Year: 1886

page_text: Date of Application, 28th Apr., 1886.
Complete Left, 24th Jan., 1887.
Complete Accepted, 5th Apr., 1887.
I, CARL BENZ, of the firm of Benz and Co. of Mannheim in the Empire of Germany
Manufacturers do hereby declare the nature of this invention to be as follows:-
This invention relates to vehicles with three or more wheels, driven by gas engines
and the improvements are 1. In the mode of placing the fly-wheel with regard to the
motor.
2. In cooling the cylinder of the motor.
3. In the production of the gas necessary for the motor.
4. In the mechanism for setting in motion, or stopping the machine and releasing
it from the action of the motor.
For these purposes, the crank of the fly-wheel of the motor is placed vertically so
that the fly-wheel revolves in a horizontal plane.
A pair of bevelled wheels transmits the motion from the vertical fly-wheel axle to
a horizontal shaft carrying a driving pulley.
Water is used for cooling the cylinder which is surrounded by a hollow jacket
communicating with a system of tubes. The water in the jacket is gradually
converted into steam by the heat of the cylinder, and passes in this form from the
upper part of the jacket into the tube system and is there condensed the water
returning from the last tube of the system back to the jacket of the cylinder which
it enters below. Any steam that may yet remain in the last tube of the system is
allowed to escape from a small valve or opening above the tube.
The necessary gas for driving the motor may be formed from any light volatile oil
suitable for the purpose, such as Ligroin, carried in a suitable receptacle on the
machine the gas being stored in a convenient receiver and mixed with atmospheric
air and fed to the cylinder as required by means of suitable valves.
The driving pulley is connected by a belt with a pulley fixed on one of a pair of
shafts, arranged end to end in the same line and journaled in the lower part of the
machine. The second shaft is driven simultaneously with the one carrying the

page_text: pulley by means of a "differential gear," a second loose pulley is also placed on the
shaft for receiving the belt when disconnected from the fixed pulley. These shafts
each carry at their outer ends a toothed wheel geared to a similar toothed wheel on the
axle of each driving wheel by means of a chain or other suitable means. The shaft
carrying the fixed pulley also carries a drum against which the brake presses for
slowing or stopping the machine. The brake is fixed to a shaft lying parallel to the
pair abovementioned, which is adapted to be set in action when needed by the rider
by means of a hand lever, and which also carries a large beveled tooth wheel gearing
into a smaller one at the end of a short shaft perpendicular to the first and provided
at its other end with a disc on which is an eccentric pin adapted to move in a transverse
slot or groove in a bar which slides longitudinally in bearings in the side frames of the
machine, and thereby causes the same to slide backwards and forwards within certain
limits when the shaft is actuated by the hand lever. The sliding bar carries two lateral
pins, adapted to guide the belt from the driving pulley, and when required shift the
same from the fixed to the loose pulley and vice versa.
Thus when wishing to stop the machine the rider moves the hand lever, and
actuating the mitre wheels and through these the sliding bar, causes thereby the belt
to be carried by the pins on the bar from the fixed to the loose pulley and thus
disconnects the motor from the running gear, while at the same time the lever causes
the brake to act on the drum and thus brings the machine to rest.
On reversing the lever, the brake is lifted, and the belt shifted back to the fixed
pulley, and the vehicle again set in motion.

page_text: COMPLETE SPECIFICATION.
Improvements in Gas Motors for Wheeled Vehicles and in their
Application thereto.
I, CARL BENZ of the firm of Benz & Co. of Mannheim, in the Empire of Germany,
Manufacturers; 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:-
The present invention has for its purpose the driving of vehicles and principally
for such as are employed for carrying one to four persons; it may however also be
used for conveying greater loads, by making the necessary alterations in the propor-
tions of the apparatus. A small gas motor of any convenient system of construction
gives the motive power, receiving its gas from an apparatus to be carried on the
vehicle, in which gas is generated from Ligroine or other easily vaporising and suitable
substance. The cylinder of the motor is maintained at a uniform temperature by
vaporisation of water.
The improvements chiefly relate to
1) The arrangement of the fly wheel of the motor.
2) The cooling of the cylinder of the motor.
3) The production of the required gas for driving the motor.
4) The means for setting in motion, driving and stopping the vehicle and releasing
it from the action of the motor.
Referring to the accompanying drawings
Sheet 1 shows a vehicle of light construction suitable for one or two persons.
Sheets 2 to 7 inclusive show details of a vehicle adapted for three or more persons,
some of the modifications and details being applicable to the vehicle shown on
Sheet 1.
Figs. A, B and C are respectively front elevation, plan and side elevation of part of
the apparatus used in the simpler form of vehicle for setting in action and stopping
the vehicle.
Figs. D and E are end and side elevations respectively of the cylinder and condenser
for the cooling water.
Figs. F and G are respectively elevation and plan of the complete motor in its
simplest form.
Fig. I is a sectional elevation of part of the apparatus used in the second modifica-
tion showing power and speed gear.
Fig. II is an elevation thereof showing also the manner in which the various actions
of the motor and vehicle are controlled.
Figs. III and XIII modified means for controlling the admission of gas to the
motor.
Fig. IV a plan view of a part of Fig. II.
Fig. V the device for mixing the required quantity of air with the gas for supplying
the cylinder of the motor with explosive mixture.

page_text: Fig. VIII sectional elevation of the gas generator.
Fig. VIII plan thereof with tank removed.
Fig. VIII plan with cover also removed.
Fig. VIII and elevations at right angles to each other.
Fig. VIII feed valve from tank on an enlarged scale.
Fig. VIII plan view of tank.
Fig. IX plan of dise B Fig. VIII.
Fig. X is an elevation of the complete vehicle.
Fig. XI is a plan thereof.
In motors generally the fly wheel is so arranged that it rotates in a vertical plane,
since, in most cases, a horizontal shaft is best adapted for transmitting power.
In the case of vehicles however, a heavy mass rapidly rotating in a vertical plane
on the vehicle would detract from the steering power since the fly wheel tends to
remain in its rotating plane. I therefore so arrange the motor that its crank shaft Z
is journalled vertically and its fly wheel Y rotates in the horizontal plane, the power
being transmitted in the case of the vehicle shown on Sheet 1 through bevel gear to
a shaft carrying the driving pulley b; and in the case of the vehicle shown in
Sheets 6 and 7, directly from the crank shaft through a pulley mounted thereon. I
obtain thereby not only efficient steering capacity but also greater security against
overturning of the vehicle.
The working cylinder X is cooled with a water jacket; the cooling water in gas
motors is usually allowed to flow slowly about the cylinder, the cold water entering
below and the warmed water running off above. With this arrangement however a
greater amount of water is required than can be conveniently conveyed on a vehicle.
I have therefore made use of the following construction.
The water round the cylinder being vaporised the steam passes through a tube
system placed above the cylinder X and is there for the greater part condensed, the
condensed water entering the cylinder again below. The non-condensed steam escapes
through the opening m. By this means it is possible to produce a sufficient cooling
of the cylinder by means of a very small quantity of water.
The gas required for the motor is produced from easily vaporising oils such as
Ligroine or the like stored in a cylinder or receptacle W and evaporated and fed to the
cylinder of the motor as hereinafter described.
The shafts V V are axles, intended to transmit the power from the motor to the
driving wheels of the vehicle. These shafts are journalled, end to end, under the
frame of the vehicle each having two bearings. The power, in the case of the vehicle
shown on Sheet 1, is carried by a belt from the pulley of the motor to the pulleys c c¹
cbeing a loose pulley and c a fixed pulley, which has at the same time cast or fixed
beside it a brake pulley 5. This fixed pulley c drives through differential gear in the
known manner the two shafts V V. Each of the latter carries at its outer extremity
a tooth wheel connected by chains or other suitable gear to the shafts of the driving
wheels. The setting in motion stopping and braking of the vehicle is effected by the
lever. The motor is first set in action, the lever being placed vertically as shown
in the drawing. To set the vehicle in motion, the lever is pushed forward, so that
the driving belt is shifted from the loose to the fixed pulley. For stopping, the lever k
is moved back again to the centre; and, for braking, it is pressed back beyond the
centre, the disengaged strap remaining in its position on the loose pulley and the brake
only applied. To prevent the strap when it is adjusted, for empty running, from being
shifted off the loose pulley, when the lever is moved backward, the arrangement
shown in Fig. A is used. The disengaging rod h which is on both sides so lodged, that it
can only be shifted horizontally to and fro, is moved by a little crank g the stroke of which
corresponds to the breadth of a pulley. For carrying the strap from the fixed to the loose
pulley and vice versa half a revolution of the crank is required. The crank pivot,
which effects the displacement, is caught by the disengaging rod by means of a fork n
formed thereon, one arm of which is longer than the other.. When the strap is

page_text: disengaged, and the disengaging rod has therefore arrived at the end of its travel, the
crank leaves the fork n when the brake is to be applied and therefore does not carry
along the disengaging rod, so that the strap meanwhile remains on loose pulley. In
order that a comparatively short movement need be given to the lever k, the shaft of
the latter is geared to that of the crank n by bevel wheels ef, the bevel wheel e being
large in proportion to the bevel wheel f.
In the case of the second vehicle (Figs. 1 and 2), in which the driving pulley & is
fixed on the crank shaft, the motion is first communicated to the vertical shaft a by
means of pulley R, this shaft driving the horizontal shafts through bevel gear C,
the bevel wheel on the shaft V being arranged with differential gear, similarly to the
pulley c in the lighter vehicle.
Since the axle T has a certain amount of vertical motion independent of the frame
of the vehicles (being supported by springs F).
In order to prevent unnecessary tension on the driving chains, the shaft V is
preferably journalled in a horizontal plane with the axle T (see Fig. XI) so that a
considerable movement of the latter will only result in a slight loosening or tightening
of the chain. To obviate also this small tension, the axle boxes or bearings are preferably
connected together by rods S, connecting the bearings, substantially in a line between
the centres of the axles V and T. By this means, the axle T is caused to move
substantially on an arc of the circle, of which V is the centre and any strain on the
chains, with the jolting of the vehicles is entirely obviated.
The driving chains being also more or less stretched by the tension of driving, it
is necessary to provide means for taking up the slack and bringing them again to a
good working tension. The shaft V, as shown in Figs. I, II and VII, carrying the.
chain wheels P P is therefore journalled at L L in a frame A which is displaceable
by two set screws E E in the two guides D D in a direction towards or from the
axles T of the driving wheels. To subsequently secure the frame A in the position
given to it, it is fixed on each side by set screws in the guides D D fastened to the
frame.
On the shaft a is provided a speed and power gear arranged in the pulley R, by
means of which, while the velocity of the motor remains the same, a considerably
slower travel of the vehicle, and in proportion also greater driving power may be
obtained for overcoming steep gradients. The engagement and disengagement of this
apparatus is effected by means of the lever Figs. I and II, and in such a manner,
that by shifting this lever forward the power gear first comes into action for producing
the greater power required for starting the vehicle-When the latter is in movement,
the lever 3 is pressed still farther forward, the power gear is disengaged, and the
power is imparted direct from the motor to the bevel wheel of the axle V. On
arriving at a steep ascent, the lever 3 guided against a segment s, is drawn back
from or to o¹. For stopping the vehicle, the lever is drawn back up to 0, and the
motor runs free.
The construction of the apparatus fulfilling these purposes, is as follows (Figs. I, II
and XI).
The pulley R is mounted loosely on the shaft a, and when set in rotation by the
belt from the motor, it runs, at first, whilst the lever 3 stands at the point o loosely
on the shaft a. When the lever 3 is shifted forward to o¹ (Fig. II), that is to say
into its central position, it shifts the clutch-coupling K, which is vertically movable
on the shaft a, and connected thereto by a spline, upward so far only, that it engages
the tooth wheel ¹. At the same time also the nose N on the rod G actuating the
coupling, arrests the wing M. The latter is fixed to the tooth wheel ". Therefore
as long as the nose N remains in this position, the tooth wheel is prevented from
revolving. In the pulley R are also journalled the tooth wheels z and rivetted
together. The action of one pair of wheels 21 is the same as that of the other,
and two pairs of wheels are preferably employed for ensuring an equable transmission
of power and avoiding as far as possible lateral pressure.
The tooth wheels being journalled on bolts fixed in the pulley R, are therefore
guided therewith round the fixed tooth wheel 2" and therefore the tooth wheels '
.111
are

page_text: revolved by the stationary tooth wheel". The diameter of 11 is slightly larger than
that of ; therefore does not make a whole revolution on its own axis driving
one revolution of the pulley R. The wheel rigidly connected with joins in the
same revolution and, by gearing into a and being slightly smaller than the latter,
¹ revolves slower than . Therefore will revolve more slowly than R thus giving
more power though less speed to the shaft a.
When the lever 3 is pressed forward from its central position o¹ to o", the nose N
releases the wing M, which then revolves with the pulley R. At the same time the
coupling K is shifted further upward so as now to engage also with the clutches of
the pulley R, whereby a direct connection is produced between the pulley R and the
shaft a and the vehicle is therefore driven without the power transmission gear and
with greater speed. Since the brake acting only on the shaft V is liable to become
inoperative by breakage of one of the chains connecting this shaft to the shaft T,
a second brake acting directly on the driving wheels, may be employed, as represented
in Figs. I, II and VII, the apparatus being adapted as follows: On the frame of the
vehicle is journalled the shaft 1 and over this is placed the tube 2. On the tube 2
and the shaft 1 are fixed respectively levers 3 and 4 carried within reach of the driver.
The lever 3 connected with the tube is the lever, by means of which the engage-
ment and disengagement of the coupling, that is to say the controlling of the motion
of the carriage is effected. Through this lever, when the motor is disengaged, the
vehicle can be braked by farther drawing back by means of the band brake 5. If,
however, this band brake 5, by any reason should fail to act, the two brake blocks 10, 10,
can at once he pressed on to the driving wheels by operating the second lever 4 through
the lever 6, rod 7, lever S and shaft 9.
The band brake 5 need not be employed, and only the second brake lever 4 entirely
drawn back if required. In order that at the same time the driving force of the motor
may be taken off the driving wheels, this second brake lever 4 is provided with a
pin 11, which, when the lever 4 is drawn back, catches and carries before it the
lever 3 so as to disengage the motor. When the vehicle is to be again set in motion,
the lever 3 is as usual, shifted forward and carries back the second brake lever 4 so
that the second brake is at the same time disengaged.
Owing to the variable speed, with which a vehicle must be able to run, it is not
advantageous to provide the driving motor with a regulator of usual form. The speed
of the motor is preferably adjusted by hand (as shown by Figs. II and IV) also
through the lever 3. When this lever is entirely drawn back, it so far closes the cock H
by rod 14, lever 15 and lever 13, that only so much gas enters the motor as is required
for its running free with normal number of revolutions. When the lever 3 is moved
slightly forward, so that the coupling gears with the tooth wheel z¹, and the vehicle
commences to move, more gas is required. The gas-cock H is opened somewhat
farther, the lever 15 arriving on the elevation 16 of the key of the cock H. When
the steering lever 3 is a little further advanced, and the power gear remains still in
action, the gas cock H gradually attains its full opening for giving the motor its full
power for overcoming of ascents. This is reached when lever 3 arrives at o' on the
segment 8. When the lever 3 is still farther moved forward and the coupling K
gears with the pulley R proper, and the vehicle attains its full velocity, the lever 15
arrives first in a recess 17 on the key of the cock H, so that the notor now works
again with lesser speed, until however, with the farther advance of the lever 3, the
lever 15 reaches the elevation 18 and again entirely opens the gas cock. By
prolonging the rod 14, the cock 19 is also closed, or more or less opened, and thereby
the feeling of the benzine, ligroine, petroleum or other fuel is regulated in the same
manner.
The same purpose is attained by arranging the elevations and recesses on a
segment 20 secured to the lever 15, instead of on the key of the cock H, and by
allowing this segment to impinge on a key such as 21 (Fig. III).
The same purpose is also attained by means of the arrangement shown in Fig. XIII,
in which (in lieu of the lever 15, and cock H or of the segment 20 and key 21)
a rotary slide 29 is employed. This slide is moved by the lever 13 and drawing

page_text: rod 14 and serves to cover or free the gas inlet, according to the position of the
lever 3, as described above, and so regulates the feeding of the gas to the motor.
The gas generator shown on sheet 5 consists of a generator F containing a certain
amount of the petroleum or other similar fuel from which the gas is to be generated.
Means are provided for heating the oil by the waste gases from the motor cylinder.
These said gases may be passed by pipe p into a dome U or other space, through
which the said waste gases may be passed and so communicate their heat to the
petroleum or similar fuel in the generator. Air is admitted through an adjustable
valve e into the chamber Q and passed through the fuel. The cover of the
generator F may form a safety valve. A tank Ŏ holding a store of the fuel may be
supported on standards over the generator or otherwise. The tank O is filled through
an orifice closed by screw cap w, means being also arranged for supplying a feed of
the fuel to the generator in proportion as the fuel in the latter is evaporated. For
this purpose a pipe t is led from the tank O to the generator F, said pipe t having a
cock u and in addition thereto or in place thereof, as desired, a regulating valve such
as v operated by a thumb or set screw y (Fig. VIII). A gauge glass q is arranged
to show the level of liquid in F, and the pipe t is preferably led thereto. The mixture
of air and gas passes through pipe 22 to the cylinder of the motor.
Since the jolting of the vehicle causes the contents of the gas generator to be
thrown about in the receptacle, so that the mixture becomes frequently oversaturated
and therefore useless, I prefer to remove this drawback by arranging above one
another in the gas generator several discs of sheet metal B B B (as shown in
Figs. VIII and IX) the said discs being slit radially and the radiating wings
so formed are bent into an inclined position resembling the sails of a wind-mill. This
device prevents the movement of the benzine or similar fuel, but allows the air
saturated with vapours of the fuel to freely pass through, whereby I obtain a
uniform mixture.
When gas generated from benzine, gasoline, ligroine, petroleum, naphtha or
the like is mingled with a suitable proportion of the air for producing a powerful
explosive mixture, such a mixture being fed direct into the working cylinder it is
apt to meet burning particles of gases from the preceding explosion. These gases
would inflame the entering current of gas, and with it the whole explosive mixture
contained in the gas apparatus. In case this should happen a safety valve provided
which relieves the over pressure, but the gas store for the following explosion would
be consumed, and the gas apparatus filled with exploded gases. If several explosions
successively fail from this cause the motor would stop. To remove this inconvenience
I set the regulating screw of the gas generator (Fig. VIII) in such a manner
that it produces a mixture richer in gaseous vapours, said mixture being by itself
non-explosive, and add to this mixture shortly before entering the cylinder the
necessary quantity of atmospheric air for rendering it explosive. This air is introduced
through many fine openings for producing a more intimate mixture. An explosion
from the cylinder can therefore only explode the present mixture up to the point
where the additional air is fed thereto. A further explosion in the gas apparatus
is rendered impossible, and only material for one explosion in the cylinder is lost, the
store in the gas generator being preserved. As shown by Fig. V, the device to
effect the admixture of air consists of a tube 22 provided with fine perforations and
leading to the gas generator Fig. VIII. Through the fine perforations in the
tube 23, the necessary atmospheric air is introduced from outside. Above the
tube 23 an adjustable ring 24 is arranged, by the opening or closing of which the
quantity of the air can be regulated.
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 :-
In vehicles actuated by a motor arranged on the vehicle.
1. The arrangement of the motor in such a manner that the crank axle Z of the
motor is journalled vertically and the fly wheel Y thereof revolves in a horizontal
plane, substantially as herein set forth.

page_text: 2. The tube system in combination with the water jacket of the working cylinder
for the recondensation of the water evaporated in said jacket substantially as
set forth.
3. In combination with the motor the gas generator therefor constructed sub-
stantially as described and illustrated.
4. The combination with the motor of means for starting and stopping the vehicle
and disengaging the driving wheels from the motor, substantially as herein described
with reference to Figs. A, B and C.
5. For transmitting power to the driving wheels, the axle V journalled in the
same horizontal plane as the shafts T of the said driving wheels for the purpose
set fortb.
6. The rods S S connecting the bearings of the driving axles T, and shaft V,
substantially as and for the purpose set forth.
7. The frame A bearing the axle V and displaceable on the frame of the vehicle in
a direction perpendicular to the driving wheel shaft T substantially as and for the
purpose set forth. ·
8. The speed and power gear consisting of the spur wheels z 2111111 arranged
within the pulley R in combination with the wings M clutch K and nose N operated
from lever 3 substantially as and for the purpose set forth.
9. The lever 3 in combination with the coupling K and the brake 5 in such
a manner that, when the lever 3 is moved forward, the power gear is engaged and,
when the said lever is further advanced, the speed gear is engaged and by drawing
back said lever the brake 5 comes into action substantially as set forth.
10. The combination with lever 3 of a second brake lever 4 having a pin 11
and operating brakes 10 substantially as and for the purpose set forth.
11. The combination with lever 3, of means for controlling the admission of
explosive mixture to the working cylinder according to the position of said lever,
substantially as and for the purpose set forth.
12. The arrangement in the gas generator of discs B, said discs being slit and said
slitted parts bent at an angle to the general plane of the disc substantially as and
for the purpose set forth.
13. The mixing chamber 22, 23 having an adjusting ring 24 for regulating the
admission of atmospheric air substantially and for the purpose set forth.
Dated this 2nd day of Tannour 1887
Dated this 2nd
22nd day
January
Lannou 1887
CARL BENZ.
Pp. Herbert & Co.,
67, Strand, W.C.,
Agents to Applicant.