Improvements in and relating to Motor or Horseless Vehicles.
Year: 1899

page_text: Date of Application, 9th Mar., 1899
Ou
1000
0th Ann 1000
PROVISIONAL SPECIFICATION.
Improvements in and relating to Motor or Horseless Vehicles.
A communication from abroad by GEORGE ELI WHITNEY, of 88, Falcon Street,
East Boston, Massachusetts, one of the United States of America,
Manufacturer.
1, ALFRED GEORGE BROOKES, of 55 and 56, Chancery Lane, in the County of
London Chartered Patent Agent, do hereby declare the nature of this invention
to be as follows:-
This invention relates to motor or horseless vehicles wherein the motive power is
carried by the vehicle itself, of whatever. kind that motive power may be, and
among other features some of the aims of this invention are to provide great
flexibility, perfect controllability, and simplicity and ease of operation, safety and
convenience.
The particular motor referred to herein comprises a boiler and an engine
mounted thereon, whereby bodily movement of one will be partaken of by the.
other, although it is to be understood that this invention is adapted to be used
with any other suitable motor.
The vehicle comprises essentially a body, running or supporting wheels, and
yielding connections between the latter, or the axles thereof, and the body, the
driving wheels being actuated by a driving axle mounted in suitable bearings.
The axle is so arranged as to enable the wheels to travel at different rates of
speed when turning corners or moving on curves.
The driving axle is rotated by suitable connections between it and the motor,
such connection being preferably a sprocket chain or other flexible, endless,
travelling member, engaging suitable sprocket or other transmitting devices on
the driving axle and motor respectively.
The motor is mounted on the body of the vehicle in such manner as to permit
of its adjustment in a fore-and-aft direction, in order to enable me to take up
the wear or stretch of the flexible travelling band or chain between the motor
and the driving axle, and it is necessary to preserve or maintain a fixed distance
between the driving axle and the motor.
'
For this purpose means are provided for maintaining such fixed distance under
normal .conditions, while such means are so constructed and arranged that the
distance may be varied, as for instance, to take up wear or slack of the endless
flexible driving member, or to vary such distance temporarily when it becomes
necessary to replace an old driving member by a new one.
The motor being supported on the body which is yieldingly mounted on the
axles or running wheels, it is necessary to allow and provide for various move-
ments of the motor with the body, while still maintaining a constant distance
between the motor and the driving axle, for it will be manifest that the body
will have a rising and falling movement on the springs or yielding connections
between it and the wheels, a lateral and also a longitudinal rocking movement,

page_text: and so too, the body may move in a fore and aft direction relatively to the
driving action to a slight extent.
There is also at times a slight lateral movement of the body in addition to its
lateral rocking, and all of these movements, or the resultants of any two or
more of such movements, must be provided for in the means for maintaining the
fixed distance between the motor and the driving axle.
One convenient and very effective construction for this purpose comprises
essentially a rod or bar having one end connected by a suitable ball-and-socket or
universal joint with the motor or the frame thereof, while at the other end said
rod or bar is connected to a yoke, the arms of which in turn are attached to
collars loosely embracing the driving axle to permit rotation of the latter therein.
This yoke preferably is arranged to straddle the sprocket gear or other wheel
connected with the driving axle and which transmits the power of the motor
thereto.
The rod or bar is connected to the yoke in such manner that there may be a
relative lateral swinging motion between the yoke and the bar, and in order to
vary the distance between the driving axle and the motor, when desired, the rod
or bar is made extensible in any suitable manner, preferably by a screw thread
and lock nut in the bar itself or at the yoke.
The motor or the motor frame is sustained by a suitable support attached to
the body of the vehicle, such support being preferably U-shaped, and this support
may and preferably will have longitudinal slots in its side arms to receive suitable
bolts or studs on the motor or motor frame, to hold the latter in place while
permitting, if desired, a slight fore and aft movement of the motor relatively to
the body, it being remembered however that the distance between the motor and
the driving axle remains constant under normal conditions by or through the
means herein before referred to.
The steering wheels of the vehicle are rotatably mounted on short outwardly
extended spindles rocking on vertical pivots in yokes attached to the axle, said
spindles being so connected that the wheels will be swung as a whole on their
vertical fulcra, to facilitate the steering of the vehicle and reduce the power
required therefor, in well known manner.
The steering and controlling mechanism for the vehicle comprises an upright
steering head or post having a rotative movement to steer the vehicle, and located
in any convenient place on the vehicle body, the lower end of said steering head
being connected in suitable manner with the wheel supporting spindles, and for
convenience the upper end of the head is formed as or provided with an over-
hanging arm movable in a path from right to left to conveniently effect the
steering.
The overhanging arm of the steering head carries a controlling member which
is arranged to steer the vehicle by or through a movement to right or left, to
reverse the direction of movement of the vehicle by a longitudinal movement
towards or away from the operator, and to control or vary the speed of the vehicle
by squeezing or compressing action of the operator's hand on said controller, the
operations of reversing and controlling the speed being communicated from said
controlling member to the appropriate speed regulating and reversing mech-
anisms by suitable intermediate connections.
By such an arrangement the operator always maintains control of the steering,
the speed, and the direction of movement forward or backward of the vehicle
with one hand.
This invention is not restricted to any particular type or class of motor, but for
many reasons it is preferred to use a steam motor comprising a boiler, heating
means. and an engine, and when using such a motor I provide and prefer to use.
for the best and most convenient mode of escape of the products of combustion.
a downturned flue to direct such products of combustion away from the occupant
of the vehicle.
In connection with, or as an auxiliary to, this main downturned flue also at

page_text: times find it convenient to provide an auxiliary flue having its outlet above that
of the main flue and provided, if need be, with a suitable damper.
The object of this auxiliary flue is to prevent the improper accumulation of
gases in the bonnet or hood which surmounts the boiler, and to a greater or less
degree in the main escape flue.
A communication by GEORGE ELI WHITNEY, of 88, Falcon Street, East Boston,
Massachusetts, one of the United States of America, Manufacturer.
I, ALFRED GEORGE BROOKES, of 55 and 56, Chancery Lane, in the County of
London Chartered Patent Agent, 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 or horseless vehicles, wherein the motive power
is carried by the vehicle itself; and while the mechanism herein described is
applicable to a vehicle propelled by any kind of mechanical motive power, the
invention is especially useful when steam or other expansible medium is employed
as a motive power.
The aim of this invention is, among other features, to provide great flexibility,
compactness, lightness,, and perfect controllability, with simplicity and ease of
operation, increased effectiveness and economy of power.
The engine, and boiler heréin shown as providing the motive power for the
vehicle is not described in detail as it forms the subject matter of the Specifica-
tion of Letters Patent granted to the said. George Eli Whitney dated the 22nd
day of March 1898. No. 6947.
DESCRIPTION OF THE DRAWINGS.
Figure 1, in side elevation represents a motor vehicle embodying my invention,
the near wheels being omitted and a portion of the body being broken out and
also in section, to more clearly show the construction.
Figure 2, is a similar view of the opposite side of the vehicle, the body and
a part of the frame being broken out.
Figure 3 is a front end clevation of the vehicle.
Figure 4 is an enlarged front elevation of the drop frame for the rear or pro.
pelling wheels, the shaft or axle bearings, compensating device, and some other
parts being shown in section.
Figure 5 is an enlarged side elevation of a part of the controlling means for
regulating the speed, direction and steering of the vehicle.
Figure 6 is a transverse sectional view thereof on the line - Figure 5 looking
towards the right hand.
Figure is an enlarged side elevation and sectional view of the forepart of the
vehicle, to more clearly show the operation of the controlling means.
Figure 7 is a sectional view of the bearing for the steering head to be
described.
Figure 8 is a top or plan view of the body, partly broken out, and taken below
the line
Fic and

page_text: Figure 9 is a top or plan view of the frame, showing more clearly the adjustable
support for the boiler and engine, which support is secured to the body.
In the present embodiment of the invention the main frame of the vehicle, as
best shown in Fig. 9, comprises side bars a and front and rear crossbars, ²
respectively, and an intermediate cross bar a³ near the forward end of the frame;
the bars being preferably tubular to secure, combined lightness, strength and
resiliency, and securely held together by suitable joints.
The cross bar a, as shown in Fig. is dropped at its ends at a to form seats
for sleeve-like bearings in which the rear or driving axle is mounted.
It will be manifest that the driven shaft is fixedly positioned relative to the
frame or running gear of the vehicle, the running gear, including for the pur-
poses of my invention propelling and steering wheels and the frame or other
support on which the wheels are mounted, or in other words that portion of the
vehicle below or unsupported by the springs.
....
The driven axle is compound, comprising a shaft 6 to which one of the pro-
pelling wheels B is rigidly secured said shaft having collars b' thereon to retain
in place a bushing flanged at its inner end to rest against the inner end of
the sleeve bearing a and take up end thrust; the shaft extends across the longi-
tudinal centre of the frame and terminates preferably at a point well within or
beyond the left hand bearing Fig. 4, the other propelling wheel B being
rigidly secured to the outer end of a long sleeve embracing the shaft and
extended through the left hand bearing, preferably to the centre of the axle, said
sleeve having collars & fast thereon at opposite ends of a bushing 6ª inserted in
the adjacent bearing a.
The long engagement of the shaft and sleeve provides a strong and rigid
compound driven shaft or axle, one part of which is rotative relative to the other,
in order to enable the wheels B, B, to travel at different rates of speed when
turning corners or moving on curves.
The strength of such driven shaft or axle is further increased by the fact that
the shaft extends entirely across the frame from one to and well within or
through the other bearing, so that both bearings receive their proper share
of strains.
Bevel gears and 6 are rigidly secured, as by pins 2, 3, to the shaft member b,
and sleeve respectively at a point near the centre of the axle, said gears mesh-
ing with a series of intermediate gears 66, four being herein shown, secured to
or mounted to rotate with a sprocket wheel B', a suitable cap or casing, as bi,
protecting the gears from dust.
Obviously rotation of the sprocket wheel B will cause simultaneous rotation
of the shaft and sleeve b3 the intermediate gears 6 acting to lock the two
parts of the compound axle together, but if one of the propelling wheels travel
faster than its fellow, the intermediates 66 will rotate on their axes, permitting
such movement in well known manner, by the compensating mechanism
described.
As will hereinafter more fully appear the vehicle is provided with a motor
including a prime driving member, drive member, or drive shaft, these terms
being used synonymously, the motor and its prime member being supported on a
carrier or body which is yieldingly sustained by suitable springs interposed
between it and the main frame or running gear.
While the motor and its prime member are supported by the yieldingly sus-
tained carrier or body said prime member must be capable of bodily movement
relatively to the carrier, it being of great importance to maintain such member
at a predetermined distance from the driven member of the vehicle, in order that
the direct acting power transmitting means between said drive and driven
members may at all times and under all circumstances preserve its proper opera-
tive conditions.
This will be manifest from a consideration of the problem presented in a
vehicle having its driven member shaft or other driving device, fixedly positioned,

page_text: .
and its motor prime drive member mounted on a yieldingly sustained carrier the
latter being movable on its springs in an exceedingly complex and varied manner
entirely independent of the fixedly positioned driven member.
Some of these movements may be briefly referred to, such as the up and down
movement of the carrier relative to the driven member, its rocking movement,
whether fore and aft, or laterally, and its bodily movement longitudinally, or
laterally, and each and all of these movements may, or may not be more or less,
modified by any of the other movements referred to.
The use of direct acting power transmitting means between the prime drive
member and the driven member is preferable, because the power is thereby trans-
mitted to the desired point with a maximum effect and minimum of parts, and
the motive mechanism as a whole is more quickly responsive to the controlling
means therefor.
Constructively, such mode of power transmission reduces the number of parts,
the wear and tear, the first cost. and cost of maintenance, and the dead weight
of the vehicle, and increases the effective work--per unit of power employed.
I have provided herein means for maintaining the necessary predetermined dis-
tance aforesaid between the prime drive member of the motor and the member to
be driven while permitting free bodily movement of the prime drive member
relative to a fixed point in or adjacent the axis of rotation of the driven member,
and one form of distance means will be described in detail herein.
Collars 68 loosely embrace the fixedly positioned compound axle or driven
member at opposite ends of the hubs of the gears 6, 6, and are rigidly secured
to or form part of a yoke b, Fig. 9, to which is connected one end of a rod or
link &, and in the present instance a rigid ear 100 on the yoke is embraced by the
slotted end 6102 of a socket piece 103, and connected therewith by an upright
pivot bolt 10 so that the rod 610 has a lateral swinging imovement about such bolt.
The threaded end 37 of the rod enters a correspondingly threaded hole in the
socket piece 10, and is held in adjusted position therein by one or more check
nuts 36, rotation of the rod in one or the other direction when the check nut is
loosened, serving to increase, or decrease, the effective length of the rod.
The rod is extended forward and is connected by a suitable ball and socket
or other universal or swivelling connection 12 with the motor, and herein I have
shown the connection as attached at two points to the support for the motor prime
drive member by bolts 35.
The distance means herein shown comprises the rod 60 and the yoke ", said
distance means being supported in a swivelling manner between the prime drive
member and the driven member, to permit the various bodily movements of the
prime drive member hereinbefore referred to, while at the same time preserving
a predetermined fixed distance between said members, the distance means being
connected with the drive and driven members at two points on each.
The distance means is herein shown as bifurcated, by the yoke " to straddle
the compensating mechanism and sprocket wheel B', and the line of effort of the
distance means is herein shown as in or adjacent the field of action of the power
transmitting means, viz. a sprocket chain Mo.
I have herein shown the rear wheels as the propelling wheels, but it is evident
that my invention is not limited in this respect, or to the number of propelling
wheels, as one, or more, may be used.
The motor which I have herein chosen to illustrate, mounted on the side
wall of a boiler M', and having a hood or jacket M² surrounding the cylinders and
valve chests, and the general construction and arrangement of the parts of the
boiler and motor, may be and are substantially as shown and described in the said
specification of patent referred to, and while a steam motor is herein shown as
forming part of the propulsion mechanism, it will be obvious that a gas, or other
motor may be used without departing from the spirit and scope of my invention.
A carrier, herein shown as a body F is hung at its front end on a transverse
spring S of suitable construction secured to a spring seat a¹ and at its back, the

page_text: body is supported on side springs S by means of suitable straps, 2 Fig. 3,
the springs themselves being secured to seats s* on the rear drop frame ²²
see Fig. 4.
The carrier or body is thus yieldingly connected with the main frame or run-
ning gear, much as in an ordinary vehicle, and having all the advantages of
springiness and ease of motion in riding.
The side bars of the body, Figs. 8 & 9 have inwardly extended braces fi
which are rigidly secured to a suitable support fs, shown as U-shaped, and upon
which in the present instance rests the boiler M, together with the engine which
is shown attached to and as part of the boiler.
I deem it desirable that the motor and its drive member or shaft be supported
upon the carrier or body, in order that it may be yieldingly supported and
thereby be preserved from. jars, by the supporting springs.
In the embodiment of my invention herein shown, the support f³ is constructed
in such a manner as to admit of the motor being moved bodily thereon longi-
tudinally of the carrier.
Bolts m on the boiler shall extend freely through fore and aft slots f in the
support fa, to hold the boiler and motor in place, but the latter are held from
fore and aft movement relative to the driven member by the distance means
described, and consequently are maintained always at a predetermined distance
therefrom, but as the yieldingly supported body or carrier has, manifestly, the
capability of movement in various directions relative to the driven member, as
before set forth, it will be obvious that provision must be made for relative fore
and aft movement of the motor and its supporting carrier or body, which is
attained by the bolt and slot connection referred to.
By varying the effective length of the distance means, as described, the power
transmitting connection between the drive and driven members is adjusted, in
the present case such adjustment serving to tighten or loosen the sprocket or other
chain M, which flexibly connects the sprocket wheel B on the rear or driven
shaft or axle with a sprocket wheel m on the drive shaft of the motor.
The longer the sprocket chain M the more readily will it flex when the body
or carrier is rocked or tipped and I prefer to place the engine M in front of
the boiler, with the drive sprocket wheel m as far as possible from the driven
sprocket wheel.
I have herein shown the motor as so located as to be intersected by a vertical
median plane longitudinal of the vehicle, and there are a number of reasons for
such disposition of the motor.
With a
vertically acting motor, as herein illustrated, the alternate thrust and
pull of the reciprocating parts is best sustained and taken up and absorbed by
the vertical resistance of the springs which support the body or carrier on which
the motor is sustained, and by locating the motor substantially along the longi-
tudinal centre of the vehicle lateral vibration of the carrier, due to the action
of the motor, is reduced to a minimum, while it will be manifest that a central
location of the motor is also conducive to the greatest stability.
Not only is the motor central longitudinally of the vehicle, but it is also sub-
stantially equidistant from the several points at which the carrier is yieldingly
supported.
It is desirable to protect as much as possible the moving parts of the motor
from the action of dust and mud, and to keep the machinery out of sight as much
as possible, and accordingly the motor and engine are herein shown as removed
as far as possible or convenient from the ground, and to a large extent con-
cealed by the body, the horizontal plane in which the drive member of the motor
is normally operative being thus somewhat higher than a similar plane inter-
secting the driven member as, will be apparent from Fig. 2.
The power of the motor is transmitted from its drive member directly to the
driven member or shaft, to that part of. the latter at which the compensating
mechanism is located, and said mechanism, the power transmitting means, and

page_text: the distance means are arranged substantially in the vertical median plane of the
vehicle which intersects the motor.
Herein, the sprocket wheels m and R¹, the chain M, and the major part of
the distance means, are in or intersected by such plane, which also intersects the
compensating mechanism at right angles to the driven shaft.
Now, as the location of the motor results in reducing its lateral tipping move-
nents to a minimum, it will be manifest that any twisting or torsional movement
imparted to the various devices intermediate the motor and driven shaft will also
be reduced to a minimum, so that the proper and regular operation of such
devices will in no way be harmfully affected by the various lateral tipping move-
ments of the yieldingly supported body or carrier while up and down movement
of the motor, drive shaft and its connected devices will take place about the axis
of the driven shaft as a fulcrum, or closely adjacent thereto, without disarrange-
ment of the parts.
The power transmitting means changes the vertical direction of motion of the
reciprocating parts of the motor into a substantially horizontal direction, the
power transmitting means passing below the steam generator, in the arrangement
herein shown.
Side brace rods a bolted to the undersides of the bearings serve to further
stiffen the rear or driven axle and its support, the forward ends of the brace rods
being attached to the side bars a.
The band brake wheel B2, is shown in Fig. 4 as mounted on the sleeve band
co-operating with a suitable friction band 4, operated by a foot-piece 5, see Fig. 2,
and intermediate connections 6, the foot piece being in reach of the operators foot.
The cross bar is provided with a depending bearing ao and the front bar with
a spring seat a, having a depending bearing a, see Figs. 2 and 9, the bear-
ing a receiving therein a horizontal king-bolt a, in parallelism with the longi-
tudinal central axis of the frame, and in alignment with the rear end a¹ of the
front reach a, said rear end as being supported in the bearing 10 to form an
auxiliary king bolt, as it were, the front reach a being bifurcated at its forward
end at 7, sec Fig. 9, and rigidly secured to the spring seat a¹².
The main and auxiliary king-bolts are located in the vertical median longi-
tudinal plane of the vehicle, as will be manifest from Fig. 9, and the bifurcation
at 17 permits of the passage, in the space between the king bolts, of the upright
steering head, to be described, and of the means for controlling the propulsion
mechanism of the vehicle. .
The front axle is shown as a dropped-down bar or tube e having rigidly secured
to its central, high point an upturned yoke c¹ in the arms of which is mounted
the king bolt a, said arms embracing the bearing a¹³, as clearly shown in Fig. 1.
The bar has at its outer ends rigidly attached vertical, out-turned yokes ²,
Fig. 3, connected by a truss rod 3, and vertical strut, said strut connecting
the yoke and truss rod, the whole forming a truss frame, on which the front
wheels C, C, are supported, the frame having great strength and rigidity, com-
bined with lightness.
A V-brace is mounted at its apex to rock on the front reach 16 adjacent the
ebearing 10, the outer ends of the said brace being depressed and rigidly con-
nected at their ends to the truss frame at or near the vertical yokes ².
The wheels C, C, are rotatably mounted on short horizontal, outwardly extended
spindles c, adapted to rock on vertical pivots in the yokes c2, each of said
spindles having rigidly secured thereto at its fulcrum an inwardly inclined lever
arm as in Fig. 9, said lever arms being pivotally connected at their outer ends
by a rod c
By mounting the front wheels, as described, they are swung as a whole on their
vertical fulcra c² and by the construction set forth, the steering of the vehicle
is greatly facilitated, and the power required for turning the wheels is greatly
reduced.
The lever arms are set at like angles to the normal running plane of the front

page_text: wheels, and by the rod will be moved in unison, but from the construction
described the wheel at the side towards which the vehicle is to be turned will
be deflected more than the opposite wheel, so that both may describe arcs of
different circles, and there will be not sidewise scraping of the wheels in turning
corners.
This is of importance with any form of wheel, as it prevents the side strain
thereupon, but it is particularly advantageous in vehicles whereon are used pneu-
matic-tire wheels, for side scraping would rapidly wear out the material of the
tires.
By the described arrangement, the steering is made easier, for instead of
moving the entire axle, only the wheels and their journal spindles are swung.
The V-brace for the front axle truss acts to firmly hold the latter against
fore and aft strains, as when running over an obstruction, and yet by co-opera-
tion with the front reach and auxiliary king-bolt in no way limits the rock-
ing of the truss on the king-bolts.
A collar having. a bore considerably larger than the diameter of the strut c
surrounds the latter and is partly supported and guided by a nearly horizontal
link horizontally pivotted at d³ to one of the yokes ², the horizontal and verti-
cal pivots 7 and 8, by which the other end of the link is connected to the
collar, provide not only for a tipping movement of the collar, but also a rotative
movement in a substantially horizontal plane.
A second link is jointed at d, see Fig. 9 with the connecting rod between
the wheel controlling lever arms, the other end of the link being pivotted at d
to a block fulcrumed on a pin between the upper and lower members 9
and 10, see Figs. 7 and 9, of an arm rigidly secured to the collar d and extended
inwardly towards the rear of the vehicle.
.
c',
From the foregoing description, it will be obvious that the truss frame c,
see Fig. 3, can rock, with its braces about the main and auxiliary king
bolts a, as see Fig. 1, and relatively to the frame, providing for inequalities of
the road bed without racking the frame and without preventing the suitable
support of the vehicle on four wheels, even if one of the wheels should be elevated
or depressed relative to the normal road surface, this provision being important
as the running of the vehicle is made much smoother and the wear and tear of
parts greatly reduced thereby.
A steering head or post h, see Fig. 7, shown preferably tubular and bent at its
upper end to form an overhanging arm is rigidly secured at its lower end to
the arm 9, 10, between the collar d and the block, said steering head passing
up in the space between the king-bolts and through a hole in the bottom of
the front end of the carriage body F, see Fig. 8, the hole being larger in diameter
than the steering head, and elongated laterally to permit free play of the latter,
especially sideways.
Suitable steps are provided for the convenience of persons in getting into or
out of the carrier or body, and inasmuch as the latter will be tipped at such time,
the steering head will tip in a vertical plane, the head having at its fulcrumi
the pivot, between the sleeve or collar and the supporting link d, Fig. 3,
but, even with a heavy person the upper end of the steering head will be swung
only a few inches.
The steering head is supported on the dash board F by a bearing, shown
separately in section and enlarged in Fig. 7ª to permit relative movement, lateral
rocking of the head in the bearing, and to prevent longitudinal movement of the
head therein, it being remembered that the collar d and arm 9-10, to which the
lower end of the head is rigidly secured are free to move up and down on the
strut as the body F rises and falls.
The loose collar d with its flexible connections affords a sufficient pivoted
fulcrum for the arm 9, 10, as herein before described, and permits the free, motion
of the steering head and attached arm as the body of the vehicle moves on its
springs.

page_text: It also serves as a movable guide for the steering head h and its connections
at its lower end, for this collar, embracing but not ordinarily touching the strut c
moves up and down as the body of the vehicle rises or falls on its springs without
binding or requiring the use of any lubricant.
The arm 9, 10 and the collar d are, it will be observed, connected to the lower
part of the vehicle by universal joints which admit of free motion in the con-
nected parts.
In Fio. 7 the bearing is shown as a sleeve e the bore of which is larger at top
and bottom than at the centre, in vertical section presenting a curved line e¹
convex towards the steering head, which is extended therethrough.
The head may thus be rotated, or rocked in a vertical plane in this bearing,
no matter what the angular position of the overhanging arm A, but the longi-
tudinal movement of the head is prevented by collars,, fast thereon above
and below the bearing respectively, and concaved at their inner faces at 12, to
ride over the spherical top and bottom e, e of the bearing.
Such construction prevents longitudinal and permits rocking movement of the
head the common centre of the spherical top and bottom of the hearing and of the
concave faces of the collars h2, h3, being indicated at *Fig. 7".
Obviously, were the head secured to steering arm 9, 10 concentric with its
fulcrum, a rotative movement of the former would swing the latter and through
the link and rod c, turn the steering wheels, but this is not feasible herein
owing to the fact that the front axle truss frame, and the strut et passing loosely
through the collar d at the fulcrum of the steering arm, occupy the place that
the steering head would occupy were it thus connected with said fulcrum. By
rigidly attaching the head to the arm near the latters fulcrum. it is found in
practice that the rotation of the head will still swing the arm relative to its
fulcrum; said arm will be tipped or twisted slightly, but the bearing e, the
elongated hole f* in the body F and the loose collar d, as well as the joints 7, S
and permit this motion.
In actual practice, however, I have found that the twist of the arm is so slight
that the rocking of the steering head is hardly perceptible, for the distance
between the arm 9, 10 and bearing e is about four feet, while the distance from
the fulcrum, at the collar d to the place where the lower end of the head is
attached to the arm 9, 10, is about two and one half inches, and consequently the
overhanging arm of the steering head may be described as swinging practically
in a single path from right to left to steer the vehicle.
Referring to Figs. 1, 2, 3 and 7, the throttle is operated by or through a rock
shaft n mounted on the motor and having an arm n¹ connected by a rod n² with
an arm n³ on a second rock-shaft n suitably mounted below the floor f of the
vehicle body.
At its forward end, which is carried close to the steering head h, the rock.
shaft n has a second arm n³, in turn pivotally connected by a link n with the
arm of a third rock shaft n³, the link passing through a hole in the floor as
shown in Fig. 7.
°
Clips h, see Fig. 5, secured to the arm h¹ provide bearings for the rock-
shaft n8 which is shown as tubular and held from longitudinal movement in the
bearings, by collars y, y, so that the rock shaft will move with the steering head
as a whole.
As best shown in Figs. 5 and 6 a slide rod enters and is keyed, as at 15,
to the hollow rock-shaft ns, to rotate therewith but having independent longi-
tudinal movement the outer end of the rod n having fast upon it a finger 10
extended through a slot ho in a tubular extension of the steering arm ¹, said
extension being upturned at its outer end at h to form part of a grip or hand-
hold, the latter constituting a hand controller for the vehicle.
•
The other part of the controller is relatively moveable to the part- and it is
formed as a lever s pivotted at hº on the extension, its foot 10 projecting there-
into and embracing the finger 10 so that when the operator contracts or squeezes

page_text: his hand moving the member 8 against a spring 10 relatively to the part 47, the
throttle through the intervening connections will be opened more or less.
An elbow lever o fulcrumed on the body Fat o', is extended into the slotted*
part 2 of the steering head, Fig. 7 the other arm of the lever being connected
by links o², o and lever with a second elbow lever o, and drawings in the
other application, Fig. 2, which controls the direction of rotation of the main
shaft of the motor M substantially as in my patent referred to.
Within the head h a rod of connects the elbow lever o with a chain or flexible
connection, see Fig. 7, between the rod and the extension 4, the latter being
held from rotation by a key 60, Fig. 6.
Obviously by moving the extension longitudinally in the overhanging arm ',
by a bodily movement of the controller, the direction of movement of the motor,
and consequently of the vehicle may be reversed, without the operator for an
instant losing control of the steering or speed of the vehicle.
So far as I am aware it is broadly new, in a motor vehicle, provided with a
steering head having a rotative movement to steer, to control the propelling and
reversing mechanisms of the vehicle by a multi-part, hand controller mounted
on and to rotate the steering head, the members of the controller being moveable
relatively to each other, so that control of said mechanisms is effected by bodily
movement of the controller and by relative movement of its members.
A.spring catch. 15 is shown in Fig. 5 on the arm having one end adapted
to enter a sockets in the extension 46, to lock and prevent accidental movement of
the latter, when the vehicle is not in use.
The employment of a steam motor necessitates provision for protecting the
occupants from the heat, and this I affect by two-fold means.
As shown the central portion F1 of the body is raised to sustain the seat F2,
the space beneath accommodating the engine and boiler, and between the bottom
of the seat and the boiler I interpose an air circulating passage open at its
upper rear end at gl and extending below the floor f in a flaring mouth across
the body.
The air continually rushes into the mouth when the vehicle is running passing
up in front of the engine, over it and the boiler, and out at the exit g', so that
a current or broad stream of fresh air is between the occupants of the vehicle
and the motive power.
In addition to the air jacket a water jacket & surrounds the upper part of
and extends above the boiler M' said water jacket being connected by a pipe
Fig. 1, with the main water tank K, the shape of the latter in plan being best
shown in Fig. 8, branching at the front end to partially embrace the boiler.
.The tank occupies the greater part of the boot of the body and water is fed
to the boiler through pipe from the jacket & by means of a pump 3, driven
by the engine and having a suction from the jacket, the feed water being thus
warmed in the jacket before reaching the boiler said feed pipe running up over
the jacket and down the other side to the lower end of the boiler, and by the
arrangement shown the available spaces in the vehicle body is utilized for trans-
porting a large water supply.
The motor herein shown is run by liquid fuel, such as naptha, kerosene, etc.,
and referring to Figs. I and 8 I have shown the fuel tank, as a cylinder P
supported in seats within the water tank, lying transversely thereof and more
or less completely submerged by the water according to the quantity of water in
the water tank.
An inlet see Fig. 1, closed in any suitable manner, is accessible from the
top of the water tank K. by which inlet the tank is filled while a pipe leads
from, the latter through the water, and out of the water tank to a fuel feed-
regulator P of any suitable construction whereby the supply of fuel to the furnace
is controlled both automatically and at will by the operator.
Owing to the somewhat inflammable nature of liquid fuel it will be seen that
the supply thereof is as far removed as possible from the furnace; it is more or

page_text: less surrounded by water and the great body of water is interposed between fuel
tank and the boiler, so that any possible danger is reduced to a minimum.
The liquid fuel tank may be subjected to pressure from within. In order to
best sustain this pressure this tank is made preferably cylindrical in shape. By
inserting this cylinder in the water-tank, which, as shown, occupies practically
the whole of the boot, valuable water space is thereby gained to an extent that
would be impossible were the fuel tank not placed within the water tank.
In order that the boiler may be filled by hand, after, blowing off, or when start-
ing up the apparatus, I provide a pump P³, see dotted lines, Fig. 8, beneath the
Hoor of the body, with a hand pump plunger p³, at the front, a suction pipe 2*
connecting with the tank K, while the delivery-pipe leads to the boiler, either
directly or into pipe & Fig. 1, the connection therewith in Fig. 1 being omitted
to avoid confusion.
A nozzle p provided with a valve is inserted in the suction p', and by attach-
ing a hose to the nozzle, opening valve and closing valve, water may be
pumped from a trough, brook, or other source, into the main tank K,
When the force pump is working the valve ps is shut and a valve
off the tank from the pump 23 when desired.
shuts
I have found in practice that it is difficult with the downturned flue T', to
effect a draft and get up steam rapidly from cold water when the fire is first
lighted, and to remedy this I provide the hood or cap M of the boiler with a
short flue Fig. 2, passing up through the water jacket and air passage, and
accessible through a door 70 below the seat Fe.
Normally the Hue is closed by a removeable plug or damper & long enough
to close the flue at its inner end, but when firing up the seat cushion is removed,
the door opened and the plug taken out.
Preferably a telescopic extension ", see dotted lines in Fig. 2, is affixed to the
fluc, which may be thus lengthened at will to produce a draft, and after the
steam is raised the extension is dropped, the plug inserted, and cushion replaced,
the downtruned flue with the aid of a steam jet then providing ample draft.
My invention is not restricted to the precise construction and arrangement of
the various parts herein described and shown, as the same may be modified or
rearranged in various particulars without departing from the spirit and scope
of my invention.
For instance whereas in the present example of the invention 1 have shown and
described. the means for permitting relative movement between the motor and
the body or carrier which is its support, as being constituted by certain slots f
in the motor support and the bolts * loosely fitted into said slots, said bolts pre-
venting the engine being jumped, or lifted from its support, but fitting loosely
into the slots in a manner to move freely, fore and aft to such an extent as might
be necessary, during the up and down movement of the springs, above referred
to, and when it becomes necessary to adjust the length of the distance rod to take
up any slack or wear on the chain, such provision for attainment of the said
relative movement may alternatively be accomplished other equivalent ways other
than by means of these studs, as for instance the main portion of the motor may
be fixed securely to the body so that it would have no fore and aft movement
thereon and the engine crank shaft may be so supported that it can move fore
and aft relatively to its supports thus preserving a constant distance between the
driven axle and the engine crank shaft.
Or, instead of having the motor move in slots it might be supported at the top
on trunnions and the motor crank shaft might be moved in the small are of a
circle around such trunnions.
Or the motor may be held at some suitable central point in a manner to be
flexed, that is to say, when the motor crank shaft is moved forward for instance,
the upper portion of the motor would move slightly aft and the reverse.
Again it is of course an important feature of this invention to make the said
distance rod not only adjustable as to its length to take up the wear in the

page_text: chain, but also to have it universally supported so that when the body tips or
tilts, on its springs, the distance rod may permit it to do so without injury
from tortional strain, and whilst I have herein shown this as capable of accom-
plishment at the engine end of the distance rod by a ball and socket and at the
rear axle by bearings on the axle and a lateral swing joint near the place where
the distance rod is bifurcated to straddle the driver sprocket wheel, the same
adjustment may be attained by other and equivalent variations in arrangement
of mechanism.
I would remark that whilst I am aware that others have proposed the use of,
or have used distance rods in motor vehicles to maintain a fixed distance between
sprocket wheels, I believe the present invention to be the first in which the use
of such a distance rod, or rods, has been disclosed for the purpose already
described of preserving a predetermined distance between the driven rear axle
and the yieldingly supported engine crank shaft, or a portion of the engine closely
adjacent to the engine crank, and in order to successfully accomplish this my
correspondent has in the present invention provided means for permitting relative
movement between the motor and the body, or carried which affords it support.
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 a road vehicle, propelling mechanism speed controlling means therefor, a
steering head having a rotating movement to steer the vehicle, and a compressible
hand controller mounted on the steering head connected with a speed controlling
means, to regulate the latter by variation of hand pressure on said hand controller,
substantially as described.
2. In a road vehicle, propelling mechanism, speed controlling means therefor,
a steering head having an overhanging arm adapted to travel in a lateral path
to steer the vehicle, and a compressible hand controller on said arm, having a
connection with the speed controlling means, whereby variation in hand pressure
on the hand-controller will regulate the speed, substantially as described.
3. In a road vehicle, propelling mechanism, speed controlling means therefor,
a steering head having an overhanging arm adapted to be swung in a lateral path
to steer the vehicle, a hand-controller on said arm having a movable member, and
a shaft supported on the arm and rocked by movement of said member, the latter
having a connection with and to actuate the speed controlling means by variation
of hand pressure by the operator, substantially as described.
4. In a road vehicle, propelling mechanism, reversing and speed controlling
means therefor, and a steering head having an extension arm movable in a lateral
path and provided with a compressible hand-controller, combined with connec-
tions between said arm and hand controller and the propelling mechanism to
operate the latter by longitudinal movement of the arm and compression of the
hand controller, substantially as describled.
5. In a road vehicle, propelling mechanism reversing means therefor, a steering
hand having an overhanging extensible arm movable laterally to steer the vehicle,
and a connection between the extension arm and said reversing means, to operate
the latter by longitudinal movement of the former, substantially as described.
6. In a road vehicle, steering mechanism. propelling mechanism, and speed
governing means therefor, and a compressible speed controlling member con-
nected with and to control both the said steering mechanism and speed controlling
means, substantially as described.
7. In a road vehicle, steering mechanism, propelling mechanism and speed
governing means therefor, and a compressible speed controlling member con-
nected and moving with the steering member, to control the speed of the vehicle,
substantially as described.
8. In a road vehicle, propelling mechanism. reversing mechanism. steering
mechanism and a single compressible hand controller connected with and to con-

page_text: trol said propelling reversing and steering mechanism, one of said mechanisms
being controlled by the compression of said controller, substantially as described.
9. In a road vehicle, propelling mechanism, reversing mechanism, steering
mechanism and a single longitudinally moving compressible hand controller con-
nected with and to control said propelling, reversing and steering mechanism, one
of said mechanisms being controlled by the longitudinal movement of said com-
pressible hand controller, substantially as described.
10. In a road vehicle, propelling mechanism, reversing means therefor, a stcer-
ing head having an overhanging extensible arm movable laterally to steer the
vehicle, a two-part telescopic rock-shaft mounted on said arm and a compressible
hand controller on the latter, connected with and to rock the shaft when desired
and a conuection between the extension arm and said reversing means, to operate
the latter by longitudinal movement of the former, combined with speed control-
ling means connected with and operated by partial rotation of said rock shaft,
due to variation of pressure on the hand controller, substantially as described.
11. In a road vehicle, propelling mechanism, reversing means therefor, a steer-
ing head having an overhanging extensible arm movable laterally to steer the
vehicle, a locking device to prevent accidental longitudinal movement of the
extensible part of the arm, and connections between the extensible part of the
arm and reversing means, to operate the latter by longitudinal movement of the
former, substantially as described.
12. In a motor vehicle, propelling mechanism, speed controlling means there-
for, steering mechanism, and a hand controller to govern the steering mechanism,
said controller including a relatively movable member operatively connected with
and to govern the speed controlling means by or through such relative`movement,
13. In a motor vehicle, propelling mechanism, reversing mechanism, steering
mechanism, and a hand controller connected with and to control said several
mechanisms, the controller including a relatively movable member, one of said
mechanisms being controlled by such relative movement of said member.
14. In a motor vehicle, variable speed propelling mechanism. reversing
mechanism, steering mechanism including a head having a rotating movement to
steer the vehicle, and a multi-part hand controller the members of which are
movable relatively to each other, mounted on and to rotate the steering head and
connected with the propelling and reversing mechanisms, control of said
mechanisms being effected by bodily movement of the controller and by relative
moyement of its members.
15. In a motor vehicle, variable speed propelling mechanism, sicering mech-
anism including a steering head having a rotating movement to steer the vehicle,
and a multi-part hand controller the parts of which are movable relatively to each
other, the controller being mounted on the steering head and by bodily movement
rotating the latter, a member of the controller being operatively connected with
the propelling mechanism to control the same by relative movement of said
member by the hand of the operator while the controller as a whole is also mani-
pulated by the hand.
16. In a road vehicle, a frame, a driven axle mounted in bearings thereon, com-
bined with a body yieldingly connected with said frame, a motor carried by said
body and adjustable fore and aft thereon to vary the distance between it and said
driven axle, and driving connections between said motor and axle for driving
the latter by the forper, substantially as described.
17. In a road vehicle.. a driven axle having attached wheels, a main frame
mounted on said axle, a body yieldingly connected with the main frame, a motor
with its weight supported solely on said body, a longitudinally adjustable dis-
tance rod, flexibly connecting said driven axle and motor, an endless, flexible
power transmitting connection between said motor and axle, to rotate the latter,
adjustment of the distance rod moving the motor and serving to take up and adjust
the flexible power transmitting connection, substantially as described.
18. In a road vehicle, a driven axle having attached. wheels a main frame

page_text: mounted thereon, a body yieldingly connected with the main frame, a motor
whose weight is supported on said body, a longitudinally rigid but otherwise
flexible, adjustable distance rod connecting sail driven axle and motor; and
having a universal joint between said driven axle and motor, an endless flexible,
power-transmitting connection between said motor and axle to rotate the latter.
adjustment of the distance rod moving the motor and serving to take up and
adjust the flexible connection, substantially as described.
19. In a road vehicle, a main frame having bearings, and a driven axle mounted
therein and having a sprocket wheel, combined with a body yieldingly connected
with the frame, a support on the body, a motor mounted on said support and
movable fore and aft thereon, a driving chain from the motor to the axle sprocket
wheel, and an adjustable distance rod connected at one end to the axle and at
the other end to the motor, adjustment of the distance rod moving the motor
on its support and adjusting the chain, substantially as described.
20. In a road vehicle, a main frame, bearings thereon, a driven axle mounted
in said bearings, a body, and springs connecting it with the main frame, and a
motor mounted on the body and movable fore and aft relatively thereto, combined
with a distance rod between the motor and driven axle to position the former, and
a universal joint between the motor and driven axle, whereby the body may move
freely on its supporting springs, substantially as described.
21. In a motor vehicle, one or more propelling wheels, a yieldingly sustained
motor drive shaft connected with and to rotate said wheel or wheels, and means
acting about a fixed fulcrum at or adjacent the axis of said wheel or wheels
to maintain a predetermined distance between said motor drive shaft and said
wheel or wheels.
22. In a motor vehicle, one or more propelling wheels, a yieldingly sustained
motor crank shaft connected with and to rotate said wheel or wheels, and means
acting about a fixed fulcrum at or adjacent the axis of said wheel or wheels to
maintain a predetermined distance between said motor crank shaft and said
wheel or wheels.
23. In a motor vehicle, one or more propelling wheels, a yieldingly sustained
motor connected with and to rotate said wheel or wheels, and means acting about
a fixed fulcrum at or adjacent the axis of said wheel or wheels to maintain a pre-
determined distance between said distance and said wheel or wheels.
24. In a motor vehicle, propelling wheels, a driven shaft connected with and to
rotate said wheels, a yieldingly sustained motor connected with and to rotate said
driven shaft, and means acting about a fixed fulcrum at or adjacent sæid driven
shaft to maintain a predetermined distance between said shafts.
25. In a motor vehicle, propelling wheels, a driven shaft connected with and
to rotate said wheels, a yieldingly sustained motor drive shaft connected with and
to rotate said driven shaft, and means acting about a fixed fulcrum at or adjacent
said driven shaft to maintain a predetermined distance between said shafts.
26. In a motor vehicle, running gear, the propelling wheels whereof are main-
tained thereby always in one position thereon, a motor yieldingly supported on
said running gear and operatively connected with said propelling wheels, and
means acting about a fixed fulcrum at or adjacent the axis of said propelling
wheels, to maintain a predetermined distance between said motor and wheels
while permitting the otherwise free yielding bodily movement of said motor with
relation to said wheels.
27.. In a motor vehicle, running gear, the propelling wheels whereof are main-
tained thereby always in one position thereon, a motor drive shaft yieldingly sup-
ported on said running gear and operatively connected with said propelling
wheels, and means acting about a fixed fulerum at or adjacent the axis of said
propelling wheels, to maintain a predetermined distance between said drive shaft
and wheels while permitting the otherwise free yielding bodily movement of said
drive shaft with relation to said wheels.
28. In a motor vehicle, fixedly positioned traction members, a driven member

page_text: connected therewith, a driving member movably supported relatively thereto and,
operatively connected therewith, and means to maintain a predetermined distance
between said members while permitting a universal curvilinear bodily movement
of said driving member relative to said driven member.
29. In a motor vehicle, a pair of propelling wheels, a non-yieldingly supported!
driven shaft operatively connected with said wheels, a yieldingly supported
carrier, a motor drive shaft supported on said carrier and operatively connected
with said driven shaft, and distance means between said shafts to maintained a
predetermined operative distance between them and to cause the bodily move-
ments of said drive shaft relative to said driven shaft to vary from its otherwise.
natural yielding bodily movements.
30. In a motor vehicle, a non-yieldingly supported driven shaft, a motor drive
shaft supported for bodily yielding movement with relation to the horizontal
plane of said driven shaft and for simultaneous longitudinal movement with rela-
tion to the vertical plane.of said driven shaft, operating connections between said
shafts, and positioning means to maintain said drive shaft always at a predeter-
mined distance from said driven shaft irrespective of the bodily yielding move-
ments of said drive shaft.
1. In a motor vehicle, a pair of propelling wheels, a non-yieldingly supported
driven shaft operatively connected with said wheels, a yieldingly supported
carrier, a motor drive shaft supported on said carrier, endless flexible power
transmitting means between said drive shaft and driven shaft, and distance means
acting to move said drive shaft bodily to maintain a predetermined distance,
between said shafts while permitting the otherwise free yielding bodily movement:
of said drive shaft relative to said driven shaft.
32. In a motor vehicle, a pair of propelling wheels, a driven shaft connected
with and to rotate said wheels, a yieldingly sustained motor crank shaft-capable
of an up and down and fore and aft movement relative to said driven shaft, power.
transmitting means between said shafts, and distance means to maintain a given
part of said crank shaft at a predetermined distance from said driven shaft in;
the direction of the power transmission while permitting the otherwise free bodily
movement of said crank shaft relative to said driven shaft.
33. In a motor vehicle containing a fixedly positioned driven member, a yield-
ingly sustained motor drive member, power transmitting means directly connect-
ing said members, and means to restrict the bodily movements of said drive
member to curvilinear paths about said driven member, while maintaining a
predetermined distance between said drive and driven members.
34. In a motor vehicle, one or more propelling wheels, a yieldingly sustained
motor drive shaft connected with and to rotate said wheel or wheels, and longitu-
dinally adjustable means acting about a fixed fulcrum at or adjacent the axis of
said wheel or wheels to maintain a predetermined distance between said" motor
drive shaft and said wheel or wheels.
35. In a motor vehicle, one or more propelling wheels, a yieldingly sustained.
motor connected with and to rotate said wheel or wheels, and longitudinally
adjustable means acting about a fixed fulcrum at or adjacent the axis of said
wheel or wheels to maintain a predetermined distance between said motor and said
wheel or wheels.
r
.
36. In a motor vehicle, propelling wheels, a driven shaft connected with, and
to rotate said wheels, a yieldingly sustained motor connected with and to rotate
said driven shaft, and longitudinally adjustable means acting about a fixed fulcrum
at or adjacent said driven shaft to maintain a predetermined distance between
said shafis.
37. In a motor vehicle, fixedly positioned traction members, a driven member
connected therewith, a driving member movably supported relatively thereto and
operatively connected therewith, and longitudinally adjustable means to main-
tain a predetermined distance between said members while permitting a universal

page_text: curvilinear bodily movement of said driving member relative to said driven
member.
38. In a motor vehicle, a fixedly positioned driven shaft, a yieldingly sustained
motor drive shaft, power transmitting means directly connecting, said shafts,
and means acting about a fixed fulcrum on or adjacent said driven shaft to
regulate the working distance between said shafts while permitting the otherwise
free yielding bodily movement of said drive shaft relative to said driven shaft.
39. In a motor vehicle, propelling wheels, a driven shaft connected with and
to rotate said wheels, a yieldingly sustained motor connected with and to rotate
said driven shaft, and universally supported means acting about a fixed fulcrum at
or adjacent said driven shaft to maintain a predetermined distance between said
shafts.
40. In a motor vehicle containing a fixedly positioned, driven member, a yield-
ingly sustained motor drive member, power transmiting means directly connect-
ing said members, and universally supported means to restrict the bodily movements
of said drive member to curvilinear paths about said driven member while main-
taining a predetermined distance said drive and driven members.
41. In a motor vehicle, running wheels including one or more fixedly positioned
propelling wheels, springs and a carrier thereon sustained on said running wheels,
à motor and its drive shaft mounted on said carrier and operatively connected
with said propelling wheel or wheels, a distance member acting about a fixed
fulcrum at or adjacent the axis of said propelling wheel or wheels to maintain
a predetermined distance between said drive shaft and said wheel, or wheels, and
means to prevent torsional strain of said distance member when said carrier tips
on said springs.
42. In a motor vehicle, running wheels uncluding one or more fixedly positioned
propelling wheels, springs and a carrier thereon sustained on said running wheels,
a motor and its drive shaft mounted on said carrier and operatively connected with
said propelling wheel or wheels, a distance member acting about a fixed fulcrum
at or adjacent the axis of said propelling wheel or wheels to maintain a pre-
determined distance between said drive shaft and said wheel or wheels and swivel-
ling means to prevent torsional strain of said distance member when said carrier
tips on said springs.
43. In a road vehicle provided with one or more propelling wheels, a driven
member operatively connected with one or more of said wheels, a motor crank
shaft yieldingly mounted on said vehicle and operatively connected with and to
rotate said driven member, and distance means universally connecting said shaft
and driven memler and maintaining substantially uniform separation thereof
while permitting the otherwise free yielding bodily movement of said shaft rela-
tive to said driven member.
44. In a road vehicle provided with one or more propelling wheels, a driven
member operatively connected with said wheel or wheels, a motor drive member,
means to communicate movement from said drive member to said driven member,
and a distance member operatively connected at one end with said driven member
and at its other end having a ball and socket connection with said drive member
to maintain the latter at a proper working distance from the driven member what-
ever be the other movements of the one relative to the other.
45. In a road vehicle provided with one or more propelling wheels, a driven
member connected with said wheel or wheels, a yieldingly sustained motor drive
member, means to communicate movement from said drive to said driven member
and a distance meniber connected at one end with said drive member and at the
other end with said driven member and having swivelling connections with said
members to maintain a predetermined working distance between them while per-
mitting the otherwise free yielding bodily movement of said drive member with
relation to said driven member.
46. In a road vehicle provided with one or more propelling wheels, a driven
member connected with said wheel or wheels, a yeildingly sustained motor drive

page_text: member, means to communicate movement from said drive member to said driven
member, and a distance member supported at one end on said drive member and
at the other end on said driven member and having a ball and socket joint and
also a lateral swing joint to maintain said-driving and driven member always at
a predetermined operative distance one from the other while permitting the other-
wise free yielding bodily movement of said driving member relative to said driven
member.
47. In a motor vehicle, one or more propelling wheels, a yieldingly sustained
motor connected with and to rotate said wheel or wheels, and longitudinally
adjustable and universally supported means acting about a fixed fulcrum at or
adjacent the axis of said wheel or wheels to maintain a predetermined distance
between said motor and said wheel or wheels.
48. In a motor vehicle, propelling wheels, a driven shaft connected with and to
rotate said wheels, a yieldingly sustained motor drive shaft connected with and
to rotate said driven shaft, and longitudinally adjustable universally supported.
means acting about a fixed fulcrum at or adjacent said driven shaft to maintain
a predetermined distance between said. shafts.
49: In a motor vehicle, running wheels including one or more propelling wheels,
a non-yieldingly supported driven member operatively connected with said pro-
pelling wheel or wheels, a carrier yieldingly sustained on said running wheels, a
motor. crank or other drive shaft on said carrier and operatively connected with
said driven member, an adjustable stay pivotally connected at or adjacent said
driven member and having a swivelling connection with said drive shaft to regu-
late the distance between said shaft and driven member and to keep them at a pre-
determined distance one from the other while permitting the otherwise free yield-
ing bodily movement of said shaft relative to said driven member.
50. A motor vehicle provided with propelling wheels, yieldingly sustained pro-
pulsion means, power transmitting connections between said propulsion means &
said wheels, and a distance member between said means and said wheels and
bifurcated to span said connections..
51. A motor vehicle provided with a driven shaft and propelling wheels, yield-
ingly sustained propulsion means, power transmitting connections between said
propulsion means and said shaft, and distance means between said propulsion
means and said shaft and universally connected with each, said distance means
being operatively connected at two points with said shaft.
52. In a motor vehicle, propelling wheels and a rotatable shaft connecting and
to rotate them. compensating mechanism mounted on said shaft, a driven member
mounted on said compensating mechanism and to rotate said shaft therethrough,
a prime driving member, power transmitting means between said driving and
driven members, and a distance member interposed between the axes of said
members and bifurcated to straddle said driven member and the compensating
mechanism.
53. In a motor vehicle, propelling wheels, and an actuating shaft therefor, a
driven member on and to rotate said shaft, a yieldingly sustained carrier, a motor
and its drive shaft mounted on said carrier and having a movement relative thereto
tending to vary the distance between the motor and said driven member, power
transmitting means between said drive shaft and said driven member and distance
means interposed between said drive shaft and driven member in the field of
action of said power transmission means, said distance means having a two-part-
connection with said drive shaft and driven member and serving to counteract
the movement of the motor relative to the driven member to thereby maintain a
predetermined operative distance between the drive shaft of the motor and the
driven member while permitting the otherwise free yielding bodily movement of
said motor and its drive shaft relative to the driven member.
54. In a motor vehicle, propelling wheels and an actuating shaft therefor, a
driven member on and to rotate said shaft, a yieldingly sustained carrier, a motor
and its drive shaft mounted on said carrier and having a movement relative

page_text: thereto tending to vary the distance between the motor and said driven member,
power transmitting means between said drive shaft and said driven member, and
a universally jointed longitudinally adjustable distance member having a lateral
swing joint, and a yoke straddling said driven member and supported on said
wheel shaft and connected to the drive shaft in a swivelled manner, said distance
member serving to maintain a predetermined working distance between said drive
and wheel shafts while permitting the otherwise free yielding bodily movement
of said drive shaft relative to said wheel shaft. in
55. In a road-vehicle provided with one or inore, driving wheels, a driven
member connected therewith and having a sprocket wheel,a motor 'provided
with a driving member, a sprocket chain connecting said driving member and
sprocket wheel to rotate the driven, member, a yoke loosely mounted on the latter
member and straddling the sprocket wheel, a distance member pivotally-connected
with said yoke to swing laterally relatively thereto, and a ball and socket- joint
connecting said rod and the motor and driving member, whereby the latter
member and motor are always maintained at a proper operative distance from the
driven member whatever be the other movements of the one relative to the other.
56. In a motor vehicle, one or more fixedly positioned propelling wheels, a
driven member connected with and to rotate said wheel or wheels,, a yieldingly
supported carrier, a motor on 'said carrier and movable relatively, thereto during
yielding movement of said carrier, and-distance means between said motor and
driven member connected with the former and fixedly positioned adjacent the
latter to maintain said motor and driven member at a predetermined distance one
from the other while permitting the otherwise free yielding bodily movement of
said motor relative to said driven member.
57. In a motor vehicle, running gear, a.yieldingly mounted carrier supported
thereby, a motor sustained by said carrier and movable relatively thereto to permit
a proper working distance between it and said running gear, and means to
serve such proper working distance between said motor and running. gear, what-
ever be the yielding movement of said carrier.
pre-
58. In a motor vehicle, running gear, a yieldingly mounted body thereon, a
prime driving member carried by the body, the said driving member and body
having provision for relative movement between them, and means to maintain a
predetermined operative distance between said prime driving member and the
running gear while permitting relative movement between said driving member
and carrier.
59. In a motor vehicle, one or more propelling wheels, a motor operatively con-
nected therewith, and, a yieldingly mounted support for said motor with relation
to which said motor is bodily movable.
60. A motor vehicle including a relatively movable body and motor supported
by the same spring or springs..
61. A road vehicle containing a yieldingly supported body and motor arranged
thereon with provision for inertia movement of one with relation to the other.
62. In a motor vehicle one or more propelling wheels, a carrier yieldingly
mounted thereupon, a motor on and movable relatively to the carrier, and opera-
tively connected with said wheel or wheels, and means to maintain a fixed distance
between the motor and the wheel or wheels while the body may move relative
to the motor and wheel or wheels.
63. In a motor vehicle, propelling wheels, a yieldingly sustained carrier, a
motor supported thereon and having a differential bodily movement from, that
of said carrier and operatively connected with said propelling wheels to rotate
the same, and distance means to maintain such operative connection between said
motor and wheels while permitting the otherwise free yielding bodily movement
of said motor relative to said wheels.
64. In a motor vehicle, one or more propelling wheels, a driven member opera-
tively connected with and to rotate said wheel or wheels, a yieldingly sustained
body, a motor and its prime driving member supported on said body radjustable

page_text: for and aft thereupon to vary the distance between it and the driven member and
operatively connected with said driven member, and longitudinally adjustable
distance means between said driving and said driven members to maintain said
members always at a proper operative distance one from the other, while per-
mitting the otherwise free yielding movement of said driving member relative to
said driven member.
65. In a motor vehicle, a frame, a pair of propelling wheels fixedly positioned
thereon, a motor drive shaft yieldingly sustained on said frame and operatively
connected with said propelling wheels, and means acting about a fixed fulcrum
at or adjacent the axis of said propelling wheels to maintain a predetermined dis-
tance between said motor drive shaft and said wheels while permitting the other-
wise free yielding bodily movement of said drive shaft relative to said wheels.
66. In a motor vehicle, propelling and steering wheels, a fixedly positioned
driven member connected with and to rotate said propelling wheel or wheels, a
carrier yieldingly supported on said propelling and steering wheels, steering
means supported on and movable with said carrier and operatively connected with
the steering wheels, propelling means supported on said carrier and operatively
connected with said driven member, both of said. means being conveniently
arranged as to their control in conjunction by the operator when on the carrier,
and means acting about a fixed fulcrum at or adjacent said driven member to
maintain a predetermined operative distance between said propelling means and
the driven member while permitting the otherwise free yielding bodily movement
of said motor relative to said driven member..
67. The construction and use in a motor carriage, or horseless vehicle of a
positioning means, or distance rod whereby the motor is kept at a predetermined
distance from a fixedly positioned driven axle notwithstanding the various yield-
ing movements of the motor which is carried by the spring supported body, or
carrier. substantially as set forth and shown by the drawings.
68. The construction and use in a motor carriage, or horseless vehicle of a
positioning means or distance rod (as 610) for preserving a predetermined distance
between the drive, or engine sprocket wheel (as m) affixed on the engine crank shaft
and forming part of the motor, and the fixedly positioned rear axle, so that when
the body of the carriage and the motor therewith, settles on the springs, the
engine crank shaft is prevented from approaching nearer the fixedly positioned
rear axle (as b) and thereby loosening and slackening the chain, or power or con-
veying driving means (as M6) as well as counteracting the tendency of the
chain (as M) to at all times and especially in going up hill, to draw the engine
crank shaft nearer to the rear axle (as b) and so loosening said chain as to render
the device inoperative, substantially as and for the purpose set forth and shown
by the drawings.
69. The construction and use in motor or horseless vehicles, of means for steer-
ing said vehicles in combination with devices as set forth for keeping the motors
in their predetermined positions relatively to the fixedly positioned driven axles
thereof notwithstanding various yielding movements of said motors in unison with
their spring supported bodies. or carriers, substantially as and for the purposes
described and illustrated by the drawings.
Dated the oth JST 1000
WM. BROOKES & SON.
55 & 56, Chancery Lane, London, Agents for the Applicant.