Improvements in Motor Road Vehicles.
Year: 1896

page_text: Date of Application, 28th July, 1896-Accepted, 17th Apr., 1897
Improvements in Motor Road Vehicles.
I, HURBERT CHARLES BAKER, of No. 30 Main Street, Hartford in the County
of Hartford and State of Connecticut, United States of America, Gentleman, 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, generically, to vehicles of that class kuown as "motor"
vehicles, or vehicles in which the propelling power is furnished by a suitable
motor carried by and constituting a part of the vehicle and which motor is
operated by gas, electricity, or any other suitable motive agent; and the invention
relates, more specifically, to the running gear, including the starting, stopping,
driving, and reversing and steering instrumentalities of the vehicle.
One object of my present invention is to furnish an improved vehicle of the class
specified, embodying a propelling-motor and a suitable traction-wheel, and also
embodying means whereby the velocity and the direction of rotation of the
traction-wheel may be arbitrarily changed without altering the speed or direction
of rotation of the motor-shaft, and whereby the rotative movement of the traction-
wheel may be arbitrarily interrupted and the vehicle stopped, without interrupting
the rotation of the motor-shaft.
A further object of this invention is to provide, in connection with a pair of
traction-wheels of a motor-vehicle, traction-wheel supporting and actuating
instrumentalities, the constructions and organizations of which are such that both
wheels will have a unitary rotative movement of corresponding peripheral
velocities, when the line of traction is straight, or when the vehicle is moving in a
straight path, and will have independent movements of relatively different
peripheral velocities, according to the extent of deflection or curvature of the line
of traction when the vehicle is making a turn or is moving in a curved path, to
thereby obviate, in a great measure, torsional stress and injurious slippage.
A further object of the invention is to provide, in connection with a driving
mechanism of a motor-vehicle, a shiftable speed-controller, and to provide in
connection with the speed-controller a controller-actuator operable for shifting the
speed-controller to different positions for increasing or decreasing the speed and
nullifying the effective operation of the driving mechanism and embodying means
for normally locking the actuator in a position to nullify the effective operation of
the driving mechanism and having means in connection therewith for automatically
returning the actuator to this nullifying position, if released by the hand of the
operator.
A further object of this invention is to provide in a vehicle of the class specified
improved steering instrumentalities, the construction and organization of which are
such that the steering-wheels may be simultaneously set at different angles
corresponding to the difference in the length of the radii of the arcs described by
said wheels in turning corners or in deflecting from a line parallel to the
longitudinal axis of the vehicle.
Å further object of the invention is to so construct and organize the steering
instrumentalities of the vehicle that the steering-axle, while held against movement,
horizontally, may have an oscillatory movement at its opposite ends in a vertical

page_text: direction, and whereby the steering-wheels, while supported to have movement in a
vertical direction with the axis, are also supportel to swing on a vertical axis
intersecting the plane of said axle, thereby affording means for enabling the
vehicle to make short turns without a horizontal swinging in.vement of the
steering-axle.
In the drawings accompanying and forming part of this specification,"
Figure 1 is a plan view of the motor-vehicle, with the footboard removed and
with the seat represented by dotted lines, said figure showing, in full and dotted
lines, two positions, respectively, of the steering-wheels.
Fig. 2 is a vertical longitudinal section of the motor-vehicle, taken in line a-a,
Fig. 1, as seen from the under side in said figure.
Fig. 3 is a vertical cross-sectional view, on a relatively large scale, of a portion
of the front end of the main frame of the vehicle, said section being taken in a line
corresponding to the dotted line b-b, Fig. 2.
Fig. 4 is a horizontal section, on a relatively large scale, of a portion of the
traction-wheel actuating and controlling mechanisms, said figure showing a portion
of one traction-wheel, traction-wheel shaft, a portion of the motor-shaft, and
connecting and actuating instrumentalities between the motor-shaft and traction-
wheel shaft.
Fig. 5 is a side view, on a relatively small scale as compared with Fig. 4, of a
portion of the traction-wheel-driving mechanism and the shiftable speed-controller,
said figure representing by radial lines, three different positions of the speed-
.controller.
Fig. 6 is a horizontal cross-section of one of the steering-wheels and a portion of
its supporting and actuating instrumentalities.
Fig. 7 is a vertical cross-sectional view, taken in line c-c, Fig. 6, of the hub
portion of a steering-wheel, as seen from below in said Fig. 6.
Fig. 8 is an elevation of a portion of the steering-wheel carrier or axis, as seen
from the left hand in Fig. 1, said figure showing the pivot-block in which the
horizontal pivot of the main frame of the vehicle is supported, when the parts are
assembled as shown in Fig. 9.
Fig. 9 is a sectional plan view of a portion of the steering-axle and a portion of
the main frame, showing the parts assembled in working relation.
Fig. 10 is a cross-sectional view, taken in a line corresponding with the line d-d,
Fig. 9, and showing the shiftable connections between the steering-axle and main
frame of the vehicle.
Fig. 11 is an enlarged plan view, partly in section, of a portion of the hand-lever
which actuates and controls the movements of the speed-controlling device.
Fig. 12 is a sectional side elevation of that part of the lever shown in Fig. 11.
Fig. 13 is a cross-sectional view, on a relatively large scale, of a portion of the
driving mechanism and shiftable speed-controller, said section being taken on a line
corresponding, to the line c-e, Fig. 1, and showing the parts as viewed from the
left hand in said figure.
Fig. 14 is a perspective view of the slide which controls the angular positions.of
the steering-wheels.
Fig. 15 is a perspective view of the block which, when the parts are assembled,
is shiftably supported in a guideway of the slide shown in Fig. 14.
.
Fig. 16 is a plan view of a lock-washer used in connection with the put that holds
the steering-axle and main frame in operative relation, as shown in Fig. 9.
Fig. 17 is a plan view, on a relatively large scale, of a portion of the front end
of the main frame, showing the steering and speed-controller-actuating lever and
accessories.
Fig. 18 is a vertical cross-section, taken in line f-, Fig. 17, and showing the
parts illustrated in said Fig. 17.
Similar characters designate like parts in all the figures of the drawings.
In the preferred embodiment of the invention herein shown and described, the
motor-vehicle as a whole comprises an oblong frame which may be of any suitable

page_text: general construction adaptable for carrying the fixed and movable parts of the
vehicle; two traction-wheels mounted upon a divided or two-part shaft or driving-axle,
which is journaled in suitable bearings connected with and is disposed transversely
of, one end of the vehicle-frame; two steering-wheels shiftably supported on a
steering-axle or carrier which is pivotally connected, for oscillation in a vertical
direction, upon the opposite end of the vehicle-frame; a suitable motor supported
on the vehicle-frame and having a motor-shaft; an equational train of gears, or
equational-box, operatively connecting the adjacent ends of the two parts or
members of the traction-wheel shaft; driving and controlling mechanism
operatively connecting the motor-shaft and the equational train of the traction-
wheel shaft and embodying a reversing driving device and also embodying a
shiftable speed modifier or controller in operative relation with the reversing
driving device and adapted for controlling the direction of rotation of and for effecting
an increase or decrease in the speed of the traction-wheel shaft and. also operative
for nullifying the effective operation of the driving device; means for actuating
the speed-modifier to change the speed of the traction-wheel shaft with relation to
the motor-shaft and for arbitrarily nullifying the effective action of the driving
device without affecting the rotation of the motor-shaft and also operable for
locking the traction-wheel shaft against rotative movement; and means, preferably
controlled by said speed-modifier-actuating means; for changing the angular
relation of the steering-wheels relatively to the longitudinal axis of the vehicle-
frame.
The vehicle-frame, which is designated in a general way by F and which will
preferably be constructed of metal tubes so disposed and connected as to form a
rigid structure, may properly comprise a series of longitudinally-disposed tubular
sills or beams (herein shown as four in number and designated by 2, 3, 4, and 5,
respectively,) the outer sills 2 and 3 of which are shown connected together,
between the extreme ends thereof, by cross-ties 6, 7, 8, and 9, respectively, and
the extreme outer ends of which sills are shown connected by a tubular end sill 10
at one end, and at the opposite end by a tubular traction-shaft sleeve, which is
transversely divided to form two axially-aligned shaft-supporting members 12
and 12.
The two side sills 2 and 5 are shown arched at their middle portion, where they
are conuected by the cross-ties 7 and 8, to furnish a convenient elevated, support
for a suitable seat S, which is shown resting upon springs shackled to the cross-
ties 7 and 8. The intermediate sills 3 and 4 are shown of relatively large diameters
as compared with the sills 2 and 5. These sills 3 and 4 extend somewhat below
the arched portion of the sills 2 and 5 and are connected to said sills 2 and 5 by
hanger-tubes (not shown) and are also connected to the end sill 10 and to the two-
part tubular shaft-sleeve 12 by suitable connections, as shown most clearly in
Figs. 2 and 3 of the drawings.
The traction-wheels of the vehicle, which are designated by T and T', respectively,
and which are located one at ench side of the frame F, are carried at the ends of a
traction axle or shaft. (designated in a general way by D,) which shaft is journaled
in suitable bearings in the traction-shaft sleeves or tubular members 12 and 12';
and the steering-wheels, which are designated by T and T, respectively, are
rotatably supported upon spindles 14 and 141, pivotally mounted for horizontal
movements upon the ends of a steering-axle or axle-tree 15, which, in turn, is
pivotally mounted for vertical oscillation upon the eud sill 10 of the frame F, all
of which will be hereinafter more particularly described.
For the purpose of affording means whereby the traction-wheels T and T¹ may
have independent rotative movements of relatively-varying velocities-as is
necessary to prevent slippage when the vehicle is moving in a curved path, said
variation in the velocities of the two wheels being due to differences in tractional
resistance, as is well known-the traction axle or shaft is transversely divided near
the middle portion thereof to form two independent shaft members, or wheel-
carrying spindles 16 and 16', respectively; and the two traction-wheels T and TI

page_text: are preferably fixed one to the outer end of each shaft member or spindle, as
shown most clearly in Figs. 1 and 4 of the drawings, each shaft member being
shown supported at opposite ends thereof in' suitable antifriction-bearings in one
of the two parts of the traction-shaft sleeve or case, 12, said sleeve preferably
constituting a fixture of the vehicle-frame F, as before stated; and for the purpose
of affording means whereby the two traction-wheels T and T' may be synchronously
rotated in corresponding directions and with corresponding velocities, as is required
when the vehicle is moving in a straight path, I have provided, in connection with
the adjacent ends of the two members 16 and 16' of the traction-shaft, an equational-
box or differential driving-connector, (designated in a general way by G,) the parts of
which are so constructed and organized as to enable the two shaft members 16
and 161 that carry the traction-wheels T and T¹ to have rotative movements of
corresponding or relatively different velocities, according as the traction-wheels
meet with the same or relatively-varying tractional resistances.
The equational-box G, which constitutes a differential driving-connector between
the two shaft members or traction-wheel-carrying spindles 16 and 16¹, and which is
shown in a general way similar to equational-boxes of the ordinary type, comprises,
in the preferred form thereof shown in the drawings, a drum or gear-case c, located
within a suitable casing d, which preferably constitutes a part of the vehicle-
frame F and which gear-case is journaled for rotative movement upon the adjacent
ends of the two shaft members 16 and 16' and having a beveled gear 17 in concentric
relation with said shaft members; two oppositely-disposed bevel-gears 18 and 181,
of corresponding diameters fixed to the ends of the shaft members 16 and 16¹,
respectively, within the gear-case e; two oppositely-disposed duplicate bevel-gears
or idle-wheels 19 and 191, journaled upon the opposite ends 20 and 20', of a carrier
mounted in the gear-case c, which bevel-gears 19 and 19¹ mesh at opposite sides
with the bevel-gears 18 and 181 and have their axes of movement coincident with
each other and at right angles to the axis of movement of the two gears 18 and 181
and a driving bevel-gear 21, fixed to an equational-box actuating-shaft 22, journaled
in a suitable bearing 23 on the frame F of the vehicle, which shaft 22 will be
driven and controlled in its movements by suitable mechanism hereinafter fully
described.
For the purpose of equalizing wear of the parts of the differential driving-
connector G, said connector is shown having two idle-wheels 19 and 19¹; but it
will be obvious that one of said gears might be dispensed with, without effecting
any change in the operation of the two shaft members 16 and 16¹.
In the form thereof herein shown and described the driven and driving gears 17
and 21, respectively, are of such relative diameters that they will effect a two to three
ratio of movement between the gear-case c and the actuating shaft 22.
By supporting the traction-wheels T and T upon independent spindles or shaft
members, as 16 and 16', and operatively connecting these two spindles or shaft
members together by an equational-box or a differential driving-connector-such
as herein shown and described-the traction-wheels T and T¹ will, when the
tractional resistance of both wheels is the same, as will be the case if the vehicle is
moving in a straight line, be rotated in unison at corresponding peripheral velocities;
whereas, on the contrary, an increased tractional resistance upon one wheel will
retard the peripheral velocity of this wheel and proportionately effect an acceleration
in the peripheral velocity of the other wheel, the organization of mechanism being
such, as will be readily understood by reference to Fig. 4 of the drawings, that the
traction-wheels may have rotative movements of relatively-varying velocities, while
the sum of the velocities of the two wheels remains unchanged; or, in other words,
the combined rotative movements of the two traction-wheels and the rotative
movement of the driving-shaft 22 is constantly maintained at a predetermined
ratio.
By reference to Fig. 4 of the drawings, it will be understood that the planet-
gears or idle-gears 19 and 191 make two revolutions to three rotations of the
shaft 22, and that the bevel-gears 18 and 18, which are fixed to the traction-wheel

page_text: spindles 16 and 16¹, respectively, will, if the tractional resistance of both traction-
wheels T and T¹ is the same, rotate in the same direction at velocities corresponding
to the orbital velocities of the idle-wheels 19 and 191; on the other hand, any
reduction in the peripheral velocity of one traction-wheel, due to an increased
tractional resistance, will result in a corresponding increase in the velocity of the
other traction-wheel.
This construction and organization of driving-connector between two traction-
wheels affords a simple and effective means for securing the relative variations in
peripheral velocities of said wheels, necessary to obviate slippage of, and injurious
tortional stress on, the traction-wheels, when the vehicle is moving in the arc of a
circle.
The primary actuating means for the vehicle is shown as a motor (designated in
a general way by M.) which is shown supported upon the intermediate sills 3
and 4 of the vehicle framework, said motor having a power-shaft 25 in axial
alignment with the equational-hox actuating-shaft 22. This motor, may be of any
suitable type for rotating the power or motor shaft 25 at the requisite speed.
This motor--assuming it to be an explosive gas-motor-may be supplied with
volatile liquid hydrocarbon through an induction pipe (not shown,) and will be
provided with suitable speed-controlling devices.
Inasmuch as the particular construction and organization of the parts of the
motor of the vehicle are not essential features of my present invention, and as any
suitable motor may be employed for operating the shaft 22..a detailed description
of the construction, organization, and operation of the parts of the motor are
deemed unnecessary to the understanding of my present invention, it being
sufficient for this purpose to say that the motor will preferably be of the "high-
speed" type and of a horse-power adapted for rotating the shaft 25 at the requisite
velocity to secure the best results in propelling the vehicle.
In vehicles of the class specified it is of material importance that means
independent of the primary motive factor be provided, whereby the rate or
running speed of the vehicle may be quickly increased or decreased, or completely
nullified, arbitrarily, and whereby the direction of rotation of the traction-shaft
may be readily changed without effecting any change in the direction of rotation
of the power-shaft of the primary motive factor; and for this purpose. I have
provided, in connection with the motor-shaft 25 and the shaft 22 that drives the
traction-shaft, driving, reversing, and speed-controlling mechanism, which is
designated in a general way by R and which operatively connects these two
shafts 25 and 22, respectively. This reversing, driving, and speed-controlling
mechanism, in the preferred form thereof herein shown and described; comprises
two independent conical friction drums 29 and 30 of relatively different diameters,
the smaller one, 29, of which is fixedly secured to the motor or power shaft 25, and
the larger one, 30, of which is supported at its opposite ends for rotative movement
upon the adjacent ends of the two shafts 22 and 25, said conical friction-drums
being set in concentric relation with said two shafts and having their apexes or
their diametrically-reduced ends in adjacent relation; two oppositely-disposed
bevel-gears 31 and 32 of corresponding diameters fixed, respectively, to the ends of
the shafts 22 and 25; two oppositely-disposed idle-gears 33 and 34 of diameters
corresponding to the diameters of the bevel-gears 31 and 32 and meshing with said
bevel-gears at opposite sides thereof, and which idle-gears are journaled, respectively,
upon the opposite ends of a carrier, supported in bearings in a gear-case 35, which
constitutes a fixed part of the conical friction-drum 30; a shiftable speed-modifier
consisting of a slide, (desiguated in a general way by SI,) shiftably supported in a
slideway on the vehicle-frame F; a shaft s', journaled for rotation in bearings in
said slide; and two friction-rolls or wheels 36 and 37 in peripheral engagement
with the two drums 29 and 30, respectively.
By reference to Fig. 4 of the drawings, it will be seen that the differential train
comprised in gears 31, 32, 33, and 34 constitute a reversing driving-connector
between the two shafts. 22 and 25, and that the conical drums 29 and 30, in

page_text: conjunction with the friction-rolls 36 and 37 and their carriers, constitute speed-.
modifying instrumentalities for controlling the speed of shaft 22 with relation to
the speed of the motor-shaft 25.
The friction-rolls 36 and 37 are, in the present instance, shown of relatively
different diameters and carried by a two-part shaft, the parts of which shaft are.
coupled together by a universal joint or coupling, the friction-roll. 36. being, of a
diameter substantially equal to the diameter of one cross-sectional part. of the
friction-drum 29 by which it is rotated, and the friction-roll 37 being of a diameter.
equal to one-half of the diameter of one cross-sectional part of the friction-drum.30
that is controlled in its movements by said friction-roll."
The relative diameters of the friction-drums and their respective friction-rolls
and the relative arrangement of said friction-drums and rolls are shown in the
drawings to be such that when the friction-rolls are in the position shown in
Figs. 1 and 4 the friction-drum 30 will be so held by the friction-roll 37 that this
drum 30 and the drums 29 will have a one to two ratio of movement, the drum 30,
rotating at one half the speed of drum 29; and when in this position-which may
be consistently called the "stopping" position and which is designated by stop in
the diagrammatic view, Fig. 5-the orbital and rotative movements of the idle-
gears 33 and 34 countervail each other, causing said gears to have no rotative
effect upon the bevel-gear 31, fixed to the shaft 22, thus holding said shaft at rest;
whereas, on the contrary, if the friction-rolls 36 and 37 are shifted toward the
extreme right-hand positions (designated by r, Fig. 5,) this will result in the
friction-drum 30 being rotated with a gradual increasing velocity in what might be
termed a "forward "direction; and, if the friction-rolls are shifted toward their
extreme left-hand positions, (designated by l in said figure,) the drum 30 will be
rotated with a gradual decreasing velocity, thus causing the shaft 22 to rotate in a
reverse or backward direction.
Thus it will be seen that by moving the friction-rolls 36 and 37, which are in
constant engagement with the drums 29 and 30, longitudinally of said drums and in
one or the other direction described, the velocity of the shaft 22 may be increased
or decreased, and the direction of rotation of said shaft may also be changed, as
will be readily understood by comparison of Figs. 1, 4, and 5 of the drawings.
In the organization of speed-modifying instrumentalities herein shown and described,
the sliding carrier for the friction-rolls is supported to have a shifting movement
in the arc of a circle, and the peripheries of the friction-drums are curved,
longitudinally, to correspond to the arc traversed by the peripheries of the friction-
rolls 36 and 37. In such case it is advantageous to construct the friction-roll-
carrying shaft in two parts and connect said parts by a universai coupling to adapt
the same to the curvature of the peripheries of the friction-drum, but it will be
obvious that the construction and general organization of the speed-modifying
instrumentalities may be changed without departure from my present invention.
For convenience, the friction-roll-carrying slide and the friction-rolls which
directly control the relative movements of the friction-drums 29 and 30 will be
hereinafter referred to as the "shiftable speed-modifier."
The speed-modifier is shown connected, by means of a connecting-rod 40, to one
arm of a bell-crank 41, pivotally supported upon an arm 42 of an upright or
post 43, secured to the intermediate sills of the vehicle-frame, and which bell-
crank is connected at its opposite end to the lower end of an actuating-rod 44,
which is pivotally connected at its upper end to a hand-lever 45, fulcrumed at 46
upon an arm 47 of a hand-lever supporting bracket carried at the upper end of
the upright or post 43; and as a convenient means for arbitrarily setting and
holding the speed of the modifier-actuating lever in different positions the lever-
carrying bracket is furnished with a curved arm or sector 48, having lock-notches
in concentric relation with the fulcrum of the actuating-lever or hand-lever 45,
and the hand-lever is furnished with a shiftable spring-actuated bolt 49; the outer
end of which is adapted for engaging in lock-notches formed in the inner face of
the curved arm 48. This bolt is shown connected at its inner end with a thumb-

page_text: lever 50 by means of which the same may be retracted. This thumb-lever is
shown extended through a vertical opening 51' in the hand-lever 45 and is pivote.l
to said lever, as shown at 52, Fig. 12 of the drawings, said bolt being normally
held in its lock-notch-engaging position by means of a spring 53, bearing against
the thumb-lever 50,
For the purpose of insuring the engagement of the bolt 49 with a lock-notch,
when the lever arrives at a position for setting the speed-controller in its stopping
position, the arm 48 has one lock-notch 54, located in advance and out of the plane
of the other lock-notches 55, and the bolt 49 is normally limited in its advancing
movement, so that while it will normally engage in the lock-notch 54 it will freely
pass the lock-notches 55 without engaging in said notches; or, in other words, the
lock-bolt is settable to two positions in an advanced direction, one for engaging in
the lock-notch 54 and the other for engaging in the lock-notches 55; and as a
means for limiting the advancing movement of the bolt, so that the same will be
free to clear the lock-notches 5 without engagement therewith and at the same
time facilitate the engagement of said bolt with the lock-notch 54, I have provided,
in connection with the hand-lever 45, a shiftable bolt-limiting device, (designated
in a general way by n,) which, in the form thereof shown most clearly in Figs.. LI
and 12 of the drawings, consists of a push-pin 56, supported in a transverse
opening intersecting the plane of movement of the thumb-lever 50 and having two
portions 57 and 57' of relatively different diameters, the enlarged portion 57 of
which normally engages the front face of the thumb-lever; as shown in Figs. 11
and 12, and holds the lever, so that the bolt 49 will engage in the lock-notch 54,
only, and will freely pass the other lock-notches 55. The push-pin is normally
held in the position shown in Fig. 11 by means of a spiral-spring 58 which
surrounds the stem of the push-pin 56 and is located between the head of said
push-piu and a shoulder on the hand-lever, as will be readily, understood by
reference to said figure.
When it is desired to engage the lock-bolt with one of the notches 55, the
push-pin 56 will be pressed inward sufficiently to bring the portion 57 into juxta-
position with the thumb-lever 50, this permitting said lever to advance sufficiently
to enable the lock-bolt to notch in said notches 55.
EL
As a means for automatically retracting the hand-lever to lock the same in its
vehicle-stopping position, I have provided retracting device V, which, in the
form thereof herein shown, consists of a spring secured to one end to the bell-
crank 41 and at its opposite end to the upright or port 43. This forms a convenient
means for automatically stopping the vehicle in case the speed-modifier-actuating
lever 45 is tampered with, or in case the operator from any reason loses control of
said lever.
As a convenient means for supporting the steering-wheels, so that the angular
relation of said wheels may be changed to correspond to the arc described when
the vehicle is run in a curved path, and at the same time holding the steering-axle
against horizontal movement, the steering-axle 15 is furnished midway between
the ends with a bracket 60, having a horizontal pivot-bearing 60¹ in which is
rotatably seated a horizontal pivot 61, secured to the middle portion of the front
sill of the vehicle-frame F, these parts being held in operative relation by a
nut 62, secured to, and locked against rotative movement on, the pivot 61; and
the steering-wheels T2 and T3, respectively, are rotatably mounted on spindles 14
and 14', which are, in turn, pivotally secured for horizontal oscillation on the
ends of the steering-axle 15, as will be readily understood by a comparison of
Figs. 1 and 6 of the drawings. These spindles are shown of tubular construction
and are pivotally connected with the opposite ends, respectively, of the steering-
axle at points central between the opposite ends of the hubs of the steering-
wheels, this construction and organization affording means whereby the
steering-wheels. may have rotative movements in transverse directions upon
intersecting the axes, respectively.
As a means for changing the angular relations of the two steering-wheels to the

page_text: proper degrees necessary to facilitate the movement of the vehicle in a curved
path without cramping, the bracket. 60 is furnished with a curved guide 65 on
which is mounted a steering-wheel-actuating slide 66, which is connected by means
of actuating-rods 68 and 68' to the angularly-disposed arms 67 and 67¹ of the
wheel-supporting spindles 14 and 14'.
For the purpose of setting and holding the steering-axle in operative relation
with the vehicle-frame F, said axle is provided near each end thereof with a
transversely-disposed slide 70, which engages a guide at the end of the front sill
of the vehicle-frame, as shown most clearly in Fig. 9, abutments 71 being provided
for limiting the vertical movement of the axle with relation to the vehicle-frame,
said abutments engaging a stop 72 on the frame for this purpose.
The radius of the guide for the steering-wheel-actuating slide will be of a
proper length and the position of said slide with relation to the wheel spindles and
the spindle pivots will be such as to secure the requisite difference in the degrees
of the angles of the two steering-wheels T and T, which will be readily.
understood by any one skilled in the art to which this invention appertains.
As a convenient means for shifting the slide 66 to change the angular relation
of the two steering-wheels T and T3, and to do this through the medium of the
same lever that actuates the speed-modifier, I have shown the bracket which
carries the hand lever 45, provided with a tubular rock-shaft or stem 75, which is
journaled for rotation in the bearing 76 on the bracket-supporting post or
upright 43, and said rock-shaft is provided at the end thereof with a laterally-
projecting arm 77, having a ball 78 at the outer end of which is seated in a
block 79, supported for vertical movement in a slideway 80 on the steering-wheel-
actuating slide 66. The rock-shaft 75 is shown hollow to receive and permit a
slight lateral movement of the rod 44, which connects the working end of the
lever 45 and the bell-crank 41.
From the foregoing description it will be seen that the hand-lever 45 constitutes
a simple and effective means for arbitrarily regulating the speed of the vehicle,
and also for changing the angular relations of the steering-wheels to control the
movements of said vehicle. It will be obvious, however, that two independent
means might be provided for effecting these ends; and, therefore, I do not desire
to limit this invention to the particular construction and organization of mechanism
herein shown and described for these purposes.
By supporting the steering-axle so that the same may have vertical movements
at opposite ends thereof, and by supporting the steering-wheels upon independent
spindles and pivoting these spindles to the opposite ends of the axle so that said
wheels may be swung horizontally sidewise in a true circle on an axis that extends
at right angles to the axis of rotative movement of said wheels, I am not only
enabled to secure the proper augular deflection of said wheels necessary to facilitate
the movements of the vehicle in the arc of a circle, but I am also enabled to run
the steering-wheels in different planes, vertically, without affecting the horizontal
plane of the vehicle-frame, which, in the class of vehicles specified, is of material
importance, as it obviates a rocking motion of the bed of the vehicle incidental to
traveling over uneven surfaces.
As a means for regulating the stress of the friction-rolls 36 and 37 upon the
conical drums 29 and 30, respectively, I have provided, in connection with the
bracket which carries the slide of the shiftable friction-roll carrier, means for
shifting said rolls toward and away from the friction-drums. This means, in the
preferred form thereof shown, comprises improved set or adjusting screws 80', (see
Figs. 1 and 13,) which have screw-threaded bearings in bosses on the framework
which supports these parts, and which screws bear at their inner ends against said
bracket.
The operation of the band-lever which controls the speed of the vehicle and
relative positions of the steering-wheels will be readily understood by a comparison
of Figs. 2, 17, and 18 of the drawings.
When it is desired to start the vehicle-assuming the motor to be running. and

page_text: the hand-lever 45 to be in the 'position' shown in Fig. 2-it is simply necessary to
press down the thumbpiece or thumb-lever 50, which releases the bolt 49 from the
bolt-notch 54, after which the inner end of the lever may be elevated, which, in
turn, shifts the speed-modifier from the position shown in Fig. 4 toward the right-
hand position (designated by r,) and, through the driving mechanisms, effects a
forward movement of the vehicle, the velocity of which is gradually increased as
the speed-modifier is moved in this direction. If the hand-lever is accidentally
released after the bolt has been withdrawn from the lock-notch 54, the retracting
device V will return said lever to its normal vehicle-stopping position.
In the preferred form thereof shown most clearly in Fig. 6 of the drawings each
steering-wheel comprises a tubular hub 90, two metal disks 91 and 92, having
flanged central openings whose diameters correspond to the external diameter of
the hul. These disks are secured to said hub at opposite ends, respectively thereof,
and are bent inwardly and riveted together near the peripheries thereof, as shown
at 93, their peripheries being curved outward to form a concaved rim 94 for
receiving a pneumatic-tire 95, as shown in Figs. 4 and 6. Each steering-wheel is
supported at opposite ends of its hub by ball-bearings 96 and 97, located between
said hub member 90 and the tubular spindle member which supports the hub, the
wheel being held upon the spindle in any suitable manner, a dust-guard 98 being
located between the spindle and the hub of the wheel at the inner end thereof, as
shown in said Fig. 6.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is-
1. The combination with a vehicle-frame, of a horizontally-fixed axle supported
on said frame for oscillation in a vertical direction, and wheels pivotally supported
for horizontal movement on said axle.
2. The combination with a vehicle-frame, of an axle having a horizontal pivotal
connection with said frame; wheels pivotally supported on said axle for transverse
rotative movements in a horizontal plane; and means for simultaneously shifting
said wheels transversely.
3. The combination with a horizontally-fixed vehicle-axle, of a wheel pivotally
supported for rotative movements in transverse planes and having its axes of
movements intersecting.at the center of the wheel.
4. The combination with a vehicle-axle, of a wheel-supporting spindle pivoted
on said axle for movement-in a horizontal direction; and a wheel rotatively
supported on said spindle, with the central line of its tread in a plane intersecting
the pivotal point of said spindle.
5. The combination with a vehicle-frame, of an axle supported for vertical
movement and held as against horizontal movement on said frame; of two steering-
wheels, one located at each end of said axle and each having two independent axes
of movement which intersect each other at right angles and have their points of
intersection at the center of the wheel; and means carried by the vehicle-frame
and operable for controlling the angular relations of the two steering-wheels.
6. The combination with a vehicle-frame and with an axle having a horizontal
pivotal connection with said frame, of wheel-supporting spindles pivotally supported
for horizontal movement at opposite ends of said spindle and having laterally-
disposed arms; wheels rotatably mounted on said spindles; a wheel-shifting slide
in operative connection with the arms of the spindles and supported for movement
in the arc of a circle; and means for actuating said slide to simultaneously change
the angular positions of the wheels relatively to the axle and relatively to each
other.
7. The combination with a vehicle-frame and with a vehicle-axle, of two wheels
having two relatively transverse intersecting axes of movement; a fixed segmental
guide a shiftable slide supported on said guide and embodying means for
B

page_text: controlling the horizontal movements of the wheels; and an oscillatory slide-
actuator having a shiftable connection with said slide.
8. The combination in a vehicle of a horizontally-fixed axle; wheels carried on
said axle for movements in horizontal and vertical planes; and oscillatory
instrumentalities in operative connection with, and effective for changing the
angular positions of, the wheels relatively to the axle and to each other.
9. In a motor-vehicle, the combination with the traction-axle and its actuating
mechanisin and with the steering axle and its steering-wheels, of a hand-lever
supported for vertical and horizontal movements on the vehicle-frame and having
two sets of instrumentalities in operative connection, respectively, with the traction-
axle-actuating mechanism and with the steering-wheels and controlled, respectively,
by the vertical and horizontal movements of the hand-lever for controlling the
movements of said actuating mechanism and for changing the angles of the
steering-wheels with relation to the steering-axle.
10. In a motor-vehicle, the combination with the pivoted steering-wheels and
with traction-shaft-actuating mechanism, of a hand-lever having independently
shiftable instrumentalities in operative connection with the steering-wheels and
traction-shaft-actuating mechanism, respectively.
11. In a motor-vehicle, the combination with the shiftable speed-modifier, of a
hand-lever in operative connection with said modifier; means for locking the handl
lever in different positions; and a retracting device in operative connection with, and
automatically operable on the release of the hand-lever for shifting, said hand-lever
to a predetermined vehicle-stopping position.
12. In a vehicle, the combination of a tubular wheel-supporting member; a
wheel rotatably supported on said tubular member; an axle extending into the
tubular member and having a transverse pivotal connection with sail tubular
member substantially midway between the side edges of the rim of the wheel.
13. In a motor-vehicle, the combination of two independent axially-aligned axle
members journaled for rotation in bearings on the vehicle-fram; a differential
driving-connector between said members; aireversibly rotatable shaft journaled on
the vehicle-frame and having a gear in operative connection with the differential
driving-connector; and means for rotating said shaft, arbitrarily, in opposite
directions and at different velocities.
14. In a vehicle of the class specified, the combination with a two-member
traction-axle, of an equational-box connecting the two members of said axle; a
motor having a power-shaft: reversing driving mechanism embodying a differential
train of gears operatively connecting the power-shaft of the motor and the
equation.al-box; and means for arbitrarily modifying the movements of the
reversing driving mechanism.
15. Ju a vehicle of the class specified, two independent axially-aligned shaft
members connected at their adjacent ends for variable and independent movements;
traction-wheels fixed one to each shaft member; a motor having a power-shaft;
and means connecting said motor and shaft members and effective for driving the
shaft members simultaneously in one or the other direction and embodying
instrumentalities for arbitrarily varying the velocity of said shaft members.
16. In a vehicle of the class specified, two independent axially-aligned rotatable
axle members; in combination with a differential driving-connector between
adjacent ends of said shaft members and comprising two oppositely-disposed bevel-
gears fixed one to each shaft member; a plauet-gear meshing with said bevel-
gears; a gear-case carrying the planet-gear and journaled for rotation upon the
shaft members; a driven-gear fixed to said gear-case in concentric relation with the
shaft members; and an actuating-shaft journaled on the vehicle-frame and having
a driving-gear in mesh with the driven-gear and effective for rotating said driven-
gear, arbitrarily, in opposite directions and at different velocities.
17. In a vehicle of the class specified, the combination with a power-shaft and
with a traction-axle, of reversing driving mechanism consisting of a differential
train of gears operatively connecting the power-shalt and traction-axle ; a shiftable

page_text: speed-modifier operable for holding the traction-axle against movement and for
arbitrarily changing the speed of said axle with relation to the speed of the power-
shaft.
18. The combination with a driving and driven shaft supported in axial align--
ment, of two bevel-gears fixed to the adjacent ends of the two shafts, respectively;.
a.planet-gear meshing with the two bevel-gears; a conical drum loosely mounted on
and in concentric relation with the two shafts and carrying the planet-gear; a
conical drum fixed to the driving-shaft; two wheels in bearing engagement with
the two conical drums and one of which wheels is rotated by the other and is
operable for retarding the rotative movement of the planet-wheel-carrying drum;.
and means for shifting the rolls longitudinally of said drums, to increase or decrease
the speed of the driven-shaft relatively to the driving-shaft.
19. The combination with a driving and a driven shaft supported in axial align-
ment, of two conical friction-drums of relatively different diameters, one of which
is fixed to the driving-shaft and the other of which is journaled for rotative move-
ment on the driving and driven shafts with its diametrically-reduced end adjacent
to the diametrically-reduced end of the other drum; a differential train of gears.
connecting the adjacent ends of the driving and driven shafts and embodying driven
gears controlled in their movements by the rotative movement of the last-mentioned
drum; two friction-rolls of relatively different diameters in peripheral engagement,
respectively, with the two conical drums and one of which rolls is driven by the-
other through the medium of the fixed drum; and hand-operated means for shifting
the friction-rolls longitudinally of said drums, to increase or decrease the rotative
movement of the gear-controlling drum with relation to the fixed drum and.
arbitrarily stop or reverse the direction of rotation of the driven shaft.
Dated this 1000
HURBERT CHARLES BAKER.
Haseltine, Lake & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant..