US608968A - Gas or oil motor for bicycles - Google Patents

Description

W. MORAVA. GAS 0R OIL MOTOR FDR BICYCLES.

(Apph at on in dust 22 1897) 5 Sheets-Sheet .I.

(No Model.)

n Q I Patented Aug. 9,1898.-

W. MDRAVA.

GAS 0R OIL MOTOR FOR BICYGLES.

(Application filed Max. 22, 1897.)

(No Model.)

R h H a. a N? M wv \NN mm gbN \WQ N QR. MEN 1W M m V T m n w W I e F. t- Q7 \NWM w N 1 1 1 1 r \n w. mfiw J E Bfim:\,.\\\ A p I v 7. 5 A T T u, N

. J n W QRW Patented Aug. 9, I898.

W. MORAVA.

No. 608,968. Patented Aug. 9, I898.

w. MURAVA. GAS 0B OIL MOTOR FOB BIGYCLES.

5 Sheets-Sheet 4.

.Ziz'verumx (Application filed Mar. 22, 1897.)

(No Model.)

Patented Aug. 9, I898.

5 Sheets-Shut 5.

w. MORAVA. v GAS 0B OIL HOTUR FOR BICYCLES.

(Application filed Mai. 22, 1897.)

(No Model.)

Invenfm".

iii; ATES wnnsEL MORAVA, or CI-IICACC, ILLINOIS.

GAS OR OIL MOTOR FOR BICYCLES.

SPECIFICATION raining part of Letterslf atent No.608,968, dated August 9, 1898.. Application filed March 22, 1897; Serial Noezasvs. (No model.)

To rtZZ whom, it may concern:

county of Cook, andgState ofIllinois, have invented certain new and useful Improve-f ments in Gas or Oil Motors forBicycles, which are fully set forth in the followingspecification, reference being had to the accompanying drawings, forming a partthereof.

The purpose of this invention is to provide an improved motor in the shape of a gas or oil engine for association withand to'assist.

in propellingabicycle or other vehicle. One

specific purpose kept in mind as a motive for the invention is to provide a motor adapted to operate with the least possible intervening mechanism upon the driving-wheel ofthe vehicle and at the same time to prevent the ex.- cessive'strain upon the parts which results when the mechanical connections from the piston-rod of the motor to the wheel are exposed to the shock of the explosion and the resultant almost instantaneous movement of the piston. To avoid making such direct connection heretofore, motors have been constructed whose prime shaft-that is, the shaft having immediate crank connection with the piston has a high rotary speed, from which proper speed-reducing train extends to the vehicle-Wheel. The objections to such train are obvious, and the necessity of a high rate of motion for the engine and its prime shaft which is involved inthat modeof construction is seriously objectionable; and my invention as to this point consists incausing the action of the piston under the force of explosion to store up power by coiling a spring whose uncoilin g at any speed and at any time drives the vehicle-wheel.

Asecond specific feature consists in utilizing the drive-chain extending from the usual pedal crank shaft sprocket wheel to the sprocket-pinion on the driving-wheel as the means of operating the valves and so determining the frequency of the explosions.

A third feature consists in the employment of devices under the control of the riderpreferably at the handle-bar-for shifting the valve-operating connections into and out of the path of the driving-chain to cause and intermit the explosions at will. It comprises also a special form of piston and stem and V 3 slide-bearings therefor, which constitute air- Be it known that LWENSELMORAVA,3. citizen of the United States, residing at Chicago,

connections from the forward to the rear side of the piston, by which the outstroke of the piston compresses air which enters behind the piston with the next charge, and in connection' with this feature it comprises features of construction by which the air drawn in by the retreat of the piston and afterward expelled through the air-ducts mentioned serves to cool the'piston and stem, and it comprises also devices by which the compressedair, when admitted behind the piston, sprays the oil into the explosion-chamber.

.Myinvention comprises also a special form of clutch mechanism by which the reciprocating motion of the piston is transmitted through a spring to the driving-shaft and a spring device in connection therewith by whose tension the degree of compression attained for explosion is controlled.

My invention consists also indetails of c011- struction, which are set out in theclaims.

In the drawings, Figure 1 is a side elevation of a bicycle having my im'proved'motor associated therewith. Fig. 2 is adetail sectional view, on an enlarged scale,at the plane of the line 2" 2 on Fig.1. Fig. 3 is a plan View looking in the direction of the arrow 3 on Fig.1 Fig. 4 is a rear end elevation of the cylinder and its Connections with the capplate removed. Fig. 5 is a section at the line 5 5 on Fig. 4.. Fig. 6 is a section at the line 6 6 on Fig. at. Fig. 7 is an axial section through the driving-clutch. tion at the line 8 S on Fig.7. Fig. 9 is a detail view of a portion of the drive-chain, showing the valve-operating cams thereon. Figs. 10 and 11 are transverse sections of thesame at the lines 10 10 and 11 11, respectively, on Fig. 1. Fig. 12 is an outer end elevation of the piston. Fig. 13 is an axial section through the same. Fig. 14. is an elevation of the forward or open-head of the cylinder. Figs. 15 and 16'are detail side and rear elevations, respectively, of certain links in the connections from the hand-lever to the valves and igniting-circuit switch. Fig. 17 is a detail side elevation of the driye-Wheel and motor-frame and mechanism thereabout,'portions being broken away to disclose the valve-operating mechanism.

Fig. 1 shows a bicycle which has the Cus- Fig. 8 is a sec tomary construction involving the so-called diamond frame A A A A A rear driving-wheel B, front steering-wheel B, steering-fork 13 handle-bars B seat-post or strut-post O for the diamond-frame saddle D,

crank shaft having pedals E E, driving sprocket-wheel E, drive-chain E drive-pinion E on the driving-wheel, and the customary accessory details of said parts. The construction of all these parts requires no detail explanation, since so far as they depart from customary structures the departures are matters of design or unimportant detail, except in that the arms of the rear forks A and A are spread at the rear axle more widely than ordinarily required, the additional space being necessary to admit the engine. The engine, comprising the cylinder F, with its piston having a tubular stem F guided on the tubular central guide F which is part of an air-duct of which the return branch F makes up a part of the engine-framework, is itself mounted in a supplemental tubular frame consisting of two triangular frames, each composed of triangularly-arranged bars G, G, and G said frames being located at opposite sides of the wheel and being united at their corresponding angles-to wit, at the rear angle by the bolt which connects both frames to the rear cylinder-head, as hereinafter more particularly described, at the forward angle by attachment to the rear-wheel axle, where said frame is secured by the same nut which secures the rear angle of the diamond frame to said axle, and at the top by the tie-rod G, by which also said angles of the two triangular frames, respectively, are connected by tubular rods G G to the apex of the bicycle-frame, junction being made immediately in the rear of the seat-post by the bolt 9 The engine-cylinder F has its rear head F providedwith lateral lugs F F, extending at opposite sides horizontally and affording means for attaching the right and left triangles of the engine-supporting frame above described, said triangles having threaded terminals g g, which pass through eyes in the lugs F and F and receive nuts g g behind said lugs. The cylinder F is supported at its forward end by means of a boss F on the outer side of the forward head F, which affords a seat for a supplemental post G of the right-hand triangle of the supplemental frame and a yoke or clasp f, applied outside said post G and bound fast to the lug F? The piston-stem guide F and the return branch F of the air-ductextend close alongside the strut-post C of the diamond frame and are bound rigidly by clamps f f completing thus the support of the engine with respect to the engine-framework of the madetachment being effected by removing the bolt 9 at the rear of the seat-post and disengaging the lower angle of the supplemental frame from the rear axle at both ends of the latter and removing the clamps f f the supplemental frame, tie-rod G and the entire engine may be removed, and the operating connections, hereinafter described, which extend from the vicinity of the handle-bar to the engine-valve mechanism, being also disconnected at any convenient point near the steering-head, may be removed with the engine.

I will now describe the construction and operation of the engine.

The cylinder F, I prefer to make of light metal having a high conductivity of heat, as brass, so that it may cool rapidly by the movement of the vehicle through the air and without the necessity for a waterjacket. The rear head of the cylinder is formed by means of a collar F screwed onto the tubular body F and having, besides the lugs F F, above mentioned, for attachment to the frame, a further extension F at the lower side which contains the valve-seats and exhaust and inlet connections. This collar is closed at the rear by a cap-plate F which is bound in place by a yoke F said yoke being pivoted at its lower end on a studbolt f, which is rooted in the lower side of the extension F and constitutes a pivot on which the yoke may swing in a plane transverse to the cylinder, the opposite end of said yoke having a hook-nose f, which when the yoke is swung across the head or cap-plate F engages the flange f on the collar F so that a clamping-bolt F which is screwed through the center of the yoke F and bears against a central boss f on the cap-plate, serves to clamp the cap-plate firmly onto the end of the collar F thus completing the head of the cylinder.

The particular construction described, it will be observed, renders the attachment of the yoke to the structure permanent, so that it is in no danger of being lost by accident, even when it is swung down for the purpose of moving the head. For the same reason the head may be pivoted on the same bolt and moved out of position by merely swinging on the bolt downward.

F is the piston-head. It is provided with a forward face F which completely closes the cylinder,and back of said face it is chambered, as seen in Figs. 12 and 13, a central cavity F having communication by way of the port f, which is controlled by the valve F, with the annular cavity F said annularcavity being interrupted in part by metal left standing to receive bolts F F, by which a rear plate F is secured to the piston-head, said rear plate having a centrally-threaded boss f which opens into the central chamber F and serves to receive the tubular stem. F of the piston, which is screwed into said boss, thus making said stem a continuation of said central chamber F into which the valve F opens, so that air entering through the an:

nular chamber F and passing the valve F reaches said central stem F The stem F is guided in the forward head F, which is screwed onto the forward end of the cylinder F, and has a centrally open hub F in which the tubular stem F obtains seat and guidance, said central hub being connected by radial arms to the outer threaded flange of said head. The tubular stem F telescopes with the tubular guide F the latter passing within the former, said guide being open at its end thus telescoped within the tubular stem and the latter having a suitable stuffing-box at its end to insure air-tight seating about the guide.

For greater security in this respect and to give stiffness desirable for the connection with the driving-clutch, hereinafter described, I fortify the tubular stem for a distance back from the end by an outer sleeve F which is fitted closely outside said stem and provided with a threaded connection thereto at f and extends somewhat beyond it and receives the stuffing-box cap F suitable packing being interposed between the guide F and the end of the sleeve F which extends beyond the end of the stem and said stuffing-box cap. The guide F has the return branch F which leads into the chamber f, in the lower extended portion of the rear head of the cylinder, which chamber communicates by way of a port controlledby the inlet-valve H with the explosion-chamber f. A check-valve is located at any suitable point in the duct to retain any desired proportion of the air compressed by the outward travel of thepiston. I have represented such check-valve as located at F at the end of the guide F so that I the air compressed in the duct beyond that point-that is to say, in the return branch F and in the chamber f -is retained, while so much as is contained in the guide F up to the check-valve acts as a recoilspring to assist in returning the piston after its outward stroke caused by the explosion.

In the forward wall of the extension F of the rear head of the cylinder which projects below the cylinder proper are located two chambers f and f, the first communicating by way of the port controlled by the air-inlet valve H, as above stated, with the explosionchamber and the second communicating by way of the exhaust-valve H with the same chamber. The stems h and h of these valves respectively extend through the chambers f andf respectively, and through stuffingboxes f f outside said chambers, respectively, and obtain further guidance in a lug F formed on a fortifying-strap F, which encircles the cylinder F, said lug depending below the cylinder in proper position to support and guide the valve-stems. Forward of said lugs the stems are joined, the continuations of said stems h and h", respectively, being adapted to oscillate in vertical planes about the joint, and both said stems are deflected inwardly -that is, toward the plane of the drive-wheel-and extendedforwardly parallel to each other at their forward terminals, being lodged at the forward ends in vertical slots f andf in a depending web formed on the forward head F of the cylinder. (See Fig. 14.) At their forward ends these valve-stems are connected, respec-' lever H, suitably fulcrumed at H near the forward end of the upper barA of the velocipede-frame, the forwardly-extending arm of said bell-crank lever being forked to engage a collar H, which slides on the steering-head and is connected by a link H upwardly to a lever-H which is in position and in the form of a customary brake-lever, and in practice I utilize said lever for that purpose when it is not required for the purpose of operating a brake, the latter being removed from the machine, as is a common custom with experienced riders.

It will be observed that the operation of the lever H in a manner which usually sets the brake will lift the forward ends of the jointed valve-stems h and h, and the opposite movement of the lever will depress them.

On the ends of the stems 7t and it", forward of the connection thereto of the links h and h are contact-rolls h and 7N, which when the forward ends of the stems are elevated are in the paths, respectively, of certain cams E E on selected links of the drive-chain E the path of the cams E being such as to bring them into collision with the roller on the end of the stem h", while the cams E are in position at the inner side of the chain to bring them into collision with the roller on the end of the stem it". When, however, the mechanism connected with the lever H is op erated by the rider releasing the end of said lever, as for releasingthe'brake, the ends of said stems h and h are depressed out of the track of the cams with the result of discontinuing the action of the engine.

WVhen gasolene or other hydrocarbon oil is used to generate the gas for explosion, the supply of such oil is carried in a receiver L, which is supported within the triangular frame G G G on the left-hand side of the wheel, and a suitable duct L conducts the .oil from the reservoir to an oil-chamber 7L3,

formed in the depending extension of the rear head of the cylinder immediately below IIO the body of the cylinder, said'oil-chamber being connected by small ports, one ofwhich is shown at h leading to the seat of the inletvalve H, said ports being closed at their entrance into the oil-chamber h by a valve H whose stem extends out through a suitable stuffing-box and is connected to the stem. of the exhaust-valve H, as bylaterally project- 'ing lug 71, on the stem h of said last-men- -tioned valve H, so that both valves H and H may be operated simultaneously by one device, admitting a new charge of oil to the ports 71 simultaneously with the opening of the exhaust-valve.

The explosion may be produced (and I have illustrated mechanism for producing it) by an electric spark passing between two electrodes within the explosion-chamber f.

I have shown only conventionally and without designing to make the illustration complete or specific insulated electrodes M M, Fig. 4, terminating within said chamber, and an insulated secondary circuit, including said electrodes M, and leading by any convenient course along which a properly-insulated wire may be supported on the frame to the induction-coil M which, with the battery M is contained within a receptacle M hung on the frame, the primary circuit extending from the pole M of the battery to the induction-coil, and thenceto the insulated springarm M which carries the armature m and thence to the frame, the wire from the opposite pole M of the battery extending insulated to the insulated contact-piece M on the switch-lever M said contact-piece M being in the path of the cam E when the roll H is in said path, so that after the inlet-valve has been opened and closed again, whereby an explosive charge has been admitted to the explosionchamber, a spark or series of sparks is caused to pass between the electrodes M M to ignite said charge.

The lever M ispivotally attached to the link H and is lodged on the stiff finger W,

projecting from the frame, so that when the link is depressed the forward end of the switch-lever rises and the contact-piece is carried out of the path of the cam during the same time that the roll H is out of the path, and the igniting-sparks are therefore intermitted when the operation of the valve is intermitted.

The operation of the engine proper, independently of its driving connection to the wheel, may be understood as follows: The rider having mounted the machine and started by means of the pedals in the usual manner, desiring to utilize the power of the engine, operates the lever H, depressing it away from the handle,with the result that the ends of the levers h and h" are brought into the path of the cams E E on the drivechain. When the cam E collides with the from the oil-chamber h into the duct 71, which leads to the face of the valve H, and when afterward the cam E collides with the lever it. some portion of the oil will flow into the explosion-chamber f, and eventually sufficient vapor will exist in the chamber to cause an explosion when the cam E operates the switch to close the circuit and causes a spark in the chamber. To hasten this result, the

operator may before mounting operate the piston by hand, reciprocating it once or twice,

the air compressed in the guide F? up to the check-valve F will react and send the piston back, and the check-valve being closed, the cam E having passed off the end of the stem 72), the piston is ready for another outward movement when the next explosion is produced, as already described.

The opening movement of the exhaust-valve unseats the valve H as above described, and admits a new charge of oil to the port 7L which is ready to be taken in with the next charge of compressed air when the valve H is opened.

I will now describe the mechanism by which the engine is connected to and made to actuate the drive-wheel, said mechanism having also a function in respect to the action of the engine itself in that it contains the means for retracting the piston forcibly, so as to compress the air behind it in the explosion-chamber to a tension favorable for the best results in the development of power upon such explosion. The connection between the piston and the driving mechanism of the velocipede consists of a clutch mounted on the drivewheel axle and having a flexible strap connection with the piston-stem, whereby the outward travel of the piston rotates the clutch to coil a spring which is connected to the driving-wheel and which in reacting rotates said wheel. P is the shell or outer cylinder of the clutch. Q is the strap which connects said clutch to the piston-stem, the strap being passed around the periphery of the cylinder P, one end being attached to it at q, the other end being attached to the collar F clamped on the piston-stem.

The cylinder or shell P has annular heads P and P which at their inner circumferences, respectively, are seated with ball-bearings on the collars P and P respectively, the collar P being rigid with the extension B of the hub B of the drive-wheel B, said extension being screwed through the end of the hub proper, as seen in Fig. 7, and made secure against rotation in any suitable manner, as by a pin or cam I2 The collar P is rigid with the axle b of the wheel B, and at the opposite side from the bearing of the head P thereon it has ballbearings at P for the outer end of the extension B Within the outer cylinder P of the clutch is the inner cylinder P which has one annu- IIC (shown at 1)) on the collar P lar head P at the inner side, which is seated the outer cylinder to drive the inner when the strap Q is drawn off the cylinder when the piston makes its outward movement under the effect of an explosion.

, respect to the axle,

. the outer cylinder.

To the inner cylinder ispivoted adog R, which engages the ratchet-rim P on the fixed collar of the disk P the teeth of said ratchetrim being faced and the dog beingextended in a direction to permit the dog to ride back overthe ratchet when the inner cylinder P is rotated by the outer cylinder in the manner described. A coil-spring S has its inner end attached at s to the hub extension 13? and its outer end attached at s to the inner surface of the inner cylinderP said spring being coiled in such direction that itis wound up or tightened bythe rotation which the inner cylinder receives from the outer when the strap is drawn off from the latter.

From this construction it will result that when the spring is coiled up in the manner described the dog R, engaging the ratchetrim P on the collar P, which is fixed with retains the spring thus coiled, which can react by uncoiling from the inner end, and thereby rotating the extension hub B to which said rim is. attached, and thereby rotating the drive-wheel.

On the outer. side of the outer head? of the outer cylinder P the nut P, which is screwed onto the axle Z), holds the inner end of a coiled spring T, whose outer end is engaged with a stud 19 which is rooted in and projects from the outer face of the head P of This spring is coiled in the same direction as the spring Sand is coiled and put under tension by the same movement which coils the inner spring. Being, however, connected directly at its outer end to the outer cylinder and tending to uncoil when relieved from the coiling movementof the outer cylinder it tends to reverse the movement of the outer cylinder,iretracting the pawl R over the ratchet p to its original position, and thereby winding up again the strap Q and retracting the piston. The tension of this spring T may be adjusted as desired by rotating the nut P on the axle b, and it may be so adjusted as to retract the piston with anydesired force less than that produced by the explosion which drove the piston outward, and thereby compress the air behind the piston into the explosion-chamber to such tension as it is deemed desirable. The outer springT may be inclosed by a cap T, which may be screwed onto the outer end of the axle b, as seen in Fig. 7. The hub extension B1 having ball-bearings at its outer ends at P, the necessity for ball-bearings elsewhere at that end of the hub is removed, the usual ball-bearings being, however, provided at the oppositeend of the hub on the other side of the wheel. These opposite ball-bearings are not illustrated, being of the ordinary construction, the ball-case being shown at B in I claiml 1. In combination with a velocipede, a gas or oil motor, operatively connected. with the driving-wheel of the velocipede; the velocipede drive-chain having cams which in the travel of the chain collide with operating connections of the motor-valves, and thereby actuate the valves. I

O2. Iii-combination with a velocipede, a gas I or oil motor mounted on the velocipede-frame;

electric igniting devices pertaining to said motor; the circuit which energizes the same; a switch in said circuit whereat it is adapted to be opened or closed, and a camon the velocipede. driving-chain adapted. to operate said switch to open and close the circuit, and therebytocause ignition in the explosion-chamber to the motor.

In combination with a velocipede, a gas oroil motor and devices which actuate the controllin g-valves thereof,connections adapted .to be operated by the rider at the vicinity of the handle-bar fordislocating the valveactuating devicesto prevent at will the .action of said valves.

4. In combination with a velocipede, a ro- 1 tatable'clutch on the driving-shaft thereof, adapted to be reciprocatingly rotatedl exteriorly andto communicate rotation to the shaft continuously in one direction, asprmg through which such rotary motion is communicated from the clutch to the shaft and a gas or oil motor mounted on the velocipede-frame and having its piston connected to the exterior member of the rotatable clutchto reciprocatingly rotate the latter as the piston reciprocates. t

5. In combination with'a velocipede, a clutch mounted on the driving-shaft thereof having its exterior member adapted to be reciprocatingly rotated and to communicate rotation continuously in one direction to the shaft; a spring through which such rotation is communicated to the shaft, a gas or oil motor mounted on the velocipede-frame and having its piston operatively connected to said outer member of the clutch to reciprocatingly rotate said member as the pistonreciprocates; and a spring which is put under tension by therotation of the clutchinthe driving direction when the piston is traveling outward and which reacts to reversethe rotation of said clutch member, whereby such spring operates to retract the piston;

6. In combination with the cylinderof the motor, the piston having a tubular. stem, a

.tubular guideway. adapted to be fixedwith respectto the cylinder and adapted to betele- 1 scoped with the tubularstem of the piston las the latter reciprocates; aduct of which said tubular guideway forms a part; an explosion-chamber back of the piston to which such duct leads; a valve adapted to be me chanically operated to control communication of the duct with the explosion-chamber, and a check-valve in the duct antecedent to the first-mentioned valve adapted to hold the air which is forced past it by the outward travel of the piston under tension between said valves; and suitable means for operat ing the first-mentioned valve to admit the compressed air to the explosion-chamber.

7. In combination with a chain-driven velocipede, a gas or oil motor mounted thereon having acombustion-chamber and electric igniting devices associated therewith; a circuit which energizes the same containing a switch at which the circuit is normally open and which is adapted to be operated to close the circuit; the controlling-valves of said motor having mechanical operating connections; cams on the driving-chain of the velocipede adapted to collide with said connections to operate said valves and adapted also to collide with said switch to operate the same to cause ignition.

8. In combination with a chain-driven velocipede, a gas or oil motor mounted thereon having a combustion-chamber and sparking electrodes therein, an electric induction-coil and a battery which energizes the same having its secondary circuit extending to said electrodes, the primary circuit including the frame and an insulated contact-piece a cam on the driving-chain of the velocipede adapted to collide with said contact-piece as the velocipede is driven.

9. In combination with a chain-driven velocipede and a gas or oil motor mounted thereon the cylinder of the motor having an explosion-chamber communicating therewith behind the piston; the compressed-air duct in which the air is compressed by the outward travel of the piston; a valve which controls thecommunication of said duct with the explosion-chamber; an exhaust-port and a valve which controls the same, the stems of said valves being extended outside the cylinder and terminating in the vicinity of the path of the drive-chain of the velocipede; and cams on said drive-chain adapted to collide with said stems respectively.

10. In combination with a chain-driven velocipede, a gas or oil motor mounted thereon having the stems of its inlet and exhaust valves extended outside the cylinder and terminating in the vicinity of the drive-chain; cams on said chain adapted to collide with said stems to operate the valves, said stems being jointed and adapted to be flexed at such joints to carry their terminals out of the path of the cams; a finger-lever at the handlebar, and mechanical connections therefrom to the stem,whereby at will they may be flexed at their joints respectively to carry their terminals out of the paths of said cams respectively.

11. In combination with a chain-driven velocipede, a gas and oil motor mounted thereon having the stems of the inlet and exhaust valves extended outside the cylinder and provided with flexible joints and having terminals which are adapted to stand in the vicinity of the drive-chain; the electric igniting devices and the circuit in which they are energized containing an insulated contact-piece at which the circuit may be closed to cause ignition; the drive-chain and cams thereon adapted as the chain travels to collide with the terminals of the valve-stem and with the contact-piece to operate said Valves and close the circuit; a movable arm on which said contact-piece is mounted adapted to be moved to carry the contact-piece out of the path of the cam, and mechanical connections from said valve-stems and from said movable arm extending to the vicinity of the handle and there adapted to be operated at will, whereby the operator may at will dislocate the valvestem terminals and contact-piece to interrupt the operation of the motor.

12. In combination with the cylinder, the piston having a tubular stem and a central chamber with which said piston communicates, and an annular chamber forwardly open encompassing said central chamber and a valve which controls communication between said chambers adapted to open from the annular into the central chamber, and a fixed tubular guide about which the tubular stem of the piston telescopes as the piston reciprocates, and a check-valve which-prevents air from entering, and permits it to escape from said tubular guide, whereby the retreat of the piston causes it to draw in exterior air through the annular chamber and pass the same into the central chamber and tubular stem, and the return of such air when the piston advances is prevented.

13. In combination with a cylinder, the piston having a forwardly-open chamber and a second chamber communicatingtherewith; a tubular stem communicating with said second chamber, and the valve controlling communication between said chambers adapted to open into the stem-connected chamber; a tubular guide with which said tubular stem telescopes; a duct of which said tubular guide constitutes a part, and a check-valve in said tubular duct whereby the retreat of the piston draws in atmospheric air through the forwardly-open chamber, and its advance compresses such air beyond the check-valve.

14:. In combination with a cylinder, the piston having a forwardly-open chamber and a second chamber communicating therewith; a tubular stem communicating with said second chamber, and the valve controlling communication between said chambers adapted to open into the stem-connected chamber; a tubular guide with which said tubular stem telescopes a duct of which said tubular guide constitutes a part, and a check-valve in said duct at a point somewhat remote from the inlet end thereof adapted to seat toward the piston, whereby outward travel of the piston compresses air in said duct, and the portion thereof which is not forced past the checkvalve operates elastically to start the piston back.

15. In combination with an explosive-motor and a shaft which itis designed to rotate, a clutch on such shaft having its exterior member adapted to be reciprocatingly rotated, and an interior member which is actuated in one direction by the outer member; suitable means for locking said interior member against rotation in the other direction; and a spring connecting said interior member with the shaft and adapted to be put under tension by the rotation of said interior member, whereby the recoil or reaction of such spring rotates the shaft in the direction in which the inner member of the clutch is rotated by the outer member, but independently of the time of such rotation.

16. In a velocipede, in combination with pedal-operated driving mechanism, an eXplo-- sive-motor mounted on the velocipede-frame and operatively connected to a driving-shaft of the velocipede; cams on a moving part of said pedal-operated driving-train, the controlling-valves of such motor having their stems provided with terminals adapted to stand in the path of such cams and to be moved out of such paths; mechanical connections exlendin g to the vicinity of the handle-bar and adapted to be operated at will to move said terminals into and out of the path of the cams, whereby pedal-operated mechanism of the velocipede may at-the will of the rider be caused to control the motor.

In testimony whereof I have hereunto set my hand, in the presence of two Witnesses,

at Chicago, Illinois, this 15th day of March, 1897.

WENSEL MORAVA. Witnesses:

OHAs. S. BURTON, JEAN ELLIOTT.

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