Improvements in Gas and other Fluid Pressure Engines for Terrestrial and Aerial Propulsion.
Year: 1889

page_text: This Print is in accordance with the Original Specification as it stands after
Amendment (under Section 18 of the Patents, &c., Act, 1883), as allowed by
the decision of the Comptroller General of the 26th day of January, 1897.
Improvements in Gas and other Fluid Pressure Engines for
Terrestrial and Aerial Propulsion.
I FELIX THEODORE MILLET, of Persan par Beaumont (Seine et Oise) France
Civil Engineer do hereby declare the nature of this invention to be as follows:-
My Invention relates to the propulsion of vehicles; and it has for its object-
1st. To transmit the motive power to the driving wheel or wheels as directly as
possible;
2nd. To protect the working parts from dust and keep them constantly.
lubricated.
The first condition is obtained by mounting the cylinder or cylinders upon the
driving wheel or wheels themselves, and the second by locating the crank and
connecting rods in a box in which they are lubricated. automatically. For
example, the working cylinder or cylinders are radial to the, axle of the driving
wheel or wheels and the group of cylinders of the same wheel may either be fixed
and the axle revolve or the cylinders may move and the axle be fixed, in which
case the cylinders. would turn with the wheel as, one, or in both cases the axle or
group of cylinders may be set free when desired such as in descending gradients for
example, in order that the driving engine may cease to work when its action is not
required. The cylinders, whatever their number, converge towards a common
driving axle and they may be actuated by steam, compressed air, a vacuum, gas,
or other explosive, gaseous compounds, or by water pressure. In any case, the
piston may be either single or double acting. In cases where a combustible or
explosive mixture is employed, the engine may work either on the two or four
cycle principle, and in the latter case the compression may be effected either in the
working cylinder or in a cylinder auxiliary to each or common to several.
ignition of the explosive charge may be effected either by means of a battery and
induction coil or accumulators or by a flame or by a spark produced by a dynamo
driven by the engine. The ignition by means of an electric spark may be effected
by a single or by two separate points. Ignition may also be effected by means of
an incandescent platinum wire.
The
In some kinds of vehicles, such as private carriages, velocipedes, and the like,
speed is requisite combined with lightness, whilst others are required to carry heavy
loads at a low speed. In the former case, the load varies so little that it may be
considered as constant while for heavy transport the load is very variable. If
therefore, in the first case the motor does not require to develop a very variable

page_text: amount of power, the reverse is the case in the second instance. I will first explain
how I have solved the first question; Light vehicles (bicycles, tricycles, and quad-
ricycles). I will commence by describing the improvements as applied to the
driving wheel of a velocipede, supposing carburetted air to be employed as the
motive fluid. The engine, as before mentioned, may have any number of cylinders,
but in certain cases it is preferable to employ a special arrangement particularly
for passing the dead point. For example, I may employ an engine (working on
the four-cycle principle) with five single-acting cylinders converging to a common
crank. With an engine of this description at least five cylinders are required to
overcome the dead point but a less number will work when the vehicle is once
started, the difficulty being liable to arise at starting and in ascending gradients.
Seven cylinders would give still better results than five, but as lightness is
desirable in this class of vehicle, I have adopted five cylinders as an example.
It is preferred to employ an odd, rather than an even, number of cylinders as in
this manner the explosions would alternate regularly around the driving wheel
which would not be the case with an even number.
Reference is to be had to the accompanying drawings forming part of this
specification, in which Figure 1, Sheet 1, shews the engine mounted at the centre
of the driving wheel and which is also in this case the steering wheel. Figure 1,
Sheet 2, is a part vertical section taken through the driving axle.
The five cylinders a are fixed to the hub b which is traversed by the cranked
axle eg, one end of which is channelled for the admission of carburetted air. The
pistons of all the cylinders are connected, by rods d, to the same crank pin e.
The crank discs have a concentric ring of teeth in gear with an internal ring h,
having double the number of teeth, by means of intermediate pinions i i, as shewn
in Figure 3, Sheet 2. The rings have cams on their periphery for working the
valves r. s.
is a locking lever pivoted to the steering fork m and operated by a
cam situated at the upper part thereof for engaging with the crank arm k (fast on
the crank axle) when the engine is required to work the cylinders revolving
around the stationary axle. As the admission pipe n for the carburetted air does
not allow of placing the treadle cranks directly upon the wheel axle, they are
geared by pitch chains enclosed within an oil-box with the pinion j. At the upper
end of each cylinder a contact point is fixed in the porcelain insulator o and is
connected with the external contact fixed on the ebonite insulator bolted to the
rim c¹ of the wheel. On the left-hand side is a treadle p by which, and by
the treadle q, muscular power is applied at starting to assist the engine when
necessary. The carburetied air admitted by pipe n to hub b is drawn into the
cylinders through the inlet valves r which are operated at proper times, the gases
of combustion being exhausted through the valves (Figure 1. Sheet 2.) Upon
the hub of the right-hand treadle q is formed a double grooved cam x to distribute
the ignition current. For this purpose, a small lever u (see Figures 2 and 3
Sheet 1) is operated by the cam groove and through a multiplying lever V and
traction rod d causes the pivoted brush carrier y to distribute the current from the
insulated brush z to the contacts upon the rim of the wheel at every alternate
revolution of the latter.
The current from one or other of the sources above mentioned, arrives by the
spring a acting on the parts in the opposite direction to cam 2.
To
The spokes are fixed to the inner rim c¹ and together therewith constitute the
wheel. c, Figure 2 Sheet 1, is the axis of the treadle q which is bolted thereon, a
washer of compressed leather being applied to retain the oil. When the treadles
are not required, the feet are supported on foot rests fixed on fork m.
prevent contact of the oil used for lubricating the cylinders with the insulators o,
each of the latter is enclosed by a cup g¹. To protect the legs from contact with
the wheel and mud, a mud guard his fixed to the inside of the fork m (see Figure 2,
Sheet 2).
The following is the action:-When the engine is out of action, the latch lis
disengaged. In the case of a tricycle, it may be engaged at the moment of

page_text: :
starting; but for a bicycle it is preferred that it should be kept unlocked at first
and thrown into engagement only after a fair start has been made. As soon as
the latch is lowered and pressed down by the spring b¹ the crank k raises it and
engages therewith, thus locking the crank shaft eff; as the cylinders turn round
this shaft the pistons move within them. Taking one as an example, the crank on
the shaft (drawn as hung crank downwards) should have been crank upwards in
which case the piston c would be at the upper part of its cylinder. The right hand
cam (Figures 1 and 3, Sheet 2) Figure 4. is about to lift the admission valve and
piston c is about to draw in the explosive mixture from the hub b to which it has
been admitted through in and the channel through axle and through a wire
gauze m'. After the wheel has made half a revolution, the valve r closes and
piston c returns towards g' and compresses the explosive mixture in a. On reaching
its highest point the contact point traversing the insulator o comes in contact with
the piston and as it recedes from it in the second revolution the contact is touched
by brush z which is brought into the position of contact by cam z and a spark is
produced at the point of o and determines the explosion of the compressed mixture
which gives an impulse during half a revolution of the wheel.
On the cylinder in question arriving in its lowest position, the left hand cam h
lifts valves and the burnt gases are expelled through small holes made in the
pipe s. A small piston upon the valve rod prevents the return of the gases to the
hub. On the two cycles being completed the valves again closes and the same
series of operations are repeated. The same phases do not however succeed each
other in two contiguous cylinders but in alternate ones.
The numbers on the
diagram Figure 3, Sheet 1, indicate the order of the explosions, from which also
will be evident the advantage of having an odd number of cylinders.
Figure 2, Sheet 2, shews the means of regulating the admission of carburetted
air and atmospheric air. valve which is held closed by a spring so as to close
the inlet for carburetted air. In starting the engine the valve is opened by turning
the steering handle, which has a small lever bearing on the upper end of the valve
rod, until it meets with a scroll cam by means of which the richness of the explosive
mixture is regulated as the more valve is pressed downwards, the larger will be
the admission of carburetted air through and the less will be the quantity of air
entering at i which has previously passed through a dust filter. The mixture
contained in hub b being explosive, a safety valve opening outwards may be applied
thereto opposite the plug n¹. If the ignition of the gaseous mixture be effected by
means of a magneto electric machine; to produce the ignition spark it may be
mounted upon the steering head and be driven by a band from the hub b or from
the rim c, a tension device being provided to tighten the band when the magnets
is required to work. If a dynamo be employed, as before mentioned, it may be
used as a brake in descending gradients and store the electricity not used when the
engine is not working.
The engine herein described is also applicable both to the rear wheel or wheels
of a tricycle or quadricycle without modification of the main features. The
carburetted air might be introduced through the axle which would be made tubular.
The engagement with the crank axle would be between the wheel and the seat and
not outside. To start the vehicle, the engine wheel or wheels would be driven by
endless chain gear operated either by treadles or hand cranks suitably disposed.
Before proceeding to describe the application of the engine to heavily-loaded
vehicles, I will first explain the modifications which may be made in the engine
described. These improvements consist more particularly:-
(1) In utilizing the framing of the velocipede (which would be made hollow) for
supplying the carburetted air to the engine from a suitable receiver:
(2) Using a hollow steering fork instead of the pipe n to convey the carburetted
air into the boxing or hub b through apertures made in the bearing and axle f, as
indicated in Figure 6, Sheet 3.
(3) Causing the atmospheric air to be inhaled without passing it through the
hub. in order that the gases in the latter shall not be explosive, or pure air may be

page_text: drawn in through the hub and the carburetted air through a separate channel, as
shewn in Figure 6, Sheet 3.
(4) Substituting for the distribution gear a cam having two paths (Figures 3 and 4
Sheet 3) which may be either keyed on the crank axle or movable between stops
for reversing the engine.
(5) Providing the engine with a centrifugal governor (see Figures 1, 2, 3, 4, 5,
Sheet 3) comprising two weights carried by levers a a¹ which, when the wheel is in.
motion, fly outwards from the centre upon the pivots by which they are connected
to the hub b, the centrifugal motion being equalized by a balance lever d connected
to the outer ends of the levers. Upon the inner faces of the weighted levers a a¹
are formed two lugs m m³ which strike against two other lugs h h upon a disc
(Figure 5) placed loosely upon the axle and carry it round at the same speed as the
wheel so as to cause the lugs i also formed on said disc to abut against the inclined
projections gg and move them in the double cam grooves, but as the projection p
of said cam is in one with g g¹ it is also moved so that the valve rod r is not raised
by the cam and the corresponding cylinder does not inhale an explosive charge,
thus reducing the speed of the engine; It will thus be seen that the valve rods r
will be raised so long as the lugs m m¹ do not meet lugs h h¹ but as soon as this
happens they will cease to be raised. The engine may be reversed by turning the
cam half round by acting upon the sleeve projecting from the hub. The speed may
also be regulated by varying the tension on the belt running on the grooved pulley k
(Figure 2, Sheet 3) so as to oppose a variable resistance to the separation of the
levers a aby the centrifugal force through the springs which connect the rock-
lever to the pulley k through the openings c c in the hub b.
(6) Reducing the number of the working parts in connection with the distribution
by employing either a partial vacuum or pressure in one cylinder for acting in
another cylinder said cylinders communicating by means of tubes of small diameter.
The inlet valve for gas and atmospheric air may be similar to that used in pumps
generally and be operated by the movement of the piston in the cylinder, the valve
being for this purpose contained in a single valve box r (Figure 1. Sheet 1) in
communication with the gas and air supply; or two valve boxes may be employed
and the air and gas be separately introduced into the cylinder; or the valve box
may be combined with the piston (see Figure 5. Sheet 4). The valve may be either
conical, as at (Figure 1, Sheet 1) or preferably formed as shewn in Figure 5,
Sheet 4, of a thin metal disc having a number of notches on its circumference
which disc under the influence of the suction is caused to bear upon a seat having
radial channels to allow of the air or gas passing through the said notches and
channels. The extreme lightness and flexibility of this valve enables it to be
quickly opened and closed and to be more accurately scated than is possible with
any other kind of valve. As in an engine having multiple cylinders one cylinder
compresses its mixture or produces an explosion while one or more of the others is
either inhaling or exhausting, the pressure in the first may be applied to work the
exhaust valves of the others and reciprocally. This is represented in Figures 4,
5, 6, 7, 8, Sheet 2, and in Figures 1, 2, 3, Sheet 4, in which the pressure in one
cylinder is transmitted by means of a pipe n to a piston z (Figures 6 and 7 Sheet 2)
or to a collapsible chamber (Figure 1, Sheet 4) or to a corrugated diaphragm z
(Figure 3, Sheet 4) in connection with the cylinder from which it is desired
to exhaust the gases the said piston, chamber, or diaphragm, by acting on the
exhaust valve S and the gases following in the tortuous channel, raise the valve r
and escape into the air at v. In order to carry off the products of combustion
all the escape orifices may be united near the centre of the wheel whence they
are conducted away by a common discharge tube. The exhaust valve r is
constructed similarly to that shewn in Figure 5, Sheet 4; and has for its object to
prevent the atmospheric air from entering the cylinder through the exhaust tube
during the inhaling stroke before valve S has closed upon its seat. This valve r
in each of the eight figures above referred to, may serve for introducing the air
necessary for producing the explosion, in which case an orifice of sufficient size

page_text: is made in its seat which might also lead to the simplification of the distribution
shewn in Figure 2, Sheet 2; The pipe m (Figures 5, 7, 8, Sheet 2, and Figure 2,
Sheet 4) serves to conduct the pressure from the cylinder shewn to the distributor
of another cylinder.
(7) Dispensing with the two-pathed cam for distributing the current at the
moment of ignition, by utilizing the exhaust valve for the purpose. Thus, when
the explosion is to be produced, the valve S is closed, as shewn in Figures 6, 7, 8,
Sheet 2, and Figure 3, Sheet 4, but during the inhalation (at least at the com-
mencement it is still open, as in Figure 1, Sheet 4, and if it be caused while
in this position to close the electrical circuit either by bringing the contacts
together (as in Figure 7, Sheet 2) or making contact with both (as in Figures 1
and 3, Sheet 4, and Figure 4, Sheet 2) no spark will be produced and the brush
or brushes z (Figure 1, Sheet 2) and y y (Figure 6, Sheet 4) may be in permanent
contact with t all the time the wheel is revolving and yet only produce a spark
at every alternate revolution of each cylinder. If the spark be short and intense,
the same valve S may be made to serve for separating the plus and minus points
so as to prevent the spark from bridging the space between them, thus effecting
a saving of 50% in the electricity required, were an accumulator to be introduced
into the circuit.
(8) The substitution for one insulated contact, which necessitates a greater
electro-motive force to effect the ignition, of a second insulated contact, as shewn
in Figures 1 and 3, Sheet 4, and Figure 4, Sheet 2, and furnishing the ends of the
points with metal knobs (as shewn in Figures 4 and 5, Sheet 2) it having been
found that the spark more readily bridges the space when the terminal points are
heated.
(9) Replacing the contacts t t and brushes z and y y, which might fail to properly
conduct the current or cause a loss of current in wet weather, by the arrangement
represented in Figures 4 and 5, Sheet 4, in which o is a block of hard porcelain
fixed to piston c and moving therewith, to which block are attached two metal
plates formed with projecting points placed opposite each other leaving a space.
between them to be bridged by the spark. Two elbowed terminals are mounted
above o so as to slide upon its inclined surface when the piston moves towards them,
but when it has reached the end of its stroke their ends enter a recess in the base
of the inclined plane and make contact with plates. If at this moment the
valve S is upon its seat, the spark will play between the points on it, the positive
and negative contact pieces being insulated and in communication with the source
of electricity, but if valve S effects contact therewith the current passes through
the valve and the spark will not be struck; consequently the spark will only
be produced once for every two revolutions of the wheel. If the engine work on
a two, instead of a four, cycle principle four cylinders only need be used to pass
dead points.
For heavily loaded vehicles the engine may be operated by water pressure in
the following manner: An engine having either converging cylinders, as shewn
in Figure 1, Sheet 1, or one having parallel cylinders but with valves working in
the connecting pipes, as before described, or by the mutual action of the cylinders,
as shewn in Sheet 4, is mounted on the vehicle. To the engine shaft are connected
the rods of a set of compressing pumps which raise glyceric water into a reservoir
and force it into an air vessel wherein air is compressed to form an elastic cushion
whereby the water is stored under high or low pressure. A pipe from the lower
part of this air vessel conducts the water under pressure to the working cylinders
of the engine and another pipe returns the water after use to the reservoir from
which it has been drawn by the compressing pumps. The hydraulic motor
employed is such as by simply acting on a cock or valve, to reverse the inlet and
outlet of the water for the purpose of reversing the engine. The engine which
drives the pumps is set in motion by water stored under pressure acting on the
pump plungers which are caused to momentarily act as motors by actuating
the cock or valve by hand. The steering of the foręcarriage is also effected by

page_text: the pressure of the water acting on opposite sides of a piston which by means
of a cock or valve is moved in one direction or the other or held in one position
by confining the water at opposite sides of the piston. The piston may be readily
connected with the forecarriage by toothed gearing, chains, or bands, wound
round the swivelling axis and connected to the oppositely projecting ends of the
piston rod.
Improvements in Gas and other Fluid Pressure Engines for
Terrestrial and Aerial Propulsion.
I, FELIX THEODORE MILLET, of Persan par Beaumont (Seine et Oise)
France, Civil 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 the propulsion of vehicles, and it has for its object-
1st. To transmit the motive power to the driving wheel or wheels as directly
as possible;
2nd. To protect the working parts from dust and keep them constantly lubricated;
The first condition is obtained by mounting the cylinder or cylinders upon the
driving wheel or wheels themselves, and the second by locating the crank and
connecting rods in a box in which they are lubricated automatically. For example,
the working cylinder or cylinders are radial, or approximately radial, to the axle
of the driving wheel or wheels and the group of cylinders of the same
wheel may either be fixed and the axle revolve or the cylinders may move and the
axle be fixed, in which case the cylinders would turn with the wheel as one, or in
both cases the axle or group of cylinders may be set free when desired such as in
descending gradients for example, in order that the driving engine may cease to
work when its action is not required. The cylinders, whatever their number,
converge towards a common driving axle and they may be actuated by steam,
compressed air, a vacuum, gas, or other explosive gaseous compounds, or by
water pressure. In any case, the piston may be either single or double acting.
In cases where a combustible or explosive mixture is employed, the engine may
work either on the two or four cycle principle, and in the latter case the com-
pression of the explosive mixture may be effected either in the working cylinder
or in a cylinder auxiliary to each or common to several. The ignition of the
explosive charge may be effected either by means of a battery and induction coil
or accumulators or by a flame or by a spark produced by a dynamo driven by the
engine. The ignition by means of an electric spark may be effected by a single
or by two separate points. Ignition may also be effected by means of an incandescent
platinum wire.
In some kinds of vehicles, such as private carriages, velocipedes, and the like
speed is requisite combined with lightness, whilst others are required to carry
heavy loads at a low speed. In the former case, the load varies so little that it
may be considered as constant while for heavy transport the load is very variable.
If therefore, in the first case the motor does not require to develop a vary variable

page_text: amount of power, the reverse is the case in the second instance. I will first
explain how I have solved the first question.
Light vehicles (bicycles, tricycles, and quadricycles). I will commence by
describing the improvements as applied to the driving wheel of a velocipede,
supposing carburetted air to be employed as the motive fluid. The engine, as
before mentioned, may have any number of cylinders, but in certain cases it is
preferable to employ a special arrangement particularly for passing the dead point.
For example, I may employ an engine (working on the four-cycle principle) with
five single-acting cylinders having their connecting rods coupled to a common
crank. With an engine of this description at least five cylinders are required to
overcome the dead point but a less number will work when the vehicle is once
started, the difficulty being liable to arise at starting and in ascending gradients.
Seven cylinders would give still better results than five, but as lightness is
desirable in this class of vehicle, I have adopted five cylinders as an example... It
is preferred to employ an odd, rather than an even, number of cylinders as in this
manner the explosions would alternate regularly around the driving wheel which
would not be the case with an even number.
Reference is to be had to the drawings left with my provisional specification, in
which Figure 1, Sheet 1. shews the engine mounted at the centre of the driving
wheel and which is also in this case the steering wheel. Figure 1, Sheet 2, is a
part vertical section taken through the driving axle.
The five cylinders a are fixed to the hub b which is traversed by the cranked
axle eg, one end of which is channelled for the admission of carburetted air.
The pistons c of all the cylinders are connected, by rods d, to the same crank pin e.
The crank discs g have a concentric ring of teeth in gear with an internal ring h,
having double the number of teeth, by micans of intermediate pinions i i, as shewn.
in Figure 3, Sheet 2. The rings h have cams on their periphery for working the
valves r, s. is a locking lever pivoted to the steering fork m and operated by a
cam situated at the upper part thereof; for engaging with the crank arm k (fast on
the crank axle) when the engine is required to work the cylinders revolving around
the stationary axle. As the admission pipe n for the carburetted air does not
allow of placing the treadle cranks directly upon the wheel axle, they are geared
by pitch chains enclosed within an oil-box with the pinion j. At the upper end of
each cylinder a contact point is fixed in the porcelain insulator o and is connected
with the external contact fixed on the ebonite insulator & bolted to the rim c¹ of the
wheel. On the left-hand side is a treadle p by which, and by the treadle q,
muscular power is applied at starting or to assist the engine when necessary.
The carburetted air admitted by pipe n to hub b is drawn into the cylinders
through the inlet valves which are operated at proper times, the gases of
combustion being exhausted through the valves s (Figure 1, Sheet 2). Upon the
hub of the right-hand treadle q is formed a double grooved cam z to distribute the
ignition current. For this purpose, a small lever u (see Figures 2 and 3 Sheet 1) is
operated by the cam and through a multiplying lever V and traction rod d causes
the pivoted brush carrier y to distribute the current from the insulated brush z to
the contacts t upon the rim of the wheel at every alternate revolution of the
latter.
The current from one or other of the sources above mentioned, arrives by the
spring a acting on the parts in the opposite direction to cam 2:
To
The spokes are fixed to the inner rim c¹ and together therewith constitute the
wheel. c, Figure 2 Sheet 1, is the axis of the treadle q which is bolted thereon, a
washer of compressed leather being applied to retain the oil. When the treadles
are not required, the feet are supported on foot rests f fixed on fork m.
prevent contact of the oil used for lubricating the cylinders with the insulators o,
each of the latter is enclosed by a cup g. To protect the legs from contact with
the wheel and mud, a' mud guard ' is fixed to the inside of the fork m (see Figure 2,
Sheet 2).
The following is the action;-When the engine is out of action, the latch lis

page_text: disengaged. In the case of a tricycle, it may be engaged at the moment of
starting; but for a bicycle it is preferred that it should be kept unlocked at first
and thrown into engagement only after a fair start has been made. As soon as the
latch is lowered and pressed down by the spring b¹ the crank k raises it and
engages therewith, thus locking the crank shaft eff; as the cylinders turn round
this shaft the pistons move within them. Taking one as an example, the crank on
the shaft (drawn as hung crank downwards) should have been crank upwards in
which case the piston c would be at the upper part of its cylinder. The right
hand cam h (Figures 1 and 3, Sheet 2) is about to lift the admission valve rand
piston c is about to draw in the explosive mixture from the hub b to which it has
been admitted through kin and the channel through axle f and through a wire
gauze m'. After the wheel has made half a revolution, the valve r closes and
piston c returns towards g¹ and compresses the explosive mixture in a. On
reaching its highest point the contact point traversing the insulator o comes in
contact with the piston and as it recedes from it in the second revolution the
contact is touched by brush z which is brought into the position of contact by
cam and a spark is produced at the point of o and determines the explosion of
the compressed mixture which gives an impulse during half a revolution of the
wheel.
On the cylinder in question arriving in its lowest position, the left hand cam h
lifts valves and the burnt gases are expelled through small holes made in the
pipe s. A small piston upon the valve rod prevents the return of the gases to the
hub. On the two cycles being completed the valve s again closes and the same.
series of operations are repeated. The same phases do not however succeed each
other in two contiguous cylinders but in alternate ones. The numbers on the
diagram Figure 3, Sheet 1, indicate the order of the explosions, from which also,
will be evident the advantage of having an odd number of cylinders.
Figure 2, Sheet 2, shews the means of regulating the admission of carburetted-
air and atmospheric air valve which is held closed by a spring so as to close
the inlet for carburetted air. In starting the engine the valve is opened by turning
the steering handle, which has a small lever bearing on the upper end of the valve
rod, until it meets with a scroll cam by means of which the richness of the
explosive mixture is regulated as the more valve is pressed downwards,
the larger will be the admission of carburetted air through and the less will be
the quantity of air entering at which has previously passed through a dust filter.
The mixture contained in hub b being explosive, a safety valve opening outwards
may be applied thereto opposite the plug n'.
If the ignition of the gaseous mixture be effected by means of a magneto electric
machine to produce the ignition spark it may be mounted upon the steering head
and be driven by a band from the hub b or from the rim c'; a tension device being
provided to tighten the band when the magneto electric machine is required to
work. If a dynamo be employed, as before mentioned, it may be used as a brake
in descending gradients and store the electricity not used when the engine is not
working.
The engine herein described is also applicable both to the rear wheel or wheels
of a tricycle or quadricycle without modification of the main features. The
carburetted air might be introduced through the axle, which would be made
tubular. The engagement with the crank axle would be between the wheel and
the seat and not outside. To start the vehicle, the engine may be set in motion by
means of a rock lever and friction clutch on the Otto and Langen or other similar
system applied either to the group of cylinders or to the axle, according to whether
the one or the other revolves. By applying a friction clutch to the rotary treadles,
shock to the feet at starting is avoided and the treadles can rest stationary and be
used as foot rests, both while the engine is running and in running down-hill.
If the vehicle is started by means of treadles or a rock lever through--a chain or
other means of transmitting motion, two friction couplings acting in opposite
directions may be employed one mounted upon: the engine and the other upon the

page_text: shaft around which the chain passes, so as to allow of the engine being thrown out.
of gear and of the brake being applied by slight movement of the treadles or
lever in the reverse direction to that required for starting the vehicle.
Before proceeding to describe the application of the engine to heavily-loaded
vehicles, will first explain the modifications which may be made in the engine
described. These improvements consist more particularly.
(1) In utilizing the framing of the velocipede (which would be made hollow) for
supplying the carburetted air to the engine from a suitable receiver;
(2) Using a hollow steering fork instead of the pipe n to convey the carburetted
air into the boxing or hub b, through apertures made in the bearing and axle 'f, as
indicated in Figure 6, Sheet 3;
(3) Causing the atmospheric air to be inhaled without passing it through the
hub, in order that the gases in the latter shall not be explosive, or pure air may
be drawn in through the hub and the carburetted air through a separate channel,
as shewn in Figure 6, Sheet 3.
(4) Substituting for the distribution gear, a cam having two paths (Figures 3
and 4, Sheet 3) which may be either keyed on the crank axle or movable between
stops, for reversing the engine:
(5) Providing the engine with a centrifugal governor (see Figures 1, 2, 3, 4, 5,
Sheet 3) comprising two weights carried by levers a a¹ which, when the wheel is
in motion, fly outwards from the centre upon the pivots by which they are
connected to the hub b, the centrifugal motion being equalized by a balance
lever connected to the outer ends of the levers. Upon the inner faces of the
weighted levers a a¹ are formed two lugs m m' which when the weights fly out to
their maximum extent strike against two other lugs h h upon a loose disc
(Figure 5) and carry it round at the same speed as the wheel so as to cause the
bevelled lugs i carried by said disc to strike against the bevelled ends of
tappets which are fitted to slide through the body of the double grooved cam.
The tappets gg' are thereby forced back against the action of springs and the
projecting part p of said cam which carries the tappets g g¹ is also moved back so
that the cam groove is widened sufficiently to allow the lower end of the valve
rod r to pass without being raised by the cam and the corresponding cylinder does
not then inhale an explosive charge, thus reducing the speed of the engine: It
will thus be seen that the valve rods r will be raised so long as the lugs m m' do
not meet lugs h h but as soon as this happens they will cease to be raised.
The engine may be reversed by turning the cam half round by acting upon the
sleeve projecting from the hub. The speed may also be regulated by varying the
tension on the belt running on the grooved pulley k (Figure 2. Sheet 3) so as to
oppose a variable resistance to the separation of the levers à a¹ by the centrifugal
force through the springs which connect the rock-lever d to the pulley k through
the openings c c' in the hub b.
(6) Reducing the number of the working parts in connection with the
distribution by employng either a partial vacuum or pressure in one cylinder for
acting in another cylinder said cylinder communicating by means of tubes of small
diameter. The inlet valve for gas and atmospheric air may be similar to that used
in pumps generally and be operated by the movement of the piston in the cylinder,
the valve being for this purpose contained in a single valve box (Figure 1.
Sheet 1) in communication with the gas and air supply or two, valve boxes may
be employed and the air and gas be separately introduced into the cylinder; or
the valve box may be combined with the piston (see Figure 5. Sheet 4). The valve
may be either conical. as at r (Figure 1, Sheet 1) or preferably formed as shewn in
Figure 5, Sheet 4, of a thin metal disc having a number of notches on its circum-
ference which disc. under the influence. of the suction is caused to bear 'upon a seat
having radial channels to allow of the air or gas passing through the said, notches
and channels. The extreme lightness and flexibility of this valve enables it to be
quickly opened and closed and to. be more accurately seated than is possible with

page_text: any other kind of valve. As in an engine having multiple cylinders one cylinder
compresses its mixture or produces an explosion while one or more of the others is
either inhaling or exhausting, the pressure in the first may be applied to work the
exhaust valves of the others and reciprocally. This is represented in Figures 4,
5, 6, 7, 8, Sheet 2, and in Figures 1. 2. 3. Sheet 4. in which the pressure in one
cylinder is transmitted by means of a pipen to a piston z (Figures 6 and 7 Sheet 2)
or to a collapsible chamber 2 (Figure 1, Sheet 4) or to a corrugated diaphragm z
(Figure 3. Sheet 4) in connection with the cylinder from which it is desired to
exhaust the gases the said piston, chamber, or diaphragm. by acting on the exhaust.
valve S cause the gases following in the tortuous channel to raise the valve r and
escape into the air at v. In order to carry off the products of combustion all the
escape orifices may be united near the centre of the wheel whence they are
conducted away by a common discharge tube. The exhaust valve is constructed
similarly to that shewn in Figure 5, Sheet 4; and has for its object to prevent the
atmospheric air from entering the cylinder through the exhaust tube during the
inhaling stroke before valve S has closed upon its seat. This valve in each of
the eight figures above referred to, may serve for introducing the air necessary
for producing the explosion, in which case an orifice of sufficient size is made in
its seat which might also lead to the simplification of the distribution shown in
Figure 2, Sheet 2 The pipe m (Figures 5. 7, 8. Sheet 2. and Figure 2, Sheet 4).
serves to conduct the pressure from the cylinder shewn to the distributor of another
cylinder.
(7) Dispensing with the two-pathed cam for distributing the current at the
moment of ignition, by utilizing the exhaust valve for the purpose. Thus, when
the explosion is to be produced. the valve S is closed, as shown in Figures 6, 7, 8,
Sheet 2, and Figure 3. Sheet 4. but during the inhalation (at least at the
commencement) it is still open, as in Figure 1. Sheet 4, and if it be caused while
in this position to close the electrical circuit either by bringing the contacts
together (as in Figure 7. Sheet 2) or making contact with both (as in Figures 1
and 3. Sheet 4, and Figure 4. Sheet 2) no spark will be produced and the brush or
brushes (Figure 1. Sheet 2) and (Figure 6. Sheet 4) may be in permanent
contact with tall the time the wheel is revolving and yet only produce a spark
at every alternate revolution of cach cylinder. If the spark be short and intense
the same valve S may be made to serve for separating the plus and minus points
so as to prevent the spark from bridging the space between them, thus effecting
a saving of 50 % in the electricity required, were an accumulator to be introduced
into the circuit.
(8) The substitution for one insulated contact, which necessitates a greater
electro-motive force to effect. the ignition. of a second insulated contact, as shewn
in Figures and 3. Sheet 4. and Figure 4. Sheet 2, and furnishing the ends of the
points with metal knobs (as shown in Figures 4 and 5. Sheet 2) it having been
found that the spark more readily bridges the space when the terminal points are
heated.
(9) Replacing the contacts and brushes z and yy, which might fail to
properly conduct the current or cause a loss of current in wet weather, by the
arrangement represented in Figures 4 and 5, Sheet 4. in which o is a block of hard
porcelain fixed to piston c and moving therewith. to which block are attached two
metal plates i formed with projecting points placed opposite each other leaving
a space between them to be bridged by the spark. Two elbowed terminals are
mounted above o so as to slide upon its inclined surface when the piston moves
towards them, but when it has reached the end of its stroke their ends enter a
recess in the base of the inclined plane and make contact with plates i i¹. If at
this moment the valve S is upon its seat. the spark will play between the points
on i. the positive and negative contact pieces being insulated and in communication
with the source of electricity. but if valve S effects contact therewith the current
passes through the valve and the spark will not be struck; consequently the spark

page_text: will only be produced once for every two revolutions of the wheel. If the engine
work on a two, instead of a four, cycle principle four cylinders only need be used
to pass dead points.
Having now particularly described and ascertained the nature of the said Inven-
tion and the manner of performing the same, I declare that what I claim is:-
1st. An engine consisting of a number of cylinders mounted on and rotating with
the propelling wheel and having their connecting rods converging and coupled to, a
common crank on a shaft which may also be the wheel axle of a vehicle, substan-
tially as herein set forth.
2nd. The mode of closing the circuit at the terminal point or points by bringing
them into contact or separating them so as to prevent the formation of the spark
at each stroke of the piston.
3rd. A valve formed of a thin metal plate having a notched edge in combination
with a seat having radial channels and applied to the inlet or exhaust orifice.
4th. The improved hydrocarbon engines hereinbefore described and illustrated
in the drawings as applied to cycles and other vehicles.
Dated this dut
December. 1009.
COUIS OU Qay o December. 100J.
F. T. MILLET.
By A. M. & Wm. Clark,
53, Chancery Lane, London, Patent Agents.