US926390A

US926390A - Motor-cycle.

Info

Publication number: US926390A
Application number: US33717406A
Authority: US
Inventors: John David
Original assignee: David & Cie J
Current assignee: J David & Cie; David & Cie J
Priority date: 1906-10-03
Filing date: 1906-10-03
Publication date: 1909-06-29
Anticipated expiration: 1926-06-29

Description

J. DAVID.-

Patented June 29, 1909.

3 SHEETS-SHEET 1.

Milt? THE NORRIS PETERS CO.,\WASHINGTON, D. c.

Patented June 29,1909.

3 SHEETS-SHEET 2.

4mm 11! //e THE NORRIS PETERS ca, WASHINGTON. 0. c4

J. DAVID.

MOTOR CYCLE.

Patented June 29, 1909.

8 BHEETSSHEET 3.

UNITED @TATEti PATENT @ifiiiitlnl.

JOHN DAVID, OF GENEVA, S'\\"IlZlCRL. \ND, ASSlGNOH TO .l. DAVID & CID, OF GENEVA, S\\"ITZE RLAND.

llIOTOR-CYCLE.

Specification oi Letters Patent.

Patented June 29, 1909.

Application filed October 3, 1906. Serial No. 337,174.

T 0 all whom it ma 3,1 concern:

is connected to the crankshaft pin by the rod i- Be 113 known that I, JonN Davin, mcchd; but these rods d" are not linked d1- anician, citizen of Republic of Switzerland, residing at Geneva, in the (anton of Geneva and Republic of Switzerland, have invented certain new and useful improvements in Motor cycles, of which the 'l'ollowing is a specification.

My invention relates to improvements in bicycles and particularly to that class of bic 'cles known as motor-cycles; and an object of my invention is to provide a bicycle oi the class described which will be simple in construction, comparatively cheap in manu facture and of high power and eihciency combined with small weight. In such a motor-cycle the internal combustion engine must be of strong and compact construction and must have its dimensions reduced as much as possible. To obtain a certain high power from an engine of small dimensions, the pistons must have a high speed; and this requirement has led to ditliculties in regard to the safe working of the motor. The engine used in my new motor-cycle is of the two-cylinder type and is very compact in construction and capable of working regularly, safely and etliciently at a high speed.

My invention consists of the motor-cycle hereinafter described and claimed.

In the drawings illustrating the principle of my invention and the best mode now known to me of applying that principle, Figure 1 is a side elevation, partly in section, one of the sides of the casing being shown removed for clearncss; Fig. 2 is a de ail of the mounting for the valve-operating mechanism; Figs. 3 and 4 are details of the mounting of the piston and connecting-rod; Figs. 5 and 6 are details of the mutller; and Fig. 7 is an elevation of my new motor cycle.

The casing a carries the two cylinders b which are connected to the casing in any suitable manner, as by being screwed thereto. Between the cylinders b is mounted a carburetor z and cast integral with the casing a is a support t which carries an electromagnetic firing device shown conventionally at F. The cylinders i) are provided with valve boxes e and these are connected by a tube 2 through which the fuel is led from the carbureter .2 to the valve boxes 0 Working in the cylinders 11 are the pistons 0 one of which is connected to the crankshaft pin f by a connecting rod (1, while the other I l l i l i rectly on the crankshaft pinf. On the contrary the rod (1 has on its lower end forkshaped part (1 in which is titted a sleeve c on which oscillates with slight friction the other rod (Figs. 1 and 3-). The crankslnrl't pin passes through the sleeve 0 and receives the thrust of the rods d, but the thrust is transmitted to the crankshaft pin through the sleeve c and is thereby distrihuted over the whole length of the pin f, whereby the pressure per unit of length, of the pin f is reduced and the power is transmitted under better conditions than would otherwise be the case.

The rods (1, (Z are connected to the pistons c by means of the cross-pins n carried by the pistons and upon which the rods are free to oscilhttc. The cross-pins n are split at their ends and are there pierced with conical holes n, The latter are threaded to receive the conical screws 0 o", by the insertion of which in said holes the walls of the latter are spread apart, whereby the cross-pin a is firmly wedged in place in the piston without deformation of the latter. (See Figs. 3 and i). By this construction an accurate adjustment of the piston in the cylinder is made possible, an important feature in high speed work.

The gears 5 71 and i are provided for operating the valves and the ignition device through any suitable mechanism, many forms of which are so well known as to rcquire no illustration and no further descriptionhcre. The pinion g is mounted upon the engine-shaft g and the pinion '2' upon a shaft i fitted in perforations in the rim of the casing. The intermediate pinion or gear 72 is mounted upon a stub-shaft 7c carried by a steel plate I which is fastened to the casing (1 by means of the screws m. The strong and stiff steel plate Z serves to prevent the doformations which would result from fastening the stub-shaft l: to the casing a directly.

T he exhaust gases pass to a mulilcr shown in detail in Figs. 5 and 6 and consisting of a cylinder p closed at its ends by the plates q, q" in which are mounted, respectively, the pipes r 1, each of which is open at its outer end and is formed with holes in its side wall. The pipe 1 is threaded at its outer end for connection with the exhaust pipe and the exhaust gases flow through the holes in the side wall of the pipe '2 out into the cylinder or chamber p and, the inner end of both the pipes r 7*, being closed, the gases then flow into the pipe 1" through the holes in its side wall and escape through the outer open end of the pipe 1*. A screw-rod 8 holds the plates or heads T, g tightly against the cylindrical wall p during the operation of the engine; but by merely loosening the screw-rod, the plates 1 g may be removed and the interior of the mufl'ler exposed to view for cleaning and repair.

The casing a is provided with suitable clamp members 1 by which'the engine is clamped to the tubes 10, which form a part of the bicycle 'lrame (Fig. '7.)

The bicycle to which the engine is clamped is driven by the latter by means of a round belt 11 which passes over grooved pulleys 12, 13. This driving belts tension. may be varied by the belt-tightener shown in Fig. 1. Here the tension pulley u is mounted in one end of an arm n the other end of which is pivotally connected to the casing a. To one of the cylinders b is pivotally fastened or hinged a lock-plate y formed with an oblique hole through which passes the upper part of a tension-control rod :0 the lower end of which is pivotally secured to the swinging arm a which carries the ockey pulley a. The upper end of the tension-control rod 93 is formed with a hook and is readily accessible to the rider. When he pulls up on the rod 00, the lock-plate y is swung upwardly, until it al lows the rod 2: to pass freely through the hole in the lock-plate; The tension of the belt having been adjusted, the tension-control rod :0 is forced downwardly, carrying the locl plate y with it and as the lockplate approaohes the horizontal, the oblique walls of the hole in it serve to lock the rod 9: in place.

I claim:

A motor-cycle consisting of the combination with frame members; and wheels mounted therein for supporting the same of an engine-casing fastened to said framemembers; a plurality of cylinders mounted upon said casing; pistons which work in said cylinders; an engine-shaft driven by said pistons; a carburetor mounted between said cylinders; a firing device carried directly by said casing a belt which connects said engine shaft with one of said wheels; a belttightener carried by said casing for regulating the tension of said belt; and means carried by one 01" said cylinders for moving said belt tightener.

In testimony whereoi I have ailixed my signature in presence of two witnesses.

L. H. MUNIER, G. TINER.