Peugeot Horizontal Motor.

The new Peugeot motor is of the horizontal two-cylinder type, attached toward the forward part of the carriage to a cylindrical box forming a frame through which passes the motor shaft; at the back the cylinders are attached to a box that serves as a compression chamber and contains the various valves of the engine. The cylindrical frame at the front is made in halves connected on the axial plane of the cylinder, so that by removing the upper half, access is given to the mechanism; for the purposes of oiling and general inspection, a small opening is made in the upper half, closed by a sliding cover. Two other openings are also made in the sides of the box to admit air for cooling the cylinders. The same frame contains the bearing of the main shaft which passes through it, as shown in the illustrations. At one end of this shaft is a flywheel recessed, as shown in the section, Fig. 6, to receive the cone of a friction clutch for transmitting motion to the wheels through the gearing, the general arrangement of which is indicated in Fig. 3; at the other end of the shaft is a hand crank for starting the motor; there are two cranks made on the shaft at the same angle, an expansion cam C, and a centrifugal governor. As the whole of this mechanism is inclosed in the cylindrical frame, it can be easily maintained in a good condition of lubrication, and free to a considerable extent from dust. The gas is drawn into the cylinders through the inlet valves placed at the upper part of each cylinder; the exhaust valves are located beneath. By removing the cover at the top of the valve-box access is at once obtained, so that the valves can be adjusted or removed without interfering with any other part of the mechanism. The valve-box, together with the rear part of the cylinders, which is inclosed in a jacket, is cooled by a circulation of cold water.

The method of exploding the gas charges need not be described, as it is practically the same as that used in the older type of motor employed on the Peugeot carriages. The illustrations show that the firing device is placed on the back of the box at the rear of the cylinders; it contains two igniting tubes communicating respectively with the space between the two valves of one cylinder. These tubes are maintained at a suitable temperature by two oil burners; the lower part and the controlling tap are seen at the bottom of the lantern, Fig. 5, in which the air admitted to the carbureting chamber is heated.

By reference to the various illustrations it will be seen that beneath the motor and parallel with its longitudinal axis is a shaft running from end to end. At the front end where it enters the cylindrical box it carries a lever which is made with a slide at the upper end. This slide K engages in the groove of the cam C, of which a side view is given in Fig. 8. An angular movement is imparted to it by this arrangement, giving to the distributing shaft a partial rotation. This oscillation is transmitted to the inverted A-shaped piece keyed to the rear end, and seen clearly in the perspective view of the motor, Fig. 4, almost beneath the lantern containing the burners. Each branch of this A-piece, of which a separate view is given in Fig. 7, has a small lever articulated to the end, which lifts the exhaust valves at the proper moment, the arrangement being such that the A-piece can only lift one exhaust valve at each revolution of the motor. By this arrangement the explosions are successive, and there is one to each revolution of the motor.

If the speed becomes excessive, the centrifugal governor already referred to overcomes the resistance of the spring R placed at the front end of the distributing shaft and coiled around the extension of the block D. This block is then

pushed back by means of bent levers, shown in the illustrations, and couples with a piece T-shaped in plan, that is placed above the arms of the small levers articulated on the branches of the A-shaped lever already described. As the small levers are held up by springs, they yield under the pressure created, and in their movements affect the normally straight arms that actuate the exhaust valves; these arms then pass on one side of the valve rod, and the exploded charge not being able to escape, there is no new admission. An explosion being thus missed, the speed is immediately reduced, and with the reduced movement of the governor all the various parts resume their normal positions.

We think that with the aid of the illustrations the very in

genious details of M. Peugeot's new motor will be understood

from the foregoing description; the mode of transmitting the power to the wheels is indicated in the engravings, and, besides, does not differ essentially from the former types of the Peugeot carriage which we have already dealt with.-Engineering.

The Rowbotham Transmission.

There are two sets of conical gears, 1 and 2, one of which is mounted loose, while the other is fastened upon the axle of the driving wheels. This axle is in two parts, 3 and 4, connected by the differential gear, 5, 6 and 7. A friction roller, 8, placed between the two ... 1 and 2, slides upon the motor shaft, 9, and carries the toothed wheel, 10, mounted loose, which by means of the pinions, 12 and 13, engages with 1 and 2.

The motor transmits directly to the shaft, 9, which carries the plate, 8, at a constant speed of rotation. The speed of the

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vehicle can easily be varied by changing the position of the friction roller, 8. The further it is moved from the axle, the slower the speed; the nearer it comes to the periphery the greater the speed of the vehicle.

When 8 reaches the groove 18, the machinery will be thrown out of gear and the cone 16-17 will enter the corresponding groove of the piece 12. Motion will then be communicated to the plates 1 and 2 by means of the pinions, 11 and 13, which give reverse motion.

Hence all speeds from o to maximum are obtained at will as well as reverse motion.

Recent Gas Engine and Motor Patents.

584,097. Hydrocarbon Motor.-Martin H. Rumpf, Brussels, Belgium. Filed Sept. 9, 1896. Serial No. 605,221. 584 127. Motor Vehicle.-Edmond Draullette and Ernest Catois, Paris, France. Filed Oct. 5, 1896. Serial No. 607,883. Patented in France Aug. 21, 1896, No. 259,059.

584,130. Gas Engine.-Frederick C. Griswold, Port Jefferson, N. Y., assignor of one-half to Martin L. Chambers, same place. Filed Nov. 25, 1896. Serial No. 613,367.

584,169. Vehicle Motor.-George M. Stock, Milwaukee, Wis., assignor of one-half to Mathias Schneider, same place. Filed Jan. 21, 1897. Serial No. 620,107.

584,188.-Gas or Vapor Engine.-Presley B. McLelland and Stephen D. McLelland, Chicago, Ill. Filed Dec. 20, 1895. Serial No. 572,816.

584,282. Gas Engine. Franz Burger and Henry M. Williams, Fort Wayne, Ind. Filed Aug. 1, 1894. Serial No. 519,205.

584,349. Process of Carbureting Gas.-Arthur B. Griffen, Verona, N. J., assignor to the Gilbert & Barker Manufacturing Company, Springfield, Mass. Filed Jan. 22, 1895. Serial No. 535,770.

584,377. Changeable Gear for Vehicles and Driven Mechanism. Frank H. Lefroy, New York, N. Y., assignor to Francis H. Richards, Hartford, Conn. Filed March 13, 1896. Serial No. 583, 106.

Claim. In a changeable gear for driving mechanism, the combination with a frame and a shaft, of a multogear on the shaft, a drum surrounding the gear and of a diameter greater than the gear, a support on the frame, a slidable disk on the support, a bearing connection between the drum and disk, an internal gear loosely mounted on the interior of the drum, means for moving the drum, disk and gear transversely of the shaft, means for moving the internal gear longitudinally of the shaft and independent of the drum, and means for closing the drum against the ingress of dust, substantially as described.

584,402. Belt Take-Up for Speed Varying Mechanism.— Milton O Reeves, Columbus, Ind., assignor to the Reeves Pulley Company, same place. Filed Jan. 11, 1897. Serial No. 618,752.

$84,408. Mechanical Movement.- Henry K. Sandell Chicago, Ill. Filed April 12, 1897. Serial No. 631,820.

Claim. In a gas engine, the combination with an exhaustvalve, a governor and a bell-crank lever operated by said governor, of a horizontally-reciprocating rod connected to the lower arm of said lever, downwardly-projecting shifting bars 36 and 37 mounted on said reciprocating rod and subjected to a common movement thereby, an igniter-rod adapted to be periodically supported by one of said bars, and the exhaustvalve adapted to be periodically supported by the other of said bars and cams mounted on a common shaft and adapted to actuate said bars, substantially as described.

584,809. Variable Throw Crank. -Alfred Anthony, Colchester, England. Filed Nov. 23, 1896. Serial No. 613,230. Patented in England Oct. 14, 1896, No. 22,829.

584.960. Explosive Engine.-Charles Quast, Marion, O. Filed Sept. 5, 1894. Serial No. 522, 179.

584,961. Gas Engine.-Charles Quast, Marion, O. Filed Nov. 6, 1894. Serial No. 528,115.

584,666. Motor Vehicle.-Amédeé Bolleé, Fils, Le Mans, France. Filed Aug. 7, 1896. Serial No. 602,004. 584.674. Gas Engine.-Edward B. Dake, Muskegon, Mich. Filed April 17, 1896. Serial No. 588,026.

Claim. In a gas-engine, the combination with a driven shaft of explosion-cylinders arranged radially with relation to said shaft, pump or suction cylinders arranged in coaxial alignment with the explosion-cylinders, operating pistons connected with said driven shaft and operating in the explosion-cylinders, said pistons being provided with reduced hollow extensions forming plungers operating in the pump or suction cylinders and provided at their outer extremities with inlet-ports, and compression-chambers arranged in terminal communication with the pump or suction cylinders, the inlet-ports of the plungers being adapted to communicate alternately with the compression-chambers and the explosion cylinders, substantially as specified.