Improvements in or relating to Internal Combustion Motors.
Year: 1898

page_text: PROVISIONAL SPECIFICATION.
Improvements in or relating to Internal Combustion Motors.
We, HENRY THOMAS DAWsox and HENRY ALFRED DAWSON, both of Stour
Street, Canterbury, Kent, Engineers, do hereby declare the nature of this inven-
tion to be as follows:-
..
Our invention relates to internal combustion motors, either gas or oil, and
has for its objects to provide means for starting, for augmenting the power, for
promoting the exhaustion of the waste gases, and for reversing, when required.
To attain our objects we provide the motor with two cylinders hereinafter
referred to as the combustion cylinder" and the air cylinder," respectively.
The two cylinders are arranged in line with the air cylinder forming an enlarged
continuation of the combustion cylinder; they may be cast in one piece or built
up. The two pistons may be in one piece, the combustion piston being continued
and enlarged to form an annular air piston; they are preferably both connected
to the one crank, though they may be separate and connected to the same or
separate cranks if desired. The combustion cylinder is fitted with the usual
admission and exhaust valves, and ignition device, and the motor works normally
on the Otto principle.
The air cylinder is fitted with a slide or other valve as on a steam or compressed
air engine. This valve works synchronously with the crank shaft and is fitted
with a reversing gear, so that this part of the motor will, on the application of
fluid pressure, drive either forward or backward; or, if mechanically driven, it
will act as a pump in either direction.
In use the air cylinder is firstly employed to compress air, through a pipe,
into a reservoir up to a pressure determined by an adjustable safety valve which
may be mounted on the said pipe between the engine and the reservoir. Secondly,
on admission of the compressed air from the reservoir or other fluid pressure to
the air cylinder, the piston therein will be moved and the motor started. Thirdly,
the air cylinder is employed to pump air into the combustion cylinder in such
a way as both to assist in the expulsion of the waste gases and also to increase
the quantity of pure air in the charge and hence its working pressure.
In addition to the slide valve or other mechanically worked valve above
referred to, the air cylinder is fitted with a valve (hereinafter referred to and
which normally acts as a "non-return valve") which may also be operated by
hand. All the air pumped from the air cylinder passes this valve, but when the
said valve is opened by hand the air returns under pressure into the said cylinder
and actuates its piston to start the motor or increase its power.
A port opens
from the non-return valve box into the combustion cylinder at such a point that
it is only opened by the piston at the end of the said piston's outward stroke. A
third valve, hereinafter referred to as the "augmenting valve," covers this port
where it opens into the said valve box and is so connected to the non-return
valve that both may be worked together by hand; but the connection is so arranged
that both the non-return valve and the augmenting valve may
cover their
respective ports at the same time or either of them may be opened separately, at

page_text: will, but they cannot both be opened at the same time. Both the non-return and
augmenting valves are fitted with suitable springs.
If the valve handle be set in one position all the air passing through the
non-return valve enters the combustion cylinder at the end of each outstroke of
its piston. The air which so enters at the end of the explosion outstroke drives
out most of the burnt gases through the exhaust valve before the piston com-
mences its exhaust instroke and at the completion of the exhaust instroke what
remains in the combustion chamber is nearly pure air. At the completion of
the next outstroke another supply of air is pumped from the air-cylinder into
the combustion cylinder where it augments the charge just sucked in, thus raising
the compression pressure and also the resulting combustion pressure, more com-
bustible material being also added to mix with the augmented air charge. Any
suitable kind of reversing gear may be used to convert the air cylinder from a
pump to a motor, or to reverse its direction as a motor. But we prefer to
employ an eccentric disc having a non-circular hole passing obliquely there
through and mounted between two guides which prevent lateral motion while
leaving it free to move in its own plane. This eccentric is mounted on a shaft,
the part passing through the oblique hole being set at a similar angle thereto
so that by moving the shaft lengthwise the eccentricity of the disc may be
altered or reversed as required. The longitudinal movement of the shaft may
be effected by any suitable means such as a hand lever carrying a spur pinion or
sector concentric with its fulcrum, the teeth of the pinion or sector engage with
the annular teeth of a rack turned upon the end of the shaft. The rod working
the slide valve of the air cylinder is connected to the strap surrounding the
eccentric. The shaft carrying the eccentric is driven at the same speed as the
crank shaft by a chain or other positive gear.
On another shaft, driven at half the speed of the crank shaft, a cam is mounted
directly in line with the axis of the exhaust valve. The said valve is acted on
by the cam through the medium of a roller and is normally held closed by a
suitable spring, preferably no transmission levers being employed. The exhaust
valve is made of large bulk to prevent its overheating. The camshaft or the cam
itself on the shaft has sufficient backlash to enable it to assume the rightly timed
position for opening the exhaust valve in whichever direction the engine may
be running.
The admission valve of the combustion cylinder is of the well-known auto-
matic, mushroom type. An elastic tongue or lever is arranged in connection
with the non-return valve hand lever to automatically lift the admission valve
slightly from its seat in order to relieve compression when starting. When a
certain speed has been attained the pressure of the elastic tongue is overcome,
the admission valve closes and full compression is obtained. The closing of
the non-return valve withdraws the tongue from the admission valve spindle.
The air pumped into the reservoir passes through a second non-return valve
hereinafter referred to as the starting valve. This starting valve is normally
automatic but means are provided for lifting it by hand in order to start the
engine.
The oil for the combustion charge is preferably supplied by a specially designed
pump which may be worked by hand as well as by the engine. The said pump
has an adjustable stroke and is connected to a governor by means of a clutch
or other device whereby it ceases working when a certain speed is exceeded.
The said governor is constructed so that it may be adjusted to any speed while
the engine is at work. A cock with three or more ways is fitted to the oil pump
suction nozzle in order that one or more kinds of oil may be used together or
separately. The oil for the charge is delivered in fine jets or a spray into the
air suction passage of the combustion cylinder.
Either tube or electrical ignition may be employed. If the electric spark
system be adopted, a contact breaker is worked by the engine so as to give a
single spark at full compression, a revolving ring bearing a single detent or

page_text: other device being employed to ensure a sudden break however slowly the engine
may be moving. If two or more engines be coupled together a commutator is
employed to direct the sparks from a single induction coil to each cylinder as
required. The electrical devices have sufficient backlash to enable them to act
at the proper time in whichever direction the engine may be running. The
electric current may be supplied from a dynamo, accumulator or primary
battery.
The engine is preferably constructed so that cylinders being cast in one piece,
practically form the frame, while the crank shaft bearings are carried by stan-
chions which also serve as bolts for the bearing caps. Any number of these
engines may be coupled together on one crank shaft, the stanchions carrying the
main bearings at one end and at the other end passing through lugs on the
cylinders arranged so as to lock together each pair of adjacent cylinders. With
this construction the valve shafts are made long enough to serve all the cylinders
and the air cylinders pump into a single reservoir through a common main, while
the non-return and augmenting valves are united by a rock-shaft worked by a
hand lever. All the eccentrics may be altered or reversed simultaneously by the
rack and pinion device already described. If three motors be so coupled together
their parts may be readily so arranged relatively to one another that the crank
shaft may be started or reversed from any position in which it may have come to
rest, without any possibility of its sticking on a dead centre.
Lubrication may be effected by a positive piston lubricator worked by the
engine, the oil being distributed by pipes to the cylinders and by other pipes and
wicks to the crank shaft bearings, crank pins and the wrist pins of the pistons.
The smaller bearings on the eccentrics and cam-shafts may be furnished with
solid grease cups.
The cooling water is preferably circulated by means of a pump having only one
valve, and the heated water may be passed through flexible corrugated pipes of
considerable length to promote cooling by radiation, the flexibility of the pipes
protecting the joints against. jarring.
We do not confine ourselves to the above described methods of lubricating,
circulating the cooling water and such details. Among other purposes our motors
are very suitable for the propulsion of autocars.
T11: 101
of Dasamba 1909
G. DOUGLAS LEECHMAN,
18, Hertford Street, Coventry, 75, Chancery Lane, London, W.C., and
9, Exchange Chambers, New Street, Birmingham,
Patent Agent for the Applicants.
Improvements in or relating to Internal Combustion Motors.
We, HENRY THOMAS DAWSON and HENRY ALFRED DAWSON, both of Stour
Street, Canterbury, Kent, Engineers, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:-
Our invention relates to internal combustion motors, either gas or oil, and
has for its objects to provide means for starting, for augmenting the power, for
promoting the exhaustion of the waste gases, and for reversing, when required.
In order that our invention may be properly understood we will describe the
same with the aid of the accompanying drawings, wherein

page_text: Figure I is an elevation, mostly in section, of a motor constructed according
to our invention.
Figures II, III and IV show various positions of the augmenting and non-
return valves.
Figure is a plan, partly in section, of the slide valve reversing gear.
Figure VI is a vertical section of the starting valve.
Figure VII is an elevation, partly in section, of the oil pumping and regulating
and speed varying mechanism.
Figure VIII is an elevation, partly in section, of the governor.
Figure IX is a similar view of the electrical ignition contact breaker.
Figure X is a plan, partly in section, showing three motors coupled together.
Like numerals refer to like parts in all the figures, which are drawn to various
scales.
To attain our objects we provide the motor with two cylinders 2, 3 hereinafter
referred to as the "combustion cylinder" and the "air cylinder" respectively.
The two cylinders are preferably arranged in line and the air cylinder forms
an enlarged continuation of the combustion cylinder; they may be cast in
one piece or built up. The two pistons 4, 5 are preferably in one piece, as
show, the combustion piston 4 being continued and enlarged to form an
annular air piston 5; they are preferably both connected to the one crank 6 by
the piston rod 119, though they may be separate or connected to the same or
separate cranks if desired. The combustion cylinder is fitted with the usual
admission and exhaust valves 7 and 8 respectively and some suitable ignition
device, and the motor works normally on the Otto cycle.
The air cylinder 3 is fitted with a slide or other valve 10, as on a steam or
compressed air engine. This valve works synchronously with the crank shaft 11
and is fitted with a reversing gear (hereinafter described) so that this part of the
motor will, on the application of fluid pressure drive either forward or backward;
or, if mechanically driven, it will act as a pump in either direction.
The air cylinder is employed for three purposes-firstly, to compress air,
through the pipe 12 into the reservoir 13 up to a pressure determined by an
adjustable safety valve 14 which is here shown mounted on the said pipe between
the engine and the reservoir. Secondly, on admission of the compressed air from
the reservoir (or of other fluid pressure) to the air cylinder, the piston 5 therein
will be moved and the motor started. Thirdly, the air cylinder is employed to
pump air into the combustion cylinder 2 in such a way as both to assist in the
expulsion of the waste gases and also to increase the quantity of pure air in the
charge and hence its working pressure.
In addition to the slide valve 10 or other mechanically worked valve above
referred to, the air cylinder is fitted with a valve 15 (hereinafter referred to and
which normally acts, as a non-return valve") which may also be operated by
hand. The face of this valve is preferably recessed to increase the area on which
the air may act when lifting it, thus reducing the back pressure when charging
the air reservoir. All the air pumped from the air cylinder 3 passes this valve 15
through the port 25, whether on its way to the reservoir 13 or to the combustion
cylinder 2, but when the said valve, and the starting valve hereinafter referred
to, are opened by hand the air returns under pressure into the air cylinder 3 and
actuates its piston 5 to start the motor or increase its power. A port 16 opens
from the non-return valve box 17 into the combustion cylinder at such a point
that it is only opened by the piston 4 at the end of the said piston's outward
stroke. A third valve 18, hereinafter referred to as the " augmenting valve."
covers the port 16 where it opens into the said valve box 17 and is jointed (131)
to the tail 19 of the non-return valve 15 so that both valves (15 and 18) may be
worked together through the rod 20 by the hand lever 21 pivotted at 22. But
the parts are so proportioned and arranged that if the handle be set in its middle
position both the non-return valve 15 and the augmenting valve 18 will cover

page_text: their respective ports 16 and 25 at the same time as shown at Figures I and II
when the air will be pumped from the air cylinder 3 through the pipe 12 into
the reservoir 13, the valve 15 lifting to allow of this. If, when the motor is at
rest, the handle be set back the augmenting valve will still cover its port 16,
but the non-return valve 15 will be opened (Fig. III) and (provided the starting
valve also be opened) the compressed air will return from the reservoir through
the pipe 12 and the port 25 and act on the piston 5 so as to start the motor. If
the valve handle 21 be set forward the augmenting valve 18 will be opened and.
the non-return valve 15 will be closed (Fig. IV.), so that all the air passing
through the non-return valve from the air cylinder enters the combustion
cylinder 2 at the end of each outstroke of its piston 4. The air which so enters
at the end of the explosion outstroke drives out most of the burnt gases through
the exhaust valve 8 before the said piston commences its exhaust instroke, and
at the completion of the exhaust instroke what remains in the combustion
chamber is nearly pure air. At the completion of the next (.e. the suction)
outstroke, another supply of air from the air cylinder enters the combustion cylinder
where it augments the charge just sucked in, thus raising the compression pressure
and also the resulting combustion pressure, more combustible material being also
added to mix with the augmented air charge. The non-return valve 15 and the
augmenting valve 18 cannot both be opened at the same time. The non-return
valve 15 is fitted with a weak spring and the augmenting valve 18 is fitted with
a strong spring. Both springs may be formed, if desired, from one blade 50 as
shown, (though this is not essential) the one end of the spring being turned over
and provided with a pin 128 to engage in a recess 129 in the back of the augment-
ing valve 18 ensuring that the spring shall travel with the said valves, and the
other end of the spring being received between lateral guides 130 on the back of
the non-return valve 15. Two of such springs are preferably employed one on
each side of the tail 19 of the valve 15.
Any suitable kind of reversing gear may be used to convert the air cylinder
from a pump to a motor, or to reverse its direction as a motor. But we prefer
to employ the device shown in Figure V, wherein an eccentric disc 26, having
a noucircular hole 27 passing obliquely there-through, is mounted between two
guides 28 which prevent lateral motion while leaving it (26) free to move in its
own plane. This eccentric disc is mounted on a shaft 29, the part 30 adapted to
slide through the oblique hole 27 being made of corresponding section and set
at the same angle as such hole so that by moving the shaft lengthwise the eccen-
tricity of the dise may be altered or reversed as required. The longitudinal move-
ment of the shaft 29 may be effected by any suitable means, such as a hand
lever 31 carrying a spur pinion or sector 32 concentric with its fulcrum 33, the
teeth of the pinion or sector engaging with the annular teeth of a rack 34 turned
upon the end of the shaft. The rod 35 (Fig. 1) working the slide valve 10 of the
air cylinder 3 is connected to the strap 36 surrounding the eccentric disc 26.
The shaft 29 carrying the eccentric is driven at the same speed as the crank
shaft 11 by a chain running over the chain wheels 38, 39 fixed thereto respec-
tively or by other positive gear. When the handle 31 is set over to the left, the
engine drives forward; when the handle is set over to the right the eccentricity
of the disc 26 is reversed and the engine drives backward; and when the handle
is set in the middle position as shown in full lines, the disc 26 assumes a position
concentric with the shaft 29, the valve rod 35 and valve 10 remain stationary,
and the pneumatic portion of the motor is rendered ineffective, the engine working
as a combustion motor only.
On another shaft 40 (Fig. 1) driven at half the speed of the crank shaft 11
through the shaft 29 by the two-to-one gear 41, 42, a cam 43 is mounted directly
in line with the axis of the exhaust valve 8. The said valve is acted on by the
cam through the medium of a roller 44 and is normally held closed by a suitable
spring 45 which also carries the said roller, preferably no transmission lever

page_text: being employed. The exhaust valve is made of large bulk to prevent its over-
heating. The camshaft or the cam itself on the shaft has sufficient backlash to
enable it to assume the rightly timed position for opening the exhaust valve in
whichever direction the engine may be running.
The admission valve 7 is of the well known automatic mushroom type. An elastic
tongue or lever 46 is pivotted at 47 with its upper end in the path of the lower end
of the non-return valve hand lever 21; so that when setting the handle back for
starting, the admission valve is automatically raised slightly from its seat and
the compression is temporarily relieved. When a certain speed has been attained
the pressure of the elastic tongue is overcome, the admission valve closes and
full compression is obtained. The closing of the non-return valve 15, by moving
forward the handle 21, allows the tongue to withdraw from the admission valve
spindle.
The air pumped into the reservoir passes through a second non-return valve
hereinafter referred to as the starting valve 48 (Fig. VI). This starting valve
is normally automatic, being provided with a light tension spring 51 which
allows the air to be pumped through the pipe 12 into the reservoir 13. To
facilitate this action the valve proper 52 is connected to its spindle 53 by a pin
and slot device 54 so that the valve (52) can be opened by air entering the
reservoir without moving the spindle 53 in its gland 55. As soon as the pumping
of the air from the cylinder 3 into the reservoir 13 ceases, the valve is closed by
its spring 51. But in order to start the engine the valve 52 can be lifted from
its seat against the reservoir pressure and the spring 51, by the handle 49, thus
allowing the compressed air to rush back from the reservoir into the air cylinder
behind the piston 5.
The oil for the combustion charge is preferably supplied by the pump shown
in Fig. VII, which draws the oil through a cock 61 having three or more ways,
so that one or more kinds of oil may be used together or separately, and delivers
it in fine jets or a spray into the air suction passage 62 of the combustion cylinder.
The pump comprises a suction valve 56, a delivery valve 57 and a piston and
piston rod 58 working in the cylinder 59. The suction valve is made very light
so that light oil can raise it easily; but the delivery valve is provided with a
spring 60 to prevent oil passing the same accidentally. The valve 56 is loosely
connected to the valve 57 by a link 69, so that the former can be withdrawn
with the latter for inspection. The piston is driven in the outward direction by
the compression spring 63, and in the inward direction by the lever 64.
This lever is pivotted at 65 and carries a friction röller 66. The crank
crank shaft 11 carries a circular or other cam 67 which is adapted to bear on the
roller 66 so as to actuate the lever 64, and hence the piston 58. The length of
stroke of the piston 58 is adjusted by the movable rod 68, between the adjacent
ends of which and of the piston rod 58 lies the tail of the lever 64. The further
the rod GS is moved towards the piston 58, the further the roller 66 is separated
from the axle 11, until the roller may be moved right out of the path of the
cam, when the lever 64 and piston 58 will remain stationary and the pump will
cease working. The rod 6S is carried in a sleeve 70 and the expansion spring 71
tends to withdraw the said rod from the leverr 64. Another lever 72 is pivotted
at 73; its lower end bears against one end of the rod 68, and its upper end is
jointed to the bar 74. The said bar is provided with a handle 75 and a rack 76
and passes through a fixed arc 77 which carries an adjustable detent 78 adapted
to engage with the said rack. It will be seen that by pulling the bar 74 through
the are 77, the spring 71 draws back the rod 68 and allows the stroke of the
piston 58 to increase; and that by pushing the bar back through the arc the
stroke of the piston is decreased. When the said bar is pushed further in, the
rod 68 holds the piston rod 58 stationary in its inward position and prevents the
spring returning it to its outward "position; on pressing the said bar still
further in the piston 5S bears against the side of the delivery valve 57, tilting
it slightly to one side and allowing the engine to suck in a little oil through the

page_text: oil admission port 79 (Fig. 1) and admission valve 7, without the pump working,
thus assisting the starting of the engine. The bar 74 may also be worked in
and out rapidly, to actuate the pump when starting the engine.
The action of the pump and hence the speed of the engine is controlled auto-
matically by the centrifugal governor shown in Fig. VIII which may be adjusted
to any speed while the engine is at work. The said governor consists of two or
more weights 80, pivotted at 81 to a carrier 24 fixed to the crank shaft 11 so as
to rotate therewith. The tails 82 of the weights engage in recesses 83 in a flanged
collar 84 adapted to slide along, but rotate with, the shaft 11. The collar S4
carries on its face 85 a hard block 86 adapted to engage with a similar hard
block 87 carried on the face 88 of the collar 89 which is adapted to rotate, but
not slide lengthwise upon the said shaft 11 and carries the cam 67 above referred
to. At low speeds the weights 80 lie in towards the shaft 11 and their tails 82
thrust the collar 84 towards the collar 89 so that the block 86 engages with the
block 87, the cam 67 is caused to rotate with the said shaft and the pump is
operated. As the speed increases the weights 80 fly further out and the collar
is drawn back, until when the speed becomes excessive the blocks 86, 87 dis-
engage (as shown), the cam 67 ceases to rotate and the pump stops working.
This reduces the speed of the engine until the blocks 86, 87 re-engage and the
pump resumes work. The disengagement of the blocks is resisted by the action
of the spring 90 which is connected at one end to the bar 74 and at the other end
to one arm 91 of a bell crank lever. The other arm 92 of the said bell crank
lever takes the form of a fork and bears against the back of the flange 93 on the
collar 84. By raising or lowering the handle 75 the tension of the spring 90
is increased or decreased as required and the governor correspondingly adjusted.
The vertical position of the bar 74 may be fixed by adjusting the detent 78 on
the arc 77 by a wing nut or other suitable means. When the bar 74 is pushed right
back to stop the oil pump, the lever 72 passes off the electrical contact plate 94,
breaking the electrical circuit hereinafter referred to and preventing the wasting
of the battery or accumulator, if such be employed.
Either tube or electrical ignition may be employed, but we prefer the latter
and to employ in connection therewith the contact breaker shown in Fig. IX
instead of using an ordinary vibrator. The contact breaker illustrated is worked
by the engine so as to give a single spark from a coil at or about full compres-
sion. On a shaft revolving at half the speed of the crank shaft 11 such as the
shaft 40, is mounted a collar 95 having, in one part of its circumference, a recess
forming two stops or shoulders 96. Around the collar 95 is mounted a ring 97
bearing a single external projection or detent 98 and a single internal projection
or stud 99. The collar 95 can be fixed in any circumferential position on the
shaft and the ring 97 is revoluble on the collar to an extent limited by the
engagement of the stud 99 with the stops 96, the relative positions and propor-
tions of the parts being arranged to bring the detent 98 into action at the right
moment in whichever direction the engine may be running. Fulcrummed on
the same shaft 40 is a plate 100, which may be turned on its fulcrum by the
handle 101 within limits set by, say, the curved slot 102 and the fixed screw
pin 103. On the said plate is mounted a blade spring 105 carrying a roller 106.
The spring may be connected to the plate by the terminal screw 107 to which is
attached the electrical wire 108 connecting the plate and spring with the primary
battery or other source of electricity. On another part of the plate is mounted a
block 109 of vulcanite or other suitable insulating material. Through this block
passes the other terminal screw 110, the wire 111 attached to which leads to the
induction coil. To the free end of the spring 105 is attached one contact
point 112, and to the end of the screw 110 is attached the other contact point 113,
the latter point being adapted to be adjusted by rotating the said screw.
The con-
tact points are normally separated by the action of the spring 105, but on the
rotation of the shaft 40, with the collar 95, carrying the detent 98 on the ring 97
round into engagement with the roller 106 the spring is raised and the point 112

page_text: pressed up into engagement with the point 113, thus completing the circuit. As
soon as the working face of the detent 98 crosses the line between the centres of
the shaft 40 and the roller 106 the said detent is sprung forward by a kind of
pinching action thus breaking the contact suddenly and giving the single spark
above referred to; and this happens independently of the direction in which the
shaft and the ring are rotating and however slowly the engine may be working.
By turning the plate 100 on its fulcrum the ignition may be
< advanced" or
retarded," as desired; and it may be locked in any position to which it may
be set by tightening the wing nut 104 on the screw pin 103, or other suitable
means.
If two or more motors be coupled together the ring 97 is provided with a
detent for each motor, such detents being so arranged as to ensure a spark at the
proper time in each cylinder respectively; and a commutator 114 of any suitable
known construction is fixed on the shaft 40 to convey the sparking current to the
respective ignition plugs, at the proper intervals, but this commutator is, of
course, not required in the case of a single cylinder motor.
The engine may be constructed so that the cylinders 2, 3 being cast in one piece
practically form the frame, while the crank shaft bearings 120 are carried by
stanchions 121 which also serve as bolts for the combined bearing caps and frame
supports 122. Any number of these engines may be coupled together on one
crank shaft, the stanchions carrying the bearings 120 at one end, and at the
other end passing through lugs 123 on the cylinders arranged so as to lock
together each pair of adjacent cylinders, as shown in the plan, Fig. X. With
this construction the valve shafts 29 and 40 are made long enough to serve all the
cylinders, and all the air cylinders pump into a single reservoir through a
common main 124, while the non-return (15) and augmenting valves (18) are
united by a rock shaft worked by the hand lever 21. All the eccentrics 26 may
be altered or reversed simultaneously by the rack and pinion device 31-34
already described. If three motors be so coupled together their cranks are
arranged at 120° and their other parts are correspondingly arranged relatively
to one another so that the crank shaft 11 may be started or reversred from any
position in which it may have come to rest, without any possibility of its sticking
on a dead centre.
Lubrication may be effected by a positive piston lubricator worked by the
engine, the oil being distributed by pipes to the cylinders and by other pipes and
wicks to the crank shaft bearings, the crank pins and the wrist pins of the pistons;
and the smaller bearings on the eccentric and cam-shafts may be furnished with
solid grease cups. The cooling water may be circulated by means of a pump
having only one valve or by any other suitable pump, and the heated water may
be passed through flexible corrugated pipes of considerable length to promote
cooling by radiation, the flexibility of the pipes protecting the joints against
jarring.
Referring more particularly to the plan, Fig. X, the commutator 114 with its
insulating shield 9 for connecting up the sparking plugs 115 at the right intervals,
will be seen at one end of the half-speed shaft 40, and close by is the contact
breaker ring 97, which in this case will have three detents 98 at 120° apart.
This shaft carries the exhaust cams 43, and, at its other end, the large spur
wheel 41 which meshes with the small wheel 42 of the two-to-one gear. Rigidly
connected to the spur wheel 42 is a sprocket wheel 38, both being secured to the
eccentric shaft 29 by the feather 126 so that the said shaft may move axially
through the said wheels without allowing of independent rotary motion of the
parts. The wheel 38 is driven from the wheel 39 of equal size on the crank
shaft 11 through a suitable pitch chain, so that the shafts 11 and 29 necessarily
rotate at the same speed. The angular parts 30 of the shaft 29 are set in planes
situated at angles of 120° to each other and the rack 34 and pinion 32, by which all
three slide valves 10 are simultaneously operated, will be seen at the end of this
shaft,

page_text: The right hand motor is shown as cut through in the plane of the lower facing
of the slide valve 10, the double lines indicating the position on the box of this
valve. The valve 10 itself is shown in nearly the same position as in Fig. I, the
right crank 125 being about 30° below the horizontal, backwards. The centre
motor is shown as cut through in the plane of the facing of the augmenting
valve 18 and non-return valve 15, the jointing of the tail 19 of the latter to the
back of the former being clearly indicated. The recesses 129 and guides 130
for the valve springs are also visible. The position of these valves corresponds
to that shown in Fig. IV and the middle crank 125 is vertically upright. The
left hand motor is complete and above it is shown part of the air main 127 with
which the pipe 12 communicates. The corresponding crank 125 is 30° below
the horizontal, forwards. The circulating pump communicating with the water
jackets 124 would be placed at this end of the crank shaft 11 outside the sprocket
wheel 39; and the oil pump and governor would be placed at the other end of the
said shaft.
The action of the engine is as follows: On the first occasion of starting, the
crankshaft 11 is turned by the fly wheel or handle (not shown) until a com-
pression and explosion are obtained, but this is not necessary
on future
occasions unless insufficient compressed air is left in the reservoir. On re-start-
ing the engine, the handle 21 is pulled back to close the augmenting valve 18
and open the non-return valve 15, at the same. time slightly opening the
admission valve 7 to case the compression; the handle 31 is set over to the
left or right according to the direction in which it is desired that the engine
shall drive; the bar 74 is set full out, pressed hard in, or reciprocated lengthwise
to pump some oil (the lighter kind, if two kinds are employed) into the suction
passage; and then the lever 49 is depressed to open the valve 48; whereupon,
some of the compressed air stored in the reservoir 13 rushes through the pipe 12
and port 25 to act upon the air piston 5 which it moves forward. The engine
being thus started the oil feed pump and contact breaker are automatically
brought into operation, and after a few strokes of the pistons 4, 5, the starting
lever 49 may be released and the bar 74 placed in its normal position for working
when the engine will be driven by the explosion of the vapourised oil, and on
placing the reversing lever 31 opposite to the direction in which the engine is
running, air will be compressed into the reservoir 13. After the engine has been
running some time the lighter oil, such as petrol, may be turned off and the
heavier oil, such as paraffine, may be turned on, by the cock 61. When the reser-
voir is sufficiently charged the handle 31 may be set in either its middle or its
forward position, when no more air will be pumped. To increase the speed of
the engine the bar 74 may be fixed higher in the are 77 to further resist the
centrifugal action of the governor. To increase the power, the said bar may be
pulled further forward to lengthen the stroke of the oil pump. But the principal
increase of power is obtained by setting the handle 21 forward so as to open the
augmenting valve and the reversing lever 31 against the engine's motion, when
the piston 5 will pump air into the combustion chamber, increasing the charge
for explosion at one instroke and clearing out the waste gases at the next instroke
and so on. This method of increasing the power is more particularly meant for
temporary use, as, e.g. in climbing hills, though it may be employed continuously,
if desired.
The speed of the engine may be reduced by lowering the bar 74, and the power
may be reduced by setting the said bar further in, while the engine may be stopped
altogether by setting the bar 74 so far in that the lever 12 is removed from
contact with the plate 94 as the electrical circuit being thereby broken, the
sparking and explosions cease together with the oil supply.
To reverse the engine, the handle 31 is moved to the position opposite to that
in which it was placed at starting.
We do not confine ourselves to the above described methods of lubricating,
circulating the cooling water, gearing and minor details, nor do we make any

page_text: claim thereto. Among other purposes our motors are very suitable for the pro-
pulsion of auto cars.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is: --
1. An internal combustion motor, constructed, arranged and adapted to operate
substantially as herein described and illustrated.
2. An internal combustion motor, provided with the herein described means
for starting, for augmenting the power, for promoting the exhaustion of the waste
gases and for reversing, substantially as set forth.
3. In an internal combustion motor, of the kind herein referred to, the
employment of a slide or equivalent valve working synchronously with the
crank shaft and fitted with a reversing gear, constructed, arranged and adapted
to operate, substantially as and for the purposes set forth.
4. In an internal combustion motor, of the kind herein referred to, the employ-
ment of an air cylinder and valves adapted firstly, to compress air into a reser-
voir; secondly, on admission of compressed air from the reservoir, to start the
motor; and thirdly, to pump air into the combustion cylinder so as to assist in
the expulsion of the waste gases and also to increase the working pressure of
the charge, substantially as set forth.
5. In an internal combustion motor, of the kind herein referred to, the com-
bination with the air cylinder and slide valve or the like, of a non-return valve
fitted to the said air cylinder; and an air reservoir fitted with an automatic and
hand operated non-return valve, substantially as and for the purposes set forth.
6. In an internal combustion motor, of the kind herein referred to, the com-
bination with the air cylinder and a slide valve or the like, of an augmenting
valve, substantially as and for the purposes set forth.
7. In an internal combustion motor, of the kind herein referred to, jointing
the non-return valve to the augmenting valve and adapting both valves to be
operated together by hand, substantially as and for the purposes set forth.
8. In an internal combustion motor, of the kind herein referred to, the employ-
ment of a reversing gear comprising an eccentric disc with a non-circular oblique
hole, mounted between lateral guides, a shaft having an oblique non-circular
portion passing through the said hole with a sliding fit, a strap surrounding the
eccentric disc and communicating with a suitable slide valve or the like, means
for rotating the said shaft, at the same speed as the crank-shaft, and means for
moving the said shaft lengthwise so as to alter the amount or the direction of
the eccentricity of the disc.
9. In an internal combustion motor, of the kind herein referred to, the employ-
ment of an exhaust valve, of relatively large bulk and having a friction roller
adapted to be acted upon by a cam mounted upon a shaft revolving at half the
speed of the crank shaft, the said roller being pressed against the said cam by a
suitable spring by which it is also carried, the said spring keeping the exhaust-
valve normally closed, and the said cam being mounted upon its shaft with suffi-
cient backlash or the said shaft itself having sufficient backlash-to ensure the
cam opening the exhaust valve at the proper time in whichever direction the
engine may be running, substantially as set forth.
10. In an internal combustion motor, means for relieving the compression in
the combustion chamber, comprising a lever, one end of which is adapted to be
operated by a hand lever and the other end of which takes the form of an elastic
tongue adapted to lift the admission valve from its seat at starting, and to be
overcome, by the pressure of the charge and valve spring when the engine has
attained a certain speed, substantially as set forth.
11. In an internal combustion motor of the kind herein referred to, providing
the air reservoir with a non-return or "starting valve," which normally closes
automatically to prevent the return of the compressed air from the reservoir,

page_text: but which may be opened by a hand lever, substantially as and for the purposes
set forth.
12. In an internal combustion motor, of the kind herein referred to, the employ-
ment of an oil feed pump which may be worked by hand as well as by the engine,
which has an adjustable stroke regulated by a hand lever and which is so con-
nected to a suitable governor by a clutch or the like that it ceases working when
a certain speed is exceeded, substantially as set forth.
13. The combination with a pump, of the kind referred to in claiming clause 12
hereof, of a cock with three or more ways so that one or more kinds of oil may
be used together or separately, substantially as set forth.
14. In an internal combustion motor, of the kind herein referred to, the
combination with a pump of the kind referred to in claiming clause 12 hereof
with a governor which may be adjusted while the engine is at work by means
of the oil pump hand lever substantially as set forth.
15. In an internal combustion motor, of the kind herein referred to, the
employment of a contact breaker for the electrical ignition, comprising a revolving
ring bearing a detent or the like adapted to make a sudden break however slowly
it is moved, such ring being rotated by the engine and being so mounted that it
has suflicient backlash to ensure the detent acting at the proper time in which-
ever direction the engine may be running, substantially as set forth.
1000
BATCH
DOUGLAS LEECHMAN, M.Cy.E.I.,
Fellow of the Chartered Institute of Patent Agents,
18, Hertford Street, Coventry,
9, Exchange Chambers, New Street, Birmingham, and
75, Chancery Lane, London, W.C., Patent Agent for the Applicants.