Year: 1898

page_text: Date of Application, 17th Nov., 1898-Accepted, 17th Jan., 1900
A communication by THE CLEVELAND MACHINE SCREW COMPANY, of Cleveland,
in the State of Ohio, United States of America.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for Foreign
Patent Solicitors, 6, Lord Street, Liverpool, and 6, Bank Street, Manchester,
both in the County of Lancaster, 118, New Street, Birmingham, in the County
of Warwick, and 322, High Holborn, in the County of Middlesex, 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:-
This invention relates to motor vehicles and means for propelling such vehicles,
and it consists in a new and novel method of supplying air to the motor when
a heat motor is employed; a system of control for the vehicle, also special gear-
ing between the motor and the vehicle wheels; means for varying the speed
and disconnecting such wheels from the motor; means for braking the vehicle
as a whole and for the support of the motor with reference to the other parts of
the vehicle connections between a special character of vehicle wheel and motors
and means. This present invention also illustrates a special carriage frame or
body affording access to the motor parts; also controller mechanism and inter-
locking devices, all of which are described in the following specification and
particularly pointed out in the claims, and shown embodied in one form in the
accompanying drawings, which illustrate a motor carriage complete in all its
details and perfect in its appointments.
Figure 1, is a longitudinal section of the parts, in elevation, of the vehicle,
showing an outline of the general arrangement.
Fig. 2 is a plan view of the general arrangement of the motor parts.
Fig. 3 is a vertical section through portions of same.
Fig. 4 is a view partially in section, of a form of the automatic cut-off device.
Fig. 5 is a detail of the vehicle.
Fig. 6 is a detail of the brake.
Figs. 7, 8, 9, 10, 11, 12, 13, 14, 15, 16 and 17 are details of the gearing.
Figs. 18, 19, 20 and 21 are details of the controller mechanism.
Figs. 1 to 9 illustrate the running gear in a modified form.
Similar letters of reference indicate like parts throughout the several views,
a different series being used in Figs. 1 to 21 from that used in Figs. 1° to 9*.
The vehicle is constructed with drive wheels A and the guiding wheels A¹,
the former being fitted preferably with an expansible tire A" or other means for
varying their working diameter. These wheels are in turn coupled for indepen-
dence of movement and are driven respectively by axle a connected to gear a¹,
sleeve or axle a secured to the other wheel A and connected with gear a³. The
two gears are in turn driven by a pinion or pinions a actuated by a rotating
element or gear b.
The rear axle of the modified form, Fig. 1º, which I prefer to use as driving

page_text: axle, consists of two independent parts A A¹ journaled together in a central
region by a long journal, extending from a point a to a point a¹ at which there
is indicated a radial passage or hole, by means of which the journal is oiled.
This journal consists of an extended male part, which is provided with journal
faces of different diameters, as will be readily seen in the drawings, and which
rest inside of the female journaled portion upon the part A', which is bored to
fit and which maintain the shaft in perfect alignment so that the axis of the
two parts A and A' are coincident. This taken in connection with the revolving
separable housing B, which I prefer to construct of the divided webs of the.
driving gear B, tend to cooperate with the collars CC, which are secured
to the respective shafts and in this way prevents them from being drawn apart
longitudinally, thus keeping the long journal bearings intact. The collars C¹
and C preferably consist of the back faces of bevel gears, which are present upon
the axles to drive them and form a part of the familiar "jack-in-the-box"
arrangement, giving independence of motion to each of the axles A A' and to
the connected driving wheels A and A. Between these faces and the faces of
the housing B, may be employed loose rings or friction collars for the farther
elimination of the friction at these points.
'
The axle a in Figs. 1, 2 and 3 supports three journals shown in the form of
ball bearings B, B', B. The motor C rests suitably upon this axle and receives
an additional support, clearly to be seen in Fig. 1, constituting the resilient
'element C and serving to prevent the motor from swinging around the axle a by
attaching to a part Cresting suitably upon the forward axlo C or wheels AI.
The support upon the rear axle is seen in Fig. 3 to consist in a direct bearing of
one side of the motor C upon bearing B and the other side of the motor at C
upon some suitable connecting device between the journals B and B. The
natural support of this motor would be a fourth journal at this point, but it
will be seen that the connection B constituting in this instance the stationary
sleeve encircling but not touching the axle a, obviates the necessity of an addi-
tional journal and cheapens and lightens the structure. It will at once be seen
that this system of mounting is not limited in its application to any particular
form of motor.
In Fig. 2 are seen side bars CC, which preferably consist in tubes serving
to connect the motor with the gearing G by means of which the driven ele-
ment derives its motion from the motor. The carriage or vehicle is provided
with a dasher D and seat or seats D' D' and may also have the folded foot rest Da
and the other ordinary and usual appendages such as mudguards or fenders D³.
The portions covering the motor C or power producing agent, however, are pre-
ferably so supported as to fold back or raise up in such a manner as to give
free access to the motor. In the present design this is accomplished by swing-
ing the parts about the pivot D' providing a suitable rest such as D³ for retaining
the parts in the raised or folded position, see Fig. 1.
Fig. 1 also indicates the controlling device E consisting of the handle & shown
in full lines at its middle position of rest, and in dotted lines indicated at c¹ in
its lower position and at c in its higher or raised position. The handle is
removable in any suitable manner for instance by loosening the pinch bolt or
other fastening. The upright bar upon which the handle is pivoted at point e
swivels, being suitably guided for instance within the tube E and its bottom is
connected by a link to the cross bar serving to guide the wheel or wheels A¹
This handle serves to vary the speed of the wheel and to stop and start; these
objects are accomplished in one form, as follows: A rod connects with the
handle c and extends downwardly to the controller box F, shown more clearly
in Figs. 18 to 21.
The axle C3, see Figs 1 and 5 is forked at its ends, and the wheels A' are suit-
ably pivoted at d d within the forks and connected by the rod e³, see Fig. 1,
as is usual in vehicles of this class. The pivots, however, are in certain lines
or angles to which it is wished to call special attention, which are clearly seen

page_text: in the figures, and those in the transverse plane of the vehicle pass to a point
beyond the wheel contact with the ground or ground line as seen by the pro-
jection of the dotted line in Fig. 5, and in longitudinal plane they are also at
an oblique angle, as seen at C3 C, in Fig. 1.
The longitudinal angle shown in Fig. 1 is useful in changing the level of the.
carriage or vehicle in turning curves and causes the vehicle to automatically.
climb to the center of oval-surfaced road--beds as will be readily understood by
those versed in the art. By this arrangement, by turning for instance to the
right, the right hand side of the vehicle may be depressed and the left hand
simultaneously elevated, increasing materially the stability of the vehicle and
the comfort of the passengers, and especially in case the curve is made at a high
rate of speed. The headlight dis shown attached to one or both of the pivots d,
so that it will turn with the pivots or with the controller E, or near the con-
nected parts so as to cast a light in the direction in which it is desired to go,:
before the vehicle as a whole has changed its direction, rather than shining at
all times in the line of the vehicle body.
When the motor used in a vehicle, employs air as a principal medium, in.
developing its power, and as this air cannot be stored, but must be collected from
the dusty highway as the vehicle progresses, it becomes necessary to provide.
special means to obtain air as free as possible from dust and grit, which it is.
found soon destroys and grinds out the working parts, packing and joints of-
the motor; and which the vehicle wheels raise in abundance, and I have found
that it is inadmissible to use the air from in under the vehicle, as is the usual.
practice. In screening the air for test a marked difference has been found in
the amount of dust collected from air taken from in front of the vehicle, when:
admitted at or near the top of the dasher, and at the bottom, or in under, the.
former containing only 4% of the dust of the latter. The arrangement of uir-;
duct and pipes leading to the motor as herein shown have been therefore adopted.;
Upon a forward part such as the dasher and preferably high up with refer-
ence to the vehicle, is provided an intake duct . The connection with the
motor is broken for the sake of clearness in Fig. 1, but in Fig. 2 it is indicated.
again at dd. It is presumed that pure air may be obtained here rather than.
in the rear or under the vehicle where dust has risen from the moving of the.
wheels upon the roadway. This duct constitutes the intake of the motor.
An additional air supply is shown as being connected with the motor, shown.
in Fig. 2, and consists in the bell mouth f, connected with the tube f', joining
a tube f, both of which tubes join also a power blower or equivalent pressure
producing or fluid circulating device f. Suitable valves f and fo either working
independently or connectedly as shown, are arranged to direct the influx of air.
at the bell mouth to the motor C around through the power blast as shown in:
full lines, or directly to the motor as shown in dotted lines, or they may be
stationed at any intermediate position or the device may cause the required,
circulation by exhaustion. The eduction of this air after passing the motor is.
indicated at f, and a receiver for the air, which has become heated in the motor C,
is shown at . It is obvious that the tube f¹ leading either to the motor or the
blower may be dispensed with, or the shape of its ends may be varied and be
of any form, but the arrangement indicated is preferred.
The gear or other rotating element 6 operating the driving wheels A A is
connected with the driving element or pinion b by any intermediate gear 61..
The support of this gear is shown in Fig. 1 as being a slot concentric with the
axle for permitting adjustment of the gear with reference to the pinion b¹ or.
a pinion of different size.
When some forms of motors are employed, it becomes desirable to employ.
driving gearing serving to connect the rotating element and the wheels Å. to.
the motor at various speeds and opposite directions, stop, start, and detach the
same from the motor, one form of such gear will now be described, reference
being had to the foregoing together with Figs. 7 to 17 inclusive,

page_text: This is shown to consist of a disk e Fig. 1 and a cooperating friction wheel e¹.
The latter wheel may be duplicated as shown in Fig. 14, and the disk may also
be duplicated, another disk el being added as shown in Figs. 1 and 2. This
may be simply added as a pressure disk to insure pressure between the wheel e¹
and the disk e, or may itself be a driving element as shown in Figs. 1, 2, 7, 8,
9, 10, 11, and 13. In case the second disk e" is employed for the wheel e', one
or both shall have capacity for lateral travel so as to leave the wheel el free to
take up the desired position due to its compression between the disks. This is
clearly shown in Fig. 2 at the lost motion being shown in one journal box only.
The additional journal e is preferably mounted so as to allow of the swing or
travel of the journal e through a sufficient space to satisfy all demands. The
power may be supplied to the disk or disks e in any suitable manner such for
instance as by belts shown passing over grooved pulleys or idlers e Fig. 2 and 3
and the power blast is shown as receiving its power from one of such idlers
in Fig. 2. Where more than one friction wheel e¹ is employed and their effort
is desired to be utilized upon a single driven element, it is desirable to provide
some form of differential gear or power equalizing device between them to pro-
vide against any irregularity that may exist. This may be of any of the well
known forms but it is preferred for the sake of simplicity to indicate it by the
usual form including the bevel gear or gears and pinion or pinions a¹, a³, and a
which collectively are now indicated by letter 63, see Figs. 3, 9, 13 and 14. The
pinions a' may be clearly seen in Fig. 15. Here a group of four friction wheels e¹
are shown delivering their power to the shaft e, the wheels being grouped in
two pairs of two each, one pair being either side of the centre. These wheels
are mounted loosely upon the journal and serve to deliver their power by means
of the gears a, a, a, a, to the sleeves e', which in turn are mounted loosely
upon the main sleeve e, e8, and to which the power of the said two lesser
sleeves e, e, is delivered by means of the smaller gears a', a. Thus it will be
seen that each of the four friction wheels e¹ may travel at a different velocity or
in different directions, and the differential action or the algebraic sum of their
velocities is by the devices illustrated consisting of the sleeve and pinions trans-
mitted to the axle or shaft e. An oiling system is clearly to be seen consisting
in the perforation of this shaft eo, distributing oil to the cavities in the various
sleeves. This is shown in section in Fig. 16, the sleeve e fitting upon the square
shaft e, and the oil passages and cavities are here shown. In Fig. 13 a differen-
tial arrangement 63 is shown outside of the friction wheels e', and after the power
has been taken from these wheels and is about to be delivered to the pinion 61.
This is also the case in Fig. 9. Here however the friction wheels e¹ are shown
as revolving in opposite directions. It is desirable in all these devices that the
movement or travel of the friction wheels el with reference to the disc should be
simultaneous. This is shown in Figs. 14 and 15; and in Fig. 13, also but by a
different method, receiving actuation from the controller E. A ball bearing for
the support of the disc e" and also for the support of its thrust pressures is clearly
shown in Fig. 2, where the bar M is seen pivoted at M' and carrying the loose
bearing sleeve N¹ which is pressed inward by the spring N with any amount of
predetermined pressure being adjustable by the nuts N. It will be seen that
the link m serving to connect the friction wheels with the lever m³ effects a
lateral travel of the wheel e¹ upon its shaft as the part n revolves by means of
its shaft (broken away for the sake of clearness) and extending to the con-
troller as may readily be seen at n¹ Fig. 1 and also in Figs. 18 to 21. This move-
ment may be made use of to operate, for instance, any preferred form of pres-
sure relief device or devices on the motor, and the pivot M' or the rod m¹ may if
desired be made adjustable with regard to said device or devices. A toggle
lever m is also shown connected to treadle m³ by rod m³, see Figs. 1 and 2, by
means of which such pressure may be performed at the will of the operator.
An additional connection o will be seen to exist between the controller and the
lower controlling mechanism constituting a brake actuator. This may be of

page_text: any suitable character for instance a rotary connection as indicated, Figa. 2
and 18, or may be a pulling connection shown in Figs. 19 to 21, in which case
it may be converted into a rotary motion at the motor end, and serves by means
of arms o' o' to operate the friction brake block of against the spring o³ engaging
the conical surface o. The brake actuator may serve an additional purpose
of power disconnection between the power driven element as b, and the driving
element or medium or between the former and motor C by the engagement on
the interior surface by the cone o' which is connected with the pinion 61 mounted
in this case loosely upon the shaft, the driving element of the coöperating cone of
actuated by the brake operating rod o being feathered upon the shaft and free to
move a short distance longitudinally thereon.
The brake o³, as will be seen acts only indirectly on the vehicle wheels, which
are coupled for independence of rotation and the wheels are also independent of
the rotating part 6 to which the brake action is directly transmitted.*
The friction disks are preferably covered with a fibrous or friction surface no,
which is secured suitably at or near its perimeter indicated at Fig. 17, which
also shows the underlying medium which is preferably elastic so as to equalize
the pressure on the wheel or wheels e¹. In this figure are also shown the grooves
in which the driving belt may operate. It is evident that the elastic medium
could be differently located and still perform its function, which would be ful-
filled if the elastic medium were used itself as the friction medium, and disposed
upon either the disk or wheel or both, in any case it should be located between
the shaft of the wheel or wheels e¹ and the disk.
With reference to the intake of the air, which is used in operating or aiding
in the operation of any of the mechanism or gearing of the vehicle being located
forward and high as above stated, it will readily be seen that upon other shapes
of these bodies, such for instance as an enclosed cab, car or car body, the dasher
would not of necessity be used and in this case the intake pipe may run up
even as high as the roof and there be provided with suitable funnel or other
mouth. The character of the body would obviously determine the position of
the intake, and the invention extends to its use as described.
Passing now to the particular adaptation of the controller mechanism suited
to the present speed-varying devices by means of which the motor is connected
to and disconnected from the driving wheels, and also by means of which the
other several functions are performed, in the present instance, it is found that in
diagram it is shown in Fig. 18, and the details being illustrated in Figs. 19, 20
and 21. A general view of the controller and especially the upper part is also
shown in Fig. 1. As the handle c is depressed or elevated, it raises or lowers
the stem i. In its downward motion from the central position this stem or the
projection shown at ♬¹in Figs. 19 and 21 serves to depress either one or the other
of the two levers 9 g which serve to rotate in opposite directions the stem or
rods In elevating the handle any suitable projection from the rod i as ",
Fig. 18, serves to apply the brake by means of the rod either by pulling,
Figs. 19, 20 and 21, or by rotating, Fig. 18, as has been described.
A treadle or other actuating device serves the double purpose of operating
a lock for the stem i, preventing its downward movement. The latch of this
lock is indicated at thrust forward by the spring against the stem of the
treadle by the insertion of which against the bevel surface seen near the letter
the latch is withdrawn from the horizontal part of the projection of the rod i
and its free movement insured, whereas if the stem of the treadle be removed
the spring forces the latch to the left in Fig. 20 under the horizontal pro-
jection securely locking the stem i against the downward movement, but not
necessarily preventing an upward movement although this upward movement
may be locked against if desired. The other function performed by the treadle
is the transfer of the rod i or its projection i forward and backward so as to
bring it respectively in operative connection with the levers g g'. This is
accomplished through the medium of the bell crank against the spring 7

page_text: g
working the link and the enclosed rod i backward and forward as will be
readily understood, the spring operating it in one direction, and the treadle
acting through the extension pin serving to actuate it in the other direction.
The rod o of the brake lever is operated by a similar bell crank indicated at 210
and pivoted at ". The roller operating upon the projection, see Fig. 19,
or in Fig. 18, upon its equivalent The lever g¹ is connected with the lever g,
by a link and a centralizing spring serves to return either of the levers
or gas they are depressed. The handle e being pivoted at 3 is guided at 7 in
such a manner that the controller tube E³, shown more clearly in Figs. 19 to 21,
may be caused by the handle to rotate or turn in another plane than that in which
it is shown to move in dotted lines in Fig. 1, the tube meanwhile turning in the
journal formed by tube E shown also in these figures. The tubes E continues
downward beyond the controller box F, and at the bottom is suitably coupled
to the guiding rod c by a link by means of which the wheels are swung upon
their pivots and the carriage is thereby not only guided but tilted to one side
or the other, as will be readily understood from the specification. At the same
time by operation of the handle in another plane not only is the power applied
to the driving wheel or wheels, but speed may be increased or decreased or the
motor power may be applied to either forward or backward direction, or the
brake of the vehicle may be applied, or the supply of the power element to the
motor be cut off or its speed controlled by any of the well known methods, A
swinging lever S1 is pivoted to the casting S connected to casting Gº. It will
be seen that the lever 80 carries a downwardly extended lug, which, when said
lever is drawn downwards, bears against a similar lug 8 forming part of the
valve S, and, as said valve is normally held open by a contractile spring as clearly
shown in Fig. 4, it is obvious that the valve will be forced to its seat and made
to close, thus cutting off communication through duct S, the other exit being
closed by a threaded ball plug S5 made of platinum gauze to constitute an
ignitor. The movement of the lever So may be caused in any suitable manner,
but the preferred action is through gravity of the ball t, which is released from
the basket or receptacle by a jolt, jar, sudden arresting of the motion of the
vehicle, from any of or an excessive tipping action of the vehicle, from any of these
causes or a combination of them the ball rolls out of the receptacle t¹ and a
chain serves to actuate the lever S10 cutting off the fuel supply as described.
This fuel supply may constitute the main fuel supply of the motor or otherwise,
and the action of the ball or other device t, may serve directly or indirectly to
actuate the fuel valve and may at the same time actuate the air supply valve St
as clearly shown in the figure, the two valves S and S7 being coupled in this
figure for simultaneous action. A ball S3 has a limited movement in said cast-
ing and is adapted to form a supplemental closure for the air supply. The cast-
ing G has a threaded coupling S1 and internal tube S" for connection with the
motor.
Passing now to the modified forms, Figs. 1" to 9" it remains to state that
upon the compound axle A A¹ rests two or more journals, as at D D, upon which
rest the springs b b, which are preferably eliptical and are provided with joints
for the support of the body E, as seen in Fig. 5* at the ends of the cross bar E
to which the hinges of the rear gate of the body are secured and which also
have projections E E" which are longitudinally under the body and for the
purpose of holding the same square and also at the same time for offering to
the batteries F F F a good support.
The bearings D are preferably roller or ball bearings and are provided with
loops DD, in which play the body guiding pins "D" which are secured to
the body. These body guide pins play loosely within the loops D, for the purpose
of taking the well known thrust in various directions, which would otherwise
come upon the springs b. Other journals & may be present upon the axle for
supporting the motor mechanism proper, by means of which the gear B¹ is driven.
Upon the journals D D are also lugs, which receive the balls of the universaļ

page_text: joint G, the envelope being preferably cast about the ball, as is also the case
in Figs. 6 7 8 and 9. These universal joints, however form extensions
to the reach rods H H and by means of which the forward axle may be adjusted,
with reference to the rear axle, as will readily be understood by the threads and
nuts shown at e.
The forward part of the reaches are secured firmly to the forward axle I by
a braced connection shown at I', the reach rods preferably extending through
the hollow axle and fitting into the forward portion, seen at 1" Fig. 1ª.
The brakes J J for the driving wheels are preferably held by a beam J¹ and
supported by the links f f secured to the pivot b¹ of the spring b, as shown in
Fig. 8.
The forward portion of the body rests upon the springs K and K', which are
preferably bowed with their convex surfaces toward each other and are con-
nected by a pivot K" constituting an oscillator for the body.
The lower spring rests upon the forward axle I, by a loose or lost-motion
device, shown at K³, at a point near the hubs g g of the forward wheels, so as
to leave the main or centre part of the axle comparatively free from strain and
allowing the axle I to take the weight of the body, as near as possible to the
wheel itself.
The brakes J J are applied by a connection h (see Figs. 1 and 4) connecting
the brake beam with the lever h, which is pivoted at 7 and supplied with a
ratohet-retaining device i having undercut teeth which cooperate with a pawl j
This pawl is connected with a rocking tread by an elastic connection . The
operation of this device will be apparent inasmuch as the rocking tread when
pushed over at the top will release the pawl from the ratchet teeth ¹ and
when pushed farther in at the bottom will cause engagement between them. The
elastic connection shown at j' will allow the pawl to engage one tooth after
another without necessitating a corresponding motion on the part of the rock-
ing tread j. Owing to the fact that the body and other parts rest upon springs
and that parts to which they are rigid with the axle, universal connections become
necessary and it is preferred to make these from ball joints, such as are illus-
trated in Figs. 1ª, 6ª, 7ª, and 8*. Those shown in the latter three figures are
rendered adjustable for wear by being split at point k and are provided with
screw or equivalent means shown at 7 for closing or adjusting the slit. The
envelopes of the balls are preferably cast about the ball proper and the slit is.
formed by proper construction of the mould. The ball is provided with a
neck m by means of which it sustains its proper connection to the other parts.
This neck is smaller than the ball and the cast aperture through which it
passes is larger than the neck m, but smaller than the ball.
For purpose again of adjustment of the relation of the connected parts; for
instance for connecting the arm L to the arm L³, by means of which the for-
ward wheels are directed, a ball similar to the one shown in Figs. 6 and 7" is
used at point L", but at points L³, a ball with an eccentric connection beyond
its neck, shown in Figs. 8 and 9 may be employed, the construction of which
may be readily understood, as follows:-
The neck proper m, extends from the ball and there receives a cylindrical
connecting lug o, which has its axis eccentric to the axis of the ball and neck m,
and suitable means are employed for clamping this cylindrical lug in any desired
position, so that the ball and neck m, stands in constant relation to the connec-
tion M, while the envelope c rotates and swings upon the ball proper, as will be:
readily understood.
The same adjustment may be employed upon the controlling lever-arm N,
(Fig. 1) at point L³.
The use and operation of the devices described has been carefully pointed out
from time to time, as the description has progressed and will need no farther.
elaboration as the operation of the vehicle and vehicle power as a whole will not:
only be thoroughly understood but the detailed operation of the various fea-

page_text: tures selected to illustrate one form of the application will also be readily seen
from the foregoing description. Various alternate forms of the devices and
constructions have been pointed out, but many others not described will readily
occur to those versed in the art which this application pertains, and the inven
tion contemplates and covers the use of such varied forms and substitute details
of construction. The operation also of many of the parts may be reversed and
the operated part may become the operator and vice versa without departing
from the spirit of the invention, and although the various features shown lierein
are intended to be used in connection with one another, yet it is obvious that
some may be used without the others, and the invention extends to such use,
Having now particularly described and ascertained the nature of the said in-
vention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondents, I declare that what I claim is:
-
1. In a inotor vehicle, a power-driven vehicle wheel, a device for varying the
speed of the wheel, a brake for the vehicle, a vertically moving controlling
handle, having a predetermined position of rest, and a connection therefrom to
the speed-varying device, when the said handle is to one side of the position
of rest and to the brake, when to the other side of the said position.
2. In a motor vehicle, a power driven vehicle wheel, a device for varying the
speed of the wheel, a brake for the vehicle, a vertically moving controlling
handle, having a predetermined position of rest and a connection therefrom to
the speed-varying device when the said handle is below the position of rest and
to the brake when above the said position.
3. In a motor vehicle, a power-driven vehicle wheel, a device for varying the
speed of the wheel, a brake and steering gear for the vehicle, a vertically mov-
ing controlling handle, having a predetermined position of rest, a connection
therefrom to the speed varying device when the said handle is to one side of
the position of rest and to the brake, when to the other side of the said position
and a connection from the handle to the steering gear.
4. In a motor vehicle, a power-driven vehicle wheel, a device for varying the
speed of the wheel, a brake for the vehicle, a vertically moving controlling
handle, having a predetermined position of rest and a connection therefrom
to the speed-varying device, when the said handle is to one side of the position
of rest and to the brake when to the other side of the said position, in combina-
tion with means for detaching or removing the said controlling handle.
5. In a motor vehicle, a power-driven vehicle wheel, a device for varying the
speed of the wheel, a brake for the vehicle, a vertically moving controlling
handle, having a predetermined position of rest, a connection therefrom to the
speed-varying device, when the said handle is to one side of the position of rest
and to the brake, when to the other side of the said position and a locking device
for the handle, whereby the same is rendered inactive.
6. In a motor vehicle, a power-driven vehicle wheel, a speed-varying device
for the wheel, a reversing mechanism, a controller and handle, a connection from
the handle to the speed-varying device, a separate actuating means, for actuat-
ing the reversing mechanism and a locking device for rendering the handle
inactive, connected with a separate actuating means.
7. In a motor vehicle, a power-driven vehicle wheel, a speed-varying device
for the wheel, a reversing mechanism, a controller and a handle, a connection
from the handle to the speed-varying device, a separate actuating means for
actuating the reversing mechanism and means connected with the controller
handle, for holding the said separate actuating means out of action.
8. In a motor vehicle, a motor, a vehicle wheel, a detachable driving gear
between them, a propelling medium for the motor, a duct for the medium con-
nected to the motor a valve in the duct and a connection between the valve and
the detachable gear.
9. In a motor vehicle, a motor, a vehicle wheel, a detachable driving gear

page_text: between them, a controller for the gear, a propelling medium for the motor, a
duct for the medium connected to the motor, a valve in the duct and a connection
between the valve and the controller.
10. In a motor vehicle, a power transmitting gear consisting of a revolving
disk and a co-operating friction wheel, a controller, means for varying the pres-
sure between the wheel and disk, and connection from the controller to both the
said means and the wheel.
11. In a motor vehicle, a power transmitting gear consisting of a revolving
disk and a co-operating friction wheel, a controller handle for changing the
relative position of the wheel and disk by moving the handle farther and farther
from a certain predetermined position in its travel, a separate mechanism as
a brake upon the vehicle, and a connection therefrom to the handle and adapted
to be operated when the said handle is upon the other side of the said predeter-
mined position in its travel.
12. In a motor vehicle, a motor, a vehicle wheel, a variable detachable driving
gear between them, a controller handle operating in opposite directions from an
intermediate point in its travel, connections from the handle to the detachable
driving gear such that the power is raised while the handle is in one position and
detached when in the other position, or a position to the other side of the said
predetermined point, and an independent mechanism as a brake for the vehicle
and operating connection from the same to the handle when in the last named
position.
13. In a motor vehicle, a manually actuated steering gear, in combination with
means actuated by such steering gear, for depressing one side of the vehicle at
the will of the operator.
14. In a motor vehicle, a manually actuated steering gear, in combination
with means actuated by such steering gear for raising one side of the vehicle,
at the will of the operator.
15. In a motor vehicle, a manually actuated steering gear, in combination
with means actuated by such steering gear for depressing one side and raising
the other side of the vehicle, at the will of the operator.
16. In a motor vehicle, a motor, a vehicle wheel, a power connection from
the motor to the vehicle, a controller, a handle therefor, a separate actuating -
means for disconnecting the vehicle wheel from the motor, when the said sepa-
rate means is removed from its working position.
17. In a motor vehicle, a steering gear in combination with means for actuat-
ing said gear, a swivelling head-light upon the vehicle and operating connec-
tion between the means and the head-light.
18. In a motor vehicle, a power gearing, embodying a revolving disk, a co-
operating wheel for the disk, a separate facing for the disk, in combination
with an underlying elastic medium for the facing.
19. In a motor vehicle, two independent driving wheels means for varying
the working diameter of the wheels, a motor, a power driving connection allow-
ing of independence of rotation of the wheels for coupling the motor to such
wheels, in combination with an extra brake wheel and brake therefor indepen-
dently mounted and independently rotatable from one of the wheels for braking
the wheels.
20. In a motor vehicle, two independent driving wheels, means for varying
the working diameter of the wheels, a motor, a power driving connection allow-
ing of independence of rotation of the wheels for coupling the motor to such
wheels, in combination with an extra brake and brake wheel therefor indepen-
dently mounted and independently rotatable from either of the wheels for brak-
ing the wheels.
21. In a motor vehicle, two driving wheels, a portion of an axle attached to
each wheel, means for bringing the axis of the two portions coincident, forming
thereby a compound axle, another axle for the vehicle, a motor sleeved on the

page_text: compound axle, a power connection from the motor to the compound axle and a
resilient support between the motor and the other axle.
22. In a motor vehicle, a compound axle, consisting of two independent rotat-
ing parts, a driving wheel upon each part, a motor sleeved upon the compound
axle and means connected with the motor for driving each of the said parts,
another axle upon the vehicle and a resilient support from the motor to the other
axle.
23. In a motor vehicle, an axle supporting a gear, two journals upon the
axle to one side of the gear, a motor supported by the journals, and an exten-
sion for supporting the motor reaching to the front axle.
24. In a motor vehicle, an axle supporting a gear, two journals upon the axle
to one side of the gear, a motor supported by the journals, and gearing mounted
integral with the motor driving the gear upon the axle.
25. In a motor vehicle, an axle supporting a gear, two journals upon the
axle to one side of the gear, a motor supported by the journals, und an addi-
tional journal on the axle.
26. In a motor vehicle, a motor, gearing driven by the motor, a suitable sup-
port and a tubular frame connecting the motor, gearing and the support.
27. In a motor vehicle, a motor, a fuel supply therefor, in combination with
means for cutting off the fuel supply whenever the vehicle is out of the vertical
or stopped suddenly.
28. In a motor vehicle, a motor, an ignitor for the motor, in combination with
means for rendering the ignitor inoperative when the vehicle is out of the ver-
tical or stopped suddenly.
29. In a motor vehicle, a vehicle body, a seat, a dasher, a floor space separating
them, lower than either, a motor located in rear of the space, an air duct leading
to the motor, extending forward downwardly under the space to the dasher;
then up the dasher to a point upon its forward space, and an opening for the
duct, located at this point.
30. In a motor vehicle, a vehicle body, a seat, a dasher, a floor space separat-
ing them, lower than the seat, a motor located in the rear of the space, an air
duct leading to the motor, passing forward downwardly, under the space to the
dasher, then to a point upon the forward face of the dasher, an opening for the
duct located at this point and a power blast or blower connected to the duct
and an additional connection from the blower extending to the motor.
31. In a motor vehicle, a motor, an ignitor for the motor, requiring fuel, in
combination with means for cutting off the fuel supply whenever the vehicle
is out of the vertical or stopped violently.
32. In a motor vehicle, a motor, deriving its power from fire or heat, in com-
bination with means for automatically extinguishing the fire or heat when
the vehicle is out of the vertical or is stopped suddenly.
33. In a motor vehicle, a motor, means for forcing or causing an air blast
through certain ducts within the motor by the forward movement of the vehicle
aided by a power blast.
34. In a motor vehicle, a wheel, a swivel for the wheel, at a point near the
wheel, at one side, the said swivel having an axis lying oblique to the plane
of the wheel, the angle being such as to intersect the said plane of the wheel
at a point well up from the bottom of the wheel.
35. In a motor vehicle, a wheel, a swivel for the wheel, at a point near the said
wheel, on one side, the said swivel having an axis lying oblique to the plane of
the wheel the angle being such as to intersect the plane of the wheel on the
level of interception by the wheel, of an obstacle of importance.
36. In a motor vehicle, an axle, a reciprocating motor, sleeved upon the axle
and resiliently supported at another point to the running gear of the vehicle,
in combination with two oppositely moving and equally weighted pistons for
the motor.
37. In a motor vehicle, power goaring, means for the support of the gearing,

page_text: a vehicle body, a separate seat and end for the body, and means for folding the
separate parts with reference to the body.
38. In a motor vehicle, a power gearing, means for the support of the gearing,
a vehicle body, two seats and an end for the body separate from the body, and
means for folding both of the seats and end with reference to the body.
39. In a motor vehicle, power gearing, means for the support of the gearing,
a vehicle body, a separate part including the top and end of such body, and a
flexible joint located on the opposite side of the gearing from the said end.
40. In a motor vehicle, a revolving part having a peripheral face, a gear wheel
mounted within such part, the axis of said gear lying radial to the revolving
part, in a plane outside the said face.
41. In a motor vehicle, a friction disk, a friction wheel, a shaft for the disk
and a moving ball thrust bearing for the disk.
42. In a motor vehicle, a friction disk, a friction wheel, a shaft for the disk,
and moving ball axle bearing and thrust bearings for the disk.
43. In a motor vehicle, a friction disk, a friction wheel, a shaft for the disk,
a moving sleeve for the shaft, and ball bearings between the shaft and the sleeve.
44. In a motor vehicle, a rotating shaft having a conical portion, a crank for
the shaft provided with a conical perforation, and a detachable cooperating
driving projections from both the shaft and the crank.
45. In a motor vehicle, a gear on an axle, a driving pinion for the gear, an
intermediate gear between them, and a sot concentrix with the axle for securing
the axis or gudgeon of the intermediate gear.
46. In a motor vehicle, a gear on an axle, a shaft, a detachable pinion on the
shaft for driving the gear, an intermediate gear between them, and a sot concen-
trix with the axle for preserving the axis or gudgeon of the said intermediate
gear.
47. In a motor vehicle, a detachable head light, a mechanism for altering the
speed of the vehicle, in combination with a handle controlling the direction of
the said head light.
48. In a motor vehicle, a means for changing the level of the vehicle, a means
for varying the speed of the vehicle, and a controller handle for the first named
means whereby an occupant of the vehicle may change the level of the vehicle
at will.
49. In a motor vehicle, a revolving disk, a plurality of cooperating friction
wheels for the disk, a shaft for the wheels in combination with an elastic medium
between the shaft and the disk.
50. In a motor vehicle, a power driven vehicle wheel, a mechanism for varying
the speed of the wheel, a brake or stopping device and steering gear for the
vehicle; a controlling and guiding handle, swinging in a horizontal plane for
guiding, and also having a to and fro movement in another plane, a predeter-
mined position of rest in such last named movement, a connection from the
handle to the speed varying device, for operating it when to one side of the
position of rest and to the stopping device, for operating it, when to the other
Bide of the said position and a connection from handle to the steering gear.
51. In a motor vehicle, a vehicle body, two driving wheels, a compound. driv-
ing axle consisting of two independently rotating elements, secured each to a
wheel, journals upon the axles, supporting the body, and a joint in the axle,
located between the journals, of such a character as to maintain the aligument
of the axle, substantially as described.
52. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements secured each to a
wheel, journals upon the axle, located near the wheels, supporting the body,
and a joint near the centre, of the axle, of such a character as to maintain the
alignment of the axle, substantially as described.
53. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to a

page_text: wheel, journals upon the axle, supporting the body, and a joint in the axle,
consisting of an extended male and female journaled portion, upon the elements
respectively and means for securing the two elements longitudinally.
54. In a motor vehicle, a vehicle body, two driving wheels, a compound driv
ing axle, consisting of two independently rotating elements, secured each to
a wheel, journals upon the axle, supporting the body, a joint in the axle con-
sisting of an extended male and female journaled portion upon the elements
respectfully, means for securing the two elements longitudinally and means for
oiling the journaled portion.
55. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to
a wheel, each element made of a different grade of metal, journals upon the axle,
supporting the body, and a joint in the axle located between the journals, of
such a character as to maintain the alignment of the axle, substantially as
described.
56. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to a
wheel, joined by an extended male and female journaled portion, a collar upon
each element near the joint, presenting thrust bearings or faces away from the
joint and a housing or casing for the collars extending to the farther side thereof,
and cooperating with the faces, substantially for the purpose specified.
57. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to
a wheel, joined by an extended male and female journaled portion a gear wheel
upon each element near the joint, presenting thrust bearings or faces away from
the joint and a housing or casing for the gears, extending to the opposite faces
of the gears, substantially for the purpose specified.
58. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to
a wheel, joined by an extended male and female journaled portion, a collar upon
each element near the joint, presenting thrust bearings or faces away from the
joint and, a rotating housing or casing for the collars extending to the farther
side thereof, and cooperating with the faces, substantially for the purpose
specified.
59. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to a
wheel, joined by an extended male and female journaled portion, a collar upon
each element near the joint presenting thrust bearings or faces away from the
joint and a separable housing or casing for the collars, extending to the farther
side thereof, and cooperating with the faces substantially for the purpose
specified.
60. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to a
wheel, joined by an extended male and female journaled portion, a collar upon
each clement near the joint, presenting thrust bearings or faces away from the
joint and an enclosed oil-containing housing or casing for the collars, extending
to the farther side thereof, and cooperating with the faces substantially as
specified.
61. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements secured each to
a wheel, joined by an extended male and female journaled portion, a gear wheel
upon each element near the joint, presenting thrust bearings or faces away
from the joint, a housing or casing for the gears, extending to the opposite
faces of the gears and cooperating gears mounted within the casing.
62. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to a
wheel, joined by an extended male and female journaled portion, a collar upon

page_text: each element near the joint, a driving means for the axle, consisting of a wheel,
with a web elongated forming a housing, or casing for the collars, extending to
the farther side thereof and cooperating with the faces and cooperating gears
mounted within the casing.
63. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to a
wheel, journals upon the axle, supporting the body and a joint in the axle, con-
sisting of an extended male and female journaled portion upon the elements
respectively, the female element being enlarged at the journaled portion and
means for securing the two elements longitudinally.
64. In a motor vehicle, a vehicle body, two driving wheels, a compound driv-
ing axle, consisting of two independently rotating elements, secured each to a
wheel, joined by an extended male and female journaled portion, a collar upon
each element near the joint, presenting thrust bearings or faces away from the
joint, a housing or casing for the collars extending to the farther side thereof,
and cooperating with the faces, a driving motor and journals for the motor upon
the axle.
65. In a motor vehicle, a running gear, consisting of a front axle, a rear
axle, two reach rods solid with the front axle and secured to the rear axle by
universal joints in each rod between the axles.
66. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,
two reach rods solid with the front axle and secured to the rear axle by universal
joints.
67. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,
two reach rods solid with the front axle, and secured to the rear axle at widely
separated points.
68. In a motor vehicle, a running gear, consisting of a front axle, a rotating
rear axle, two reach rods solid with the front axle, and secured to journals upon
the rear axle by universal joints in each rod between the axles.
69. In a motor vehicle, a running gear, consisting of a front axle, a rotating
rear axle, two reach rods solid with the front axle, and secured to journals upon
the rear axle by universal joints in each rod between the axles and body sup-
porting springs resting upon the journals.
70. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,
two reach rods solid with the front axle and secured to the rear axle by universal
joints in each rod between the axles and means for adjusting the lengths of the
rods.
71. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,
two reach rods solid with the front axle and secured to the rear axle by universal
joints in each rod between the axles and means for adjusting the lengths of
the rods located between the rods and the universal joint.
72. In a motor vehicle, a universal joint consisting of a ball, provided with
means for securing it to its cooperating part of the structure, a neck connection
this portion with the ball proper, smaller than the ball and an enclosing enve-
lope of metal cast upon the ball, leaving an aperture about the neck larger
than the neck and smaller than the ball.
73. In a motor vehicle, a universal joint, consisting of a ball, provided with
means for securing it to its cooperating part of the structure, a neck connecting
this portion with the ball proper, smaller than the ball, an enclosing envelope
of metal cast upon the ball, leaving an aperture about the neck, larger than the
neck and smaller than the ball, the envelope being slit, and means for adjust-
ing the width of the slit, substantially as described and for the purpose specified.
74. In a motor vehicle, a running gear, consisting of a front axle, a rear
axle, two reach rods, solid with the front axle and secured to the rear axle by
universal joints in each rod between the axles, a connection from the body to
the rear axle, and an oscillator between the body and the front axle.
75. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,

page_text: two reach rods solid with the front axle, and secured to the rear axle by universal
joins in each rod between the axles, and springs between the body and the front
axle, resting upon such axle, at or near its ends.
76. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,
two reach rods solid with the front axle and secured to the rear axle by universal
joints in each rod between the axles, springs between the body and the front
axle, resting upon such axle at or near its end and a loose or lost motion device
between an end of the spring and the axle.
77. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,
two reach rods with the front axle, and secured to the rear axle by universal
joints in each rod between the axles, two springs supporting the forward end
of the body and an oscillating joint between the springs.
78. In a motor vehicle, a running gear, consisting of a front axle, a rear axle,
two reach rods, solid with the front axle and secured to the rear axle by universal
joints in each rod between the axles, two bowed springs with their convex sides
facing each other, supporting the forward end of the body and an oscillating
joint between the springs.
79. In a motor vehicle, a rear axle and wheel for the vehicle, an elliptic
jointed spring resting upon the axle near the wheel, a brake for the wheel and
a supporting link for the brake attached to a joint in the elliptic spring..
80. In a motor vehicle, a rear axle, and two wheels thereon for the vehicle,
two elliptic jointed springs resting upon the axle near the wheels, a brake for
each of the wheels and a supporting link for the brake, beam, attached to a
joint in the elliptic spring.
81. In a motor vehicle, a brake, a lever for applying the brake, a locking
device for the lever, consisting of under cut teeth and pawl, a rocking tread
upon the lever and a connection between the tread and the locking device.
82. In a motor vehicle, a running gear, including an axle, a spring seat upon
the axle, a body, a guide upon the spring seat, a pin protruding from body
through the guide and a spring connecting the spring seat to the body.
83. In a motor vehicle, a vehicle body, springs, a body hanger connected with
the springs passing across the body and provided with longitudinally protruding
arms secured to the edges of the body, for the purpose specified.
84. In a motor vehicle, a brake, a lever for applying the brake, a locking
device for the lever, a rocking tread upon the lever and an elastic connection
between the tread and the locking device.
85. In a motor vehicle, a ball joint, consisting of a ball and casing therefor,
with a lug extending from the ball, the axis of which is eccentric to the axis of
the ball and a connection for the lug:
86. In a motor vehicle, a ball joint, consisting of a ball and casing therefor,
with a cylindrical lug extending from the ball, the axis of which is eccentric to
the axis of the ball, a connection for the ball, extending over the lug, and means
for clamping its cylindrical surface.
87. In a motor vehicle, as an adjustment between the parts of the vehicle, a
universal joint, consisting of a ball and case, a lug extending from the ball,
which is eccentric thereto, and a detachable connection between the lug and
the connected vehicle part, substantially for the purpose specified.
Dated this 16th day of November 1898.