Improvements in Velocipedes...
Year: 1895

page_text: Improvements in Velocipedes...
.
I, FELIX THÉODORE MILLET of Persan (Seine et Oise) in the Republic of
France, Builder do hereby declare the nature of this invention to be as follows:-
This invention relates to various improvements in and connected with the
construction of velocipedes which are constructed with the..driving wheel carrying
a motor therein as described in my prior. Letters Patent of March 26th 1889.
No. 5199.3
A velocipede constructed according to my invention contains in general the
following parts.
A motor consisting of a series of cylinders mounted in the rear wheel radially..
around the axis of the said wheel and fed with atmospheric air charged with
combustible vapour to render it explosive...
A reservoir for petroleum gasoline, or other hydro-carbon constituting, the mud
guard and storing a certain quantity of the liquid which generates the combustible..
vapour.
A carburettor for vapourising the said liquid and effecting its mixture with the
atmospheric air. The combustible mixture of vapour after having been used in
the said motor is driven therefrom into a collector connecting the discharge from:
the motor to the carburettor where the exhaust gases impart heat to the air, which
forms the explosive mixture.
In front of the carburettor is arranged a reversing battery having its connections
attached to the terminals of the circuit of an electric transformer or induction coil.
The circuit induced from this coil is connected on the one hand to the end of each
cylinder and on the other hand to the frame of the cycle which constitutes.the
return conductor. This battery and transformer are dispensed with when another
means for effecting ignition is employed and may be replaced by equivalent means.
for instance by a dynamo or incandescent.tubes.
The cycle also carries certain accessory apparatus such as a reservoir divided
into two compartments by a vertical partition and containing in the one the oil for.
effecting the lubrication of the motor and in the other petroleum or the like for
increasing when desired the carburation of the explosive mixture in the motor; a
parachute for retaining the bicycle when stationary in a vertical position operated
by the steering handles, a box enclosing the toothed wheels, endless chain, and the
brake mechanism, and means for engaging the crank shaft of the motor, and finally ·
the different transmitting and connecting mechanisms for connecting up the.
different parts of the cycle.
I will now describe these different apparatus and parts in succession applied by
way of example to a bicycle which will.illustrate how this invention may be carried
into effect.
The motor is mounted in the rear wheel of the bicycle of which it forms part.
and in the rear fork of the frame of the machine in the ends of which are locking
collars where the fixed sleeves are secured is mounted a crank shaft which is made fast
with the said fork when the motor is in operation. This locking of the crank shaft
on the fork is effected by means of an arrangement hereinafter described... At
present we will suppose this crank shaft to be fixed.

page_text: On the said crank shaft are jointed the piston rods in the following manner.
One of the rods ends in a forked sleeve between the forks of which the rods of the
piston are jointed. The rods are connected at their other ends to the pistons
moving in their cylinders and the said cylinders are screwed into a series of
junction pieces formed on the hollow nave which contains the explosive mixture
which is drawn in succession into the different cylinders.
The cylinders are secured at their other extremities to the felloe of the wheel
by any suitable means and the nave is secured on both sides to two hollow
trunnions loose on the crank shaft.
The right side of the crank shaft is hollow and opens into a hub box into
which the explosive mixture formed in the carburettor arrives. The mixture
passes into the nave and thence is distributed to each of the cylinders in
succession.
A supply or feed valve is formed in a tube one end of which tube opens into a
chamber which communicates with the interior of the nave.
The supply valve is controlled by a spiral metallic spring which tends to keep it
constantly against its seat. In order to keep the spring cool which becomes heated
owing to the explosions which take place a hollow plug is provided closing the
valve chamber and having at its centre a spoon shaped part or scoop which collects
the air during rotation and so keeps the spring cool. A two way cam is provided
for opening the valve at the desired time. The rod of the said valve being
connected at its inner end by a ball and socket joint to a sliding piece which
follows the path of the cam when the motor rotates.
The exhaust valve which is formed in precisely the same manner
as the
admission valve, communicates with a chamber formed in the hub but its orifice
instead of opening into the said hub opens on the outerside into a gas collector.
The rod of the said valve is connected to the cam in a similar manner to
that described for the admission valve, by means of a sliding block jointed to
a rod which is caused to bear against the cam by a spring situated beneath
the valve.
Each of the cams is formed by a ring or hoop made from a single piece or
several pieces collected together, in the circumference of each of which two
grooves are formed the said grooves intersecting in each cam at the point and
being widened on both sides of the point of intersection to allow of the sliding
block following the curves at this point.
The sides of one of the grooves of each cam must be of an uniform height so
that the sliding blocks be not diverted from the axis of the cam during one
revolution of the motor, whilst the sides of the other grooves should be provided
with a rising part or projection for diverting the said blocks from the axis of the
cam so as to cause the opening of the corresponding valve at the moment of escape
and admission. In the exhaust valve the duration of the opening of the valve is
always the same, but with the supply valve the duration of the opening of the said
valve has to be prolonged in certain cases beyond the period of admission, during
the beginning of the compression as will be explained hereafter. To effect this the
projecting part of the admission cam is formed separate from the cam proper except
at a point of junction so as to form between the said projecting part and the said
cam a space in which a sector can slide at an angle moving round the axis of the
cam and which corresponds in transverse section to the said space. The said sector
may be entirely hidden beneath the projection in the case when the admission valve
is to be opened for its normal time that is to say its shortest duration; when however
it is desired to prolong the period of admission of the said valve the sector is caused
to project in a varying degree as may be desired from its normal position which it
occupies beneath the projecting part and so to increase the length of the projecting
piece which regulates the opening of the valve.
The. sector is fixed on the inner end of a tube which is arranged within the right
portion of the hollow crank shaft. The said tube is made fast at its other end with
a box provided with a lever which may be operated in any suitable manner by

page_text: transmission gear, cords and levers starting from the steering handles and
terminating in a sliding thrust piece guided in a sleeve which can be forced
against the end of the said lever which will turn and engage the said box. A
spiral spring having one of its ends secured to the box and its other end fixed to
the hollow part of the crank shaft serves to automatically bring back the sector
beneath the projecting part when the action of the thrust piece against the lever
has ceased.
To increase the carburation of the explosive mixture, when desired, when it has
entered the hollow nave, a pipe is provided from one of the compartments of the
reservoir herein before described which descends along the frame of the machine,
and enters near the pedal axle into the upper conduit of the right portion of the
frame keeping in this, conduit to the nave where the said tube is curved and passing
through the hub box is continued to the inside of the hollow crank shaft along its
axis, and finally ends in a downwardly bent part. By this means the petroleum
contained in any of the compartments of the reservoir can be supplied in the
smallest quantities to the interior of the nave when it is desired to increase the
carburation of the explosive mixture.
The lubrication of the inner parts of the mechanism is effected by means of oil
contained in the other compartment of the reservoir from which a pipe descends
in a similar manner to the pipe just described along the frame of the machine to
the nave, where the said pipe is bent at its entry into the hub box. The gases
forming the explosive mixture passing through this box draw the oil into the
hollow part of the crank shaft and thence to all parts of the motor.
A disc of
aluminium or other metal carried on the crank shaft within the nave protects the
orifice for the explosive mixture leading into the feed valve from the fluid coming
from the hollow portion of the crank shaft..
To obtain the ignition of the explosive mixture in each cylinder at the proper
time the cylinders are provided at their outer ends with semi-spherical terminals of
porcelain or other insulating material through each of which passes a curved
metallic piece provided at one end with a piece of platinum and at its other end
connected by nieans of screws to a conductor which is connected to an induction coil
in the following manner.
To one of the terminals of the circuit formed by this coil is connected a conducting
wire which passes down the frame of the machine entering the lower conduit near
the pedal axle and passing through this conduit to the nave abuts against a flexible
plate which is fixed to the interior of a circular box or shield protecting the
electrical contacts the said box being carried on the fixed sleeve of the machine and
so stationary. Opposite this flexible contact a disc of insulating material is
arranged carried by the right hollow trunnion of the nave. Embedded in the disc
are five metallic segments and in electrical contact with five corresponding con-
ducting wires one for each segment and leaving the nave radially by pipes which
are connected to each other by a circular pipe into which each of the conducting
wires after passing through its tube is bent laterally and passes along through
say a tenth part of its circumference and is finally connected up to the contact.
piece in its cylinder.
Since the flexible contact is in a fixed position and the segmental disc turns
with the nave the contact of each cylinder will come into successive electrical
contact with the induction bobbin by reason of the succession of contacts between
the spring and each of the segments. Since the other terminal of the conductor
from the coil is in communication with the metal frame of the machine the
electric spark for ignition can be obtained at the contact when desired.
The complete cycle of any cylinder of this motor is accomplished as has already
been stated in four strokes; the phases for drawing in the charge, compression,
ignition, and exhaust from the cylinder taking place during two revolutious of the
wheel.
The mixture of gas and air for making the explosion in the different cylinders
of the motor may be obtained by making use of a carburettor of any desired

page_text: · construction placed in a suitable position on the bicycle but I give preference to
a carburettor of the following description which may conveniently be situated
immediately beneath the axis of the pedal.
The carburettor consists of an outer cylindrical casing in the interior of which
an inner air tight chamber is arranged, in which atmospheric air previously heated,
is charged with combustible vapours by contact with hydrocarbon as hereinafter
explained. The hydrocarbon which is stored in a reservoir forming the mud guard
for the rear wheel leads to the carburettor from the base of the reservoir by. a
pipe which is soldered on the right of the carburettor to a stop cock. From this
point the feed pipe ascends the inside of the carburettor to the upper part where
it is bent at right angles and descends again in the centre thereof so as to open
into the base of the inner air chamber. A cotton filter. is placed in the feed pipe
to prevent dust or other matter descending the said tube to a lower obturator or
plug hereinafter referred to. The hydrocarbon being fed in by this pipe is
regulated by means of an automatic device hereinafter described. Besides the
"liquid hydrocarbon the hydrocarbon vapours which collect at the upper part of the
-mud guard reservoir are conducted to the air chamber of the carburettor by a pipe
from the top of the said reservoir which is joined to the left of the carburettor to
a stop cock whence the pipe is led up the inside of the carburettor towards the
upper part where it is bent round again so as to descend and open into the top of
the said air chamber.
=
The air chamber in which the carburation of the atmospheric air which has been
previously heated takes place is surrounded towards its lower end by a double
spiral chamber in one spiral of which the air to be carburetted circulates while
through the other the exhaust gases coming from the motor by the collector
*.pass.
The spiral for the air is in communication at the end furthest from. the axis of
the carburettor with an outer chamber fed with atmospheric air by a pipe which
terminates in bell mouth at its upper part beneath the saddle.
In the said outer chamber is a thick cotton filter. held between two metallic
plates and through which the air is compelled to pass before entering the spiral.
The inner end of the said spiral is continued into a pipe rising into the carburettor,
and which is curved back again in goose neck shape so as to descend into the centre
of the inner air chamber where it ends in a number of small. distributing tubes flush
or thereabouts with the hydrocarbon in the said box.
The second spiral communicates at its inner end with: a vertical. tube upwardly
increasing in cross section and connected with the conduit leading from the exhaust
gas collector. The other end of the said spiral is open to the air.
"The said collector is arranged to the left on the crank shaft of the motor and
directly against the nave and is formed in a half ring open to the exhaust orifices
of the motor and furnished with wings or blades similar to those employed for
*turbines and converging towards the pipe which forms.an. extension of the said
ring.
-1.
+
"The gases escaping from the exhaust orifices are collected by the said blades
into the pipe which is protected from the radiation of heat by a casing and passed
into the exhaust gas spiral, so as to impart their heat in their passage to the air
circulating in an opposite direction in the aforesaid air spiral these gases finally
escaping into the open air at the end of this spiral.
The outer chamber which is fed directly with atmospheric air communicates at
its upper end through a conduit with a box and double cone valve which in its
turn communicates by a pipe with a conduit. situated on the upper right portion of
the frame and which serves to conduct the explosive mixture to the hub box and
thence to the nave of the driving wheel or motor. The said upper box is also in
communication by a passage with the air carburetting chamber, the valve of
which may be retained at will on its lower seat formed at the opening of the
I passage leading to the carburetting chamber, or, on its upper seat formed against
the opening between the upper box and the outer air chamber.

page_text: .
According as the aforesaid valve is on its lower or upper seat the condit
communicates by the upper box either directly with the outer air chamber box or
with the carburetting chamber. When the valve is in its lower position the
When the valve is raised
motor will only be fed with pure atmospheric air.
from its lower seat to cause it to hear against its upper seat a feed takes place
into the carburetting chamber. The air reaching the outer air chamber can no
longer pass direct into the-box but passes to the carburetting chamber by the
spiral and feed pipe. The air heated and carburetted during its progress then
passes from the carburetting chamber into the box and thence to the motor.
degree of carburation of the air going to the motor may be regulated according
to the position the double conical valve is caused to assume between its two
extreme positions. The said valve may be operated in any suitable manner for
instance by a cord passing over guide pulleys and up the inside of the goose-
necked part of the machine and of the supporting strut of the fore part thereof
being attached at its upper end to the end of one of the handles of the steering.
head on which it can be wound thus regulating the position of the said valve.
The
Around the base of the petroleum feed pipe is a regulating device for obtaining
a constant level of the petroleum in the carburetting chamber consisting of a
cylindrical rod part terminating in a spherical part at its upper end and in two-
cheeks at its lower end. An annular Hoat is connected centrally to the spherical
part by arms. Between the cheeks of the moveable connecting piece are the
ends of a forked lever jointed at its other end to a plate secured to the petroletim
feed pipe. On the under surface of the said plate is jointed another lever whose
free end is connected by a rod to a point on the first named lever. On the
underside of the said plate a flexible blade is also fixed serving as an obturator or
plug for the lower orifice of the petroleum feed tube and beneath the said.
obturator a second flexible blade on which a hook formed in one with the second
lever takes. The last named lever also carries beneath the orifice of the petroleum.
feed tube a nipple which bears on the blade situated immediately above it.
At the upper end of the carburetting chamber, a thick mattress or cushion of
cotton or the like, is arranged between several divisions formed of metal or the-
like with the object of arresting globules of hydrocarbon when there is a strong
At the spot where-
current of air and for regulating the process of carburation.
the lower portion of the conical valve enters this mattress a portion is cut away
and a metal lining is provided so as to prevent the direct passage of carburetted
A plug arranged at the-
air at the weakest point in the thickness of the mattress.
base of the carburetter is used for emptying the apparatus while a horizontal tube
situated at the level which the petroleum should occupy and closed. by a screw
plug regulates the level of the petroleum in the said carburettor.
At the side of the carburettor the battery is arranged for effecting together
with the transformer the ignition of the explosive mixture in each motor cylinder.
The battery may be of any suitable construction or when other means for ignition
are employed may be altogether dispensed with. The said battery may be formed
for example of two cylindrical chambers one being situated within and eccentric to
the other and constituting the porous vessel of the said battery, the whole of the
battery being capable of rotation round the axis of the outer chamber or casing.
The said chambers or casings are formed by two end parts mounted on fixed.
trunnions carried by the frame of the machine, on which the said parts can turn.
Two cylinders are fitted into circular grooves formed in the end parts, one cylinder
forming the outside casing of the battery and the second cylinder placed inside the
first and in a position eccentric thereto. Straps or links keep the end parts fast.
against the cylinders. The outer cylinder may be formed of porcelain or other
like acid proof material and the inner cylinder is formed of an ordinary smooth.
cylinder for one half of its circumference but the other half thereof is bent into
5 folds, and is formed of enamel or porcelain on the smooth part thereof but is porous
on the other or folded portion. The folded portion of the inner cylinder is
surrounded by a perforated metal plate preferably of copper which forms contact

page_text: with the negative pole. The zinc element is introduced through an aperture into
a chamber formed by a portion of the outside cylinder and the perforated cylinder
which is turned up at its ends so as to limit the length of the zinc compartment
which should extend somewhat less than half round the outside cylinder.
The exciting liquid is introduced into the space contained between the inner and
cuter cylinders until the said liquid reaches the level of the feed aperture which is
then closed in any suitable manner.
In the trough parts formed by the folded portion of the inner cylinder are
inserted semi-circular carbon plates attached to a horizontal rectangular plate
which may be strengthened by one or more vertical carbon plates, the contact
being formed on the said horizontal carbon plate. The cylindrical chamber formed
by the partially folded cylinder and the bottom pieces is filled with a depolarizing
liquid through an aperture which may be closed by a plug.
A cord or band surrounding the outer casing of the battery is attached at one of
its ends to the strut or link which holds the end. pieces together and then passes
over a guide pulley and from thence passes up vertically through the interior of
the goose neck of the machine, and the strut to the head, the upper end of the said
cord or band terminating in a thong or knot beneath the guiding handles where a
fork is arranged for retaining it when desired. By drawing the cord through the
fork the battery can be caused to revolve through the desired angle on its axis.
The rotation causes the compartment containing the zinc to be plunged into the
exciting liquid which always keeps at the base of the outer cylinder; to vary the
strength of the current or to remedy the wear of the zinc elements the angle of
rotation of the battery must be changed so as to increase or diminish the immersion
of the zinc element. When the cord is released the battery will be out of action,
being caused to assume this position by a spiral spring fixed at one of its ends to
the bottom of the battery, and at the other to the frame of the machine, the said
spring having been compressed by the previous rotation of the battery. The
battery is in electrical connection with the transformer and may be formed by any
suitable induction coil.
The poles of the battery are connected respectively to the right trunnion by
conductors, terminating in two metal plates. The conducting wires leading
respectively to the two terminals of the induction coil, likewise terminate at their
other ends in metallic plates. The said plates are mounted in pairs on an insulated
screw and are insulated by washers of ebonite the conductors being so connected as
to permit of the rotation of the battery without interfering with the conductors.
One of the conductors leads directly along the frame of the machine to the trans-
former, the other conductor before reaching the transformer passing to the right
guiding handle where a suitable spring switch device is arranged which may be
operated by the driver for closing the circuit when it is desired to set the machine
in motion.
A conductor leaves one of the terminals of the circuit of the transformer and by
means of a flexible contact and a segmental disc leads the induced current at any
desired time to the place of ignition in the cylinders, the other terminal of the
induced circuit being in direct communication with the metal frame of the machine
which forms the return conductor.
For preventing the rider obtaining electric shocks it is preferred to connect in
electrical contact in the transformer one of the terminals of the primary current or
conductor with a corresponding terminal of the induced current, for example the
two positive terminals may be connected together.
The starting, disengaging gear, and the parts operating the pedals as well as
the action of the brake are arranged in a case or sheath extending between the
axis of the motor and that of the pedals. The pedal axle is a tubular piece with
rings or straps for adjusting the tubular part when desired and so altering the
tension of the endless chain, the said axle terminating at each end in a part of
hexagonal or other section for securing the pedals in position. On the hexagonal
part to the left which is formed longer than that to the right is a toothed wheel

page_text: shaped to form an open box on one of its faces and containing therein mechanism
for operating the motor and the brake. Inside the said box is mounted a cylinder
loose on the shaft of the toothed wheel. Between the cylinder and the circum-
ference of the toothed wheel are arranged two circular recessed or grooved rings
the inner one fitting against the cylinder and the outer one against the circum-
ference of the wheel. The recesses or wedges are formed on the two rings so as
to come opposite to each other and are kept apart by a series of friction rollers. On
turning the axle of the pedals and consequently the toothe wheel, which is formed
in one therewith in a forward direction the space between the wedges formed on
the two rings becomes increased and consequently the friction rollers are not
wedged and the inner cylinder which is connected to the engaging gear and the
brakes as will be hereinafter described is not engaged by the motion of the pedal
axle. If however a motion in the opposite direction be imparted to the pedal axle
the space contained between the wedges on the two rings is diminished and conse-
quently the friction rollers are held between the wedges so that the cylinder is
engaged in consequence of the interlocking of the friction rings. The engagement
of the cylinder which is obtained by a backward pressure on the pedal axle effects
simultaneously the disengaging of the motor and the operation of the brake by
means of the arrangement which may be described as follows:-
The cylindrical part carries at its base a tail-piece engaging in a notch or recess
formed in a toothed sector which is bored out so that the pedal axle is free to pass
therethrough. The said sector is fixed on a centre of oscillation mounted loose in
the front part of a sheath or shield which encloses all the mechanism. On the
said shaft, a small lever is keyed, which is connected to mechanism operating the
engaging gear of the motor.
The toothed sector engages with a toothed rack arranged on the base of the
covering or shield and engages at its other extremity with another sector which is
formed in one with a double cam. The said sector and cam are mounted loose on
a washer or ring forming part of the front face of the rear part of the sheath or
covering and embracing the crank shaft. The front face of the said sheath also
carries two guides for guiding two engaging parts in which are formed two holes
wherein engage the ends of a double latch keyed on the crank shaft so as to fix the
said shaft and consequently cause the motor to be thrown into gear.
The engaging
parts are also formed with two lateral recesses or notches placed opposite each
other in which the ends of the double cam lodge when the motor is in gear. A
spring around the engaging parts causes the said parts to approach the crank shaft.
To engage the crank shaft and bring the motor into gear the following arrange-
ment is employed.
The
The lever keyed on the rotating axle of the sector is connected by means of a
cord round a pulley to a rod which passes up the goose neck and the front part of
the machine terminating in a bent part having at its end a hook which lodges on
a plate fixed in the upper part of the sleeve beneath the steering handles.
left steering handle carries opposite the hook of the rod a can which by rotation
frees the rod from the plate. A spring presses the rod in a downward direction
the lower end of the said spring bearing on a nut fixed at the lower end of the said
rod and the upper end of the said spring hearing against a tappet fixed on the
frame of the machine.
The brake is formed of an open steel ring placed in the rear part of the casing
against the rear face thereof. The said ring surrounds a disc formed with a
hexagonal opening in the nave thereof which fits on the left hollow portion of the
nave which is likewise formed hexagonal in section at this part. The disc is formed
with a thin periphery so that it can enter a circular slot formed in the ring. One
of the ends of the said ring ends in a heel piece which bears against a regulating
screw passing through the casing which is provided with a tapped hole for this
purpose. The other end of the said ring is made fast to a steel band, which is
directed forwardly along the upper conduit of the sheath euding at its forward.
extremity in a nose or beak bearing against the sector.

page_text: I will now describe the mechanism for propelling the machine by the pedals
when the motor is, out of gear the said mechanism also being employed for
avoiding the engaging of the pedals by the rotation of the motor when the latter
is in gear.
To obtain these results a toothed wheel is mounted on the rotating nave in a
manner similar to that in which the toothed wheel is mounted on the pedal axle.
A disc has a cylinder concentric to the nave of the disc but separated from the
latter so as to leave an annular space between the nave of the disc and the cylinder.
The disc, its nave, and the cylinder form one piece fast on the part of the nare of
the, motor by means of the hexagonal part above referred to and turns with the
latter.. In the annular. space contained between the nave of the disc and the cylinder
fits the nave of the toothed wheel forming a box open on one of its faces for
containing within it transmission mechanism formed by circular wedging parts and
cylinder similar, to that which has already been described with reference to the
pedal axle but, operating in an opposite direction as will now be explained. Between
the cylinder and the circumference of the toothed wheel two circular rings with.
wedging parts are ranged, the inner one being against the cylinder and the outer.
one against the inside circumference of the toothed wheel, the two series of wedges
contained in the circular rings are arranged to face each other but kept apart by a
series of small rollers. The toothed wheels on the rotating nave and pedal axle
are geared together by an endless.chain of the usual construction.
I will now describe the construction of the frame of the said machine as well as
the parts dependent thereon but I do not limit myself to these precise details of
construction.
A shield constructed of angle iron or the like is arranged between the front and
rear wheel of the machine and contains the electric battery and also serves as a
foot rest. At the rear of the said shield is the mud-guard constituting the hydro-
carbon reservoir and the frame for the driving wheel. A portion of the goose neck
starts from the front part of the shield and supports the base of the steering sleeve
of the front wheel, the head of which is held firm by a strut. Through the said
guiding sleeve passes the steering shaft or axle having at its upper end a fork to
which are connected the handles in such a manner that they can describe au arc of
a circle on an axis perpendicular to the plane of the front wheel. The steering
axle is fixed at its lower end in the hollow-mud-guard which is fitted with internal
partitions and carries firmly attached at the height of the axis of the wheel two steel
blades of parabolic form ending in small plates through which the axle of the
rotating wheel passes. The said wheel is strengthened by a flexible fork connecting
the wheels' axle to a thin plate which forms a front prolongation of the mud-guard.
In order that the rear part of the machine may have the same elastic properties as
the fore part the frame is. carried at the rear on the driving wheel by means of a
fork formed by two steel blades of parabolic form fixed to blocks by hoops or
collars. At their upper ends, the blades are connected by a cross piece above
which is fixed the end of a spiral spring, and whose other end bears against the
lower side of a box firmly attached to the mud-guard reservoir which forms
the rear part of the frame which thus rests by the spring and box on the top of
the said fork.
The axles of the driving wheel and pedals are retained fixedly apart on one side
by means of the sheath and on the other by means of the tubes or conduits, this
connection permitting at the same time oscillations of the motor axle in relation to
the frame and assuring the elasticity of the rear frame.
A fork jointed at one end to the rear of the sheath and hooked at its other end
to the rear of the mud-guard reservoir may be readily unhooked therefrom when
desired and turned downwards so as to assume when the rear wheel of the
machine has been raised from the ground a vertical position maintaining the said
rear wheel raised for enabling cleaning or inspection of mechanism to be readily
effected.
On the front part of the shield or the central portion of the frame a parachute

page_text: device is arranged for securing the stability of the machine in its vertical position
when at a standstill. The said parachute is formed of two bent arms arranged
symmetrically on either side of the machine and mounted in sleeves on the fore
part of the shield. Round the upper ends of the said bent arms is a spiral spring
having one end attached to each of the said arms and the other end bearing against
the frame, the tendency of the said springs being to constantly keep the arms
forward in a position perpendicular to the horizontal plane of the machine. At
the upper end of the arms a hollowed sector is fixed, furnished with a pin, to which
the end of the cord of indiarubber or other like material is attached which passes
round the said sector under a guide pulley and up to each of the steering handles
where its end is fixed in any suitable manner after having passed over the plates
projecting above the said guiding handles.
The parachute is opened by raising the steering handles and causing them to
describe an arc of, a circle round one of the ends of the fork to which they are
connected. The plates are thus lowered and the cords being loosened permit the
arms of the parachute to separate from the frame, thus securing a firm stand for.the
machine when not in motion. To bring back the arms to their position when out
of use the handles are turned back into their normal position and the cords stretched
by the plates bring the arms in position against the frame against the pressure of
the springs. I do not however limit myself to the precise details of .construction
hereinbefore described.
The felloe of the wheel may be fixed in any desired manner to the motor. For
example, instead of fixing the said felloe against the end of each of the cylinders,
it may be fixed-to any other part of the said cylinders or to the revolving nave
with which the cylinders form one body. Or the felloe may be mounted on the
spokes which are fixed to the nave of the wheel or around the hollow prolongations
of the nave or only round one of the said prolongations.
The felloe may carry spokes, which instead of being fixed directly on one of the
prolongations of the nave, may be secured to a sleeve which may be made fast or
loose with the said nave as desired. In the last named case by arranging a toothed
wheel on the nave and one or more toothed wheels fixed to the central sleeve of the
wheel alterations in the speed of the said wheel in relation to the speed of the motor
may be obtained which will be found useful in mountainous countries or
where bad roads occur. The mechanism for effecting this may be arranged as
follows:-
The felloe is mounted on spokes slightly bent so as to bring the said felloe
towards the axis of the wheel. The said spokes are fixed in any suitable manner
to a cylinder or cylindrical part on a sleeve having a screw collar for fixing the
cylinder carrying the spokes of the wheel.
The sleeve is loose on the extension of the nave and is provided at its right end
with a toothed wheel firmly attached thereto. The cylindrical part carries at its
bright end a toothed wheel so that by means of the cylinder and sleeve the toothed
wheels act together.
The extension of the nave carries at its end a toothed wheel of the same diameter
as the wheel on the sleeve and arranged at the side thereof.
The right arm of the fork of the frame ends in a head piece carrying on the one
hand the sleeve in the interior of which the motor and driving wheel turn and also
provided with two guiding pieces in which slides a frame carrying at one of its
ends a toothed wheel corresponding in width to that of the two toothed wheels on
the sleeve and nave and at its other end a shaft having two toothed wheels of
unequal diameter. The whole mechanism is mounted in a box to protect it from
the dust. Any other arrangement of accelerating or retarding gearing may be
employed in the place of that I have just described.
Dated this 23rd day of January 1895.

page_text: °
I FELIX THEODORE MILLET of Persan (Seine et Oise) in the Republic of
France, Builder, 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 :-
This invention relates to various improvements in and connected with the.
construction of velocipedes which are constructed with the driving wheel carrying
a motor therein as described in the Specification of my prior Letters Patent of
March 26th 1889 No. 5199.
And in order that my invention may be clearly understood I will describe the
same with reference to the several figures on the annexed sheet of drawings the
same letters of reference indicating corresponding parts in all the figures.
Figure 1 shews in elevation a general view of a bicycle constructed according to
this invention.
Figure 1 shews diagramatically a vertical section of the motor demonstrating
the operation thereof.
.Figure 2 is a plan of the front portion of the said bicycle.
Figure 3 shews in vertical section drawn to a larger scale the front portion of
the frame of the bicycle.
Figure 4 is a longitudinal vertical section taken through the endless chain case
along the line 1. 2. 3. 4 Figure 5 with parts removed for shewing certain details
contained within.
Figure 4 is a vertical longitudinal section passing through the endless chain
box and forming a continuation of the section shewn in Figure 4 deviating from
the line 5. 6. 7. 8. Fig. 6.
Figure 4B is a transverse section of the hinged head of the piston rod.
Figure 5 is a transverse vertical section taken through the axis of the motor
wheel.
.
Figure 6 is a plan corresponding to Figure 44 with certain parts removed so as
to allow details of construction within to be seen.
Figure 7 is a vertical longitudinal section of the endless chain case taken through
the plane 9 and 10 Figures 5 and 6 that is to say vertically through the two toothed
wheels of the endless chain.
Figure 8 shews in plan partly in section the mechanism of the pedal shaft with
part of the casing removed permitting part of the adjacent mechanism to be seen
in elevation.
Figure 9 is a front elevation of the fore part of the chamber containing the
battery and carburetter.
Figure 10 is a vertical section of the battery removed from the chamber.
Figure 11 is a vertical section of the carburetter taken along the line 11. 12
Figure 4ª,
Figure 11A is a vertical section of a part of the carburetter taken at right angles
to Figure 11.
Figure 12 is an external view on the right side shewing in elevation part of the
frame contained between the axis of the pedals and the axis of the motor wheel.
Figure 13 shews in elevation, plan, and vertical section the collector for the gas
escaping from the motor cylinders.
Figure 14 shews the distributing cam for the supply valve in a front view.
Figure 14 shews the development of the said admission cam in the grooves of
which are shewn the sliding blocks operating the supply valve.
Figure 15 shews an analogous development of the exhaust cam.

page_text: 5
an elevation partly in section of a modification of self operatin
wheel with means for changing speed and Figure 17 is a corresponding horizonta
section taken through the axis of the said wheel.
A velocipede constructed according to my invention contains in general th
following parts as seen in Figure 1.
A motor I consisting of a series of cylinders mounted radially in the rear whee
around the axis of the said wheel and fed with atmospheric air charged with
combustible vapour to render it explosive.
A reservoir II for petroleum, gasoline, or other hydrocarbon constituting the
O mud guard and storing a certain quantity of the liquid which generates the
combustible vapour.
A carburettor III for vapourising the said liquid and effecting its mixture with
the atmospheric air. The combustible mixture of vapour after having been used
in the said motor is driven therefrom into a collector IV connecting the discharge
from the motor to the carburettor III where the exhaust gases impart heat to the
air which forms the explosive mixture.
In front of the carburettor III is arranged a reversing battery V having its
connections attached to the terminals of the circuit of an electric transformer or
induction coil VI. The circuit induced from this coil is connected to the end of
each cylinder and to the frame of the cycle which constitutes the return conductor.
This battery and transformer are dispensed with when another means for effecting
ignition is employed and may be replaced by equivalent means for instance by a
dynamo or incandescent tubes.
The cycle also carries certain accessory apparatus such as a reservoir VII
divided into two compartments by a vertical partition and containing in the one
the oil for effecting the lubrication of the motor and in the other petroleum or the
like for increasing when desired the carburation of the explosive mixture in the
motor; a support or stand VIII for retaining the bicycle when stationary in a
vertical position operated by the steering handles IX, a case X enclosing the
toothed wheels, endless chain, and the brake mechanism, and means for engaging
the crank shaft of the motor, and finally the different transmitting and connecting
mechanisms for connecting up the different parts of the cycle.
I will now describe these different apparatus and parts in succession applied by
vay of example to a bicycle which will illustrate how this invention may be carried
nto effect.
The motor is mounted in the rear wheel of the bicycle of which it forms part
nd is shewn in detail in Figures 4 and 5.
In the rear fork A of the frame of the machine in the ends of which are locking
ollars A where fixed sleeves A² are secured is mounted a crank shaft B which is
ade fast with the said fork when the motor is in operation. This locking of the
rank shaft B on the fork A is effected by means of an arrangement hereinafter
escribed. At present we will suppose this crank shaft to be so fixed.
The piston rods Care jointed to the crank shaft B in the following manner.
ne of the said rods terminates in a forked sleeve C¹ between the forks of which
e rods of the other pistons are jointed, the shaft B passing through the centre
erture formed therein (Figures 4 and 4B).
The rods are connected at their other ends to the pistons D moving in the
linders E. The said cylinders are screwed into a series of junction pieces formed
the hollow nave F which contains the explosive mixture which is drawn in
ecession into the different cylinders.
The cylinders are secured at their other extremities to the felloe of the wheel
base plates E' or by any other suitable means. The nave F is secured on both
es to two hollow trunnions F¹ loose on the crank shaft B.
The right side of the crank shaft B is hollow and opens into a hub box B¹ which
eives the explosive mixture formed in the carburetter. The mixture passes into
nave F and thence is distributed to the cylinders in succession.
for effecting this each of the cylinders is provided with a supply or feed valve E²

page_text: formed in a tube E one end of which tube opens into a chamber E* which
communicates by the orifice E5 with the interior of the nave F.
The supply valve is controlled by a spiral metallic spring E which tends to keep
it constantly against its seat+E. In order to keep the spring E' cool which
becomes heated from the explosions taking place a hollow plug E10 is provided
closing the valve chamber and having at its centre a spoon shaped part or scoop E
which collects the air during rotation and so keeps the spring cool.
A two way
cam B2 is provided for opening the valve at the desired time and will be hereinafter
described with reference to Figures 14 and 14ª. The rod of the said valve E²
is connected at its inner end by a ball and socket joint E³ to a sliding piece E³
which follows the path of the cam when the motor rotates.
The exhaust valve e which is formed in precisely the same manner as the
admission valve communicates by a tube e³ with a chamber e formed in the hub
but whose orifice e instead of opening into the said hub as the orifice E³ of the
chamber E on the admission side of the apparatus opens on the outer side into
a gas collector G shewn separately in Figure 13 and numbered IV in the general
elevation of the apparatus as seen in Figure 1.
The rod of the said valve e' is connected to the cam 2 in a similar manner to that
described for the admission valve by means of the sliding block 8 jointed to the rod
at which is caused to bear against the cam by a spring situated beneath the valve.
The cams for operating the supply and exhaust valves are coustructed in the
following manner (Figures 14 14 and 14)...
Each of the cams is formed by a ring or hoop made from one or more pieces in
the circumference of each of which two grooves ³, 133 B are formed the said
grooves intersecting in each cam at the point 60, B and being widened on both
sides of this point of intersection to allow of the sliding block following the curves
at this point.
Since each cylinder is only opened once for admission and once for exhaust during
two revolutions: of the motor the sides of one of the grooves 3 B3 of each cam must
be of a uniform height so that the sliding blocks e Es be not diverted from the axis
of the cam during one revolution of the motor, whilst the sides of the other
grooves B should be provided with a projection. B' for raising the said
blocks e Es from the axis of the cam so as to cause the opening of the corresponding
valve e E at the moment of escape and admission. As in the exhaust valve the
duration of the opening of the valve is always the same no further description of
the cam operating the said exhaust valve is required.
With respect to the supply valve the duration of the opening of the said valve
has to be prolonged in certain cases beyond the period of admission that is to say
during the beginning of the compression as will be explained hereafter. To effect
this the projecting part B of the admission. cam B2 is formed separate from the
cam proper except at a point of junction B7 (Figure 14) so as to form between the
said projecting part B and the said cam. 12 a space in which a sector B corre-
sponding in transverse section to the said space can slide at an augle round the axis
of the cam.
The sector B may be entirely hidden beneath the projection B5 in
the case when the admission valve is to be opened for its normal time that is to
say its shortest duration when however it is desired to prolong the period of
admission of the said valve the sector B is caused to project in a varying degree as
may be desired from its normal position which it occupies beneath the projecting
part B and so to increase the length of the projecting piece which regulates the
opening of the valve.
The movement of the sector is obtained in the following manner :-
The sector B is fixed on the inner end of a tube B8 (Figures 5 and 14) which is
arranged within the right portion of the hollow crank shaft B. The said tube is
made fast at its other end to a box B provided with a lever B10 which may be
operated in any suitable manner such as by cords and levers starting from the
steering handles and terminating in a sliding thrust piece B" (Figure 12) guided
in a sleeve B2 which can be forced against the end of the said lever B10 which

page_text: will turn round and engage the said box B'. A spiral spring B13 having one of
its ends secured to the box B and its other end fixed to the hollow part of the
crank shaft B serves to automatically bring back the sector B beneath the
projecting part B when the action of the thrust piece B₁ against the lever B10 has.
ceased.
Te increase the carburation of the explosive mixture when desired in the hollow
nave Fa pipe B is provided from one of the compartments of the reservoir VII
Figure 2 hereinbefore described which descends along the frame of the machine, and!
enters near the pedal axle into the upper conduit H of the right portion of the
frame (Figure 12) keeping in this conduit to the nave where the said tube is curved
and passing through the hub box B¹ is continued to the inside of the hollow crank
shaft B, (Figure 5) along its axis and finally ends in a downwardly bent part.
this means the petroleum contained in any of the compartments of the reservoir VII
can be supplied in the smallest quantities to the interior of the nave when it is
desired to increase the carburation of the explosive mixture.
By
The lubrication of the inner parts of the mechanism is effected by means of oil
contained in the other compartment of the reservior VII from which a pipe B¹s
descends in a similar manner to the pipe B just described along, the frame of
the machine through the lower conduit H* of the right portion of the frame
Figure 12 and so to the nave where the said pipe is bent at its entry into the
hub box B. The gases forming the explosive mixture passing through this box
draw the oil into the hollow part of the crank shaft and thence to all parts of the
motor. A disc B (Figure 5) of aluminium or other metal carried on the crank
shaft B within the nave F protects the orifice E' from the fluid coming from the
hollow portion of the crank shaft B.
To obtain the ignition of the explosive mixture in each cylinder at the proper
time the cylinders are provided at their outer ends with semi-spherical terminals H.
(Figure 5) of porcelain or other insulating material through each of which passes
a curved metallic piece H provided at one end with a piece of platinum and at its
other end connected by means of screws to a conductor H2 which is connected to
an induction coil in the following manner.
To on
one of the terminals of the circuit formed by this coil is connected a
conducting wire H³ (Figure 12) which passes down the frame of the machine,
entering the lower conduit H4 near the pedal axle and passing through this.
conduit to the nave abuts against a flexible spring plate H which is fixed to the
interior of a circular box or shield He protecting the electrical contacts the said.
box being carried on the fixed sleeve A2 and so being stationary. Opposite this.
flexible contact H' a disc H' (Figure 5) of insulating material is arranged carried
Embedded in the disc are five.
by the right hollow trunnion of the nave F.
metallic segments H8 and in electrical contact with five corresponding conducting
wires H2 one for each segment and leaving the nave radially by pipes H which
are connected to each other by a circular pipe H (Figure 4) into which each of
the conducting wires after passing through its tube H' is bent laterally and passes
along through say a tenth part of its circumference and is finally connected up to.
the contact piece H' in its cylinder.
Since the flexible contact H' is in a fixed position and the segmental disc H
turns with the nave the contact H' of each cylinder will come into successive
electrical contact with the induction coil VI by reason of the succession of contacts
between the spring plate H and each of the segments H8. Since the other terminal.
of the conductor from the coil VI is in communication with the metal frame of the
machine the electric spark for ignition can be obtained at the contact H' and the
base of the cylinder when desired.
The operation of the motor will now be described with reference to Figures 1ª,
4, 5, 14 14 and 15. The complete cycle of work for any cylinder in this motor is
accomplished as already stated in four stages or strokes (drawing in the charge,
compression, ignition and exhaust from the cylinder) which take place during two
revolutions of the wheel.

page_text: I will now describe the cycle of operations for a motor provided with 5 cylinders
numbered 1, 2, 3, 4, 5 and turning in the direction of the arrow Figure 1. The
following are the stages through which the cylinder 1 will pass during two
revolutions of the wheel.
In the first position shown in Figure 1 the cylinder 1 begins to receive the
explosive that is to say the sliding block Es corresponding to the admission
valve E2 begins to pass over the projection B of the cam B2 so as to raise the said
valve from its seat compressing the spring E³. The admission of the charge
continues until the cylinder reaches the lowest position shown at 4 (Figure 1A)
when under normal conditions compression should commence, but if it has been
found necessary to bring forward the sector B in a line with the projection B³
the admission valve will remain open for a certain fraction of the pistons stroke
towards the base of the cylinder and during this time the piston will cause a
portion of the explosive mixture to flow back into the nave F where it will again
be supplied to the next cylinder opening for supply. At a place varying with
the length of the uncovered portion of the sector B the slide block operating
the admission valve for the cylinder 1 will fall back again onto the lower portion
of the cam and the supply will be cut off. The second stage, the compression of
the charge will then take place and be continued until the cylinder reaches its
highest position, having thus accomplished in its first revolution the two stages of
supply and compression.
At the commencement of the second revolution that is to say when the cylinder
has returned to approximately the position 1 as shown in Figure 1A the
segment H corresponding to the said cylinder comes in contact with the flexible
strip or blade H and a spark is produced in the cylinder. The explosive mixture
thus ignited expands to a high degree and thrusts the piston towards the nave
this third movement being the sole one producing actual work.
When the piston arrives near the nave that is to say when it has reached the
lower position 4 (Figure 1A) the block e corresponding to the exhaust valve e
commences to pass over the projecting part 35 of the exhaust cam 62 so as to open
the said valve, the products of combustion expand and escape and any remaining
in the cylinder are driven out by the piston returning to the end thereof. The
cylinder 1 thus again reaches its highest position and the fourth stage that is to
say the exhaustion of the cylinder has been accomplished. The gases so exhausted
pass through the tube e³ into the chamber and escape by the orifice e into the
collector IV to the carburettor where they are employed for heating the air to be
carburetted. A fresh ignition now takes place at the bottom of the cylinder
owing to the corresponding segment H³ coming in contact with the flexible
blade H once for each revolution and invariably at the same spot. But in this
case the ignition is produced in a mixture of consumed gases which are non-
inflammable since the opening of the admission valve and consequently the
supply of explosive mixture in the cylinder does not take place until after
the said ignition or spark has been produced. The blocks E8 e8 are arranged
alternately on each of the grooves of their respective cams (Figures 14
and 15). In the position shown in Figures 14 4. and 5, the blocks of the
cylinders 1, 4, 2, are in the projecting groove B of the admission cam (Figure 144)
the cylinder 1 being at the commencement of the supply stage, the cylinder 4 at
the end of the same stage and the cylinder 2 being in the stage of compression. The
blocks 5 and 3 are on the other hand in the uniform or even groove 13 of the
admission cam, the cylinder 5 being at the explosion stage and the cylinder 3 at
the exhaust stage. During the rotation of the motor, the first block to reach the
point of intersection B° on the cam paths is the block of the cylinder 2 and the
compression is completed on passing this point B°. The block then passes from
the groove B to the even groove B5 in which it remains during the stages of
ignition and discharge. The block of the cylinder 3 is the next to pass the
intersecting part B° this takes place at the discharge stage and in an inverse
direction to the preceding block since it moves from the groove B³ to the groove B*

page_text: In the case of the discharge cam as in the position shown in Figure 14 the block
crom the stage of exhaustion to that of supply and so o
of the cylinders 1, 4, and 2 are in the even groove b³ Figure 15 as the exhaus
valve should not be open during the stages which the cylinders are then completing
5 On the other hand the blocks of the cylinder 5 and 3 are in the projecting part
of the groove the cylinder 3 being at the exhaust stage and the cylinder 5 jus
reaching it. The travel of the blocks from one groove to another takes place a
the point 60; in the drawing (Fig. 15) the block of the cylinder 1 is shewn to be
just crossing this point, then the first block to follow will be 2 which will pass
10 from the groove to the groove then the block will follow in the opposite
5
direction and so on.
When the motor has been heated by reason of several explosions having taken
place in each cylinder the carburation of the air passing from the carburettor to
the box B and the hollow part of the crank shaft B may be diminished more or less
or entirely stopped, it will then suffice to increase the carburation of the air in the
nave itself by allowing petroleum to flow in a greater or less amount by the pipe B*
as has already been explained.
The mixture of gas and air for causing the explosion in the different cylinders
of the motor may be obtained by making use of a carburettor of any desired
construction placed in a suitable position on the bicycle, but I give preference to a
carburettor of the following description marked III in Figure 1 and situated
immediately beneath the axis of the pedal..
The carburettor consists of an outer cylindrical casing J Figures 11114 44 and 6
or the casing may be of any other shape in the interior of the casing an inner air
tight chamber J¹ is arranged, in which atmospheric air previously heated, is
charged with combustible vapours by contact with hydrocarbon as hereinafter
explained. The hydrocarbon which is stored in a reservoir II Figure 1 forming
the mud guard for the rear wheel leads to the carburettor from the base of the
said reservoir by a pipe L which is connected on the right of the carburettor to a
stop cock L. From this point the pipe L ascends inside the carburettor to the
upper part where it is bent at right angles and descends again in the centre thereof
o as to open into the base of the chamber J. A cotton filter L2 is placed in the
ipe L to prevent dust or other matter descending to a lower obturator or plug L³
ereinafter described. The hydrocarbon fed by this pipe is regulated by means of.
n automatic device also hereinafter described.
he hydrocarbon vapours which collect at the upper part of the mud guard
eservoir II are conducted to the said chamber J' of the carburettor by a pipe /
Besides the liquid hydrocarbon
ading from the top of the said reservoir and to the left of the carburettor to a
op cock symmetrically opposite the stop cock L³.
led up the inside of the carburettor towards the upper part where it is bent round
ain so as to descend and open into the top of the said chamber J'.
From the cock the pipe
This chamber J' in which the carburation of the atmospheric air which has been
eviously heated takes place is surrounded towards its lower end by a double
ral chamber in one spiral of which the air to be carburetted circulates while
ough the other the exhaust gases coming from the motor by the collector IV pass.
The spiral for the air M³, M, M5, M6, M7 is in communication at the end M³
thest from the axis of the carburettor with an outer chamber M' fed with
ospheric air by a pipe M which terminates in a bell mouth at its upper part.
eath the saddle (Figure 1).
the said chamber M is a thick cotton filter M² held between two metallic.
es and through which the air is compelled to pass before entering the spiral.
inner end of the said spiral M³-M' is continued into a pipe M8 rising into the
urettor, and which is curved back again in goose neck so as to descend into the.
e of the air chamber J¹ where it ends in a number of small distributing
M' flush or thereabouts with the hydrocarbon contained therein.
e second spiral G³ G G G G communicates at its inner. end with a
al tube G terminating in a bell mouth and connected with the conduit. G

page_text: leading from the exhaust gas collector. G. The other end of the said spiral is open
to the atmosphere.
The said collector (Figure 13) is arranged to the left on the crank shaft of the
motor and directly against the nave and is formed in a half ring open to the
exhaust orifices of the motor and furnished with. wings or blades G³ similar to
those employed for turbines and converging towards the pipe G which forms.an
-extension of the said ring.
The gases escaping from the orifices are collected by the said blades into the
pipe G which is protected from the radiation of heat by a casing G and pass by
the pipe G2 into the spiral G³ G7 (Figure 11) so as to impart their heat in their
passage to the air circulating in an opposite direction in the aforesaid spiral M³ M7
these gases finally escaping into the open air at the end G7 of this spiral.
The outer chamber M' which is fed directly with atmospheric air by a
pipe M communicates at its upper end through a conduit K³ with a box K and
double cone valve K2 which in its turn communicates by a pipe K' with. a
conduit H" situated on the upper right portion of the frame as shown in Figure.12
and which serves to conduct the explosive mixture to the hubyB' and thence to the
nave of the driving wheel or motor. The box K also communicates by a passage K³
with the carburetting chamber J'. The valve .K2 may be retained at will on its
lower seat formed at the opening of the passage K³ leading to the carburetting
chamber, or, on its upper seat K* communicating with the chamber M¹.
According as the aforesaid valve is on its lower or upper seat the conduit H
communicates by the box K either directly with the chamber M' or with the
-carburetting chamber J. Ir. the position of the valve K2 as shown in Figure 11
the motor will only be fed with pure atmospheric air which is drawn in by the
pipe H and union K' to the box K which communicates by the conduit K³ with
the chamber M' forming a continuation of the air supply pipe M. When the
valve K2 is raised from its lower seat and caused to bear against its upper seat a
feed takes place by the orifice K³ into the carburetting chamber J. The air
reaching the chamber M' by the pipe M can no longer pass direct into the box K,
as the conduit K is closed but passes to the carburetting chamber J' by the
spiral M³, M' and feed pipe M8. The air heated and carburetted during its
progress then passes from the carburetting chamber Jinto the box K and thence
to the motor by the union K' and pipe H" as has already been described. The
degree of carburation of the air going to the motor may be regulated according to
the position which the valve K2 is caused to assume between its two seats.
said valve may be operated in any suitable manner for instance by the arrangement
shown in Figures 11, 114, 44, 6, and 8. The valve K2 is here shewn suspended by
a cord K passing over two guide pulleys K' K8, Figures 3; 44, 6, 8 and 11 and
then rising vertically up the inside of the goose-neck of the machine, A³, and of
the supporting shaft A (Figure 3) of the fore part thereof and attached at its
upper end to the end of the right handle A of the steering head IX on which it
can be wound and so regulate the position of the valve K by merely winding or
unwinding the cord on the handle.
The
The petroleum as already stated reaches the carburation chamber by the feed
pipe L Figure 11. At the lower end of this pipe is a regulating device for
obtaining a constant level of the petroleum in the carburetting chamber J' under
the tubes M' situated at the lower end of the pipe M8 which supplies the air to
the said chamber. This is arranged to take place by means of the following
apparatus.
Around the base of the petroleum feed pipe L is a sleeve connection L
terminating at its upper end in a spherical part L' and in two cheeks L' at its
lower end. An annular float L' is connected centrally to the spherical part by
arms. Between the' cheeks L on the sleeve the ends of a forked lever L' engage,
which lever is pivotted at its other end to a plate L' secured to the petroleum feed
pipe L. On the under surface of the said plate another lever L10 is hung whose
free end is connected by a rod L" to the first named lever L³. On the underside.

page_text: of the said plate a flexible plate L' is also fixed serving as an obturator or plug for
the lower orifice of the tube L and beneath the said obturator a second flexible
plate L on the upper side of which takes a hook L" formed in one with the
lever L. The last named lever also carries beneath the orifice of the tube La
nipple L" which bears on the plate L" situated immediately above it. The above
named parts operate in the following manner :-
Under ordinary circumstances the inner orifice of the tube L is closed by the
flexible plug L under the action of the float L' which by means of the sleeve L
the levers L L and the nipple L" press the plate L2 against the plug L³ and so
obtains a hermetic closing of the tube Leven when the petroleum reservoir II
(Figure 1) is completely open. When the level of the petroleum is lowered in the
carburetting chamber J' the float also descends drawing with it the levers L³.L
and the nipple L" then ceases to press on the plate L12.
30
The combined pressure of the plates L and L' on the end of the tube L is such
that a small amount of petroleum will ooze out between the end of the tube and the
plug when the pressure of petroleum in the reservoir II is sufficient. If however,
the level of the liquid descends too low in the reservoir the trickling of the:
petroleum between the tube L and the plate L³ stops and owing to the petroleum,
vapourizing in the carburetting chamber J' the level thereof descends and con-
sequently the float L' which then operates the levers separating the plate L¹² from,
the plug L by means of the hook L. The tube L is now only closed by the
pressure of the said plate L³ and the flow of petroleum between the tube L and the,
plug L recommences or increases.
יין
At the upper end of the carburetting chamber J' a thick mattress or cushion J2
of cotton or the like is arranged between several divisions formed of metal or the.
like with the object of arresting globules of hydrocarbon when there is a strong
current of air and for regulating the process of carburation. At the spot where
the lower portion of the valve K enters this mattress a portion at J³ is cut away.
and a metal lining is provided so as to prevent the direct passage
of carburetted air;
at the weakest point in the thickness of the mattress. A plug J at the base of
the carburetter is used for emptying the apparatus and a horizontal tube J situated,
at the level which the petroleum should occupy and closed by a screw plug J'
regulates the level of the petroleum in the said carburetter.
I will now describe the working of the apparatus taken as a whole.
The motor cylinders I at the supply stage draw in the carburetted air through
the nave from the hollow part of the crank shaft B the box B' the pipe H" the
feed tube K¹ and the box K. The said cylinders also take in atmospheric air by
the pipe M and the chamber M₁ the said air passing either directly into the box K,
or else reaching the said box after being first heated in the coil M M and
carburetted in the chamber J' or the air may reach this box K' by the two channels
at the same time, the degree of carburation being regulated by the relative
proportion of volumes of air passing by each channel and by operating the valve K³.
by means of the cord K on the handle A as already described.
The air is fed into the chamber J¹ by the feed tubes M' of the pipe M which.
come flush with the surface of the petroleum, the level of the said petroleum being
kept constant by the float device already described and-is, carburetted by coming
in contact with the petroleum the evaporation of which is bastened owing to its
temperature and its rapid renewal on the said surface. The air on its exit from
the chamber J mixes with the hydrocarbon vapours which have been taken
directly from the top of the reservoir II by the tube and which increase its
carburation.
The gases from the motor cylinders are collected at the stage of discharge by
the ring G of the collector IV and are led by the pipes G₁ and. G' into the,
spiral G³, G where they impart heat to the air for carburation and are finally
discharged by the orifice G of the said spiral.
At the side of the carburettor III the battery V Figure 1 is arranged for
effecting together with the transformer VI the ignition of the explosive mixture in,

page_text: each motor cylinder. The battery may be of any suitable construction or when
other means for ignition are employed may be altogether dispensed with. The
following is a description of a suitable battery shewn for example in Figures 44, 6
and 10. The said battery is formed of two cylindrical chambers one being situated
within and eccentric to the other and constituting the porous vessel of the said
battery, the whole of the battery being capable of rotation round the axis of the
outer chamber or casing. The said chambers or casings are formed by two end
parts N, N' mounted on fixed trunnions N2 N3 carried by the frame of the machine
on which the said parts can turn. Two cylinders are fitted into circular grooves
formed in the end parts one cylinder N* forming the outside casing of the battery
and the second cylinder N° placed inside the first and in a position eccentric thereto.
Straps No keep the parts N N₁ fast against the ends of the cylinders N, N. The
cylinder N may be formed of porcelain or other like acid proof material. The
cylinder N has a plane smooth surface for one half of its circumference which is
made of enamel or porcelain but the other half thereof is bent into folds or deeply
corrugated and is made of a porous material. The folded portion of the cylinder N
is surrounded by a perforated metal plate N' preferably of copper which forms
contact with the negative pole as for example at Nis. The zinc element is
introduced through an aperture N" (Figure 4A) into a chamber formed by a portion
of the outside cylinder N* and the perforated cylindrical plate 'N' which is turned
back at its ends so as to limit the length of the zinc compartment which should
extend somewhat less than half round the outside cylinder.
The exciting liquid is introduced by an aperture N into the space contained
between the two cylinders N N until the said liquid reaches the level of this
aperture which is then closed in any suitable manner.
In the trough parts formed by the folded portion of the cylinder No are inserted
semi-circular carbon plates N° attached to a horizontal rectangular plate N10 which
may be strengthened by one or more vertical carbon plates N", the terminal N12
being formed on the said horizontal carbon plate Nid. The cylindrical chamber
formed by the partially folded cylinder N³ and the parts N N₁ is filled with a
depolarizing liquid through an aperture N14 which may be closed by a plug.
A cord or band N17 surrounding the outer casing of the battery is attached at
one of its ends to the strut or link N' which holds the end pieces together and then
passes over a guide pulley N18 and from thence passes up vertically through the
interior of the goose neck of the machine A³ and the strut A Figure 3 to the
head, the upper end of the said cord or band terminates in a thoug or knot N
beneath the guiding handles where a fork A8 is arranged for retaining it when
desired. By drawing the cord through the fork As the battery can be caused to
revolve through the desired angle on its axis. The rotation causes the compart-
ment containing the zinc to be plunged into the exciting liquid which always
keeps at the base of the cylinder N₁ to vary the strength of the current or to
remedy the wear of the zinc elements the battery must be slightly rotated so as to
increase or diminish the immersion of the zinc element. When the cord is released
the battery will be out of action as shewn in the drawing, being caused to assume
this position by a spiral spring fixed at one of its ends to the bottom of the battery
and at the other to the frame of the machine, the said spring having been com-
pressed by the previous rotation of the battery. The battery is in electrical
connection with the transformer VI which may be formed by a suitable induction
coil not shewn in the drawings.
The poles N12 N18 of the battery are connected to the right trunnion N' by
conductors P P respectively terminating in two metal plates. The conducting
wires P P leading respectively to the two terminals of the induction coil, like-
wise terminate at their other ends in metallic plates. The said plates are mounted
in pairs on an insulated screw P4 and are insulated by washers of ebonite P³ so
that the conductor P is connected with P2 and the conductor P¹ with P³. This
mode of connecting up permits of the rotation of the battery without interfering
with the conductors. One of the conductors P2 leads directly along the frame of

page_text: the machine to the transformer VI the other conductor P³ before reaching the
transformer passes to the right guiding handle A where a suitable spring switch
device is arranged which may be operated by the driver for closing the circuit
when it is desired to set the machine in motion. A conductor H* as already stated
leaves one of the terminals of the circuit of the transformer VI and by means of a
flexible contact H and a segmental disc H' leads the induced current at any
desired time to the place of ignition H' in the cylinders E, the other terminal of
the induced circuit being in direct communication with the metal frame of the
machine which forms the return conductor.
+
+
:
For preventing the rider receiving electric shocks it is preferred to connect in
electrical contact in the transformer one of the terminals of the primary current or
conductor with a corresponding terminal of the induced current for example the
two positive terminals may be connected together. The starting and disengaging
gear and the parts operating the pedals as well as the action of the brake are
arranged in a case or sheath extending between the axis of the motor and that of
the pedals, Figures 3, 4, 4, 6, 7 and 8. The pedal axle O Figures 6, 7 and 8 is
mounted in a tube with rings or straps 02 for adjusting the tube part when
desired and so altering the tension of the endless chain. The said axle terminates
at each end in a part of hexagonal or other, section for securing the pedals in
position. On the hexagonal part to the left which is formed 'longer than that to
the right is a toothed wheel O³ shaped to form a box open on one of its faces and
containing therein mechanism for operating the motor and the brake. Inside the
said box is mounted a cylinder or sleeve O loose on the shaft of the, toothed
wheel O. Between the said sleeve and the circumference of the toothed
wheel 3 are arranged two circular recessed or grooved rings the inner one O
fitting against the sleeve O and the outer one against the circumference of the
wheel O. The recesses or wedges are formed ou the two rings so as to come
opposite to each other and are kept apart. by a series of friction rollers 0%. On
turning the pedal axle and consequently the toothed whee! 03 which is keyed
thereon in a forward direction the space between the wedges formed on the two
rings becomes increased and consequently the friction rollers; O are not wedged
and the inner sleeve O₁ which is connected to the engaging gear and the brakes
as will be bereinafter described is not engaged.. If however motion in the opposite
direction be imparted to the pedal axle the space contained between the wedges on
the two rings is diminished and consequently the friction rollers are held
between the wedges so that the sleeve O is engaged by reason of the interlocking
of the parts 03, 0, 0, 0 and 0%. The engagement of the sleeve O* which is
obtained by a backward pressure on the pedal axle effects simultaneously the
disengaging of the motor and the operation of the brake by means of the following
arrangement.
.
The sleeve O Figures 4 and 7 carries at its base a tail-piece OB engaging in a
notch or recess formed in a toothed sector Q which is bored out so that the pedal
axle O is free to pass therethrough. The said sector is fixed on a centre of
oscillation Qmounted loose in the front part of a sheath or shield X which
encloses all the mechanism. On the said shaft Q a small lever Q' is keyed which
is connected to mechanism operating the engaging gear of the motor.
The toothed sector Q Figure 4 engages with a toothed rack Q³ arranged on the
base of the covering or shield X the said rack engaging at its other extremity with
another sector Q₁ Figures 4 and 5 which is formed in one with a double cam Q³.
The said sector Qand cam Q' are mounted loose on a washer or ring Q forming
part of the front face of the rear part of the sheath or covering X and embracing
the crank shaft B. The front face of the said sheath X also carries two guides Q
(Fig. 4) for guiding two engaging parts Q in which are formed two holes Q
wherein engage the ends of a double latch Q keyed on the crank shaft B so as to
The
fix the said shaft and consequently cause the motor to be thrown into gear.
engaging parts Q are also formed with two lateral recesses or notches Q placed
opposite each other in which the ends of the double cam Q' lodge when the motor
10

page_text: +
is in gear. A spring Q around the engaging parts Q³ causes the said parts to
approach the crank shaft B.
The disengaging gear is operated in the following manner :-
When the pedals are turned in a reverse direction the recessed rings 0s and O
are wedged together as shown in Fig. 7, and the sleeve 04 is operated by the
toothed wheel 03 and the said sleeve engages in its turn by means of the tail
piece the toothed sector Q the rack Q³ and the sector Q* mounted on the crank
shaft B. The double cam Q' which is fast on the sector Q is turned so as to
assume the vertical position as shown in Fig. 4 and so as to free the engaging
pieces Q from the crank shaft. The double latch Q" is then freed from the holes
or apertures Q and the crank shaft is thus released and is loose in the frame of
the machine.
To engage the crank shaft and bring the motor into gear the following
arrangement is employed.
The lever Q2 keyed on the rotating axle Q' of the sector Q Figs. 4 and 7 is
connected by means of a cord Q13 round a pulley Q" to a rod Q (Figs. 3 and 7)
which passes up the goose neck A³ and the front part A of the machine
terminating in a bent part having at its end a hook Q16 which lodges on a plate Qu
fixed in the upper part of the sleeve A³ beneath the steering handles. The left
steering handle A carries opposite the hook Q1 of the rod Q a cam Q which by
rotation forces the rod Q from the plate Q. A spring Q₁ presses the rod Qi
in a downward direction the lower end of the said spring bearing on a nut fixed at
the lower end of the said rod and the upper end of the said spring bearing against
a tappet Q fixed on the frame of the machine.
The engaging of the motor takes place as follows:
When the motor has been put out of gear by displacing the toothed sector Q
along the rack Q³ in a forward direction as above described the arm Q which is
formed in one with the sector has by the same movement been displaced in a
rearward direction drawing with it the cord Q3 which pulls on the rod Q and
causes the same to rise against the pressure of the spring Q" the hook Q1 at the
end of the said rod then engages ou the plate Q". The several parts retain this
position as shown in the accompanying drawings as long as the motor is out of gear.
To bring the motor into gear the left guiding handle A is rotated so as to free the
hook Q by means of cam Q18 from the plate Q. Under the influence of the
spring the rod Q is then drawn down and with it the cord Q13, which brings
the lever forward, and in like manner repels the sector Q the rack Q³ and the
sector Q (Fig. 4) which is formed in one with the double cam Q. The ends of
this cam are thus caused to engage in the lateral notches Q' of the engaging
pieces Q, which then approach the crank shaft B and engage in the ends of the
double latch Q as soon as the said ends of the latch Q" are brought opposite the
holes Q formed in the said engaging pieces, by the rotation of the motor. As has
already been stated the action of the brake is effected by the movement of the pedal
axle which causes the motor to be disengaged.
The brake shown in Figs. 4, 4, 5 and 7 is formed of an open steel ring R placed
in the rear part of the casing X against the rear face thereof. The said ring
surrounds.a disc R³ formed with a hexagonal opening in the nave thereof which fits
on tlie left hollow portion of the nave F which is likewise formed hexagonal in
section at this part. The disc R³ is formed with a thin periphery so that it can
enter a circular slot formed in the ring R. One of the ends of the said ring ends in
a heel piece R' which bears against a regulating screw R2 passing through the
casing which is provided with a tapped hole for this purpose. The other end of
the said ring is made fast to a steel band R' which is directed forwardly along the
upper conduit of the sheath X ending at its forward extremity in a nose or beak R³
bearing against the sector Q.
When the pedal axis is caused to turn in a backward direction the sector Q is
thrust forward so as to press against the inner part of the nose R³ which is
simultaneously pushed forwards and upwards against the top of the sheath by the

page_text: front side of the sector R so that the rear part swings down and in a forward
direction and consequently exerts a tension on the steel band R' which compresses
the ring R against the periphery of the disc R³ and the latter being fast on the
nave F causes the speed of the motor to be retarded. The locking of the brake is.
produced whenever a sharp backward pressure is exerted by the feet on the pedals,.
whether the motor be in gear or not, and when the motor is in gear the aforesaid
movement effects the disengaging thereof, as has already been described.
I will now describe the mechanism for propelling the machine by the pedals
when the motor is out of gear the said mechanism also being employed for
avoiding the engaging of the pedals by the movement of the motor when the latter
is in gear.
To obtain these results a toothed wheel S³ is mounted on the rotating nave F¹ in
a manner similar to that in which the toothed wheel Os is mounted on the pedal
axle. A disc R³ has a cylindrical part or sleeve S concentric to the nave of the
disc R³ but separated from the latter so as to leave an annular space between the
have of the disc R and the sleeve S. The disc R³ its nave and the sleeve S* form
one piece fast on the part F1 of the nave of the motor by means of the hexagonal
part above referred to and turns with the latter. In the annular space contained.
between the nave of the disc R³ and the sleeve S* fits the nave of the toothed
wheel S³ forming a box open on one of its faces and containing transmission.
mechanism formed by circular wedging parts and sleeve similar to that which has
already been described with reference to the pedal axle but operating in an opposite
direction as will now be explained. Between the sleeve S₁ and the circumference.
of the toothed wheel S* two circular rings with wedging parts are ranged the inner
one S being against the sleeve S' and the outer Se against the inner
circumference of the toothed wheel S' the two series of wedges contained in the
circular rings are arranged to face each other but kept apart by a series of small
rollers S. The toothed wheels O³ S* are geared together by an endless chain of
the usual construction. This arrangement of mechanism operates in the following
manner:-
one
A
The sleeve S is fast on the nave F and consequently the driving, wheel. The
toothed wheel S³ is connected by the endless chain with the wheel O³ fast on the
pedal axle consequently rotation imparted to the said pedal axle will engage
the wheel O³ the endless chain and the wheel S³. Since the wheel S³ is not
keyed on the nave of the driving wheel the said nave will not be engaged until
a wedging 'takes place between the circular rings S5 S6 and the cylinders S7 which
will then cause the whole mechanism to act as one solid piece. The said wedging
'action' only takes place when the speed of the toothed wheel S³ exceeds that of
the sleeve S', in which case the wedging parts S advauce on the internal wedging
parts S and so diminishing the space between the said rings the friction rollers.
are wedged therein. The toothed wheel S will then engage the sleeve S and-the
driving wheel. When however the speed of the driving wheel and sleeve S
exceeds that of the toothed wheel S³ the speed of the external wedging ring S
falls behind that of the internal ring S thereby increasing the space between
the two rings and freeing the small rollers contained between them, the sleeve S₁-
will not now be engaged by the toothed wheel S³ or the toothed wheel 03-of-the-
pedal axle which is connected to said wheel S3 by the chain ..
1
When the machine is operated by the pedals the motor being out of gear (or
what is the same thing, in gear and stopped) the toothed wheel S3 which is
engaged by the toothed wheel 03 of the pedal axle and the endless chain a will.
advance in relation to the sleeve S and consequently the wedging action will be
produced and the rear wheel thus engaged by the pedal axle. The same effect.
will be produced if the motor is making a slower speed than that imparted to
the toothed wheel S³ by the pedal axle. In this case engagement of the rear-
wheel will be caused by the pedals the speed of the wheel S³ being greater
than that of the sleeve S producing the wedging action. When on the other-
hand the motor is in gear and operating, the sleeve S* which is formed in one with.

page_text: the said motor will turn without engaging the wheel S³ so that the pedal axle will
never, be engaged by the action of the motor when the latter is in operation.
When a rearward movement is imparted to the pedal axle to bring the motor
out of gear and operate the brake. (by means of the wedging of the parts 0, 0, 0,
herein before described), this movement which is transmitted by the chain to the
wheel S³ has no effect on the sleeve S' of the rear wheel since the speed of the
part S is slower in relation to that of the part St the normal direction of
the movement being always a forward one. Moreover even when a forward
movement is imparted to the pedal axle it is without effect on the part S* of the
rear wheel whenever the speed of this movement is less than that of the motor..
The frame of the said machine as well as the parts dependent thereon are
conveniently constructed as follows but I do not limit myself to these precise
details.
A shield T Figures 1 and 9. constructed of angle iron or the like is arranged
between the front and rear wheel of the machine and contains the electric battery
and also serves as a foot rest. At the rear of the said shield is the mud-guard
constituting the hydrocarbon reservoir II and the frame for the driving wheel.
A portion of the goose neck A³ starts from the front part of the shield T and
supports the base of the steering sleeve A³ of the front wheel the head of which
is held firm by a strut A'. Through the said guiding sleeve A passes the steering
shaft or axle A10 Figure 3 having at its upper end a fork A to which are connected
the handles A' A' in such a manner that they can describe an arc of a circle on an
axis perpendicular to the plane of the front wheel. The steering axle A10 is fixed
at its lower end in the hollow mud-guard A12 which is fitted with internal partitions
and carries firmly attached at the height of the axis of the wheel two steel blades
of parabolic form ending in small plates through which the axle of the rotating
wheel passes. The said wheel is strengthened by a flexible fork A connecting
the wheel's axle to a thin plate A which forms a front prolongation of the mud-
guard. In order that the rear part of the machine may have the same elastic
properties as the fore part the frame is carried at the rear on the driving wheel by
means of a fork A formed by two steel blades of parabolic form Figures 1, 4 and 5
fixed to blocks A³ by hoops or collars A' Figures 4 and 5. At their upper ends
the blades A are connected by a cross piece A1 above which is fixed the end of
a spiral spring A" and whose other end bears against the lower side of a box A18
firmly attached to the mud-guard reservoir II which forms the rear part of the
frame which thus rests by the spring and box on the top of the said fork A.
The axles of the driving wheel and pedals are retained fixedly apart on one side
by means of the sheath X and on the other by means of the tubes or conduits H*H".
This connection permitting at the same time oscillations of the motor axle in
relation to the frame T and assuring the elasticity of the rear frame.
A fork A jointed at one end to the rear of the sheath X and hooked at its other
end to the rear of the mud-guard reservoir II may be readily unhooked therefrom
when desired and turned downwards so as to assume when the rear wheel of the
machine has been raised from the ground a vertical position maintaining the said
rear wheel raised for enabling cleaning or inspection of mechanism to be readily
effected.
On the front part of the shield T or the central portion of the frame a support
or stand is arranged for securing the stability of the machine in its vertical position
when at a standstill. This device (Figures 1, 4, 6 9 and 12) is formed of two bent
arms Tarranged symmetrically on either side of the machine and mounted in
sleeves T on the fore part of the shield T. Round the upper ends of the said bent
arms T¹ is a spiral spring 13 having one end attached to each of the said arms T¹
and the other end bearing against the frame T, the tendency of the said springs
being to constantly keep the arms forward in a position perpendicular to the
.horizontal plane of the machine. At the upper end of the arms T¹ a hollowed
sector T is fixed, furnished with a pin T, to which the end of the cord T of india
rubber or other like material is attached which passes round the said sector T* under

page_text: a guide pulley T' and up to each of the steering handles A' A' where its end is
fixed in any suitable manner after having passed over the plates T8 projecting
above the said guiding handles A A'.
The arms T are opened by raising the steering handles and causing them to
describe an are of a circle round one of the ends of the fork A" to which they are
connected. The plates T8 are thus lowered and the cords T being loosened permit
the said arms to separate from the frame T thus securing a firm stand for the
machine when not in motion. To bring back the arms to their position when out of use
the handles are turned back into their normal position and the cords stretched by
the plates T8 bring the arms T'in position against the frame against the pressure
of the springs T³.
I do not limit myself to the precise details of construction shown in the accom-
panying drawings.
The felloe of the wheel may be fixed in any desired manner to the motor.
For
example instead of fixing the said felloe against the end of each of the cylinders, it
may be fixed to any other part of the said cylinders or to the revolving nave with
which the cylinders form one body. Or the felloe may be mounted on the spokes
which are fixed to the nave F of the wheel or around the hollow prolongations of
the nave For only round one of the said prolongations.
.
The felloe may carry spokes, which instead of being fixed directly on one of the
prolongations of the nave, may be secured to a sleeve which may be made fast or
lpose with the said nave as desired. In the last named case by arranging a toothed
wheel on the nave and one or more toothed wheels fixed to the central sleeve of the
wheel alterations in the speed of the said wheel in relation to the speed of the motor
may be obtained which will be found useful in mountainous countries or where bad
roads occur.
Figures 16 and 17 show on a small scale one of these arrangements. The part
to the left of the motor shown in outside elevation remains unchanged. The
central part and the cylinders E are likewise shown in elevation. The wheel is
mounted and the mechanism for changing the speed are arranged on the right side
which alone is somewhat modified as shown in Figures 16.
The felloe U is mounted on spokes U₁ slightly bent so as to bring the said felloe
towards the axis of the wheel. The said spokes are fixed in any suitable manner
to a cylinder or cylindrical part U on a sleeve U having a screw collar for fixing
the cylinder U carrying the spokes of the wheel.
The sleeve U is loose on the extension F' of the nave F and is provided at its
right end with a toothed wheel U firmly attached thereto. The cylindrical part
carries at its right end a toothed wheel U so that by means of the parts U2 U³ the
toothed wheels U U' act together.
The extension of the nave F¹ carries at its end a toothed wheel F of the same
diameter as the wheel U* and arranged at the side thereof.
The right arm of the fork A of the frame ends in a head piece U carrying on
the one hand the sleeve A' in the interior of which the motor and driving wheel
turn and also provided with two guiding pieces u in which slides a frame U
carrying at one of its ends a toothed wheel U8 corresponding in width to that of the
two wheels U and F2 and at its other end a shaft having two toothed wheels of
unequal diameter U° U. The whole mechanism is mounted in a box U" to
protect it from the dust. A rod U" fixed to one of the ends of the sliding frame
passes through the said box and can be operated from the outside in any suitable
manner. When the rod U is drawn so as to bring the large toothed wheel U³ in
gear with the toothed wheels U and F simultaneously as shown in Figure 17 the
wheel U turns at precisely the same speed as the motor and the result obtained is.
the same as if the motor and the wheel were formed in one as is the case with the
machine hereinbefore described.
When the rod U is repelled in an opposite direction the wheel U ceases to gear
with the wheels U and F but on the other hand the toothed wheels U and U¹º
come into gear with the toothed wheels F2 and U³ respectively. The movement of

page_text: the motor is transmitted to the wheel by this retarding device and the said wheel
turns at a slower speed than the motor and the force exerted is in this case made
greater use of. Any other arrangement of accelerating or retarding gearing may
be employed in the place of that I have just described.
i
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 velocipedes propelled by a self driven wheel, the combination of a hollow
nave F, cylinders E fixed radially to the said nave, admission valves E2 and
exhaust valves e² placed on the outside of each cylinder, the admission valves
communicating with the nave by means of pipes E³, and chambers E formed in the
nave and opening therein, the exhaust valves in like manner communicating by
tubes with chambers et formed in the nave but leading outside to a fixed gas
collector, the said valves E2, e², being provided respectively with rods and sliding
blocks Ee working in two-way cams 132 62 and with springs E for keeping the
said valves against their seats the said springs being mounted on hollow plugs E
with end pieces El for effecting the cooling of the springs, all substantially as
herein before described with reference to the accompanying drawings.
./
2. In velocipedes actuated by a self driven wheel, the combination of a nave F,
cylinders E fixed radially to the said nave, supply valves E2 and exhaust valves e
having rods jointed to sliding blocks E, e, with two-way, cams B2 62, the cam
-corresponding to the supply valve being provided with a sector B moving round
the axis of the said cam so as to increase when desired the length of the projecting.
part of the said cam, and a crank shaft B capable of being keyed to the frame
when desired, one part of the said crank shaft being hollow for the passage of the
explosive mixture, and the central bent part of the said crank shaft being provided
with a sleeve formed on one of the piston rods, the other piston rods being jointed
to the said sleeve, substantially as herein before described with reference to the
accompanying drawings.
3. In velocipedes propelled by a self driven wheel, the combination with the
nave F, the cylinders E, and the crank shaft B, of a reservoir for supplying a
regulated flow of petroleum, the said reservoir being provided with a tube B",
opening into the nave, and of a reservoir for allowing a regulated flow of oil, the
-said reservoir being provided with a tube opening into the part B arranged opposite
the hollow part of the crank shaft, for increasing when desired the carburation of
the explosive mixture and efficiently lubricating the internal parts of the motor
substantially as herein before described with reference to the accompanying
drawings.
".
4. In velocipedes propelled by a self driven wheel the combination with the
nave F and the cylinders E of a disc H' of insulating material, mounted on an
-extension of the nave, the said disc being provided with metal segments, to which
conductors are connected leading to the bottom of each cylinder and terminating in
the interior of the same in an insulated metallic part of a fixed flexible contact H
placed opposite, the segments of the disc H', the said flexible contact being
electrically connected to one of the terminals of an electric transformer or induction
coil VI, the other terminal being connected to the frame of the machine the
induced circuit being in connection with a reversing electric battery formed of a
cylindrical air-tight vessel, enclosing an inner cylindrical porous vessel, bent into
folds, in its upper part, and enclosing carbons between the said folds and the
depolarizing liquid, the zinc being in the upper part of the space formed between
the two vessels by a perforated part N' and the exciting liquid occupying when at
rest, the lower portion of the said space, the said battery being moveable round the
axis of the exterior cylindrical vessel all substantially as hereinbefore described
with reference to the accompanying drawings.
5. In velocipedes propelled by a self driven wheel, the combination of the
cylinders E, exhaust valves e², tubes e³, exterior to the cylinders, clearing chambers e
.

page_text: arranged in the nave, a collector formed by a half ring with vanes open opposite
the orifices of the chambers et the said ring having an extension tube G¹ opening
into a spiral G³, G', with a carburettor formed by an external chamber J, an inner-
carburation chamber J', a chamber M' opening to the atmosphere and communi-
cating with a spiral M³, M', parallel to the spiral G³, G', and opening into the.
chamber J, and with a box K connected by the conduit H" with the box B¹
placed opposite the hollow portion of the crank shaft B, and communicating by a.
double cone valve K' with the chamber J' or the chamber M¹ or with both.
simultaneously, the carburettor being then in connection respectively with the lower-
part and upper part of the hydrocarbon reservoir 11 forming the mud-guard, by-
means of a pipe L starting from the base of the said reservoir, and combined at its.
other end with an obturator device having flexible plates L³, L12, connected by an.
arrangement of levers to a float L' for securing a constant level of the hydro-
carbon in the chamber J, and by a pipe 7 starting from the top of the said
hydrocarbon reservoir, and conducting the hydrocarbon vapours collected in the
upper part of the said reservoir II, to the box K, substantially as described with.
reference to the accompanying drawings.
6. In velocipedes propelled by a self driven wheel the combination of the crank
shaft B of the motor, a double latch Q" keyed on the end of the said shaft with.
two engaging pieces QB, capable of sliding on the frame and one or more springs
for causing them to approach each other, the said pieces Q8 being provided with
holes Q for engaging the double latch and notches Q and with a double cam Q
formed in one with a toothed sector Q the said sector engaging in a rack for
receiving when desired a longitudinal movement in either a backward or forward
direction by means of any suitable arrangement substantially as and for the.
purposes herein before described with reference to the accompanying drawings.
7. In velocipedes propelled by a self driven wheel the combination of the nave F,.
of the motor, of the crank shaft B, of a double latch Q keyed to the end of the
or notches, a
said shaft, sliding engaging pieces Q, with holes and recesses
spring Q, a double cam Q fast on a toothed sector Q, a double rack Q³, with a
second sector Q bored for the free passage of the pedal axle O, the said sector
being capable of moving round the axis of oscillation Q, and provided with an
arm Q, connected to an engaging rod Q1, the said rod being provided with a spring,.
a free cylindrical part O provided with a tail piece entering a notch of the
sector Q, a toothed wheel O keyed on the pedal axle and constituting an open box
for receiving the cylindrical part 04, and two series of wedges O³ 0° between which
are friction rollers O', with a brake strap R surrounding a disc R³ fast on the
shaft F, a band or strap R having at its forward end a bent nose R' bearing on the
sector Q, and a sheath or shield X enclosing the mechanism all arranged and.
operating for the purpose and in the manner as herein before described with reference
to the accompanying drawings.
8. In velocipedes operated at will by a motor or by pedals, the combination of
the nave of the driving wheel, of a cylindrical part keyed on the said wheel of a
toothed wheel loose on the nave and forming a box for containing the said
cylindrical part, and two sets of wedges on rings between which are friction rollers.
with a toothed wheel keyed on the pedal axle, the latter being connected to the
toothed wheel loose on the nave of the driving wheel by means of an endless chain
so as to propel the driving wheel by the movement of the pedal axle without
propelling the pedal axle by the movement of the driving wheel substantially as.
hereinbefore described.
9. In velocipedes a support or stand formed by two bent arms Ti mounted in.
sleeves carried by the frame, return springs T³, recessed sectors T', with cords.
fixed thereto at one of their ends passing over one or more guide pulleys T' and
fixed at their other ends to the steering handles, the said handles being
5 capable of being moved around an axis at right angles to the horizontal plane of
the machine with the object of unfolding the said arms T' to a perpendicular
D

page_text: position or drawing them up against the frame of the machine substantially as
hereinbefore described.
10. The general arrangement construction and combination of parts constituting
a velocipede propelled by a self driven wheel operating substantially as and for the
purpose hereinbefore described with reference to the accompanying drawings.
11. The modified construction of a velocipede provided with a self driven
wheel consisting in mounting the said wheel on a sleeve turning on one of the
extensions F1 of the nave and in mounting on the said sleeve and on the said nave
toothed wheels U, U, and F, which may be coupled up by toothed wheels U8 or
toothed wheels U U10 so as to cause the driving wheel to turn at a speed equal to,
or greater, or less, than that of the motor, substantially as hereinbefore described
with reference to Figures 16 and 17 of the accompanying drawings.
"Dated this 23rd day of October 1895.
JOHNSONS & WILLCOX,
47 Lincoln's Inn Fields, London, W.C., Agents.