Improvements in and relating to Automotive Vehicles.
Year: 1896

page_text: Date of Application, 27th May, 1896
Complete Specification Left, 27th Feb., 1897-Accepted, 22nd May, 1897
Date of Application, 27th May, 1896
Complete Specification Left, 27th Feb., 1897-Accepted, 22nd May, 1897
PROVISIONAL SPECIFICATION.
Improvements in and relating to Automotive Vehicles.
I, REGINALD HADDAN of the Firm of Herbert Haddan & Co. of 18 Buckingham
Street, Strand, London, W.C. Patent Agent do hereby declare the nature of this
invention, a communication to me from abroad by Frédéric de Coninck of 78 Avenue
de la Grande Armée Paris, Engineer, to be as follows:-
My invention relates to automotive vehicles and is characterized by the special
arrangement of the parts of a motor with four balanced cylinders, by apparatus for
change of speed of the vehicle and an apparatus for automatic starting of the motor
called "self starter."
The frame of the carriage is fixed directly upon the axle trees, the rubber tires
or the like serving as suspension to the whole mechanism, the body of the carriage
being alone suspended by springs.
On the front part of the carriage is the motor in which the axles of the cylinders
are parallel to the axle trees.
This motor carries four cylinders forming two couples. The pistons of the
cylinders which are on the same axle have the same movement and operate a crank
forming an angle of 180° with another crank operated by the other couple of pistons
of the other two cylinders.
This motor is of the type in which the cycle is completed in two revolutions. It
does not carry connecting rods. Each pair of pistons is connected to a vertically
slotted head in which moves a bush fitted upon each crank of the arbor. These
slotted heads are guided by slide bars. The cooling of the cylinders is by
radiation by means of ribs or projections. Two arbors parallel to the axle of the
cylinders are operated by helicoidal gearings at a velocity equal to half of that of
the arbor motor. These arbors operate the escape valves.
The ignition is effected electrically by means of three cams fitted upon one of the
arbors operating the escapement.
The first cam has four projections which successively raise a spring and put it in
contact with a screw which closes the inducing circuit of an induction coil, which in
this case does not carry a trembler. When the projections of the cam let the spring
fall back, this fall determines at once the interruption of the inducing current which
produces an interruption spark between the two extremities of the induced circuit
interrupted by the two electrodes which are provided for producing the ignition in
such or such a cylinder.
The other cams are similar to each other, only they are displaced 90° the one
with regard to the other. They operate equally upon two springs.
One of the extremities of the induced circuit of the induction coil communicates
with one of the two electrodes of each cylinder and the other extremity with the
two last mentioned springs, the four contact screws communicate with the second
electrode of each cylinder.
The cams are divided in four equal parts. The most excentric part of one cam
makes the spring touch one contact screw and the least excentric part makes the
spring touch the other contact screw. The parts of intermediate excentricity are
upon the same periphery and do not make the spring touch either of the two
screws.
The one cam being keyed 90° in advance of the other cam; for each quarter of

page_text: a turn of the cams corresponding to half a turn of the arbor motor, that is at one
evolution of the pistons in their cylinder, there is always only one spring in
contact with one of the four screws; that means that the induced circuit is only
closed through one igniter when the before mentioned cam breaks the induction
circuit.
In consequence of the concentricity of the parts of the cams which maintain the
induced circuit closed through the igniter during the nearly total duration of the
evolution of the corresponding piston, the ignition can be produced spontaneously
in the cylinder desired when the motor is stopped by determining the sparks by
means of a special commutation fitted upon the inducing circuit.
The volatilization of the liquid hydrocarbon is determined by the passage of
atmospheric air between the two surfaces of a fabric impregnated with hydro-
carbon.
These conditions are realized in the following manner.
A fabric such as cloth, felt, linen, etc., susceptible of being impregnated with
hydrocarbon by capillarity, is rolled spirally upon itself, leaving between each
spiral an interval which is secured by a device such as a metallic gauze with
helicoidal threads.
The metallic tissue thus rolled up forms a cylinder which is vertically maintained
in the interior of a cylindrical receiver, the fabric being larger than the metallic
tissue.
The part which projects below the latter is immersed in the hydrocarbon, the
level of which is maintained constant. The metallic tissue is closed at its two
under and upper edges by an impermeable border. The interior extremity of the
spiral is engaged in a tube according to one of its generators. This tube is
closed in its under part. Also the exterior extremity of the spiral enters into
another tube.
The suction of the motor produces an air current which is charged with vapour
of hydrocarbon by traversing the meshes of the metallic tissue continually inter-
calated between two surfaces of fabric impregnated with hydrocarbon.
The electric regulator of the speed of the motor is composed of a tube of glass or
of any other material not conducting electricity. This tube is placed vertically.
It may equally be of iron, for instance, by insulating it by a coating of ebonite,
from its superior holder. This tube fitted upon a pivot is animated by a movement
of rapid rotation by means of a pinion or any other means of transmission. It
contains mercury which under the effect of the centrifugal force, undergoes a
depression in the axis of the tube while it rises upon the periphery. This apparatus
is interpolated in the electric circuit which produces the lighting of the motor.
The current enters through the mercury at the under part of the tube and leaves it
through the upper part (or vice versa), through a small rod which at a normal speed
is level with the surface of the mercury.
If the velocity of the motor surpasses that required, the central depression of the
mercury beginning to augment the latter leaves the rod and the electric current is
interrupted. Thus ignition is not produced until the motor is reduced again to its
normal speed.
The means for change of velocity of the vehicle is as follows:-
The motor arbor is prolonged under an intermediary arbor as far as the wheel
which it operates. The latter with a bevelled pinion attached to it turns loosely
upon the intermediary arbor and communicates its movement by conical wheels to
another conical pinion cast with a pinion and turning equally loosely upon the
arbor. This latter pinion operates directly the motor axle if it turns or an inter-
mediary arbor. In the first case, the wheel which it operates can be the differential
wheel of the differential movement which make the two wheels independently drive
the carriage.
The whole of the bevelled pinions constitute a differential movement with equal
conical wheels, but which can be with conical unequal wheels or with straight
wheels.

page_text: A straight pinion is equally keyed upon the intermediate arbor. It
It gears with a
wheel upon the axle of which is keyed a wheel with endless screw with gears with
another endless screw.
This endless screw is keyed upon the same arbor as a friction roller which moves
with this arbor in its movement of rotation, but which can take a movement of
longitudinal displacement in order to approach or to remove from the centre of the
friction disc against which it is applied. This contact is assured continually by a
spring fitted upon the arbor of the friction dise which is moved by means of the
wheel gearing with the wheel.
In this peculiar case where the bevelled pinions have the same number of teeth
the velocity of the one pinion is equal to that of the other pinion less twice that of
the socket which carries the intermediary bevelled wheels, which is operated with a
movement of translation round the arbor by means of the pinion of the endless
screw and of the roller operated by the friction disc. In reality the endless screw
and the wheel do not operate the rotation of the socket which, if it was free, would,
be carried along by the pinion at a velocity equal to the half of that of the
pinion. In this case the other pinion would be stopped because the difference
herein before mentioned would be null. On the contrary, if the socket is held at
rest the first pinion would transfer all its movement to the second pinion what
would correspond to the maximum of velocity of the carriage. The roller and the
endless screw limit only the force of the bush which itself cannot operate the roller
quicker than it is operated by the friction disc as the one endless screw cannot
operate the other screw.
What characterizes this manner of transmission is that the variable velocity is
regulated by a driving gear by means of friction which does not participate in the
effort, which has to move the vehicle. Therefore all velocities are obtained from
rest to the maximum velocity by displacing the roller upon the friction plane. The
roller turns the quicker as the carriage goes more slowly.
If the roller is removed from the centre of the friction plane more distant than
the position corresponding to the stoppage of the pinion, the difference about which
it has been spoken, hereinbefore is negative, that means that the pinion changes the
sense of rotation and that the carriage recedes. In this case the friction plane
participates in the slow back movement of the carriage.
I may use any other system of transmission of variable velocity such as two
cones co-operating by a strap, two cones co-operating by means of a roller, a cone
commanding a roller etc.
The apparatus for automatically starting the motor is as follows:-
Suppose an arbor in normal movement of rotation. A. pinion keyed upon this
arbor gears with an intermediary wheel carrying another intermediary and
turning loosely with it upon an axle which is fixed in the cheek of a spindle of a
spiral spring. The spindle turns loosely upon the arbor, its other cheek carries a
pawl which can catch into the teeth of a ratchet wheel keyed upon the arbor. The
spindle carries two discs in shoet iron which are loose upon it and connected
between themselves by several cross bars. These discs and these cross bars serve
as a barrel to a spiral spring the interior extremity of which is fixed on the spindle
and the exterior extremity on one of the cross bars. Another cross bar is
connected at a fixed point in order to maintain this barrel immovable. Finally
the arbor carries a pinion gearing with the second intermediary. This pinion loose
upon the arbor is cast with a pulley upon which is fitted a band-brake. In the
normal movement the axle of the intermediaries retained by the spring fixed on
the barrel is stopped. The pinion when turning with the arbor moves the
intermediaries which communicate this movement, in the same sense as the arbor
to the pulley left free by the brake which is loosened. The teeth of the ratchet
escape under the pawl which remains immovable. To stop the brake is pressed in
order to stop the pulley and consequently the piuion. As the intermediary cannot
now turn pinion it is obliged to displace itself with its axle by rolling round the
pinion which operates then a fixed circular rack. This revolution in the contrary

page_text: sense of the intermediaries by operating the spindle of the spring winds the
latter.
The pawl in this retrograde movement escapes under the teeth of the ratchet
which continues to turn with the arbor in the opposite direction. The work
absorbed in order to wind up the spring contributes to the stoppage of the motor.
If the motor operating as absorption-brake has not been sufficient to stop the car,
the axle of the intermediaries being unable to displace itself in consequence of the
blocking of the spring, the pulley slides in the brake which operates then like an
ordinary brake. The stoppage of the arbor being complete and the brake
remaining pressed, the spring remains wound. When one desires to start again,
the brake is loosened, the spring opens in the contrary sense to that which had
wound it, that is to say in the sense of normal revolution of the arbor. The pawl
catching then into the teeth of the ratchet moves the latter as well as the arbor
upon which it is keyed. The motor being in regular movement in consequence of
the evaporizing of the carburated air and the spring being completely loosened, the
latter participates no more in the movement; the axle of the intermediaries and
the pawl stop it. The arbor continuing to turn, the teeth of the ratchet leave the
pawl, under which they escape and the pinion turning upon their axle the
intermediaries, the latter communicate their movement to the second pinion and to
the pulley. The whole is then again in the initial position, that is to say that of
the arbor in normal movement.
In order to avoid the continual beating of the pawl against the teeth of the
ratchet, the pawl, when it must not operate upon the ratchet, is maintained out of
the teeth of the latter by an arrangement known under the name of a dumb
detent.
The whole of the pinions operating as has been above described is a form of a
differential movement and I may use for the same purpose any other system of
differential movement with conical or straight wheels.
Thus I may employ an interiorly toothed wheel, connected with the spindle and
adapted by the rotation of the pinion to wind the spring when, the pulley being
wedged by the brake, the axle of the intermediary remains fixed. When the
wheel kept back by the spring is stopped, the movement of translation of the
intermediary by rolling in the interiorly toothed wheel produces the revolution of
the pulley left free by the brake.
Finally employ a lever which is vertical and can oscillate in a vertical plane
perpendicular to the axle-trees upon its axle. Upon this axle is keyed a toothed
sector which gears with a pinion keyed upon an arbor. This arbor operates the
displacement of the roller on the friction disk by means of a transmission of
movement.
The movement of the arbor is translated to another arbor by means of the two
pinions.
At the extremity of the second arbor is fixed a wheel over which is a pinion
keyed upon a third arbor. At the other extremity of the third arbor is keyed the
eccentric with collar, to which is connected the extremity of the band-brake. The
other extremity of this brake is attached to a fixed point.
When the carriage is stopped and the spring of the "self starter" is wound, the
small pinion of the third arbor is arranged tangentially to the wheel between two
toothed parts which, when they are in gearing with the pinion, make it describe a
balf-turn in one direction or in the other. The half turn which the eccentric
makes liberates the "self starter" which moves the motor and the carriage. By
continuing to push the lever the roller arrives upon smaller diameters of the
friction-plane which causes the carriages to move quicker and quicker.
During this rotation of the arbors the pinion and the eccentric remain
iminovable, the wheel presenting no further teeth upon its periphery. The
immobility of the pinion is secured by two increasing concavities diametrically
opposed which, at each half turn of the pinion are applied upon a smooth part of
the wheel which is larger than the pinion.

page_text: When, in order to stop, the lever is moved back in the contrary direction, one of
the toothed parts of the wheel makes the eccentric describe again a turn; the
eccentric by pressing the brake, winds the spring of the "self-starter" and stops
the motor.
By continuing to pull the lever, the second toothed part of the wheel makes the
eccentric describe a half-turn which moves the motor, but this revolution of the
arbor in the other direction brings the roller upon a diameter of the friction plane.
which is greater than the diameter correspon ling to the stoppage, which makes tie
carriage recede as has been herein before described.
Improvements in and relating to Automotive Vehicles.
I, REGINALD HADDAN, of the Firm of Herbert Haddan & Co. of 18, Buckingham
Street, Strand, London, Patent Agent, do hereby declare the nature of this
invention a communication to me from abroad by Frédéric de Coninck, of
78 Avenue de la Grande Armée, Paris in the Republic of France, Gentleman
and in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
This invention relates to automotive vehicles. In the annexed drawing Fig. 1.
shows the frame with its different organs. 1 shows the motor placed transversely.
2 is a self starter in order to put the motor in action after each stoppage of the
vehicle. 3 is a differential movement combined with a friction plate 4 and a friction
roller 5 for change of velocity. 6 is the driving axle or an intermediary axle which
ma, carry the usual differential gear in order to render the driving wheels
independent of one another.
The motor is represented in detail by Figs. 2 3 4 5.
Fig. 2 is a front view.
Fig. 3 is a plan view.
Fig. 4 is an end view and
Fig. 5 is a section by the axle of the driving shaft.
The motor is a hydrocarbon motor of the type acting according to the well known
Otto cycle.
It carries four cylinders 7 8 9 10 in the same horizontal plane.
The cylinders which are in the same axis have their piston rods connecte! to a
vertical slotted head 11 guided by slides 12 and traversed by a bush 13 mounted
upon the crank of any angular shaft in order to transform the rectilinear movement
of the pistons into a circular movement of the shaft. A similar disposition exists
also for the other pair of cylinders. The two cranks making between them an angle
of 180° Fig. 5, the motor is thus balanced. The cylinders are cooled by a
circulation of water or by radiation, according to their power.
A special arrangement allows of varying the compression. For this purpose the
cylinders are longer than the course of the pistons, the rods of which are screwed
in the sockets 14 of the slides 11. Each tube carries a gear wheel 15 gearing with
a long pinion 16 which can be moved by hand in order to prolong or shorten the
piston rods and to make them follow a course more or less deep in their respective
cylinders. The screws of the rods have a thread of convenient direction in order
to screw on or to unscrew together in spite of the different direction of revolution.
The ignition is caused electrically by a battery or accumulator by means of a
construction shown in detail by Figs. 6, 7, and 8.

page_text: The escape valves of the motor are operated by two shafts perpendicular to the
driving shaft and operated with half the velocity.
Upon one of these arbors are keyed three cams 17 (Fig. 6) 18 (Fig. 7) and 19
(Fig. 8). The cam 17 carries four projections which by means of a spring 20
interrupts successively the inducing circuit of any induction coil without trembler,
which has the effect of producing an interruption spark between the extremities of
the induced wire interrupted by the two electrodes which must produce the ignition
in such or such cylinder.
The cams 18 and 19 are similar each to the other only they are keyed so as to
be displaced 90° the one with regard to the other. They operate also upon two
springs 22 and 23.
One of the extremities of the induced circuit of the induction coil communicates
with one of the two electrodes of each cylinder, and the other extremity with the
two springs 22 and 23. The screws 24, 25, 26, and 27 communicate respectively
with the second electrode of the four cylinders.
The cams 18 and 19 are divided in four equal parts 28 29, 30, 31 for the cam 18
for instance.
The parts 29 31 are of the same radius and do not make the spring touch either
of the two screws as shown in Fig. 8. The two other parts 28 and 30 are unequally
distanced from the centre and make the spring touch the one or the other screw.
The cams 18, 19, being keyed with 90° displacement for each quarter of a turn of
their axle corresponding to one stroke of the pistons, there is always only one of
the two springs 22, 23 in contact with a screw, that is to say that the induced circuit
is only closed in one cylinder, when the cam 17, breaks the induction circuit.
Fig. 9 shows the carburetor in vertical section and Fig. 10 in horizontal section.
The volatilisation of the liquid hydrocarbon is determined by the passage of
atmospheric air over the two surfaces of a fabric impregnated by capillarity with
hydrocarbon. This principle can be realised in different ways, but I prefer the
construction shown by Fig. 9 (vertical section) and Fig. 10 (horizontal section) in
which 28 shows a fabric or any other material susceptible of being impregnated
with hydrocarbon by capillarity rolled spirally upon itself at the same time as
metallic gauze with helicoidal threads, like those of which the spark protectors are
made. This gauze is shown at 29. It is intended by its thickness to regulate the
intervals of the spirals of the fabric at the same time letting the air circulate
between its meshes. The fabric is wider than the metallic gauze in order to dip
into the hydrocarbon 30 which a cylindrical receiver 31 contains.
The fabric and the metallic gauze are engaged by the inner extremity of the
spiral which they form with a tube 32 in accordance with one of its generators.
This tube is closed at its under part and communicates by its upper part with the
feed pipe of the motor. The exterior extremity of the spiral penetrates into a
similar tube 33, the upper part of which communicates with the atmospheric air.
The fabric and the metallic gauze so rolled up form a kind of cylindrical coil,
which is maintained vertically in the interior of a cylindrical receiver 31 by means
of feet 34 or collars fixed on the inner part of the receiver. Before proceeding to
the simultaneous rolling up of the fabric and of the metallic gauze the latter is
closed, according at its two upper and under edges by impermeable borders shown
in 35 (Fig. 9). These borders serve for preventing the contact of the air current
with the surface of the liquid hydrocarbon in order to prevent aspiration of the
latter and to prevent the air current from passing directly from one spiral to the
other by the top of the metallic gauze. As shown in Fig. 9 the fabric projects a
little at the upper part, pinched as it is at this place between each spiral of the
border. When the motor is not in operation the effect of capillarity still produced
will cause the hydrocarbon to pass beyond the upper border and fall upon the
upper part in order to fall back into the receiver without which it would redescend
along the metallic gauze in order to accumulate in the intervals of the spirals.
This disengagement of surplus hydrocarbon at the upper part is equally done
during motion when the quantity of hydrocarbon raised by capillarity is superior

page_text: to that volatilized. The level of the hydrocarbon is maintained constant by the
orifice 36 communicating with a higher placed and hermetically closed receiver,
which lets the hydrocarbon descend only when the orifice 36 is uncovered by the
sinking of the level in consequence of the admission of air through the small
opening a. I claim especially in this carburetor the application of a metallic gauze
with helicoidal threads, the special texture of the meshes of which serves at the
same time as passage for the air and as a means for regulating naturally the interval
of the spirals of the fabric.
Fig. 1 shows the speed regulator of the motor. It is composed of an iron
tube 37 mounted upon a pivot and animated by a rotary movement by means of the
pinion 38. Into the upper part of this tube penetrates axially a screw threaded
rod 39 insulated electrically from the tube 37 by means of a covering of ebonite.
The tube contains mercury which under the effect of centrifugal force is when in
equilibrium centrally depressed as shown in Fig. 11. At the normal velocity of the
motor the mercury touches the under extremity of the rod and gives a passage to
the electric current in the circuit of which the apparatus is interpolated. When
the velocity increases, the depression of the mercury increasing equally, the latter
leaves the rod and the ignition of the motor does not take place. Instead of
operating on the ignition, this regulator can operate upon an electro magnet, which
by the oscillation of an appropriate detent prevents the opening of the escape
valves.
The change of speed of the vehicle is based on the following principle. The
motor transfers a uniform speed to the driving pinion of a differential movement
shown at 3 (Fig. 1). The differential wheel of this differential movement is
animated by a variable speed by means of a roller 5 susceptible of being displaced
against a friction plate 4 operated by the motor. The difference of these two
simultaneous movements is transferred to the driving wheels by the axle 6.
Under these conditions the frictional organs do not participate in the force of
Fig. 14 is a section on line XZ of Fig. 12.
40 is the driving pinion keyed upon the arbor of the motor.
41 is the receiving pinion seated loosely upon the shaft and upon the socket of
which is mounted another pinion not shown in these figures which transfers the
movement to the wheels.
The pinion 40 transfers its movement to 41 by means of the intermediary
pinions 42, 43, 44, 45, 46, and 47.
The pinions 42, 43, are connected and also pinions 46 47. These two inde-
pendent pieces are seated loosely upon the axle 48 mounted in a metallic case 50,
constituting the differential wheel. The pinions 44 45 are connected and turn
loosely upon another axle 49 mounted like the previous one. The case 50 is
operated by the arbor of the roller operating a pinion which in Fig. 1 is
helicoidal but which could be of any kind according to the relative position of
the organs and which is mounted upon the socket 51.
This differential movement can be double as shown in Figs. 13 and 14 in order
to balance it and to distribute the efforts upon two series of pinions. The
differential wheel turns in the contrary sense to the driving shafts. When the
difference retrieved by the pinion 41 is zero, the vehicle is stopped and it goes
backward when this difference is negative.
What characterises this differential movement is that when the diameter of the
pinion 40 is larger than that of the pinion 41 and when at the same time the rate
is greater than unity, this disposition realises
41 46 44 42
of the pinions x
X
47 45 43 40
the dynamical equilibrium of the differential wheel which does not tend to move

page_text: in the one or in the other direction under the effect of the pinion 40. It results
therefrom that the friction roller will not have to resist any force nor to overcome
any other resistance than the inertia of the differential wheel.
In the peculiar case where the said rate is equal to 2, the receiving pinion 41
will remain stopped if the differential wheel 50 and the driving pinion 40 makes
the same number of revolutions in contrary directions.
Fig. 15 shows the system of steering for the steering wheels characterized by
this fact that the guiding handle 52 can give direction to the wheels without the
movement of these wheels acting upon the guiding handle.
53 is a support fastened upon a vertical axle 54 operated by the guide. It
carries an axle 55 at the extremities of which are keyed the pinions 56 and 57.
The pinion 56 gears with a fixed pinion 58 connected with a sleeve 59, and 57 gears
with a pinion 60, connected with a lever 61 communicating the direction to the
wheels. If the pinion 60 is greater than the pinion 58, the axle 54 can make the
lever 61 oscillate, but the latter cannot turn the axle nor react to move the guiding
handle.
Finally Figs. 16 and 17 show the self starter.
Upon the driving shaft is keyed a pinion 62 which transfers by means of the
pinions 63, 64, 65 its movement to a pulley 66 turning loose upon the shaft.
The pinions 63 and 64 are connected and turn loosely upon a pivot 67 projecting
from a sleeve 68 loose upon the driving shaft. This sleeve is the attaching point
of the inner extremity of one or two spiral springs 69 the exterior end of which is
fixed by one of the bolts 70 to the disks 71 which serve as barrels for the springs.
These barrels are connected at a fixed point in order to maintain them immovable.
The sleeve 68 carries equally a pawl 72 which can catch into the teeth of a
ratchet-wheel 73 keyed upon the shaft.
When the motor is in motion, the pulley 66 turns, the pivot 67 remains stopped,
the sleeve 68 being retained by the springs which are released and the ratchet
wheel 73 moves under the equally fixed pawl. When by means of a band brake
the operation of which is within the reach of the hand of the conductor, the
pulley 63 is stopped, the pivot 67 is displaced in contrary direction to the shaft
operating the sleeve 68 which winds the springs until the motor stops. When one
frees the pulley, the springs on relaxing turn the sleeve the pawl of which operates
the ratchet wheel and consequently the shaft in order to cause the starting of the
motor. When the springs are relaxed, the ratchet-wheel continues to
abandoning the pawl the continual striking of which upon the teeth of the
ratchet-wheel is avoided by means of the spring 79 which, mounted with friction
upon the socket of the ratchet-wheel, raises or lowers the pawl automatically.
turn
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is ;-
1. The automotive carriage having mechanisms mounted thereon as hereinbefore
described and represented in Fig. 1 of the annexed drawing..
2. The motor with four cylinders having means for allowing of varying the
compression in each cylinder (Figs. 2, 3, 4 and 5).
3. The method of electric ignition by means of only one coil directed upon
several cylinders by means of cams establishing the contacts at the desired
moments (Figs. 6, 7 and 8).
4. The carburetor constituted by a spiral of metallic gauze with helicoidal
threads allowing the passage of air continually and intercalated between the two
surfaces of a fabric allowing continual capillary ascension of the hydro-carbon
and offering a great surface of molecular evaporation for this liquid (Figs. 9
and 10).
5. The speed regulator based upon the depression of mercury by centrifugal
force by revolution of the tube which contains jit, the excess of velocity

page_text: interrupting the contact of the mercury with a rod and consequently the passage of
an electric current (Fig. 11).
6. The system of speed change obtained by the arrangement of a special
differential movement (Figs. 12 13 and 16) animated simultaneously by two
velocities, the one uniform, the other variable, the variable difference between
which is the speed to be used and in which system the operation by friction does
not participate in the force necessary for moving the vehicle, slipping being thus
suppressed.
7. The system for moving the steering wheels in which these wheels cannot
react upon the guide handle and consequently upon the hand of the conductor
(Fig. 15).
8. The system of self starter (Figs. 16 and 17) allowing of stopping and starting
automatically the notor after each stoppage of the carriage this result being
obtained by means of springs wound by the motor and which are released auto-
matically in order to cause the restarting.
9. The combination in an automotive vehicle of the before described different
mechanisms and apparatus namely the motor with variable compression, the
electric ignition, the carburetor, the speed regulator the speed changing gear the
system of steering and the self starter as described hereinbefore and shown in
the annexed drawings.
2007