Improvements in Explosion Engines and in their application to Motor Vehicles.
Year: 1899

page_text: Date of Application, 20th June, 1899-Accepted, 25th Nov., 1899
[Communicated from abroad by HERBERT BANKS STEELE, of Malden, in the.
County of Middlesex, and Commonwealth of Massachusetts, United States
of America, Gentleman.]
Improvements in Explosion Engines and in their application to
Motor Vehicles.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
45, Southampton Buildings, in the County of Middlesex, 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:-
My invention relates to devices for the application of power to the propelling
wheel of vehicles, in devices for enabling the rider to control the power and
speed of the vehicle and in improvements in explosion engines.
Herein my invention is described and shown as embodied in a vehicle of the
well known bicycle type, though applicable to other forms of vehicle as well,
and only so much of the frame is shown as is necessary to understand the
invention, the remainder being similar to that in common use.
Referring to the accompanying drawings,
Figure 1 is the side elevation of the rear end of the machine;
Figure 2 is an enlarged section through the rear joint piece of the frame
showing the air passages therein and in the tubes of frame, but this and all
succeeding views are shown as if the engine were vertical on account of con-
venience in executing the drawings.
Figure 3 is an enlarged view from the rear of the vehicle (the left of
Figure 1);
Figure 4 is a much enlarged section through the spray maker or carburetter;
Figure 5 is a sectional view of the carburetting apparatus.
Figure 6 is a much enlarged section through the primary charging mechanism
and electrical connections;
Figure 7 is an enlarged vertical section through the centre of the engine and
corresponding with Figure 1.
Figure 8 is a much enlarged section through the oil admission valves;
Figure 9 is an enlarged horizontal section through the engine at the exhaust
ports and Figure 10 is a much enlarged horizontal section at the rear axle of
the vehicle.
The frame of my improved vehicle in the form shown follows the design of
the bicycle. The lower forward diagonal C, is made of much greater internal
capacity however to serve as an oil reservoir. Upon the joint piece B at the
rear of the frame on the side shown in Figure 1 is carried an explosion engine
which is fed with oil from the reservoir C, by pipes mostly within the frame.
The oil case C carries two levers, 1 upon which the toe of the rider rests and
which connect by the long bent rod D with the brake shoe D; and also the
lever D upon which the heel of the rider rests and which is connected by the
link D³ and lever 13 with the wire cord D running to the engine. Through
this cord the movements of the said heel lever are communicated to the

page_text: mechanism of the engine by which the amount of power delivered to the driving
wheel is regulated. The tube A of the frame should be made rather larger than
usual as it forms the inlet for the air used in the engine and it should be
provided with a filter by which dust is removed from the air. Air passing down
the tube A enters the cavity of the joint piece B, see Figure 2, in which piece
this tube is firmly brazed, passes the check valve B, accessable by the screwed
cover B and both also formed in the joint piece B and enters the case E, which
corresponds with the crank case in the usual style of engine. To a raised
flange E Figures 3 and 7 of this case the cylinder Figure 7 of the engine is
screwed and to the case also are screwed the bearings of the engine shaft Q
and the bearings of the regulating shaft Q. The case is by a portion B5 Figure 2
which is turned concentric with the main shaft, fastened into the joint piece B
on a seat bored therein concentric with the driving wheel axle and by the two
screws 13 Figure 1. This construction keeps the engine shaft in line with the
axle and also permits ready removal of the engine. Extending upward from the
case the cylinder of the engine lies along the rear diagonal of the frame. Within
the cylinder reciprocates the piston formed of an upper portion J Figure 7
which is the motor piston and a lower and larger section J2 fitting closely an
enlarged lower portion of the cylinder; this enlarged portion forms the pump
piston. Extending downward from the central portion of the piston is a rack J
which must be constructed rigidly parallel with the body of the piston. This
rack J³ engages with a gear J concentric with and borne upon the engine shaft Q
by ball bearings so that the gear is free to turn on the said shaft and the shaft
within the gear. The power of the engine is delivered from the explosion of
the charge above the piston through the said rack and said gear and is trans-
mitted to the engine shaft by mechanism later described.
Below the piston, which is hollowed out on its under side to permit it to
partly enter therein, is a spring K whose function is to store up sufficient of
the power of the explosion on the motor stroke to accomplish the return or up
stroke of the piston and the compression of the gaseous charge in the combustion
chamber. This spring at its lower end rests upon a ledge or projection even with
the bottom end of the cylinder. Above the piston sufficiently to allow a
combustion space H suitable for the compressed explosive mixture is the air
inlet valve whose stem g³ is guided within the hub g of the flanged head G
of the cylinder which valve G2 is held lightly to its seat by the small spring g²
bearing upon the enlarged underside of the head of the stem. The flanged
cylinder head & is rather deep and has around its outer edge a row of ports I'
entering the space formed above the valve G2, the head G is held to its seat on
the cylinder by the annular screwed ring G³, threaded over the end of the
cylinder by which thread and an inward flange at the upper part it holds the
head piece G. This ring nut G is provided with a row I' of holes or ports,
extending those formed through the cylinder head. Above and screwed to the
ring nut G³, is a large hollow ball for ornamental purposes. Around and entirely
enclosing the cylinder is a casing I made of thin metal and between the two is
thereby formed a space 12 which I use as a passage for carrying the air from
the lower case E to the ports I' at the upper end. That this inflowing air may
cool it as much as possible I provide the exterior of the cylinder with annular
radiating ribs at the end near the explosion space. At the lower end of the
cylinder the space I communicates with the case E by holes I through the
cylinder wall. At the central portion of the engine the continuity of the case I
is interrupted by the exhaust port ring F3 over which ring the parts of the casing
are shouldered, the space I through which the air flows being continued through
the exhaust ring between the exhaust ports as shown in section in Figure 9.
The engine exhausts through an annular group of holes F so situated in the
cylinder that the piston uncovers them near the end of its motor stroke and
these are grouped as shown in the section Figure 9 to allow for passage between
the groups, of the air flowing in the passage I².

page_text: Un in the form of spray mingled with vapor together with sufficient air to
transport it enters the cylinder at the port L Figures 7 and 8 situated sufficiently
above the exhaust ports to allow the admission to take place after the piston
has closed the exhaust ports on the up stroke, the vapor entering the port L is
controlled by a governing mechanism hereinafter described.
The engine operates upon the well known two cycle plan giving a motor
impulse on every forward motion of the piston. It has been previously mentioned
that air for the engine enters by way of the frame tube A5 past the self acting
valve B¹ and passages in joint pieces B into the case E and this is caused by
the upward stroke of the piston. Upon the motor stroke the air is compressed
moderately in the case E and passages I2. Near the end of the motor stroke the
exhaust ports are uncovered and the burnt charge above the piston escapes through
them upon the fall of pressure in the combustion space the valve G2 instantly
opens admitting the air from the case E to the combustion chamber, which air
expels any residue of the burnt charge and fills the cylinder with pure air.
After the piston on its return stroke has closed the exhaust ports, the admission
valve opens and sufficient oil for the next stroke is injected into the cylinder.
The flight of the piston then continuing it compresses the gaseous mixture thus
formed into the explosion chamber H when it is exploded automatically by
any usual device therefor. It will be noticed that I make the lower pumping
piston J2 larger in diameter than the motor piston. This is to insure that
sufficient air will pass through the cylinder to completely expel the products of
combustion and this is particularly important in the smaller sizes of engines.
And this use of a larger amount of air is again of value as it causes increased
cooling effect on the cylinder.
I also proportion the engine so that the piston will over-run its exhaust ports
by an amount sufficient to give plenty of time for the exhaust of burnt gases and
re-filling the cylinder to occur.
The oil supply is carried in the reservoir C forming the forward diagonal
of the frame. It should be constructed air tight and is filled through a screw
cap C Figure 1 at the lower end when the machine is laid upon its side. At
the extreme lower end of the case C is the tube C through which the oil flows
from the case C to the interior of the ball shaped piece N', where it forms a
small reservoir N immediately from which the supply for the engine is drawn.
The ball shaped piece N¹ containing the reservoir N forms the lower part of my
spray-maker or carburetter, which is best seen in Figure 5. The amount
in the reservoir is practically constant through the automatic action of the oil and
the atmosphere; any excessive flow of oil is checked by completely immersing
the outlet tube ct and preventing the necessary return passage of air to the
case C.
The nipple c¹ is a part of and permanently screwed into the case C, the piece C²
being provided with a nut engaging with the nipple c¹ so that the spray-maker
may be easily detached from the case C. The body of the spray maker extends
within the chamber M and is separated off from the rest of the tube A+ by the
partition M¹ brazed in place. In this chamber M is the nozzle M³, formed on
the end of a central tube M2 which rises from a boss N2 within the reservoir
piece N¹. About the tube M2 works a valve m3 which is seated on the shell m³,
and forms the lower limit to the chamber M. This valve m² rises automatically
to pass air into the chamber M, at which time it will also allow any liquid
which may collect above it to flow downward. The shell m³ is provided with
one or more perforated partitions m5 and me through which also liquid may
pass in a downward course but which restrain in a measure the oil in the
reservoir N from being projected vertically by sudden shock. Through the
shell m³ are also formed holes mt for the admission of air under the valve m³
by which valve this air will enter the chamber M to replace any withdrawn
from the tubes.
Now the nozzles M³ are connected by the interior of the tube M and by the

page_text: system of tubes M, M (which passes for a considerable portion of its length
inside the frame tube A), the reversely curved tube M6 (see Figure 1) the
tube M7 (see Figure 3) and the union piece № with the annular space M8
(see Figure 7) within the cylinder F occasioned by the different diameters of the
cylinder bore. As the pistons J1 J2 reciprocate the volume of this space is
alternately diminished and increased, so that the air therein is compressed and
violently driven through the tubes M M M M M and nozzle M³ aforesaid
into the chamber M, upon one stroke of the pistons and upon the reverse stroke
is drawn back through the tubes in the reverse direction and into the annular
space M8 aforesaid. While the pressure within the chamber M and system of
tubes is released by the motor stroke of the engine oil flows through the small
passage which connects with the reservoir N past the automatic valve n
into the interior of the tube M4 from which upon the occurrence of the return
stroke of piston and rush of air the oil is driven into the chamber M and dashed
or torn into spray by the air in entering. Upon the successive strokes of the
piston the oil becomes thoroughly disseminated through the air, and the air
both in the chamber, and upon the return flow the air in the tubes and cylinder M8
become charged with oil. The joint between the tubes M and M is made with
a nut similarly to that of the tube C3 to permit of the ready disconnection of
the tubes and removal of the carburetter from the frame.
At the point where the tube M6 unites with M7 in the joint piece marked "O"
in Figure 3a passage (not shown) is made from these tubes which opens as 01
in Figure 7, below an automatic valve 02. Above this valve is an air chamber 04
of sufficient capacity to hold rather more than sufficient oil spray for one stroke
of the engine. Just above the disc of the valve is an opening 03, by which this
air chamber is connected with the vertical tube 05 leading to the case 06 of
the admission valve see Figure 3, and opening into the channel L² (see
Figures 7 and 8) of the valve. During the periods of pressure in the car-
buretter chamber M and tubes M6 and M. so much of the compressed and oil-
charged air escapes from these tubes by the channel 0 and past the valve (2
as will fill the air chamber * and connecting tubes 05 at the then pressure, and
this amount is prevented from returning and held under pressure by the valve 02
and is available and is held for admission to the cylinder of the engine.
Referring to Figures 7 and 8 the cylindrical body L' of the regulating and
timing admission valve is attached by means of the screw L' threaded in the
engine cylinder F, and the nut L8, between which nut and the cylinder, is
clamped the upper end piece L" of the cylinder L'. The admission ports L
of the cylinder are directly in front of the screw piece L' and are continued
within the said piece by several holes Lo reaching back and opening into the
central portion of the cylindrical valve piece, and these holes are closed during
the explosion by the automatic valve L6 which prevents firing back and relieves
the admission valve of undue pressure. Around the central portion of the
cylindrical body L' is made an annular passage L2 which is exterior to and so
that it may be more or less completely shut off from the interior by the throttling
plug L which has a row of holes through its shell which holes in one position
match with the passage L. This plug L is fitted so closely within the bore
of the piece L within which it reciprocates that its adhesion to the bore will
hold it from accidental displacement. Above the plug L the interior of the
body communicates with the passages L10 above described through openings
controlled by the conical timing valve L, which is actuated by the reciprocating
parts of the engine through the rod L, with which the valve is connected by
the pin and the spring 7. The valve L is slotted about the pin , which
with the spring / enables the valve to be seated correctly without confining rigidly
the upward motion of the rod L. The rod L³ also carries fast upon it the
flange L of such size as to engage the plug L above referred to and push it
along in its upward stroke as far as the motion may go. The valve L is of
such size as to carry the plug down on the downward motion of the rod L³.

page_text: Now the downward limit of the motion of the rod L³, is unchanged for the
different lengths of reciprocations and is always such as to present the full open-
ing of the holes in L' to the passage L2; but the upward stroke of the rod L³,
is variable and for the purposes of admission the true area of the openings in
the plug L vary according to the position they are in with relation to the
passage L². Motion is communicated to the valve rod L³, by a lever h² Figures 1
and 3 fast on the rockshaft h³, projecting through the wall of the wheel side of
the case E. On its inner side this rockshaft is provided with a cam lever h
carrying a cam roll ³ at its extremity, in the path of the reciprocating cam 6
fast on the rack J³, before mentioned. The incline or operative face of this cam
is so designed in connection with the length of the rod L³, and other parts that
it causes the rod L³, through the cam roll and connecting levers to shut the
admission valve on the motor stroke (of the piston) just as the working face of
the piston passes the exhaust ports of the engine. The cam is further so shaped
as to cause the rod L³ upon the motor stroke to push up the throttling plug L'
sufficiently to almost completely close the connection of the engine to the vapor
supplying passage L2 upon the longest permissable stroke of the piston, and
to push it up proportionately for other lesser throws, and to not push it up
at all for the minimum stroke of piston. Upon the return stroke to move the
throttling valve L down to the fully open position by the continuation of the
opening movement of the admission valve L. The spring in connection with
the cam performs the townward motion of the valve rod L, and at the
entrance of this rod into the valve case L' it is provided with a stuffing box.
Figure 8 shows the mechanism of the admission valves much enlarged and in
correct relation for the period which elapses from the time the piston on the
compressive stroke passes the exhaust ports and opens the admission valve L
until it again approaches the exhaust ports on the motor stroke and begins to
shut the said valve L. Keferring to the cam of Figure 7: in the design
shown, on the motor stroke, the portion (1) of the cam raises the valve L from
the position shown in Figure 8 in contact with the valve Lt the portion (2)
of the cam keeps the valves at rest the part (3) closes the valve L the part (4)
gradually raises the throttle L* in amount according to the length of it which is
caused to pass the cam roll; the part (5) keeping the parts at rest at the minimum
opening of the valve L should this part of the cam come into use. The stroke of
the piston should generally stop with the cam roll on some part of the slope (4).
On the return or compressive stroke of the piston, the parts (5) and (4) in passing
the roll allow the rod L to descend until the part (3) comes into action when it
opens the valve L5 which opening is maintained by the part 2 while the admission
of oil is going on (the valve L remaining unchanged from its position determined
by the last motor stroke). Continuing the part (1) allows the further opening of
the valve L for the purpose of setting the valve L fully open, and leaves the
valve as shown in Figure 8. It will thus be seen that the action of the throttle
valve L is such that the amount of oil admitted to the engine from the chamber
or reservoir O is determined by the length of the previous motor stroke and
that the action of the valve L is such that this admission only occurs after the
exhaust passages are closed.
The gear J (see Figures 7 and 10) before referred to as being driven forward
and back by its engagement with the rack J3 is mounted in ball bearings
the cups of which are carried by the gear and the cones k and by the shaft Q
upon which they are fast. I counterbalance the engine by providing a
weight T guided within a tubular shield E, Figures 1 and 3 by the bearing
pieces T2. At its lower end the weight is guided by a friction roll T3, turning
upon the pivot T fast in a pocket of the case E, which roll bears against the
back of the rack T. In order to be effective the weight of the counter-balance
should be equal to the weight of the piston with one half the weight of the
spring K added; and care should be used that the combined weights of the
reciprocating parts is that proper for the desired number of reciprocations per

page_text: minute. The tubular extensions E¹ and E fast in the lower side of the case E
are of use only as shields over the racks of the piston and counter-weight.
Near the end of the shaft Q and fast thereon is a ratchet . Next on the shaft
to the ratchet, and with a long hub K³, extending within the cone piece k¹ is
the gear Js, somewhat larger than the gear J previously mentioned. This gear J8
is free on the shaft and has, carried loosely on the hub an annular spring J:
This spring is fast to the gear at one end. Its other end projects radially into
the path of revolution of a lug Je formed integral with the gear J and so that
the lug J strikes the abutment J when the gear Jis turned in one direction
i.e. when the piston rack J3 is driven down on the motor stroke and also moves
freely away therefrom when rotated in the other.
Parallel with the engine shaft and borne in a boss extending from the case E
at the back end and at the front in a spider Q screwed fast in the case by
threads h, in its rim is a second shaft Qadapted to turn freely in the said
bearings under control of a sheave D8 fast on the shaft outside of the case E.
This shaft supports, by means of an annular ball bearing running on the
cones Q³, screwed on the sleeve R', which is fast to and really a part of the
shaft Q a large roll Q2 which roll forms the guide and support for the piston
rack J, aforesaid. The shaft Q also has rotating freely on it the gear R
provided with the long central hub, bearing on the shaft. This gear is in
mesh with the gear Je before mentioned and it has within the recess formed
by its hollow body a powerful coiled spring R³, the outer end of which is fast by
rivets to the gear. I prefer to form this spring thinner near the centre that
the power thereof may greatly increase as it is wound up. The inner end of the
spring is rivetted to a ring R which is slipped loosely over the end of the long
sleeve R¹ and held thereon by pins Rt, one of which is shown dotted.
Now it will be seen that if the sheave Ds is held, that the spring R³, being
rigidly connected thereto by the shaft, of which the sleeve R¹ is a part that the
spring is likewise held by its inner end. And that as the piston reciprocates
the gear J back and forth the lug J will, upon the downward motion of the
piston, engage the abutment J7 of the gear J8 and will turn this gear as far as
the motion may go. And as the gear R meshes with the gear Js the former will
be moved a corresponding amount, winding the spring R³ fastened thereto by
carrying its outer end around; and that upon the return or upward stroke of the
piston the lug J is carried away from the lug J7 and the latter is then free and
the gears are adapted to return the gear J8 back as far as it came and with
the force of the spring. Now the teeth of the ratchet are faced so as to
turn the shaft in the direction of the return or up stroke of the engine, and upon
the gear Js and adapted to engage and turn the ratchet in this direction I pivot
the pawl S upon a pin s fast in the said gear, and also place a light spring s
to cause the pawl to engage. It is through this pawl and ratchet that the
power is applied to the engine shaft and after the said power has been stored
in the spring R³, by the motor stroke of the engine.
It is obvious that the amount of force delivered to the shaft Q depends
upon the tension communicated to the spring R³, by the sheave D8 and that
if left free no force whatever is communicated to the shaft and the lug J7
does not follow up the lug J6 on the return stroke of the engine, but remains
in the position to which it was carried on the motor stroke. And also that in
this condition the engine, including the counter-weight and gear J4 may run
uninterruptedly without communicating any force to the shaft. And also that
the shaft may turn freely as when coasting, rotating under the pawl and in
the bearing of the gears. And as the engine shaft is connected to the axle
of the vehicle, its speed of rotation bears no definite relation to the speed of engine
but may be anything whatever, and the spring R³ may not have time to unwind
fully before being re-set by the next stroke. And it is further obvious that
as the spring can give any assignable force through appropriate winding of the
shcave I can obtain any number of vehicle speeds.

page_text: The front end of the engine shaft Q is carried by balls running in a shell
or case fast in a spider Q which is screwed by threads h in its rim fast in the
case E. These balls bear upon a cylindrical portion of the shaft that a slight endwise
motion thereof may be permitted, a spring being carried in a central projection
from the web of the ball case presses the shaft with a light force toward the back of
the case, so that the running joint formed by the washer on the opposite end of the
shaft may be kept closed. The cone case forming the back support of the shaft
consists of two principal portions, a shell U carrying one of the exterior cones
of the bearing, provided with a web pressed against by the washer and with
a flange or lip against the inside of the case E. It has threaded into it for
purposes of adjustment a cap portion U2 carrying a second exterior cone forming
with the first the exterior bearing of the ring of balls u². This cap U2 has
a thin portion projecting inwardly holding a felt dust washer u', and an exterior
flange under the edge of which a number of screws u take a bearing. These
screws are threaded in the case E and when screwed out lock the cap 'U³ in
the shell U at the same time straining the shell tight against its flange within
the case.
Running within the ring of balls u² and forming the inner member of the
bearing is a bushing U having double cone surfaces bearing on the balls to
restrain it from moving endwise. Within this bushing U and with its end
substantially at the centre of the ring of balls the end of the engine shaft Q
is immediately borne. One end of the axle V of the driving wheel also is
supported by this bearing, also with its end substantially opposite the centre
of the balls; its end V₁ however is spherical that it may not disturb the bushing
if not in exact alignment. The bushing U is driven by the pin fast therein
spanned by the slotted end of the shaft, and it has screwed into an extension of
its end opposite to the shaft a ring U³, by which it drives the axle through the
intervention of a universal joint composed of a floating ring and two pins
at right angles connecting the ring V, one with the screwed ring U and the
other with the axle V.
The other end of the axle is supported by a similar spherical portion V³ resting
in a similar bushing W, which also has double cones for the ball track W³, and
which bushing is likewise driven through an extension by a universal joint con-
sisting of a like floating ring 3, and pins 4 at right angles to each other.
The balls w. supporting the double coned bushing W are disposed in the plane
of the frame. They are in a case W which carries one of the exterior cones,
and has a cap W for purposes of adjustment screwed on from the back
carrying the second exterior cone. These exterior cones support the balls and
bushing from endwise motion. Felt dust washers w² and w² are inserted. The
joint piece W³ uniting the rear diagonal A7 of the frames with the rear hori-
zontal member, both on the further side of the vehicle is bored to fit the ball
case W which is firmly held therein by the screws was shown. By this con-
struction the front and back frames are held. a constant distance apart, the
axle universal joints and bushings acting in the capacity of a through bolt and
the cones guiding the balls, serving as flanges thereon; while at the same time
the universal joints and spherical seating of the axle permit a substantial dis-
placement from alignment without cramping. As the hub V4 of the driving
wheel which is supported upon two disc like enlargements the axle is slightly
larger inside than the diameter of the screwed ring U³, I am enabled, after with-
drawing the screws holding the back bearing case, to unscrew the screwed
ring Us, from the bushing U by the exterior portion V2 of the axle which commonly
forms the step of the rider, and withdraw the axle and rings through the hub
of the wheel, the entire back case, balls, bushing and all remaining on the
axle and being withdrawn from the frame at the same time. As a direct means
of driving the wheel I cut a notch 3 (Figure 3) in the hub thereof engaging
with lugs extended from the bushing U. This lug by. its engagement with the
wheel also holds the bushing U from rotation while screwing the threaded ring

page_text: in withdrawing or inserting the axle. As a
unscrewing voluntarily I insert the split pin
wheel.
means of preventing the axle
through it and the hub of the
I screw the cap E³ on by the screws e¹ which are threaded in the spiders Q
and Q. The joints under the cap and all other joints about the case should
be tight to restrain the air in the case, under compression. As the centres of the
spiders are so near together a portion will have to be cut from the rim of each
to permit them to be screwed into place. I also use a shield 07 Figure 3 over
the exhaust ports F to break up the force of the escape therefrom and turn it
in a downward direction.
There is a branch pipe P Figures 1, 4, 6 and 7 for use in starting only,
connected with the tubes M and Ms in the casting N where they unite by the
passagen enlarged in Figure 6 and shown partly by dotted lines. This passage n.
is governed by the valve n¹ (under the control of the operator) which is normally.
held to its seat by a small spring bearing directly upon it. Below the valve
the passage n is continued by a similar passage to the vertical passage n
with which the interior of the tube P communicates. At its upper end this
tube opens into a tee shaped piece P2, the space in which opens into the jacket
space before mentioned, by the annular hole P, which hole should be of quite
small area. Upon the opening of the valve n¹ oil may be driven from the oil
passages M5 M6 and reservoir M into the casing passages I where it will mingle
with the air there and form an explosive mixture.
Also for starting I provide the back of the counterweight rod T with a second
rack and in engagement therewith I mount (see Figure 10) a small gear T
upon the same stud 14 as the guiding roll T3 before mentioned. Upon the side
of this gear T opposite to the guiding roll is formed the ratchet teeth of a.
clutch. To the front of the gear and mounted in a bushing S fast in a boss of
the case E is a crank whose hub S may move endwise as well as rotate, which
hub carries on its end next the gear T a clutch S6 with ratchet teeth engaging.
the similar teeth on the gear when pushed into contact therewith. The crank
hub is hollow that it may slip over the head of the screw T and also
contain the spring whose action is to press the crank toward the front and
disengage the clutch from the gear. Upon the side of the clutch next the
bushing S is a V shaped projection S fitting a similarly shaped cavity $5
in the bushing S, which when the crank is drawn by hand or forced to the
front by the spring t, prevents the crank from being turned accidentally. $2 is
the handle of the crank and in operation this is forced toward the case by the
hand disengaging the projections S S and engaging the clutch, and the gear
turned thereby which will cause the counterweight to ascend and the piston to
descend against the force of the spring K before mentioned.
When the piston has been caused to descend sufficiently in the judgment of
the operator, say at the time the exhaust ports are open the crank is pulled
forward disengaging the clutch from the gear, upon which the piston is driven
upward violently. compressing air in the space M8 above the enlarged piston
before mentioned and thus causing spray to form in the spray chamber M just
as in the running of the engine. But the hub of the crank S³, is (see Figure 7
where it shows in section as a ring), provided with a cam portion directly under
the spindle of the valve ¹ of such shape as to allow the valve to shut only
when the crank is in its position of rest and to hold it open at all other times.
Consequently this valve has been held open in the operation of the crank just
described for the formation of spray, and the spray formed in the chamber M or
a considerable part of it will be injected into the casing passage 12 through the
pipe P before mentioned, where it will mingle with the air already there and
form an explosive mixture therein. Upon operating the crank a second time
this mixture is driven from the case 12 upon the descent of the piston and the
automatic operating of the valve G2 above same and into the cylinder of the
engine; and upon the subsequent release of the piston is violently compressed

page_text: into the combustion chamber H, whereupon it explodes by the action of such
compression and the igniter 2 projecting into the chamber. The igniter 26
(enlarged in Figure 4) a simple loop of platinum wire maintained at a red
heat. by an electric battery, not shown, during the time the circuit is closed
by the upper end of the rod of the valve n¹ closing against the contact piece Po
projecting through the insulating cap 4 of the valve, and which occurs only
when the crank S is being operated. The battery is connected to the wires P
and P and the current goes to the igniter on one hand and upon closing the
contact at the valve, through the body of the machine; and on the other from P*
through the insulated stud 28 tightened by the nut 2 to a vertical insulated
wire passing up the space and inside the pipe P before mentioned with
an enlarged end within the piece P2 where it is grasped by a coil on the
horizontal extension 2 of the wire leading to the platinum loop 24. Generally
but two operations of the crank S2 will be necessary and these will also be
sufficient for charging the various oil supplying channels of the engine, as the
same channels are in great part used in starting as in running thereafter.
After running or a few strokes the handle S2 is replaced in the position shown
in (Figures 1 and 10) disconnecting the electrical igniter and closing the primary
oil feeding passage by way of the tube P. For an igniter for use in continuous
running thereafter any form or variety may be used which may be preferred.
When using oils of difficult inflammability it is useful to remove the nut 1
from the piece P and inject a few drops of any readily vaporized oil such
as gasoline into the tube P before starting: before this is entirely burned the
engine will have warmed up enough to use the heavier oil. If not desired that
the operator release the piston at the end of the crank given stroke, the release
may be rendered automatic by a small cam $7 Figure 7 placed on the rack rod
of the counter-weight in such a position that at the desired moment it will
interfere with the clutch S as shown in S Figure 10, where it moves vertically
upward and being a simple wedge will be drawn under the clutch S and force
that clutch from the gear T.
Mention has been made of two levers for the manipulation by the foot of
the rider of the power of the vehicle. The more prominent one in Figure 1 has
a portion raised from the body and projecting toward the observer where the
letter D is placed. Upon this the heel of the rider rests. The lever is pivoted
at the point in the bracket d fast to the frame, and a pivot & in its upper
portion is connected by the link 13 with the pivot fast in the end of a
lever D. This lever is pivoted in the frame bracket at 5 and with the end
opposite to that bearing the pivot spreads into a section also marked 1)².
Upon this section, when it is rotated by the heel of the rider through the con-
nection set forth, the cord D, previously mentioned is wound and this cord
is led over idlers and do to the sheaves also before mentioned to which
its end after making a few turns is fastened. The lever D¹ is the brake lever.
It is pivoted
to the same bracket and its end extends sufficiently to
accommodate the toe of the foot, at the middle of its length is pivoted the
long curved link D which extends to the suspension links of the brake
shoe D. A spring ds near the free end of the lever D is arranged by its central
bolt to partially support the toe of the rider and normally keep the brake from
the wheel. Upon depressing the lever D¹ with the toe the brake D+ is applied
to the driving wheel. Upon depressing the heel lever D the cord through the
lever connections is caused to rotate the sheave 18 fast on the shaft Q before
described thereby adjusting the power applied to the driving wheel.
The operation of the invention is as follows: By laying the vehicle on its
side the oil tank is filled through the orifice controlled by the cap C. When
raised, a portion of the oil flows into the reservoir of the spray-maker or car-
buretter. The crank $2 is now pushed in and rotated, the first motion of rotation
lights the igniter by closing the electric circuit and also opens the passage P to
the interior of the case. Upon the continued rotation the piston is drawn down-

page_text: 48th. The combination of the section A7 of the frame having in its lower end
a circular hole and an annular flange at one end thereof, a case W¹ contained
in said hole, the cap plate W screwing into said case and fastened to the
frame A as specified, the bearings for the balls formed by the cap plate and
case as described, and the hollow bushing W supporting and connected with one
end of the axle, as and for the purposes set forth.
49th. The combination of the case with the removable spiders Qt, Q³, one of
which supports one end of the shaft Q and the other of which supports the
front end of the axle shaft Q, and which spiders have sections removed from
their outer edges, whereby each may be turned in the case independently of the
other, as and for the purposes described.
50th. The combination of the case E, the spiders Q, Q united to the case
as described, the shaft Q supported by the spider and by the inner side of the
case, to which shaft the inner end of a coiled spring is secured, the gear R
mounted upon the said shaft, to the inner face of which the outer end of said
coiled spring is secured, the engine shaft supported at one end by the spider Që
and at its other end by the case U₁ and the case cap U2 as and for the purposes
set forth.
51st. The combination of the case E, the spider Q screwed into it, the ball
case carried by said spider and balls mounted therein supporting the end of
the engine shaft, the case U¹, its cap U2, the balls carried thereby, the cap
and case being united to the case E as specified, the bushing connected with the
engine shaft and providing a bearing for the end of the wheel axle, all as and
for the purposes set forth.
52nd. The combination of the case U having an inner flange to lap upon the
inner surface of the case, also having a hole through which the engine shaft
extends, the compressible washer about the engine shaft, bearing for the
gear Jformed by cones and fast upon the engine shaft, rings of balls k
and running thereon and in cups fast in said gear, the ratchet wheel and
spring to hear against the end of the engine shaft and press it inward as
and for the purposes described.
53rd. The combination in an explosion engine of the cylinder case F and the
outer case I joined at one end to the annular flanged piece G³ of the piston
chamber and at the other end to the case E forming a space I connecting the
interior of the case E at the lower end with the interior of the extension at
its upper end for the purpose of conveying air from the interior of case E
to the said extension.
54th. The combination in an explosion engine, of the cylinder F having an
extension H, a piston, an air tight case containing the spring power trans-
former in which the piston is moved, and which case has a connection with the
outer air closed by a check valve, a spray device connected with an annular
chamber 8 of the said cylinder, and a passage between said air tight case and
the extension H'of the cylinder, whereby the movement of the piston into the
case compresses air therein and causes air under pressure to be forced to the
upper end of the piston chamber and the reversed movement of which piston
causes air to be drawn into said case and forces air through said spraying
devices.
55th. The combination of the cylinder forming a piston chamber, an explosion
space H, tlie air inlet, spray inlet and exhaust ports thereof, the piston J
tightly fitting in the chamber, the air tight case E containing the motor
connected with the piston chamber, the piston spring K, the rack J³ connected
with the piston and engaging the gear J
56th. The combination of the spring holder. the shaft Q¹ to which its inner
end is attached, the sheave D8 and the cord D attached to the sheave.
57th. The combination of the frame sections A5, A6, their connecting joint
piece and the engine casing connected to said joint piece by screws, the joint
piece and casing being formed as specified,

page_text: 58th. The combination of the case E, its extension E¹ and the case E², E³,
opening into the chamber of the case E.
•
59th. In a vehicle, the combination of the case E, the chamber therein, the
piston, the air supply passage contained in a portion of the frame of the
vehicle, the joint piece B uniting the contiguous portions of the frame and
adapted to pass air to the case E, and a valve as B' in the said joint piece.
60th. In an auto-mobile vehicle, the combination of the piston, means for
reciprocating the same, a spring separate and distinct from the said means adapted
to be wound or compressed by one stroke of the piston, the driving wheel of
the vehicle and means connecting the spring therewith whereby upon the
release of the spring from the piston the power of the spring is transmitted to
the said driving wheel, as and for the purposes described.
the
61st. In an auto-mobile vehicle, the combination of the piston, means for
reciprocating the same, a spring separate and distinct from the said means
adapted to be engaged by the piston and released from its connection to the
driving wheel and further to be wound or compressed by the one stroke
piston, the driving wheel of the vehicle and means connecting the spring. there-
with, whereby, upon the release of the spring from the piston, the power of
the spring is transmitted to the said driving wheel, as and for the purposes
described.
62nd. In an auto-mobile vehicle, the combination of an explosive engine, a
power transforming device receiving power from the engine but delivering it
independently thereof and the driving wheel of the vehicle.
:
63rd. In a free piston engine, a piston, a valve adapted when given varying
extents of throw to apportion the charges of vapour for combustion, a cam con-
structed as specified, means connecting the said cam and the said valve, and means
connecting the said cam and said piston whereby the valve is given an amount
of throw proportioned to the throw of the piston and construction of cam.
64th. In a vehicle having a frame on each side of the wheel, a support for the
wheel consisting of rings of balls held substantially in the plane of the frame
and restrained from lateral displacement by the Hanges of the exterior ball
cases and inner members running on the lines of balls having flanges on each
side of the balls, whereby each of said inner members is fixed laterally in
relation to its outer member and to its frame, and a through connection within
the rear wheel reaching from one inner member on one side to the inner member
on the other side for the purpose of maintaining the proper distance apart of
the two frames while permitting the rotation of the cross connection.
65th. In an explosion engine, a gear as J' receiving motion from the piston,
and having a bearing face as J6 adapted to reciprocate therewith and adapted to
engage a similar bearing face as J whose path of motion coincides with that of
the first mentioned, and the sand bearing face J borne upon mechanism
connected to the spring of the spring motor, whereby it is adapted to transmit
power to the spring motor when moving in one direction and is automatically
freed from the engine by the motion upon the reverse motion of the gear J*.
66th. In an engine a spring as of a spring motor connected by mechanism
with a lug as J', the said lug adapted to be moved by the said mechanism in¨
a fixed path, a piston provided with means for automatically running, and a
similar lug as J6 driven thereby and moving in the path of the first mentioned
lug, whereby the two lugs strike upon one motion and separate upon the
reverse.
67th. In an explosion engine, the spring of a spring motor a gear as R
formed substantially shell-like and adapted to enclose in a measure, the said
spring, a gear as J8 meshing with the aforementioned gear, and carrying a lug
as J adapted to receive power from the piston or mechanism connected there-
with, the gear J8 further adapted as by means as of ratchet mechanism to
transmit power to the shaft of the engine.
68th. In an explosion engine, a spring as of a spring motor, a gear as R

page_text: connected with one end of the said spring and further meshing with a gear
as J8, adapted to receive impulses in one direction from the piston and to be
free from the piston upon the reverse motion thereof, the said gear J8 also
provided with a pawl or similar mechanism for engaging with the shaft.
69th. In an explosion engine a gear as J8 provided upon one side with a lug
or abutment adapted to receive power from mechanism connected with the
piston, and provided upon the other side with a means as a ratchet for engaging
a shaft connecting to an instrumentality, the said gear being in connection with
a spring adapted to be compressed upon the motion of the said gear in one
direction and to receive back the power from the spring thus stored in it upon
the other and to deliver the power through the ratchet like mechanism to the
Baid instrumentality.
70th. In an auto-mobile vehicle, a shaft as Q' connected on the one hand with
means whereby the rider is enabled to move the shaft and on the other to the
spring of the spring motor whereby the said shaft is adapted when so operated
to change the tension of the said spring of the spring motor.
71st. In an explosion engine a row of exhaust ports as F extending circularly
around the cylinder individually of small area and collectively of the area
approved by practice for the exhaust passage of explosion engines, and whereby
the exhaust gases are broken up or sub-divided into a number of smaller streams,
in combination with a cape or band as 07 extending around the outlet ends of
the said port F near the said outlets and presenting a surface to the gases
issuing from the said outlets substantially at right angles to the course of the
gases at this point and to the axis of the said ports F, the said cape being open
to the atmosphere at the top or bottom thereof, or between the said ports F*,
the aggregate area of such openings being such as to permit a substantial increase
of volume of the exhaust as compared with the combined area of the outlets F*;
and whereby the gases are first sub-divided by the ports F4 and second impinge
upon 07 and are thereby broken up with the formation of eddies or whirls, which
use up a considerable portion of their energy, and whereby they are caused
to pass from the cape in a larger volume and with lesser velocity than if
projected directly into the atmosphere.
72nd. In an auto-mobile vehicle the combination of an automatic engine, the
driving wheels and a spring motor whose normal and continuous action is to
receive impressed power, hold it for an instant and then deliver the power to
the wheel and while delivering it be free from the engine.
73rd. In an auto-mobile vehicle, the combination of an automatic engine,
the driving wheels and a spring motor whose normal and continuous action is
to receive impressed power, hold it for an instant and then deliver the power to
the wheel and while delivering to be free from the engine, and whereby the
power of the engine is converted so that while the engine runs with a constant
speed the speed of the vehicle may be variable and of any assignable ratio
to that of the engine.
74th. In an auto-mobile vehicle, the combination of an automatic engine the
driving wheels of a vehicle and a spring motor whose normal and continuous
action is to receive impressed power from the engine, hold it for an instant and
deliver the power to the said wheels and while delivering be free from the
engine and means of varying the power of spring in action whereby the power
of the engine is converted so that the power of advance of the said vehicle may
be of any assignable proportion to the power of the said engine.
75th. The combination of a continuously running engine, an independent
controllable spring motor or power transformer combined with the engine and
connected with the driving wheel of the machine, and means for regulating or
stopping the action of the motor or power transformer without stopping the
engine.
76th. In an explosion engine, a combustion chamber, a compression, chamber
for receiving a gaseous charge, a piston working in said compression chamber,

page_text: adapted to transfer the gaseous charge from the compression chamber to the
combustion chamber, the said piston also adapted to be actuated in one direction
by the explosion in. the combustion chamber, a spring such as K adapted to
absorb force from the explosion and to absorb the momentum of the piston on the.
explosion stroke and to return the piston and thereby compress the gases in
the combustion chamber on the return stroke, a main shaft such as Q and
means connecting the said piston to the said shaft whereby the rectilinear
movement of the piston is converted to rotary motion of the shaft.
77th. In an explosion engine a combustion chamber, a compression chamber
for receiving a gaseous charge, a piston working in said compression chamber,
adapted to transfer the gaseous charge from the compression chamber to the
combustion chamber; the said piston also adapted to be actuated in one direction
by the explosion in the combustion chamber, a spring such as K adapted to
absorb force from the explosion and to absorb the momentum of the piston ou
the explosion stroke and to return the piston and thereby compress the gases in
the combustion chamber on the return stroke, a main shaft such as Q and means
as a ratchet and pawl connecting the said piston to the said shaft whereby the
said piston is connected on the one stroke to and released upon the return stroke
from the said shaft.
78th. In an explosion engine an abutment as J6 connected to the reciprocating
parts of said engine, and driven forward and back in a fixed path thereby, a
second abutment as J' movable within the same path as the first and adapted.
to be engaged and carried by the first upon one stroke of the engine and
mechanism within the control for the rider of automatically returning the
abutment into position to be again engaged by the abutment J;-the
said return of J being accomplished while the abutment J is upon the return
or second stroke of the engine, and the abutment J adapted to engage the
abutment J on the first stroke (if J7 be in position) and separate away there-
from on the second stroke.
79th. In an explosion engine in which the air for combustion passes through
a restricted space surrounding the cylinder for the purpose of cooling thereof,
a cylinder provided with numerous small ribs exposed to the air in its passage
for increasing the cooling effect on the cylinder.
80th. In an explosion engine, a cylinder as F provided around its exterior and
in the neighbourhood of its combustion chamber with corrugations materially
increasing its radiating surface, a casing as I enclosing and so near the cylinder
that the space between is small that air passing therein may be diffused in a
thin envelope about the corrugations and pass them with considerable velocity,
an air supply actuated by a pumping piston about one half greater in area
than the motor piston; the said air supply passing through and not merely into
the restricted space and at high velocity, the said pistons being joined and
reciprocating as one in the said cylinder, and the volume of air used being much
greater per stroke than the volume displaced by the motor piston.
81st. In an explosion engine, a cylinder as having a portion of smaller bore
within which reciprocates a motor piston and also having a second portion
with a second or pumping piston which as is also the portion of the
cylinder. within which it reciprocates of substantially one and one half times
the area of the motor piston, passages external to the cylinder adapted to convey
air used from the pumping end to the motor end, a spray making device
connected with the space MS occasioned by the difference in diameters of the
pistons, said spray device operated by pulsations of air in said space, a reservoir
chamber as 0 for receiving and storing spray or vapor connected with said
spray-maker, and adapted to feed spray or vapor to the cylinder by the elasticity
of the vapor therein, a valve as La controlling such admission, and exhaust
ports through the wall of the cylinder and opened by the travel of said motor
piston.
82nd. In an explosion engine, a primary charging device consisting of a spray

page_text: maker operated by pulsations of pressure derived from the piston of the engine,
operating as a pump, and a crank adapted to engage and operate and cause the
pulsations aforesaid, and also adapted to disengage and be free from said piston.
83rd. In an explosion engine, a primary charging device consisting of a spray
maker or vapourizer connected to and operated by pulsations of pressure in
the annular space M8 occasioned by the differential diameters of the pistons
employed in the cylinder. of the engine, and a crank adapted to engage and
operate the pistons and also to disengage and be free therefrom.
84th. In an explosion engine, a primary exploding device consisting of a
combustion chamber as H, means for introducing an explosive charge therein,
a piston as J¹ a crank as S2 adapted to be engaged to and operate the piston and
also to be disengaged therefrom, a spring as adapted to be compressed by
the piston upon operating the crank and also adapted to compress the explod-
able gases in the combustion chamber upon the release of piston from crank.
85th. In a carburetter, a spray chamber as M, an oil reservoir as N means for
forming a spray in said chamber, a valve as m² in the lower part of said chamber,
means of lifting and seating said valve periodically whereby the surplus oil
which may condense from spray is enabled to flow back to said reservoir N.
86th. In a carburetter or spray maker, a reservoir as N from which portions
are withdrawn to form spray or vapor, an oil supply chamber as C air tight
except the passage and located somewhat above the reservoir N and connected
therewith by a relatively small passage : whereby the amount of oil in the
reservoir N is regulated by the action of the atmosphere, oil flowing into the
reservoir and air flowing into the supply C until the passage is immersed by
the rise of oil in the reservoir, when the further flow of oil is stopped by the
cessation of the flow of air caused by the immersion of said passage c
87th. In a spray maker or carburetter, a closed chamber as M within which
the spray or vapor may be formed, which is also adapted to act as a reservoir
and by the expansion of its gaseous contents cause the return flow of spray or
vapour therefrom, a pipe or passage as M5 conveying pulsations of pressure to
said chamber and also conveying back the vapour by the elasticity thereof and
oil connections as whereby oil may be introduced into said pipe or passage,
the said pipe or passage also having one or more openings into said chamber M.
88th. In a spray maker or carburetter, a closed chamber as M within which
spray or vapour may be formed and which is also adapted to act as a reservoir
and by the expansion of its gaseous contents cause the return flow of spray or
vapour therefrom, a pipe or passage as M conveying pulsations of pressure to
said chamber and also conveying back the vapour by the elasticity thereof, and
oil connections as n whereby oil may be introduced into said pipe or passage,
a valve as m² automatically admitting fresh air to replace any withdrawn which
valve upon such admission permits the escape of any oil which may condense
from the spray in the chamber, and an oil reservoir N adapted to supply oil
through said connection the said reservoir also adapted to receive the said
condensed oil.
T
11
1
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.