913,846.
`
`,
`
`H. PIEPER.
`
`MIXED DRIVE FOB. AUTOVEHIGLES.
`APPLICATION FILED NOV. 23, 1905.
`'
`
`Patented Mar. 2, 1909;
`5 SHEETS—SHEET 1.
`
`
`
`Wifflessesz
`
`.
`
`-_ Henrz'Pz’epecfnz/emlor
`
`Mun/444M y/éy, 73% WAfljs.
`
`
`
`Page 1 of 10
`_ Page1 of.1o
`
`FMC 1019
`FMC 1019
`
`

`

`91 3,846.
`
`H. PIEPER.
`MIXED DRIVE FOR AUTOVEHICLES.
`APTLIGATION FILED NOV. 23, 1905.
`.
`
`Patented Mar. 2, 1909;
`5 SHEETS—SHEET 2.
`
` h
`
`FED
`Minesses:
`.
`4
`%.¢...‘e¢:5/
`W by/éj'v, £41W 115%.?
`
`Page 2 of 10
`Page 2 of 10
`
`FMC 1019
`FMC 1019
`
`

`

`H. PIEPER.
`
`MIXED DRIVE FOR AUTOVEHIGLES.
`APPLICATION FILED NOV. 23, 1905.
`
`913,846.
`
`_
`
`E
`
`IE3A2,“p
`d”7.....fllllllllllllllJ.emfir:..........
`MMw/
`_iae__.II..IIII|..___.lMZ"......__ZW.__emH
`.W4%9a1
`WT1m.g
`17%pBr;
`
`_
`,.‘._lmmwwflmwmmww.K\uq.Ma.
`
`
`
`
`
`.
`-_fim§§
`................LM,
`
`IIIIIIIHIIIIIIIIIHUllllllllllLWW;”as»
`
`__
`
`,842
`
`.n.mE,
`
`Wifnesses:
`VJZW,
`
`Page 3 of 10
`Page 3 of 10
`
`FMC 1019
`FMC 1019
`
`
`

`

`H. PIEPER.
`
`MIXED DRIVE FOR AUTOVBHICLES.
`APPLICATION FILED NOV. 23. 1905.
`
`913,846.
`
`Patented Mar. 2, 1909.
`5 SHEETS-SHEET 4.
`
`_________
`
`_____
`
`_
`_.
`
`_.
`
`1.
`
`__._____,fl__:____:lm%
`
` |..l.lIIIIIIIIIIIIIIIIIIIIIIIIIII
`IIIIIIIIIIIIIIIIIIIIJ
`
`_|
`
`l|II
`
`l
`
`.
`
`E
`l
`J
`
`fill-
`
`IIIIIIIILwmlunxlllaur-.5---ll--L
`
`_...__._ _____ __.l
`
`l
`i
`I
`J
`I._——— __.._........___.__
`
`.\.M
`
`Winesses:
`4%”
`
`Henri 17127295172 Venfor
`
`63/_
`
`, £4;W 14221293,
`
`Page 4 of 10
`Page 4 of 10
`
`FMC 1019
`FMC 1019
`
`
`

`

`H. PIEPER.
`MIXED DRIVE FOR AUTOVEHIGLES.
`APPLICATION FILED NOV. 23, 1905.
`
`913,846,
`
`Patented Mar. 2, 1909.
`5 SHEETS—SHEET 5.
`
`Fig.5.
`
`Fig.6.
`
`I
`
`||IIlIIIIIII
`
`'I
`I
`.I
`
`I| I IIIII||||I
`
`\
`
`‘
`
`'
`
`
`r"———“——
`
`cm:
`‘I‘:I
`|
`‘.J
`
`|lIl|I
`
`Winesses:
`
`'
`
`Henri Piepen [nyén for
`
`m @164 atm 14223;;
`
`Page 5 of 10
`Page 5 of 10
`
`FMC 1019
`FMC 1019
`
`

`

`UNITED STATES PATENT OFFICE.
`' HENRI PVIEPER, OF LIEGE, BELGIUM.
`MIXED DRIVE FOR AUTOVEHICLES.
`
`No. 913,846.
`
`Specification of Letters Patent.
`
`Patented March 2, 1909.
`
`Application filed November 23, 1905. Serial No. 288,811.
`
`' motor.
`
`60
`
`65
`
`7O
`
`75
`
`80
`
`85
`
`90
`
`95
`
`,100
`
`105
`
`110
`
`To all whom it may concern:
`Figs. 5 and 6 are similar views illus—
`Be it known that I, HENRI PIEPER, a sub—
`trating the relations of an automatic con-
`iect of the King of Belgium, residing at 18
`troller to the other elements of the system.
`Rue des Bayards,,in Liege, Belgium, have in-
`Fig. 7 is a view in elevation of the devices for
`vented certain new and useful Improvements
`controlling the amount and character of the
`in Mixed Drives for Autovehicles; and I do
`explosive charges. Fig. 7 a is anend view of
`hereby declare the following to be a full,
`the car shown in Fig. 2, with the side mem—
`bers of the chassis in section.
`clear, and exact description of the same, such
`as will enable others skilled in the art to
`Referring to the drawings and employing
`which it appertains to make and use the
`similar numerals to indicate corresponding
`same.
`,
`.
`parts in the several figures thereof, 1 re re—
`The invention, subject of my present ap-
`sents any suitable form of internal com us—
`plication, is an improvement in power plants
`tion or thermal engine, mounted in the usual
`or systems, more particularly applicable to,
`manner on the frame of a car and driving a
`and for that reason herein illustrated in coné
`shaft 41 direct—connected with a generator 2,
`nection with a vehicle or car, but like other
`which for the purpOses of this combination is
`systems of a kindred nature heretofore em;
`or may be a shunt wound dynamo of the usual
`ployed inthe art adapted for other and simi—
`type having the capability of operating either
`ar purposes;
`'
`'
`.
`as a generator or as a motor, and hence known
`The invention finds embodiment in" what is
`as a dynamo—motor.
`known as a mixed set or system, which, as is
`The engine and dynamo motor 'work in
`well known, comprises an internal combus-
`parallel in driving the propelling shaft of the
`tion or similar engine, a dynamo motor di—
`car through the medium of a magnetic fric—
`rect connected therewith, and a storage bat—
`tion clutch 3, and in circuit with said dynamo
`tery or accumulator
`in circuit with the
`is a secondary battery or accumulator 5.
`dynamo motor, these elements being coop-
`conveniently placed under the seat of the
`. vehicle.
`eratively related so that the dynamo motor
`may be runas a motor by the electrical en—
`the dynamo motor and the
`The engine,
`ergy stored in the accumulator'to start the
`accumulator require no further detailed de—
`engine or to furnish a portion of the power
`scription, as they are, or may be, of any well
`known construction or character suitable for
`delivered by the set, or may be run as a gen-
`erator by the engine, when the power of the
`constituting What is well known in the art as
`latter is in excess of' that demanded of the
`a mixed power set.
`set, and. caused to store energy in the accu—
`The dynamo motor is primarily controlled,
`mulator.
`and a regulation of the mixed set in part ef—
`The improvement consists in the Combina—
`fected by the hand lever 20 which is in a posi-
`tion with a power system of this kind and ar-
`tion readily accessible to the driver. This le—
`ranged substantially as heretofore, to con-
`ver is connected with and operates an elec-
`stitute what is known as a mixed set, of new
`trical switch cylinder 6, see Fig. 4, and a dam—
`and improved means for effecting the regu—
`. per 27 which varies the proportion of air in the
`lation and control of the set as a whole, and
`explosive charges drawn from the carbureter
`in such details of construction as will be
`42, and also the sparking cam 24 which con—
`more fully hereinafter described and pointed
`trols the spark advance. -- The lever 20 may
`out in the claims.
`be connected directly to the switch cylinder,
`In the drawings-hereto annexed, Figure 1
`as in Fig. 1, or by a toothed segment 20*1
`is a general view partly in section and partly
`carried by the lever and in mesh with a pin—
`in side elevation of an auto-car equippe
`d , ion 6“ on the cylinder, as illustrated in Fig. 7.
`with my improved system. Fig. 2 1s a top
`In the latter construction, a forward move— ,
`ment of the lever will of course rotate the
`' plan‘v1ew of the frame of such a car with the
`power system mounted thereon. Fig. 3 is a
`switch cylinder
`in the counterclockwise
`diagrammatic view of the several elements,
`direction." There is also employed in con—
`illustrative of their relations and the neces-
`junction with the manually operated con—
`sary electrical connections. Fig. 4 is a
`trolling device a supplementary means for
`partly diagrammatic view of a combined
`controlling the power of the engine which is
`electrical and mechanical controller illustrat-
`automatically dependent for operation upon
`ing its relations to the engine and dynamo-
`the state of charge of the accumulator and
`Page 6 of 10
`FMC 1019
`FMC 1019
`Page 6 ,of 10
`
`10
`
`_15
`
`‘20
`
`25
`
`30
`
`35'
`
`40
`
`45
`
`-50
`
`55
`
`
`
`

`

`918,846
`
`2 t
`
`25
`-
`
`of the field circuit of the dynamo, and" also a ’
`he speed of the prOpelling or-transmission
`brush 47 connected with the frame of the
`shaft, and this consists of a solenoid'29 with
`machine are brought into contact with plate
`two windings, one in the main circuit of the
`48, see Fig. 3. As the opposite terminal of
`accumulator and dynamo motor, and the
`the field circuit is connected through the
`other ina shunt circuit to the latter, and an
`battery 5 with the frame of the machine at
`armature or core connected with a throttle
`49, the field of the dynamo is thus connected
`that varies the volume of
`the explosive
`in circuit with the acoumulator,'with all of
`charges admitted to the engine.
`the resistances 23 cut out.
`,
`The nature and purpose of the part above
`The armature or commutator brushes are
`referred to will be understOod from the fol-
`cennected with brushes or terminals 50 and
`lowing more detailed description of their con—
`51 respectively and the Ungrounded terminal
`struction and mode of operation.
`of the accumulator 5 or that which is not
`The magnetic friction clutch.~This device
`connected with the frame of the machine is
`is composed essentially of three parts, one of
`also connected with brushes 52 between
`which is a frame 7, another a similan part
`which resistances 22 are interposed. The
`secured to the frame of the vehicle, and the
`brushes 52 are brought into engagement with
`third an intermediate armature 8. The
`a plate 53 on the cylinder 6 by the forward
`part 7 is a steel fly wheel keyed to the shaft
`movement of the lever 20 to bring the arma-
`of the engine and dynamo—motor, and pro-
`ture 21 into circuit with the resistances 22
`vided near its periphery with an annular
`and the accumulator5. To accomplish this
`recess or groove in its face, in which is located
`the brush 50 contacts with plate48, and
`a coil of insulated wire 12. The armature 8
`brushes 51 and 52 with plate 53 which latter
`is composed of a plate fixed to the trans—
`is cut away as shown so that the brushes 52
`mission shaft which imparts movement to
`may contact therewith successively whereby
`the car, On the opposite side of the arma—
`the resistances 22 are gradually cut out of the
`ture 8 an annular frame or rim 16 is secured
`circuit.
`It will be understood that as the
`by bolts and nuts to the frame of the car,.or
`device above described is typicaleof any
`to some part rigidly united thereto.
`In said
`ordinary switch for starting and reversing a
`rim is a recess or groove in which is wound a
`shunt wound motor the closing of the field
`coil 17 to constitute a‘ clutch member identi-
`circuit should occur an instant in advance of
`cal with the coil 12, and its recessed frame.
`the closing of the armature circuit and in
`It is readily understood that by passing a
`practice the brushes or. the contact plates
`current through the. coil 12. the armature 8
`will be so arranged as to effect these opera—
`is caused to attach itself magnetically to the
`tions in the order stated.'VVhen the resist-
`frame 7, thus bringing thecar into‘gearwith'
`ances 22 have been cut out of circuit the
`the engine and dynamo, while, On the other
`condition is established that corresponds to
`hand, if current‘ be diverted to coil 17, the
`what may be regarded as the first position
`magnetic attraction between'the rim 16 and
`of the lever 20 for forward movement. The
`the armature 8 will act as a brake to stop the
`dynamo 2 being thus started as‘ a motor
`car or reduce its speed.-- The flow of current
`drives the engine 1. By the same movement
`through the respective coils of the magnetic
`of the lever 20 which accomplishes this a
`friction brake 1s regulated by a speCial and
`brush 54 connected with the ungrounded
`independent controller 18, placed -in con:
`terminal of the accumulator 5 and a brush
`venient position where it can be worked
`This device
`55 connected, with the frame through the
`either by hand Or by a pedal.
`sparking device are brou ht in contact with .
`is of any ordinary construction, and it is
`a plate 56 on the cylin er 6 whereby the
`illustrated diagrammatically "and conven-
`sparking current is thrown on, so that the
`tionally in Fig, ,3_ By its operation current
`engine starts in operation with a power
`ro—
`is directed through coil 12 or coil 17 and
`portional to the extent of the opening 0 the
`graduated by the interposition or withdrawal
`throttle 28 and the consequent volume of the -
`of resistances 19 in the usual manner.
`explosive charges.
`'By the further forward
`The manual controller.’—-The manual con—
`movement of the lever 20 the brushes 46
`troller,-shown in perspective in Fi
`. 4 and in
`pass successively off from plate 48 which, as
`diagram in Fig. 3‘consists of a cy 'nder 6 of
`shown in Fig. 3,
`is suitabl
`notched or
`insulating material, to which are secured the
`stepped for this purpose, so t at the resist-
`necessary conducting plates. A series of
`ances 23 are
`radually interposed in the
`contact terminals connected with the several
`field circuit of t e dynamo motor and corre-
`circuits to be cOntrolled bear upon the cylin-
`spondingly higher s eeds‘ Of the latter are
`, der and the plates upon the latter are so
`'60 shaped and, connected that the following
`secured by, the wea eningof' its field and
`loWerin‘ of its counter—electro motive force
`operations result from the movements ofthe;
`
`"hich'tvisproduces; v
`'
`'
`lever 20 by which the cylinder is turned;
`
`VA' backward vmovement'of the car is pro-
`When said ever is turned in a forWard direCé
`p’duce‘d ibylt'he'dynamo alone actin as a mo-
`tion, all of the brushes or terminals 46 con-
`; ton-sand this; operation is effected y revers-
`nected through resistances 23 with oneend'
`Page 7‘ of 10 i
`Page 7 of 10
`FMC 1019
`FMC 1019
`
`_ 7
`
`E
`
`80'
`
`85
`
`90
`
`95.
`
`100
`
`105
`
`110
`
`115
`
`120
`
`125
`
`13".)
`
`10
`
`15
`
`2O
`
`30
`
`35
`
`40
`
`45
`
`50
`
`55»
`
`

`

`913,846
`
`ing. the lever 20, tobring brushes 46 and 47
`into contact with a plate 58 to close the field
`circuit of the dynamo and by a further
`movement to bring brush 50 into contact
`with a plate 61 connected with a plate 59.;
`brush 51 into contact with.a plate 60 con-
`nected with plate 58 and brushes 52 suc-
`cessively into contact with plate 59. This
`reverses the direction of the dynamo and
`causes it to drive the engine and car back-
`ward. The above operations are well un—
`derstood by those skilled in the art and are
`all
`in accordance with ordinary and well
`known practice.
`‘
`the power ab-
`Manual regulation—As
`sorbed by the car depends upon the speed as
`well as upon the nature of the surface over
`which it travels it is liable to wide variations,
`but as long as the amount of ower required
`falls short of that developed y the engine,
`the eXcess is utilized in chargingthe second—
`ary battery. As soon, however, as an in-
`crease in propulsion power is required, as Will
`. happen, for example, whenever the car en-
`counters an up-grade, the slackening of the
`speed causes the dynamo to work as a motor,
`thus supplyin
`the engine with the addi-
`tional power w ich it requires to kee up an
`approximately uniform speed.
`It t us fol:
`lows that the speed of the engine is at all
`times dependent, upon the predetermined
`electrical running conditions of the dynamo.
`In the case of internal combustion engines
`of the class herein contemplated it has-hereto—'
`fore been. customary, as one means of render-
`ing available their. maximum poWer, to vary
`.the time of-spark relatively to the speed of
`rotation, and tense for this purpose what is
`known as a sparking cam, the position of.
`which is altered to give what is termed “the
`advance.” Other means may be employed
`for this purpose, but in "the present case I
`have shown means‘for securin a constant
`ratio between the “sparking a vanee” and
`the speed of the engine which consists in a“
`connection between‘lever 20 and
`the sparking,
`.
`cam 24, effected by
`means of a rod 25 shown“
`in detail in Fig. 4. By the operation of the
`lever 20 for working the controller 6 a corre-
`sponding change in the position of the cam
`24 will be brought, about for each position
`of the lever, so that the best possible time
`for sparking according 'to the speed will thus
`be assured. Moreover, as the feed of hydro
`carbon liquid into the mixing chamber of a
`carbureter
`is pro ortio‘nal, among other
`things, to the speed of« the engine, it is nec-
`essary, in order to maintain inthe ex losive
`mixture a constant ratio of hydrocar on to
`air, to vary the proportion of air in propor-
`tibn to the increase of s eed.
`. To accom-
`plish this, and to supply the requisite quan-
`tity of air correspon ing
`to each degree of‘
`speed of the engine, the valve or dam-per 27
`controlling apertures 27‘1 in the conveying
`
`10
`
`15
`
`20
`
`40
`
`45
`
`50
`
`55
`
`60
`
`65
`
`
`
`pipe 43, conveying the explosive mixture“
`' to the engine is also connected to the rod 25'
`by an arm ’26 so that the ‘o ening between
`pipe 43 and the outer air w' be variedand
`adjustedito correspond to each working po-
`sition of the lever 20 and admit a properly
`varied proportion of air. into said pipe to
`form the explosive mixture. ~In this way
`the movement of the said lever 20 serves to
`control simultaneously the, speed, sparking
`advance and air supplied to the explosive
`charges in such manner as to secure at all,
`times the most efficient working conditions.
`The running gear of the car is thrown into
`and out of'gear with the engine and dynamo
`b
`the magnetic friction clutch, which, as
`afiove stated,
`is under the control of the
`driver, and when the clutch is demagnetized
`.the set comprising‘the engine and dynamo—
`motor continue in operation, charging the
`secondary battery.
`Automatic cont7‘oller.——It being indispen-
`sable to the proper running and control of
`the system, that a means be provided for
`preventing the battery from being over—
`char ed, or
`impro erly charged, and for
`regu ating the voFume of
`the explosive
`charges in re ortion to the work which the
`engine is ca le' upon toiperform at any given
`moment and for also reducing as far as
`practicable the consumption of fuel, I have
`devised an automatic regulator for effecting
`these 6 erations, which is illustrated in de-
`tail in 1i3igs. 5 and 6.
`. In the pipe. 01' passage
`43 which condu‘cts the,
`explosive charges
`from: the carbureter 42 to
`the internal com;
`'bustion engine, is arranged a throttle valve,
`or obturatcr, 28 ‘of
`the butterfly form
`worked by a Solenoid 29, provided with a
`double Winding. One of these windings is a
`'fine wire 44 in shunt Or derivation to the
`battery terminals, while the other is of coarse
`wire 45 ineludedm in the main circuit of the
`dynamo and battery 5.} The parts above
`described are/designed and adjusted for the
`following operations. The fine wire shunt
`Winding permanently energizes the solenoid
`tending to draw into it the soft iron core 30
`against
`the action of a counter—balancing
`spring 31, but as long as the battery is not
`entirely charged the effective pull of the
`solenoid, due to the magnetizing effect cf the
`shunt winding,.is not sufficient to more than
`partially close the valve 28. The shunt
`winding 44 is, however, assisted by the mag»
`netizing effect of the series coil 45, the di—
`rection of winding of which is such as to add
`its effect
`to that of the shunt while the
`battery is being charged. The combined
`action ,of the two windings, as shown in Fig.-
`8, thus efl’ects a more or less complete closure
`of the valve 28, and a corresponding reduce
`tion of the power of the engine, widen there-
`.fore- slackens its speed until
`the charging
`current has been brought back to the proper
`
`75
`
`so
`
`85
`
`90
`
`95
`
`100
`
`105
`
`110
`
`115
`
`120
`
`Hi)
`
`Page 8 of 10
`Page 8 of 10
`
`FMC 1019
`FMC 1019
`
`

`

`913,846
`
`trength compatible with the condition of the
`battery lates. On theother hand,
`if by
`reason 0 an increase in the load, such as
`would ’be due to the car encounterin~ an
`up-grade, the speed of the internal combus—
`tion engine is reduced, the counter electro—
`motive force of the battery will overcome
`the electromotive force of the dynamo, and
`the battery will therefore discharge through
`the latter. The flow of current in-the main
`Winding being then in opposition to'that in
`the shunt,
`the' magnetlzmg effects of
`the
`two partially cancel out, and the force of the
`spring 31 preponderating, will raise the’core
`30 and open the valve 28, as shown in Fig. 6,
`this giving the engine greater power.
`By the use of the system or combination
`hereinbefore described, the following, among
`other advantages are secured. First, ' the
`20 gas supply to the engine is controlled and so
`. maintamed as
`to assure to the battery,
`dynamo motor, of a manuallyoperated cir—
`without unnecessary consumption of fuel,
`cuit controller for the dynamo motor, an air
`the desired uniform condition of charging.
`supply regulator for the engine operatively
`Second ;
`the charging current is prevented
`connected with the said circuit controller, a-
`from exceeding the predetermmed and
`throttle valve for the engine and independ-
`proper-strength. 1 Third; wheneverthepower
`demanded of
`the internal combustion en-
`ent means for controlling said valve, auto—
`' matically dependent for operation upon the
`gine necessitates drawing on the electrical
`state of charge of the accumulator and the
`energy stored in the battery, (the volume of
`speed of the vehicle or other driven device,
`the explosive charges admitted to the en ine
`as set forth.
`is increased to a degree that enables the at—
`ter to supply its maximum power. Fourth;
`the most efficient working conditions are
`automatically maintained, so that economy
`in operation'is dependent
`to a much less
`degree on the skill and proficiency of the
`driver.
`
`state of charge of the accumulator and the
`speed of the shaft to which the power of the
`'set is applied, as set forth.
`2. The combination with a mixed power
`set comprising an engine of the kind de- 79
`scribed, a dynamo motor connected there—
`withvand an accumulator in circuit with the
`dynamo motor, of a manually operated cir-
`cuit-controller for the dynamo motor, an air
`supply regulator for the engine operatively
`connected with the said‘ circuit controller,
`and independent means for controlling the
`power of the enginefautomaticall-y depend—
`ent for operation upon-the state of charge of
`the aceumulator'and the Speed 'of the shaft to
`which the power of the set is applied, as set
`forth.
`-
`,
`3. The combination with a mixed pewer
`set comprising an engine of the kind de—
`scribed, a dynamo motor connected there-
`with and an accumulator in circuit with the
`
`75
`
`80
`
`85
`
`90
`
`95
`
`.
`
`4. The combination with a mixed power
`set comprising an engine of the kind, de—
`scribed, a dynamo motor connected there—
`with and an accumulator in circuit with the 100
`dynamo motor, and a manually operated
`circuit controller for the dynamo motor, an
`ignition device and an. air sup 1y regulator
`for the engine both 0 erative y connected
`with said circuit contro er, and independent 105
`means for controlling the volume ofvthe ex—
`plosive charges admitted to the engine, auto-
`matically dependent for operation upon the
`state of charge in the accumulator and the
`s eed of the vehicle or other device driven by 110
`t e set, as set forth.
`. 5. The combination with a mixed power
`lant for vehicles comprising anlengine of the '
`kind described, a dynamo motor connected
`therewith and an accumulator in circuit with 115
`the dynamo motor, of a manuall operated
`controller therefor, a valve mec anism for
`varying the volumeof the explosive charges
`admitted to the engine, and ‘an electro-mag-
`netic regulator operated by the conjoint ac— 120
`tion of the battery and dynamo for control—
`ling the said valve mechanism, v‘hereby the
`power of the engine will be automatically va-
`ried in accordance'with the state of charge of
`the battery, the speed of the vehicle and the 125
`nature of the gradient over which it travels,
`as set forth.
`,
`6. The combination with a mixed pewer
`lant or system comprising an engine of the
`kind described, a‘dynamo motor connected 130
`FMC 1019
`FMC1019
`
`4 S
`
`UK
`
`10
`
`15
`
`,
`
`'25
`
`30
`
`35‘
`
`
`
`
`'40
`
`45
`
`50
`
`In the ear herein illustrated, the engine and
`dynamo—motor occupy considerable space
`lengthwise of the frame, so that I have de-
`vised a suspension arrangement by'which the
`bending of the frame of the car will not effect
`the operation of the combined motor and en-
`gine. For this purpose, the motor set is sus—
`pended from three different points on the
`frame, to two of which the dynamo is con-
`nected, and to the, third the engine. This
`sus ension is secured by means of lugs in piv—
`ota bearings and fastening nuts, as shown in
`Figs. 1 and 2, the three points of suspension
`being indicated at 32, 33 and 34.
`Although the magnetic brake is shownand
`described in detail herein in order to exhibit
`
`55
`
`60
`
`a complete and operative system, it is not
`claimed in the, present application.
`Having navigdescribed my invention what
`I claim is:
`1, The combination with a mixed power
`set-*comprising an, engine of the kind de—
`scribed, a dynamo motor connected there—_
`with and an accumulator in circuit with the
`dynamo motor, of a manually operated con—
`troller for the set, and independent means
`for controlling the power of the engine, auto-
`65 matically dependent for operation upon the
`Page 9 of 10
`Page 9 of 10
`
`

`

`therewith and an accumulator in circuit with
`the dynamo motor, of a manually-operated
`controller therefor, means for regulating the
`- admission of explosive charges to the en ' e,
`an electro mavnet ‘or solenoid, contro ' g
`said means, and energized by two windings,
`zone in shunt to the batte
`andthe other in
`series with the dynamo an battery, whereby
`the ower of the engine will be controlled, as
`set orth.
`-
`'
`_
`7. A propulsion plant comprising in com—
`bination an internal combustion engine, a
`dynamo motor‘ driven thereby,.a secondary
`battery in circuit with the dynamo motor, an
`electrical controller, an' engine ignition de-
`vice, a connection between the same, and the
`lever of the controller, an engine throttle
`valve and a solenoid for controlling the same
`havin two energizing windings, one in shunt
`to an the other in series'with the secondary
`‘battery, as and for the purpose set forth.
`8. In a motor vehicle the'combination of
`the following elements to wit :—-—an internal
`combustion engine, a dynamo motor driven
`thereby, an accumulator in circuit with the
`dynamo motor, an electrical controller for
`said dynamo motor,‘an engine ignition de-
`vice and an air supplyregulator, both opera-
`tively connected With said circuit—controller,
`30 a throttle for controlling the volume of ex-
`plosive charges to the engine, and a solenoid
`
`10
`
`15
`
`-20
`
`25.
`
`913,846
`
`for operating said throttle, provided with
`two energizing windings, one in shunt to and
`the other in series With the secondary bat-
`tery, as and for the purposes set forth.
`9. A motor vehicle comprising in combina-
`tion a frame, hearings in said frame, a driving
`axle in said bearings, a driven axle in said
`bearings,,wheels on said axle, an‘ internal
`Combustion engine, a dynamo motor, a shaft
`connecting said engine and dynamo motor,
`an electro—magnet .on said shaft, a power
`transmission shaft, a magnetic element on
`said‘transmission shaft disposed near said
`electrO-magnet, a'n electro—magnet on the
`frame‘ disposed near said electro—magnetic
`element, means connecting said transmission
`shaft with the driven axle, an electrical ac—
`cumulator, an engine control, electrical means
`operating-said control, an ignition device, an
`air supply, means for controlling the same,
`an electrical controller for the dynamo motor
`and a connection between said controller and
`the means for controlling the ignition device
`and the engine air supply as set forth.
`In testimony whereof I have‘ signed my
`name to this specification in the presence of
`two subscribing Witnesses.
`.
`HENRI PIEPER.
`
`Witnesses:
`
`‘
`
`31')
`
`4C
`
`45
`
`50
`
`55
`
`,
`VICTOR HAMAL,
`FEBNAND Bnoussoussn.
`
`l
`
`
`
`Page 10 of 10
`Page 10 of 10
`
`FMC 1019
`FMC 1019
`
`