Year: 1898

page_text: A communication from FRIEDERICH MORITZ HILLE, of Dresden Löbtau, in the
Empire of Germany, Manufacturer.
I, ALFRED JULIUS BOULT, of 111, Hatton Garden, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention to be as
follows:-
This invention relates to motor-vehicles, more particularly to motor-cycles, and
has for its object to render the machinery of the motor vehicle lighter and easier
to take to pieces and more effective, the cost of construction being rendered as
small as possible.
The invention will be described as applied to a motor tricycle, but of course
features of it can be applied singly or in combination to a cycle with a greater
number of wheels or to a vehicle with a frame of different construction from
that of a motor-tricycle.
With regard to the general construction of the motor-tricycle which is herein-
after given, only as an example, it must be pointed out that the benzene motor
(or a motor using liquid hydro-carbon other than benzene) is arranged with its
frame near the axle of the back-wheel and operates by means of a toothed or other
gearing. In the angle between the saddle pillar tube and the back frame tubes
is arranged the carburetting apparatus and above it, on the stays, a reservoir for
benzene or other hydrocarbon. The port for admitting the explosive air and
gas mixture produced in the carburetting apparatus, to the cylinder, is controlled
from the upper horizontal frame tube. On this tube there is also mounted an
accumulator for electric ignition, in case the motor is to work with such ignition,
which construction is preferred. A brake may be mounted as usual on the front
wheel or fork and handle-bar.
These improvements relate more particularly to the means for securing the
cylinder and its cover to the frame and for the simultaneous securing together
of the two parts in such manner that the connection can be easily and quickly
disconnected and connected again for cleaning and other purposes; further, to the
arrangement of the vaporizing apparatus so as to render it very simple, effective
and reliable, and finally to an arrangement of the brake so that the act of braking
causes the electric circuit operating the ignition to be interrupted automatically,
so that the motor is stopped simultaneously with the braking, and consequently
braking cannot take place without the motor being stopped.
A circular part of the motor frame is secured to the axle of the back wheel and
connected by stays with the crank-shaft bearing said part containing the crank

page_text: This casing is
gear of the motor and hereinafter termed "the crank casing."
provided at the top with a recessed ring. The cylinder provided with cooling
ribs is introduced, so that its lower edge engages with said ring. The cylinder
cover contains an ignition device which need not be further described and com-
pression cock etc. and has a circular groove fitting on the upper edge of the
cylinder. On the ring are cast or formed two or more bosses in which are pivoted,
on pins two long screws or screw rods, so that they can be moved laterally on
their pivots. When raised or in their upright position they engage in lateral
slots in the cylinder cover. These rods are provided with clamping nuts, and
to prevent the rods from sliding off from the cover when being tightened, the nuts
are provided with cylindrical extensions or under flanges which when the nuts
are being tightened engage with corresponding circular recesses in the cylinder
cover around the lateral slots.
When the nuts are loosened and the screw rods swung outwards the whole
cylinder can be removed and the cover taken off from the cylinder which in their
inner position, the screws secure the two parts together and to the frame.
The vaporizer or benzene-apparatus comprises a casing with a filling branch
closed by plug or stopper. A tube open at both ends extends from the top into
the interior which is partly filled with benzene. Air. enters this tube at the top.
At the bottom the tube is provided with fine wire netting. At the top of the casing
there is an outlet for the gasified benzene and over it an air-inlet for mixing the
benzene vapours with atmospheric air. The two ports are controlled by means
of a cock or rotary valve. The interior of the valve is in communication with
that of a second valve which can be operated or closed by a tap or handle. The
admission to the supply tube which passes through the casing but does not
communicate with it, and leads to the cylinder is controlled by a suitable valve.
At each suction stroke the motor draws in through this tube a charge of benzene
vapour with which is mixed atmospheric air entering through the port, whereby
an explosive charge is produced. At the same time a partial vacuum is produced
in the reservoir whereby air is drawn in through the air supply tube. This air
passes through the benzene and rises in small bubbles the air being sprayed or
divided by the netting. In passing through the benzene the air vapourizes part
of it. The essential point is that the position of the air supply tube with the
wire netting or sieve cannot be changed. A pipe passes through the benzene
chamber, through which pipe part of the combustion gases are caused to pass in
cold weather so as to replace the heat absorbed by the vapourisation. When
using benzene, which, as is well known is a hydro-carbon of very small specific
gravity, there is no further necessity for heating the vapouriser as is necessary
when using heavier hydro-carbons.
On the handle bar there is pivotted a brake-lever. On the short lever arm
there is arranged a fork-shaped contact spring supported by a member secured
to the brake lever by an insulating intermediate part. A screw connecting these
parts engages in a slot in one of them, so that this part has a certain amount of
inoperative or free movement relatively to the brake-lever. On the handle-bar
there are mounted by means of an intermediate part two pins well insulated from
each other, to which are connected the poles of the electric circuit from the
accumulator and ignition device (of well known kind) in the cylinder cover.
Owing to the clearance provided, a small movement of the brake-lever does not
disengage the contact spring from the pins but when the brake is applied more
strongly disengagement takes place. Then the spring is drawn out from the
space between the pins and the metallic contact between them is interrupted.
When the brake lever is released, the spring again enters the space between the
"pins and becomes secured therein. The handle-bar is provided with a small
hook and the brake-lever with a pin by means of which the brake lever can be fixed
temporarily in its braking position. "As in such position the electric circuit is
interrupted there is no useless waste of electric energy during the time when
the vehicle is at rest and the brake lever fixed in said position.

page_text: The device described effects, as already stated, the stopping of ignition when
or, rather, before the braking action is effected. The motor is always stopped
by braking and cannot be started without releasing the brake.
Dated this 19th day of July 1898.
BOULT & WADE,
Agents for the Applicant.
A communication from FRIEDERICH MORITZ HILLE, of Dresden Löbtau, in the
Empire of Germany, Manufacturer.
I, ALFRED JULIUS BOULT, of 111, Hatton Garden, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:-
-
This invention relates to motor vehicles, more particularly to motor-cycles, and
has for its object to render the machinery of the motor vehicle lighter and easier
to take to pieces and more effective, the cost of construction being rendered as
small as possible.
The invention will be described as applied to a motor tricycle, but of course
features of it can be applied singly or in combination to a cycle with a greater
number of wheels, or to a vehicle with a frame of different construction from
that of a motor-tricycle.
With regard to the general construction of the motor-tricycle which is herein-
after given, only as an example, it must be pointed out that the benzene motor
(or a motor using liquid hydro-carbon other than benzene) is arranged with its
frame near the axle of the back-wheel and operates by means of a toothed or other
gearing. In the angle between the saddle pillar tube and the back frame tubes
is arranged the carburetting apparatus and above it, a reservoir for benzene or
other hydro-carbon. The port for admitting the explosive air and gas mixture
produced in the carburetting apparatus, to the cylinder, is controlled from the
upper horizontal frame tube. On this tube there is also mounted an accumulator
for electric ignition, in case the motor is to work with such ignition, which con-
struction is preferred. A brake may be mounted as usual on the front fork and
handle-bar.
These improvements relate more particularly to the means for securing the
cylinder and its cover to the frame and for the simultaneous securing together
of the two parts in such manner that the connection can be easily and quickly
disconnected and connected again for cleaning and other purposes; further, to the
arrangement of the carburetting apparatus so as to render it very simple, effective
and reliable, and finally to an arrangement of the brake so that the act of braking
causes the electric circuit operating the ignition to be interruped automatically,
so that the motor is stopped simultaneously with the braking, and consequently
braking cannot take place without the motor being stopped.
In the accompanying drawings,
Figure 1 represents a side view of a motor cycle according to this invention,
the left hand rear wheel however being omitted.

page_text: Figure 2 is a view of the motor cylinder, and its fastening, shown partly in
section.
Figure 3 is a plan view of the part of the cylinder cover, complementary to
Figure 2.
Figure 4 is a longitudinal vertical section of the carburettor.
Figure 5 is a vertical cross section of the same.
Figure 6 is a view of one half of the handle-bar, together with the brake-lever
and the electric contact arrangement operated by the lever.
Figure 7 is a cross section on the line 7-7 of Figure 6.
Figures 2 to 7 are drawn to a considerably larger scale than Figure 1. A
represents the frame of the machine, provided, in the well known manner, with
a socket for the shaft 1 of the front wheel fork B, and supported on the axle 3
of the two rear wheels by means of frame extensions 2. The machine is also
provided with pedals 4, besides the motor, to assist in starting or as an auxiliary
in driving. To the frame A the preferably cast metal casing C is conveniently
and firmly united by means of, say, projections 5 and stays 6 connected to the
bottom bracket, which casing carries the motor cylinder D) and the bearings for
the crank-axle 7 of the motor which is geared, as shown by the dotted lines 8-9
in Figure 1 to the axle 3 of the rear wheels of the machine. In the triangular
space comprised between the back stays 12 bottom tubes 11 and seat pillar tube 10
is arranged the carburettor E, while on the back stay 12 forming the third side
is secured the benzene or hydro-carbon tank F, from which the carburettor E is
fed.
On the top tube 13 hangs a flat case G containing the electric accumulators
for the ignition device. The contact device for the electric ignition is arranged
on the handle bar in conjunction with the brake-lever H as will be herein-
after explained.
The gearing of the motor, by means of which the electric current, serving to
cause the ignition of the gas and air mixture, is closed, as also the rest of the
motor gearing, is of well known construction and need not here be further described
or shown. Neither are the wires shown in the drawing as leading from the
accumulators in the case G to the contact device on the brake lever, or from here
to the regulating device of the motor and thence to the igniter and back again
to the battery; for as regards this portion of the invention the distinctive feature
lies in the contact device represented in Figures 6 and 7. For a similar reason
a detail description of the means, by which the motor is started or stopped, which
are represented but partly in Figure 1, is omitted.
The casing C (Figures 1 and 2) is provided at its upper end with an annular
opening into which is fitted the front end of the cylinder D) (provided with cooling
ribs) said cylinder or tube being open at both ends. d indicates the cylinder cover
containing the explosion chamber and the electric ignition device I, the cover
fitting by means of a groove on the upper edge of the cylinder. The casing C
is provided with two or more lugs or projections, to which are pivotted long rods
or bolts 15, on pivots 15, in such a way that they may be turned outwards and
into the position indicated by the dotted lines (Figure 2). When in position these
bolts engage in lateral slots 16 (Figures 2 and 3) in the cylinder cover d. The
bolts 15 are provided with nuts 17, having cylindrical or conical under-surfaces 18
fitting into similar recesses 19 of the slotted part of the cover (Figure 3) with
which they engage when the nuts are screwed down.
On unscrewing the nuts and withdrawing the rods 15 from the slots 16, the
cover can be removed from the cylinder D, and the cylinder itself from the
casing C, so that these parts are all firmly held together by means of the rods 15,
from which it will be recognised that the ease with which these parts may be
mounted and dismounted and thoroughly cleaned constitutes a special advantage
of the arrangement described.
The carburettor E (Figures 1, 4 and 5) is provided first with a filling tube 21,
closed by a cap or stopper 20, by means of which the carburettor, when its contents

page_text: are exhausted, may be recharged from the reservoir F (Figure 1) with a fresh
quantity of gasoline or benzene up to about the level indicated in Figure 4. Inside
the carburettor E is a tube 22 open at both ends and open at the top
the car-
burettor at e¹ to the air which is drawn in whenever the air inside E is rarified
by a partial vacuum being formed owing to the drawing off of part of the car-
buretted air by the motor. At the other end the tube is connected to a fine wire
or perforated fabric 23, extending preferably across the whole breadth and a
considerable portion of the length of the carburettor E, in consequence of which
arrangement the air entering through the tube 22 is caused first to pass underneath
said wire fabric 23, and through its meshes as indicated by the arrows, before it
can rise to the surface in the interior. By means of this minute division of the
air a very dry gas (i.e. free from liquid) or air thoroughly charged with carburetted
hydrogen is obtained. This mixture, or carburetted air after mixing with an
additional quantity of air in the upper portion of the vessel E constitutes the
explosive mixture for the motor and is drawn into the cylinder or combustion
chamber in the following manner. On the top of the carburettor E there is a
cylindrical casing or chamber e in which two slide valves or hollow cocks 24
and 25 can turn. This casing e communicates with the carburettor E by means
of a passage 27 and with the air through a passage 26 exactly opposite to the
passage 27. The hollow valve 24 which is shown open on the left, can be turned
by means of a key applied at 28, and is provided with two holes arranged opposite
to each other, in order to coincide, when turned, with the two passages 26 and 27.
As shown in Figure 5 the passage 27 is open to the explosive mixture issuing
from the carburettor, whilst the passage 26 is open to the air, so that both air
and explosive gas will fill the chamber e, but on the valve cock 24 being turned
through an angle of 90°, both passages will be closed, and the mixture of explosive
gas and air contained in the chamber e will enter a tube 29 which passes through
the carburettor E but does not communicate with it, and on passing out is con-
tinued by a tube 29" (Figure 1) leading to the suction chamber 30 of the motor
cylinder. With each suction caused by the motor piston a certain amount of
the explosive mixture, consisting of a mixture of air and gas, or of carburetted
air and atmospheric air, is drawn in through the tubes 29, 29. Hydrocarbon
vapours rising from the surface of the carburettor liquid will also enter into
the explosive mixture. To stop further gasification of the hydrocarbon it is
sufficient to close the stop-valve 25 and with it the suction pipe. This closing
of the valve 25 can be effected by means of a lever 32 (Figure 1) acting on the
spindle 31 (Figure 5) of said valve, a connecting rod 33 and an operating lever 34
pivotted on the frame tube 13. Through the lower part of the vessel E passes a
small tube 35 (Figures 4 and 5), through which may pass in cold weather a portion
of the exhaust gases, to supply some of the heat necessary for the evaporation
of the carburetting liquid, which is however only necessary in cases of the heavier
hydrocarbons, benzine for instance being so volatile that artificial heating need
never be employed for evaporising it. The carburettor just described works
steadily and regularly and is distinguished by the absence of movable parts or
such parts, if we except the supply valves, which required moving or setting,
because in motors of this kind it is adjustments of this kind which so easily cause
bad working, trouble and disappointment, and consequently should be avoided
if possible in motor vehicles.
On the handle-bar 6 (Figures 1, 6 and 7) the brake lever H is pivotted at 36
in the usual way, h being the brake rod. On the short arm of the lever H is
arranged a fork shaped contact-spring 37, secured on a plate or block 38 on an
insulating disc 39 on the brake lever. By means of a slot in the plate 98
(Figure 7) through which the screw 40 passes, the position of the plate 38 with
relation to the lever H, can be altered or adjusted. On the handle-bar b are two
pins 42 on a plate 41, which pins, however, are well insulated from each other
and are connected to the circuit wires 43 from the two poles of the battery. These
wires are connected to the mechanism for effecting the contact at the necessary

page_text: periods and to the accumulators and ignition device I (Figure 2) in any convenient
manner. The ignition device consists, as usual, of two pointed pins 44 insulated
from each other and located in the interior of the explosion chamber. Every
time when, after compression, the piston changes its direction of movement and
operates the contact making device, the ignition of the explosive mixture, drawn
in and compressed in the manner described is effected by sparking taking place
between the two points, provided, of course, 'that the contact device on the brake-
lever is closed. This is the case as long as the brake-lever is not acting. When
applying the brake, the contact is broken by the arms 37 being moved out of
contact with the pins 42, so that the application of the brake simultaneously causes
the stopping of the motor, by preventing ignition in the explosion chamber, apart
from the manner of stopping the action of the motor by closing the suction
channel 29, as described above. In short, the brake cannot be applied, without,
at the same time stopping the action of the motor. The action of the motor is
therefore suspended whenever the brake is applied and the suspension of ignition
is always, as regards point of time, a little in advance of the application of the
brake. And it is also evident that the brake must be released before the motor
can resume working, since on applying the brake, the contact spring 37 is removed
from contact with the pins 42, the contact is interrupted; when on the contrary
the brake is released the spring arms 37 again press between the pins, thus again
connecting the poles of the battery.
The handle bar may further be provided with a small hook 45, and the brake
lever with a pin 46, or, vice versa, so that by engaging the pin with the hook after
the brake has been applied the current will remain interrupted during the whole
time that the hook and pin remains engaged, and a waste of current will thereby
be prevented, even in case the motor gearing should at the moment of stopping
the machine, be on the point of closing the circuit.
Having now particularly described and ascertained the nature of the said inven-
tion as communicated to me by my foreign correspondent and in what manner
the same is to be performed, I declare that what I claim is:
1. In a motor vehicle a cylinder having a readily removable cover as d provided
with a groove for fitting on the top of the cylinder and means for securing the
cylinder and its cover together and both to the casing, enclosing the crank axle,
consisting of two or more bolts pivoted upon the casing and adapted to engage
in slots in the cylinder cover and nuts 62 on said bolts for securing the cylinder,
cover and casing together substantially as described.
2. In a motor vehicle a carburettor having no movable parts comprising a vessel
for the carburetting fluid and a fixed air inlet tube 22 therein open to the air
at its upper end and extending downwards towards the bottom of the vessel anl
provided with or passing through at its lower end a metal perforated plate or
fabric as 23, a valve chamber on said vessel provided with valves for regulating
the supply of carburetted air to the motor cylinder, substantially as described.
3. In a motor vehicle a carburettor comprising a vessel for the carburetting
fluid and an air inlet tube therein open to the air at its upper end and extending
downwards towards the bottom of the vessel and provided with or passing through
at its lower end a metal perforated plate or fabric as 23, a valve chamber on said
vessel, a tube extending from said valve chamber to the motor cylinder and
means for operating the valve of said supply tube by the rider, substantially as
described.
4. In a motor vehicle the carburettor comprising a vessel provided with air
inlet tube 22 perforated plate or fabric 23 valve-chamber E with valves 24 25
supply tube 29 with or without a heating tube as 35 connected to the exhaust,
substantially as described.
5. In a motor vehicle a contact making and breaking device, substantially as
described or illustrated in Figures 6 and 7 of the accompanying drawings.

page_text: 6. The complete motor vehicle substantially as described or illustrated in the
accompanying drawings.
Dated this 3rd dow of V 1800
BOULT & WADE,
Agents for the Applicant.