Improvements in Motors for Motor Vehicles.
Year: 1896

page_text: Improvements in Motors for Motor Vehicles.
I, WALTER HARRIS KNIGHT, of New Brighton, County of Richmond, State of New
York, United States of America, Engineer do hereby declare the nature of this
invention, to be as follows:-
The invention relates, first, to controlling mechanism for fluid pressure motors
especially those employed upon self moving vehicles such as motor street cars as
described in the Specification of my Application No. 13559A of 19th June 1896 and
the like. It is highly desirable that the motive power of such vehicles be entirely
controlled from a single handle or lever, and where the motive power is a fluid
pressure engine operating with a fluid which is stored under high pressure, this
single operating handle or lever, to effect the regulation of the motor most desirably,
must have operative connection with several distinct valves or regulating devices.
In operating a self-moving car in accordance with the invention, the fluid at
high pressure in the storage reservoirs or bottles has access to the engine through
a reducing valve and as the reducing valve cannot be depended on for entirely
stopping the flow of high pressure liquid to the low pressure system when the
motor is not running, it is necessary in the first place, to provide a positive throttle
in the high pressure pipe or passage. A second throttle should be provided in
the low pressure supply pipe to positively shut off fluid pressure from the engine.
This is preferable whether the engine be single or compound. The distributing
valve or valves of the engine whether single or compound must also be under the
same control.
The invention relates, secondly, to certain improvements in details of mechanism
which will be hereafter fully described.
I will describe my improvements in connection with two forms of motors both
of which embody the essential features of the improvements but which differ in
details of construction.
In one form of the motor, a suitable engine cylinder is supported from the car and
the piston working in the cylinder is connected through the sliding cross head and
connecting rod with the crank of the car axle. A reservoir for compressed air is
also supported upon the car and communicates through a suitable passage with the
fluid supply chest of the motor, in which supply chest operates the distributing
A suitable link mechanism for
valve which also operates as a cut-off valve.
operating the distributing valve is provided, said link mechanism being operated, as
For controlling
usual, by means of the eccentrics mounted upon the crank axle.
the action of the distributing and cut-off valve, the link mechanism is connected
to a suitable operating crank which is in turn connected to a controlling rod.
In the passage leading from the compressed air reservoir to the distributing chest
of the motor I provide first, a high pressure throttle valve, next a reducing valve,
next a low pressure reservoir or heater, and finally between the heater and the
motor cylinder, a low pressure throttle valve. The reducing valve is automatic in
its operation but the high pressure throttle valve and the low pressure throttle
valve must be opened and closed by hand. The low, pressure throttle valve is
necessary in the system to completely cut off any supply of fluid to the engine
from the heater, while the high pressure throttle valve is necessary to prevent the
leaking of fluid through the reducing valve to the heater. To operate the throttle

page_text: valves, I provide suitable toggle link levers which are connected to the controlling
rod before referred to. The controlling rod is operated a single hand lever
whereby the two throttle valves and link mechanism can be simultaneously operated
for controlling the action of the distributing and cut-off valve and the supply of fluid
to the reducing valve and motor.
It will be clear from the above, that by the operation of the single band lever,
the two throttle valves and the link mechanism controlling the reversal of the
engine and the movement of the distributing and cut-off valve are simultaneously
closed.
In another form of the engine adapted to the carrying out of the invention are
provided the cylinder of the fluid pressure engine and the pistou ; main valve, cut-off
valves; exhaust ports from the cylinder; supply ports from which the fluid pressure
is admitted from the fluid pressure chest; a controlling valve operated by a handle;
a throttle valve part of the controlling valve whereby fluid pressure is admitted from
the low pressure reservoir to the pressure chest; a reducing valve whereby pressure
is reduced in passing from high pressure reservoir to the low pressure reservoir, and
a stop valve for shutting off the passage from the high pressure reservoir to the
reducing valve, when the throttle valve is closed for the purpose of preventing any
leak that may occur from imperfect closing of the reducing valve. A projection on
the stop valve engaging a projection on the controlling valve, enables the controlling
valve to open the stop valve simultaneously with the opening of the throttle valve.
A spring serves to return the stop valve to its closed position, simultaneously with the
closing of the throttle valve, or the stop valve could be closed by another projection
on the controlling valve. Cut-off ports are provided entering the cylinder at positions
of minimum and maximum cut offs which when the piston passes over them, serve to
allow the fluid pressure behind the piston to flow by way of the controlling valve to
the cut-off valve. Ports in the controlling valve when in one position of the
controlling valve immediately after the opening of the throttle valve connect the
minimum cut-offs passages with the cut-off valves; and when in another position, viz.:
that corresponding to the fully open position of the throttle valve, connect the
maximum cut-off passages with the cut-off valves, and is so proportioned that either
one or the other of the cut-off passages is always in communication with the valve, but
never both of them at once.
On the end of the controlling valve are two. triggers which will, upon a continued
backward movement of the said valve after the closing of the throttle by the con-
trolling valve, engage with one or the other of the pins or projections on the main
valve. The particular pin that the triggers will engage with, will be the one nearest
the centre, so that a still further backward movement of the controlling valve or lever,
will throw the main valve, by means of the toggle action of the engaging trigger, in
a direction the reverse from that in which it was previously moved. When the
controlling valve or lever has been thrown back as far as possible, the main valve
will have been completely reversed, and the engaging trigger disengaged from the
pin by means of disengaging pins.
It will be noticed that during this engagement of one trigger, the other trigger
cannot engage with its corresponding pin but will pass by it, and can only be made
to engage with it by another forward and backward movement of the controlling
valve or lever. To permit the triggers to perform their proper motion and yet bring
them back when disengaged to their proper normal positions springs are provided
pivoted to the controlling valve and attached to the triggers.
The engine cylinders are preferably provided with means for automatically relieving
the ends of the cylinders of pressure when the fluid supply is cut off. This may be
accomplished by connecting the ends of the cylinders through a suitable valved
passage or by providing automatic vacuum relief valves in the ends of the cylinders.
Dated this 18th day of June 1896.
JOHNSONS,
115 St. Vincent Street, Glasgow, Applicant's Agents.

page_text: Improvements in Motors for Motor Vehicles.
I, WALTER HARRIS KNIGHT, Engineer, a citizen of the United States, of New
Brighton, County of Richmond, State of New York, 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:-
It is
My invention relates, first, to controlling mechanism for fluid pressure motors
especially those employed upon self-moving vehicles such as motor street cars, as
described in the Specification of my Application No. 13559A of 19th June 1896.
highly desirable that the motive power of such vehicles be entirely controlled from a
single handle or lever, and where the motive power is a fluid pressure engine
operating with a fluid which is stored under high pressure, this single operating
handle or lever, to effect the regulation of the motor most desirably, must have
operative connection with several distinct valves or regulating devices.
In operating a self-moving car in accordance with my invention, the fluid at high
pressure in the storage reservoirs or bottles has access to the engine through a
reducing valve and as the reducing valve cannot be depended on for entirely stopping
the flow of high pressure fluid to the low pressure system when the motor is not
running, it is necessary in the first place, to provide a positive throttle in the high
pressure pipe or passage. A second throttle must be provided in the low pressure
supply pipe to positively shut off fluid pressure from the engine. This is necessary
whether the engine be single or compound. The distributing valve or valves of the
engine whether single or compound must also be under the same control and in the
preferable forin of my invention means for throwing the engine cylinders open to
the air, or connecting them must be provided, operative when the supply of fluid
pressure to the engine is cut off, so that the engine can continue to run without.
encountering the resistance of the fluid in the cylinder ends.
My invention relates, secondly, to certain improvements in details of mechanism
which I will point out distinctly in the claims after fully describing the invention in
connection with the accompanying drawings in which :
Figure 1 is a side elevation of a car having my improved motor applied thereto.
Figure 2 is a sectional elevation of the high pressure portion thereof.
Figure 3 is a detail sectional view of part of the low pressure side of the engine.
Figure 4 is a diagrammatic sectional view illustrating another form of the invention
from that shown in Figures 1 and 2.
A vehicle body is shown at 1 mounted by springs 2 from the trucks or running-
gear 3. 4, 4 represent one or more fluid pressure bottles or reservoirs and 5 the
engine or engines to be operated by fluid pressure therefrom. Preferably the engine
or engines have the cylinders 6, mounted by springs 7 from some portion of the
running gear at one end, and at the other end having a frame or casing 8 mounted
on bearings on the axle 9. 10 is the driving mechanism by which the engine-piston-
rod is connected to the driving axle 9. 11 is the valve-link mechanism. The engine
here represented has both high and low-pressure cylinders geared to axle 9. The
engine shown in Figure 2 is the high pressure engine, the low pressure engine being
omitted. The low pressure supply pipe 17 is shown. The distributing valve 12 of the
low pressure engine (Figure 3) has preferably its rod 13 hollow and provided with
holes 14 so that when the link motion is in the central position as shown in Figure 3,
both ends of the cylinder are open, through the hollow valve-rod to the casing 8.
A heater or heaters 15 is, or are, carried by the truck or running gear and through it,
or them, pass, in separate coils the high pressure pipe 16 and low pressure pipe 17.
In the high pressure pipe is arranged a reducing valve 18 of any usual or preferred
form, adapted to let down the pressure of the fluid from that of the reservoir to that
required for the high pressure side of the engine. In the pipe 16 is a throttle

page_text: valve 19 and in pipe 17 a throttle-valve 20 and both valves may be governed by one-
rod 21 connected to a bell-crank lever 22. The high-pressure pipe 16 is connected to
the high-pressure reservoir by a tube 23. 24 is a controlling rod or connection running
from end to end of the vehicle and operatable on either platform by a staff 25 and
removable handle or lever 26. The connection of staffs 25 to rod 24 may be racks
and pinions 27. The rod 24 is connected to lever 28 which is journaled in bearings
in the sides of casing 8 and operates link motion 11 which in turn is connected to
distributing valve 12. The rod 24 is also connected to throttle valve operating
lever 22. The exhaust from the low-pressure cylinder is into casing 8 which has
a muffled and restricted exhaust passage 29 of such dimensions as to allow the fluid to
escape to atmosphere only under such pressure as to ensure the exclusion of dust from
the casing.
It will be seen that by operation of controller rod 24 in either direction, the two
throttle valves, the distributor valve motion and the relief valve (in this particular
instance formed in one with the distributor valve) are simultaneously operated and
by this means a single motion of the operating handle may completely or partially
close or open all the valves necessary to the stopping or gradual or rapid starting
of the vehicle.
Various forms of valves may be used as relief valves for the cylinder instead of
depending upon the hollow distributing valve here shown. For example, a separate
pipe connection can be made from end to end of the cylinder and this passage may
have a stop-valve whose arm is adapted by connection with rod 24 to open the
passage when the link motion is at mid-position and thus open one end of the cylinder
to the other so that the piston will play freely therein.
In Figure 4 I have shown one form of engine adapted to the carrying out of my
invention, without showing the vehicle. In this figure, A is the cylinder of the
fluid pressure engine and B is the piston. C is the main valve, D the cut-off
valves, E are exhaust ports from the cylinder; F are supply ports from which
the fluid pressure is admitted from fluid pressure chest G. H is the controlling
valve, operated by handle I. J is the throttle valve part of the controlling valve,
whereby fluid pressure is admitted from low pressure reservoir K to the pressure
chest G. L is the reducing valve, whereby pressure is reduced in passing from high
pressure reservoir M to low pressure reservoir K. N is a stop valve for shutting
off passage from the high pressure reservoir to the reducing valve, when the
throttle valve is closed for the purpose of preventing any leak that may occur from
imperfect closing of the reducing valve. A projection n on the stop valve, engaging the
projection on the controlling valve, enables the controlling valve to open the stop
valve simultaneously with the opening of the throttle valve J. A spring n' serves
to return the stop valve to its closed position, simultaneously with the closing of the
throttle valve, or the stop valve could be closed by another projection on the controlling
valve. O, O' are cut-off ports entering the cylinder A at positions of minimum and
maximum cut-offs, which when the piston passes over them, serve to allow the fluid
pressure behind the piston to flow by way of the controlling valve to the cut-off
valve D. Ports P in the controlling valve when in one position of the controlling
valve (viz. that (shown in the drawing) immediately after the opening of the
throttle valve) connect the minimum cut-off passages O with the cut-off valve D;
and when in another position, (viz. that corresponding to the fully open position of
the throttle valve), connect the maximum cut-off passages O' with the cut-off valves D,
and is so proportioned that either one or the other of the cut off passages, O, O¹ is
always in communication with the valve D, but never both of them at once.
On the end of the controlling valve H are two triggers Q which will, upon a
continued backward movement of the said valve after the closing of the throttle by
the controlling valve, engage with one or the other of pins or projections R on the
main valve C. The particular pin that the triggers will engage with, will be the
one nearest the center, so that a still further backward movement of the controlling
valve or lever, will thrown the main valve, by means of the toggle action of the
engaging trigger, in a direction the reverse from that in which it was previously

page_text: moved. When the controlling valve or lever has been thrown back as far as
possible, the main valve will have been completely reversed, and the engaging trigger
disengaged from the pin R by means of the disengaging pins S.
It will be noticed that during this engagement of one trigger, the other trigger
cannot engage with its corresponding pin R, but will pass by it, and can only be
made to engage with it by another forward and backward movement of the controlling
valve or lever. To permit the triggers Q to perform their proper motion and yet
bring them back when disengaged to their proper normal position springs T pivoted
at t to the controlling valve and attached to the triggers at t are employed.
It will be clear from a comparison of the engine represented in Figures 1, 2 and 3
with the engine shown in Figure 4 that the high pressure throttle 19, high pressure
exhaust pipe 17, and low pressure throttle 20 are the full equivalents of the stop
valve N, low pressure reservoir K, and engine throttle J respectively, and that a claim
for either combination of elements is intended to cover the other.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. A controller for fluid pressure engines operated from a low pressure reservoir
supplied from a reservoir of high pressure, combining a low pressure throttle valve
for admitting pressure to the engine from the low pressure reservoir or supply,
and a stop valve or high pressure throttle for opening the passage from the high
pressure to the low pressure reservoir, both valves being operated by the same handle.
2. A controller for fluid pressure engines, combining a throttle valve for admitting
pressure to the engine from the low pressure reservoir, and a valve for controlling the
cut offs, both operated by the same handle.
3. A controller for fluid pressure engines, combining a throttle valve for the
engine, and cut off valves, minimum cut off being put in operation with the first
opening of the throttle, and the maximum cut off when the throttle is fully opened.
4. A fluid pressure engine combined with a high pressure reservoir, a low pressure
reservoir, a reducing valve for regulating the supply from the high pressure to the
low pressure, a stop valve for shutting off the high pressure, and a controlling.
mechanism for operating the throttle valve of the engine and the high pressure stop
valve simultaneously.
5. A fluid pressure engine combined with a high pressure reservoir, a low pressure
reservoir, a reducing valve for regulating the supply from the high pressure to the low
pressure, a high pressure throttle or stop valve for shutting off the high pressure,
suitable reversing mechanism, and a controlling mechanism adapted to simultaneously
operate the throttle valve, the high pressure throttle or stop valve and the reversing
mechanism.
6. A controller for fluid pressure engines, combining a throttle valve, a main valve
and separate cut off valves, means for controlling the cut off valves, and means for
reversing the engine, all operated by one handle.
7. A controller for fluid pressure engines, in which the valves are operated by fluid
pressure, the combination of a throttle valve, cut off controlling valve, and reversing
mechanism for throwing the main valve in position to reverse the engine, all controlled
by one handle.
8. A controller for fluid pressure engines, combining a stop valve for shutting off
passage between high pressure and low pressure reservoir, a throttle valve, a cut-off
controlling valve, and a main valve reversing mechanism.
9. The combination of the handle I, controlling valve H, comprising throttle valve J,
cut-off controlling valve P, a valve reversing mechanism and stop valve N.
Dated this 4th day of Feb 1907
JOHNSONS,
115 St. Vincent Street, Glasgow, Applicant's Agent.

page_text: Date of Application, 19th June, 1896
Complete Specification Left, 10th Mar., 1897-Accepted, 12th June, 1897
PROVISIONAL SPECIFICATION.
Improvements in Motor Vehicles.
I, WALTER HARRIS KNIGHT of New Brighton, County of Richmond, State of
New York, United States of America, Engineer, do hereby declare the nature of
this invention to be as follows:-
The object of my invention is to improve the general construction and operation of
fluid pressure motor vehicles.
My invention consists, firstly, in combining with a motor vehicle in which the
vehicle body is mounted upon springs supported upon a suitable running gear, a fluid
pressure motor or motors of the kind describe in the Specification of my Application
for Patent No. 13559 of 19th June 1896, mounted upon the running gear, and a
fluid pressure reservoir and certain controlling valves supported upon the car body,
the reservoir communicating with the motor through flexible connecting tubes or pipes.
I preferably interpose a heater between the flexible connecting pipe leading from
the reservoir and the fluid motor, said heater being mounted upon the running gear
and communicating with the motor through a metal pipe or connection, the cold air
being supplied to the heater through the flexible pipe and the heated air to the motor
through the rigid metal pipe.
My invention consists, secondly, in completely enclosing the moving parts of the
motor within an oil retaining and dust excluding casing, and providing controlling
apparatus outside of said casing which is suitably connected with the operative parts
of the motor within the casing, a dust tight joint being formed between the casing
and the communicating connection.
My invention consists, thirdly, in providing controlling means operated from the
opposite ends of the vehicle body and connecting said controlling means with the
controlling devices of the motor through flexible joints or connections to allow for
the free vibration of the car body on the running gear and of the movement of the
running gear or truck frame on the track.
My invention consists, fourthly, in providing automatic vacuum relief valves for
throwing the engine cylinders open to the air or connecting their ends for
automatically admitting air to the cylinder after the cut-off of the fluid to prevent
formation of a partial vacuum behind the piston so that the engine can continue to
run without encountering the resistances of the fluid in the cylinder ends. These
automatic relief valves are also controiled by the single controlling device to enable
the motor to run freely for facilitating coasting.
The invention relates, further, to certain improvements in details of mechanism
which will be hereafter fully described.
A vehicle body is mounted by springs from the trucks or running gear. The
truck or running gear portion of the vehicle is, as usual in these constructions,
subject to the vibrations caused by the irregularities of the track, etc., which
vibrations are taken up by the springs so that the vehicle body will not be subject
to them. The spring connection between the vehicle body and truck or running
gear, the varying weights carried by the body and the shocks to which the running.
gear is subject, cause relative movement between the body and running gear. It
is desirable, however, to place, the motors upon the running gear for a variety of
reasons, principal among which are the desirability of relieving the body and springs

page_text: of the weight and strain and of securing directness and positiveness of transmission
of power to the driving axle or axles. The vehicle-body, however, affords the most
convenient place for placing the pressure storage bottles or reservoirs. The relative
vertical motion of vehicle body and running gear, however, makes it requisite to
interpose flexible connecting devices between the reservoirs on the vehicle-body and
the engine or engines on the running gear. The fluid (air) preferably employe.l, is
most economically worked by heating it before admission to the engine cylinder or
cylinders, and it is impracticable or undesirable to convey the heated fluid through
the flexible connecting pipes-usually rubber hose. These various considerations
have caused the adoption of the following described combination of devices:
Upon the spring-mounted vehicle body-usually along under the seats-are
arranged one or more fluid pressure bottles or reservoirs while the engine or engines
to be operated by fluid pressure therefrom are carried by the trucks or running gear.
Preferably the engine or engines have the cylinders mounted by springs from some
portion of the running gear at one end, and at the other have a casing mounted on
bearings on the axle and enveloping the other moving parts of the mechanism which
it is desirable to protect from dust and to lubricate with the oil which may be carried
over to the casing with the air or other operating fluid. Supported in said casing is
the valve-liak mechanism and allied parts. The engine has the casings of both high
and low-pressure cylinders carried by the axle. The distributing valve of the low
pressure engine has preferably a hollow rod and provided with holes so that when the
link motion is in the central position both ends of the cylinder are open, through the
hollow valve-rod to the casing or this effect may be accomplished by a separate
valve. A heater or heaters is, or are, carried by the truck or running gear and
through it, or them, pass, in separate coils the high pressure pipe and low pressure
pipe. In the high pressure pipe is arranged a reducing valve of any usual or
preferred form, adapted to let down the pressure of the fluid from that of the reservoir
to that required for the high pressure side of the engine. In the high pressure, and
low pressure pipes are throttle valves and both valves may be governed by one rod
connected to a bell-crank-lever. The high pressure pipe is connected to the high-
pressure reservoir by a flexible tube. It will be seen that the heating of the fluid
takes place altogether after it has left this flexible connection-which is thus
unaffected by it. A flexible or jointed rod or connection running from end to end of
the vehicle is provided and operatable on either platform by a staff and a removable
handle or lever. The connection of the staffs to the rod may be racks and pinions.
The said rod is jointed to a lever which is mounted by air tight bearing in the side
of the casing and operates the link motion which in turn is connected to the
distributing valve. The rod is also jointed to the throttle valve operating lever. The
flexibility of both pipe and rod enable them to follow all movements of the vehicle-
body relative to the truck or running gear without impairing their operative
connection with the re-heater and engine on the one hand or the controlling staffs
and levers on the other.
The exhaust from the low-pressure cylinder is into the engine casing which has
a inuffled and restricted exhaust passage of such dimensions as to allow the fluid to
escape to atmosphere only under such pressure as to ensure the exclusion of dust from
the casing.
It will be seen that by operation of the controlling rod from either platform, the
two throttle valves, the distributing valve motion and the relief valve which may, in
this particular instance be formed in one with the distributor valve, are simultaneously
operated and by this means a single motion of the operating handle on the platform
may completely or partially close or open all the valves necessary to the stopping or
gradual or rapid starting of the vehicle.
Various forms of valves may be used as relief valves for the cylinder instead of
depending upon the hollow distributing valve described. For example, a separate
pipe connection can be made from end to end of the cylinder and this passage may
have a stop-valve whose arin is adapte by connection with the rod to open the
passage when the link motion is at mid-position and thus open one end of the cylinder

page_text: to the other so that the piston will play freely therein, or automatic vacuum relief
valves may be provided at each end of the motor cylinder, suitable connecting devices
extending from the relief valves to the controlling device whereby they can be
simultaneously opened by the controller when the throttles are closed."
In air motors this feature of relieving compression when the motor is running free
is especially necessary on account of the fact that the air differs from steam in not
condensing. It is particularly valuable in the case of vehicles where about half the
time the motor is coasting, as, otherwise, if the compression is not relieved, there is a
very decided retardation. Of course, a large part of the energy of compression is
returned into mechanical work by subsequent expansion on the back stroke; but,
owing to the fact that the air is heated to a high degree by compression and some of
the heat escapes by radiation, there is always a loss by the variation of the energy.of
compression, amounting to probably about twenty per cent.
Dated this 25th day of August 1896.
JOHNSONS,
115 St. Vincent Street, Glasgow, Applicant's Agents..
I, WALTER HARRIS KNIGHT, Engineer, a Citizen of the United States, of New
Brighton, County of Richmond, State of New York, 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:-
The object of my invention is to improve the general construction and operation of
fluid pressure motor vehicles.
My invention consists, firstly, in combining with a motor vehicle in which the
vehicle body is mounted upon springs supported upon a suitable running gear, a fluid
pressure motor or motors of the kind described in the Specification of my Application
for Patent No. 13559 of 19th June, 1896 mounted upon the running gear, and a fluid
pressure reservoir and certain controlling valves supported upon the car body, the
reservoir communicating with the motor through flexible connecting tubes or pipes.
I preferably interpose a heater between the flexible connecting pipe leading from the
reservoir and the Huid motor, said heater being mounted upon the running gear and
communicating with the motor through a metal pipe or connection, the cold air being
supplied to the heater through the flexible pipe. and the heated air to the motor
through the rigid metal pipe.
My invention consists, secondly, in completely enclosing the moving parts of the
motor within an oil retaining and dust excluding casing, and providing controlling
apparatus outside of said casing which is suitably connected with the operative parts
of the motor within the casing, a dust tight joint being formed between the casing and
the communicating connection.
My invention consists, thirdly, in providing controlling means operated from the
opposite ends of the vehicle body and connecting said controlling means with the
controlling devices of the motor through flexible joints or connections to allow for
the free vibration of the car body on the running gear and of the movement of the
running gear or truck frame on the track.
My invention consists, fourthly, in providing automatic vacuum relief valves for
throwing the engine cylinders open to the air or connecting their ends for automatically
admitting air to the cylinder after the cut-off of the fluid to prevent formation of a
partial vacuum behind the piston so that the engine can continue to run without
encountering the resistances of the fluid in the cylinder ends. These automatic relief

page_text: are also controned by the single controlling device to enable the motor to rur
freely for facilitating coasting.
The invention relates, further, to certain improvements in details of mechanism
which will be pointed out distinctly in the claims after fully describing the invention
in connection with the accompanying drawings in which:
Figure 1 is a side elevation of a car embodying my invention.
Figure 2 is a sectional elevation of a portion thereof, showing the high pressure side
of the motor.
Figure 3 is a detail sectional view of part of the low pressure side of the engine.
A vehicle body is shown at 1 mounted by springs 2 from the trucks or running-
gear 3.
The truck or running-gear portion of the vehicle is, as usual in these
constructions, subject to the vibrations caused by the irregularities of the track, e'c.,
which vibrations are taken up by the springs 2 so that the vehicle body will not be
subject to them. The spring connection between the vehicle body and truck or
running gear the varying weights carried by the body and the shocks to which the
running-gear is subject, cause relative movement between the body and running gear.
It is desirable, however, to place the motors upon the running gear for a variety of
reasons, principal among which are the desirability of relieving the body and springs
of the weight and strain and of securing directness and positiveness of transmission of
power to the driving axle or axles. The vehicle-body however affords the most
convenient place for placing the pressure storage bottles or reservoirs. The relative
vertical motion of vehicle body and running gear, however, makes it requisite to
interpose flexible connecting devices between the reservoirs on the vehicle-body and
the engine or engines on the running gear. The fluid (air) preferably employed, is
most economically worked by heating it before admission to the engine cylinder or
cylinders, and it is impracticable or undesirable to convey the heated fluid through the
flexible connecting pipes-usually rubber hose. These various considerations have
caused me to adopt the following described combination of devices.
I arrange upon the spring-mounted vehicle body 1-usually along under the seats
one or more fluid pressure bottles or reservoirs 4 while the engine or engines 5. to be
operated by fluid pressure therefrom are carried by the trucks or running gear 3.
Preferably the engine or engines have the cylinders 6, mounted by springs 7 from
some portion of the running gear at one end, and at the other end having a casing 8
mounted on bearings on the axle 9 and enveloping the driving mechanism 10 by
which the engine piston-rod is connected to the driving axle 10 and also enveloping
the other moving parts of the mechanisin which it is desirable to protect from dust
and to lubricate with the oil which may be carried over to the casing with the air
or other operating fluid. I have here shown supported in said casing the valve-
link mechanism 11 and allied parts. The engine here represented has the casings of
both high and low-pressure cylinders carried by axle 9. The cylinder shown in
Figure 2 may represent either one of said cylinders and the casing 8 may be common
to both cylinders. (The distributing valve 12 of the low-pressure engine has
preferably its rod 13 hollow and provided with holes 14 so that when the link motion
is in the central position as shown in Figure 3, both ends of the cylinder are open,
through the hollow valve-rod to the casing 8.) A heater or heaters 15 is, or are,
carried by the truck or running gear and through it, or them, pass, in separate coils
the high pressure pipe 16 and low pressure pipe 17. In the high pressure pipe is
arranged a reducing valve 18 of any usual or preferred forin, adapted to let down the
pressure of the fluid from that of the reservoir to that required for the high pressure
side of the engine. In the pipe 16 is a throttle valve 19 and in pipe 17 a throttle-
valve 20 and both valves may be governed by one rod 21 connected to a bell-crank
lever 22. The high-pressure pipe 16 is connected to the high-pressure reservoir by
a flexible tube 23. It will be seen that the heating of the fluid takes place altogether
after it has left this flexible connection-which is thus unaffected by it. 24 is a
flexible or jointed rod or connection running from end to end of the vehicle and
operatable on either platform by a staff 25 and removable handle or lever 26. The
connection of staffs 25 to rod 24 may be racks and pinions 27. The rod 24 is jointed

page_text: 19.lever 28 which is mounted by air tight bearing in the side of casing 8 and operates
link motion.11 which in turn is connected to distributing valve 12. The rod 24 is.
also jointed to throttle valve operating lever 22. The flexibility of both pipe 23 and:
od 24 enable them to follow all movements of the vehicle-body relative to the truck
or running gear, without impairing their operative connection with the controlling
staffs 25 on the one hand or the valve levers 22, 28, on the other.
The exhaust from the low-pressure-cylinder is into casing 8 which has a muffled and
restricted exhaust passage 29 of such dimensions as to allow the fluid.to escape.to
atmosphere only under such pressure as to ensure the exclusion of dust from the
casing.
It will be seen that by operation of rod 24 from. either platform, the two throttle
valves, the distributor valve motion and the relief valve (in this particular instance formed
in-one with the distributor valve) are simultaneously operated and by this means, a
single motion of the operating handle on the platform may completely or partially
close or open all the valves necessary to the stopping or gradual or rapid starting of
the vehicle.
Various forms of valves may be used as relief valves for the cylinder instead of
depending upon the hollow distributing valve here shown. For example, a separate
pipe connection can be made from end to end of the cylinder and this passage may-
have a stop-valve whose arin is adapted by connection with rod 24 to open the
passage when the link motion is at mid-position and thus open one end of the cylinder
to the other so that the piston will play freely therein, or automatic vacuum relief
valves may be provided at each end of the motor cylinder, suitable connecting devices
extending from the relief valves to the controlling device whereby they can
simultaneously opened by the controller when the throttles are closed.
be
In air motors this feature of relieving compression when the motor is running
free is especially necessary on account of the fact that the air differs from steam in
not condensing. It is particularly valuable in the case of vehicles where about half
the time the motor is coasting, as, otherwise, if the compression is not relieved, there is.
a very decided retardation. "Of course, a large part of the energy of compression is.
returned into mechanical work by subsequent expansion on the back stroke; but,.
owing to the fact that the air is heated to a high degree by compression and some of.
the heat escapes by radiation, there is always a loss by the variation of the energy
of compression, amounting to probably about twenty per cent.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I.
claim is :-
1. In a motor vehicle the combination of a truck or running gear, a vehicle body
spr.ng-mounted thereon, fluid pressure reservoirs carried by the vehicle body, a motor-
or motors carried by the truck or running gear and comprising an engine or engines,.
controlling handles or levers on the vehicle body and flexible connection therefrom.
to the controlling valves of said engine or engines, substantially as set forth.
2. In a motor-vehicle, the combination of a truck or running gear, a vehicle body
spring-mounted thereon, fluid pressure bottles or reservoirs carried by the vehicle.
body, a controlling handle or lever on the vehicle body, a fluid-pressure motor carried
by the truck or running gear and flexible connections between said fluid pressure.
bottles or reservoirs with said motor and between said controlling handle or lever.
and the controlling valves of said motor, substantially as set forth.
3. In a motor vehicle the combination of a truck or running gear, a vehicle "body-
spring-mounted thereon, fluid pressure bottles or reservoirs carried by, said vehicle-.
body, a motor carried by said truck or running-gear and comprising an engine and a
heating device, and flexible piping from said fluid pressure bottles or reservoirs to
said motor, substantially as set forth.
4. In a motor vehicle, the combination of a truck or running gear, a vehicle-body
mounted thereon, fluid pressure reservoir, a motor adapted to derive therefrom
operating fluid under pressure and having a casing completely covering its operating.

page_text: parts, and controlling mechanism having operating handle or lever on the vehicle
body and entering said casing by airtight connection, substantially as and for the
purposes set forth.
5. In a motor vehicle, the combination of a fluid motor, a casing enclosing the
moving parts of the motor and protecting the same from dust, a controlling device
inside the casing, and a controlling device outside the casing having dust tight com-
munication with the controlling device inside the casing.
6. In a motor street car, the combination of a fluid motor for propelling the car,
a casing enclosing the moving parts of the motor and protecting same from ingress
of dust and egress of oil, controlling mechanism inside the casing, and controlling
mechanism on the car platform having dust proof communication with the controlling
mechanism in the casing.
7. In a motor vehicle, the combination of a truck or running gear, a vehicle body
mounted thereon, a fluid pressure reservoir and motor carried by said vehicle, said
motor having high and low pressure throttle valves and a distributing valve and a
single controlling device connected to and adapted to operate all of said valves,
simultaneously.
8. In a motor vehicle, the combination of a truck or running gear, a vehicle body
mounted thereon, a fluid pressure reservoir and motor carried by said vehicle, said
motor having high and low pressure throttle-valves, a distributing valve and cylinder
pressure relief valve and a single controlling device connected to and adapted to operate
all of said valves simultaneously.
.9. In a motor-vehicle the combination of the truck or running gear, and a motor
mounted thereon, and having a cylinder, and a casing surrounding the operating
parts, the cylinder exhaust passage connected to said casing and said casing having
a restricted and muffled escape passage adapted to retain a low pressure and the
lubricant and to exclude dust, substantially as set forth.
10. In combination, the vehicle having running gear and a vehicle body mounted
upon springs upon the running gear, a propelling motor operated by fluid pressure
and mounted upon the running gear, a casing enclosing the moving parts of said
motor and protecting the same from dust, controlling apparatus outside said casing
making dust tight communication with controlling apparatus inside the casing, and
a controller on the vehicle body connected by flexible or jointed connections with the
said controlling apparatus outside the casing.
11. The combination in an air motor of valves for opening a connection between
the ends of the cylinder and mechanism for operating said valves at will.
12. A combination in an air motor of valves for opening a connection between the
two ends of the cylinder, a controlling device for operating the throttle of the motor
and connection, whereby the said controlling device opens the valve or valves in the
connection between the ends of the cylinder so as to relieve the motor of compression
occurring at the ends of the stroke when the motor is not doing work.
13. A compound air motor having high pressure and low pressure cylinder and
compression, relief valves on the low pressure cylinder.
Dated this 9th day of March 1897.
JOHNSONS,
115 St. Vincent Street, Glasgow, Applicant's Agents.