Improvements in or connected with Oil Engines for Propelling Carriages, Boats, and the like.
Year: 1896

page_text: Date of Application, 3rd July, 1896
Complete Specification Left, 5th Apr., 1897-Accepted, 15th May, 1897
Improvements in or connected with Oil Engines for Propelling
Carriages, Boats, and the like.
JAMES ROOTS Engineer 100 Westminster Bridge Road London do hereby declare
the nature of this invention to be as follows:-
The two to one gear wheel for operating the exhaust valve is connected by a
chain and chain wheels to the crank shaft. Instead of this wheel being fixed on a
pin, it is fixed on a countershaft which not only serves the purpose of opening the
valve but also of gearing down the speed in conveying the power to the carriage,
boat, etc.
This countershaft may then drive the axle by means of pulleys and straps brought.
into gear either by jockey pulleys, made to tighten the straps or by means of a
friction clutch. Or a friction disc with a pair of driving friction rollers may be used,
either the discs or rollers being faced with or formed of papier mache or leather.
Two discs may be employed with the two rollers in which case a spring is.
employed to press the rollers apart and on to the face of the disc. Movement by
hand of the rollers along the face of the discs varies the speed. No balance gear is.
required with the two discs and two rollers.
Or the two rollers may by means of a spring in tension, be drawn together to
gear frictionally on the opposite faces of one disc. The one dise may be fixed to the
crank shaft of the motor and the other to a parallel or almost parallel shaft driven
at the same speed either by gear wheels or chain and chain wheels.
The lamp reservoir the upper part of which is used to contain air under pressure
to force the oil in the lower part to the vaporising pressure burner, may also be
used as the air cushion or reservoir for the automatic burner. After the engine has
been started by the former a cock is used to shut off the oil supply to this burner
and the air is then supplied from the upper part of the reservoir to the automatic
burner.
This consists of a tube which derives heat from the flame inside the vaporising
ignition tube casing, terminating in a conical or bell mouth, which directs the blast of
air supplied by the pump driven by the engine, mixed with the oil fed to this air tube
in any convenient manner, upon the ignition tube. The heat of the flame vaporises
the oil and heats the air before the mixture issues from the conical or bell inouth.
A separate reservoir for the air for the automatic burner may be used. The automatic
burner may be used to start, by pumping the air supply by hand until the vaporiser
and ignition tube is hot enough.

page_text: Improvements in or connected with Oil Engines for Propelling
Carriages, Boats, and the like.
JAMES ROOTS Engineer 100 Westminster Bridge Road London 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 two to one gear for operating the exhaust valve, is connected by means of a
chain and chain wheels to the crank shaft. Instead of this two to one wheel being
fixed on a pin, it is fixed on a counter shaft which not only serves the purpose of
opening the valve but also of gearing down the speed in conveying the power to the
carriage, boat, etc.
This counter shaft may then drive the axle by means of pulleys and straps brought
into gear either by jockey pulleys made to tighten the straps or by means of a
friction clutch or clutches. I have shown at Fig. I the latter arrangement which
I prefer.
Or a friction disc with a pair of driving friction rollers may be used, either the
discs or rollers being faced with or formed of papier mache or leather.
Two discs may be employed with the two rollers, in which case a spring is employed
to press the rollers apart and on to the face of the disc. Movement by band of the
rollers along the face of the discs varies the speed. No balance gear is required with
the two discs and two rollers, or the two rollers may by means of a spring in tension,
be drawn together to gear frictionally on the opposite faces of one disc. The one disc
may be fixed to the crank shaft of the motor and the other to a parallel or almost
parallel shaft driven at the same speed preferably by gear wheels.
The lamp reservoir the upper part of which is used to contain air under pressure to
force the oil in the lower part to the vaporising pressure burner may also be used as
the air cushion or reservoir for the automatic burner. After the engine has been
started by the former, a cock is used to shut off the oil supply to this burner, and the
air is then supplied from the upper part of the reservoir to the automatic burner.
This consists of a tube which derives heat from the flame inside the vaporising
ignition tube casing, terminating in a conical or bell mouth, which directs the blast
of air supplied by the pump driven by the engine, mixed with the oil fed to this air
tube in any convenient manner, upon the ignition tube. The heat of the flame
vaporises the oil and heats the air before the mixture issues from the conical or bell
mouth. A separate reservoir for the air for the automatic burner may be used. The
automatic burner may be used to start, by pumping the air supply by hand until the
vaporiser and ignition tube are hot enough."
Fig. 1 shows the method of connecting the valve and power countershaft to the
motor;
Fig. 2 the plan of a portion of the frame of an oil motor vehicle showing the
friction discs and rollers.
Fig. 3 the arrangement of bearings for the roller shafts on a larger scale.
Fig. 4 is an elevation of a portion of an engine showing the arrangement of the
starting and automatic burners,
Fig. 5 is a section on the line Z of the vaporiser and ignition tube casing.
Like letters refer to like parts in each figure.
In Fig. 1 A is the cylinder, B the crank shaft, C the enclosed and airtight crank
pit, D the half speed shaft, E the cam for operating the exhaust valve, F the bearings
carrying the half speed shaft which are fixed to the motor, a third bearing not shown
is fixed to the vehicle frame, G, the chain wheel on the crank shaft, having half the
number of teeth of the chain wheel G 1, H. H. are friction clutches operated by a fork

page_text: lever not shown, fitting in the groove H, by which either of the chains II are
thrown into gear to drive the axle or shaft J.
The exhaust valve and the method of operating it by the cam E are not shown and
may be of the usual construction.
The bearings Faro fixed to brackets which are bolted to the motor. The counter-
shaft D is parallel to the crank shaft and is driven by the chain and chain wheels G
&G 1, at half the speed of the crank shaft. It carries the cam E for operating the exhaust
valve, and transmits the power of the motor to the shaft or axle J. The counter-
shaft D thus serves the double purpose, it is conveniently placed parallel with the
other, and runs more silently being driven by a chain.
In Fig. 2 K is the frame of the vehicle; L L the vehicle wheels rigidly fixed to the
portions of the axle L1 and L2; M M are the friction discs fixed at the other-
ends of the axle shafts L1 and L2; N, N are the friction rollers, O is a toothed.
wheel keyed to the shaft P which is driven by the motor, it gears with the wheel 01,
which is fixed to the shaft P. The gear wheel O' has the same number of teeth as
the wheel O, the shaft P' therefore rotates at the same speed as the shaft P, but in
the opposite direction. The rollers N N slide on feathers on the shafts P, Pt and
are simultaneously operated by a lever (not shown) from the seat of the carriage.
In the position of the friction rollers NN shown, if they are moved nearer the
bearings P4 and P5 they cease to drive as the pressure lessens at the peripheries.
owing to the turned away edges of the discs M M. If the rollers N N are moved
toward the centre of the discs, they increase the speed of the vehicle until they
reach the hollowed out centres M² M³ when they again cease to drive, if the move-
ment be continued toward the bearings P2 P3 then the vehicle is reversed. Means
may be provided (not shown) for compressing the shafts P and P₁ together when
it is desired to reverse or to place the rollers at a different position on the discs.
In Fig. 3 the shaft bearings P4 and P 5 are fitted in a guide and pressed apart
by the spring but prevented from exceeding a certain adjusted distance by the set
screws, so that the shafts P and P¹ need not be out of the parallel by more than 3"
The shaft P may be the counter shaft of the motor or may be driven by the motor.
in any convenient manner such as a chain and chain wheels or flexible coupling.
A ratchet and pawl may be fitted if desired in some intermediate position between
the wheel L and the wheel O.
In Fig. 4, Q is the lamp reservoir which is not more than half filled, so as to-
allow room for compressed air at the top of the reservoir. R is the air pump operated
by means of a bell crank lever connected to the side shaft of the engine (not.
shown). S is the pipe conveying the oil under pressure to the burner S1, a pressure
burner of usual construction. T is the pipe conveying the air blast from the
reservoir to the oil feeder U (U1 is the oil supply pipe). In the space round the
oil feeder U which is operated in the usual manner, described in my former.
specifications, may be fitted cotton or other absorbent material.
From U the blast of air carries the oil fed thereto, by means of the pipe T1,
Fig. 5, to the pipe or channel V surrounding the flame and ignition tube Y within
the casing X. The pipe or channel V terminates in the nozzle W which directs the-
air blast flame upon the ignition tube Y. In starting the engine Fig. 4, the cock
on the pipe T is closed, air is pumped to a pressure of a few lbs. per sq. inch in the
reservoir Q, the cock on the pipe S is opened and the burner S1 is started in the
usual manner.
After the engine is started, to obviate the uncertainty of the type of burner, such
as S1, the automatic burner is brought into action, by closing the cock on the pipe S
and opening the cock on the pipe T.
The engine continues to pump air by the pump R into Q which is conveyed by
the pipe T and sweeps off the oil fed by the feeder U, and both are conveyed by the.
pipe T1 to the coil V.
In Fig. 1, the motor is started by the usual starting lamp with a separate reservoir.
The air chamber Q1 is used as a cushion chamber only for the air blast, to prevent
variation and intermittence in the air supply, and no oil is placed in it. Q2 is the

page_text: cap of the suction and delivery valves of the air pump formed by the front face of
the working piston and the enclosed airtight crank pit chamber C. Air is delivered
from the crank pit C to the chamber Q1 by the delivery valve under the cap Q2 and
conveyed by the pipe T to the oil feeder of the same construction as U in Fig. 4.
The rest of the automatic burner is of the same construction as in Figs. 4 and 5.
I am aware that the same shaft has been used before as a valve and power
shaft.
.
I am also aware that friction discs and rollers are not new.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is
1. The combination with a petroleum motor of the countershaft parallel with the
crank shaft driven at half speed in bearings fixed to the motor, the cam for operating
the exhaust valve and the friction clutches or their equivalent for conveying the power
to the axle or shaft substantially as described & shewn.
2. In a vehicle propelled by an oil motor, the use of two friction discs on the ends
of a divided axle, at the other ends of which are fixed the carriage driving wheels, and
two rollers to drive the discs by friction, the one roller driven by the motor, and the
other driven by gear wheels in the opposite direction, substantiaily as described and
shown.
3. In friction driving discs of the kind described herein, arranging two rollers
sliding on feathers on two parallel shafts rotating in opposite directions each roller
being pressed against its disc with the same pressure substantially as described and
shown..
4. In friction discs and rollers of the kind described in (laims 2 and 3 the rollers
of which are driven at the same speed in opposite directions by gear wheels, hollowing
out the centre of the friction discs to reduce the friction at the central non-driving
position.
5. In friction driven discs and rollers of the kind described the loose hearings in
guides carrying the roller shafts, to equalise the pressure of the rollers on the discs
substantially as described.
6. In an oil motor, so constructing the lamp reservoir or tank and its connections
that it is used at starting the engine 1 to contain the air and oil under pressure to
supply the starting lamp and 2 after having started, using the same air space as a
"cushion" reservoir for the air blast to the automatic burner to prevent intermittence
in the air blast.
7. The construction and arrangement of lamp and burner to maintain the ignition
tube and vaporiser at their proper heat, consisting of the following combination, an air
blast, an oil feeder supply, both air and oil in regulated quantities, fed to a pipe or
channel such as V surrounding the ignition tube, and within the casing, in which they
(the air and oil) are respectively heated, vaporised, and mixed, the pipe V terminating
in a nozzle such as W for directing the flame upon the tube.
8. The combination of the air pump or other air supply, the air cushion chamber
with the oil feeder such as U, the air and oil heating and combining channel or
pipe such as V, the heat of which is maintained by the blow pipe flame issuing from
the nozzle.
9. In combination with a petroleum motor the separate reservoir or cushion chamber
for air such as Q1 fixed on one side of the motor, supplied with air from the enclosed
airtight crank pit for which the working piston serves as an air pump, inlet and
delivery valves being fitted to the crank pit for this purpose, the air delivery pipe, a
regulated oil feed and a pipe or channel heated by the flame such as V with a
nozzie such as W.