Improvements in and relating to Motor Vehicles, or Self Propelling Road Carriages.
Year: 1898

page_text: Date of Application, 2nd May, 1898-Accepted, 31st Dec.; 1898
COMPLETE SPECIFICATION.
Improvements in and relating to Motor Vehicles, or Self Propelling
Road Carriages.
I, GEORGE ELIE WHITNEY, of 88, Falcon Street, East Boston, County of
Suffolk, State of Massachusetts, United States of America, Inventor, 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, of whatever nature, is carried by the vehicle itself, and the mechanism
hereinafter described is applicable to a vehicle propelled by any kind of
mechanical motive power, though, as will appear hereinafter, the invention is
especially useful when steam or other expansible medium is employed as the
motive power.
The engine and boiler herein shown as providing the motive power, is not
described in detail, as it forms the subject matter of the Specification left with
my Application for Letters Patent No. 6947 on the 22nd day of March, 1898,
and the various features relating particularly to the engine and boiler are therein
claimed, and accordingly only enough of such motive apparatus will be herein-
after described as may be necessary to clearly show the relation of the motor
devices to the vehicle and controlling means.
Fig. 1 in side elevation and partly broken out, represents a motor vehicle
embodying my invention, the nearer wheels being omitted to avoid confusion
and to more clearly show the general construction;
Fig. 1 is an enlarged detail view of the universal and extension joint inter-
mediate the motor shaft and the vehicle driving shaft;
Fig. 1 is a sectional view on the line a-, Fig. 1';
Fig. 1 is a plan detail of part of the reversing means;
Fig. 2 is a front elevation of the vehicle, the lower portions of the wheels
being broken out, and the motor omitted to avoid confusion;
Fig. 3 is a top or plain view of the vehicle frame showing more clearly the
support for the motor, said support, however, being secured to the body of the
vehicle, the connection between the motor and the driving shaft being also
shown;
Fig. 4 is a top or plan view, partially broken out, of the vehicle body, to
illustrate the location of the motor, steering head, and other devices.
Fig. 5 is an inner elevation of the dashboard, showing the steering head or
post, and the water level indicator for the supply tank;.
Fig. 6 is an enlarged horizontal sectional detail of one of the connections
between the steering head and the steering wheels.
Fig. 7 is an enlarged vertical section and partial elevation of one form of
controlling means for steering, regulating the speed and the forward and back-
ward movement of the vehicle.
Fig. 8 is a detail view showing the construction of the flexible member of said
controlling means and mode of attaching it to its actuating member;

page_text: Fig. 9 is a transverse sectional view of Fig. 8, on the line 8:
Fig. 10 is an enlarged vertical sectional view of the lower part of the steering
head, to be described;
Fig. 1 is a transverse sectional view thereof on the line 10 10 Fig. 10.
Fig. 12 is a like view on the line 10-10, Fig. 10.
Fig. 13 is a detached view in elevation of the threaded sleeve shown in section
in Fig. 10;
Fig. 14 is a vertical sectional detail view of another form of flexible member,
forming a part of the controlling means:
Fig. 15 is a vertical sectional view of a modified form of controlling means,
to be described.
Fig. 16 is an enlarged transverse sectional view thereof, on the line 5,
Fig. 15;
Fig. 17 is a similar view on the line yy Fig. 15.
Fig. 18 is a like view taken through the support for the steering head, on the
line 15 Fig. 15.
Fig. 19 is an enlarged plan view, partly in section, of the actuating connection
at the lower end of the steering head for the speed regulating device;
Fig. 20 is a sectional view of the said actuating connection on the line ¹¹,
Fig. 19;
Fig. 21 is an enlarged detail in section of the lower end of the steering
head to more clearly show the dust proof connections between the head and a
part of the steering mechanism proper;
Fig. 22 is an enlarged detail view of a portion of the mechanism shown in
Fig. 15, to be hereinafter referred to;
Fig. 23 is an enlarged rear elevation of the supporting frame for the rear or
driving wheels, one of the axle bearings, compensating device, and a portion of
the frame being shown in section.
Fig. 24 is a sectional view on a large scale, of a variable power device adapted
to form a part of the power-transmitting connection between the motor and
driving wheels, illustrated in Figs. 1 and 3, said speed changing device being
omitted therefrom for the sake of clearness, and,
Fig. 25 is an elevation of a portion of said device, to be described.
The frame of the vehicle is best shown in Fig. 3 and comprises side bars a,
front and rear cross bars a¹, a², respectively, and an intermediate cross-bar a³
near the forward end of the frame, the frame being preferably constructed of
tubing to secure combined lightness, strength and resiliency, the parts being
securely connected and held together by suitable joints.
The rear cross bar 2 is shown as extended beyond the couplings 3 by which
it is connected with the side bars, and at its extremities the cross bar is secured
to forgings at, see Fig. 23, which may be made hollow, if desired, the upper
ends of the forgings forming elongated spring seats for the rear springs of
the body, the uprights thus presenting very strong vehicle supporting members
and depending from the frame to form seats at their lower ends.
Sleeve like bearings having upturned ears 7 which embrace the seats, are
secured in place thereupon by the bolt-like ends of stay rods as, which pass
through said ears and the seats and are secured in place by suitable nuts a³,
the other ends of the stays being carried up and rigidly secured to the side bars
at a¹º
The driving axle is herein shown as compound, comprising a hollow shaft b
to which one of the rear driving wheels B is rigidly connected, the shaft extend-
ing through and being rotatable in the bearing a at the right hand, Fig. 23,
said shaft having an annular flange b¹ thereon to rest against the outer end of
the bearing.
The shaft extends entirely across the frame and terminates at a point within
the hub of the left hand driving wheel B*, Fig. 23, as herein constructed, passing

page_text: through the adjacent bearing a, but a sleeve 2 to which said wheel hub is rigidly
secured passes through the bearing, embracing the shaft b, said sleeve having
collars or flanges 63, 64, thereon to engage the ends of the bearing and receive
end thrust.
A rod 6 is extended through the shaft band at each end passes through a
flanged collar 6", the body of the collar entering the outer end of the wheel hub
while its flange rests against the outer end of the hub, the wheels being held
from separation by nuts bi on said rod, and in case the shaft or the sleeve b³
should break, they are still held from separating by said rod 65.
By reference to Fig. 23, it will be seen that the long engagement of the shaft b
and sleeve 2 provides a strong and rigid axle, one part of which is rotative
relatively to the other, to permit differential speed of the driving wheels B, B*,
when turning corners or moving on curves.
Bevel gears 6*62*, are rigidly attached to the shaft and sleeve respectively,
between the centre of the axle and one of the bearings 66, and meshing with a
series of four intermediate gears 68, four being preferably used, rotatably
mounted on a large gear carrier 13, a suitable cap or casing 60 protecting the
gears from dust, etcetera. Rotation of the carrier BI causes simultaneous
rotation of the shaft and sleeve 2, the intermediate gears 68 then locking the
two members of the compound axle together, but if one of the rear wheels travels
faster than its fellow, the said intermediate gears will rotate on their axes, per-
mitting such differential rotation of the wheels in well known manner.
Broadly speaking, this compensating mechanism is not broadly new, nor is
the two-part axle new, but so far as I am aware the introduction of the tie rod 65
into such a compound axle is novel.
The corner portion of the frame above the compensating mechanism is addi-
tionally braced by a diagonal bar a12, Fig. 3, having a hanger a jointed thereto
and jointed at its lower end to a bracket 132, the joints being shown in Fig. 1
as of ball and socket form.
The rear end of the bracket is shaped to provide a bearing 612 for the rear axle
adjacent the compensating mechanism, and the bracket is further provided with
bearings 6, 61, for a short shaft 615 having secured to it between said bearings a
bevel pinion 16, in mesh with a gear 617 on the adjacent side of the gear
carrier B₁..
As shown in Figs. 3 and 23, the opposite side of the ring is bevelled as at 618,
and travels over a preferably conical roll 61, rotatably mounted directly opposite
the said pinion on an eccentric shaft 620 held in a boss 621 of the bracket and a
clamp 622
When the roll wears, the eccentric shaft 620 can be partially turned to adjust
said roll, by first loosening the clamping screw 623.
It will be seen that the gear 617 and its actuating pinion 616 are maintained
accurately in mesh and without lateral separation by the rolling bearing 619, the
carrier B being also held in place thereby between the gears 62 and 2*, while
said roller bearing also takes up the side thrust of the gear carrier, and maintains
the proper pitch line of the pinion and meshing gear 617.
The pinion shaft 1 is connected with the actuating shaft of the motor, as
will be described, and in practice the gear 6 and pinion 616 and the adjacent
parts will be enclosed in a suitable protective casing, not shown.
A band brake wheel B³ is secured to the shaft b, as herein shown with which
co-operates a suitable friction band 6, operated by a rod 7 and connections at its
rear end, said rod extending at its front end up through the floor of the vehicle
body, and being there connected pivotally with a bell-crank lever 8 having a
foot-piece 9, in reach of the operator's foot.
Power mechanism for applying the brake will be described hereinafter in con-
nection with other parts which co-operate therewith.
Referring to Fig. 2 the front axle is shown as a dropped down or bent bar or

page_text: tube c, having rigidly secured to its central high point an upturned yoke c
through the arms of which the king-bolt a is passed.
The front bar a¹ has mounted thereon a spring seat as having a depending
bearing a¹ for the king-bolt, Figs. 1 and 2, and the cross-bar also has a
depending, central bearing a for a pivot pin or bolt 18, in parallelism with the
longitudinal central axis of the frame and in alignment with the king-bolt a¹.
Referring to Figs. 1, 2 and 3, the substantially V shaped front reach a is
supported at the apex by the pivot pin 18, and is preferably forked at its ends
to embrace the hubs c¹ of yokes ², secured to the end of the front axle c*,
bolts a connecting the ends of the reach and the yokes, the reach thus acting
to brace the axle against fore and aft strains, while permitting it to rock on
the king bolt.
The yokes are arranged vertically and out-turned, Fig. 2, to receive the
vertical pivots on which the horizontal, outwardly extended wheel spindles c¹
are adapted to rock the wheels C and C✶ being rotatably mounted on the
spindles, the upright hubs **of the spindles having secured thereto or forming a
part thereof inwardly inclined lever arms, Fig. 3, pivotally attached at their
free ends to a connecting rod co.
I have herein shown the pivots c3 extended below the yoke arms, to enter
eyes in a truss rod c, the rod and and axle c* forming a very rigid, strong and
comparatively light truss frame on which the front wheels are supported, suit-
able nuts retaining the truss rod e in place.
In order to attain greater freedom of movement of the parts, and a better
protection from dust, etcetera, I have made ball and socket connections between
the lever arms and the connecting rods c
For convenience the rod is made hollow, and the shanks c of socket
members c¹o, see Fig. 6, are secured in the ends of the hollow rods, while the
pivots 2, depending from the lever arms, are formed with the ball ends c¹³ to
enter the socket members, the construction of the socket members being best
shown in Figs. 1, 2, 3 and 6.
A convenient manner of securing the shanks of the socket members in the
tubular rods c is by split collars c¹ surrounding the rod at its ends, which latter
may be slotted, if desired, compression of the collars thereupon being effected
by bolts €15.
By mounting the front wheels, as described, they are swung bodily on their
vertical fulcra c, the steering of the vehicle being greatly facilitated, and the
power required for steering very much reduced.
The lever arms are set at right angles to the normal running plane of the
front wheels, and by the connection will be moved in unison, but 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 no sidewise scraping of the wheels in turning corners.
The steering is made easier, for instead of moving the entire axle, only the
wheels and their journal spindles are swung.
The body F. of the vehicle is hung at its front end on a transverse spring S
of suitable construction, secured to the spring seat as, a cross-bar Frigidly
attached to the top of the spring being secured by straps F2 to the front end of
the body.
At its back the body is supported on side springs S* and S2 by means of suit-
able straps F, F2, Fig. 2, the springs themselves being secured rigidly to the
seats a* on the depending members at of the rear axle drop frame.
The body is thus yieldingly connected with the main frame or with the springs
and connecting parts such as in an ordinary vehicle, with all the attendant
advantages of springiness and ease of motion in riding.
Any suitable form of step may be provided for the convenience of persons
getting into or out of the body, and inasmuch as the latter will be tipped at

page_text: such time I have provided a steering head with corresponding tips, the head
being connected, as will be described, with the steering wheels.
At the inner side of the dashboard F3 and rigidly secured to the vehicle body F,
I have shown an upright standard H, Figs. 1, 5 and 7, provided at its upper end
with a cap h, through which is extended horizontally the shank h² of a collar h³,
the latter being free to rock on its horizontal shank, a suitable nut, retaining
the collar in place on the cap. Through the collar ³ is rotatably extended a
steering head, or post H, shown clearly in Fig. 7, and made tubular and bent at
its upper end to form an overhanging rearwardly extending arm H. The
head His provided above the collar with an annular flange and below the
collar with a clamped ring " to prevent longitudinal movement of the steering
head in the collar while permitting its rotative movement.
The steering head passes down between the dash board and the front end of
the vehicle body, as best. shown in Fig. 1, and at its lower end is entered by the
stem of a Tshaped forging or foot, having a tubular and substantially hori-
zontal part, the shank being preferably shouldered at 1, Fig. 21, to abut
against the lower end of the steering head, and as shown by dotted lines in said
Fig. 21, the latter is longitudinally slotted at its lower end as at H*.
A split clamp sleeve K embraces the end of the steering head around the stem k
of the T-shaped member, and by tightening up the bolts 12, Fig. 2, of the
sleeve, the latter is firmly clamped upon the head and holds the T-member ar
foot rigidly secured thereto.
The tubular part * of said foot is set in the upright plane of the overhanging
arm H, and the forwardly extended end of said foot is shown in Fig. 21 as
somewhat longer than the rearwardly projecting end.
Plugs m and n are provided respectively at their outer ends with hollow
bosses m, n, and the plugs are inserted into the part of the foot from opposite
ends, the threaded reduced end m³ of the one plug being screwed into a corre-
spondingly threaded recess in the inner end of the plug n, to thereby form a
convenient and strong connection between the bosses m, n, and to at the same
time hold them secured in place at the outer ends of said tubular part k* of the
foot.
Bushings m², n², are inserted in the bosses and are slightly longer than the
latter, and through said bushings headed pivot pins m³ and ³ are extended in
parallelism with each other and ordinarily with the straight portion of the
steering head.
The pivot pin m³ passes through the arms of a yoke m on one end of a radius
bar m and between the arms of the yoke and the ends of the bushing m³ are
interposed dust caps m", shown as discs having inturned annular flanges, which
extend over and embrace the ends of the boss m¹.
When the retaining nut m on the head pivot pin m³ is tightened up, the yoke
arms are clamped upon the dust caps and the latter upon the ends of the bush-
ing me, so that the bushing pin, dust cap and yoke may rotate together in or
upon the boss.
I prefer to connect the yoke m³, and the radius bar m by a screw threaded
connection as at m³, Fig. 2 so that there may be a slight rotative movement
of the bar relatively to the yoke, when occasion arises, in the operation of the
vehicle.
The other end of the bar m is connected by a horizontal pivot m³, Fig. 2, to
one of the yokes on the front axle frame.
Referring again to Fig. 21 a headed pivot pin ³ is extended through the
arms of the yoko n and through the bushing 2, and dust caps n such as herein-
before described, are provided, the nut n clamping the dust caps, yoke arms and
pivot pin to the bushing.
The yoken, see Figs. 1, 3 and 6, is rigidly secured to a link n³, the opposite
end of the link being jointed to the connecting rod between the wheel con-
trolling lever arms c

page_text: Similar dust caps m and 69 are interposed between the ends of the foot and
the bosses m¹ and n¹.
The joint I prefer to use is best shown in Fig. 6, wherein one of the clamps c¹4
has erected upon it a sphere or ball c* to co-operate with a suitable socket ¹º,
having a shank n³, provided with a reduced threaded end 8 to enter a corre-
spondingly threaded recess in the end of the link or rod »³.
The link and the connecting rod c6 are thus connected by a universal joint,
and not only that, but by means of the connection between the socket shank nº
and the link, a slight rotative movement of the link is permissible, without any
tendency of distortion or binding of the parts.
From the foregoing description it will be obvious that a rotative movement
of the steering head in its supporting collar ³, will operate to move the con-
necting rod in one direction or the other.
When the head is so rotated by swinging the overhanging arm H¹ to the right
or left, the head as a whole also has a slight rocking movement on its horizontal
supporting fulcrum ², for it will be remembered that the bar m is connected at
its opposite ends to the front axle frame and to the T-shaped foot at the lower
end of the steering head, and the said head will swing about the pin m³ as a
fulcrum, the radius bar m holding the latter stationary.
The other pin 3 will move in a small are, but sufficiently to swing the steering
wheels in one direction or the other to properly guide the vehicle.
When the vehicle body is rocked and depressed upon its springs as by the
weight of a person getting in or out, of course the steering head will partake of
the motion of the vehicle body, and this motion is permitted and provided for
by the horizontal joint m and the ball and socket joint connecting the link n
and rod the links m³, n³, being substantially equal in length, and the yoke
ends thereof turning with the plugs m, n.
In practice I have found that the parts of the motor vehicle at the front and
lower portion thereof, are the most subjected to the action of dust and dirt, and
are consequently more liable to rapid wear unless the entrance of dust is pre-
vented, and I very effectually prevent its entrance by means of the dust
caps mo, no, m and heretofore described and by the general construction of
the parts described.
When a person gets into or out of the vehicle body and thereby tips the
latter such movement is provided for, so far as the steering head is concerned
by the horizontal fulcrum 2 of the latter, and by the pivotal connections of the
rods m, n, although even with a heavy person the upper end of the steering
head will be swung in such manner only a few inches.
If the steering head had no rocking movement whatever on its fulcrum ²,
the overhanging arm H would travel from right to left in steering the vehicle
in a plane nearly at right angles to the straight portion of the head but as the
head as a whole has a slight rocking motion on its horizontal fulcrum, the over-
hanging arm will travel in a path which is very slightly concaved, but it travels
in a single path.
Any suitable motor may be employed, either steam, electric or otherwise, but
whatever the character of the motor it is highly desirable that the operator may
absolutely control the same as to its speed and direction of movement, that is to
say to go ahead or to reverse, with the smallest number of parts to be handled,
and I have in this invention devised controlling means for the vehicle, by which
it is not only steered but governed as to its speed and its forward or backward
movement, said controlling means requiring for its operation only one of the
operator's hands.
The motor herein shown is a steam motor, comprising a boiler M, a hood or
jacket M, Fig. 1, surrounding the cylinders and valve chests of the engine,
which latter is mounted on the boiler, and while a steam motor is herein shown
for furnishing the propulsive power of the vehicle, it will be obvious that any

page_text: other suitable motor may be used without departing from the spirit and scope
of my invention.
Referring now to Fig. 1, the steam passes from the steam space of the boiler,
by pipe m to a throttle arranged within a shell or chest m³, and from the
throttle the steam passes to the valve chests by a pipe m².
The throttle valve itself, not shown, and which may be of any desirable con-
struction, has its stem t extended through the chest m² and jointed to an arm t
of a rock shaft t, having its bearings in one of the transverse motor supports M²,
to be hereinafter described, the said rock-shaft having also a downturned arm
connected, as is shown in Fig. 4, by a link t with an arm to on a long shaft
having at its inner end a bearing at t, Fig. 1, and at its outer end a pinion 18
fast thereon, the shaft passing through the divided supporting arm to, see Fig. 10,
depending from a collar (0, through which the steering head H passes loosely
retaining rings (12 being secured to the head above and below the collar 10 to
prevent vertical movement of the collar relatively to the steering head, the
pinion 8 being shown as fast on the shaft between the parts of the supporting
arm 9.
In as much as there is a slight swinging movement to the lower end of the
steering head, I prefer in order to avoid any twisting or cramping of the speed
controlling rock shaft to to have the bearing t swivel mounted.
The steering head opposite the pinion 8 is cut away at one side, as at 13,
and inside the head, preferably opposite said opening, as best shown in Fig. 10,
I have secured a plate 13, having inturned ends which are recessed at their
outer ends to partially embrace a shaft Hs extended part way through the
straight portion of the steering head H and concentric therewith.
The parts form upper and lower bearings for an exteriorly and coarsely
threaded sleeve h15, shown separately in Fig. 13, the shaft H8 passing through
the sleeve being longitudinally movable therein, but connected to said sleeve 15
to rotate it by means of a spline or key 25, Figs. 11 and 12, entering a suitable
longitudinal key-way or groove 26 in the shaft.
The threaded sleeve his passes through and engages the similarly threaded
opening of a substantially cylindrical block 17, which is elongated at one
side, as at 18, Fig. 12, to extend into and be guided by the opening
steering head.
in the
The part of the block extended through the opening in the head is shown
herein as provided with a recess to receive a lug h¹ on a two-part collar 120, 21,
which loosely surrounds the steering head, and on the part 2 of the collar are
formed a series of long curved rack teeth with which the teeth of the pinion 18
mesh.
Now if through rotation of the shaft H8 the threaded sleeve 15 is rotated in
one or the other direction, the block 16 will be raised or lowered, and thereby
the segmental rack teeth will be raised or lowered, to thereby rotate the
pinion 8 in one direction or the other.
Such rotative movement of the pinion more or less rotates the shaft to and.
through the connections described operates the throttle to open or close the same
or move it to some intermediate position.
The long rack teeth provide for continuous engagement with the pinion t
when the steering head is partially rotated, and the collar 20, 21, is made in
two parts for greater convenience and ease in assembling the various members
of the mechanism.
When the shaft H8 is moved longitudinally, the threaded sleeve h will not
be rotated and consequently the vertical position of the block 16 will not be
altered.
It will be obvious that the connection between the vertically reciprocable
collar and the handle He may be varied, and such connection may be exterior
to the steering head H instead of the construction herein shown.
For instance, the handle which is arranged to oscillate and rock, can be con-

page_text: nected with the propulsion controlling device by a connection comprising two
reciprocating sections connected in a swivelled manner, one of said sections being
connected with the propulsion controlling device and the other section being
connected by a link eccentrically with the handle, so that the rocking movement
of the latter to effect reciprocation of the sections and thereby operate the pro-
pulsion controlling device will not interfere with the oscillatory movements of
the handle, and vice versa.
Such form of swivel connection between the reciprocating sections, as suggested
in the foregoing, is of advantage when the connections between the handle and
propulsion controlling device are arranged exteriorly to the steering head,
instead of interiorly, as shown in the drawings.
The end of the overhanging arm H is provided with a bearing cap H³ for a
rotatable and longitudinally movable shaft or rod H provided with a suitable
hand hold or grip H the inner end of the member H having an enlargement 23
to snugly fit the interior of the overhanging arm, and to guide said member H6
in its rotative or longitudinal movement.
Between the member H6 and the upper end of the shaft H8, which latter is
also provided with an enlargement 24 to guide it in its movements, see Fig. 7,
I have interposed a flexible connection which will conform to the curvature of
the steering head, while it will transmit rotative or longitudinal movement of
the member H6 to the shaft H8.
In Fig. 7, the connection is shown as a flexible shaft H10 attached at its ends
to the slide rod He and the shaft H8, respectively, said flexible shaft being com-
posed of a series of spirals of various diameters, wound in opposite directions,
and as best shown in Figs. 8 and 9, four such spirals are shown, 16, 17, 18
and 19, the spirals 16 and 18 being wound in one direction, and the spirals 17
and 19 in the opposite direction, so that when the flexible shaft thus formed is
turned in one direction, alternate spirals will be tightened and the intermediate
ones expanded, and when turned in the opposite direction the previously ex-
panded spirals will be tightened and the previously tightened ones expanded.
A very strong, serviceable and flexible shaft or connection is thus provided,
and it conforms itself readily to the curvature of the steering head between the
upright portion thereof and the overhanging arm.
It will be obvious that the operator by grasping the handhold H can not only
swing the overhanging arm of the steering head to the right or left to steer the
vehicle, but he can at any point in the lateral path of movement of the arm
rotate the slidesrod H by a turn of his wrist, to thereby effect rotative move-
ment of the upright shaft H8, and through the connections herein before
described open or close the throttle, according to the direction of rotative move-
ment or adjust the throttle opening between opening and closing to thus govern
absolutely and instantly the speed of the motor and consequently that of the
vehicle at all times.
In the construction herein shown rotative movement of the slide rod to the
right will cut off the steam from the motor, while movement to the left
opens the throttle.
It is convenient to provide means for automatically applying the brake when
the steam is shut-off from the motor, and to effect this I have mounted a brake
controlling cylinder 65 on the vehicle body, Figs. 1 and 7, connecting the piston
thereof by a rod 6 with the foot actuated brake controlling lever 9.
The cylinder is provided with a suitable valve chest 647 connected by a pipe
with the steam space of the boiler and having an exhaust 619.
Referring to Fig. 4, the valve rod 650 is connected to one arm of a bell crank
lever 651, shown in dotted lines, the other arm of the lever being acted upon by a
spring 20 to normally retain the parts in the position shown in Fig. 4.
A link 652 is attached by a slot and pin connection to the spring controlled
arm of the lever 65, the other end of the link being jointed to a rocker arm b
fast on the rock shaft t

page_text: when the latter is rotated in the proper direction to shut off the steam from
the motor, the valve rod 650 will be moved to admit steam to the brake
cylinder to thereby set the brake, and when the rock shaft t is turned to
open the throttle, the steam valve to is moved to permit the escape of steam from
5 the brake cylinder, to thereby release the 'brake.
In Fig. 14 I have shown a modified form of flexible connection between the
slide-rod H and the shaft H8, said connection comprising a series of links 66
connected to each other by gimble joints at 67, to permit the rotative movement
of said connection and also the adaptation thereof to the curvature of the steering
head, the end links of the connection being attached respectively to the slide
rod H6 and shaft H8.
In order to effect complete control of the vehicle, it is also necessary that the
operator should be able to at all times reverse the direction of movement of the
vehicle, not only to avoid accident, but also to provide for backward movement
of the vehicle at times.
In my present invention I control such forward or backward movement of the
vehicle by longitudinal movement of the slide rod H, and it therefore follows
that the direction of movement of the vehicle is under the absolute control of
the operator's hand, and not only that but at any point in the path of movement
of the overhanging arm in the steering head, so that whether the vehicle is going
on a straight line or on a curve it may be started, stopped, or its direction of
movement reversed instantly and at the will of the operator.
The main crank shaft of the motor, Fig. 1, is connected to the valve
shaft M3, and by means of a suitable device, the direction of rotation of the
main and valve shafts will be reversed.
1
A bracket m40 is shown as mounted on the lower portion of the boiler, and
has fulcrumed thereon at ma bell crank lever m2, one arm of which is con-
nected with the reversing device for the motor, the other arm being connected
by a link m3 with a rocker arm m on a rock shaft m³, supported at one end
in a bearing m on the boiler, as shown in Fig. 1, the other end of the rock
shaft having its bearing in ears m, see Fig. 20, forming part of a collar m
loosely surrounding the steering head below the bottom of the vehicle body and
held in place thereon by retaining rings m, suitably secured to the head.
The ears m project laterally from the head as clearly shown in Fig. 2, and
between said ears is fixedly mounted on the rock shaft, as by a set screw m²,
Fig. 20, a rocker arm m³ having a laterally extended, segmental and bifurcated
end m2, Figs. 19 and 20, extended part way into the steering head through an
pening 89 made therein, to engage a ball like portion of a sleeve m³ rigidly
secured to the lower end of the shaft HS by a suitable set screw m55.
The collar m8 surrounding the steering head, is also cut away opposite the
pening 89 in the steering head, to permit free play of the rocker-arm m³.
Now when the slide rod He is drawn outwardly by the operator, the shaft H
ill be lifted, and through the joint between the sleeve m and the rocker
rm m the latter will be rocked to turn the shaft m in the direction of the
rrow 45, Fig. 20.
By reason of the extended bifurcated end of the rocker arm m³, the rounded
ortion of the sleeve m will at all times remain in engagement with the seg-
ental portion m2, no matter how much or how little the steering head may
e turned on its vertical axis in the steering of the vehicle.
The outward movement of the slide rod Ho, herein before referred to, will,
rough the intervening connections, reverse the direction of rotation of the
otor, the normal or "go-ahead" position of the slide-rod being shown in Figs. 1
d 7.
So far as I am aware it is broadly new to provide controlling means for a
hicle, whereby the latter is steered by a controlling member, movable in a
teral path, and to reverse the motor or control the speed of the vehicle at anv

page_text: point in the path of movement of the steering member by or through different
movements of the hand of the operator in said path.:
Referring to Figs: 3 and 4, the side bars f50 of the vehicle body have rigidly
attached thereto transverse braces fil, preferably made as tubes flattened at their
ends, as at f2, and bolted or otherwise suitably secured to the side bars, the
transverse braces being connected near one side of the vehicle by a brace bar f³.
Upon the cross bars fl and brace f53, I have mounted brackets f and f, the
horizontal foot of each bracket being secured to its supporting bar by suitable
screw bolts as 75, extended through holes in the brackets.
The upturned flanges 77, 78, of the several brackets are curved to embrace the
boiler shell to which they are rivetted in any suitable manner.
By: removing the bolts 75, the boiler and its attached motor can be removed
bodily from the vehicle body.
14
The motor is thus supported upon the vehicle body to move therewith, and it
is preserved from shock and jar by the body springs, and, as shown in Fig. 1,
the motor and boiler are located under the central raised portion of the vehicle
body, and the parts are so compactly arranged that the bottom of the boiler
extends but slightly below the vehicle frame under normal conditions.
In as much as the rear axle is considerably below the plane of the vehicle
frame, and inasmuch as I desire to connect the driving shaft of the motor as
directly as possible to the rear driving shaft of the vehicle without extending
any of the motor mechanism unduly below the vehicle frame, I have mounted
the motor on the boiler at an inclination to the vertical axis thereof, to thereby
bring the motor crank shaft M12 into such position that its longitudinal axis if
extended would intersect the longitudinal axis of the compound driving shaft.
This arrangement of the motor relatively to the boiler is clearly shown in Fig. 1.
In-as-much as the motor is mounted on the spring supported vehicle body to
move therewith, and the driving axle. is mounted upon and to move with the
vehicle frame, it is necessary to provide such a connection between the crank
shaft of the motor and the driving axle as will permit such relative movement of
the vehicle body and vehicle. frame without straining or distorting the parts.
.
In other words, the connection must possess a certain flexibility, not only
transversely, but in the direction of its length, while at the same time affording
a positive connection between the motor and the driving axle.
The connection, as herein shown, comprises a shaft o, forked at its rear end, as
at o¹, to receive a pivot pin o², on which is rotatably mounted a sleeve o³ having
lugs o at right angles to the pivot 2, and extended into the forked or bifurcated
end 6 of the pinion shaft b, herein before described.
The other end of the shaft o has secured thereto a cap.o having ears 6 through
which a pin 7 is extended, said pin having fulcrumed thereon like arms 08, which
carry at their extremities socket members o" to receive the ball like ends 10,
Fig. 1, of two arms o¹², pivoted on a double headed pin parallel to the pin o,
and supported.on.a forging the forging being. substantially yoke-shaped and
forming half of the bearing at each end of the pin 3, removable caps ol5 bolted.
to the forging retaining the pin in place.
The forging o14 is securely attached to the motor shaft M12.
From the foregoing description it will be obvious that the connection between
the motor shaft and driving axle can swing at one end, either about the
fulcrum or about. the fulcrum o at right angles thereto, and a second double
or gimble joint is formed at the other end of the shaft o.
+
By the construction of the latter joint described, the distance between the end
of the motor shaft and the pinion shaft 65 can be varied, as the pivotally mounted
arms and o¹ will permit increase or decrease of such distance without at all
effecting the positive connection between the shaft M12 and o.
While the vehicle body will tip when a person gets in or out, and while it will
have different movements on its springs, relatively to the vehicle frame, such

page_text: This cam slot is arranged reversely to the slot 6, so that when the rod wis
depressed, the pin will simply travel in the downcurved part of the groove $13,
and the brake mechanism will remain inoperative.
When the rod 7 is raised as far as it will go, by the wrist pin, further move-
ment of the latter to the left will be in the downcurved part of the slot, not
effecting any change in the position of the rod, but at such time the straight part
of the slot 3 will be acted upon by the pin, to thereby depress the links, and
operate to set the brake.
'
The curved portions of the two cam slots are concentric with the circular path
of the wrist pin.
.
In this invention I have shown the rotative movement of the sliding member
of the vehicle controlling means as adapted to govern the speed of the vehicle,
and the longitudinal movement of such member to govern the direction of move-
ment of the vehicle, either forward or back, either or both of said movements
being effected by the operator while the overhanging arm of the steering 'headl
is at any point of its single path of movement, but it will be obvious that the speed
may be controlled by longitudinal movement, and the reversing mechanism by
rotative movement of the sliding member carried by the steering head and 'form-
ing a part of the vehicle controlling means, so that my invention is not restricted
to either construction, nor is my invention restricted to the precise construction,
arrangement and operation herein shown and described, for the same may be
varied in different particulars without departing from the spirit and scope my
invention.
of
Inasmuch as it is desirable to vary the power of the motive mechanism at times,
as for instance when travelling in hilly country, far greater power is obviously
necessary when mounting a hill than when running over level ground, and by the
mechanism herein shown the speed of the vehicle may be varied without neces-
sarily varying the speed of the motor.
Of course the increase of power is effected at the expense of the speed of the
vehicle, and vice versa, but the constant change of motor speed is obviated by the
power varying device.
In Fig. 24 I have shown such device as introduced into and forming a part of
the power transmitting connections between the motor and the driving axle of
the vehicle, the shaft o, Fig. 1, being shortened to admit the introduction of the
said device between the pinion 16 and the joint connecting its shaft 615 with
shaft o.
Referring to Fig. 24, the shaft 615 is shown as made longer than in Fig. 1,
passing through a bearing 6,100 which may form a part of or be attached to the
bracket B2, a bevel gear 6101 being rigidly secured to the said bearing 6,100.
A similar gear 6102 is keyed to a shaft B383, which latter is shown as cored out
to receive the end of the pinion shaft 615, the shaft B83 being connected to the
motor, in place of the shaft o, Fig. 1, or it may be, connected with the rear end
of the latter shaft by a joint.
A spider 103 is rotatably mounted on shaft 615 between the bevel gears 6101 and
103, said spider, as herein shown, carrying studs 610, four in number, on each of
which is rotatably mounted a bevel pinion 6105.
A disc 6106 adjacent the back of the gear 6102 has an annular flange 6107 which
passes around the outer ends of the pinion 6105, the studs 610 extending through
the flange, the latter being secured thereto by suitable bolts 125, so that when
the gear 6102 is moved longitudinally of the shaft 3383, the disc, spider and pinions
will move in unison therewith.
The hub of the bevel gear 6102 is enlarged interiorly to receive the hub of a
clutch member C65, surrounding the hollow end of and attached to the shaft B&
in suitable manner to rotate therewith, said clutch member having a series of
projections 65 on its inner face.
A second clutch member C is secured to the shaft 65, between the spider and

page_text: said steering head having an overhanging arm R³, provided at its end with a
cap R2 which forms a bearing for a tubular sliding member R³ having a hand-
hold R.
The member R³ has loosely surrounding it at its inner end a collar ³, cut away
at its top to clamp a longitudinal key attached to the interior of the overhang-
ing arm, at its upper side, said key passing through a key way in a cylindrical
block into which the inner end of the member R3 is extended and secured by a
screw 7.
The collar 3 is located between the block and a ring fast on the member R³,
Fig. 15, so that when the latter is drawn out or to the right, the block, collar,
and ring will move with it, the collar having ears 9 extended through a longi-
tudinal slot or opening 10 in the underside of the overhanging arm.
When the sliding member R³ is in the position shown, the block 6 is beyond
the key, and when fully drawn out the block will be beyond the other end of
the key, so that the member R³ can, when in either extreme position, be rotated
in the sleeve 73.
The ears of the sleeve have pivottally connected with them one member 12 of
a socket, the other member 13 Fig. 16, screwing thereon, and adapted to enclose
the ball like end 14 of a connecting rod 15, forked at its lower end to engage
fulcrum studs 16 on a collar 17 surrounding a long sleeve R³ loosely surrounding
the standard R.
For convenience in applying the sleeve to the standard I make it in halves,
longitudinally separable, and threaded at 18 and 19 to receive retaining
collars 8, 1, which hold the parts of the sleeve in place.
The sleeve has a boss 20 thereon, through which the eye bolt r is extended and
held in place by a suitable nut 21, the sleeve being long enough to cover the
slot in the standard, whether the sleeve is moved up or down.
By drawing the sliding member R³ out relatively to the overhanging arm R¹
the sleeve R is raised, and with it the link rl, to thereby operate the reversing
mechanism of the motor.
When the parts are in the position shown in Fig. 15, the motor would be ready
to go ahead, in accordance with the present construction.
The arm R in the bent portion is provided with an elongated bearing w for a
rock shaft having a key way w² to be entered by a fin 30 on the end of the
block, through which the shaft passes into the sliding member R³.
At its outer end, beyond the bearing w the shaft has a crank arm w' fast
thereon, the crank pin entering a cam slot 6 in the bed of a vertically movable
rod win the steering head, connected at its lower end, as described and as shown
in Fig. 20, with the shaft m which controls the speed of the motor.
Rotative movement of the slide member R³ will, acting through the block_p
rock the shaft c¹ to thus regulate the speed of the motor, and as the member R³
can be rotatively moved only when in extreme positions, forward or back, it
follows that regulation of the speed of the motor can only be effected when the
motor is going ahead or backwards.
When it is desired to change the direction of rotation of the motor, the
member R³ must be rotated to shut off the motive power first, thereby bringing
the key way in position to admit the key, the ends of the latter being prefer-
ably rounded, to facilitate its entrance into the key way.
The cam slot 6 is shaped to depress the rod when the pin w5 engages the
horizontal part thereof, in turning to the right, viewing Fig. 22.
I have provided means for setting the brake when the power of the motor is
shut off, the stem 650 of the controlling valve for the brake cylinder 45 being
connected with the short arm of a bell crank lever, Fig. 15, fulcrumed on a
bracket s⁹.
The long arm $10 of the lever is connected to the lower end of a link s12 extended
upwards near the steering head, and having a cam slot 13 in its upper end,
through which the wrist pin w is extended.

page_text: A flexible pipe m³ connected to the pipe m leads to a coupling m on the
cross bar a² of the vehicle frame, see Fig. 23.
The coupling is connected by branches m7, which are carried outwardly and
down at the inner sides of the rear wheels B, B, and the extremities of these
branches, which are in themselves near the ground, have preferably applied
thereto flexible sections of pipe m, which are carried as closely as possible to the
plane of the wheel base.
The exhaust steam passing through the bends under the floor of the body is
partially condensed, and in passing through the bends m93 will be still further
condensed, the heat given up being absorbed by the water in the tank, so that
the latter is heated before it is introduced into the boiler by a suitable pump.
Thus the steam will have been so condensed that the final escape at the ends
of the branches, adjacent the rear wheels, will cause no visible vapour.
Should there be a slight amount of visible vapour, in the coldest weather, it
will be discharged so near the ground that it will mix with the dust raised by
the wheels and will be unnoticed.
The check valve 1 permits the water to pass from the rear compartment to
the front compartment of the tank F, but will not allow passage of the water
in a reverse direction, so that the water in the compartment containing the fuel
tank T will not be heated to any undesirable degree.
In warm weather it is desirable to turn the exhaust directly into the stack M79
of the boiler, see Fig. 4, and I have accordingly connected the stack with the
pipe ma by a branch pipe m100, a suitable valve m¹01 controlling the passage of
the exhaust steam.
I may conveniently employ a three way valve, which will permit all the exhaust
steam to pass through the condensing apparatus for use in cold weather, or to
pass entirely into the stack in warm or hot weather, or to divide the exhaust,
some of it passing to the stack and some to the condenser in cool weather.
It is very desirable that the operator should know at all times the amount of
water in the tank F1, and I have shown a convenient indicating device for this
purpose.
A float P, see dotted lines Fig. 4, is mounted on a lever p, within the forward
compartment of the tank and secured to a rock shaft p₁ extended through the
front wall of the tank and provided at its outer end with a rocker arm p³.
A shaft is mounted at its rear end in a bearing on the vehicle body,
preferably beneath the floor thereof, and is supported at or near its front end in a
bearing near the dash board.
At is rear end, said shaft has fast thereon a rocker arm 26 connected with the
rocker arm 2, and a second rocker arm 7 at the front end of the shaft has jointed
to its outer end a link 28, which has its upper end bent over and extended through
a slot in a vertical scale p10 secured inside of the dash board, the bent portion
of the link being shaped to constitute a pointer p12, see Fig. 5, to co-operate with
the scale.
When the tank is full, the pointer will be at the top of the scale, and the
decrease of water in the tank will be clearly indicated to the operator by the fall
of the pointer along the scale.
In Figs. 15 to 18 inclusive, I have shown a modified form of controlling means
for the vehicle, which will now be described.
The vehicle body is provided with an upright tubular standard R having a
longitudinal slot, through which is extended the eve bolt r, the eye of which
is threaded and engaged by the threaded end of a link ¹, extending through an
opening 62 in the floor of the vehicle and connected by a rocker arm 2, shown
in section Fig. 15, with the rock shaft 6, not shown in Fig. 15, and hereinbefore
described, for controlling the speed of the motor.
The steering head R is supported, as hereinbefore described, by the standard R,
and it is free to rock on its horizontal fulcrum v while rotatable in the collar ²,

page_text: tipping or other movement of the body will in no wise disarrange or distort the
positive connection between the motor and driving axle of the vehicle.
While I have herein shown a steam motor, it will be obvious that any other
desired or suitable form of motor may be employed, and the connection between
the motor and the driving axle may be substantially the same as herein shown
and described.
So too, the speed controlling device herein shown, could, of course, be applied
to any other form of motor, as for instance with an electric motor it will be obvious
that a rheostat or other resistance device could be readily arranged to be operated
by the speed controlling device herein shown.
I have found in practice that a steam motor is for many reasons very desirable
for use with motor vehicles, and I have herein shown several features in connec-
tion with such a motor which properly apply to its adaptation for use with motor
vehicles.
The boot F30 of the vehicle has therein a tank F1, divided by a double trans-
verse wall F, leaving an air space between, and the parts of the tank on opposite
sides of the double wall are connected by a pipe having a suitable check valve F
therein, Fig. 4, which will permit the passage of the water for the boiler, which
is to be stored in the tank, from the rear to the forward compartment..
The rear compartment has mounted therein a preferably cylindrical tank T for
naptha or other liquid fuel, and the water in the compartment will more or less
surround or submerge the fuel tank, and it will be seen that the tank is removed.
as far as possible from the boiler, and that the great body of water is interposed
between the tank and boiler to increase the safety of the apparatus.
'
A pipe 600 connects the forward compartment of the tank F1, see Fig. 1. with
a pump Po driven by the engine, the feed water being warmed before reaching
the boiler by the proximity of the tank to the boiler, and also by a device to be
described for treating of the exhaust steam to render its escape invisible
The fuel tank T is provided with a suitable inlet T80, accessible from the top of
the water tank, by which inlet the tank may be filled, while a pipe T8 leads from
the tank through the water and out of the water tank to a fuel feed regulator T50,
Fig. 1, whereby the supply of fuel to the furnace may be controlled automatically
and at will by the operator.
The liquid fuel in the tank T may be subjected to suitable pressure from
within in any desired manner.
One of the principal objections to the use of steam as the motive power for
motor vehicles has heretofore been the cloud of escaping steam caused by the
exhaust, especially in cold weather, but I have devised means whereby the exhaust
steam is so condensed before its final escape that there is no visible vapor there-
from even in cold weather.
In this connection it may be stated that in warm or temperate weather the
exhaust is hardly noticeable in my apparatus even if no condensing apparatus is
used, but when the temperature is below 60° Fahr., or thereabouts, the formation
of vapour increases as the temperature decreases.
The exhaust steam from the motor passes by means of a pipe m³ to a
chamber m, which is fitted with preferably fibrous material, such for instance;
as curled hair, to act as a muffler for the steam, acting to prevent the escape
thereof in distinct puffs and deadening the noise:
From the muffler the steam is conducted to a pipe m2 which, as shown in Fig. 4,
may be arranged in a series of bends on or beneath the floor of the vehicle body,
the number and location of the bends depending upon the length of pipe through
which it is desired the exhaust steam shall pass.
The pipe continues from the bends and is extended into the front compartment
of the tank F31, where another series of bends m³ is formed, preferably length-
wise of the compartment, from which latter bends a pipe m forming a continua-
tion of said bends passes out of the tank.

page_text: the gear 6101, said member having inturned projections which enter correspond-
ingly located holes 6108 in the spider 103, the holes and the projections on the two
clutch members being located in like circles on the respective parts.
Now with the parts in the position shown in Fig. 24, rotation of the shaft 1383
carries the bevel gear 610 around with it, causing axial rotation of the pinions 6,105
on their studs, and as the fixed bevel gear 10 meshes with said pinions they will
cause the spider 6103 to rotate, at one half the speed of the shaft B383.
Through the clutch member C the spider transmits its rotation to the shaft 615,.
and at the same speed, so that differential speed of shafts 1383 and 615 is effected.
If, however, the gear 6102 is moved on the shaft 1383 to the left, Fig. 24, the
pinions 6105 will be disengaged from the fixed gear 6101, and the spider will be
moved towards the clutch member C, until the projections thereof enter the
holes 108 of the spider.
Such movement of the spider will not disconnect it from the clutch member CGG,
because of the length of the projections c, and thus the spider acts to connect
said two clutch members and they will rotate together and at the same speed.
It therefore follows that the shafts 1383 and will rotate together and at the
same speed, each clutch member being connected to rotate with its particular
clutch member, as described.
The hub 109 of the level gear 6102 is shown as provided with an annular
groove 62, to receive lugs on a controlling lever, as 11 see dotted lines Fig. 24,
or other device by which the mechanism may be controlled by the occupant of
the vehicle.
From the foregoing it will be clear that while the speed of the motor may be
constant, driving the shaft 1383 at uniform speed, the pinion shaft 15 may be
rotated at the same speed as, or more slowly than, the shaft 1383, thus providing
for variations in power as desired.
The construction illustrated is simple and strong, and one shaft tends to support
and strengthen the other, but it is not necessary to make one shaft enter the other,
and consequently I do not restrict myself to the constructions shown herein.
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. The use in a road vehicle, of steering and propelling mechanism, speed
regulating and reversing devices for the latter, and controlling means for the
vehicle, including a manually operated member laterally movable in a single
path to steer the vehicle, said member being also capable of rotative and longi-
tudinal movement in and at any part of said path, to vary the speed of and to
reverse the direction of movement of the vehicle.
2. The use in a road vehicle, of steering and propelling mechanisms, speed
regulating and reversing devices for the latter, common controlling means for
said steering mechanism and the propulsion regulating devices, including a
manually operated member movable laterally in a single path to steer the vehicle,
and having two other and different movements in said path, and independent
connections between said member and the steering, speed regulating and reversing
devices, to operate either or all of them by distinctive movements of said manually
operated member at any point in the path thereof.
3. The use in a self propelling road vehicle, of a controlling member and its
operating connections, said controlling member having a lateral oscillatory move-
ment for steering the vehicle, and a plurality of movements independent of said
oscillatory movement, and in any path of such oscillatory movement, one of
said independent movements acting to change the direction of travel, and the
other of said independent movements acting to vary the speed of travel of said
vehicle.
*4. The use in a road vehicle, of a motor, a speed regulating device therefor and

page_text: a reversing device for the motor, a steering head for the vehicle having an over-
hanging arm rigidly fixed thereto, a manually operated controller carried by said
overhanging arm and laterally movable therewith to steer the vehicle, said con-
troller having an auxiliary movement in the plane of said arm, and independently
operating connections between said controller and the speed regulating and rever-
sing devices actuated by auxiliary movement of the said controller.
5. The use in a road vehicle, of propelling mechanism, speed regulating and
reversing devices therefor, a hollow steering head for the vehicle, having an over-
hanging arm at its upper end, a rotatable and longitudinally movable member.
mounted in said head, independent connections between said member and the
speed regulating and reversing devices, a hand controller carried by the over-
hanging arm and adapted to be rotated and longitudinally moved, and connected
with said member, to operate the latter in conformity with the movement of the
hand controller.
6. The use in a motor vehicle, of a propelling mechanism, a device for con-
trolling the same, a steering wheel or wheels, a rock shaft or steering head
connected with the steering wheel or wheels, a reciprocating sleeve surrounding
the rock shaft and connected with the propulsion controlling device, and a handle
connected with the rock shaft or steering head and adapted to be oscillated to
rock the same, and also having a connection with the sleeve and adapted to be
rocked or turned to move the same and operate the propulsion controlling device.
7. The use in a road vehicle, of propelling mechanism, speed regulating and
reversing devices therefor, a steering head for the vehicle, and a two part.over-
hanging arm on the head, one of said parts being rotatably and longitudinally
movable relatively to the other part, and independently operative connections
between the speed regulating and reversing devices and the relatively movable
member of the overhanging arm, to be controlled by movement of the latter.
8. The use in a road vehicle, of propelling mechanism having speed regulating
and reversing devices, a steering head for the vehicle, having an overhanging arm
adapted to be swung laterally, a rotatable manually controlled member mounted
to slide longitudinally, on said arm, connections between said member and the
speed regulating device, to operate the latter by rotation of the member, and
connections between the latter and the reversing device, to be operated by a
longitudinal movement of the said manually controlled member.
9. The use in a road vehicle, of propelling mechanism, speed controlling and
reversing means therefor, steering mechanism including a steering head, a later-
ally movable, manually operated controller mounted on said steering head, and
adapted to be longitudinally and torsionally movable relative thereto, and inde-
pendently operative connections between the controller and said speed controlling
and reversing means, the controller being movable laterally to steer the vehicle,
longitudinally at any point in its lateral path to operate the reversing mechanism,
and torsionally at any point in said path to actuate the speed controlling means,
to thus start, stop or vary the speed of the vehicle while moving either forward
or back in any direction.
10. The use in a road vehicle, of propelling mechanism, a reversing device
therefor, steering mechanism, a two part overhanging extensible arm connected
with said steering mechanism and movable laterally in substantially a single
plane, to steer the vehicle, the extensible part of said arm being connected with
said propelling mechanism and reversing device and operative independently at
any point in the path of lateral movement without departing therefrom, to control
said propelling mechanism and its reversing device respectively.
11. The use in a road vehicle, of propelling mechanism, speed regulating and
reversing means therefor, brake mechanism, steering mechanism to steer the
vehicle, a laterally movable, extensible hand controller, and connections between
it and said brake and steering mechanisms, speed regulating and reversing means
respectively, said hand controller being adapted to be swung laterally to steer

page_text: the vehicle and to be moved longitudinally and rotated at any point in its lateral
path to operate the speed regulating and reversing means, to thereby start, stop
and control the speed and reverse the movement of the vehicle, one of the latter
two movements controlling the speed and the other the reversing and propelling
mechanism, prolongation of one of such movements also operating the brake
mechanism.
12. The use in a road vehicle, of propelling mechanism, speed regulating and
reversing means therefor, steering mechanism to steer the vehicle, a laterally
movable, extensible, rotatable hand controller, and connections between it and
said steering mechanism, speed regulating and reversing means, respectively, said
hand controller being adapted to be swung laterally to steer the vehicle, and to be
moved longitudinally and rotated at any point in its lateral path, to operate the
speed regulating and reversing means, to thereby start, stop, control the speed
and reverse the movement of the vehicle, one of the latter two movements con-
trolling the speed and the other reversing the propelling mechanism.
13. The use in a road vehicle, of propelling mechanism and means for con-
trolling the same, steering mechanism, a laterally movable, extensible, rotatable
hand-actuated controller connected with said steering mechanism and adapted
to be swung laterally to steer the vehicle, connections between said hand controller
and said propulsion controlling means, whereby a longitudinal or rotative move-
ment of said hand controller at any point in its path of lateral movement will
operate said propulsion controlling means and thereby start, stop, reverse and
vary the speed of the vehicle.
14. The use in a road vehicle, of running wheels a body yieldingly connected
therewith, steering mechanism, including a steering head, a support for the latter,
on said body, provided with a bearing in which the head is rotatively suspended,
said bearing also providing a fulcrum on which the head is adapted to rock.
15. The use in a road vehicle of running wheels, a body yieldingly connected
therewith, a steering head, a support therefor carried by the body, and a con-
nection between said support and head, whereby rotative and rocking movement
of the latter is permitted and provided for.
16. The use in a road vehicle, of running wheels, a body yieldingly connected
therewith, a steering head supported by the body and capable of rotative and
rocking movement, steering wheels and means independent of the body and
intermediate the head and steering wheels, to position the lower end of the steering
head and guide the vehicle through rotative movement of the head, while per-
mitting the latter to adapt itself to relative movement of the body and main
frame.
17. The use in a road vehicle, of running wheels, a body yieldingly connected
therewith, steering mechanism, a rotatable steering head suspended on said body
and having a rigidly attached foot at its lower end, a vertically movable fulcrum
for said foot, and a vertically movable connection between the eccentric end of
said foot and said steering mechanism.
18. The use in a road vehicle, of running wheels, a body yieldingly connected
therewith, a rotative steering head supported on the body and having a rigidly
attached foot at and oppositely extended from its lower end, a radius bar pivotted
on the steering axle and jointed at its free end to one extension of the foot to
provide a vertically movable fulcrum therefor, and an operating connection,
between the running wheels adapted to steer the vehicle and the laterally movable
extension of the foot.
19. The use in a road vehicle, of a body, an axle, yieldingly connected there-
with, wheel spindles pivotally mounted on said axle, an arm set at an angle on
each spindle, a cross rod connecting the extremities of the said arms, a rotatable
steering head having at its lower end a rigidly attached foot, a supporting bearing
for said head, mounted on the vehicle body, a positioning member connected with
and providing a vertically movable fulcrum for said foot, and a connection between

page_text: the cross-rod and the foot and attached thereto eccentrically to the head, to rock
the wheel spindles by movement of the steering head and attached foot on their
said fulcrum.
20. The use in à road vehicle, of a main frame, a body connected therewith by
springs, an axle, a horizontal pivot-connection between said axle and frame, a
steering head connected with the body to move therewith as said body moves on
its springs, a foot rigidly secured to the steering head at its lower end, said lower
end of the head being fulcrumed on the axle, steering devices, and connections
between said devices and the head, to guide the vehicle by rotative movement of
the head.
21. The use in a road vehicle, of a body, an axle connected therewith by springs,
steering devices mounted on said axle, a rotative steering head carried by the
body, a rigidly attached foot at the lower end of and transverse to the head
vertical pivot members located at the ends of and adapted to rock in, unison on
the foot, a radius bar mounted on the axle and connected with one of said pivot
members, and a connecting rod between the other pivot member and the steering
devices, jointed to the latter, the radius bar positioning the foot and forming
fulcrum therefor adapted to rise or fall wth the movement of the body.
il
22. The use in a road vehicle, of a body, an axle connected therewith by springs,
steering devices mounted on said axle, a rotative steering head carried by the
body, a rigidly attached foot at the lower end of and transverse to the head,
vertical pivot members located at the ends of and adapted to rock in unison on
the foot, a radius bar mounted on the axle and connected with one of said pivot
members, and a connecting rod between the other pivot member and the steering
devices, jointed to the latter, the radius bar positioning the foot and forming a
fulcrum therefor adapted to rise or fall with the movement of the body, and dust
caps between said pivot members and the foot, and between the radius bar, con-
necting rod, and said attached pivot members.
23. The use in a steering head for road vehicles, of a transverse foot rigidly
attached to its lower end; and connected pivot members located at the ends of and
mounted on the foot and adapted to rock in unison thereon, said pivot members
being parallel to each other.
24. The use in a steering head for road vehicles, of a transverse foot rigidly
attached to its lower end, and connected pivot members located at the ends of and
carried by the foot and adapted to rock in unison thereon, said pivot members
being parallel to each other, and dust caps interposed between the ends of the
foot and said pivot members, and also at the ends of each of said pivot members.
25. The use in a road vehicle, of propelling mechanism, speed regulating and
reversing devices therefor, a hollow steering head for the vehicle, having an over-
hanging arm at its upper end, a rotatable and longitudinally movable shaft
mounted in said head, independent connections between said shaft and the speed
regulating and reversing devices, a hand controller carried by the overhanging
arm and adapted to be rotated and longitudinally moved, and a flexible connection
between said controller and the shaft in the steering head, to operate said shaft
in conformity with the movement of the hand controller.
26. The use in a road vehicle, of propelling mechanism speed regulating and
reversing devices therefor, a rotative steering head having an overhanging arm at
its upper end, and external, segmental rack vertically movable on and carried by
the lower portion of the head to turn therewith, a pinion in continuous engage-
ment with said rack and forming a part of one of the propulsion controlling
devices, a hand controller carried by the overhanging arm and adapted to be
rotated and also longitudinally moved, a rotatable, longitudinally movable shaft
in the head, a flexible connection between the shaft and the hand controller,
means to transform rotative movement of the shaft into vertical movement of the
rack, to thereby rotate the pinion, and connections between the other of said
propulsion controlling devices and the shaft, whereby longitudinal movement of
the latter will operate said controlling device.

page_text: 27. The use in a road vehicle, of propelling mechanism, speed regulating means
therefor, a rotative steering head having an overhanging arm at its upper end,
an external, segmental, rack movable on and carried by the lower portion of the
head to turn therewith, a pinion in continuous engagement with the rack and
forming a part of said speed regulating means, a rotatable hand controller carried
by the overhanging arm, a shaft mounted in the head and connected with and to
be rotated by the hand controller, and means to transform rotative movement of
said shaft into vertical movement of the rack to thereby rotate the meshing pinion
and operate the speed regulating means.
28. The use in a road vehicle, of a main frame, an axle having wheel spindles
fulcrumed at its ends, main and auxiliary horizontal king bolts in substantial
alignment and pivottally connecting said frame and axle, braces mounted on and
extending from the auxiliary king bolt to or near to the ends of the axle, an
upright steering head, operating connections between. said head and the wheel
spindles, a positioning device mounted on the axle and connected with the lower
end of the head, and a bearing on the body in which the head is rotatively sus-
pended, and providing a fulcrum on which the head is, adapted to rock.
..
29. The use in a road vehicle, of a truss frame axle comprising an arched .com-
pression member having out-turned, upright yokes at the ends thereof, wheel
spindles,. pivots therefor extended through said yokes, and a tension member
attached to the pivots of the wheel spindles.
30. The use in a road vehicle, of axle bearings, the driving axle comprising a
tubular shaft and a concentric sleeve, each niounted in, a bearing. and, having.a
rigidly attached wheel, the shaft extending through the sleeve bearing, compen
sating mechanism connecting said shaft and sleeve, and a connecting rod extended
through the wheel hubs and tubular shaft, to prevent longitudinal displacement
of the parts.
I
31. The use in a road vehicle, of two wheels, an axle therefor, comprising
tubular concentrically arranged members to which said, wheels are, respectively
attached, bearings for the axle, an emergency rod. extended. through the axle and
the wheel hubs, to prevent longitudinal separation of the parts, while permitting
differential rotation of the wheels, and compensating mechanism connecting said
concentric members.
32. The use in a road vehicle, of the main frame,. depending members rigidly
attached to the rear end.thereof and having axle bearings at their lower ends, a
compound driving, axle. rotatably mounted in said bearings, a vehicle body, and
sustaining springs for the rear end thereof, mounted upon the main frame and
directly above said depending members.
33: The use in a road vehicle, of the main frame having rigidly attached
depending members at the rear end thereof, bearings carried by said members,
a compound axle rotatable in said bearings and comprising concentrically
arranged members to which driving wheels are respectively attached, a compen-
sating mechanism connecting said concentric members, and an intermediate
bearing for the axle, adjacent said mechanism and rigidly mounted on the frame,
to decrease vibration.
34. The use in a motor vehicle, of driving wheels, an axle connecting them,
a yieldingly supported body, a motor carried thereby above the horizontal plane
of the said axle, an inclined main driving shaft for the motor, substantially at
right angles to the driving axle, and a rotatable, flexible power transmitting
connection between the axle and motor shaft and in alignment with the latter.
35. The use in a motor vehicle, of a main frame, driving wheels therefor, a body
yieldingly supported on the frame, a motor, comprising a boiler and attached
engine, carried by and concealed by said body, the engine being attached ex-
teriorly to the boiler and at an angle thereto and having its driving shaft inclined
to the horizontal, and a rotatable power transmitting connection between..the
driving wheels and the engine driving shaft and substantially in alignment with
the latter.

page_text: 36. The use in a motor vehicle, of driving and steering wheels therefor, a body
yieldingly supported on said wheels, a motor carried by the body, a rotatable,
Hexible power transmitting connection between the motor and driving wheels,
and variable power mechanism mounted solely on said connection to operate upon
and effect a differential rotation between the ends of said connection..
37. The use in a road vehicle, of a rotatable driving axle having a bevel gear
carried thereon, an actuating shaft and a pinion thereon in mesh with said bevel
gear, a yoke-like pinion support, and a conical, rotatable side thrust bearing
carried by said pinion support and adapted to bear upon the bevel gear opposite
the pinion and prevent relative lateral movement of said bevel gear and pinion.
38. The use in a road vehicle, of a rotatable driving axle having a bevel gear
carried thereby, an actuating shaft and a pinion on said shaft in mesh with said
bevel gear, an adjustable conical, rolling, side thrust bearing for the bevel gear,
opposite the point of engagement of the pinion and gear, and a relatively fixed
support for said pinion and rolling bearing, the gear rotating between the latter
and the pinion, the said conical bearing being mounted eccentrically in its sup
port, to be adjustable to compensate for wear.
39. The use in a road vehicle, of a main frame, a rotatable driving axle having
a bevel gear carried thereon, an actuating shaft and a pinion thereon in mesh
with said bevel gear, a support for said pinion through which the shaft passes,
a conical, rotatable, side thrust bearing carried by said support and bearing upon
the bevel gear opposite the pinion, to prevent relative lateral movement of the
bevel gear and pinion, and a depending connection between said frame and sup-
port and jointed to each.
40. The use in a road vehicle, of a body having a dasher, and a seat behind it,
a steam motor, and a feed water tank mounted on the body, an indicator on the
dasher visible from the seat, to indicate the water level in the tank, and operating
connections between the indicator and tank.
41. The use in a road vehicle, of a body, a steam motor mounted thereon, a
feed water tank carried by the body and "having two communicating compart-
ments, a liquid fuel chamber in one compartment, a condenser in the other
compartment, connecting with the exhaust of the motor, and a discharge pipe
leading from the condenser.
42. The use in a road vehicle, of a body, a steam motor mounted thereon, a
two-compartment feed water tank carried by the body, a liquid fuel chamber in
one compartment, a condenser connected with the motor exhaust and passing
through the other compartment, and a discharge pipe leading from said con-
denser to the back of and depending from the vehicle body.
43. The use in a road vehicle, of a body, a steam motor mounted thereon and
having an escape flue for the products of combustion, a feed water tank carried
by the body, a condenser passing through said tank, connections between the
motor exhaust, said condenser and the escape flue, and a controlling valve for said
connections, whereby the exhaust may pass directly to said flue, to the condenser,
or partly to each.
44. The use in a road vehicle, of a body, an axle, yieldingly connected there-
with, steering devices carried by said axle, a rotative steering head mounted on
and adapted to rock relatively to said body, a rigidly attached transverse foot on
said head, vertical pivot members horizontally fulcrumed on said foot, a radius
bar connecting the axle and one of said pivot members, to position the foot and
provide a rising and falling fulcrum therefor, and a connecting rod between the
other pivot member and the steering devices.
45. The use in a motor vehicle, of a motor, a driving axle for the vehicle, and
power transmitting connections between them, said connections including shafts
connected respectively with the motor and the axle, clutch mechanism and speed
reducing gearing between and carried solely by the shafts, and means to throw
said clutch mechanism into operation and render the reducing gearing inoperative,
and vice versa.

page_text: 46. The use in a motor vehicle, of a driving axle, a motor and a power trans-
mitting shaft rotated thereby, a clutch member fast thereon, a bevel gear and
inions intermeshing therewith, carried by a spider, said gear and spider being
rotatable with the shaft and also movable longitudinally thereof, a fixed bevel
gear to at times mesh with the pinions, and actuating shaft to rotate the driving
axle of the vehicle, a clutch member thereon, and means to disengage the pinions
from the fixed gear and to bring the clutch members into co-operative relation,
and vice versa.
47. The use in a motor vehicle, of a motor, a driving axle having a bevel gear
thereon, an actuating pinion in mesh therewith, and a rotatable power transmitting
connection between said pinion and the motor, power varying means, comprising
a rotatable shaft, a shaft for the pinion in alignment therewith, a clutch member
rotatable with the pinion shaft, a cooperating clutch member and a bevel gear
rotatable with said motor actuated shaft, the gear being in constant mesh with
bevel pinions carried by a spider, a fixed bevel gear facing said rotatable bevel
gear, and means to move said rotatable bevel gear and the spider longitudinally,
to bring said pinions into engagement with the fixed gear and thereby effect
differential rotation of said motor actuated and pinion shafts, or to bring the
clutch members into co-operative position, to rotate said shafts at the same speed.
48. The use in a motor vehicle, of a steam boiler, a water supply receptacle
adjacent the boiler, and a pump adapted to draw the water from said receptacle
and to pump it into the boiler, substantially as described.
49. The use in a motor vehicle, of a water receptacle, and a fuel receiving
tank contained within said water receptacle and adapted to be surrounded by the
water therein, substantially as described.
50. The use in a motor vehicle, of the body having an extended boot, a boiler
and motor supported on the body, a water receptacle in the boot, and a fuel tank
enclosed in said water receptacle, substantially as described.
51. The use in a motor vehicle, of the body having an extended boot, a boiler
supported on the body, a water tank in the boot and partially embracing the
boiler, and a feed connection between the tank and boiler, substantially as
described.
52. The use in a motor vehicle, of the body having an extended boot, a boiler
supported on the body, a water tank in the boot and partially embracing the
5 boiler, a feed connection between the tank and boiler, and a fuel tank within the
water tank, connected with the boiler furnace, substantially as described.
1808
the a
WM. BROOKES & SON,
55 and 56, Chancery Lane, London, Agents for the Applicant.