Year: 1896

page_text: Date of Application, 24th July, 1896-Accepted, 12th Dec., 1896
Fig. 3 a plan of Fig. 1 with the carriage body removed.
These views representing the automobile carriage or autocar as a whole, are
supplemented by detail views Figs. 4, 5, 6, and 7 hereinafter described.
Figs. 8, 9 and 10 are enlarged views of the gear through which the exhaust
valves are operated.
The type of the carriage illustrated is a four seat vehicle, the seats being
opposite each other.
The advantages obtained by my invention may be summed up as follows:-
1. Dispensing with driving chains for driving wheels, whereby the drawbacks
connected with the use of such chains are avoided.
2. Possibility of giving to the wheels the inclination usual in carriage wheels.
3. Arrangement of the driving parts and gearing so that they are easy of
access, whereby their inspection and keeping in good condition is facilitated.
4. Arrangement of such parts under the floor of the carriage so that the carriage
frame may have an even floor without projections, on which floor any desired
kind of carriage body may be mounted.
5. Arrangement of steering and operating mechanism in front of the driver,
the number of such parts being very small and their operation extremely
simple.
6. Possibility of placing said apparatus in any desired place of the carriage
according to the description of carriage-body employed.
The chief parts of the motor carriage as a whole and its details are represented
in the accompanying drawing only schematically, various details of construction
not forming essential features of my invention being omitted.
The frame 10, constituted either by tubes joined together, or by longitudinal
and transverse beams or ties of desired cross section, is made in the form of a
rectangle, and is supported at the back upon two ordinary springs 11 connected
to a special axle 12 carrying the driving wheels 13.
In front the frame 10 rests on two double springs 14 to which is secured the
bent axle of the fore-carriage having two pivots of well known description, the
steering wheels 15 being of course nounted upon the journals of this axle.
The rear-axle 12 has either formed in one piece with it or secured on it, two
sleeves 16, which are horizontal and at right angle to the axle, and are therefore
parallel to the axis of the carriage; these two sleeves are arranged under the

page_text: suspension-springs 11 or outside them, their horizontal axes intersecting the axes
of each journal of the axle.
In the interior of each sleeve 16 is supported and turns a shaft 17, on one end
of which is keyed a bevel pinion 18; whilst each rear-wheel 13 of the carriage
being provided with a bevel-wheel 19 arranged so as to engage with the
corresponding pinion 18.
The result of the special arrangement of the toothed gears 18, 19 is that no
oscillations of the axle 12 will have any influence on the regular working of said
gears and that these gears or wheels will always remain in operative engagement.
At the back of the frame 10 two depending brackets 20 support in bearings at
the same level as the normal level of the axle 12, a shaft 21 parallel to the said
axle 12 and therefore transverse relatively to the carriage; this shaft carries
keyed at each extremity bevel pinions 22 and between the two pinious 22
differential gear 23 of well known 'description, this differential gear transinitting
to said pinions the movement which it receives from the motor.
The pinions 22 are arranged inside the brackets 20. Outside these brackets
are secured two parallel horizontal sleeves 24, the respective axes of which form
the continuation of the respective axes of the sleeves 16 on the axle 12, when the
latter is at its normal level.
Each sleeve 24 serves as a bearing for a spindle 25, on one end of which
is keyed a bevel-wheel 26 arranged so as to engage with the corresponding
Linion 22.
The bevel-wheels 26 drive the pinions 18 by means of their respective spindles 27
having articulated joints whereby they are able to follow any oscillation of the
axle 12.
The strong and simple construction shown of the articulated joints of the
spindles 27 is as follows:-The shafts 17 and 25 are each provided at their ends
opposite each other, with a square or rectilineal box 28 in which loosely enter the
corresponding extremities 29 of the spindle 27, which are also made square; the
sides of the square portions 28, 29 are of a greater width than the diameter of
the spindles 17, 25, 27 and the depth or thickness of these sides is slight is so that
the slight play between the parts, one in the other, is quite sufficient to enable the
spindles carrying said square portions to take an inclination of several degrees
relatively to each other.
The devices for coupling the shafts 17 and 25, which has just been described
constitutes a new means for operating driving wheels of any motor vehicles
suspended on springs, at this device does not depend upon the nature of the motor
nor on the mode of transmission of movement from the latter to the shaft
enrrying the differential gear. This shaft might be placed equally well at the
back of the axle 12 of the driving wheels as illustrated in the accompanying
drawing, or in front of, and at any distance from, said axle provided only that the
oscillating coupling shafts 27 are of sufficient length; also, the position of the
pinions 18 on their shafts 17 could be inverted and said pinions could engage with
their wheels 18 behind the axle.
In my new arrangement the respective pinions of the differential gear 23 are
driven by a sleeve 30 of special shape mounted loosely on the shaft 21 and
carrying four spur-wheels 31, 32, 33, 34 and a drum 35 for a band-brake; another
shaft 36 situated in front of and parallel to the shaft 21 and mounted in the same
brackets 20 carries a sleeve keyed on to it but capable of longitudinal movement
upon the shaft and on this sleeve are four spur-wheels 311, 32, 33, 34', which can
engage respectively, and separately, with their corresponding wheels 31, 32, 33, 34
and constitute thus four transmission gears with different ratio of transmission of
speed between the two shafts 21 and 36.
The arrangement of gears 31, 31, 32, 32, 33, 33, 34, 31, relatively to each
other is such as to prevent the possibility of more than one pair being in
engagement at a time, and also to cause the speed to be changed progressively
from the lowest speed to highest or vice versa; it is evident that the number of

page_text: different degrees of speed of movement of the carriage may be varied and
greater or smaller than the four illustrated in the accompanying drawing and
above described.
The shaft 36 also carries two ordinary transmission pulleys, one of them 38 being
fast and the other 39 loose.
The motor 40, the description of the novel part of which will be given here-
after, is placed in front horizontally between the suspension springs 14; and
consists of two cylinders arranged in front; the crank shaft 41 carrying on one
side a Hy-wheel 42 and on the other side a wide pulley 43, which is connected by
an ordinary transmission belt 44 with the fast and loose pulleys 38, 39 of the
shaft 36.
The throwing in and out of gear of the motor is effected by causing the
pulley 44 to pass from one of the pulleys 38, 39 to the other by means of any
suitable mechanism, such for instance as a disengaging fork 45 operated by a
system of articulated levers 46, 47, 48, 49; an engaging fork 50 with an angle
piece 51 and rod 52 enables the sleeve 37 to be moved longitudinally in either
direction and consequently to produce change of speed in accordance with either
combinations of gears 31, 311, 32, 32', 33, 33', or 34, 341.
The control of the apparatus is entirely within reach of the driver or operator,
the arrangement and construction of the parts being substantially as follows:-
A vertical tube 53, firmly secured to the floor (of the vehicle) serves as a
support and bearing for a shaft 54 in the interior of the former, at the upper end
of which is keyed a steering hand-wheel 55; at the lower extremity of the
shaft 54 is keyed a pinion 56 which transmits to the journals of the front-axle the
movement communicated by the steering hand-wheel 55 by means of a toothed
rack 57 and the combined system of levers and connecting ro ls 58, 59, 60, 61, 62
such as is well known and parts of which I have improved as may be seen
in Fig. 4.
These improvements consist in a new method of articulating the steering
rods 61 to the transmission levers 60, 62. Each connecting rod 61 employed for
steering has a ball shaped end with a spherical concentric hollow space 64 in the
bottom of which space is a hole 65.
The corresponding extremities of the levers 60 and 62 are respectively provided
with a vertical pin 66 with a spherical portion 67 of the same diameter as that of
the hollow space 64. On the top of the spherical portion 67 the pin has a screw
threaded stem 68, the diameter of which is smaller than that of the hole 65 in the
bottom of said hollow space 64.
It is clearly seen in Fig. 4 how the connecting rod 61 rests on the ball 67
of the lever 60; the screw threaded stem 68 has a collar 69 above the connecting
rod 61 and carries a nut 70 which presses the connecting rod 61 against its
spherical joint 67 by means of a spring 71.
This arrangement which could be reversed has for its main object to dispense
with the projecting or overhanging parts of the usual system having two inter-
secting axes, and to avoid wear and noise of the part.
In front of the tube 53 supporting the steering, another tube 74 is secured in a
vertical positiou and rotates in two bearings 72, 73 secured to said tube 53. This
tube 74 carries at its upper extremity its operating horizontal lever 75 and at its
lower extremity a small rod 76 actuating the rod 52 of the speed-changing device.
The lever 75 turns over a horizontal are 77 of a circle secured to the supporting
tube 53 and provided on its upper edge with four notches in each of which the
lever 75 can engage by reason of its elasticity and therefore become temporarily
held therein; each notch corresponds to a certain speed of the carriage, the
notch 1 corresponding to the smaller speed 2 and 3 to the intermediate speeds
and 4 to the highest speed, these speeds being of course in accordance with the
speeds produced by the respective combinations of gears 31, 311, 32, 32, 33, 331
and 34, 34.
In the interior of the tube 74 is supported and rotates a shaft 79 carrying at its

page_text: upper extremity, a little above the lever 75, a double lever, that is to say, with
two horizontal brauches 80, 81; at its lower extremities the shaft 79 carries
keyed on it a deeply grooved pulley 82 the bottom 83 of which acts as a cain and
co-operates with the extremity of the lever 49 to effect the engagement or
disengagement of the belt 44.
The throwing of the belt 44 out of gear is effected by the cam 83, when the
lever 80 is turned from the position 3 into position 2; when the lever 80 passes
beyond position 2, the cam 83 has no further influence on the lever 49; throwing
the belt 44 into gear is of course effected by bringing the lever 80 from the
position 2 into position 3.
In the bottom of the groove of the pulley 82 is secured the extremity of a
chain or metallic cable 84, the other extremity of which is wound round on the
brake-drum 35 for the purpose of applying the brake; the chain or the cable 84
is put in tension and so causes the brake to act, only when the lever 81 approaches
position 1.
The working of this combined arrangement or device is as follows;
The driver holds the steering hand-wheel 55, with his right hand, whilst with his
left hand he operates the levers 75, 80, 81. When it is desired to start, the
lever 75 is placed in the position 1 corresponding to the slow speed, whilst the
lever 80 is at the point 2 the position at which the belt 44 is out of action;
then the carriage is started by bringing the lever 80 to the point 3, whereby
the belt 44 is brought into gear, that is to say it passes from the loose pulley 39
to the fast pulley 38; in order to stop, it is sufficient to disengage or throw out
of gear the belt 44 by bringing the lever 80 from the position 3 into the
position 2.
In order to change the speed when the carriage is travelling, the driver grasps
the lever 80 and pulls it towards himself, the fingers of the hand being open till
the lever 75 is reached; then the hand is closed so as to enclose both the
levers 75 and 80 which may then be considered as practically one; upon closing
the hand, the lever 75 is raised and freed from the retaining notch of the
sector 77; and is then moved above the notch of the said sector 77, corresponding
to the desired speed, and released when it drops and remains fixed in the notch;
the lever 80 is then pushed till it is in the position for throwing the belt 44 into
gear and thus the travelling of the carriage at the desired speed is obtained.
In order to apply the brake, the lever 80 is first pulled towards the driver till
it comes into position 1, whereby the belt 44 is thrown out of gear, without
however causing the brake to act, then the lever 80 is released and the lever 81 is
grasped, which by the movement of the lever 80 has been brought within reach
of the hand; this lever 81 is then pulled towards the driver, the result of which
action is to produce the winding up of the chain or cable 84 in the groove of the
pulley 82 and consequently causing the brake to act by tightening the said chain
on the drum 35; when operating in the inverse order to that just described, the
brake is first released and then the belt 44 thrown into gear.
The arrangement of these combined operating levers may be applied to any
automobile carriage in which it is necessary to steer, to change speeds, to throw
the gearing in or out of engagement and to apply the brake, whatever be the
method of transmission used, whether toothed wheels, friction devices, engaging
and disengaging gear with belts or otherwise and whether band or shoc-brakes be
employed in all cases mechanism such as described above may be used.
The motor 40, which has been specially devised with a view of adapting it for
motor vehicles is a four cycle petroleum-motor; having two cylinders these two
horizontal cylinders may be cast in one piece with a water jacket for cooling
purposes common to both of them, their axes being in the same horizontal plane.
The compression chambers are formed in one piece with the cylinders which are
closed at their end by a plug having an igniter in its centre; the other end of the
cylinders has an outer yoke screwed on to a solid framing affording at the same

page_text: time a framing for the crank shaft and a reservoir for the oil for lubricating the
connecting rods and bearings of the driving shaft.
In order to prevent the oil being projected in too great a quantity towards the
interior of the cylinders of the motor, I apply to the framing the following new
device.
This framing is shaped as illustrated in Figure 6 in front sectional view and in
Figure 7 in side elevation; and is provided it at a suitable height and in front
of each connecting rod, with an arched plate 85 hell parallel to the wall at a
small distance from it by two oblique ribs 851 of cast iron; I thus form on the
inner surface of this framing two oblique passages 86, 87 one for cach connecting
rod of the motor.
The result of these arrangements is that if the crank shaft 41 turns in the
direction of the arrow, part of the oil is projected by the connecting rods
tangentially to the framing and passes upwards in such manner that this oil
passing the oblique passages 86, 87 is directed by the latter towards the sides
and, instead of falling back in the direction of the axis of the cylinders, escapes
along the walls in order to be used for lubricating the bearings of the crank-
shaft 41.
The driving shaft 41 has only one crank pin for both the connecting rods so that
the pistons travel at the same time and in the same direction; this crank shaft
passes out of the framing on each side and as has been previously described, carries
a fly-wheel 42 and the wide driving pulley 43; in the flywheel 42 and in the
pulley 43 there are arranged balance-weights for balancing the connecting rods
and the pistons in order to diminish as much as possible the vibration produced by
the momentum of said parts.
The admission and exhaust valves are arranged at the end of the compression
chambers, their spindles being vertical and project at the top and bottom beyond
the water jacket, their springs being arranged outside.
The admission valves 88 (Figs. 2. 8 & 9) are automatic and admit the charge
into the cylinders during the suction stroke the explosion mixture being supplied
from a carburettor common to both cylinders, which carburettor is illustrated in
detail in vertical section in Fig. 5.
As is readily seen, by examining this figure, the carburettor is mainly constituted
by two truncated conical caps 89, 90 having vertical axes, connected to each other
at their larger bases, their small bases being in communication with chambers 91, 92
having respectively air-inlet and air-outlet branches 93, 94; a tube 95 rises vertically
in the centre of the lower cone 90 and ends in the interior of said cone where it is
provided with a hole 96 having the shape of a truncated cone of small size;
the petroleum contained in a reservoir being brought into the carburettor by this
tube 9.5.
A light spindle 97 is arranged in the interior in the direction of the axis of the
device and ends at its lower end by a conical part which serves for closing the
hole 96 of the tube 95; the upper end of the spindle 97 passes freely through a hole
which also guides it. The said spindle carries a disc 98 and under the latter
another disc 99 of a smaller diameter than 98; an outside spring 100 presses
slightly against the end of the spindle 97 a regulating screw 101 regulates the
height to which the latter may rise.
The working of the carburettor is as follows:-
The motor induces a suction draught which passes through the carburettor
from bottom to top and in its ascending movement causes, by means of the
dise 98, the rod 97 to rise; the rising of the spindle 97 allows the petroleum to
enter through the hole 96 of the tube 95, the supply being regulated by means
of the screw 101; as soon as it enters the petroleum if projected against the
small disc 99 where it spreads in a thin layer, from the centre to circum-
ference, and at the edge of this disc the greater part of this petroleum is
comininuted or broken up by the draught of air; the drops being still of a

page_text: certain size, are further comminuted or broken up by the edge of the second
disc 98.
Owing to its particular shape, the carburettor causes the current of air passing
through it to undergo a series of contractions and expansions, the result of which
is a perfect intermingling or mixture of the air and petroleum; the carburation
may be further facilitated by previously heating the air.
Referring particularly to Figures 8, 9 and 10, the exhaust valves 102 are opened
alternately every two strokes for discharging the burnt gases, there is therefore
one driving stroke in each revolution.
In the same plane as the axes of the cylinders is arranged parallel to said
cylinders, a shaft 103 driven by means of two mitre-wheels 104, 105 from the
driving shaft 41, so that the shaft 103 rotates with the same speed as the driving
shaft 41; the extremity of the shaft 103 has a handle 106 (with mechanism for
automatically throwing it out of gear) by means of which handle the starting of
the motor is effected.
The shaft 103 also carries a centrifugal governor 107 and a spur pinion 108
arranged so as to engage with a wheel 109 of a diameter twice as large, keyed on
a shaft 110 arranged and rotating above the shaft 103; one side of the wheel 109
having a crank-pin 111, which, in consequence of the rate of transmission between
the pinion 108 and wheel 109, rotates with the wheel 109 at a speed equal to balf
that of the motor.
Between the two exhaust valves 102 and above them is pivotted on a fixed
pin 112 an oscillating lever 113 having the shape of a very open V and receiving
alternating motion from the crank pin 111 by means of a connecting rod 114;
each end of said lever 113 depresses at the end of its down stroke its corresponding
exhaust valve 102.
The respective operations of the valves 102 and the lever 113 are calculated so
as to produce opening and closing of each valve exactly at the desired moment.
On the same fixed pin 112 of the lever 113 are mounted, loose and independently
of each other, two small levers 115 respectively resting about the middle of their
length on the extremity of the spindles of the corresponding valves 102; the ends
of the lever 113 bear directly on these levers 115 which partake of the movements
of the corresponding valves 102 descending and rising at the same time as the
latter.
The governor 107 is made, as usual, with a ring with a circular groove 116,
which ring can move longitudinally on the shaft 103 when the speed alters.
Over the water jacket of the cylinders is mounted a transverse oscillating
shaft 117 connected to the grooves ring 116 of the governor 107 by a bifurcated
lever 118; on this shaft 117 are fixed two rigid rods 119, extending towards the
front, and very nearly horizontal; these different parts are combined so that when
the balls of the governor 107 are thrown out in consequence of an increase of
speed, an ascending movement of the end of the keys 119 produced.
To the right of the right hand side valve 102 and to the left of the valve 102 on
the left hand side, are respectively mounted two small oscillating angle-pieces 120,
one of the branches of which is nearly vertical and is provided with a hook 121,
whilst the other branch is very nearly horizontal and passes under the corresponding
extremity of the rod 119, against which extremity the said branch is pressed by a
spring on it, but not shown in the drawing.
The hook 121 is turned towards its corresponding valve and its notched part is
placed at the desired height in order to enable it to engage with the end of the
corresponding lever 115 when the latter is at the end of its downward stroke;
when said engagement takes place and during the time the lever remains in
engagement, the valve 102 which has been opened cannot close.
From the preceding it will be understood that the engagement of the valves 102
is produced by the balls of the governor 107 being thrown out whereby the valves
come into engagement and remain open each time that the motor works at too high

page_text: a speed, they become disengaged and begin to work as usual, when the speed again
becomes normal.
This device is arranged in such manner that one valve comes into engagement
before the other in order not to suppress at one time more than half of the power
of the motor; it is evident that the said device could be arranged in an inverted
order, that is to say the admission valves could be arranged at the top and the
exhaust valves at the bottom; the shaft 105 of the governor could be also arranged
at the right or left hand side of the motor.
The cooling of the cylinders and valves is effected by means of a water jacket,
and for this purpose a small reservoir 122 projerts from the water jacket and is in
open communication with it; the water level is maintained constant in the
reservoir 122 by an ordinary supply-float which admits water into said
reservoir 122 when necessary from another reservoir arranged in any suitable part
of the vehicle.
When the water in the cylinder jacket reaches a temperature of 100° C. it
begins to give off steam, which escapes into the atmosphere through an exhaust
pipe.
This system of cooling euables the main water tank (or reservoir) to be placed
in any convenient place remote from the motor, under a seat for instance, so that
the water in this tank, never becomes hot and causes no inconvenience to the
travellers; one pipe is sufficient to place it in communication with the cylinders,
and the latter are always surrounded by water of the same temperature of 100°,
even after the water has been partially renewed.
The steam produced may be condensed in a surface-condenser placed higher
than the cylinders by means of the following arrangement of parts causing the
steam to pass through said condenser without having recourse to any mechanical
means.
A pipe starting from the upper part of the tank 122, consequently above the
water level and proceeding continuously in an upward direction leads the steam to
the upper part of the condenser; another pipe beginning at the lower part of the
condenser and passing always in a downward direction conducts the condensation
water into the cylinder jacket,-but under the water level-this latter pipe I call
the return-pipe a third pipe the discharge pipe-places the lower part of the
condenser or, what is the same thing, the return pipe, in open communication with
the atmosphere; this discharge pipe must be so placed as not to lead off the
current of condensation-water which must always pass through the return-pipe.
From the preceding it will be understood that the steam produced in the jacket
of the cylinders has no other free outlet except the pipe which leads it into the
condenser, for the steam cannot escape through the return pipe without first over-
coming the pressure of the column of water in the latter; and the effect of this
column of water, the beight of which is regulated automatically, is to balance
the pressure of the steam which is necessary to overcome its passage into the
condenser.
If the whole of the steam is not condensed, the excess escapes freely through
the discharge pipe, the float then permits the necessary water to enter to replace
the quantity that has disappeared.
The shape and the manner of designing the condenser itself may vary, the only
conditions necessary to the proper working are as follows:
The condenser must be placed higher than the cylinders, should be well exposed"
to the wind and the steam must pass through it in the same continuous direction.
Having now particularly described and ascertained the nature of the 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 a frame affording a free upper platform for receiving the
carriage budy and supporting under the said platform the driving and steering
parts placed so as to be conveniently accessible for fitting, inspection and rep siring

page_text: purposes; the motor being arranged horizontally between the wheels of the fore-
carriage, the cylinders of said motor being placed in front and the transmission
parts at the back, in order to leave the middle of the underside of the platform
free of mechanism which would be difficult to inspect or to repair.
2. In a motor vehicle mechanism for operating the driving wheels by a belt
connecting the motor with fast and loose pulleys, combined with a disengaging
gear, and mounted on a shaft carrying a series of toothed wheels for transmission
of movement in accordance with the desired speed of the carriage, the said toothed
wheels being arranged so as to engage respectively and separately with corre-
sponding gearing carried by second shaft and longitudinally movable for the
purpose of transmitting, by means of said gearing, the rotation of said shaft at a
desired velocity.
3. In a motor vehicle mechanism for transmitting movement to the driving
wheels, comprising a shaft with differential gearing carrying at each end a bevel
pinion engaging with corresponding bevel wheels on parallel shafts rotating in
sleeves supported in brackets on the vehicle frame, the shafts being connected by
articulated joints to corresponding other shafts rotating in sleeves counceted
perpendicularly to the axle of the driving wheel and carrying bevel pinions
respectively engaging with corresponding bevel wheels, on the inner side of the
driving wheels.
4. The construction and arrangement of articulated joints of the longitudinal
shaft for the direct transmission of movement to the driving wheels, constituted by
an intermediate shaft having square ends placed in corresponding square recesses
affording sufficient "play" formed in the corresponding ends of the shafts to be
connected, which ends face each other, said arrangement enabling these shafts to
be inclined relatively to each other, without affecting the engagement or operation
of the driving mechanism.
5. In a motor vehicle the combined mechanism arranged together within reach
of the driver for controlling the steering, engaging and disengaging of the driving
gear, change of speed and application of the brake said mechanism comprising a
hand wheel for steering, a lever capable of being fixed in any desired position on a
notched sector for the purpose of changing the speed aud a two-armed lever
capable of turning on the same bearing as the first lever by means of which levers
the engaging, disengaging and application of the brake is effected the two latter
levers as well as the lever for changing speed co-operating together to effect
disengaging change of speed and application of the brake whilst the carriage is
travelling in order to effect first the disengaging of the gear and then the desired
change of speed, or when it is desired to slacken speed or to stop first the disengaging
and then complete stoppage by application of the gear of the brake.
6. An improved arrangement applicable to the steering gear consisting of a
spring controlled ball-joint of the steering rods with levers operated by said rods
or operating them in order to avoid the overhanging of the usual systems with two
intersecting axes and the inconvenience resulting therefrom.
7. The combination with a petroleumi motor having two cylinders of a starting
handle with automatic disengaging mechanism acting on the shaft of the governor
and mechanism for engaging the exhaust-valves operated by said governor this
mechanism holding the said exhaust valves in their open position when the speed
of the motor exceeds the normal speed, thus regulating its speed relatively to the
speed of the carriage upon which it is used the said motor further comprising a
casing or framing with inner passages for directing the lubricating oil towards the
sides in order to avoid the oil being projected into the cylinder, and at the same
time to lubricate the bearings of the driving shaft and a carburetter consisting of
two superposed cones in the interior of which are arranged discs against which the
petroleum is projected, by a tube provided with an inlet opening which can be
regulated and becomes comminuted or broken up and mixed with the air pumped
or drawn up and so form an explosive mixture for use in the motor.
8. A system of cooling the cylinders causing the main supply of water to become

page_text: beated comprising the use of a float for keeping the level of water in the jacket of
the cylinders constant either alone or in combination with a special condensing
device the pipes of which cause the steam to circulate and condense without
mechanical assistance as set forth.
9. The combination and arrangement of parts of a motor vehicle substantially as
set forth.
BOULT & WADE,
Agents for the Applicants.