Improvements in the Construction of Motor Engines, and their Application in the Propulsion of Auto-cars or Road-carriages.
Year: 1896

page_text: Date of Apolication, 8th Apr., 1896
Complete Specification Left, 1st July, 1896-Accepted, 16th Jan., 1897
Improvements in the Construction of Motor Engines, and their
Application in the Propulsion of Auto-cars or Road-carriages.
I, ADOLPH BERRENBERG, of 11, Crystal Palace Station Road, Upper Norwood,
in the County of Surrey, Engineer, do hereby declare the nature of this invention
to be as follows:-
This invention relates to motor engines of the central crank-shaft and radial
cylinder type, and to their adaptation for the purposes of road-car propulsion on
tramways or upon ordinary carriage roads; my principal objects being to secure
simplicity in construction, to economise weight, and to avoid vibration by reason
of the working parts being seriously out of balance.
In motor engines of the type above referred to, the cylinders-usually three-
are arranged equidistantly around a central crank enclosed within a chamber to
which the inner ends of the cylinders are open. The pistons are single-acting, the
steam or other fluid under pressure being usually admitted to the outer ends of the
several cylinders thus maintaining the connecting rods in a state of compression.
The live steam or other fluid under pressure may however be admitted to the
central chambers, and the pistons successively thrown into and out of equilibrium.
Under such circumstances, the connecting rods are constantly maintained in tension.
Where the cylinders are stationary, the crank-shaft is caused to revolve; but the
latter may if preferred be stationary in which case the cylinders and the parts
revolve about the crank-shaft.
In adapting an engine of the central crank-shaft and radial cylinder type for
road-car propulsion, I prefer the variety last referred to, the cylinders revolving
about a central shaft or axle and being surrounded by a wheel-rim adapted to run
upon a tramway or road.
Where a liquid hydrocarbon is employed in the preparation of the working
charge, the central chamber connecting the several motor cylinders is utilised as a
reservoir for the fuel; and if the working charge be compressed before being
admitted to the motor cylinders, compressor cylinders are arranged upon the
ceutral chamber alternately with the motor cylinders, the pistons pertaining to the
compressor cylinders being coupled to the same crank as the motor pistons are
connected to.
If the engine be of the internal combustion type, suitable means are provided for
regulating the admission of the inflammable charge to the outer end of each
cylinder in rotation and for effecting its ignition at the proper moment.
Datel this ch
11000

page_text: Improvements in the Construction of Motor Engines, and their
Application in the Propulsion of Auto-cars or Road-carriages.
1, ADOLPH BERRENBERG, of 11, Crystal Palace Station Road, Upper Norwood,
in the County of Surrey, Engineer, 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 :-
This invention relates to motor engines of the central crank-shaft and radial
cylinder type, and to their adaptation for the purposes of road-car propulsion on
tramways or upon ordinary carriage roads; my principal objects being to secure
simplicity in construction, to economise weight and to avoid vibration by reason of
the working parts being seriously out of balance.
In motor engines of the type above referred to, the cylinders-usually three-
are arranged equidistantly around a central crank enclosed within a chamber to
which the inner ends of the cylinders are open. The pistons are single-acting, the
steam or other fluid under pressure being usually admitted to the outer ends of the
several cylinders, thus maintaining the connecting rods in a state of compression.
The live steam or other fluid under pressure may, however, be admitted to the
central chamber, and the pistons successively thrown into and out of equilibrium.
Under such circumstances, the connecting rods are constantly maintained in tension.
Where the cylinders are stationary, the crank-shaft is caused to revolve; but the
latter may,
if preferred, be stationary; in which case, the cylinders and the parts
revolve about the crank-shaft.
In adapting an engine of the central crank-shaft and radial cylinder type for
road-car propulsion, I prefer the variety last referred to, the cylinders revolving
about a central shaft or axle and being surrounded by a wheel-rim adapted to run
upon a tramway or road.
Where a liquid hydrocarbon is employed in the preparation of the working
charge, the central chamber connecting the several motor cylinders is utilised as a
reservoir for the fuel; and if the working charge be compressed before being
admitted to the motor cylinders, compressor cylinders are arranged upon the
central chamber alternately with the motor cylinders, the pistons pertaining to
the compressor cylinders being coupled to the same crank as the motor pistons are
connected to.
If the engine be of the internal combustion type, suitable means are provided for
regulating the admission of the inflammable charge to the outer end of each cylinder
in rotation and for effecting its ignition at the proper moment.
In the accompanying drawings, I have illustrated an engine constructed in
accordance with my invention and in which the cylinders revolve about a central
axle; the same being applied, by way of example, in the propulsion of a
"cycle." Fig. 1 is a side view, partly in elevation and partly in section.
Fig. 2 is a vertical section, and Figs. 3 and 4 are detached view showing the
mode of coupling the connecting rods to the crank.
Around a central chamber A are disposed equidistantly the motor cylinders B
the pistons C pertaining to the latter being coupled to the crank D by means of
connecting rods E working in the interior of the chamber A. Each cylinder B is
furnished with a valve F, in communication with the chamber A by way of the
pipe, for admitting the charge of liquid hydrocarbon from the chamber A. This
valve is operated, on the rotation of the engine, by means of a cam G, whereof
the periphery engages with a lever f₁, and thereby opens the valve F. A spring
(not shown) aids the latter in resuming its closed position, after the lever has passed

page_text: beyond the range of the cam. The cam G is carried at the extremity of an arm g
which is arranged in a guide g¹ secured to the crank spindle; the said cam being
capable of radial adjustment in the guide g' by means of the bell-crank and
Between
connecting rod g. The bell-crank g' is pivoted on the fork or frame H.
the several motor cylinders B, are arranged the air-compression cylinders I, the
pistons K of which are coupled to the crank D by connecting rods L. In the
cover of each air-compression cylinder is fitted a non-return valve i, and a nozzle i²,
to which latter the tube is attached. The tube from each air-compression
cylinder I is connected with the hydrocarbon valve F, and with the valve 3,
pertaining to one of the motor cylinders B; one air-valve being arranged in the
cover of each motor cylinder. b is an electrical contact maker in connection with
any convenient source of electrical energy. 6 is an exhaust opening for the
products of combustion. Escape of oil from the chamber A is prevented to a great
extent by making the bush a a close fit on the crank spindle; the balls a' obviating
side-play. a' is a nozzle through which the chamber A may be charged.
The action of the apparatus is as follows:-On starting the engine, air from one
of the air-compression cylinders I passes by way of the pipe and valve 3 into
one of the motor cylinders B; that is to say, the cylinder having its piston
approximately at the opposite or outer end of its stroke. The entry of the
compressed air has, in the first instance, a scavenging effect, the products of
combustion resulting from the previous explosion being expelled through the
opening which the piston uncovers towards the end of its outstroke. The
motor-piston C on commencing its return stroke covers and closes the exhaust
orifice. About this time the lever comes into contact with the cam G, the
valve F is opened, and a charge of liquid hydrocarbon is injected into the motor
cylinder; the valve F being closed on the lever fleaving the face of the cam G.
As the motor-piston C advances into the cylinder B, it further compresses the
charge of hydrocarburetted-air, and, on arriving at the end of its stroke, makes
contact with the insulated piece 6, thereby completing an electrical. circuit.
Immediately the piston commences to recede, the electrical circuit is broken and
a spark produced, whereby the compressed charge of hydrocarburetted air is
ignited. A similar series of operations takes place in connection with each motor
cylinder in succession.
The connecting-rods E and L may be connected with the crank D in any
convenient manner. In Figs. 3 and 4, I have shown a suitable form of coupling.
The connecting rods E are provided with T-shaped extremities e which cover or
partly cover the circumference of the crank D; the connecting rods L being
similarly furnished with T-shaped ends l, which work over the parts e, and which
are forked at l¹ so as to engage with the connecting rods E. Rings D¹ serve to
retain the parts in position; the said rings being made in segments with a view to
facilitating their passage on to the crank D.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I claim :-
1. The improved motor-engine constructed or operating substantially as herein
described, and comprising numerous compressor and motor cylinders arranged
alternately and radially about a central chamber in which is enclosed a crank, the
latter being common to the pistons of all the compressor and motor cylinders.
2. In a motor-engine of the central crank-shaft and radial cylinder type, the
employment of a series of compressor cylinders and a series of motor cylinders;
air compressed in the former being conveyed to the latter and serving to scavenge
the motor cylinders of the products, of the previous combustion, to introduce and
to spray the liquid hydrocarbon fuel, and to constitute the atmospheric portion of
the working charge.
3. In a motor-engine of the central crank-shaft and radial cylinder type, the
combination, with a motor cylinder B, of a valve F controlling the admission of
air from the compressor cylinder and of liquid hydrocarbon from the fuel

page_text: reservoir, a lever f' on said valve and a cam G, arranged to operate substantially
as and for the purpose set forth.
4. In a motor-engine of the central crank-shaft and radial cylinder type, the
combination, with the valve F, of the lever f¹, cam G, carried at the outer
extremity of an arm g, and means, such as a bell-crank g and connecting rod 98,
whereby said cam may be withdrawn-from-the-path-of-the-lever-f-the-supply of
fuel to the motor cylinder being thus shut off, substantially as set forth.
5. In a motor-engine of the central crank-shaft and radial cylinder type,
utilising the central chamber as a reservoir for the liquid hydrocarbon fuel,
substantially as herein described.
6. In a motor-engine of the type herein referred to, the employment of means
for igniting the inflammable charge, substantially as herein described, and whereby,
on the motor-piston arriving at the end of its in-stroke, an electrical circuit is
established, and, on the commencement of its out-stroke, electrical contact is
broken, a spark produced and the charge fired.
7. In the application of motor-engines to auto-cars or road-carriages, arranging
a series of compressor cylinders and motor cylinders about a central chamber
within which a fixed crank-shaft is enclosed and about which the engine revolves;
the said cylinders and chamber being surrounded by a wheel rim supported on
tension or other spokes radiating from the aforesaid central chamber, substantially
as herein described.