ENER ARRANG
Year: 1893

page_text: Date of Application, 22nd Sept., 1893-Accepted, 6th Jan., 1894
TENERAL ARRANGEMENT.
This is explained more especially in Figures 1 and 2 of the accompanying
drawings. The principal requirements of such a machine are 1) That the weight
of the machine should be as small as possible. 2) That the machine should be
worked with the least possible chance of danger. 3) That the various parts
should be arranged in the simplest and most direct manner practicable. 4) That
it should allow of being handled with ease and without any discomforts for the
rider. The inventor has adopted a motor working with condensation, in order to
avoid the necessity of having to carry with the machine a reserve of feed water and
of having to resort to a frequent feeding of the boiler, which in this case must
naturally be of very small dimensions. The machine, which works with high
pressure steam is accordingly so arranged that the water undergoes continual
evaporation and condensation. The condenser chosen is one provided with a special
arrangement of air-cooled surfaces. For heating the boiler light hydrocarbons are
employed, which are supplied from a reservoir arranged on the side of the wheel.
In order to have a good control over the machine, an arrangement is provided by
which on putting on the brake, the steam is cut off from the cylinder, and the
admission of the fuel to the grate, the circulation of the water in the boiler and the
degree of cut-off in the cylinder are controlled to a mutually corresponding extent,
by one single operation. Accessory pedal arrangements which may be of help in
going down or up hill, or as a substitute in case of accident have been provided, as
has also an additional or chauge gear by which the rider is enabled to alter the
speed of the machine without change in the rate of revolution of the engine.
The frame is substantially similar to those in general use. The steam boiler B is
arranged underneath the saddle and above it on one side of the driving wheel is
the steam engine C, the connecting rod of which, throngh the additional gear
engages with the axle of the driving wheel. The lower portion of the driving
wheel is on both sides surrounded by the tubes of the condenser E. On the front
part of the frame near the front wheel S is the reservoir F for the fuel and beneath
it the accessory pedal arrangement G. The gear and the regulator arrangements
for the cut-off valve, as well as for the admission of fuel, circulation of water and
regulation of cut-off are worked from the handle bar L, those for the cut-off valve
by means of the brake-leverb the others by means of a handle on the left end of
the handle-bar.

page_text: The more detailed arrangements of all these parts and their accessory mechanism
as well as the manner of their co-operation will be explained in their proper places
under the description of the separate parts of the machine.
II. THE BOILER (B).
The boiler with the cylinder and steam chest of the engine are shown in Figure 8
in sectional elevation and in Figure 9 in a view from below. It consists of a
cylindrical upright evaporator, a tubular steam worm surrounding it, and a mantle
or jacket conveying the fuel gases enclosing both parts. The evaporator 1 forms
the nucleus of the whole, and is suspended from the frame A by means of the rod 2,
which is formed into a feed pipe provided with a cock. The apparatus is suspended
outside of the median line of the wheel on the side opposite the motor C in order
to balance the weight of the latter. In the upper part of the evaporator is a
baffle plate 3, the object of which is to prevent the entrance of the boiler water into
the worm 4. The latter terminates above the plate in the boiler but this terminal
portion 4 passes down to the deepest point of 4, whence the worm rises in spiral
coils and finally passes into the tube 5, by which the steam generated in the
evaporator and dried (hence superheated) in the worm 4 is conducted through the
tube 18 and its branches 18" and 18 Fig. 4 to the steam chest.
The boiler as already stated is heated by light liquid or gaseous hydrocarbons,
which are withdrawn from the reservoir F see Figures 1, 2 and 17, and pass by a
tube 6 to a burner situated beneath the boiler. The quantity supplied can be
regulated by a cock arranged at a suitable place, unless it is to be controlled by a
special regulator arrangement to be fully described later on. The tube 6 terminates
at the bottom of the air shaft 7 in the shallow chamber 8 in which the fuel is
evaporated (in cases where fuel already gascous is not employed) in order to pass
out through the openings of the burner tube 9 where it is ignited, the flame passing
up under the boiler through the apertures in the sieve-like walls 10 and 11.
A basin 12 filled with methylated spirit or similar substance is used in the heating
of the boiler for warming the chamber 8. The fuel gases next circulate round the
evaporator and then by means of a circular wall 13 are again directed downwards
where they circulate round the worin + and finally leave the space surrounded by
the jacket 14.
They escape partly by a tube 15 which terminates in a jacket 16 surrounding
the cylinder and steam chest of the motor and partly by a flue 17 which, curved
backwards, lies beside the driving wheel T and is open behind (see Figure 1) so
that the products of combustion are discharged without discomfort to the rider.
The jacket 14 and if desired also the wall 13 and the walls of the air-shaft 7
should preferably be made of a metal wire tissue coated with asbestos whereby
radiation of heat is as much as possible prevented.
The tube 18 has several branches and forms a connection for the steam inlet pipe
with the steam chest; it is provided with a safety valve 19 which under excessive
pressure blows off steam through tube 20 into the fire-box of the steam
generator and in this way exerts a damping action on the fire. Mention must
here be made of an additional simple contrivance for regulating the admission of
the fuel, to be used for increasing the flame independently of the other regulator
arrangements, in cases where special demands are made upon the boiler.
For this purpose an indiarubber blower (Figures 1 and 2) is employed which
is arranged on the reservoir F, and by forcing air into it, causes the fuel to be
forced out.

page_text: mounted on a bracket 23 which encompasses the frame tube A in the manner
shown in Figures 4 and 8. 24 denotes the piston 25 the guides of the piston
rod 26, the former being supported by the fork of the driving wheel. The
connecting rod 27 engages with the axle of the driving wheel by means of the
change or additional gear D to be described later on. In the steam chest 22 a
piston slide valve 28 is guided the gear of which is as follows;-
A two-armed lever 30 engages at 29 with the valve spindle and is jointed
at one end to the link 31 itself jointed to the piston-rod-cross-head and at the
other end to another link 32 which at 37 is pivotted upon a nut upon the
screwed lever 33. The latter oscillates about the fixed point 34 and an
oscillating motion is imparted to its upper end by the eccentric 36 through the
Fod 35. Hence the motion of the slide valve results from and is related to the
movement of the crosshead and the oscillation of the lever 33. This motion and
with it the degree of cut-off can be altered i.e. lessened or increased by causing
the point of engagement 37 of the link 32 upon the lever 33 to approach or
recede from the point 34 about which the latter oscillates. These movements are
effected by turning the screwed lever 33 and thus placing the point 37 nearer to
or farther from the fixed point 34 and thereby diminishing or increasing the
travel of the link 32. This alteration of expansion results simultaneously with
the regulation of the circulation of the water and the admission of fuel, from the
action of the accessory mechanism previously referred to and to be described
further on.
The feed pump 38 is also worked from the eccentric 36 and will be described
under the circulation of the feed water. Among the various other parts
belonging to the machine must be mentioned the lubricator cock 39 for the
cylinder and steam chest, and the cut-off valve 40, both of which are arranged on
the tube 18 (see under II) already referred to. The lubricator the plug-arms of
which can be moved from above (see Fig. 8) by a rod 41, is filled by a tube 42
provided with a funnel. The plug-arms are arranged in such a manner that with
the motion of rod 41 one opens and the other closes. The cut-off valve 40 is actuated
by a strong spring 43. It can be opened by lifting against the opposing pressure
of the spring the cap plate 44 which is rigidly connected with the valve rod.
This raising of the plate is effected by a lever, not shown in the drawing, which
is connected with the brake lever by an appropriate connection see Figure 14,
and a bell-crank lever 46. When the brake lever is drawn up, before the spoon
is pressed upon the tyre, the cord or equivalent 45 is slackened by means of
the lever 46 so that the spring 43 can depress the plate 44 and close the valve 40.
IV. THE CONDENSER (E).
Figures 10, 11, 12, consists of two series or columns of tubes 47 connected with
each other and encompassing the lower half of the driving wheel T. The object
of this arrangement is to make use of the draught of air caused by the revolution
of the wheel, as well as the movement of the machine, for cooling the surfaces of
the tubes and thereby to effect condensation entirely through the contact of the
tubes with the air. For the same purpose some or all of the spokes may be
furnished with narrow wind flaps or vanes or may be made flat, whereby the effect
they are intended to produce would be still further heightened. The vertical
tubes terminate above in the longitudinal tubes 48 conveniently of square section
and below in stronger and larger hollow bodies 49 which serve as collectors. The
tubes 48 as well as 49 are connected with each other respectively by the transverse
tubes 50 and 51 (see Figs. 10 and 11). At 50 the condenser is suspended from
the frame-tube and as shown in Figure 12 at 52 at the point of junction of the
fork and driving wheel, and in such a manner that the hollow bodies 49 lie
horizontally. The inventor does not propose to work the condenser with a vacuum,
mould howly be alwave cooled sufficiently for suction
1

page_text: Starting from the cylinder this proceeds as follows;-The exhaust steam leaves
the steam chest. 22 by the tube 59 Figures 3 and 8, which leads to and terminates
in the condenser at 50. After it has been condensed in the tubes 47 and the
condensed water has collected in the hollow bodies 49, it is conveyed by the tube 57
to the turning valve H Figure 13. This is effected, as already intimated either,
by the suction action of the pump 38 provided the water has been cooled sufficiently
for such action to take place or by the small amount of over-pressure in the
condenser, which is exerted upon the water present in.49.
In Figure 13 60 represents the suction valve of the pump which is provided with
two valves 61; 62 is the delivery pipe leading to the boiler B (see also Figure 8).
Below the suction valve from. the valve chamber of the pump, passes off the
passage 63 of the return valve. Above this passage but below the upper head
valve the second passage 64 terminates in the valve chamber. This latter can be
partially or entirely closed by the valve spindle 65. In the latter case the turning
valve takes no part in the action. All the water which has been sucked up (or
forced into the suction space) is forced by the pump into the boiler. In proportion
however to the extent to which 64 is opened, a certain portion of water continually
flows back into the suction chamber of the pump. One is hence enabled to adjust
the feeding of the boiler to the amount of steam used. To effect this simultaneously
with the regulation of the fuel supply, and the determination of the degree of
cut-off, in such a way that these three results should be achieved in the same
sense and in mutual relation to each other by one and the same manual act, is the
object of
VI. THE MECHANISM FOR REGULATING THE EXPANSION CIRCULATION OF
WATER AND SUPPLY OF FUEL,
which has been already several times referred to.
On the left end of the handle-bar L Figure 14, a rotating handle 67 is placed
which carries a toothed wheel 66 gearing with a pinion 70. This handle in the
position indicated in the drawing is prevented from turning by a pin 68 engaging
with a hole or recess in the wheel 66 but can be turned by a slight outward
displacement of the handle against the strain of the internal spring 69 when it
causes the toothed pinion 70 to turn. The latter is rigidly fixed upon the end of
a flexible shaft 71 formed of spirals covered with some woven tissue, which runs along
the handle-bar in the manner shown in the above figure is then curved downwards
and backwards along the frame to the back part of the machine where the engine
is placed (see also Figures 2, 3, 4). Where the shaft runs parallel to the handle-
bar as in Figure 14 a portion of it is covered with a screw-threaded sleeve 72 along
the thread of which a correspondingly screwed index moves, which indicates on a
scale arranged on the handle-bar the amount of rotation and hence the position of

page_text: the valves concerned and of the gear by which the slide valve is worked. A
worm 74 (see Figures 3, 4 and 13) is fixed on the shaft 71 at the point where it
passes the spindle 65 of the return valve (see under section V), and engages with
a worm wheel 75 on the valve spindle 65. From this point the shaft.71 bends
downwards and terminates in the lever 33, which is capable of rotating in its
support at 3+ (see under section III) and has as already mentioned, its lower arm
screwed. The arrangement for regulating the admission of fuel corresponds
essentially in the disposition of its parts, to the return valve described. under
section V. It is represented separately in Figure 17. The liquid fuel has before
leaving the reservoir F to pass through two passages 76 and 77. One of these is.
under the control of a valve and spindle 78 which like spindle 65 can be turned by.
the shaft 71 by means of a worm 79 and worn wheel 80. By this arrangement the
rider is enabled with a small expenditure of energy and when travelling at a great
speed, by turning the handle 67 to the required extent, to diminish the degree of
cut-off, and at the same time and to a corresponding extent reduce the supply of
fuel admitted to the burner as well as with the help of the return valve to reduce
to a corresponding degree the amount of water admitted to the boiler. All this
takes place with certainty with one and the same operation, which is most
readily and conveniently effected by the hand, while all stoppages tending to
cause some of the parts of the mechanism to interfere with or act in opposition to
the others are avoided.
VII. THE CHANGE (ADDITIONAL) GEAR. (SEE FIGURES 1-7.)
This permits of altering the speed from one rate to another, while the rate of
revolution of the engine remains the same. In the one case the rotation of the crank is
transferred directly to the axle of the driving wheel; in the second case indirectly
by means of a revolving (rotating) gear. The means of changing the gear are so
chosen that the change can be effected while riding, from the saddle, such change
not taking place by jerks but gradually, being effected by the crank itself in the
course of several revolutions.
On the axle t of the driving wheel the internally toothed ring 81 is rigidly fixed
(see specially Figure 6) and on its boss the arm 82 can turn freely. The end of
the latter 83 is undercut obliquely and overlaps the periphery of 81 which is
shaped so as to fit the undercut 83 in the arm 82. This arm in so far as it is
engaged by the crank pin of the connecting rod 27 is to be regarded as a crank,
and also acts as such when the above-named direct gear is put into operation, being
then applied firmly against the wheel 81 and taking it along at its own speed.
The crank pin 84 is rigidly fixed in the connecting rod.and is capable of rotation
in 82, behind 82 inside of 81, the crank pin passes into the circular plate 85 which
is shown in Figure 7. Plate 85 is locsely surrounded by a toothed ring which
engages with the teeth of the wheel 81. The crank pin 84 has a central boring in
a longitudinal direction, this boring is screwed and in its thread fits a screw. 87.
The length of this screw is so adjusted that it can be screwed into 84 sufficiently
far for the surface of its head to exert pressure on the wheel 81. When this takes
place 81 is forced away from 82, and the inclined surfaces of the edge of 83 press
against the periphery of the wheel 81. The latter and the arm 82 now form
a rigid whole so that the motion of the crank is transferred directly to the
axis of the wheel. When however the screw 87 is screwed out of 84 it tends to
stretch the arms 88 (constituting with screw 87 a toggle lever) which engage
with the groove at the end of 87 (see Figure 7). In consequence of this the
parts 91 of the plate 85, which have been made elastic and movable by means of
openings 89 and cuts 90, are pushed outwards and pressed against the inner
circumference of the toothed ring 86. This toothed ring which has hitherto turned
freely about 85, is now pressed tightly against the plate, and being rendered
incapable of rotation about. its own axis revolves with the connecting rod it
engages with the teeth of 81 and thereby according to the relative proportion

page_text: purpose so that when the toothed wheel 92 revolves the screw can screw in, or as
the case may be, screw out from 85. A toothed wheel 93, engages with 92, its
pivot pin 94 which is supported in a shoulder 95 of the connecting rod carrying the
star wheel 96 (see Figure 3 and especially Figure 5). Within reach of the star
wheel a lever 98 (similar to the escapement of a watch), is mounted upon a fixed
axis 97, and can be so set that either one of the pallets 100 is placed in the way of
the star wheel or that the latter freely passes 98. Now according as, in the first
case one or other pallet 100 comes in contact with 96 this latter is turned
in either the one or other direction and the screw 87 accordingly either screwed
in or out. Hence in the course of a few revolutions the change of gearing will be
altered either for one or the other mode of operation.
VIII. THE ACCESSORY PEDAL ARRANGEMENT (G).
Its arrangement upon the wheel is shown in Figs. 1 and 2, and is separately.
represented in Figs. 15 and 16. On a shaft 01 two discs 102 are rigidly fixed, one
of which is enlarged and provided with teeth for the driving chain; upon 102 the
grooved pulleys 103 are placed freely movable upon the discs; in the one direction
they are subject to the action of the traction-cord 105, in the other to that of
springs 106 which tend to raise the pedals against the pressure of the feet and to
wind up the cord. Now in order to transmit the downward movement of the pedals
and the revolution of the pulleys 103 which accompanies it, to the shaft 101 and
thence to the chain wheel 102, but at the same time to make the retrograde move-
ment of the discs independent of the constant revolution of the shaft a clutch
mechanism is provided between 102 and 103. This consists of clamps or clutches 107.
lying in recesses in 102 which are under the action of springs (see Fig. 15).and
during the revolution of 103 press against the inner circumference of the disc;
during the downward movement of each pedal its pulley 103 is bound to the
appropriate dise 102 by 107, which allows 103 to rotate freely on 102 during the
upward movement of that pedal. The pedals 104 are guided on the rods 108.
The various separate parts of the machine above described may be subject to
modifications without departing from the spirit of the invention. It remains only
to be mentioned that the active parts of the steam engine should be enclosed by a
case as a protection from dust.
Having now particularly described and ascertained the nature of the said inven-
tion, as communicated to me by my foreign correspondent, and in what manner
the same is to be performed, I declare that what I claim is ;-
1. A bicycle driven by a steam motor mounted on the frame and acting on the
driving wheel the steam generator of which is heated by fluid or gaseous hydro-
carbons and is suspended from the frame between the two wheels.
2. In a cycle driven by steam a steam generator with an evaporator (1) around
which the fuel gases circulate the steam generated being dried and superheated in a
worin (4) surrounding the boiler and enclosed by a jacket of asbestos (14).
3. In a cycle driven by steam the arrangement of a condenser (E) cooled by air
at one side or on both sides of one of the wheels such cooling being effected by the
draught of air generated by the wheel which may be augmented by wind sails or
vanes on the spokes or by the employment of flat shovel-like spokes.
4. In a cycle driven by steam the combination with the feed pump (38) of a
return valve (H) by means of which according to the amount of steam i.e. of water
used a greater or less amount of condensed water is conveyed to the steam generator
and hence returned to the condenser.
5. In a cycle driven by steam an arrangement by means of which by moving. a

page_text: handle 67 on the handle-bar through the agency of a flexible shaft (71) it is possible
to regulate simultaneously to a corresponding extent the admission of the fuel to
the steam generator the position of the return valve H and the degree of cut-off
for the steam cylinder.
6. In a cycle driven by steam an arrangement by means of which by moving the
brake-lever the cut-off valve (40) for the live steam is by an appropriate connection
closed before the brake action takes place.
7. In a cycle driven by steam a change gear (D) for transmitting the movement
of the crank to the driving wheel at two different rates of speed characterized by a
star wheel (96) rotating with the connecting rod which on passing a fixed point (100)
lying within its path of rotation turns a screw lying in the crank pin in consequence
of which at one time the crank (82) is clamped fast to a wheel (81) toothed on its
inner periphery situated on the driving axle such wheel being then carried along at
the same speed as the crank while at another time the screw being turned in the
opposite direction causes the limbs of an angular lever (88) to be stretched in
consequence of which a toothed ring (86) which engages with the inwardly toothed
wheel 81 is applied tightly against the crank pin so that now the wheel 81 by means
of the toothed ring which is itself incapable of rotating but rotates with the crank
pin has its speed of rotation lessened the extent of such change of speed depending
on the respective number of the teeth on the wheel 81 and the toothed ring (86).
8. In a cycle driven by steam an accessory pedal arrangement which by a clutch
mechanism acts upon a chain wheel such action being transmitted by a chain to the
driving wheel the whole substantially as described and illustrated in the accom-
panying drawings.
Dated this 22nd day of September 1893.
W. P. THOMPSON & BOULT,
Agents for the Applicant.