GB2101944A - Motor vehicles - Google Patents

Description

SPECIFICATION A new self propelled multi purpose vehicle system We, Arnold Frederick Cockle, a British Subject, of "Bluegates" Littlewick Road, Knaphill, Woking, Surrey, and Stephen Wilfrid Lawson, a British Subject, of 31, Lodge Road, Fetcham, Surrey, do hereby declare the nature of these inventions for which we pray that a patent may be granted to us, and the method of which it is to be performed, to be particularly described in and by the following state ment:- For Patent purposes we described herewith the vehicle contrived.

Avehicle with wheels, or groups of wheels, basically in, but not limited to a triangular configuration. Contrived in such a manner that permits the use of any form of motive power to propel it, and which may be readily changed, and by which any, or all, or any combination of wheels that may be fitted to it, may be driven/powered individually, separately, or in unison with each other, by similar or differing power sources to each wheel or group of wheels. To which all, or substantial control of said vehicle is exercised by flexible reins. Certain embodiments (described further herein) provide facilities to the vehicle's system that permit it's use over wide variations of conditions, and terrain, also for almost unlimited application.

Control of said vehicle may be performed, by reins, or by sharing control with most known conventional means.

The vehicle braking system has been so contrived to facilitate by the use of reins, and/or by the Driver/Operator exerting a pushing or pulling motion by his body and/or by his legs/hands. Operation of said braking system may be effected by conventional means, i.e. Hydraulic, air power, pedal or levers etc.

A self-propelled three/multi wheeled vehicle, with one/group of wheel/s at the front mounted to supporting member/s by an axle/s passing through a hub in the wheel/s containing suitable bearings, the axle/s being connected to the wheel supporting member by suitable means. On the same supporting members an engine/motor carrier plate is fixed in a manner that facilitates the raising and lowering of same about a pivotal point. The engine/motor is mounted upon said carrier plate being a bracket/ framework device incorporating below a friction roller/s supported in suitable bearings, the shaft axis of the friction roller/s has a similar axis to the wheel axle/s. This friction roller shaft is mounted in a position below the engine/motor carrier plate and to this shaft a pulley/s or sprocket/s is attached.The engine/motor has a pulley/s or sprocket/s attached to the power output shaft, to which a belt/s or chain/s are then connected between the said pulley or chain to effect transfer of engine/motor power to the friction roller shaft which is fixed to the shaft, the friction roller therefor being caused to turn when the engine/motor is run. By lowering the said carrier plate assembly the friction roller/s will make contact with the wheel/s, should the engine/motor be caused to run turning the friction roller, the friction between the roller and the wheel will cause the wheel to turn, by raising the engine/motor carrier plate, the friction roller being supported within/without this carrier plate will also rise causing the contact of the friction roller/s to be removed, thus disconnecting the power delivery to the wheel/s.

To the wheei/motor supporting member is attached a suitable means of guarding, which is provided to help prevent accidental personal contact with any of the rotating parts or hostile areas of the engine/motor and power transfer devices, also enabling easier handling/carrying of complete drive assembly, in addition providing protection to the engine/motor and power transfer devices as a sub assembly.

The wheel/motor supporting member is fixed to the chassis, connecting the front wheel/s to the rear wheels, the wheel/motor support member is attached to this chassis member by pivotal means with an axis in a vertical direction, which allows the wheel/motor supporting member to swivel to the left and to the right of the axis of the chassis member, thus effecting a steerable action of the front wheel/s.

The chassis member has a join or joints along its length and/or at its extremities, which is secured by suitable means. This join or joints are to enable the vehicle to be dismantled into relatively small sized components for storage, handling and transportation purposes.

To the rear of the complete chassis an axle or axle sockets are fixed by suitable means, this axle axis is transverse to the axis of the chassis member, the rear wheels, on the left and on the right are fitted by the axle/s passing through the hubs of the wheels, which contain suitable bearings. The wheels are prevented from leaving the axles by suitable means.

To this chassis, or in itself forming part of the chassis, a body is fixed. The body is provided with a flat floor upon which the occupants of said vehicle stand. The body may have in addition to the front, sides, top, back, and/or openings to permit access, seats as prevailing terrain, use, conditions dictate.

The front wheel/motor supporting member has fixed lever/arms which are positioned at suitable points and to the outer ends of these lever/arms flexible reins are attached by suitable means. At a position on the engine/motor carrier plate a flexible rein is attached by suitable means. To the engine/ motor speed/power controlling lever/s a flexible rein is also attached by suitable means.

The flexible rein attached to the engine/motor or carrier plate or bracketryfrom, first passes through a guide fixed to the front wheel/engine supporting member at a suitable position normally situated adjacent to the steering rein, the guide allowing the rein to work back and forth reasonably freely.

The flexible rein attached to the speed/power control lever of the engine/motor also passes through guide similarly positioned on the other arm of the supporting member.

When the driver of the vehicle exerts a pulling motion to the rein connected to the lever/arm on the left side of the front wheel/motor support member, the whole member will swivel about the pivot connection to the chassis and change the axis of the front wheel from an axis in line with the chassis to an axis angled to it, i.e. points in a leftward direction.

Similarly, when exerting a pulling motion to the right rein, the wheel would be changed to an axis in the rightward direction, thus steering of the vehicle is performed and achieved.

When the driver grasps the rein connected to the engine/motor/carrier and exerts a pulling motion, the engine/motor carrier plate, which pivots about a pivotal point, will raise about that point. The rein will raise the enginelmotor carrier plate sufficiently to free the friction roller from the wheel/s, assuming that the roller was at rest on the wheel/s. Having started the engine!motor the rein is allowed to return slowly, the friction roller will gradually make contact with the front wheels as the engine/motor carrier plate which supports the the friction roller also is lowered.When the driver simultaneously grasps the rein attached to the engine motor speed power control lever and exerts a pulling motion to the rein, an increase in powerispeed occurs to the friction roller and thus to the wheel/s, and finally the vehicle, by the friction of the wheel to the surface it is resting upon.

To effect simpler and easier control over the vehicle, one rein for steering and one rein for another controlling function, eg. power, speed, drive, connectionidisconnection, braking, etc, are joined together to form a loop, one pair of reins forming a loop each side, i.e. one rein loop on the left and one rein loop on the right.

The actual function and location of the reins is open to personal preference, and function requirements which may be dictated by the particular circumstances in which the vehicle is being put to use.

To ensure a complete understanding of the control system it is further described below. If it is assumed that the left loop of reins control steering to the left and engagement and disengagement of the engine motor to the wheel s, and the right loop of reins control steering to the right and also increase decrease of engine.motor speedipower. Furthermore, that at a suitable point along the reins a hand grip with the steering rein fixed to the bottom of the handgrip and the other control function rein fixed to the top.The driver grasps the left hand grip in the left hand holding it in an almost vertical position, but with the axis of the handgrip leaning slightly towards the front of the vehicle, if he exerts a pulling motion to the handgrip maintaining the attitude of the handgrip as he does so, this action will cause the front wheel support member to swivel about its pivot point and steer to the left, by exerting a pulling action on the right rein handgrip, an opposite reaction is obtained, i.e. steering to the right. It should be noted that although the reins have been pulled to the left and to the right, the top reins in either loop have not moved as they move in unison with the bottom reins, and therefore not effecting the other function they control, this is accomplished by the correct siting of the rein guides attached to the same lever/arms on the front wheel support member.When the driver wishes to increase the speed of the vehicle he merely causes the handgrip to swivel about a point at the bottom of the handgrip, and move it towards the rear of the vehicle. Similarly if he wishes to disconnect the power friction roller from the front wheel/s, he does exactly the same but with the other handgrip, exercising a pulling motion at the top. Furthermore, if the driver maintains a light but steady tension on both the steering reins the controls of the other functions are easier to accomplish. It is to be made clear that the handgrips have been mentioned only as a reference to the understanding of the system of control, they are not in any form an essential part of the system, although they may be desirable for personal comfort or ease of adjustment and operation.

The front wheel motor supporting members have been contrived in such a manner to permit additional wheels to be fitted on extended axles. This facility, by the addition of more wheels, and by extending the front wheel axle to accommodate additional wheels has the effect of lowering the pressure of the vehicle upon the surface it is on. To increase substantially the tractive effort between the wheels and the ground, power to these wheels is achieved simply by extending the drive roller shaft/s and fitting suitable friction rollers. These drive roller shaft extensions are fixed to the existing drive roller shaft by similarly sized material to that of the existing shaft, and having a thread form to them.The existing roller friction shaft has a matching thread form which engages to the extension friction roller shaft. s, and are tightened sufficiently to secure and transfer the desired power to said friction roller extensions. Other means of attaching the friction roller shaft extension to the existing shaft may be achieved by screwing one extension shaft into the other, by means of a threaded portion connected to one extension shaft passing through the existing friction roller shaft and being screwed into the other friction roller shaft extension, thus trapping the existing friction roller shaft between the other friction roller shaft s extensions, and providing transfer of power to them. Provision is made to align said friction grip at the join of the friction roller shaft extensions to the existing friction roller shaft.

To effecttranmission of powerto aforesaid friction rollers provision is made to align the said shafts by spigots engaging at the joins. Should a stronger means be required to prevent the friction roller extensions slipping around the connection of the said shaft, this can be provided by the addition of/or shaping of the said joining surfaces to create a higher degree of friction between the jointed sufaces. Further, suitable high strength adhesives may be employed for a more permanent connection.

If a permanent system is required, the existing and the extension shafts may be welded together, or a one piece shaft may be employed, the rollers being attached by suitable means to allowfriction roller shaft bearing fitment. To effect control of i.e. en gagementidisengagement of friction roller contact with the wheels is as previously described.

It should be understood clearly that as provision is made to drive all or any of the wheels mentioned, it would follow that if any of the said wheels are preferred to be driven and others are not, those not may be removed or left undriven.

To further lower the ground pressure of the vehicle which is highly desirable when crossing soft ground/terrain, the rear axle/s have been so contrived to enable them to be extended, by providing longer axle shafts to accept the additional wheels.

The number of wheels which may be attached is dictated as can be appreciated by many factors, such as weights, strength of materials, useage, size of vehicle etc. The contact between the friction roller and the wheel/s is maintained by the combined weight of the engine/motor, carrier plate, friction roller and ancilliary equipment mounted on the engine/motor carrier plate. The pressure i.e. weight exercised upon the wheel/s by the friction roller/s is increased by mechanical advantage. This has been achieved by the engine/motor mounting bracket being contrived in such a manner that the pivot point of said bracket is caused to be in a certain relationship with the axis of the friction roller/s shaft, as the engine/motor is mounted to said bracket forward of the friction roller axis.The centre of gravity of said engine/motor is somewhat further away from the friction roller axis than the pivot point, a lever effect is accomplished, providing an increase in said pressure than that would normally apply if the engine/motor was mounted directly over the centre of the friction roller, the measure of increased pressure is dependent on the ratio of said axis.

Should this weight prove to be insufficient in certain circumstances i.e. multi wheel and friction drive combination, tension or compression springs may be used to maintain required friction, these springs may be fitted between the engine/motor carrier plate or engine/motor and the wheel/motor support member, similarly ballast weight attached to the engine/ motor carrier plate or engine motor.

Friction may be increased between the friction roller and the wheel/s bv increasing the pressure between the friction roller and the wheel/s not preferred or by providing an abrasive surface to the friction roller. This may be achieved by any of the following means; a. Moulding, shaping, or machining the surface of the friction roller.

b. Attaching by suitable means to the friction roller surface, continuous, regular and/or irregular shaped and/or sized parts or particals of material being smooth and/or abrasive and/or soft, firm, or hard in their nature, being continuous, and/or evenly, and/or randomly spaced.

c. Being made entirely from any of, or combination of materials as in b. above or of similar materials and being shaped or moulding into or as desired, and if necessary held together in the desired form by suitable means or by adhesive/s.

Pressure may be reduced between the friction roler and wheel/s depending on the degree of friction obtained by applying above measures thus reducing bearing loads.

To prevent the motor/engine support bracket from moving up and down and producing an interrupted power transmission to the wheel/s created by the friction roller/s loosing contact with the wheel/s, as may be experienced when crossing very rough or uneven terrain, a damper may be included and attached at a point on the engine/motor or engine/ motor carrier plate by suitable means, and to a point on the wheel/engine/motor support member/s, this damper has sufficient movement to allow the engine/motor carrier plate to raise the friction roller from making contact with the wheel/s, the damper may be of the adjustable, fixed resistance, telescopic, hydraulic, gas filled, friction types, sprung or any combination.

Should an automatic power engagement/disen gagement device e.g. centrifugal type clutch, fluid, powder, or electro-magnectic clutch be used to engage/disengage the power from the engine/motor to the wheel/s, then one rein rein becomes free to use for another controlling function, or disregarded if there is no desired function to control. This spare rein may be used to exercise control over the engine speed/power with both the left and right hands if desired by joining both the rein in use and the rein not in use to the engine/motor speed/power control lever by passing the rein through its normal guide and through the other, thus passing both reins through the same guide.It is possible for the reins used for other functions than those used for steering, may so be directed through rein guide/s in reasonably close proximity to the means of pivoting the wheel/motor support member to the chassis member, thus enabling other functions to be controlled at a location not only in front of the wheel/motor support member, but also in a direction towards the rear of an/or in a vertically upward or downward direction, providing a pulling motion of varying length to operate a lever/s or other mechanism so required, e.g. to an engine/s motor/s mounted on or to the said chassis member or other suitable fixture/s which may drive a pump/s generator of transmission means, and by suitable connection e,g. pipes, cables, or shafting drive a motor/s to drive the wheel/s by any suitable transmission means.

Further more should the drive to the wheel/s be interupted by crossing rough or uneven terrain, or insufficient friction between the friction roller/s and wheel/s exist due to reduced engine/motor weight then the engine/motor carrier plate may be ridgidly, or semi-ridgidly fixed by suitable means to the wheel support member as there is no longer a need for the friction roller/s to be removed from the wheel/s, due to the use of automatic engagement/disengagement of the engine/motor power to the wheel/s.

The need to provide suspension/springing to this vehicle can be limited to personal preference, due to the way in which this vehicle has been contrived it is not essential to provide springing or suspension other than that effected by the use of pneumatic tyres on the heels which can be inflated to the desired pressure, particularly when crossing rough or uneven terrain where one would experience most discomfort.Usually the vehicle when used under these conditions would be expected to be a multiwheel vehicle i.e. more than three wheels, this allows the wheel/s if pneumatic to be inflated at low pressures, there is little reason to suspect that the wheel/s would be other than pneumatic, this then would provide a greater degree of shock absorption, further more as the driver is able to stand apon the floor of the vehicle, which is flat and may have a non-slip surface, he is permitted to flex his legs and body in such a manner as to absorb shocks and sustain vehicle movement over said terrain, as no control is exercised over the vehicle with the drivers feet, the driver may move about substantially on the floor of the vehicle, his feet may remain in contact with the floor, enabling his balance and posture to be sustained, further freedom of movement is made available to the driver by the use of flexible reins to control the vehicle, thus allowing the maximum freedom of movement in all directions affording him the maximum control over the vehicle in most attitudes and conditions.

Protection in the form of soft padding material may be provided on the inside of the vehicle and around the top edges of said body.

Although brakes are provided there are circumstances where they are not necessary as in some racing activities where on certain vehicles for example those used for racing, brakes are not necessary, although in some forms of racing brakes may be desirable and can be provided for this vehicle system, on vehicles used in racing where brakes are not required, slowing and bringing the vehicle to a halt may be achieved by having a "Dead Man" device wherein the engine speed/power control lever/s is allowed to return fully to the engine/motor stop position so adjusted that should the rein controlling this function be fully released the engine motor will cease to run, this serves two functions, 1. Should the driver wish to leave the vehicle for any reason the engine will 2. stop.In racing it would be expected that the system used to engage and disengage the power to the wheel/s would be that where upon the friction roller is moved to or from the wheel, this then due to the engine being made to stop by the driver releasing or slakening the said rein and the engine! motor still being connected to the wheel, would slow down or bring the vehicle to rest, assisted by the inertia of the vehicle the engine is driven by the wheel/s which tend to increase the engine speed affording a high degree of resistance to the vehicles motion. To 'free wheel' the vehicle the friction roller must be disengaged from contact with the wheel/s, which requires the driver to exert some effort to maintain this condition.

To effect braking, a system has been contrived whereby both the rear wheel!s left and right may be braked simultaneously, this having been acheived by the provision of a barthat is parallel with the rear axle, to the ends of this bar are attached by suitable means semi-circular flat faced brake shoes with friction linings fixed to the outer surfaces, these brake shoes are caused to travel outward in a radial direction from the axle to the inner surface of the wheel rim or brake drum, this outward action is created by the said bar being allowed to slide reasonable freely within guides fixed to or adjacent to the rear axle at a point near to the wheel/s.To the top of the said guides is a plate or bar fixed across the two upright members of the said guides, in this plate or bar a hole is made, the hole is made through the bar that runs in the guides on the same centre axis as the hole in the plate or bar, a "U" shaped bar with the legs of the "U" pointing in a downward direction, and the base of the bar now at the top is provided, to the bottom of the legs of the "U" shaped bar, are fixed two hollow square tubes, one on the end of each leg of this "U" bar, they are fixed in such a way that the square tubes are made to fit on the top of the plate or bar on top of the brake bar guides, the "U" shaped bar is so shaped and sized that it is almost to the full width of the body and the height is so that the base of the "U" now uppermost can make contact with the drivers legs or body.A hole is made in the square tube where it contacts the plate or bar at the top of the guides and is in line with the hole in the plate or bar on top of the guides. A barrel nut, being a piece of round bar with a thread formed in its side in the centre of this piece of bar, and passing through the axis of this bar, this is fitted into the square tube with it's axis transversed to the axis of the square tube through the hole made in the bottom of the square tube a threaded stud is passed and screwed into the barrel nut, this stud now passes through the hole in the plate or bar on top of the guides and through the bar that slides in the guides carrying the brake shoes, an adjusting/retaining nut is screwed onto the end of the stud now protruding through the bar and is screwed up one on each side until the bar carrying the brake shoes is caused to stop due to the brake shoes now making contact with the inside surface of the wheel/s or brake drum if used, a spring is provided between the bar carrying the brake shoes and the underside of the plate or bar on top of the guides, this causes the bar carrying the brake shoes to be forced away radially inward towards the axle from the wheel/s or drum/s and returned to the limit set by the nut on said stud, the brake bar is finally adjusted to ensure the brake shoes are reasonably clear of the wheel rim/s or drum's when said bar is released.By movement of the brake actuating bar in either a forward or rearward direction will cause a heel and toe lifting action to the square tubes affixed to the ends of the "U" shaped bar therefore the barrel nut and stud will lift, causing the brake shoe carrying bar also to lift by the stud connecting it, the brake shoes being attached to this bar will make contact with the inside of the wheel rim/s or drum/s creating friction by the lining material rubbing on the inside of the wheel/s or drums and cause the said rotating wheel or drum to slow, or stop. The brake system previously described may be positioned at any radial point around the axle to siut vehicle system requirements, and by adjustments to the connection made between the actuator bar and the square which are open ended and forming sockets siutable for addi tionalireplacement brake actuator bars. Further the brake shoe carrying bar, and the brake actuator bar may be telescopic/sectional to permit extension/ reduction to wheel centres that require braking, the aforementioned braking system being totally adaptable and capable of many conventional actuating mediums, but contrived to be removed with the minimum of effort and expertise to be simply adjusted to suit also trailing axles of various track widths with same or similar brake shoe carrying bar and actuator bars, the system is not limited by wheel or brake drum diameters.

The front axle has been so contrived as to enable it to be extended simply & quickly. To accommodate more wheels by any of the following, by providing a longer one piece axle which is not preferred, as should it become bent or damaged in any way, it can be difficult to remove the wheels from it, or it from the supporting member.

Prefer means are as follows: 1. By providing seperate axle extension/s that have an aligning spigot means to the existing axle, and which have threaded forms at the point, whereupon the extension shaft/s joint the existing axle shaft.

This to having same threaded forms, thus allowing said shafts to be screwed together tightly forming a secure joint/connection at these points.

Other means similar to those used for friction roller extension may be incorporated.

Engine braking When using the engine as a means of slowing the vehicle, as in some forms of racing, some difficulty may be experienced when the starting of an engine is required to be carried out by hand e.g. by a handle, rope or cord etc, espcially if the means of power transmission is by friction roller/s to the wheel/s and no automatic means of power engagement/disengagement is used from the engine to the friction roller, the driver has to lift and hold the engine up high enough to free the contact between the friction roller/ and the wheel/s, control the engine speed, as it may be arranged to shut off if the control is released, and also to start the engine. Once the engine has been started, he then has to keep the engine and friction roller/s raised free of the wheel/s by keeping the rein controlling this function tensioned sufficiently to accomplish this.Also, keep the engine running until he gets into his driving position.

As can be appreciated this can prove to be somewhat difficult, although preferred as a means of providing difficulty in some forms of racing, therefore promoting skill, nevertheless in some other applications this particular difficulty would not be desired. Therefore, by arranging a sprung loaded latching mechanism or the like, to a point on the engine/s or mounting bracket and fixed at a secure point on the wheel/motor support member the engine/s is now able to be raised and the sprung loaded latch to be forced against said spring and hooked/connected to the engine/s or mounting bracket as prefered by suitable means, the engine/s is now lowered slightly to tension said latch, the weight of the engine/s maintains the tension, The engine/s is/are now started and made to run in this raised position.The Driver keeping the engine running by either tensioning the speed controlling rein to a point in his driving position, Engine braking or by hand. He now proceeds to his driving position by grasping the rein that raises and lowers the engine/s and when he so desires tensions and exerts a pulling motion to the rein, the engine/s will be lifted, the sprungloaded latch or the like will now be released from it's point of attachment by the force of the spring. The driver now has control of the engine and may lower it to engage the friction roller with the wheel as and when he so desires. Fixed or variable speed/power controlling governors may be employed as required on the engine/s/motors.These can be of the mechanical flyweight, electro hydraulic, electro magnetic, electro pneumatic electro motive types, including any electronically controlled devices, and when more than one engine/motor is used on one vehicle the governors may be connected by suitable means to each other to provide power delivery to the wheels in unison, or separately if required by exercising individual control over each governor Power transmission Refering to the means of transmitting the power delivery to the wheel/s from the engine/motor it has to be made perfectly clear that the said transmission by means of pulley/s, sprockets, belts, chains etc driving a friction roller in contact with the wheel/s is not the only means of transmitting said power to the wheels.Although it may be necessary in certain applications, and has been used in this instance for clarity of description of the power transfer, and also to illustrate the potential simplicity of vehicle system, and is a prefered embodiment of the invention.

The front wheel (1) is attached to a central hub, the hub contains suitable bearings which run on a shaft (4) which is fixed to the wheel supporting member/ forks (5). Above the wheel (1) a pivoting engine/ motor carrier plate (6) is fixed by a pin (7) with securing means (8) to the wheel/motor support member (5) below which a suitable friction drive roller (9) is mounted upon a shaft (10) supported and running in suitable bearings housed in or on the engine/motor carrier plate, one end of said shaft carries a pulley or sprocket (13) and is fixed to it with or without a clutch engagement/disengagement device.An engine/motor power scource is mounted upon the carrier plate (6) pulley/s or sprocket/s (11) with or without a clutch or engagement/disengage- ment device fitted are fixed to the output delivery shaft (14) of the power scource (12) belt/s or chain/s (15) are fitted about the pulley/s sprocket/s (11) & (13) or by other means of transmission provided to transfer the power from the power scource (12) to the friction roller (9).

Between the power unit (12) and wheel/motor support member (5) a special damper (16) may be fitted when and if required. At suitable positions (not shown) bump stops are provided to absorb shocks and limit the movement of the power unit (12) and carrier plate (6). Protective guards/cowlings (17) are provided (not shown in full as they provide extensive cover to components within the frame (17) and would limit the detail needed for this descriptive written matter) to protect components mounted upon the wheel/motor support member (5) and further to prevent accidental personal contact with any rotating or hostile components/surfaces.

The wheelzmotor support member (5) is attached to the main frame!chassis (18) by means of a pin (19) or shaft passing through yoke plates (39) and a headstock tube (40) or other swivelling arrangement having suitable bearings to enable the wheel support member to turn reasonably freely from the left and to the right and from right to the left about the central axis of the said bearings.The main framei chassis (18) forming the supporting'connection structure between the front (1) and rearwheel;s (2) & BR< (3) and having an axle fitted to it which is transverse to the axis of the main frame (18) the outer ends of the axle may have sockets into which variable length stub axles may be fitted, to these stub axles (21) the rear wheels are fitted running on bearings within the hubs of the wheels and are prevented from leaving the axles by siutable means. The main frameíchassis (18) is secured to the floor (23) by bolts (54) passing through the floor (23) and the axle/s (20) and stub axles (21) to secure and locate them in the correct position.

An open body is attached to, or is made as part of the main frameíchassis (18) & (36) and is so shaped asto allow the driver/operatorto stand upright upon the floor of, a non-slip surface may be applied to the floor if so required.

The said body may be so shaped or sized to suit the environment or use to which the vehicle is put to, the body illustrated has been used to provide an insight to the potential simplicity of the vehicle system, it provides a flat floor on which to stand and affords to the driver a reasonable measure of protection against the hostilities of the conditions and environment to which he may be exposed, access to and from the vehicle is exceptionally easy, and handholds (27) are provided to allow the occupants to hold onto when needed. The top edges of the body are fitted with covering of soft substance (25) further the inside of the body may be provide with a similar soft substance (26) if found to be necessary. Seats may be provided although not shown, these may be fitted to the sides of the body orto a suitable framework as required.

From the body area, two sets of flexible reins each set of reins being a pair with or without handgrips fitted to them from two seperate loops the ends of which lead forward to the wheel/motor support member (5) and power scourse (12), one set of reins to each side, the left bottom rein (28) of the left set of reins is fixed to the left steering arm (29) of the wheel motor support member (5) and by pulling this rein, steering to the left is performed, similarly the bottom rein (30) of the right set of reins is fixed to the right steering arm (31) of the wheel/motor support member (5), and when pulled, steering to the right is performed.The top rein (32) of the left set of reins may be used to raise and or lower the engine motor and/or carrier plate (6) or power delivery control device to effect drive or non-drive to the wheelis, the right hand top rein (33) of the right hand set of reins may effect control of the speed control deviceis (37) of the power source (12) or vehicle. The location of and control exercised by the reins is open to individual preference, comfort, necessity and vehicle 'modus operandi'. The steering reins (28) & (30) to the steering arms'levers (29) & (31) by suitable means, preferably 'quick release' are fixed to it, the reins for use on other functions are not, they are allowed to pass freely through the rein guides (55) & BR< (58) attached at or adjacent to the connection of the steering reins, (28) & (30) to the wheel/motor support member.

To ensure that the rein controlling the speed/ power delivery devices (37) a self returning mechanism (38) is provided to pull the rein when it is slackened released by the driver to the slow or stop position as required.

To the main frame chassis (36) & (69) a join is provided and is so contrived to afford exceptionally strong means of attachment, and requires the use of one pin only to do so, the joining means is not disclosed as it forms a further patent appliation being separate from this. The join or joints are so provided to increase substantially the range of application of the vehicle system by permitting means of addition or adaption to be fully utilised.A means of stopping braking the vehicle has been contrived, and to be effected by simple means, the following refers to the rear wheels, a bar (42) is arranged to be positioned with it's axis in a similar axis to the axis of the rear axle at the ends of this bar brake shoes (62) & (66) are provided and attached by means of special springs (60) the shoes are further secured aiigned by the guide bars (63) the said guide bars maintain the shoes at the correct attitude to the wheel rim (67) or brake drum (65) the brake shoe support bar (42) is arranged to slide within the guides (45) these are fixed by the bolt (54) passing through the bracket (53) and axle (20) and stub axle (21) and also through the floor (23), the brake bar (42) is caused to move in a radially outward direction from the rear axle's axis by certain movements and connection of the brake actuating bar (43) this is acheived by the following means, at the ends of the brake actuating bar (43) square section holders (44) are fixed by siutable means, inside the holders (44) a barrel nut (49) is positioned and held in position by a stud (52) the stud passes through a hole in the top of the plate (50) mounted and fixed to the guides (45) the stud (52) also passes through the brake bar (42) sufficiently to permit the nut (51) to be attached, between the brake bar (42) and the plate (50) a spring is fitted this spring maintains a downward pressure towards the axis of the rear axle, to ensure the lining (64) is kept reasonably clear of the wheel rim or brake drum when the brakes are not applied. When the driver exerts a push or pulling motion to the brake actuating bar (43) the holders (44) will pivot at one end the other end will raise about this point, as the barrel nut (49) is inside the holder (44) it to will raise further as this is connected to the brake bar (42) by the stud (52) and nut (51) the brake bar will also be caused to raise, in doing so will force the brake shoes (62) & (66) to make contact with the wheel rim or brake drum (67) or (65). The friction created by the lining (64) rubbing on the contact surface of the wheel rim (67) or brake drum (65) will effect a degree of friction sufficient to reduce the speed of the rotating wheel rim (67) or brake drum (65), and bring them ultimately to rest.

Claims (32)

1. A new self propelled multi purpose vehicle system, contrived to facilitate the control over same to be exercised by the use of flexible reins.

2. A new self propelled multi purpose vehicle system, contrived to facilitate the control over same to be exercised by the use of conventional means.

3. Flexible reins contrived in such a manner as to exercise complete or substantial control over said vehicle as in claim (1).

4. A multi purpose vehicle as in all previous claims Including means to remove/replace without the use of tools the entire engine/motor assembly, complete with fuel tank, exhaust system, starting equipment, carrier plate, and power transfer devices to the wheel/s, by the release, an extraction of one pin, and disconnection (quick release) of two control reins only. Subject and limited to the size and weight of components. As in previous claim, but involving one control rein only.

5. A multi purpose vehicle as in claims 1 & 3 Including means of exercising control overthe vehicle by the use of reins manufactured from flexible tubular material, but flat in it's section, being provided with a moveable handgrip device within the tube which remains at the desired location once positioned by an operator/driver, but remains adjustable when required.

6. A multi purpose vehicle as in claims 1. Including means to remove/replace to or from the vehicle, without the use of any tools, by the release and extraction of one pin/shaft only, the entire wheel/ motor support member, complete with engine/ motor, carrier plate, power transfer devices to the wheel/s, wheel/s, axle/s operational control reins, protective guarding, fuel tank, exhaust system, engine starting equipment, mudguard/s mounted upon it. Subject and limited to size and weights of components.

7. A multi purpose vehicle as in claims 1,3 & 5 Including means to provide infinitely variable adjust mentfacilities, without the use of tools, to the vehicle operational controls, within the confines of reason.

8. A multi purpose vehicle as in claims 1,3 & 6 Including, without the use of any tools, means to remove/replace, the main chassis member connecting the front wheel suporting members to the rear wheel supporting members. Limited to certain weights and sizes of vehicle system. By the release/ extraction of two pins/shafts.

9. A multi purpose vehicle as in claims 1 & 2 Including means to change/remove/replace, engine/ motor complete with all items as in claim (4) with that of a similar, or different power and/or power transfer means e.g. differently fueled engine i.e.

diesel, petrol, gas etc, or power transfer devices changed from moveable/raising friction roller to a fixed friction roller etc, or others, without the use of tools, and by the release and extraction of one pin/shaft, and one or two controlling reins only.

Subject and limited to size and weights of compo nents. To make the changes as outlined above, without permanent change or modification to the vehicular system i.e. it may be readily reverted to the original configuration, providing the components are part of the vehicular system.

10. A multi purpose vehicle as in all previous claims Including means that make provision for infinate variation of the vehicle application and use.

By simple addition, subtraction, or exchange of components, without making any permanent changes or modifications to the basic vehicle system, and to which the expanded vehicle may be simply returned to it's original configuration.

11. A multi purpose vehicle as in claims 1,2,6 & BR< 10 Including means to add or remove wheels as is required without permanent change or modifiation i.e. it may revert to it's original configuration.

12. A multi purpose vehicle as in claims 1,2,6 & BR< 9 Including means to facilitate the powering of more than one wheel as required, without permanent change or modification i.e. reverting to original.

13. A multi purpose vehicle as in claims 1,2,3,6 & 9 Including means to facilitate the powering of more than one wheel, and exercising control over those wheels, and power to them, independantly, without effecting permanent change, or modification to the basic vehicular system, and without the use of any tools.

14. A multi purpose vehicle as in claims 1,2,6 & 8 Including, without the use of any tools, means to facilitate the use of longer or shorter main chassis members to be removed/replaced by addition, subtraction or exchange, by the release and extraction of two pin/shafts only. Subject and limited to size and weight of components.

15. A multi purpose vehicle as in all previous claims. Including means which enables the whole of the vehicle except it's body, to pack into the confines of it's own body. Subject and limited to size, weight and strength.

16. A multi purpose vehicle as in claims 1,2 & 4.

Including means for supporting engine/motor in a raised position to free friction roller contact with the wheel/s, engine/motor may be running or stopped.

17. A multi purpose vehicle as in claims 1 & 2.

Including means to provide an uninterupted power delivery to the wheel/s when traversing rough or uneven terrain by the connection of a suitable damping device.

18. A multi purpose vehicle as in claims 1 & 3.

Including means to provide the control of the speed/power output from the engine/motor by the use of a rein or reins.

19. A multi purpose vehicle as in claims 1 & 3.

Including means to effect the control of the steering of a mechanicaly propelled vehicle by the use of reins.

20. A multi purpose vehicle as in claims 1,3,4,5, 7 & 10. Including means to effect the engagement/ disengagement of power from an engine/motor to a machine/vehicle, by the use of a rein or reins.

21. A multi purpose vehicle as in claims 1,2 & 10.

Including means to provide vehicle braking/slowing, by the use of the driver/operator's body/legs upon the brake mechanism. Provision is made for the driver/operator to exercise control of said brakes, by his hands or his feet, should this be required.

22. A multi purpose vehicle as in claims 1,3, 10 & BR< 21. Including means to provide braking'slowing to the vehicle by exercising a pulling motion to a rein or reins suitably attached.

23. A multi purpose vehicle as in claims 1,3, 10, 21 & 22. Including means of providing vehicle,' braking by the driver'operator exerting a pushing or pulling motion to a bar or bars.

24. A multi purpose vehicle as in claims 1 & 2.

Including means to remove replace without the use of any tools, the components as previously mentioned in claims 6 & 8, and combined, by the release and extraction of one pin shaft only. Subject to limitations of size and weights of components.

25. A multi purpose vehicle as in claims 1,3,4, 5, 9, 12, 13 & 14. Including means of releasing engine from it's raised position as in claim 16. by raising engine/motor and our engine'motor carrier plate, by exerting a pulling motion upon a rein.

26. A multi purpose vehicle as in all previous claims with the exception of claim 2. A vehicle with wheels or groups of wheels, basically in, but not limited to a triagular configuration. Contrived in such a manner that permits the use of any form of motive power to propel it, and which may be readily changed, and by which any, or all, or any combination of wheels that may be fitted to it, may be drivenípowered individually, seperately, or in unison with each other, by similar or differing power sources to each wheel or group, of wheels. To which all, or substantially all control of said vehicle is exercised by flexible reins. Certain embodiments provide facilities to the vehicle's system that permit it's use over wide variations of conditions, and terrain, also for almost unlimited application.

Control of said vehicle may be performed, by reins, or by sharing control with most known conventional means, or wholly controlled by conventional means.

The vehicle braking system has been so contrived to facilitate by the use of reins, and our by the driver operator exerting a pushing or pulling motion by his body and,or his legs hands. Operation of said braking system may be effected by conventional means, i.e. hydraulic, air power, pedal or levers etc.

27. A new self propelled multi purpose vehicle as in all previous claims. Including a chassis/framework system providing simple means of adaption, expansion, variation, removal, and revocation of component parts, and,or grouped or groups of parts, and addition of component parts, and'or grouped or groups of component parts.

28. A new self propelled multi purpose vehicle as in all previous claims. Including, a chassis;frame- work system with provision to assemble and dismantle same quickly, simply, and without the need, or use of tools of any kind, subject to and limited by the physical size, and weights of components.

29. A new self propelled multi purpose vehicle as in all previous claims. Including, a chassisaframe- work system which provides for modular addition" replacement/removal/relocation.

30. A new self propelled multi purpose vehicle as in all previous claims. Including, means to permit the removal of its power source, carrier plate, and power transfer device combined, to be used to drive another vehicle of same manufacture, or to drive other equipment on a permanent or temporary basis, and at fixed or varying speeds, r.p.m.

31. A new self propelled multi purpose vehicle as in all previous claims. Including, means permitting power to be provided from its own power source, for use with other suitable equipment/attachment/s, fixed to, or remote from the vehicle, at varying or constant speeds, r.p.m. while the vehicle is in motion or stationary.

32. A new self propelled multi purpose vehicle as in all previous claims. Including, means and provision for the addition of a wide range of equipment/s to mounted on, or fixed to it, without the need for permanent change or modification to be carried out.

A new self propelled multi purpose vehicle system substantially as herein described with reference to the accompanying drawings.