Improvements especially relating to Motor Road Vehicles and to Braking Apparatus for Use in connection therewith.
Year: 1899

page_text: Date of Application, 27th June, 1899-Accepted, 26th Aug., 1899
COMPLETE SPECIFICATION.
Improvements especially relating to Motor Road Vehicles and to
Braking Apparatus for Use in connection therewith.
I, GEORGE CROYDON MARKS, of 18, Southampton Buildings, Chancery Lane,
London, Middlesex, Consulting Engineer and Patent Agent, (a communication
from abroad) by Albert Laurintin Larson, of 238, Carroll Avenue, Chicago,
Illinois, United States of America, Mechanical Engineer, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:-
My invention relates to motor vehicles and to braking apparatus that may be
used in connection therewith, and has for its object the provision of an improved
form of braking apparatus and the improvement in the construction of running
gears for motor vehicles.
The invention contemplates a number of improvements in the construction
of the perch intervening between the front and rear wheels, the suspension of
the motor or motors from the perch, the provision of improved steering appa-
ratus whereby the front or steering wheels mounted upon individual shafts may
be inclined at suitable angles with the roadway without binding the parallèl
bar or lever mechanism uniting stems projecting from the angularly-extending
knuckle hubs of the individual shafts, and the provision of improved bearings
upon which the knuckle hubs may be supported. The invention also contem-
plates the provision of improved braking apparatus of simple construction, and
by which the brake may be readily applied and maintained in any adjusted
position.
The invention in its various features will be more fully hereinafter pointed
out in connection with the accompanying drawings and will be set forth in the
claims. In the drawings,
Figure 1 is a side elevation of a motor vehicle constructed in accordance with
the invention;
Figure 2 is a plan view of the motor vehicle shown in Figure 1;
Figure 3 is a rear view of the forward truck;
Figure 4 is a side view of a perch member, and illustrates its connectious
with the rear and front shafts ;
Figure 5 is a plan view of the perch member shown in Figure 4;
Figure 6 is a side elevation of the joint for uniting the motor with the rear
shaft;
Figure 7 is a plan view of the joint shown in Figure 6;
Figure 8 is a side elevation of one mechanism for suspending the free end of
he motor;
Figure 9 is also a view in elevation, but partially in section, with parts of the
mechanism removed, of the mechanism shown in Figure 8;
Figure 10 is a plan view of a perch member with a modified form of motor
uspension;
Figure 11 is a side elevation of the mechanism shown in Figure 10;
Figure 12 is an elevation, partially in section, of the hub portion of a wheel,
howing my improved bearing

page_text: Figure 13 is a full elevation of the mechanism shown in Figure 12, including
the joint between an individual shaft and the steering mechanism;
Figure 14 is a plan view showing the joint between an individual shaft and
a part of the steering mechanism;
Figure 15 is a horizontal sectional view of my improved braking appliance
operatively associated with an electric motor;
Figure 16 is a side elevation showing my improved braking appliance and the
parts immediately associated therewith;
Figure 17 is a sectional view on line a-a of Figure 15;
Figure 18 is an end clevation of the foot lever mechanism shown in Figure 16;
Figure 19 is a side elevation of the mechanism shown in Figure 18.
Like characters of reference indicate like parts throughout the different
figures.
The perch is made of independent members 12, each united at its forward
end with the front fixed axle 3 by a universal joint 4, consisting of a Y 5,
whose stem passes through the bore in the front shaft, and, being threaded at
its other end, is held in place by a nut, a pin C or other suitable means being
provided for preventing the nut from clamping the front axle, whereby the stem
of the said Y may turn within the said bore. The contiguous end of each
perch member is adapted to rotate upon the smooth portion of a bolt stem
passing longitudinally of the front shaft through the Y and the contiguous end
of the corresponding perch member. Each perch member at its rear end is so
united with the rear shaft that the rear ends of the perch members are adapted
to rotate thereon within the required range. For this purpose, I prefer to
employ an enlargement 7 upon the rear end of each perch member which extends
longitudinally of the rear shaft, this enlargement being in the form of a U,
which is opposed to a block 8 having a segmental recess opposed to the lower
half of the rear shaft and secured in place by a bolt passing through the
portions 7 and 8.
their
I preferably form the perch members in the manner shown, these members
being highest at the rear portion of the vehicle and extending downward toward
the front axle, so that the motors 9, which I will hereinafter more fully mention,
may be suspended with sufficient clearance from the ground and with
centers in or near the same horizontal plane with the rear shaft. When the
perch members are thus curved, I employ a cross-bar 10, which is pivotally con-
nected at each end with a perch member, the cross-bar serving to unite the perch
members to prevent lateral displacement, while at the same time permitting
the same to have independent motion in a vertical direction, the cross-bar. inter-
posed between the perch members being pivoted thereto as described, permitting
of this independent vertical movement of the perch members.
I thus provide a perch formed in two longitudinal members, which members
as far as vertical movements are concerned, are practically independent of each
other, any violent action or movement in one member not being communicated;
-or, if so, to a very small extent-to the other member, so that, if the wheels
upon one side of the vehicle should encounter obstructions upon the roadway,
but one side of the perch receives the greatest jar.
In combination with the perch constructed as above set forth, I provide an
improved form of motor suspension, I preferably employing two motors in con-
nection with each vehicle. Each motor, in accordance with my invention, is
mounted to have independent motion with a perch member, each motor having
a rear suspension bracket 11 secured at one end to the motor frame or casing,
preferably by bolts, and extending in two branches around the portion 7, but
preferably not having rigid engagement therewith, the portions 11 and 7 pre-
ferably having independent rotary motion about the rear shaft. The blocks 12
upon the under side of the rear shaft arc secured to the portions of the bracket 11
upon each side of the part 7.
The shafts of the vehicle all preferably are of any suitable cross-section, but

page_text: the portions of the rear shaft engaging the parts 7, 8, 11 and 12 are rounded to
permit these parts to have rotary engagement with the said shaft. I also find
it desirable to have each motor Hexibly connected at its free or forward end to
the corresponding perch member, so that while each perch member and the
motor suspended therefrom are capable of having independent motion with rela-
tion to the other perch member and the motor suspended from the latter, each
motor may also have a slight motion independently of its perch member to pre-
vent any sudden concussion from either perch member being violently commu-
nicated to the motor and the gearing interposed between the same and the
driving wheels of the vehicle, and this I am enabled to accomplish by having
each motor swing at its rear end upon the rear shaft and interposing a flexible
or cushion support 13 between each perch member and the contiguous free end
of the motor. The motors I prefer to employ are electric motors, but I do not
wish to be limited to the precise motor used.
The gear 14, engaging the pinion 15, is concentric with the axis of rotation
of the rear wheels, so that the motors in their vibration are prevented from
breaking the gear teeth. The form of cushion and the manner of supporting
the same that I prefer to employ are shown most clearly in Figures 8 and 9.
Such a suspension is provided in connection with each perch member and the
corresponding motor. Each of these suspensions employs a rod 16 passing
through an upright bore in the corresponding perch member of larger diameter,
a rubber bushing or sleeve being preferably interposed between the said rod
and the walls of the said bore to permit of the adjustment of the alignment of
the rod 16. Each rod at its lower end has pivotal connection with a lug 20
extending from the motor casing.
Interposed between an enlargement 17 and the opposed perch member, I pro-
vide yielding material, preferably in the form of rubber washers 18. I also
provide a number of rubber washers between the perch member and adjusting
and set nuts 19 upon the upper end of the rod 16. Where the vehicle body is to
be supported close to the perch, I prefer to suspend the free ends of the motora
by the means shown in Figures 10 and 11, in which the rod 16, instead of
passing through the corresponding perch member, is pivotally suspended there-
from, this rod passing through a hole of larger diameter in the lug 20 extending
from the motor casing. I also preferably employ an adjusting sleeve in each
bore of the lugs 20, through which the rods 16 pass, for securing the proper
alignment of the said rods.
a
I will now describe the preferred form of bearing I employ for the steering
wheels and my improved connections between the individual shafts of the steer-
ing wheels and the steering mechanism. Each end of the front shaft preferably
terminates in two branches 21 21, between which the knuckle hub 22 is placed.
Each knuckle hub is provided with depressed seats in which cups 23 are forced,
these cups affording annular raceways for the balls that I prefer to employ for
the bearings. In order to prevent a separation of the branches 21, I employ
retaining rod 24 threaded at its ends. This rod also passes through cone
plugs 25 serving at their inner ends to engage the balls of the bearings and at
their intermediate portions to engage the branches 21. After the desired adjust-
ment of the cone plugs 25 has been made, this adjustment is secured by means of
set nuts 26 engaging the threaded ends of the rod 24, which set nuts also serve to
secure the desired adjustment of the rod 24 to secure the desired retaining action
between the same and the portions 21. Where wooden wheels are employed in
vehicles, they are usually dished, and the mounting being such that as the wheels
turn the spokes intervening between the hub and the ground are perpendicular
to the roadway, the dishing necessitating a slight angular disposition of the
axes of the wheels with relation to each other.
Where individual steering shafts are employed, great care was heretofore
required properly to connect the steering apparatus therewith. My invention
in this respect has for its object the provision of improved means whereby, irre-

page_text: spective of the angular relation of the axes of rotation of the steering wheel, the
steering lever mechanism may readily accomodate itself to the individual shafts
of the steering wheels. In practicing this feature of my invention, I preferably
employ a universal connection between the extensions 27 of the steering
knuckle hubs and the rod 28 uniting the said extensions, these universal joints
between each end of the said rod and the extensions 27 permitting of any
angular placement of the knuckle hubs without special adjustment of the rod 28.
By this means, the knuckle hubs may be made at right angles to the axles of
the steering wheel, which is much better machine-shop practice. Heretofore
it was necessary to place the knuckle hubs perpendicular to the roadway and
parallel to each other in order that the connections between the same and the
steering mechanism might not bind.
I will explain my improved braking mechanism by reference more particularly
to Figures 15, 16, 17, 18 and 19.
Each motor 9,-in this instance an electric motor-may be of any suitable
construction. The motor shafts are preferably independent. In this instance,
each shaft 29 of each motor is provided with a pinion 30, whose teeth are formed
preferably of raw-hide enclosed by end plates 31 31, preferably of brass. The
shaft 29 has a rotating element or brake pulley 32, made preferably of low-
grade steel, secured thereto and rotatable therewith.. This brake pulley is pre-
ferably enclosed in the same casing with the motor, the longitudinal portion 33
and the end portion 34 of the said casing only being shown, the end portion 34
being in the form of a cap, secured to the longitudinal portion 33. An exten-
sion 35 of the cap 34 also forms a bearing for the shaft. The journal bolts 36 36
pass through the cap 34 and constitute shafts for the segmental brake shoes 37 37,
made preferably of gun metal, a raised portion 38 being provided to remove the
opposing surfaces of the brake shoes from the inner radial wall of the cap.
I prefer to provide individual separated axes of rotation for the brake shoes,
as by this means I am enabled to simplify the construction of the pivoted ends
of the brake shoes, but I do not desire to be limited to this precise arrangement,
Spring mechanism 39 is employed for normally maintaining the brake shoes 37
out of engagement with the friction pulley 32. Opposed extensions 40 40 are
provided upon the contiguous free ends of the brake shoes, these extensions
being provided with displaced pivotal connections 41 41 with a link 42. The
spring 39 is heavy and is interposed between the free ends of the brake shoes,
the said spring preferably engaging at one end an inner extension 40 and at the
other end directly with the free end of the opposed brake shoe. The link 42
is elongated and extends through a slot in the peripheral wall of the cap 34, the
other free end of the extension of the said link being connected with a suitable
actuating means.
I will now describe my improved means for actuating the brake shoes. A
cord or connection 43 is attached at one end to the extension of the link 42 and
at the other end to a bell crank lever 44 pivoted at its elbow to a perch member.
The upper end of the bell crank lever is connected by means of a cord or cable
passing over an idler secured to the bottom of the vehicle body, this cord being
connected at the other end to a foot lever 45 which may be bent, a portion of
this foot lever extending through an opening in the floor of the vehicle, a foot
plate 46 being pivotally secured to the upper end of the said extension of the
foot lever. A coiled spring 51 is employed to thrust the foot plate and the con-
tiguous end of the foot lever upwardly. For the purpose of securing the foot
lever in position and also to enable it readily to control the locking mechanism
to be hereinafter described, I provide the ears 47 47, between which the extension
of the foot lever is placed, suitable means being provided for pivotally connecting
the foot lever with the said ears extending from the foot plate. One of the
ears 47 is extended to form a locking dog 48. A segmental rack 49 is secured
beneath the floor of the vehicle, the teeth of which are opposed to the engaging
nose of the dog or pawl 48. A leaf spring 50 may be employed positively to

page_text: exert a turning effort upon the foot plate in a direction which tends to cause the
engagement between the locking dog and rack, so that when the brake is applied
to the brake pulley or other rotating portion the said spring positively maintains
the engagement between the locking dog and rack, whereby the brake is main-
tained in its applied position. In order to release the brake, the foot plate is
rotated in a direction to counteract the action of the leaf spring, in which move-
ment the disengagement between the dog and rack is effected, permitting the
elevation of the foot plate and thereby the release of the brake shoes.
By employing a bell crank 44 upon the perch of the vehicle and connecting
the said bell crank with the foot lever by means of a cord, which passes over a
pulley mounted underneath the floor of the vehicle, no allowance need be made
for relative movement between the vehicle and the perch, whereby the cable
uniting the said bell crank and foot lever may be made taut. The foot lever
mechanism may be employed in connection with other styles of braking
mechanism than that shown, and the precise construction of the foot lever
mechanism, and particularly the construction of the lever 45, may be modified,
and I do not therefore wish to be limited to the precise construction shown.
I do not wish to be limited to all details herein shown and specifically
described, as modifications may readily be made without departing from the
spirit of my invention.
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 combination with a rotatable element, of a plurality of brake shoes for
engaging the same, and unitary means for operating the said brake shoes, sub-
stantially as described.
2. The combination with a rotatable element, of two brake shoes for engaging
the same, each pivotally mounted at one end, and single actuating means for
effecting the simultaneous application of the said brake shoes, substantially as
described.
3. The combination with a rotatable element, of two rotatably-mounted brake
shoes for engaging the same, each pivotally mounted at one end, and single
actuating means for effecting the simultaneous application of the said brake
shoes, substantially as described.
4. The combination with a rotatable element, of two pivotally-mounted brake
shoes for engaging the same, the said brake shoes having opposed free ends,
and means for bringing said free ends closer together to apply the brake shoes
to the said rotatable element, substantially as described.
5. The combination with a rotatable element, of two brake shoes for enclosing
and engaging the same, one end of each of said brake shoes having a pivotal
mounting, the free ends of the brake shoes being opposed, and means interposed
between the said free ends for causing their relative approach and thereby the
application of the brake shoes to the said rotatable element, substantially as
described.
6. The combination with a rotatable element, of two brake shoes for enclosing
and engaging the same, one end of each of said brake shoes having a pivotal
mounting, the free ends of the brake shoes being opposed, a link connecting the
free ends of the brake shoes, and actuating mechanism connected with the said
link, substantially as described.
7. The combination with a rotatable element, of two brake shoes for enclosing
and engaging the same, one end of each of said brake shoes having a pivotal
mounting, the free ends of the brake shoes being opposed, a link connecting the
free ends of the brake shoes, actuating mechanism connected with the said link,
and centripetally-acting spring mechanism for normally maintaining the brake
shoes out of contact with the said rotatable element, substantially as described.
8. The combination with a rotatable element, of two brake shoes for enclosing

page_text: and engaging the same, one end of each of said brake shoes having a pivotal
mounting, said mountings being separated, the free ends of the brake shoes
being opposed, a link connecting the free ends of the brake shoes, actuating
mechanism connected with the said link, and centripetally-acting spring
mechanism for normally maintaining the brake shoes out of contact with the
said rotatable clement, substantially as described.
9. The combination with a rotatable element 32, of brake shoes 37 37, each
pivotally mounted at one end, the said brake shoes enclosing the said rotatable
element, centripetally-acting spring mechanism for normally maintaining a dis-
engagement between the said shoes and the said rotatable element, a link 42
having connection with each opposed free end of the brake shoe, the connections
of the said opposed ends with the link being separated, whereby upon proper
actuation of the link the free ends of the brake shoes are caused to approach to
engage the rotatable element, and actuating means for operating the said link
to cause the operation of the brake, substantially as described.
10. The combination with a rotatable element 32, of brake shoes 37 37, each
pivotally mounted at one end, the said brake shoes enclosing the said rotatable
element, centripetally-acting spring mechanism for normally maintaining a dis-
engagement between the said shoes and the said rotatable element, a link 42
having connection with each opposed free end of the brake shoes, the connections
of the said opposed ends with the link being separated, whereby upon proper
actuation of the link the free ends of the brake shoes are caused to approach to
engage the rotatable element, the said link having an elongation, a cap 34 for
enclosing the brake shoes, a slot in the said cap through which the said elonga-
tion passes, and actuating means for operating the said link to cause the opera-
tion of the brake, substantially as described.
11. The combination with a rotatable element, 32, of brake shoes 37 37, each
pivotally mounted at one end, the said brake shoes enclosing the said rotatable
element, a spring 39 interposed between the free ends of the brake shoes for
normally maintaining a disengagement between the said shoes and the said
rotatable element, a link 42 having connection with each opposed free end of
the brake shoes, the connections of the said opposed ends with the link being
separated, whereby upon proper actuation of the link the free ends of the brake
shoes are caused to approach to engage the rotatable element, and actuating
feans for operating the said link to cause the operations of the brake, substan-
tially as described.
12. In a brake-actuating foot lever, the combination with a lever 45, of a
plate 46 having pivotal connection with the said lever, a locking dog 48 carried
by the foot plate, and a locking rack 49 opposed to the said dog, the said dog
being adapted by the rotation of the foot plate upon the said lever to bring the
said dog into and out of engagement with the said rack, substantially as
described.
13. In a brake-actuating foot lever, the combination with a lever 45, of a
plate 46 having pivotal connection with the said lever, a locking dog 48 carried
by the foot plate, a locking rack 49 opposed to the said dog, the said dog
being adapted by the rotation of the foot plate upon the said lever to bring the
said dog into and out of engagement with the said rack, and a spring for thrust-
ing the said dog into engagement with the said rack, substantially as described.
14. In a brake-actuating foot lever, the combination with a lever 45, of a
plate 46 having pivotal connection with the said lever, a locking dog 48 carried
by the foot plate, a locking rack 49 opposed to the said dog, the said dog
being adapted by the rotation of the foot plate upon the said lever to bring the
said dog into and out of engagement with the said rack, and a spring for thrust-
ing the foot plate and the contiguous end of the said lever upwardly, substan-
tially as described.
15. In a vehicle, the combination with a non-rotatable axle, of individual
wheel shafts mounted upon the ends thereof, two perch members, each united

page_text: with said stationary axle by universal joints, and an additional axle, said perch
members having at their other ends a rotatable or swinging connection with
the latter axle, substantially as described.
16. In a vehicle, the combination with a non-rotatable axle, of individual
wheel shafts mounted upon the ends thereof, two perch members, each united
with said stationary axle at separated points by universal joints, and an addi-
tional axle, said perch members having at their other ends a rotatable or
swinging connection with the latter axle, substantially as described.
&
17. In a motor vehicle, the combination with the bent non-rotatable axle of
a truck, of individual shafts mounted upon the ends of said axle for supporting
the steering wheels, each of said individual shafts being provided with
knuckle hub pivotally connected with the said axle, and a steering rod or bar
uniting angular extensions of said hubs and connected with said extensions by
means of universal joints, substantially as described.
18. The combination with a perch member uniting the front and rear axles
of a motor vehicle, of a motor journaled to swing upon the driving shaft of the
vehicle and yieldingly suspended from said perch member, substantially as
described.
19. The combination with a non-rotatable axle, of individual shafts for the
steering wheels supported upon said axle, a perch member having connection
at one end with said axle by means of a universal joint and journaled to the
driving axle at the other end, and a motor having pivotal connection with said
driving shaft and having a yielding connection with said perch, substantially as
described.
20. In a motor vehicle, the combination with a non-rotatable axle, of indi-
vidual wheel shafts mounted upon the ends thereof for guiding the wheels
supported thereon, two perch members, each having flexible connection with
said stationary axle, and an additional axle, said perch members serving to unite
the said axles, substantially as described.
21. In a motor vehicle, the combination with a non-rotatable axle, of indi-
vidual wheel shafts mounted upon the ends thereof for guiding the wheels
supported thereby, a second axle, and a perch uniting the said axles and having
flexible connection with the first aforesaid axle, substantially as described.
22. In a motor vehicle, the combination with a non-rotatable axle, of indi-
vidual wheel shafts mounted upon the ends thereof for guiding the wheels
supported thereby, a second axle, and a perch uniting the said axles and having
flexible connection with the first aforesaid axle and a rotatable connection with
the latter axle, substantially as described.
23. In a motor vehicle the combination with a non-rotatable axle, of indi-
vidual shafts upon the ends of the said axle for guiding the wheels supported
thereby, two perch members, each having a flexible connection at one end with
the said axle, the points of connection of the axle with the perch members being
separated, and a second axle united with the aforesaid axle by the said perch
members, substantially as described.
24. In a motor vehicle, the combination with a non-rotatable axle, of indi-
vidual shafts upon the ends of the said axle for guiding the wheels supported
thereby, two perch members, each having a flexible connection at one end with
the said axle, the points of connection of the axle with the perch members being
separated, and a second axle having pivotal or swinging connection with the
other ends of said perch members, substantially as described.
+
25. In a motor vehicle, the combination with a non-rotatable axle, of indi-
vidual shafts upon the ends of the said axle for guiding the wheels supported
thereby, two perch members, each having a flexible connection at one end with
he said axle, the points of connection of the axle with the perch members being
eparated, a second axle having pivotal or swinging connection with the other
nds of said perch members, and two motors, each having a pivotal connection
with the latter axle, each motor also having a springlike connection with a

page_text: perch member, the spring connections between the motors and the perch members
being independent of each other, substantially as described.
26. In a motor vehicle, the combination with a perch uniting the front and
rear axles thereof and having two members, of two motors, each mounted to
swing about the rear axle and each having a springlike connection with a perch
member, substantially as described.
27. In a motor vehicle, the combination with the two members of a perch
uniting the front and rear axles, one of the said axles having flexible connec-
tions with the contiguous ends of the perch members, the said flexible con-
nections being at separated points, the other ends of the said perch members
being suitably connected with the remaining axle of a cross-bar uniting the
perch members, substantially as described.
28. In a motor vehicle, the combination with the two members of a perch
uniting the front and rear axles, one of the said axles having flexible connec-
tions with the contiguous ends of the perch members, the said flexible con-
nections being at separated points, the other ends of the said perch members
being suitably connected with the remaining axle, of a cross-bar having flexible
connections at its ends with the said perch members, substantially as described.
29. In a motor vehicle, the combination with the two members of a perch
uniting the front and rear axles, one of the said axles having flexible connec-
tions with the contiguous ends of the perch members, the said flexible con-
nections being at separated points, the other ends of the said perch members,
having swinging or pivotal connection with the remaining axle, of a cross-bar
uniting the perch members, substantially as described.
30: In a motor vehicle, the combination with a non-rotatable axle, of indi-
vidual shafts provided with knuckle hubs, the said knuckle hubs being rotatably
mounted upon the ends of the said axle, dished wheels upon said individual
shafts, the said shafts being suitably inclined to impart the proper inclined
positions to the wheels, and a steering member united with the said knucklo
hubs at each end by a universal joint, substantially as described.
31. In a motor vehicle, the combination with a non-rotatable axle, of 'indi-
vidual shafts rotatably supported upon the ends thereof, a vehicle wheel upon
each of said shafts, and a steering member having connection with the said shafts
at each end by means of a universal joint, substantially as described.
32. In a motor vehicle, the combination with a non-rotatable shaft, of an
individual shaft for supporting a guiding vehicle wheel, a knuckle hub con-
nected with the said shaft, the said axle having two extending portions at an
end between which the said knuckle hub is disposed, a cone plug in each of said
extensions, rolling bearings interposed between each end of the said knuckle
hub and the contiguous extension of the axle, and a retaining rod 24 passing
through the cone plugs and the knuckle hub, annular race-ways being provided
about the said retaining rod for the rolling bearings, substantially as described.
33. In a motor vehicle, the combination- with a non-rotatable axle provided
at an end with two extensions, of an individual shaft for a guiding wheel pro-
vided with a knuckle hub, the said hub being disposed between the extensions
of the said axle, rolling bearings being provided between each end of the said
hub and the contiguous extension of the axle, and means for preventing the
said extensions from spreading apart, substantially as described.
Bated THIS U OBV 01
112 LAN
Date
U118
U OBV
OT
LXN
MARKS & CLERK,
18, Southampton Buildings, London, W.C.,
13, Temple Street, Birmingham, and
25, Cross Street, Manchester, Agents.
MARKS & CLERK,
18, Southampton Buildings, London, W.C.,
13, Temple Street, Birmingham, and
25, Cross Street, Manchester, Agents.