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

page_text: Date of Application, 17th June, 1899-Accepted, 16th June, 1900
COMPLETE SPECIFICATION.
Improvements in and relating to Automobile or Motor Vehicles.
A ccmmunication from GEORGE BAXTER UPHAM, of No. 74, Chestnut Street,
Boston, County of Suffolk, State of Massachusetts, United States of America,
Attorney at Law.
I, ALFRED GEORGE BROOKES, of 55 & 50, 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 automobile or motor vehicles and more particularly
to that type wherein the motive power employed is steam or other expansible
medium, although certain portions of the invention, to be herein after referred
to, are applicable to a vehicle propelled by any variety of mechanical motive
power.
My present invention has for one of its objects the utilization of a direct con-
nected motor and crank driving member with a wheel carrying shaft provided
with compensating mechanism of usual construction the power being trans-
mitted from the crank to the wheel shaft preferably by a sprocket chain.
I am thereby enabled to combine the advantages of the direct connection mode
of driving with a simple form of compensating mechanism, and I can also readily
and effectively employ speed or power changing means between the crank driving
member and the wheel shaft.
Various novel features of my invention will be hereinafter described and par-
ticularly pointed out in the following claims.
Figure 1 in side elevation and partly broken out in non-essential features,
represents a motor vehicle embodying one form of my invention, a portion of the
vehicle body being shown in section.
Figure 2 is an enlarged plan view partly broken out to save space of the
vehicle frame, showing the crank and driving wheel shafts, their power trans-
mitting connection, and the connecting members between the crank-shaft and
actuating members of the motor, the latter being omitted.
Figure 3 is a sectional detail taken on the line a, Figure 2.
Figure 4 is an enlarged sectional view of the steering head of the vehicle, the
manually actuated controller and the connections between said controller and
the different mechanisms governed thereby.
Figure 5 is a transverse section thereof on the line Fig. 4 and
Figure 6 is a front elevation of the upper portion of the steering head and the
controller, a portion of the head being broken out to show the contained devices.
The frame of the vehicle is represented as comprising side bars or perches a,
front and rear cross bars a¹ a² respectively and an intermediate cross-bar a³ near
the rear end of the frame, and in order to secure strength, lightness and a certain
amount of resiliency or flexibility, the frame is preferably made of tubing con-
nected and held together by suitable joints.

page_text: Depending standards a', only one of which is shown in Fig. 1, are provided
with suitable bearings for the wheel carrying axle or shaft b, provided with any
suitable compensating mechanism to permit differential rotation of the wheels
when the vehicle is turning corners or running on a curved path, and a suitable
body B, Fig. 1, is shown herein as yieldingly supported by springs S, S¹, mounted
on the frame.
The front end of the frame is connected by a horizontal king bolt as with a
truss or other form of front axle C having at its ends yokes which support ver-
tical pivots of horizontal outwardly extended wheel spindles 4 for the steering
wheels C, inwardly inclined lever arms forming a part of the spindles and
being pivotally connected at their free ends with a connecting rod c.
The front wheels are thus swung bodily on their vertical fulcra and the steer-
ing of the vehicle is greatly facilitated thereby, it being understood that the
arms will be moved in unison in well known manner, but the wheel at the side
toward which the vehicle is to be turned will be deflected more than the opposite
wheel preventing sideways scraping of the wheels in turning corners.
The vehicle body frame has secured to its front end an upright standard h,
Figs. 1 and 4, provided at its upper end with a cap through which is hori-
zontally extended the shank 2 of a collar ³ free to rock on its shank, a nut h
retaining the shank in place on the cap,
A steering head or post H, represented as tubular and bent at its upper end to
form an overhanging rearwardly extended arm H¹, is rotatably extended through
the collar h³, flanges or rings h³, h, secured to the steering head above and below
the swivelled collar 3 respectively preventing longitudinal movement of the head
while permitting its rotative movement.
The steering head at its lower end is provided with a foot, pivotted at its
inner or rear end with the connected rod c6 and suitably supported at its outer
end substantially as shown and described in British Patent No. 10020, dated
May 2, 1898.
The rotative movement of the steering head serves to swing the wheel spindles
in one direction or the other to steer the vehicle.
This particular mechanism is not described in detail herein as it forms no part
of this invention.
The overhanging upper end of the steering head is provided with a suitable
nut which forms a bearing for a sliding tubular extension H2 rigidly con-
nected at its inner end with a sliding block h³, moveable longitudinally within
and supported by the overhanging arm H'.
The extension H2 is provided at its outer end with ears in which is mounted
the transverse or substantially horizontal pivot of a hand controller H³, the
controller being upturned, as shown in Figs. 1, 4 and 6, relatively to the exten-
sion H2 and shaped to be conveniently grasped by the hand of the operator, the
base of the controller being represented in Fig. 4 as having segmental teeth 12
to mesh with a bevelled pinion 13 fast on a tubular shaft h within the exten-
sion H2, a bearing 15 within the enlarged outer end of the extension supporting
the tubular shaft h4 adjacent the pinion.
Inside of the tubular shaft is extended a second shaft 16 mounted at its outer
end in a long bearing H preferably forming a part of the overhanging arm,
said shaft member having at the outer end of the bearing a crank and at
its inner end a ring or flange h¹s, thereby preventing any longitudinal movement
of the shaft 16, it however, being connected to rotate with the concentric hollow
shaft by a spline or feather as 19 Fig. 4.
The controller H³ is manually operated and is adapted to be grasped by the
hand of the operator and manipulated as will be described, to control the move-
ment of the vehicle.
A tipping movement of the controller on its fulcrum * in the direction of the
arrow 10, Fig. 4 effects rotation of the concentric shaft members 14h16, to
thereby rock the crank h, the latter being pivotally connected by a link 20

page_text: with a bell crank lever 21 mounted on a suitable bracket B2 depending from
the vehicle body.
This bell crank lever as shown in Fig. 1, operates and controls by the con-
nections, the throttle T of the motor, as herein represented, and thereby
the speed of the vehicle will be controlled by a tipping movement of the con-
troller H³, it being of course understood that the throttle is the controlling device
for a steam or other expansible medium motor, and my invention is not restricted
to the use of such motor as manifestly the control of the speed of the vehicle may
be effected by the tipping movement of the controller and suitable intermediate
connections with any type or character of motor.
By moving the controller H laterally, that is to say swinging it to the right
or left with its support H³, which is the longitudinally moveable extension of
the overhanging arm H¹, the steering head H will be rotated to thereby steer
the vehicle in one direction or the other, and the tipping movement of the con-
troller can be effected at any part of the lateral path of movement of the over-
hanging arm and the controller carried thereby.
It is desirable to provide convenient and effective means for quickly reversing
the direction of movement of a motor vehicle, and this reversal is effected in the
present instance of my invention by a bodily longitudinal movement of the band
actuated controller, as by moving the extension H2 longitudinally within or
relatively to the overhanging arm of the steering head.
When the extension is so moved it is supported and guided by the nut h² and
slide block h8.
Any suitable reversing mechanism indicated at R, Fig. 1 may be employed
and the reversing mechanism is connected by links r, r, and the bell crank
levers, with the extension H2 by means to be described.
The lower end of the steering head is embraced by a sliding collar ŕ having
horizontal segmental ears in parallelism and adapted to receive in them a
pin on the bell crank lever ³.
The head H is vertically slotted at H2 to receive therethrough a pin having
its ends secured to the sliding collar and connected with the lower end of a
link within the head, said link at its upper end having rigidly attached to it
a yoke 128.
The axle of a roll. 730 is mounted rotatably in the arms of the yoke, said
roll travelling within the steering head, and short links are pivotally mounted
at their lower ends on the axle 2, and at their upper ends to the axle of a
second roll, the axle being in turn connected by a pair of curved links
with the slide block by suitable pivots, only one of the links
shown in Fig. 4.
being
The rolls and simply act as anti-friction supports or guides for the
jointed connection between the extension H2 and the sliding collar r, and by an
inspection of Fig. 4 it will be seen that the longitudinal movement of said exten-
sion will raise or lower the sliding collar to thereby rock the bell crank and
operate the reversing mechanism R.
The hollow shaft moves longitudinally with the extension H2, but by the
spline or "feather 19 it can be moved longitudinally relatively to the shaft h¹
without correspondingly moving the latter.
When a steam or other expansible medium motor is used it is very desirable
to prevent any reversal of the motor unless the throttle be closed and for this
purpose I have provided the tubular shaft 4 with a lug or ear 3 extended
through a transverse segmental slot 37 in the extension H, and adapted when
the parts are in the position shown in Fig. 4, to enter and move longitudinally
in the slot or groove formed in the interior of the overhanging arm.
When the lug h³ is in the slot or groove rotative movement of the sleeve "
will be prevented so that during the operation of reversing the throttle or other
speed controlling device of the motor must be in such condition as to stop the
latter.

page_text: In Figure 4 the parts are shown in position to go ahead, and the throttle of
the motor is supposed to be shut so that tipping of the controller H³ in the direc-
tion of the arrow 10 will start the motor and hence the vehicle will be propelled
in a forward direction.
If it be desired to reverse the vehicle the controller must be brought back to
the position shown in Fig. 4, thus bringing the lug 70% opposite to the guide
slot in position to enter the latter and then a bodily longitudinal movement
to the right, viewing Fig. 4, will draw the extension H2 in the same direction
sufficiently to operate the reversing device, and when the lug has passed from
the right hand end of the groove the throttle can be again opened and the
vehicle will move backwards.
I have herein represented a steam. motor which may be substantially such as
shown in British Patent No. 6947, dated. March 22, 1898, comprising an upright
boiler M suitably mounted on the vehicle body B, the upright cylinder or cylin-
ders being contained in a casing M secured to the exterior of the boiler and com-
municating with the interior thereof, as in the Patent referred to.
Strong brackets or webs M² are secured to the boiler to form a support for a
transverse axis m on which are mounted two, as herein shown, actuators N, N',
shown as bell crank levers connected at their inner ends by short rods n, n¹, with
the piston rods of the cylinders, one of such rods, as 1', being shown in Fig. 1.
The bell cranks are preferably made double or bifurcated at their free ends
and form bearings for tapered lugs n³ see Fig. 2, oppositely extended from the
ball member of a ball and socket joint, the ball member being held in place
by suitable retaining nuts nt.
.
The boxes forming the socket member of the joint are made in two parts no, no,
and, as shown in Fig. 2, they are cupped out or properly shaped to receive the
ball while permitting some slight rotative movement of the ball relative to
the socket member.
The socket members n³, no, are held together by suitable bolts n which latter
also pass through the flattened head o' of the connecting rod o which transmits
the rocking movement of the actuating members N, N1, in the rotative movement
of the crank shaft to be described, the rocking actuators being set angularly
relatively to each other to correspond to the setting of the cranks of the crank
shaft, as shown best in Fig. 1.
the
The wheel shaft has intermediate bearings f see Figs. 1 and 2, preferably loca-
ted near and at opposite sides of the centre of the shaft, said bearings forming
a part of a hanger comprising preferably stout tubular members f* held in place
in socketed portions of the bearings below the shaft by bolts 18, and upwardly
and forwardly inclined to pass above the intermediate cross bar a³ of the frame,
upper ends of said tubular members being rigidly connected by a T-coupling F
to which they are braced or secured in other suitable manner, the said coupling
having a pivot bolt fi extended through it, and through the cross bar a³, the
latter being embraced and strengthened by a collar f2 below the coupling and
through which the pivot bolt extends, the latter being headed at one end and
secured in place by a suitable nut f³, at its other end, the collar also serving as
a bearing for the coupling F as shown in Fig. 3.
The members f practically form. the sides of the yoke connecting the crank
shaft and the wheel shaft b as will be described, to prevent any relative twisting
movement of said shafts so that the latter will always be maintained in parallelism.
Upon the side bars or distance members of the hanger are rigidly secured
by bolts 75 bearing blocks F which support below the said members, as herein
shown, a shaft provided at its ends with cranks 13, represented as set quar-
tering and jointed respectively to the connecting rods o extended from the rock-
ing members N, N¹, of the motor, the rocking movement of the actuators effecting
rotative movement of the crank shaft.
The cranks are provided with partly spherical crank pins f, one of which is
shown in dotted lines in Fig. 2, which enter socket members f³, f held together
.

page_text: by bolts 23, which also pass through and secure to the socket member the flat-
tened upset end o² of the connecting rod, and by referring to Fig. 2 it will be
seen that the said connecting rods are jointed or attached to the rocking actuators
of the motor and to the crank shafts of the crank shaft by universal joints.
The motor, it will be remembered, is yieldingly supported upon and relatively
to the frame of the vehicle, and the crank and wheel shafts are mounted in bear-
ings carried by the latter, and the joining of the connecting rods to the crank
shaft and actuating members of the motor, as described, permits the various
relative movements of the body and frame without bending, twisting or in any
manner straining the connecting rods o while the latter are longitudinally in-
flexible and act alternately as compression and tension members.
The crank and wheel shafts are connected or made to cooperate by any suitable
power transmitting and changing connection, herein shown as a sprocket chain V*
passing around suitable sprocket wheels V, V, mounted upon and rotateable
with the crank and wheel shafts respectively, the wheel V being mounted between
the bearings F, while the sprocket wheel V is mounted on the wheel shaft
between its intermediate bearings f.
Distance rods are. herein shown as screwed into the threaded bosses f8 on
the crank shaft bearings F, and extended through ears 33 of the bearings f,
and securely held in place in the cars by check nuts 35, 36, Fig. 1, the brace
rods being connected to the bearings above the wheel shaft and serving to
additionally brace, strengthen and stiffen the hanger.
When the chain becomes slack from wear, or from any other cause, it can
be tightened by means of the distance rods the check nuts 35 and 36 being
manipulated to increase the distance between the wheel carrying shaft and
the crank shaft, after the bolts 75 of the bearings F¹ have been loosened.
Such increase of distance between the shafts necessitates the adjustment of
the bearings F to a point nearer the forward, upper end of the hanger, and
they are clamped when adjusted by the bolts 75.
Obviously the change in the position of the crank shaft requires a change in
the position of the motor on its support as the distance between the motor and
crank shaft is maintained constant by the distance rods ³, to be described.
Accordingly the boiler M is represented as having laterally extended and
depending ears m0 Fig. 1, at each side to receive bolts m³ extended into the
vehicle body, said bolts passing through longitudinal slots m in the ears, so
that, when the bolts are loosened the motor can be adjusted longitudinally rela-
tive to the body or other support.
A slotted ear m is shown in Fig. 1 secured to the back of the boiler, to rest
upon a cross-bar B5 of the body, a retaining bolt m³ passing through the slot m
in the plate.
Should there be any flexure of the frame the hanger can turn slightly on its
pivot bolt fi but when so turning the crank and wheels shafts will still be main-
tained in parallelism and equi-distant from each other.
I have herein represented the sprocket wheel V1 as larger than the crank shaft
sprocket wheel indicating a reduction in speed, and it will be manifest that
by varying the relative diameters of the two sprocket wheels I can increase
driving power at the expense of speed or vice versa, and not only this, but I am not
restricted to one rotation of the wheel shaft for each rotation of the crank shaft,
the latter operating in unison of course with the motor.
In applying this propelling mechanism to heavy vehicles, such for instance, as
trucks, it is desirable to utilize all of the power possible at the expense of some
speed, and the construction herein shown is well adapted for such use.
By bringing the crank and wheel shafts nearer together the length of the
transmitting sprocket chain is greatly shortened and its cost thus reduced, and I
am also enabled to conveniently encase or cover the chain in a suitable protective
covering to prevent the access of dust and dirt thereto.
It is desirable to preserve a fixed and uniform distance between the fulcrą

page_text: and the actuating members N, N¹, of the motor, and the crank shaft; and for
this purpose distance rods Mare shown as connected at their forward ends by a
ball and socket joint M6 with a cross bar M' secured at its ends to hangers M³
rigidly secured to and depending from the webs M2, one of the ball and socket
connections being shown in section in Fig. 2, and not needing detailed descrip-
tion as the same is similar to the ball and socket connection between the connect-
ing rods and the parts to which they are jointed.
The rear end of each distance rod M³ is connected by an upright pivot m³, see
dotted lines Fig. 1 with a yoke m connected by a transverse pivot m8 with
each crank shaft bearing block F1, the pivots ms providing for up and down move-
ment of the motor relative to the frame of the vehicle, while sidewise movement
of the motor is provided for by the upright pivots me the latter being substantially
at right angles to the pivot members m³.
I have not shown in detail herein any compensating mechanism for the wheel
shaft, as such mechanism may be of any suitable construction, and the sprocket
wheel will form the driving member of such mechanism.
I have herein shown and described one practical embodiment of my invention
without attempting to illustrate the various changes and alterations which
may be made therein without departing from the spirit and scope of my
invention.
Collars 42 may be secured to the wheel shaft at the outer sides of the bear-
ings to prevent longitudinal movement of the shaft relative thereto.
Among the advantages accruing from the use of a vertical acting motor, such
substantially as herein shown, one of the most important is the reduction or
neutralization of the vibrations which the operation of the motor tends to set
up, as the vibrations of the vertical and horizontal acting members to a very
considerable degree operate against each other.
Again the close proximity of the engine proper to the steam generator shortens
the necessary steam passages or connections, thereby reducing to a minimum
the condensation due to such connections, and by its elevated position the engine
is further removed from and better protected from the action of the dust of the
highway over which the vehicle travels.
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
1 claim is:
1. In a road vehicle, propulsion devices, steering, speed regulating, and
reversing mechanisms, a manually operated controller for the vehicle, controlling
means intermediate said controller and said mechanisms, the said controller
having a main swinging movement to steer the vehicle, and auxiliary tipping
and bodily longitudinal movements, whereby the speed regulating and reversing
mechanisms are governed as to their operation by the auxiliary movement of
the controller.
2. In a road vehicle, propulsion devices, steering, speed regulating, and re-
versing mechanisms, a common manually operated controller for the vehicle
operating connections between the controller and said mechanisms, said controller
having a lateral movement to steer the vehicle, and also having auxiliary inde
pendent tipping and bodily longitudinal movements in the path of lateral move-
ment, one of said auxiliary movements governing the speed regulating mechan-
ism, the other auxiliary movement governing the reversing movement.
3. In a road vehicle, propulsion devices, steering, speed regulating, and re-
versing mechanisms, a common manually operateil controller for the vehicle,
operating connections between the controller and said mechanisms, said controller
having a lateral movement to steer the vehicle, and also having auxiliary inde-
pendent tipping and bodily longitudinal movements in the path of lateral move-
ment, one of said auxiliary movements governing the speed regulating
mechanism, and the other auxiliary movement governing the reversing move-

page_text: ment, and means to prevent bodily movement of said controller when the speed
regulating mechanism is in operation.
4. A road vehicle having steering and propelling mechanisms, speed regu-
lating and reversing devices for. the latter, and controlling means for the vehicle
including a manually operated member moveable in a single path to steer the
vehicle said member being also capable of tipping and bodily longitudinal
movement in and at any part of said path to vary the speed of and to reverse
the direction of movement of the vehicle.
5. In a road vehicle, propelling mechanism and devices for regulating the
speed of and reversing the same, and steering mechanism for the vehicle, includ-
ing a steering head, combined with a manually actuated controlling member, a
support therefor rigidly mounted on the head and moveable laterally by and
with corresponding movement of said member to steer the vehicle, said con-
trolling member being constructed to tip relative to said support and to be
moved bodily longitudinally relative to the support, and connections between
the controlling member and the speed regulating and reversing devices, to operate
the said devices by the tipping and the bodily longitudinal movements of the
controlling member to thereby regulate the speed and reverse the direction of
movement of the vehicle.
6. In a road vehicle, propelling mechanism having speed regulating and
reversing devices, a steering head for the vehicle, having an overhanging arm
adapted to be swung laterally, a manually controlled tipping member mounted
to slide longitudinally on said arm, connections between said member and the
speed regulating device, to operate the latter by tipping of said member, and
connections between the latter and the reversing device, to be operated by
bodily longitudinal movement of said manually actuated member.
7. In a road vehicle, steering and propulsion mechanisms, regulating means
for the latter, a steering lever constructed and arranged to be swung to steer the
vehicle, a handle mounted on and to tip relatively to said steering lever, and
controlling connections intermediate the handle and propulsion regulating means,
to govern the latter by tipping movement of the handle.
8. In a motor vehicle, a motor constructed and arranged to be operatively
connected with the driving wheels, and a steering handle arranged to guide the
vehicle by its lateral movements and to control the speed of the motor by its
tipping movements.
9. In a motor vehicle, driving wheels, a motor, a crank driving member, a
longitudinally rigid, universally jointed actuating connecting member between
the motor and crank member, and power changing transmitting means between
the crank member, and the driving wheels..
1
10. In a motor vehicle, driving wheels, an axle connecting them, a crank
shaft, an endless flexible power transmitting connection between it and the
wheel shaft, a yieldingly supported motor for the vehicle and connecting rods
between the motor and crank shaft, to rotate the latter, said connecting rods
being united by 'universal joints to the crank shaft and the actuating members
of the motor.
11. In a motor vehicle, connected crank and wheel shafts, driving wheels
attached to the latter, a yieldingly supported body, a motor mounted thereon,
having rocking actuating members, connecting rods between said members and
the crank shaft to effect rotation of the latter, universal joints between said
rods and the parts to which they are attached, and longitudinally constant dis-
tance members jointed to and connecting the motor and the crank shaft bearings.
12. In a motor vehicle, driving wheels, a shaft connecting them, a crank shaft,
a sprocket wheel on each shaft and a sprocket chain connecting them, means
to maintain a fixed distance between said shafts, a yieldingly supported motor,
connecting rods between its actuating members and the crank shaft, to rotate
the latter, universal joints connecting the rods with the actuating members and
the crank shaft, and distance members between the motor and crank shaft.,

page_text: 13. In a motor vehicle, a shaft, driving wheels attached to it, a yieldingly
supported motor, a crank shaft between it and the wheel shaft, universally
jointed connecting rods intermediate the motor and crank shaft to rotate the
latter, and power changing transmitting means connective of the crank and wheel
shafts.
14. In a motor vehicle, a frame, a shaft mounted in bearings on the frame,
driving wheels attached to the shaft, a hanger connected with the frame and
having intermediate bearings for the wheel shaft, a crank shaft carried by the
hanger, power transmitting means connecting the shafts, a motor, and actuating
. connecting rods between the motor and crank shaft to rotate the latter.
15. In a motor vehicle, a frame having depending bearings at its rear end, a
driving wheel shaft mounted in said bearings, a bifurcated hanger pivotally con-
nected with the frame and having centre bearings for the wheel shaft, a crank
shaft mounted on the hanger, a sprocket chain and sprocket wheels transmitting
power from the crank to the wheel shaft, a yieldingly supported motor, and
connecting rods universally jointed to the actuating members of the motor and
to the crank shaft to rotate the latter.
16. In a motor vehicle, a frame, driving wheels and intermediate connected
gear, all supported by the frame, a bifurcated hanger attached at or near its
apex to the frame and supported at two other points at opposite sides of the
gear, a second gear mounted on the hanger, the gear axes being maintained in
parallelism by the hanger and power transmitting means between the gears.
17. In a motor vehicle, a frame, driving wheels and an intermediate connected
sprocket wheel, all supported by the frame, a bifurcated hanger attached at
or near its apex to the frame and supported at two other points at opposite sides
of the sprocket wheel, a second sprocket wheel adjustably, mounted on the hanger,
the latter maintaining the axes of said sprocket wheels in parallelism, a sprocket
chain connecting the sprocket wheels, and means to vary the distance between
the latter, to take up slack of the chain:
18. In a motor vehicle, driving wheels, a substantially vertical acting motor,
a crank shaft, means to convert the vertical action of the motor into substantially
horizontal reciprocating action to operate the crank shaft, and power changing
and transmitting means between said crank shaft and driving wheels.
19. In a motor vehicle, a frame with driving wheels and a crank shaft mounted
thereon, power transmitting connections between said shaft and wheels, a
yieldingly supported motor, connecting rods between the motor and crank shaft
to rotate the latter, universal joints connective of said rods and the. members to
which they are attached, and longitudinally rigid, universally jointed distance
members intermediate said motor and the crank shaft to maintain a fixed distance
there between while permitting free yielding movement of the motor.
20. In a motor vehicle, a frame having bearings, a shaft mounted therein and
driving wheels attached to the shaft, a cross bar on the frame, rigid hanger
members connected at their upper ends to each other and to the cross-bar and
having at their lower ends centre bearings for the wheel shaft, a crank
shaft, bearings therefor adjustably secured to the hanger members, a power
transmitting connection between the shafts, the latter being maintained in
parallelism by the hanger members, and adjustable distance rods between the
crank and wheel shaft bearings.
21. In a motor vehicle, motor mechanism comprising both vertical and hori-
zontal reciprocating driving members, with power changing means intermediate
the horizontal reciprocating members and the vehicle driving wheels.
D
..
101
1
1000
WM. BROOKES & SON,
55 & 56, Chancery Lane, London,
Agents for the Applicant.