US573334A - Wheeled vehicle - Google Patents

Description

(No Model.)l J. KULAGE. 4 Sheets--Sheei'J E.

4 WHBELED VEHICLE. No. 573,334. Patented Deo. 15,1896.

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WHBBLBD VEHICLE.

No. 571x334.

Patented Deo. 15, 1896..

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J. J. KLAGE.

WHEELBD VIEL.` No. 573,334. Patented Dao. 1,5, 1896.

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UNITED STATES i PATENT ENCE."

JOSEPH J. KULAGE, OF ST. LOUIS, MISSOURI.

WHEELED VEHICLE.

SPECIFICATION forming part of Letters Patent No. 573,334, dated December 15, 1896.

Application filed February 3, 189B. Serial No. 577,953. (N0 modem lside by side; and the chief objects of myimprovement are, first, to enable such vehicles when in motion to support their loads entirely upon two such main wheels; second, to arrange the parts attached to the axle of the vehicle and the load thereby supported so that their combined center of gravity will lic in front of a vertical plane passing through the centers of the spindles upon which said supporting-wheels turn, and at such a point that when the motive power is applied to the wheels in the preferred manner and so as to drive the vehicle forward the front end of the vehicle -will be thereby elevated `from the position occupied when the vehicle is at rest, and its tendency to descend through the force of gravv ity will tend to assist inpropelling the vehicle forward; third, to so arrange the parts of the vehicle and the load carried that the application of the driving power in the preferred manner from a motor supported by the axle will only turn the axle and elevate the front end of the vehicle far enough to bring the loadsupporting portion to or about to a desired level in running at a predetermined speed over a given road; fourth, to provide means for readily shifting a portion of the load so as to throw the center of gravity fartherforward or backward and thus compensate for changes in speedor in the character or level of the road,and in that way maintain the body of the vehicle at or near the desired level; fifth, to provide means which will prevent the vehicle from being upset; sixth, to provide an improved method of propelling twowheeled vehicles; seventh, to provide improved means for transmitting power from a motor carried upon a platform suspended from. the axle of a vehicle whose entire load is normally supported, when the vehicle is in motion, upon two wheels running side by side to such supporting-wheels eighth, to provide means for readily connecting and disconnecting the motor and wheels; ninth, to provide an improved brake; tenth, to provide improved means for turning the vehicle which will enable it `to make very short turns; eleventh, to provide `means for limiting' the tilting of the vehicle-body either forward or backward, and, twelfth, to provide an improved whistle. I attain these objects by mechanism whose preferred form is illustrated in the accompanying drawings, in which- A Figure 1 is a partial side elevation of a vehicle embodying my improvement, the near wheel and the motor and its appurtenances being omitted. Fig. 2 is a vertical longitudinal section on the line 2 2, Fig. 4, showing the p-referred position of the motor and its appu rtenances upon the platform of the vehicle, other supported parts being omitted. Fig. 3 is a plan view of the vehicle with the motor and appurtenances, Jthe seats, and the footboard omitted. Fig. -t is a plan View of the platform detached, showing the position of the motor and its appurtenances. Fig. 5 is a front end elevation of the vehicle with the front seat and foot-board omitted. Fig. 6 is a detailed view of a vertical section on line 6 6, Fig. 3. Fig. '7 is a similar view of a vertical section on line 7 7, Fig. Fig. 8 is a similar view, on an enlarged scale, on line 8 8, Fig. 3. Fig. 9 is a similar view on line 9 9, Fig. S. through the couplingof the pinion-shafts seen in Figs. Sand 5. Fig. 11 is a vertical section of said coupling on line 11 11, Fig. 10.` Fig. 12 is a section through one of the wheel-spokes on line 12 12, Fig. 1. .Fig 13 is a detailed plan view of the axle of the vehicle. Fig. 14 is a side elevation of said axle. Fig. 15 is a central vertical section on line 15 15, Fig. 16, through the platform and axle, showing an alternative arrangement in which the seat is movable backward and forward. a front View of the same seat and foot-rest. Fig. 17 is a longitudinal section, on an enlarged scale, through the exhaust and whistle pipes and cocks represented in Fig. 1.

Similar letters referto similar parts throughout theseveral views.

l A A,`Figs. 1, 3, 5, 15, and 16, are wheels of ordinary construction upon which the load is normally supported when the vehicle is run- Fig. 16 is-'o5 Fig. 10 is a longitudinal section Y IOO - ring as shown or in any other convenient manner.

B, Figs. 1, 3, 5, 13, 14, and 15, represents the preferred form of axle of the vehicle. Its spindles B 3, Figs. 13 and 14, pass through the hubs a3 CL3 of the wheels A A, and upon said spindles said wheels revolve.

As shown, the axle B is bent downward near the inner ends of its spindles, the vertical portions being lettered b b. The lower ends of the parts t) b are shown connected by means of a straight portion b', from whose sides projectarms b2 b2, (te. The bending of the axle is designed not only to lower the center of gravity, but also to enable the weight sus'- pended therefrom to more powerfully oppose the tendency of the driving power to lift the front end of the vehicle-body, and assist,when lifted, in moving the vehicle forward.

C, G, C2, and C3, Figs. 1, 2, 3, 4, 5, 15, and 16, are A-stands which are attached to the axle B. They are preferably so spaced apart as to each rest upon a pair of the arms b2 b2, to which they are preferably attached, substantially as' shown in Figs. 1, 2, and 3.

The /\stands C, C', C2, and Gg extend downward and preferably support a platform D, of ordinary construction. Upon the platform D a motor E, Figs. 2 and 4, in the form of a doublecylindersingle-actin g reciprocating gasolen eengine,of Ordin ary construction,is shown. No particular kind of motor is essential. The one shown is of an old and well-known construction, and will not therefore be fully described, except to state that e c represent the cylinders; E, Figs. 2, 4, and 16, the exhaust-pipe; c c', branches connecting the main exhaust-pipe with the cylinders c e, and c2 c2 are pitmen, one of which is supposed to extend downward from each of the pistons not shown) and connect with one of the cranks e3 ci of the crank-shaft (Shown in Fig. In Fig. 2 the pitmen are shown in the positions occupied at half-stroke, thus corresponding with the positions of the cranks represented in Fig. 3.

The exhaust-pipe IC may extend upward, as represented in Figs. 1 and 2, or pass horizontally to one side and then upward, as represented in Fig. 1G. Its exact course is immaterial. As will be observed, it is represented as making a bend at c4, Fig. 2, in order to pass around the axle B. At some point in its course, c5, preferably above the seat of the vehicle, it connects with the branch pipe c2, at whose upper end a whistle c, of any ordinary construction, is located. Above the point where these pipes join, a cock el, Figs. 1 and 17, of ordinary construction, is located in the exhaust-pipe, and a similar cock cS is located in the branch c2. The cocks eT and c3 are so arranged that when one is open the other will be closed, as represented in Fig. 17, and to the cock eT a lever E4 is attached, and a similar but preferably shorter lever et is connected to the cock e8. These levers are preferably connected together bya couplingbar cm, one end of which is pivotally attached to each, so as to cause them to move together. They may be conveniently operated by grasping the handle e of the lever E4 and moving it in the arc of a circle. (Shown in dotted lines in Figs. 1 and 17.) Vhen the lever E'l is in the position represented in full lines in Fig. 1 and dotted lines in Fig. 17, the cock in the exhaust is open and the other cock closed. When pushed into the position in which it is represented in dotted lines in Fig. 1, the cock in the exhaust-pipe is closed and the cock in the branch pipe e2 is opened. The exhaust-gases from the engine then escape through the pipe e2 and blow the whistle e0. If such an arrangement were connected with a steam-engine, the result would be the same.

G, Fig. 4, represents a gasolene-tank, connected to the engine by means of a pipe G', having branches g g, in the usual manner.

II, Figs. 2 and 4, represents a water-tank connected with water-jackets @12 cl2 around the cylinders by means of pipes 7i 7L in the usual manner.

I, Fig. 4, represents an electric battery, and t' "i are conductors connectingthe engine and battery.

As there is nothing novel about either the engine, tanks, or battery or the means of connecting them, a more particular description is deemed unnecessary. The engine and tanks are preferably centrally arranged, as shown, low down and directly beneath the axle, and with the engine in the center, partly in order that their weight may tend to keep the wheels upon the ground and prevent the vehicle from being upset and partly in order that they may tend to keep the platform D and seats, hereinafter described, on a level and assist in propelling the vehicle forward when the platform is tilted upward in front; but inasmuch as I preferably arrange the machinery and load carried so that the cen- .ter of gravity of the whole is in front of' a vertical plane passing through the central axial lines of the spindles upon which the wheels which support the load revolve it will beevident that the particular arrangement of engine and tanks is not essential. I prefer, however, to move the center of gravity forward by the arrangement of other parts. The battery I, for instance, is preferably placed in front of the engine, as shown. The crank-shaft E3 is shown journaled in bearings c13 cl3 cl3. cl3, Figs. 1, 3, and 4. It preferably carries a {1y-wheel K, Fig. 4, and four pulleys K', K2, K3, and K'l, Figs. 1, 3, 4, and 5. They are preferablyarranged two on IOO IIO

each side of the engine, as shown, and are alternately large and small, K and K3 being small and K2 and K4 large.

In front of the crank-shaft the shafts M M, Figs. 1, 3, 5, 6, 7, 8, 9, and 10, are journaled in bearings 'm2 m3 m4 m5, attached, respectively, to the A-stands C, C, C2, and C2. These shafts may be, but are not necessarily, conthe inner ends of said shafts; but said shafts are left free to revolve independently. Upon these shafts loose pulleys N4 N2 N3 N4 are mounted. Each of said pulleys has attached .to its hub a Wheel N5, the face of Whose rim ot contains a V-shaped groove 'n'.

inner ends of these levers are attached segmental pieces o4 o', whose faces are V- shaped in cross`-section and adapted to it the groove n in the rim of the adjoining Wheel N5.

When the outer ends ofthe levers 05,05V are moved outward, their inner ends move inward, and the segmental pieces o' o', entering the groove n', clutch the Wheel N5, and in that way attach the loose pulley with which the wheel N5 is connected to the shaft which carries it. `Between the loose pulleys on each shaft aloose sleeve OG is located, which reciprocates upon the shaft. To each end of this sleeve two opposite arms o6 o` are pivoted,

and the outer ends of said arms are pivotally attached to the outer ends of opposite clutchlever arms o5, so that when the sleeve O is moved toward a pulley the outer ends of the connecting clutch-levers are drawn inward and the clutch opened, as shown in Fig. 9. On the other hand, when the sleeve OG is moved in the opposite direction the toggle arms oG o6 are straightened and the pulley made fast by the clutch. The sleeves O are of such a length and so arranged that when they are in the midway positions, injwhich they are represented in Fig. 5, the clutches are loose, as represented in Fig. 9, and so that a movement to the right of the reader will tend to straighten the toggle-arms oG o6 on the left of the reader and push the inner endsof the arms ooon the right of the reader inward still farther out of the perpendicular. The clutch described is old and is known as the Medart clutch. Other clutches may be substituted therefor without departing from the essence of this portion of my invention. The sleeves OG O6 each contain an an-` nular groove o7, Fig. 9.

P, Figs. 3 and 5, is a cross-piece attached to the front of the A-stands C C', risc.

Qis a lever pivotally attached to said crossf Its upper end is provided with piece P at q.

a handleq, and its Vlower end q2 projects in the construction shown through an opening q2 in a rocking bar Q2, which it thus engages. To each end of the bar Q2 the upper end of a lever g4 is pivotally attached, and the lower end ofV each of said levers g4 is pivotally attached to a support g5, Figs. 3, '5, and 8. Each of said levers g4 carries a collar q, which surrounds one of said sleeves O, and from said collar inwardly-projecting lugs Q7 q2, arranged opposite each other, enter the groove o7 in the sleeve, and so engage the sleeve as to enable it to be moved by means of the lever. Then the handle of the lever Q is moved to the readers right, Figs. 3 and 5,

the levers Q4 g4 are made to move the sleeves O6 O6 in the opposite direction, and by straightening the arms o6 o6 on the right-hand end of each cause the clutches on that side to seize the pulley next it and force it to revolve with the shaft, while the adjoining pulley on the readers left remains loose. A movement of the lever Q in the opposite direction loosens the pulleys on the right of said` sleeves and makes the others fast. Each of said shafts M and M carries on its outer end a pinion R, Figs.' l, 8, 5, and 6, whose teeth mesh in with those of one of the gear-rings a.

QS, S', S2, and SFigs. l, 3, and 5, are belts `by which motion is transmitted from the crank-shaft pulleys to those on the shafts M and M. `As will be.observed, the two small pulleys K and K2 on Vthe crank-shaftrE.3 are connected by belts S and S2 with thepullleys N' and N3, which are made fast by the clutches at the same time, while the large. driving pulleys K2 and K4 are connected by the belts S and S2 with pulleys N2 and N4, Whose clutches also operate together. Hence by shifting clutch-lever Q so as to make the pulleys N' and N 3 fast the speed of the vehicle may be increased, and by shifting it so as to make pulleys N2 and N4 fast the speed may be lowered. By placing the lever Q in the position represented in Figs. 3 and 5 all the clutches are disengaged and the vehicle allowed to stop.

The direction in which the pulleys andthe pinions R R turn when the vehicle is moving forward is indicated by arrows in Fig. l.

T, T', T2, and. T3, Figs. l, 3, and 5, are belt` -tighteners of a Well-known form. The small pulleys t t t t respectively rest upon the belts S, S, S2, and S5. vThey are each pivotally supported in bearings formed in arms t t', t2 252, i3 t2, and t4 t4. `The rear ends of these arms are pivotally attached to lugs t5 t5, dto., projecting forward from cross-bars t and t7, fastened to the A-stands C C', duc., and the forward ends of said pivoted arms are shown adjustably supported by means of screws T4 T4, &c.`, Whose lowerends are attached thereto and which are themselves supported bymeans of brackets t8 i2, Alto., attached to the crossbar P. Said screws pass through internallyscrew-threaded holes in said brackets and are IOO IIO

provided at their upper ends with handwheels t t, duc. by means of which said tighteners are adjusted.

U and UQ Figs. l, 3, 5, 6, and 7, are shafts journaled in bearings 1t 1t u 1t', attached to the A-stands C C', duc., above and in the rear of the shafts M and M. To the outer end of each of these shafts the brake-shoes 1t2 and u2 are respectively attached. These shoes are adapted to engage the inner sides of the gearrings d', as shown most clearlyin Figs. 3 and G.

U2 and U3, Figs. l, 3, 5, 6, and 7, are footlevers respectively made fast to the inner ends of the shafts U and U. To the upper end of each lever a treadle a4 is attached, and' the lower end a5 of each of said levers preferably projects below the shaft to which it is attached. To the inner ends of the shafts M and M' in front of and below the levers U2 and U3 fast pulleys U4 and U5 are attached, and over each of these bands 1t and a7 pass. The ends of one of these bands are attached to the lever U and the ends of the other to the lever U. One end of each is attached to its lever above the shaft to which such lever is fastened and the other to the lower end 165 of the lever below the shaft, and fart-her from it than the point of attachment of the other end. This method of attachment makes it possible to tighten the band around the pulley over which it passes by pushing` the treadle of the lever to which the band is attached forward and loosen it by the spring u8 moving the treadle backward. By tightening both bands when the vehicle is in motion the speed with which the shafts M and M and parts thereto attached revolve may be lessened, and, if desired, the motion of said shafts may be stopped, in which case the belts will slide on the fast pulleys if the motion of the motor continues.

The same motion of the levers U2 and U3 above described also operates the brake-shoes a2 and u2, as will be obvious, the forward movement bringing the shoes into contact with the gear-rings and the backward movement disengaging them. inasmuch as the brake-shoes 1t2 and 102 are attached to separate shafts and the shafts to which the pulleys U4 and U5 are respectively attached revolve independently, it will be evident that by depressing only one of said levers the speed of the wheel A on one side can be made slower, or the wheel stopped entirely, while the other continues to revolve at the same speed as before, or, while the brakes are applied to both wheels, they may be applied more forcibly to one than the other, and by adopting either course the Vehicle can be very readily turned and be made to make very short turns if desired. It will also be obvious that though I have combined two methods of braking together, so as to cause them to cooperate, either method can be used alone without the other and the levers and brake-shoes, on the one hand, or the levers, fast pulleys, and

bands on the other alone relied upon in constructing the machine.

V V are arms or brackets extending forward from near the corners of the front end d of the platform, to which they are attached, and V V' are similar arms or brackets attached to the rear end of the platform and extending backward. Each of these arms has a vertical bearing 1; formed in its outer end,through which projects upward the spindle 1; of a curved stock V2 of a caster-wheel 02. Each spindle, as shown, terminates at its lower end in a shoulder t2, and between this shoulder and the arm V or V', which supports the wheel, a coiled spring t", which surrounds the spindle, is shown. The downward movement of the spindles of the stocks V2 V2, the., may be limited by means of pins 1:5 f05, &c. The front caster-wheels are designed to rest upon the ground when the vehicle is at rest, the center of gravity of the Vehicle and load being in front of the spindles upon which the wheels A A turn. The positions of the caster-wheels at such times are shown in dotted lines in Fig. l. In the same iigure they are represented in full lines in the positions which they preferably occupy when the vehicle is in motion. They are not intended to touch the ground when the vehicle is in motion, except for a moment in starting, or when the character of the road suddenly becomes worse, orthe driver is about to stop, or in descending steep hills. Vhen they are suddenly brought into contact with the ground, the springs r4 prevent any jolt being felt.

XV and W', Figs. l and 5, represent front and rear seats for the driver and passengers. They are shown placed back to back. Each seat has attached to it an independent back 10 and afoot-rest 10', both of which move with it, and said seats rest upon and are attached to springs 102 102, the., by which they are supported and which are in turn in the arrangement shown attached to and supported by the A-stands C C, the., and the axle B. Such an arrangement may be used, but I prefer the sliding seat 102. (Represented in Figs. 15 and 1G.) This seat rests and slides in guides 10l 104, shownl attached to a cross-piece 105. This cross-piece preferably rests upon and is attached to the springs 102 102, the., which are attached to the A-stands and the axle B, as above stated. There this form of seat is used, a foot-rest 106, detached therefrom and attached to and supported by the A-stands C C, dre., is preferred. As will be obvious, there is no obstacle in the way of seating passengers back to back on such a sliding seat, if desired. the reason that it enables the driver to trim the load by moving the seat forward or backward, so as to compensate for changes in the level or character of the road or in the speed at which the vehicle is driven.

X, Fig. 1, represents a canopy which may This form of seat is preferred for IOO IIO

rod and extending to the front and rear. This `form of canopy is of a known form, and is not for that reason more particularly described. It will be observed that the arrangement of parts above described is one which throws `the center of gravity of the vehicle and driving mechanism in front ofa vertical plane kept substantially level.

passing through the central axial line of the spindles of the axle B. The weight supported by the spindles should preferably be great enough and so disposed as to cause the force of gravity tending to tilt the front end of the platform D down out of a horizontal position to substantially equal the power required to turn the main wheels of the vehicle when it is running at a desired speed over the road on which it is to travel, in order that the tendency of the movement of the pinions to tilt the front end of the vehicle-body upward and carry it around the gear-ring may be counterbalanced and the platform Dand the seats Of course some slight oscillation is unavoidable, because no road is exactly even, and such oscillations 4will be `greatest when the weight carried by the vehicletis so arranged that it cannot be moved forward or back,as in the form of vehicle represented in Fig.` 1, in `which the seats `arestationary and thereis no part movable forward and backward by means' of which the effects of changes in the Speeder the character of the road can be counterbalanced. "In

.that form of my vehicle the bent form 'of the faxle and placing the center of gravity low down is chiefly relied upon to keep thevehicle steady, where the weight is distributed asshown, with the heavier portion beneath the axle.4 The power required to lift the front lend of the platform is greater than where the axle is straight, and constantly increases as ,the front end of the platform is lifted higher until a point is reached at which the platform assumes a vertical position.

In the form of vehicle shown in Fig. l the weight placed on the front and rear seats `should preferably be equal, so that a verti- .cal plane passing through the central axial lines of the spindles of the axle B will pass through the center of gravity of the passengers when their seats are level and :they are `seated upright substantiallyas it would pass through that of a singlepassenger if he were seated upon or over the axle, so that his cengage instead of other passengers, and the weight of anyone seated on the front seat may be counterbalanced by means of articles placed upon the rear end of the platform D, if desired. `Where through any cause the platform D is Ytipped far enough, the caster- It is` the vehicle, though it is desirable.

struction. `ent forms may be used without departlng udirectly over the axle the motion of the vehicle at a given speed over an ordinary level road will keep the seat level, and when less power is required to propel the vehicle the seat may be moved backward, and when the road becomes worse or the speedv is increased the seat may be moved forward. I prefer to extend the front of the seat beyond the guides, as shown, and make them iit its edges snugly, so that the weight of the rider will clamp it in position, but this is not essential.

In starting my vehicle, especially where the road is bad, the front end is apt tobe raised high enough to cause the rear caster-wheels to strike the ground, but their springs prevent any disagreeable jolt, and as momentum is acquired they leave the ground and the platform D assumes a horizontal position, if tlieweight is distributed as preferred. On the other hand, in stopping, the front end of the vehicle descends and the front caster- Vwheels come in'contact with the ground.

I have described certain combinations and IOO forms of parts which may be used and stated j:

`which of these I prefer, but, as will lbe obvious, all the parts described are not essential, and for those which are necessary other equivalent parts orcombinations of parts may be substituted without departing from the essence of my invention. For instance, as will `be obvious, the exact number of casterwheels shown is not essential, nor is it essential that they should be used at both ends of Where two are shown, a single one could be substituted, or more than two could be used, though `I prefer the arrangement shown. i

It isnot essential that the exhaust-pipe E' and branch c2 should ever be entirely closed by `their respective valves. All that is necessary is that on the one hand when the whistle is to be blown enough of the exhaust gas or steam shall be turned into the branch `pipe to do the work and thaton the other hand at other times means shall be used preventing enough of the exhaust from passing through the branch pipe to blow the whistle.

There in my claims I speak of the vehiclebody, I do not'wish to be understood to confine myself to a body of any particular con- As will be obvious, many differfrom the essence of my invention. The one shown is, however, a good one.

t I claim- I. The combinati ouin avehicle of two main IIO wheels; a body portion; means supporting it between said wheels; a drivin g-shaf t turning in bearings attached to said body; four fast pulleys on said shaft of two different sizes two of the larger size and two of the smaller; two other shafts parallel to the first, both turning in bearings attached to said body, two loose pulleys on each of the latter shafts one on each shaft opposite one of the larger driving-pulleys and one opposite one of the smaller; means by which the two loose pulleys opposite the smaller drivin g-pulleys may be simultaneously made fast; to their shafts; means by which the two loose pulleys opposite the larger drivin g-pulleys may be simultaneously made fast to their shafts; means t ansmitting motion from the drivin g-pulleys to the pulleys opposite them and means attached to each of the shafts carrying loose pulleys transmitting motion from such shaft to the main wheel next it, substantially as described.

2. The combination in a vehicle of two main wheels; a body means by which it is swung between said wheels; two shafts turning in bearings attached to said body; means comm unicati ng motion to said sl1afts,means transmitting motion from one of said shafts to one wheel, and from the other shaft to the other wheel; a fast pulley on each shaft; a band passing partly around each pulley and lneans by which said bands are separately lightened substantially as, and for the purposes described.

3. The combination in a vehicle of two main supporting-wheels; an axle connecting them, springs supported by said axle parallel guides supported by said springs and a seat sliding backward and forward in said guides substantially as described.

4. The combination in a vehicle of a pair of main supporting-wheels; a pair of gearrings, one attached to each wheel, and each smooth on its inner side, and having outwardly-projectin g teeth; a body swinging between said wheels concentric with their axis, means by which it is connected to said wheels, two brake-shafts turning in bearings; attached to said body, a brake-shoe attached to each shaft, one extending within one of said rings and the other within the other rin g a lever attached to cach brake-shaft; two other shafts in front of said brake-sl1afts,bear ings attached to said body, in which the two last-named shafts turn; means communicating motion to the latter shaft; a pinion at the outer end of each of said shafts which meshes in with the Vteeth of the gear-ring attached to the adjoining wheel; a fast pulley on each of said shafts, one of said pulleys being located in front of each of said brakelevers; a brake-band attached to each of said levers and passing over the fastpulley in front of it and all operating substantially as described.

5. The combination of the wheels A, A,

gear-wheels a and a thereto attached, about axle having spindles upon which said wheels turn; a body attached to said axle, swinging concentric with the centers of said wheels; and having a platform beneath the axle; a motor carried on said platform below the axle; shafts M and M; bearings attached to said body in which said shafts turn; pinions R, R, attached to said shafts and meshing in with said gear-rings, means transmitting motion from said motor to said shafts and pinions and through them to said wheels, casterroller stops attached to said platform before and behind said axle; and the weight of all parts being so proportioned and distributed that the center of gravity of all parts carried by said wheels is lower and farther forward than said axle when the vehicle is at rest and causes the front end of the body of the vehicle to rest upon the front casters when the vehicle stops, substantially as described.

G. The combination in a vehicle of two main wheels; a body portion; means supporting it between said wheels; a driving-shaft turning in bearings attached to said body; four fast pulleys on said shaft of ytwo different sizes,

two of the larger and two of the smaller; two driven shafts parallel to the driving-shaft, both turning in bearings; means for transmitting motion from one of the latter shafts to one wheel, and from the other shaft to the other wheel; two loose pulleys on each driven shaft, one on each shaft, opposite one of the larger driving-pulleys; and one opposite one of the smaller; means by which the loose pulleys may be made fast to their shafts; a belt running from each pulley on the driving shaft to the loose pulley opposite it; and a belt-tightoner for each belt, substantially as described.

7. The combination in avehicle; of two main wheels; a body portion; means support ing` it between said wheels; a driving-shaft turning in bearings attached to said body; four fast pulleys on said shaft of two different sizes, two of the larger size and two of the smaller; two driven shafts parallel to the driving-shaft, both turning in bearings attached to said body; two loose pulleys on each driven shaft; one on each shaft opposite one of the smaller drivin g-pulleys; and one opposite one of the larger; means transmitting motion from the driving-pulleys fo the loose pulleys; clutches for making the loose pulleys fast to their shafts; the lever Q; means pivotally attaching said lever to the body of the vehicle; a rocking bar Q2, engaged by said lever Q; levers qt, q, connected at their upper ends, to the ends of the rocking bars; means pivotally connecting the lower ends of the levers ql, Q4, to said body; and means connecting said levers qi, with said clutches, and enabling the operator to make either the loose pulleys opposite the larger driving-pulleys, or the loose pulleys opposite the smaller pulleys fast, by throwing the lever Q to one IOO IIO

' tion ZJ having` arms b2, projecting forward side or the other; and, to allow the loose pull ported by the axle and each resting upona 1o leys to run loose, by allowing the lever Q, to l pair of said projecting arms; and a platform stand upright, substantially as described. D supported by said A-shaped stands, sub- S. The combination of a pair of supportingstantially as described. Wheels, running side by side; a bent axle oon- A r T neeting said Wheels7 and upon which they JOSEPH J' IXL LAGE' turn, and Whiehaxle has the horizontal por- Vitnesses:

STORY SIDEBOTHAM,

BEM. F. REX.

and back therefrom; A-shaped stands sup-

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