ignition
gear shaft.
Fig. 5 a sectional view taken on line 2, 2, Fig. 4 and Fig. 5° central section
of the air and gas admission valves.
Fig. 6 a side view of the transmission and controlling gears, shewing the
controlling lever in full lines at its position when the motor is working without
imparting motion to the driving axle whilst the dotted lines indicate the position
of lever when using it for starting the motor, and Figs. 6, 6b and 6º details of
the starting gear.
Fig. 7 a sectional view through carburettor governor valves and oil cistern and
Figs. 7, 7b, 7° and 7d details of same.
Figs. 8 and 8" sectional views of the reversing friction driving clutch and
shewing its gripping and releasing rollers.
Figs. 9 and 9 sectional views of the wheel hub and its enclosed reversing
friction clutch with rollers whilst Figs. 9b and 9° are details shewing the method
of securing the rollers in position.
Fig. 10 is a part front view, Fig. 10" a side sectional view and Fig. 10b a plan
of the front steering wheels and forks and the method of supporting the fore end
of motor frame upon the body frame Fig. 10° a sectional detail of the volute
spring between front fork and wheel axle Fig. 10 shewing a modified form
wherein a pneumatic cushion is used as a spring.
Fig. 11 is a side view of the metallic piece or frame of the vehicle body and
Figs. 11, 11, 11°, 11 and 11° sectional details relating to same and,
Fig. 12 an elevation and Fig. 12ª a plan of the carriage seats and their pneu-
matic and spring supports.
The vehicle body is formed of sheet metal in such a way that one sheet forms a
side, the motor being mounted on a separate framing seated on the driving axle
at one end and carried on pneumatic springs from body frame at the other as
shewn in Figs. 3 and 4 of the drawings the motor cylinders A are three in
number each furnished with two trunk pistons marked B, B and said cylinders
have an enlarged part A' at each end which together with the enlarged part B¹
of pistons act as a pump for the purpose of compressing and forcing air or gas
through valves a in valve chests A3 and through pipes A into a receiver A-A
fixed preferably in the fore part of the motor frame. Said receiver A-A has a
partition at about its centre provided with a non-return valve in order that air
may be taken from A through pipe A7 and the carburettor into the cylinders
whilst A5 retains a supply of air to scavenge the cylinders. u are inlet valves

page_text: in valve chests A³ and a² (Fig. 2) pipes connecting the valve chests together.
The receiver A6 is connected by pipe A7 with the branch pipe G¹ which leads to
valve chests G and which latter are connected together by the upper and lower
intermediate pipes 9 and g¹ (Fig. 3) respectively. Pipe 'A' also leads to car-
burettor through branch K3 (Fig. 7). Each of said chests G have a valve G³ in
them which regulates the admission of the explosive mixture and a valve G³ to
regulate the admission of air for scavenging the cylinders also a check valve G
is provided which prevents the return of vapour from and confines the explosion
within the cylinders. Each pair of said pistons B travel to and from each other
and they are each attached by a ball joint e to a connecting rod C the other end
of which is connected to the main crank shaft D one of said shafts being as
shewn at each end of the cylinders and enclosed in splash casings D³, the inner
ends of the pistons B receive the force of the explosion. Each connecting rod C
has a groove c at its top to lead oil to the bearing e, the oil being retained in the
splash casing D³ to lubricate all the working parts by the cranks in their rotation
dipping into the oil and splashing it about therein. The said crank shafts D
are connected by coupling rods D' working on crank pins fixed in the discs or fly
wheels D2 and so arranged that one is following the other past the centres the
forward crank pins d carrying the transmission gear jointed pitman E. By
having two pistons in each cylinder working to and from each other with three
explosions during one revolution of the coupled crank shafts the effect of dead
centres is obviated and the moor derives a greater proportion of the energy from
the explosion than can possibly be obtained when only one piston is used the
rapid expansion and moderate piston speed contributing to this end and further
there is a minimum of vibration imparted to the vehicle and less heat is absorbed
by the cylinders. This method of combining and arranging the cylinders ai
pumps and pistons with their connecting rods and crank shafts is very compac
and occupies a small space on the vehicle. The explosion between the pis
tons B, B is brought about by the means shewn in Figs. 2, 3, 4 and 5 the inlet
gas valves G2 and air valves G³ being each worked by means of cams F1 and F³
arranged on a transverse spindle F which is revolved by an arm F3 on it being
worked from the coupling rod D¹ of the motor. The cams F1 and F2 are so timed
that when the piston is passing the exhaust ports b¹ on its outward stroke a puff
of air is admitted through the valves G³ and G4 from reservoir A to blow out the
products of the previous explosion and when the piston has returned to over
exhaust ports the gas valve G2 is opened sufficiently long to again fill the cylinder
with the compressed explosive mixture and proceed to compress it still further
before it is ignited on the pistons beginning their outward stroke.
A2 are
jackets about cylinders A. For some power propelled vehicles a motor of less
weight and power will suffice and in such a case I may provide single piston
triple engines of the type herein described by constructing the cylinders with an
end or cover which would lie just beyond the spark producing cams Y¹.
water
The ignition gear shewn in Figs. 2, 3, 4 and 5 consists of a stepped spindle Y
passing through the cylinders at about their centre and having upon it within
each cylinder insulated contact pieces or cams Y¹ which are designed to make
contact with the circuit pieces Y2 leading from a dynamo or battery (not shewn)
at the moment it is desired the gas between the pistons is to be exploded. Said
spindle is carried in suitable bearings and worked by a crank arm Y³ from
the coupling rod D'.
In Fig. 7 to 7d the carburettor K and oil tank K₁ are shewn, a bend pipe K³
leads into the tank and is fed by a branch K³ leading from pipe A supplied from
the air receiver A6 and the pressure admitted forces the oil from the tank through
a small central tube K the passage of which leads to a governor plug K5 and
from thence leading to a nozzle K where the oil is sprayed and mixed with the
air entering through branch K³. The nozzle K has two passages the inner and
smaller one k¹ from which the oil issues under pressure in a whirl of spray and
the outer opening k from which the vapourized oil and air issues the latter being

page_text: also caused to take a whirling course in its delivery by the helical vanes ².
After leaving the nozzle the vapour is projected through the chamber K and on
to the screen K and from thence passing to the cylinders through pipes k³
and G¹, is an outlet pipe for condensed oil. The opening in branch pipe and
pipe A is regulated by a slide K carried at the end of the long arm of a bell
crank H centred at hon a suitable bracket H¹ whilst at fore end of the bell
crank is a short arm having an eye in it to support the upper end of the oil
plug K which is capable of a rotary as well as a sliding motion, the rotary cut
off or adjustment being brought about by the handle K. Bell crank His
operated by a rod He leading from an inertia eccentric, governor H3 attached to
the back of the rear disc D², the position of the eccentric in relation to the axis
of disc being governed by the velocity of the latter. The object of the governor
is to regulate the admission of oil to the carburettor and at same time regulate
the quantity of air admitted through pipe A' and thus increase or decrease
the density of the oil charged vapour admitted to the cylinders and so regulate
or govern the speed of the motor.
The mechanism for transmitting variable speed is connected at front end of
motor to crank pin d fixed in fly wheels 12 and at rear to clutches on axle L
and consists of a jointed connecting rod or pitman E attached at its joint e to
the lower end of one leg of a compass link E', the legs of which are connected
at e. the lower end of the other leg being centred to a stay bracket E2, the last
named leg has a curved arm E3 attached to it at about the centre of its length
and said curved arm passes through a slot in the starting lever I (see Fig. 6)
which is secured at the end of a transverse spindle i supported at lower end of
stay brackets E. Starting lever I has two hand trips I and I2 centred on it the
former governing the position of a roller which is carried on an arm I³ secured
on said shaft and in a line with said starting lever whilst the hand trip I
operates a catch which engages with one of the gaps in a curved bar I which
retains the lever at the desired position to produce the requisite stroke of the
cross head E through the medium of said curved arm 3, compass links E and
pitman E by means of which gear the length of stroke on the driving clutch and
consequently the speed of vehicle can be regulated or varied from a standing
position to its maximum travel and whilst the motor is working at full speed.
Is is a starting arm centred on a friction clutch I operating on forward disc 1)²
said arm having a gap in it which engages with a pin 3 on arm I³ when it is
desired to work the gears by hand when starting the motor and whilst the motor
is working said arm Is remains stationary. Said roller is held up at its normal
position to hold the arm I off the pin by a spring and the roller is pulled
down by aid of the bell cranks the outer one of which is connected to the
trip rod on starting lever I and the inner one to rod 7 upon the top end of
which latter the roller is supported.
The back end of pitman or connecting rod E is centred on a cross head or
slipper E which in turn is connected to the rods E the other ends of which are
connected to lugs projecting from the reversing driving clutches J. Said slipper
is supported and works on the tubular guide bars E6 (Fig. 1) supported on the
gear frame of the motor.
The friction driving clutches J Figs. 2, 8 and 8 are arranged on the driving
axle L each clutch consisting of a T section drum provided with a deep boss
at each side which slides on a feather or key jon said shaft and at each side
of said drum within each rim and working upon the said central boss is an
annulus having two sets of ratchet shaped gaps or recesses in its periphery
designed to take the steel friction rollers j. Said annuluses also have a
groove formed in them to fit on the rims of J the object being to exclude dust
or dirt. Each roller j is formed with a groove in it to receive a short strap je
and which by being screwed to the annulus retains the rollers in position
when the clutch is out of gear and when moving the clutch longitudinally on
axle for reversing. By providing the clutches with two sets of steel rollers

page_text: mounted in recesses designed to grip or release in reverse directions the travel
of the vehicle can be reversed by sliding the piece J longitudinally on axle L in
order to bring the internal working faces into position over the gripping
rollers and also to place the rollers which are not to grip under the clearance
spaces. This arrangement reverses the vehicle whilst the motor continues
running in the one direction. The sliding parts of clutches are connected by
longitudinal rods J and which at about the centre of their length are attached
to a fourth lever J2 centred at J3 and having its upper end connected to a lever J*
centred at J and the vertical handle bar of lever J lies just behind the driver's
seat.
Qis a brake strap operating on reversing clutch J and said strap has its ends
attached to a bell crank Q' attached by rod Q with the lowermost end of
operating lever I as shewn in Fig. 1.
The wheels M on driving axle L have a clutch arranged in their hub (see
Fig. 9 and 9) said clutches being similar to the driving clutches J (Figs. 8
and 8") the sliding parts being connected by studs on ends of links J with a
groove in the sliding part of clutches J in order that the one lever will move
the whole of the clutches longitudinally to place the gripping rollers to produce
a forward or backward motion at will, at the same time providing for one wheel
to travel faster than the other when passing round curves. In Figs. 9 and 9"
the drum J6 carries the gripping rollers and the interior of each side of hub has
the gripping surface and clearance surface formed on it. In Fig. 2 of the
drawings I shew two driving clutches and four bearings N whilst for light
vehicles one main clutch and two bearings will be sufficient said bearings being
preferably of the roller type as shewn in Fig. 4.
con-
Within the boss of the wheel Fig. 9 a circular rubber pipe O with
nections Oto pneumatic tubes (2 are shewn the latter being arranged in each
hollow spoke of the wheel as shewn in Fig. 1 or parts 0 and 0 may be
metallic and coupled to said pneumatic tubes 02 as shewn at right hand side of
said Fig. 9. Figs. 9 and 9 also shew the wheel spokes M¹ seated about the
wheel hub on a volute spring M³ and which will act in a similar manner to the
pneumatic cushion spoke. The tyre or rim M² of the wheel is jointed as shown
at m Figs. 1 and 10" in order that as each spoke comes directly under the centre
of the weight resting on front and hind axles the tyre becomes somewhat
flattened thereby having a better grip of the ground and also any shock from the
irregularity of the ground is taken up by each pneumatic tube in the spoke on
reaching the central position.
Figs. 1, 2 and 10 to 10° shew the front or steering wheels the fork P of each
wheel being supported upon double volute springs whilst the lower end of
fork and axle bearing are connected together by lazy tongs levers P also the
legs of forks are tubular and receive an upwardly projecting stem P3 from
axle bearing as shewn. As an alternative the volute springs P may be dis-
pensed with and the stem P³ bear on a pneumatic cushion 1" arranged inside the
fork leg as shewn in Fig. 10d. The forks P of the front wheels have arms p
projecting from them which are connected by rods to a two arm piece p²
secured at lower end of a steering rod P5 arranged in a steering post 1 said
rod being furnished with a steering lever P. By this arrangement of steering
gear the inner wheel when passing over a curve takes a much greater angle than
the outer wheel thereby reducing the radius of the curve necessary for the
vehicle to make when passing other vehicles or taking sharp corners or turns.
The fork stems Ps passes into the hollow frame post R₁ (Fig. 3) of body frame R
said frame being seated on a pneumatic cushion R² which is interposed between
a flange P on the body frame and a flange 1e on said stem P's the latter having
a washer and nut at its top end to retain it in position.
The front portion of the motor frame is pivoted or centred at and carried by
a ball joint at the lower part of said steering rod P and the weight and
vibration of such motor frame is taken up by a pneumatic cushion P

page_text: The body of the vehicle is mounted on pneumatic springs R2 and W at front
and rear respectively which reduce the shock and vibrations of rough or uneven
roads and insulate the motor frame from body frame and any vibration arising
from the former.
The side framing of the body is shewn in Figs. 11 to 11°, said framing R
being cut out of sheet metal of the shape and size indicated by dotted lines Fig. 11
and afterwards pressed and formed into shape, the parts marked s¹ being prefer-
ably fluted or corrugated and the edges sa formed into a tube shape with the
flanges riveted together in the form of an eyelet by the metal forming the
smaller hole being forced through the larger hole and then beaded over by means
of special tools or such flanges may be secured in any ordinary manner. Fig. 11°
shews the method of forming flanges on the side frames for supporting the
floor of the vehicle, Figs: 12 and 12" shew the method of supporting the seats T
which are seated on pneumatic cushions T supported by a stem T2 carried in
guides attached to the stays which brace and secure the side framing and shewn
in Fig. 12 supported at end of leaf spring T3, said stay bars run diagonally from
the side framing to a central ring to which the leaf springs are secured."
In operating this motor and mechanism the driver takes his seat in the vehicle
and places the lever I at the position shewn in full lines in Fig. 6, he then sets
oil valve K and by pressing the two hand trips I¹ I throws the varying speed
mechanism out of gear and by reciprocating the lever the connecting rod 15 seen
on Figs. 1 and 6, drops over pin 3, and by this connection the reciprocation of
lever rotates the crank shaft through the medium of clutch 16 this compresses
air into the receiver and the air from which sprays oil into carburettor from
which latter it is forced into cylinders A between the pistons B after they have
covered or passed over the exhaust ports 61 as these pistons approach each other
they further compress the charge up to any predetermined force required and
when they have passed the inner or nearest point an electric spark is produced
by the contact formers Y and Y2 which ignites the gas or vapour and causes an
explosion this occurs in each of the cylinders alternately, or three explosions in
one revolution of the coupled crank shaft. In order to scavenge the cylinder of
the products of combustion the air pump end B₁ of the pistons is made large
enough to compress a surplus of air for this purpose into one receiver A5 and
force the other up to any pressure that is required to vapourize the oil and refill
the cylinders with a fresh charge of the explosive mixture. The cams FF
are timed so that when the pistons pass the exhaust ports in their outward stroke
a puff of air is admitted through valve G3 to blow out the products of the
explosion and when the pistons have returned to cover exhaust ports the gas
valve G2 is opened by the cam F2 and the cylinder is again filled with the com-
pressed carburetted air and proceeds to compress it still further before it is ignited
and which occurs just as the pistons begin their outward stroke.
The clutch mechanism on the rear or driving axle is so constructed that one
side becomes frictionally wedged upon the forward motion of the cross head or
slide E and instantly releases on reversal while the other one becomes friction-
ally wedged on the backward motion and releases on reversal and so on each one
becoming the driver alternately in such quick succession that they produce a
rotary motion of the axle L. The clutches are also so constructed and arranged
that one side of the wedged shaped recesses is used for a forward motion while
the other side or half is for a backward motion the whole set being linked
together so that one hand lever J moves them longitudinally on the axle in
order to produce either a forward or a backward motion of the vehicle while at
the same time the clutches in the wheel hub provide for one wheel to travel
faster than the other on passing round curves.
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. In the motor of a power propelled vehicle the combination of a cylinder A

page_text: provided with inlet and exhaust branches and with an enlarged air compressor
part A¹ at each end, the two trunk pistons B-131, the rods C, connecting pistons
with crank shafts D and the ignition gear Y, Yi and Y2 arranged between the
pistons substantially as described and shewn.
2. In the motor of a power propelled vehicle a cylinder as A having inlet and
outlet ports and furnished with electric ignition gear located between two pistons
as B which work to and from each other combined with a valve chest as G fur-
nished with gas valve G2, inlet valve GB and retention valve G for admitting
carburetted vapour and air alternately when operated by cams such as F and
substantially as described and shewn."
3. In the motor of a power propelled vehicle the combination of a cylinder
as A A¹ provided with a port which acts alternately as an induction and eduction
air way and a trunk piston as B and B combined with a valve chest as A³
furnished with non-return valve a and inlet valve a', said chest A being con-
nected by pipes with a receiver for compressed air substantially as described and
shewn.
4. A motor for power propelled vehicles composed of triple cylinders A having
enlarged air or gas compressing parts A¹ at each end and two trunk pistons
as B B working in said cylinders, rods C connecting the pistons at both ends
with a three throw crank shaft having crank discs D at their ends coupled by
rods one of which latter imparts motion by an arm Y3 to shaft Y operating
the ignition gear Y-Y2 combined with valve chest G having valves G and G³
operated by cams F and F on shaft F worked by arm from coupling rod D'
and valve chests A³ provided with valves a, a substantially as described and
shewn.
5. A carburettor for producing the explosive vapour for the motor of power
propelled vehicles consisting of carburetting chamber K fed from nozzle K
(k, kand 2) and provided with screen K7 combined with oil tank K', oil tube K+
within pipe K, branch K³, governor plug K³, branch and pipe A the openings
in both of which are controlled by slide K8 and the pipe G₁ leading to cylinders
substantially as described and shewn.
6. In combination with the plug valve K and slide K8 of the carburettor of a
power propelled vehicle, hand lever K, bell crank H supported on shaft h, and
rod H worked by a suitable governor as H³ on crank disc D² substantially as
described and shewn.
7. In power propelled vehicles the combination of the triple cylinder engine
composed mainly of cylinders A-A' pistons B-B¹, ignition gear Y-Y and Y²,
connecting rods C three throw cranks D, dises D2 and coupling rods D¹, valve
chests G and A3 and their connecting pipes g-g and with the carburettor K
and oil tank K and with the compressed air reservoirs A and A' and the pipes A*
and A all substantially as described and shewn.
8. In a power propelled vehicle the combination of a three cylinder motor with
enlarged air or gas compressing parts having pistons, cranks, valves, ignition and
coupling gear all mounted on a separate frame having ball joint and pneumatic
cushion support and connected to the main driving axle by a variable speed trans-
mission gear substantially as described and shewn.
9. In power propelled vehicles a reversible axle driving clutch composed of
three main parts, viz-a body as J having an internal gripping surface as j
said body being adapted to carry a shaft as L with it when rotated, a body as a
having two rings of reversely arranged recesses as in it, said body being
adapted to have a reciprocating motion imparted to it and two sets of grooved
gripping and releasing rollers as it retained in said recesses by straps as and
adapted to grip the internal face of body by either set of grip rollers in
order to carry said body in the direction desired substantially as described and
shewn.
10. In power propelled vehicles a reversible axle driving clutch J consisting

page_text: of a drum provided with deep bosses adapted to slide on a feather on main
axle L and said bosses having arranged loosely upon them two annuluses as ³
carrying in recesses in their periphery grooved gripping and releasing
rollers held in position by straps one set of said rollers being designed to
grip in one direction whilst the other set grip in the reverse direction and said
drum J being adapted to slide on axle in order to place either set of gripping
rollers upon the internal working face of drum the annuluses having annular
grooves join them to fit upon rim of drum and said annuluses being attached by
arms to the rods E5 of the variable stroke driving gear substantially as described
and shewn.
11. In a power propelled vehicle the combination of a motor mounted on a
separate frame connected at its crank pins to the driving axle by a speed varying
transmission gear with clutch mechanism mounted on the driving axle to operate
it in either direction substantially as described and shewn.
12. In power propelled vehicles a reversible and independent wheel clutch
composed of a drum as Je adapted to slide on a feather on axle and having
arranged in its surface within a metallic wheel hub provided with internal
gripping surfaces four rings of grooved gripping and releasing rollers j
located in reversely arranged recesses and held therein by straps substantially as
described and shewn.
13. In power propelled vehicles in combination the reversible axle driving
clutches J, the reversible and independent wheel clutches J6 arranged in hubs
of wheels M, main drive axle L, straps J and J3 connecting sliding parts of
clutches to fork piece J2 and lever J for operating the clutches all substantially
as described and shewn.
14. In a power propelled vehicle the combination of a motor having its crank
pins connected by a speed varying gear to the reversible driving clutches on the
main axle, said driving clutches being linked to the wheel clutches so that all
can be moved longitudinally by the one lever to obtain a forward or backward
motion of the vehicle at the same time leaving one of the wheels free on axle in
order to take curves substantially as described and shewn.
15. In power propelled vehicles, in combination, the operating lever I on
shaft and the motor starting gear consisting of trip lever I centred on lever I
rod, bell cranks and connecting rods spring, roller i, pin, arm I having
gap in it and disc 2 provided with gripping roller friction clutch I sub-
stantially as described and shewn.
16. In power propelled vehicles in combination, the operating lever I on
shaft and the speed regulating mechanism consisting of trip lever I', rod 20
which engages gap in arm E³ connected to compass lever E¹, bracket E², jointed
pitman E, disc D, crosshead E, guide E, rods E³, friction clutches J which
rotate driving axle L and trip lever I working catch rod which secures operating
lever I at the desired position aside of curved bar I substantially as described
and shewn.
17. In power propelled vehicles in combination lever I with the motor starting
and the speed regulating mechanism as claimed in the two next preceding claims
and with the brake rod Q2 bell crank Q¹ strap Q and driving clutch J all sub-
stantially as described and shewn.
18. In a power propelled vehicle the combination of a motor having its crank
shaft connected to the main driving axle by a speed varying gear having a lever
and trips by which the speed varying part of the mechanism can be disconnected
and left at a standing position, the lever being then free to be used for operating
a friction clutch for revolving the crank shaft for the purpose of starting the
motor substantially as described and shewn.
19. In power propelled vehicles the construction of the wheel spokes in such
a manner that they are compressible radially, the spokes being secured to a
jointed or hinged rim and each spoke telescoping a boss on wheel hub and either

page_text: compressed outwards by pneumatic cushions or bags as 03 connected together
by pipes O and 0¹ (Figs. 1 and 9) or by being seated on a volute spring as M³
(Figs. 9 and 10") substantially as described and shewn.
20. In a power propelled vehicle the combination of a motor mounted on a
frame the motor being connected to the main driving axle by speed varying
mechanism linked to clutches in wheels having spokes which telescope on bosses
on hub and kept in extension by pneumatic, volute spiral or coil springs sub-
stantially as described and shewn.
21. In power propelled vehicles the front wheel fork P attached by lazy tongs
levers as P2 to the axle and seated thereon upon double volute springs as P¹
arranged about a stem as P³ which passes into the hollow fork stem or seated on
a pneumatic cushion or bag as P substantially as described and shewn.
22. In power propelled vehicles the front wheels steering gear, consisting of
forks P having arms p attached to them, rods p¹ V shaped or bell crank lever p²,
vertical rod 5 and handle P7 substantially as described and shewn.
23. In power propelled vehicles supporting the fore end of the body R of
vehicle about and upon the fork stems Ps upon pneumatic cushions R² located
between a flange P on body and a flange P on fork stem substantially as
described and shewn.
24. In a power propelled vehicle the combination of a metallic body frame
having pneumatic spring supports which are mounted on the roller bearings of
driving axle at rear and also pneumatic cushion inserted in a recess and sup-
ported on a flange on stem of the steering wheel forks at forward end and lazy
tongs links and spring connection between the front wheel axle and ends of fork
stem substantially as described and shewn.
25. In power propelled vehicles supporting rear end of body frame on pneu-
matic springs W and the fore end of motor frame by a ball seating PH carried
by a pneumatic cushion P12 arranged between flanges and about vertical steering
stem P substantially as described and shewn.
26. In a power propelled vehicle the combination of a three cylinder motor
having enlarged air or gas compressing parts, pistons, ignition and valve gear
three throw cranks and connecting and coupling rods all mounted on a separate
frame which is supported at one end on main driving axle and at other end carried
in a ball joint supported on a pneumatic cushion arranged in the body frame
substantially as described and shewn.
27. In power propelled vehicles constructing the framing R for the body of
sheet metal, having its edges rounded or beaded as at s with the marginal edge
of the beading secured down by eylets as $3 and forming flanges as s¹ for the floor
or cross boards of body substantially as described and shewn.
28. In a power propelled vehicle the combination of a metallic body frame
mounted on pneumatic spring supports with sockets at one end to receive the fork
stems of steering wheels, steering lever stem, and a ball socket for supporting
the frame on which the motor and its varying speed gear is mounted substanti-
ally as described and shewn.
29. In power propelled vehicles arranging each seat T upon a stem T2 carried
by guides in the transverse body stays and supporting each stem vertically upon a
pneumatic cushion as T¹ and also when desired by a spring T3 substantially
as described and shewn.
30. In a power propelled vehicle the combination in a motor having three
cylinders, that is three explosive chambers with enlarged gas or air compressing
parts at each end, six pistons, one piston at each end being common to the
explosion and air or gas compressing chambers, connecting rods, with oil grooves
cut in them, splash tanks at each end containing oil into which the crank shafts
dip at every revolution thereby splashing oil in every direction and so lubricating
all the working parts substantially as described.
31. In a power propelled vehicle the combination in a motor having three
cylinders with enlarged air or gas compressing parts, pistons, common to the

page_text: explosive and compressing chambers, connecting rods with oil grooves, crank
shafts, splash tank at each end for holding oil to lubricate the crank shaft and
connecting rod bearings and cylinder surface, coupling rods with projections for
revolving igniting gear, revolving cam shaft, cams for operating valves, valves
for admitting air to scavenge the cylinder, valves for admitting gas for the
explosions and the exhaust ports all arranged and assembled substantially as
described and shewn.
Dated this on day of August 1898.
JOHN PENDER.
F. Wise Howorth,
46, Lincoln's Inn Fields, London, W.C.,
Agent for the Applicant.