Improvements in and connected with Internal Combustion Motors and Vehicles Propelled therewith.
Year: 1899

page_text: Date of Application, 30th Dec., 1899
Complete Specification Left, 1st Oct., 1900-Accepted, 29th Dec., 1900
PROVISIONAL SPECIFICATION.
Improvements in and connected with Internal Combustion Motors
and Vehicles Propelled therewith.
We, JAMES ROOTS and CUTHBERT EDWARD VENABLES, both of 100, Westminster
Bridge Road, London, Engineers, do hereby declare the nature of this invention
to be as follows:-
In a light motor vehicle of the cycle pattern in which the motor drives the axle
by gear wheels, the crank shaft has fitted two gear wheels and two friction
clutches, one part of each of the cones of which moves free on the shaft and has
connected to it one of the small gear wheels. The other half or part of each
cone slides on a feather so that one or the other gear wheel may drive at will.
There are two large gear wheels on the axle into which the small gear wheels of
different sizes geared to obtain two different speeds, or by allowing slip on the
clutches, varying speeds. A free wheel is fitted on the crank shaft or on the
pedal crank spindle, the latter of which is used to start the motor, the pedals not
being connected to the axle by chain to assist the motor.
Or one friction clutch only may be fitted on the crank shaft with a feather or its
equivalent between the two cones. The two halves of the clutch are then normally
free, but sliding both in one direction engage the one with the shaft and the
other with the toothed or chain wheel. In sliding them in the other direction the
opposite half engages with the shaft and the other with the toothed or chain wheel.
whichever
Or one friction clutch is attached to the vehicle axle and drives
of the two toothed or chain wheels (the high or low) is put into gear. A double
jaw clutch sliding between the two toothed or chain wheels on the shaft serves to
put either wheel into gear or to allow the motor to run free.
This construction enables the motor to be started and run without driving the
tricycle. To permit of this, the pedal crank is connected by chain, not to the
axle but to the crank shaft, and a free wheel is fitted preferably on the crank
shaft to allow the pedals to be stationary when the motor is running.
For greater general convenience I connect two motors together when double
power is required in a vehicle by a friction clutch between them instead of
having both pistons connected to one crank shaft, or the two motors may be
connected together by a friction clutch with a chain, the crank shafts being
parallel.
In either horizontal or vertical motors the cover is of such construction that a
channel or valve port projects preferably at right angles with the cylinder
axis. At or near the end of the channel the exhaust and charge valves are placed,
while at or near the centre of the cover the air valve is placed. The platinum
tube and vaporiser surrounding it are fitted preferably tapping this channel
at a point between the two valves, while projecting inside the channel is
another tube preferably of nickel alloy or platinum in line with the outer. In
lighter or vertical motors the governor may be formed of a disc or ring pivoted
on the crank shaft, tending by centrifugal action and air pressure to put its

page_text: plane at a right angle to the crank shaft. A link connects it to a sleeve which
operates a lever controlling the sliding block that holds open the exhaust valve
when it is necessary to cut out an explosion. The oil feeder is of the usual
Roots type. A water jacket is preferably fitted and a cooling coil may be placed
round the governor disc whence the water may be pumped round the frame
of the cycle before passing to the jacket.
In both horizontal and vertical motors the compression is high, and the pro-
jecting tube while being some distance away from the main combustion chamber
is subject to the streams of flame passing out of the exhaust valve in rapid
succession. These keep the tube hot and may ignite the charge when desired
without external flame. There are four factors in this ignition, each contribut-
ing A rich charge of explosive at that point; the projecting tube with the
exhaust playing on and up it; the hot channel walls; the high compression for
an oil engine. The charge entering at a much lower temperature sweeps over
the tube and prevents: excessive heating and pre-ignition."
For self-starting; the motor cover has preferably cast with. it and cooled
by its jacket, a projection cored for a port and fitted with a valve. The valve
is preferably a rotating plug-valve. The valve is operated by a shaft and a pair
of bevel or skew gear wheels, which are normally not running but are put in gear
by a clutch or its equivalent. If the rotating valve be connected to the motor it
is set to open just after ignition so that the gases at a high pressure flow into a
reservoir for storing them under pressure. When it is desired to start the motor
the crank shaft is turned (the gear wheels having been clutched to the motor)
until the port is opened at the commencement of the working stroke when the
gases under pressure flow in to start the motor the valve cuts off the pressure
at about two-thirds stroke. To relieve compression to turn for starting a lever
may be used to hold open the air valve or an additional port may be made in the
rotating valve.
For propelling I fit an eccentric to the crank or other shaft preferably the
former, the eccentric forms the centre of a lever one end of which is connected by
a link to a lever on the axle. The other end of the eccentric lever is the fulcrum
and is connected to a rocking arm, the rocking arm being attached at its other
end to a fixed pin or stud on the frame of the vehicle.
The axle lever is fitted to and drives the axle tube or its equivalent by means
of a roller or other free wheel clutch as used on cycles but of a larger pattern.
The eccentric and therefore the lever is driven by the crank shaft the motion
is transmitted by the link to the axle lever which drives the shaft by the clutch for
the forward movement and allows free movement for the return. The crank shaft
eccentric has its throw varied at will by another eccentric or its equivalent which
does not rotate, but which is connected to a foot or hand operated lever. The
eccentric can be therefore altered at will from maximum drive gradually to no
drive at all or vice versa. At no drive" the eccentric becomes centric.
In some cases variable driving eccentric may be used alone without the lever,
particularly for the reversing drive to obtain which the free wheel clutch on the
axle tube is fitted to drive in the opposite direction. An ordinary friction or
double jaw clutch is fitted on the crank shaft to release the forward excentric or
excentrics from drive and put in the backward.
In a modification the excentric on the crank shaft is made not variable in its
throw but fits in a slot in the lever, for which purpose a square block may surround
the excentric with balls to take the wear between. The fulcrum end of the
driving lever instead of being attached to a rocking arm is fitted to a lever the
position of which is alterable by hand by means of a screw. Thus one arm of the
excentric slotted lever is shortened and the other lengthened by means of the screw
lever, in this way altering the stroke of the excentric lever and its link and so
varying the speed of the vehicle.
Or the driving lever itself is a screw passing through a boss cast on the excentric
strap. The fulcrum end is attached to the rocking lever, the other end operates

page_text: as before described. The rocking lever end of the screw has fitted a pinion
gearing into a rack, or a chain and chain wheel so that the respective ends of the
lever may be varied in length while running to alter the speed.
Dated Dasambar 30th 1809
JAMES ROOTS.
C. E. VENABLES.
Improvements in and connected with Internal Combustion Motors
and Vehicles Propelled therewith.
We JAMES ROOTS, and CUTIIBERT EDWARD VENABLES, both of 100, Westminster
Bridge Road, London, Engineers, 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:—
In a light motor vehicle of the cycle pattern in which the motor drives the axle
by gear wheels, the crank shaft has fitted two gear wheels and two friction clutches,
one part of each of the cones of which moves free on the shaft and has connected
to it one of the small gear wheels. The other half or part of each cone slides on
a feather so that one or the other gear wheel may drive at will. There are two
large gear wheels on the axle into which the small gear wheels of different sizes
geared to obtain two different speeds, or, by allowing slip on the clutches, vary-
ing speeds. A free wheel is fitted on the crank shaft or on the pedal crank
spindle, the latter of which is used to start the motor, the pedals not being
connected to the axle by chain to assist the motor.
Or one friction clutch only may be fitted on the crank shaft with feathers
or their equivalent on the cone sleeve. The two halves of the jaw clutch, by
slide both in one direction engage with the toothed or chain wheel. In sliding
them in the other direction the opposite half engages with the toothed or chain
wheel.
Or one friction clutch is attached to the shaft and drives whichever of the two
A double jaw
toothed or chain wheels (the high or low) in put into gear.
clutch sliding between the two toothed or chain wheels on the shaft or cone
sleeve serves to put either wheel into gear or to allow the motor to run free.
The construction with pedals serves to allow the motor to be started and run
without driving the tricycle, or vehicle. To permit of this the pedal crank is
connected by chain, not to the axle but to the crank shaft, and a free wheel is
fitted preferably on the crank shaft to allow the pedals to be stationary when the
motor is running.
For greater general convenience I connect two motors together when double
power is required in a vehicle by a friction clutch between them instead of having
both pistons connected to one crank shaft, or the two motors may be connected
together by a friction clutch with a chain, the crank shafts being parallel. No
drawing of this is shewn; it will be clearly understood without it.
In either horizontal or vertical motors the cover is of such construction that a
channel or valve port projects preferably at right angles with the cylinder axis.
At or near the end of the channel the exhaust and charge valves are placed, while
at or near the centre of the cover the air valve is placed. The platinum tube and
vaporiser surrounding it are fitted, the former preferably tapping this channel at
a point between the two valves, while projecting inside the channel is another
tube preferably of nickel alloy or platinum in line with the outer.

page_text: In both horizontal and vertical motors the compression is high, and the inward
projecting ignition tube, while being some distance from the main combustion
chamber is subject to the streams of flame passing out of the exhaust valve in
rapid succession. These keep the tube hot and may ignite the charge without
external flame when desired. There are four factors in this ignition, each
contributing--a rich charge of explosive at that point: the projecting tube with
the exhaust playing on and up it; the hot channel walls the high compression
for an oil engine. The charge entering at a much lower temperature sweeps over
the tube and prevents excessive heating and pre-ignition.
For self-starting, the motor cover has preferably cast with it and cooled' by its
jacket, a projection cored out for a port and fitted with a valve. The valve is
preferably a rotating plug valve. The valve is operated by a shaft and a pair of
bevel or skew gear wheels, which are normally not running, but are put in gear by
a clutch or its equivalent.
If the rotating valve be connected to the motor by its clutch it is set to
open just after ignition, so that the gases at a high pressure flow into a reservoir
for storing them under pressure. When it is desired to start the motor, the crank
shaft is turned (the gear wheels having been clutched to the motor) until the
port is opened at the commencement of the working stroke, when the gases under
pressure flow in to start the motor: the valve cuts off the pressure at about
two-thirds stroke. To relieve compression to turn for starting, a lever may be
used to hold open the air valve or an additional port may be made in the rotating
valve.
For propelling I fit an eccentric to the crank or other shaft preferably the
former, the eccentric is connected by a link to a lever on the axle.
The axle lever is fitted to and drives the axle tube or its equivalent by means
of a roller or other free wheel clutch as used on cycles but of a larger pattern.
The eccentric and therefore the lever, is driven by the crank shaft, the motion
is transmitted by the link to the axle lever which drives the shaft by the clutch
for the forward movement and allows free movement for the return. The crank
shaft eccentric has its throw varied at will by a screw operated by a foot or hand
operated lever. The eccentric can therefore be altered at will from maximum
drive gradually to no drive at all and vice versa. At no drive" the eccentric
becomes centric.
A second variable excentric may be fitted to the crank shaft with another free-
wheel clutch on the axle, each placed at 180° with the other excentric and clutch
respectively, to prevent jerkiness of motion.
Fig. 1, is an elevation of part of a tricycle showing our improvements.
Fig. 2, is a plan of the same.
Fig. 3, shows the free wheel clutch on the crank shaft, the chain driving clutches
and gear wheels on a larger scale.
Fig. 4, is an elevation of the same.
Fig. 5, shows a modification of this arangement for a larger vehicle to provide
three speeds forward and a reverse.
Fig. 6, is a part section showing the combination of parts for effecting ignition
in an oil motor without external flame.
Fig. 7, shows the parts of the motor and shaft necessary for the self starting
device.
Fig. 8, is an elevation of the variable eccentric transmission gear.
Fig. 9, is a plan of the same.
Fig. 10, shows the sliding block with pinion, screw,
scale.
and rack on a larger
Like letters refer to like parts in all the figures.
Referring to Figs. 1, 2, 3, & 4, A is the frame of a tricycle. A', the pedals,
A2, the driving chain wheel, A3, the chain, A, the chain wheel with roller clutch
upon the crank shaft B. of the motor C. B is the double clutch, we prefer cast
in one, sliding upon feathers upon the crank shaft B. B³, B3 are the inner cones

page_text: of the clutches. The quick speed gear wheel B is fixed to one inner cone and the
slow speed gear wheel B5 is fixed to the other inner cone. A ring (not shown) is
attached to the middle groove B2 of the double clutch to which is connected the
operating lever of usual construction, not shown. 136 is the slow speed driven
gear wheel, and 137 the quick speed driven gear wheel, both keyed to the axle
tube 138 which surrounds the axle. Z, Z are the driving wheels, the balance
gear. C¹ the exhaust box.
When the pedals are turned by the feet the chain by means of the chain wheel
containing the free wheel clutch A drives the crank shaft B and starts the motor.
After the motor is started a lever by means of a ring in the groove 132 (the lever
and ring are of ordinary construction, not shown) slides the double friction cone
into driving contact with the inner cone B³ to start the tricycle and run upon the
slower speed, after which by throwing the double cone to the other side, the quick
speed gear wheels will be brought into operation.
In Fig. 5 the inner cone B of the single friction cluich slides upon the feathers
upon the crank shaft B, the outer cone B10 is provided with a sleeve B" upon
which are fitted loosely the toothed wheels D, D', D2, and the chain wheel E. The
double jawed clutches F and F are fitted upon feathers upon the friction clutch
sleeve B. The toothed wheels D3, D4 and 15 and the chain wheel E¹ are keyed
to the countershaft G. The chain connecting E and E' is not shown. Levers
(not shown) operate the clutches F, F1 and the friction clutch.
To start the vehicle, the motor already running, the clutch F is made to slide on
its feathers so that its jaws engage with the jaws on the toothed wheel 1) for the
slowest speed, driving the countershaft by the gear wheel D³. If now be
returned to its central position releasing 1, and F be moved to engage with 1¹
this will drive the countershaft at the middle speed by means of D. If F be
then moved along to release 1), and engage the jaws on D2, the quickest speed
will be reached by means of the toothed wheel 1. If this is released and F be
moved to engage with the chain wheel E, a slow reverse motion will be obtained
by means of the chain and chain wheel E¹.
It will be obvious that the shaft G may be surrounded with a tube for the
balance gear and may be the axle.
It will also be clear that if the motor rotates in the opposite direction, and
chain wheels such as E and E¹ and chains, be substituted for the gear wheels 1)
and D3, D and 14, D2 and 1³, respectively, then a pair of gear wheels such as D
and D³ may be substituted for the chain wheels E and Ewith the same result
as would be given by the construction shown in Fig. 5, assuming there be the
same respective ratio of teeth.
Also the gear wheels in Fig. 3 may be replaced by chain wheels of a like number
of teeth, and chains, while it is equally obvious that a pair of gear wheels may
be placed on the line with a single jaw clutch on the crank shaft B to effect
reversing, provided the motor be run in an opposite direction to that with the
construction shown.
Referring to Fig. 6, H is the piston, I the cylinder, J the cylinder cover, J¹ the
channel leading to the valves and the two ignition tubes J2, J3, the former
preferably of platinum. J' is the exhaust valve, J the charge valve, JG the air
valve, J is the vapouriser, J8 the pipe to supply air heated in the exhaust box J.
J10 is the valve shaft. Jis the exhaust pipe.
The rapid succession of discharges of flame past the iube J3 during the exhaust
stroke serve to heat up the tube J, which during the suction stroke parts with
some of its heat to the incoming charge, and is thus prevented from becoming
overheated, while during the compression the upper ignition tube (or if made in
one tube the upper portion of it) ignites the charge at first, then when the burner
is extinguished, the lower tube or lower portion of it ignites the charge which
is particularly rich at this point near the charge valve. The channel J also being
unjacketed at the outer end reaches a high temperature, brings the charge at
this point to a high temperature and assists the ignition.

page_text: In Fig. 7, I is the cylinder of the motor of two-revolution cycle, J the cylinder
cover, Jo the valve shaft. K is the bevel gear wheel of the same number of teeth
as the bevel wheel K¹ upon the shaft K2, so that the shaft K2 revolves at the
same number of revolutions as the valve shaft; K is normally loose but when it is
desired to stop the motor, the single jaw clutch K³ fitted on feathers on the
shaft is made to engage with the wheel K and rotate it, thus rotating the
plug valve L which is to open shortly after ignition in the cylinder, so that
immediately after each ignition occurs the plug valve opens communication
with the pipe L to the reservoir or storage pressure chamber L², the pressure
in which is considerably raised. When it is desired to start the motor, the fly-
wheel is turned sufficiently to open the port in the plug valve L, when the
pressure flows in from the chamber L2 and starts the piston. This is allowed
to continue for a few revolutions when K is thrown out of gear and the motor
works in the ordinary manner.
In starting a motor of two cylinders I place them side by side with the cranks
in line end to end, with one cone of a clutch as shown at Fig. 5, B39 on the end of
one shaft and the other cone B10 on the other shaft with a spring pressing them
together. When it is desired to start, the one cone is removed from contact with
the other by means of a lever. One cylinder is then started either by hand or by
the device shown in Fig. 7. Having started the one, the clutch is brought into
frictional drive and the first motor is made to start the second.
In Figs. 8, 9, and 10, M is the sheaf of an excentric, N is the strap, O is the
connecting rod, P is the rectangular block keyed to the crank shaft P₁ in a slot in
which is fitted the pinion P2 cut in one piece with the screw P. The rectangular
block P has a cylindrical extension to obtain longer keyhold on the shaft. This
screw P³ fits into a female screw in the sheaf M. The rack 1 fixed to the sleeve
ring P is in gear with the pinion P2 and passes through the rectangular block P.
The sleeve ring P5 being shifted along the shaft by a lever (not shown) the rack
rotates the pinion P3 and therefore the screw, which alters the position of the
block P in the sheaf and thus alters the throw. Q is the axle, Qi the axle tube
and Q a roller clutch on the boss Q3 of which is attached the end of the rod O by
means of the pin Q. When the sleeve ring P³ is moved along the shaft, the
block is moved by means of the rack, pinion, and screw along the guide in the
sheaf altering the throw of the excentric. The excentric may be thus made
centric when it will not drive, or gradually increased up to maximum throw for
maximum drive. The boss Q³ and pin Q5 oscillate in an arc and give an inter-
mittent motion to the axle tube in proportion to the amount of throw. On the
forward or pulling stroke of the excentric the axle is partly rotated, on the return
or backward stroke, the roller clutch Q2 permits free movement.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that
what I claim is:-
-
Claim 1. In a motor tricycle the combination of pedals, chain and chain wheels
with a free wheel clutch on the crank shaft of the motor so that the motor may
run independently of the tricycle, so avoiding the exertion of having to start the
motor and cycle simultaneously.
2. The combination in a motor cycle or vehicle of pedals, chain, and chain
wheels, roller or free wheel clutch on the motor shaft, with two friction clutches
each with a gear wheel attached also on the motor shaft, and two gear wheels
on the axle tube (or countershaft) engaging with the clutch gear wheels, for the
purposes specified.
3. The combination in a motor cycle or vehicle of a pair of friction clutches on
the motor shaft, the loose cones of which are each provided with pinions gearing
into larger gear wheels upon the axle or its tube.
4. The combination of a friction clutch on one shaft, preferably the crank shaft
with two gear wheels and a double jaw-clutch on the friction clutch sleeve for

page_text: operating either of the gear wheels at will, the two gear wheels being in continuous
gear with two others nxed to the axle or countershaft.
5. The combination of the mechanism claimed in Claim 3 with a third pair of
gear wheels and a jaw clutch to obtain a third speed.
6. The combination of the parts claimed in Claim 4 with a third pair of gear
wheels and a jaw clutch for a third speed.
7. The combination of two motors with crank shafts in line with a friction
clutch between them for the purpose specified.
8. In an oil motor the employment of a channel projecting from the cylinder
cover fitted with an exhaust and charge valve, an upper ignition tube such as J³
or equivalent, a lower ignition tube such as J³ or equivalent, placed near the
exhaust and charge valves as described, a vaporiser, and a heated air supply
through the exhaust box for the purpose described.
9. The self starting device in an internal combustion motor substantially as
described and shown in Fig. 7.
10. in a motor vehicle or motor an adjustable excentric such as described and
shown in Figs. 8 9 and 10.
11. The employment of an adjustable excentric in combination with a motor
and a motor vehicle for transmitting the power of the former to the driving
wheels of the latter.
12. The combination of an adjustable excentric or its equivalent on the crank-
shaft or countershaft with a connecting rod and a roller or free wheel clutch on
the axle or its tube.
13. The combination of the mechanism claimed in Claim 11 with a rack operated
by hand by means of a lever or otherwise for controlling the excentric and
varying the speed from maximum to zero.