Improvements in and relating to Carburetted Air Engines.
Year: 1898

page_text: Date of Application, 30th July, 1898
Complete Specification Left, 1st May, 1899-Accepted, 30th Sept., 1899
Improvements in and relating to Carburetted Air Engines.
I, LIEVIN LOUIS RÉVEL, of Sainte-Adresse, (Seine Inférieure), a Citizen of the
French Republic, Inspector of Mines, do hereby declare the nature of this inven
tion to be as follows:
The invention which forms the subject of the present application relates to a
motor actuated by carburetted air or any other fluid pressure and presents the
following advantages:
t t
1. The possibility of varying by means of the admission the pressure of the
explosive mixture at will, and consequently the power and speed of the motor.
2. The possibility of starting the motor directly by means of the admission
without the assistance of external appliances such as levers or cranks, and that
independently of the position of the organs which receive the motive fluid; the
starting being either instantaneous or slowly increasing in speed as desired.
3. The possibility of reversing the engine directly by means of the admission
appliances.
4. Marked reduction in the heating of the walls of the cylinders.
5. Possibility of performing all the operations required by means of a simple
distributor.
I obtain these advantages owing to the following improvements which con-
stitute the characteristic principles of my invention.
I employ four cylinders arranged in pairs in two planes at right angles to one
another (for example two horizontal cylinders and two vertical cylinders), the
axes of the cylinders being at the intersections of two planes at right angles to
one another with the two planes parallel and normal to each of the preceding;
the pistons of these cylinders are attached by their connecting-rods to cranks
arranged at 180 degrees with one another on the main shaft of the engine, in
such a way that one at least of the four pistons is always behind the dead centre.
This arrangement has been employed in steam engines or motors that is to say
motors receiving the actuating fluid at a pressure from a separate generator.
The application of this arrangement to explosion motors that is to say motors in
which the pressure of the fluid is produced in the motor by the motor itself is
entirely novel. I have rendered it possible by combining the four cylinders
with a reservoir, or accumulator of air maintained constantly under pressure by
the motor, and capable of being brought into communication with each of the
said cylinders at any moment, by means of a distributor. The four cylinders
may consequently be driven in this way by the compressed air from the accumu-
lator which enables the engine in any position to be started in either direction.
Two of the cylinders are arranged for working normally with the carburetted
air (explosive mixture); this air, always drawn from the accumulator and being
under pressure which may be varied by means of the distributor, passes to the
cylinders through a carburettor. The two other cylinders may work when de-
sired as a starting motor (in this case they take the air under pressure from the

page_text: reservoir or acumulator) or as a single-acting pump, when the motor is running
normally, for establishing and keeping up the pressure in the accumulator. The
combination of four cylinders placed in pairs at an angle of 90 degrees with a
regulating reservoir and accumulator capable of furnishing at any moment the
fluid for actuating the four cylinders in the form of compressed air. for per-
mitting the starting in any position or direction two of the cylinders receiving
the fluid in the form of carburetted air and the two others, after having served
as motors for starting, acting as pumps for producing the pressure in the accumu-
lator, constitutes the novel principle characterising my invention.
I have représented as an example in the accompanying drawings a four
cylinder motor producing two impulses per cycle constructed in accordance with
these novel principles. In this example, the two vertical cylinders may serve
as cylinders for the carburetted air, and as compressed air cylinders for starting;
the two horizontal cylinders will serve as air motors for starting, and as pumps
or air compressors during normal running.
Figure 1 is a general plan of the motor connected by means of a suitable
system of pipes with the accumulator or reservoir.
Figure 2 is a vertical section through M, N of Figure 1.
Figure 3 is a vertical section through I, K, of Figure 1.
Figure 4 is a side elevation showing the distributor from the front.
Figure 5 is a horizontal section through A, B, C, D, of Figure 2.
Figure 6 is a vertical section through E, F, G, H, of Figure 1.
Figure 7 is an elevation and partial section through X X of Figure 6 show-
ing the arrangement for transmitting the movement from the main shaft of the
motor to the special cam shaft controlling the admission and exhaust valves of the
cylinders.
Figure 8 is a perspective view of one of the cam shafts above mentioned.
Figure 9 is a vertical section of the distributor, through V V₁ of Figure 1
the handles of the distributor being in the position corresponding to that in
which the motor is at rest.
Figures 10 to 12 are horizontal sections of a distributor through the planes
10-10, 11-11, 12-12 of Figures 4, and 9, the handles of the distributor being
in the position corresponding to repose or stopping.
Figures 10-12ª are similar sections; the handles of the distributor being in
the position for reversing the motor.
Figures 10b-12b are sections similar to the preceding, the handles being in
the position for starting the motor.
Figures 10° and 11° are sections of the distributor, the handles being in the
position for normal running.
Figure 13 is a vertical section of the distributor through rs of Figures 1
and 13-13 of Figure 4.
Figure 14 is a vertical section through e, f, of Figure 5, showing the detail
of the valve which closes automatically the communication between the horizontal
cylinders and the atmosphere, when these cylinders are acting as pumps and
the required pressure is attained.
W, W are the two vertical cylinders of the same dimensions open to the air
at the lower ends, and communicating at their top ends with the valve box 10.
P, P are the horizontal cylinders open to the air at their front ends and
communicating at the bottom of the valve box p at their further ends.
The four cylinders are fixed or secured at their open end to a frame forming a
crank chamber Z in which move the cranks m, m', the crank pins of which are
fixed at an angle of 180 degrees from one another in the fly wheel or crank
disc 2 (Figures 2 and 3) each of these crank pins works in the "big" end of
the connecting rod common to a vertical cylinder and the horizontal cylinder
the axis of which is situated in the same vertical plane with it (Figure 2). The
crank m is consequently actuated by the big end common to the cylinders W
and P. It follows that when one vertical piston is at the bottom of its stroke

page_text: The bear-
the corresponding horizontal piston is at half stroke, and vice versa.
ing of the crank chamber may be fitted with brasses for the shaft 3 the main
shaft of the motor (Figure 3).
The admission and exhaust valves for the motor fluid which are arranged
respectively for the vertical and horizontal cylinders in the boxes
Qr chambers
10, P, are controlled respectively by the cam shaft w and p¹, by any suitable
mechanical contrivance such for example as that shown in the drawing. A
worm-wheel 4, working in a chamber 4' and keyed on the shaft 3 transmits
movement to the worm 5', the shaft 5 and the worm 5 on the one hand and to the
worm 6, the shaft 6 and the worm 6" and so to the worm-wheels 7 and 8.
These latter are fixed on the square,end of the shafts w¹ p¹ and maintained in
their vertical position by cheeks permitting the shafts w p¹ to be moved longi-
tudinally during their rotation and so to bring the cams into the desired position
sucessively for starting, normal running, reversing and stopping. The longi-
tudinal movements of the shafts w¹, p' may be effected by any suitable
mechanical arrangement, connecting these shafts to the handles of the distri-
butor. I prefer to employ the special arrangement which I have designed and
which renders the distributor mechanically independent. I control the shafts
by means of compressed air acting on little cylinders secured to the frame of
the machine, the pistons of which are connected by moveable mechanical arrange-
ments to the shafts w p¹. These little cylinders are connected with the dis-
tributor by means of a system of tubes the length and curvature of which will
vary with the position which it is designed to give to the distributor.
To the shaft w correspond the little cylinders 20³ ³ arranged respectively
above and below the said shaft (Figures 4 and 6). One of the ends of each of
these cylinders is open to the air; the other is closed and carries a socket to
which is fixed the pipe connecting the cylinder to the distributor. The piston's
which move in these little cylinders w³ and which are exposed on one side,
by means of the distributor to the pressure of the compressed air from the
accumulator 1, are connected on the opposite side to connecting rods the far
ends of which articulate with a ring q. This ring (Figure 6) carries on its
horizontal axis two holes.q' which serve as bearings for the pivot z¹ of the disc z
on the shaft 101. This disc is held between two discs n n and keyed on the same
shaft. Examination of the figure shows that the shaft w¹ continues to rotate
while the pressure exercised on the pistons of the cylinders 03 203
longitudinal movements of the said shaft. Springs
cause the
of which one end is fixed
to the ring q and the other to some suitable point of the frame of the motor
(Figures 1 and 6) tend constantly to bring back the pistons to the ends of their
respective cylinders.
The arrangement of the cylinders 2 13 corresponding to the shaft is
exactly-similar.
The chamber or valve box p of the two motor cylinders and air compres-
sors IP communicate respectively by the passages a¹ a³ with each of these
cylinders. A¹ A Figure 6-are the admission valves; E, E are the exhaust
valves. To each of these valves corresponds a sleeve keyed on the shaft 2 and
carrying two. cams arranged at an angle of 90°; one controlls the opening of
the valve for running forward and one for reversing. M, M and T, Ta are
the admission cams; Q1, Q2, N', N are the exhaust cams for running forward
and reversing respectively. The exhaust ports e¹, ea communicate by means
of two pipes with the box 32 into which runs the pipe coming from the
passage 22 of the distributor d.
+
Valve box w,of the two cylinders W, W which are capable of working with
compressed atmospheric air or with compressed air carburetted through the
passage, through the carburettor 30, communicate respectively by means of the
ports a³, awith each of these cylinders. A³, Aare the admission valves for
the air or explosive mixture; E, E are the exhaust valves; R³, R are the
check or back pressure valves. On the shaft w' are keyed the cam sleeves with

page_text: two cams.for each of the admission valves for compressed air (M³, m³, M, m³)"
for running forward and reversing and one cam for normal running with car-
buretted air (M5; M); and for each exhaust valve two cams respectively for
running forward and reversing (N³, n³, N, n). As shown in Figure 8. the
cams run into the cylindrical portion of the sleeve in inclined planes permitting
the shaft to slide longitudinally without jarring taking place between the cams
and the valve rod. These cams instead of being joined on one sleeve may of
The box w communicates with the
course be keyed separately on the shaft w¹.
atmosphere by the ports e³, et.
The distributor à fulfils the following functions:
1. It permits of the establishment or interruption of communication between
the four cylinders W, W₁, P, P¹ of the motor and the accumulator 1 for admit-
ting compressed air for starting, or maintaining the pressure in the reservoir
or accumulator by means of the cylinders P, P¹ running normally.
2. It enables communication to be made or interrupted between the cylinders
W, W and the carburettor 30 (Figures 1 and 2). This latter receives directly
the compressed air from the reservoir 1.
3. It permits communication to be established between the reservoir 1 and
the four little cylinders w³, w³, 22, p³, or between these cylinders and the
atmosphere.
This distributor is a cock with two plugs 61, 62, fitting into the same case or
frame d and separately moveable by means of the handles 1, 12. The body or
frame d is bored out so as to constitute two orifices which receive the plugs 61, 63.
Between them is a vertical passage 24, shown clearly in Figures 9-13, connect-
ing the horizontal passages on the different levels. The sections 10, 11 and 12
pass through the axes of these latter passages. The body d, has a number of
external orifices which I will proceed to enumerate.
In section 10-10; a port 15, which by means of the passage 25 communi-
cates with the vertical passage 24, with which communicates the pipe 15 coming
from the accumulator 1. A port 16 communicating internally with the seat of
the plug and externally with the pipe t, which runs into the valve box p
of the horizontal cylinders; a port 17 ending internally in the seat of the plug 6³
and externally in the pipe which runs to the vertical cylinder valve box w.
And finally port 18 ending internally in the seat of the plug 6 and externally
in the tube 18, which receives the compressed air charged with petrol vapour.
from its passage through the carburettor 30.
In section 11-11: two ports 20 and 21 ending respectively internally in the
seats of the plugs 61, 62 and externally in the tubes, 21. The tube to passes
into the little cylinder 23; the tube t passes into the cylinder w³. Two passages
or ports 23, 231 pass to the atmosphere externally and internally to the seats
of the plugs b¹ and 62.
In section 12-12: two ports 19 and 22 passing internally to the seat of the
plug 6', and externally to the tubes 19, 123. The pipe 9 passes by two branches
at once to the little cylinder and the little cylinder 22; the pipe ends in
the box 32.
In the plug bare arranged a number of passages or conduits; three con-
duits,, at 120° to each other in section 10-10; two conduits s
section 11-11; one conduit and three other conduits or by-passes 57, 58, 59, in
the section 12-12.
In plug are arranged two passages u¹, u2 in the section 10-10, and a by-
pass in the section 11-11. The passage 25 passes behind and under the seat
of a valve 26 (Figures 10 and 13) a passage 27 connects it with the port 16.
I will proceed to explain the functions of the distributor and in. what manner
by simply actuating the handles ¹, it is possible: to start the engine by the
action of the compressed air on one of the cylinders no matter what may be the
position of the crank; to obtain normal running subsequently with petrol in the
two vertical cylinders, the two horizontal cylinders acting as air compressors

page_text: for maintaining the pressure in the accumulator which has, it must be understood
in the first instance, been charged by a hand pump; to obtain variations in the
speed and direction of the running.
Figures 9 to 12 represent the distributor in the position of stopping, the
handles, being arranged in the direction of the dotted lines in Figure 10.
It may be seen from Figures 9 and 10 that the plug 61 intercepts all communi-
cation when in this position between the ports 15 and 10, that is to say between
the accumulator and the horizontal cylinders. The plug 62 closes all communi-
cation between the ports 15 and 17, which shuts off the compressed air from the
vertical cylinders; it also closes communication between the ports 17 and 18
preventing the entry of carburetted air to the said cylinders. It may be seen
from Figures 11 and 12 that the ports 20, 21 and 19 communicate respectively
by the by-passes, u³ and with the apertures 23, 231, 23111; that is to say,
puts into communication with the atmosphere the little cylinders 2, 73, w³, ws.
The compressed air keeps the clack valve 26 (Figures 10 and 13) on its seat.
Finally, the port 22 communicating by the passage with the passages or
ports 24 and 25, the air from the reservoir enters the box 32 over the piston 35
of the valve 36, balanced by the spring 37, the tension on which is regulated
to correspond with the maximum pressure that it is desired to maintain in the
accumulator.
If
It is to be understood that, the various parts being in this position, the air
reservoir has been filled for the first time with compressed air by a pump.
the reservoir is properly air-tight it will keep its charge for several days. For
running the motor forwards, the handle is turned to the right. At the same
time the by-pass s will be brought into such a position as to close all communi-
cation between 20 and 23 and establish communication between 20 and 24, the
compressed air passing through the tube t¹ and the tube 20 into the little
cylinder 3. The piston of this latter is thereby brought into the position
shown in Figure 6; the shaft p¹ is moved longitudinally towards the right and
its cams M, M³ engage with the rods of the admission valves A', A³. If the
handle is further turned so as to assume the position shown in the Figures 10b,
11b and 12b, communication is established through the by-passes s¹, with the
ports 15 and 16, and so admission is given to the compressed air through the
pipes 5 and 6 to the valve box p. The horizontal cylinders then work as
motors the waste air escaping by the pipes, the valve 36 being raised by the
spring 37. In this position of the handle, (Figure 12b) the passage 22 communi-
cates by means of the by-pass with the orifice 23, which opens to the atmo-
sphere, and the plug 6 closes all communication between the box 32 and the
reservoir. The cams M, M being arranged for raising each of the admission
valves once per revolution and during three-fifths of the stroke of the piston, it
may occur that in certain of the positions of the machine the valves A¹, As
remain closed. Starting being then impossible by the horizontal cylinders, it
is necessary to admit the air to the vertical cylinders. For this purpose the
handle is turned to the left. Slight movement in this direction is sufficient
to bring the plug in a certain position as to close communication between the
port 21 and the orifice 23, the said port on the contrary .communicating by
the channels 24 and 25 with the port15; the compressed air; then passes through
the pipe t¹ and the above means of communication to the pipe and so to the
little cylinder 3 bringing the piston of this latter into the position shown in
Figure 6. The shaft w¹ is moved longitudinally thereby bringing its cams M³,
Minto a position for actuating the admission valves A, A. At the same time
(Figures 10 and 11b) the port 17 communicating by the passages 3 and 25 with
the port 15, the compressed air from the reservoir passes by way of the pipe 15
the pipe 17 to the valve box w supplying the vertical cylinders. The cams M³,
M which control the admission valves A, A+ being constructed to hold the
valve raised during three-fifths of the stroke of the piston it follows that, if in
view of the position of the cranks m, m¹ the starting cannot be effected by the

page_text: horizontal cylinders, it will be effected with certainty by the vertical cylinders,
and, as may be seen, by the direct admission of compressed air, and by simply
moving the handles of the .distributor.
The machine having been started, the handle is left in the position shown
in Figure 40b, that is in the position for admitting the air to the horizontal
cylinders, and the handle in the position of Figure 10, that is.to say, it is
turned to the right after having been brought into the stop position, (Figures 10
and 11) for allowing the air from the cylinder to escape into the atmosphere
by the pipe 1, the by-pass u³, and the orifice 23" (Figure 11). Communication
is then established by the passage between the ports 17 and 18 (Figure 10°).
This permits the air (which coming from the reservoir 1 through the branch 3
passes to the carburettor 30 through the spiral tube raising the valve 31 on
its way) and now forms an explosive mixture to pass through the pipe 18 and 17
to the valve box w on the vertical cylinders. On the other hand, the shaft w¹
having been brought by the springs into its first position of rest, (or stop
position) the cams M5, M6 are brought into the same plane as the admission
valves. These cams are so arranged as only to lift the valves during one-tenth
.of the stroke of the piston of the corresponding cylinder and when the said
piston is at the far end of its stroke. The vertical cylinders operate then in
their normal manner by means of carburetted air. It may be seen at once that
by means of the handle 2, and by moving it towards the right beyond the position
which it occupies in Figure 10°, the passage of the explosive mixture is throttled
to a greater or less extent permitting the speed of the motor and the force of the
explosions to be regulated by hand. It is evident that if the motor be run under
a fixed load it will suffice for regulating the speed to throttle the gas in the
pipe by means of any suitable regulator of known construction connected
with a centrifugal governor. The explosive mixture which has entered the
cylinder after lifting the valve R³ or R is ignited by means of any known
system of ignition such as an electric ignition. I have only shown in the draw-
ing the sparking or igniting plugs 38. The spark occurs as soon as the corre-
sponding piston comes to the dead centre, the gases explode, and when the piston
has travelled to about 75 per cent. of its stroke, the products of combustion
escape immediately by the ports 40 (Figures 1 and 2) in the wall of the cylinder;
they then pass to a box 33 which surrounds the twisted tube 30 which conducts
the compressed air to the carburettor. The heat of the exhaust gases is thus
utilized on the other hand, as these gases are not compressed in the cylinder
and do not remain there, the walls of the latter are very slightly heated.
addition, as soon as the ports 40 have been uncovered, the corresponding ex-
haust valve E³, E', opens, allowing fresh air to enter the chamber by the
passage or e owing to the depression caused by the explosion. If a small
quantity of hot gases remain behind the piston, these would pass off into the
chamber, as the fresh air descending cools or bathes the back end of the piston.
The piston (in its return stroke) drives out any of the products of the combustion
which may remain, and, at the end of its travel, has behind it nothing but pure
air, the exhaust valve remaining open all the time. These advantages, which
are the consequence of the novel mechanical arrangement which I have designed,
form one of the novel technical results which my invention enables to be
obtained.
In
After the motor has been started and the vertical cylinders are running nor-
mally, the handle is brought back into the stop position; the little cylinder p³
again communicates with the atmosphere, and the shaft 2, yielding to the
action of the springs 1, liberates completely the rods of the valves A', A³, E¹, E,
which then operate exactly like the non-return suction valves of a pump. The
pistons of the cylinders P, P¹, draw in air from the atmosphere and eject it
again after compression by the port 16 and the passage 27; the valve 26 is
raised and the air passes by the passage 25 and the pipe into the reservoir.
The external air is only drawn in when the valve 36 (Figure 14) is raised, that

page_text: is to say, when the pressure in the pipe 2, and consequently in the reservoir
with which the pipe communicates, is less than the pressure of the spring 37,
that is to say, less than the pressure adjusted for. When on the other hand this
pressure has been exceeded, the valve 36 closes and the pistons of the cylinders
P, P¹ work against a merely inappreciable resistance.
The stoppage of the motor is effected by bringing the handle into the stop
position.
كم
If it be desired to reverse the motor, it sufficies to turn the two handles of the
distributor to the left. When the plug b' is turned towards the left, the by-
pass, which establishes communication between the port 19 and the opening 23',
closes this communication and brings the said passage into communication by
the passages 24 and 25 with the port 15; the compressed air coming from the
reservoir 1 thus passes through the pipe 15 and 19 and so to the two small
cylinders w³, p, (Figure 12) at the same time the by-pass
puts the passage 20
in communication with the port 15, and the compressed air coming from the
reservoir is admitted by the pipe into the little cylinder p³. Moving the
plug 6 to the left brings the by-pass in the position shown in Figure 11*;
the air passes through the distributor to the passages 24 and 21 into the pipe (21,
and thence into the little cylinder w³. Then when the two handles are turned to
the left, the compressed air is admitted into the four little cylinders 10³, 20³, 1², p³.
The cam shafts are thus driven to the end of their course, and brought into the
position in which they operate all the admission and exhaust valves for reversing
the motor.
To sum up it may be seen that by simply operating with handles 11, 19 of the
distributor (which being only connected to the motor by a system of pipes can be
placed wherever required) one may as desired:-
1. Introduce compressed air into the four cylinders W, WI, P, P¹, and 80
produce a certain start, no matter what may be the position of the cranks, the
position in which the motor runs depending upon the position given to the
handles, that is to say, according to whether the compressed air is admitted to
two of the small cylinders w³, w³, 22, p³ or to the four of them at once which
changes the position of the cam shaft which controls the admission and exhaust
valves.
2. While the horizontal cylinders P, P¹, are running with compressed air as
motors, the compressed carburetted air may be admitted to the cylinders W, W;
by turning the handle ; by means of the handle 13 the admission may be more
or less throttled and the compression and force of explosive charge varied.
3. The normal running of the motor having once been established, the
cylinders P, P¹, can be transformed by a simple turn of the handle 1, into
pumps, which cease automatically to draw in air and to force it into the reservoir
or accumulator when the pressure in this latter exceeds that for which it is
regulated.
In the body of this specification it has been explained in what way the
arrangement reduces the heating of the walls of the cylinders W, WI, to a
minimum rendering the employment of water-cooling superfluous.
Dated this 30th day of July 1898.
PHILLIPS & LEIGH,
Agents for the Applicant.
Improvements in and relating to Carburetted Air Engines.
I,, LIEVIN LOUIS RÉVEL, of Sainte Addresse, (Seine Inferieure), in the French
Republic, Inspector of Mines do hereby declare the nature of this invention and

page_text: in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement: -
The invention which forms the subject of the present application relates to
an engine actuated or driven by explosions of carburetted air, and presents the
following advantages:―
1. The possibility of varying at will, by means of the admission appliances,
the pressure of tlie explosive mixture, and consequently the power or the speed
of the engine.
2. The possibility of setting the motor running directly by means of the
admission appliances without the assistance of external appliances such as fly-
wheels or cranks, and no matter in what position the parts which receive the
pressure or force of the motive fluid may be at the time; the speed being either
instantaneous or slow at first and gradually increasing, as desired.
3. The possibility of reversing the engine directly by means of the admission
appliances.
4. Marked reduction in the heating of the walls of the cylinders.
5. Possibility of performing all the operations required by means of a simple
single distributor.
I obtain these advantages by virtue of the following improvements which con-
stitute the characteristic principles of my invention.
According to my invention, I employ four cylinders arranged in pairs in two
planes at right-angles to one another; for example, two horizontal and two
vertical cylinders, the axes of the cylinders being at the intersections of two
planes at right-angles to one another with two parallel planes normal to each
of the preceding. The pistons of these cylinders are attached by their connecting
rods to two cranks arranged at 180 degrees with one another upon the single
main driving shaft of the engine, in such a way that one at least of the four
pistons is always over or just in front of the dead centre. This arrangement
has already been employed in steam engines, that is to say engines receiving
the motive fluid under pressure, from a separate generator. The application of
this arrangement to explosion engines, that is to say, engines in which the
pressure of the fluid is produced in the engine by the engine itself, is entirely
novel. I have rendered it possible, by combining the four cylinders with an
accumulator or reservoir of air maintained constantly and directly under pressure
by the engine and capable of being brought into communication with each of the
said cylinders at any moment by means of a distributor. The four cylinders may
consequently be worked in this way by the compressed air from the air reservoir
or accumulator, which enables the engine in any position to be started in either
direction. Two of the cylinders are arranged to work, normally, with car-
buretted air (explosive mixture); this air coming always from the accumulator
and being under a pressure (which may be varied by means of the distributor)
enters a carburetter before being admitted into the cylinders. The two other
cylinders may be worked when desired as starting motor (in this case they take
the air under pressure from the reservoir or accumulator) or as a single-acting
pump, when the engine is running normally for establishing and maintaining the
pressure in the accumulator. The combination of four cylinders placed in pairs
at an angle of 90 degrees with a reservoir regulator and accumulator capable
of furnishing at all times the motive-fluid for actuating the four cylinders in the
form of compressed air for permitting the starting in either direction and any
position, two of the cylinders receiving the fluid in the form of carburetted air,
and the other two, after having served as starting motors, acting as pumps for
producing the pressure in the accumulator, constitutes the novel principle
characterising my invention.
I have represented, as an example, in the accompanying drawings (those filed
with the Provisional Specification) a four-cylinder engine producing two im-
pulses per revolution constructed in accordance with these novel principles.
In this example the two vertical cylinders may serve as cylinders for the car-

page_text: buretted air during normal running and as compressed air cylinders for start-
ing the two horizontal cylinders will serve as air engines for starting, and as
pumps or air compressors during normal running.
Figure 1 is a general plan of the engine connected by a system of tubes with
the air storage vessel or reservoir.
Figure 2 is a vertical section taken on the line M, N, of Figure 1.
Figure 3 is a vertical section taken on the line I, K, of Figure 1.
Figure 4 is a side elevation showing the front view of the distributor.
Figure 5 is a horizontal section taken on the lines A B, C D of Figure 2.
Figure 6 is a vertical section taken on the lines E F, G H of Figure 1.
Figure 7 is a longitudinal sectional-elevation showing the transmission of
motion from the main shaft of the engine to the special cam-shafts which control
the inlet and exhaust valves of the cylinders.
Figure 8 is a perspective view of one of the cam-shafts above mentioned,
reversed as regards its position in Fig. 6.
Figure 9 is a vertical section of the distributor, through V V₁ of Figure 1,
the handles of the distributor being in the position of rest.
Figures 10 to 12 are horizontal sections of the distributor, taken on the lines
10-10 11-11 12-12 of Figures 4 and 9, the handles of the distributor being in
the position corresponding to rest or stoppage.
Figures 10 to 12 are similar sections; the handles of the distributor being
in the position for starting the backward stroke.
Figures 10 to 12b are sections similar to the preceding; the handles being
in the position for starting the forward stroke.
Figures 10° and 11° are sections of the distributor the handles being in the
position for normal running forwards.
Figure 13 is a vertical section of the distributor, taken on the line r, s of
Figure 1 and the line 13-13 of Figure 4.
.
Figure 14 is a vertical section through e, f of Figure 5 showing the detail
of the equilibrium valve which shuts off automatically the communication
between the horizontal cylinders and the atmosphere, when these cylinders are
acting as pumps and the required pressure is attained.
WW are the two vertical cylinders of the same dimensions, open to the-air
at the lower ends, and communicating at their upper ends with the valve-box w.
P Pare the horizontal cylinders open to the air at their front ends and
communicating at their further ends with the valve-box p.
The four cylinders are fixed or secured at their open ends to a frame forming a
crank chamber Z in which move the cranks m, m³ the crank-pins of which are
fixed at an angle of 180 degrees from one another in the fly-wheel-disc 2
(Figures 2 and 3). Each of these crank-pins works in the head end of a con-
necting-rod common to the vertical cylinders and to the horizontal cylinder the
axis of which is situated in the same vertical plane with it (Figure 2). The
crank m is consequently actuated by the connecting-rod-head common to the
pistons of the cylinders W and P. It follows that when one vertical piston is
at the bottom of its stroke the corresponding horizontal piston is at half-stroke,
and vice-versa. The crank chamber may be fitted with brasses for the shaft 3
the main shaft of the engine (Figure 3).
The admission and exhaust valves for the motive-power fluid, arranged re-
spectively for the vertical and horizontal cylinders in the boxes or chambers w
and 2, are controlled respectively by the cam shafts w and 7. A worm-wheel 4
keyed on the shaft 3 and placed in a casing 4', transmits movement to the
worm 5 the shaft 5 and the worm 52, on the one hand, and to the worm 6' the
shaft 6 and the worm 62, and so to the worm-wheels 7 and 8. These last are
fitted on the square end of the shafts w₁ and 21 respectively and maintained
in the upright position by checks, enclosed in the casing or box 4¹. This arrange-
ment permits the shafts 10' and p₁ to be moved longitudinally during their
rotation and so to bring the cams into the desired position sucessively for start-

page_text: ing, normal running forwards, reversing, running backwards and stopping.
The longitudinal movements of the shafts w and p may be effected by any
suitable mechanical arrangement connecting these shafts to the handles of the
distributor. 1 prefer to employ the special arrangement which I have shewn
and which renders the distributor mechanically independent. I control the
shafts by means of compressed air acting on pistons in little cylinders secured
to the frame of the machine; the said pistons being connected by a pivoted bar
or other suitable movable mechanical arrangement to the shafts w¹, p¹. These
little cylinders are connected with the distributor by means of a system of tubes
the length and curvature of which will vary with the position which it is designed
to give to the distributor.
To the shaft w¹ correspond the two little cylinders and warranged re-
spectively above and below the said shaft (Figures 4 and 6). One end of each
of these cylinders is open to the air; the other is closed and carries a socket to
which is fixed the pipe connecting the cylinder to the distributor.
The pistons
which move in these little cylinders wand wand which are exposed on one side,
by means of the distributor, to the pressure of the compressed air from the
accumulator 1, are connected on the opposite side to connecting-rods, the other
ends of which are loosely connected to a ring q. This ring (Figure 6) has on
its horizontal axis two holes q which serve as bearings for the pivots ¹ of the
disc z on the shaft w. This disc is held between two other discs n, n keyed on
the same shaft. A slight examination of the figure shows that the shaft w¹
continues to rotate while the pressure exercised on the pistons of the cylinders
ww causes the longitudinal movements of the said shaft. Springs r, one end
of which is fixed to the ring q and the other to some suitable point of the frame
of the engine, (Figures 1 and 6) tend constantly to bring back the pistons to the
bottom ends of their respective cylinders.
The arrangement of the cylinders 22, 23, corresponding to the shaft p¹ is
exactly similar.
The valve chamber or box ? of the two air compressors P P communicates
respectively by the passages a¹, a³ with each of these cylinders. A¹, A³,
Figure 6, are the admission valves, E', E, are the exhaust valves. To each of
these valves corresponds a sleeve keyed on the shaft and carrying two cams
arranged at an angle of 90°; one governs the opening of the valve for running
forward and the other for running backward. M³, M² and T1, T2 are the ad-
mission cams QQ, N¹ N2 are the exhaust cams for running forward and
reversing respectively. The exhaust ports e ecommunicate by means of the
two pipes, with the valve box 32 into which is lead the pipe coming from
the port 22 of the distributor d.
The valve box w of the two cylinders W, WI, which are capable of working
with either compressed atmospheric air or with compressed air carburetted by
passage through the carburettor 30, communicates respectively by means of the
ports a, a with each of these cylinders. A3, A4 are the admission valves for
the air or explosive mixture; E³, E are the exhaust valves; R³, R are re-
taining pressure or non-return valves. On the shaft w are keyed the cam
sleeves with two cams for each of the admission valves for compressed air
(M³, m³, M, m³) for running forward and reversing and one cam for normal
running in either direction with carburetted air (M5, M6); and for each exhaust
valve, two cams respectively for running forward and reversing (N,³ n,³ N¹ n¹).
As shown in Figure 8 the cams run into the cylindrical portion of the sleeve
in inclined planes permitting the shaft to slide longitudinally without jarring
taking place between the cams and the valve rods. These cams instead of being
formed on sleeves fitting the shaft w may of course be keyed separately on the
shaft. The valve box w is in communication with the atmosphere by the ports
e3; R³, and R' being as above stated, non-return valves.
The distributor d fulfils the following functions: —
1. It permits of the establishment or interruption of communication between

page_text: the four cylinders W, W, P, P¹ of the motor and the reservoir-accumulator 1
for sending compressed air into these cylinders for the start or maintaining the
pressure in the reservoir by the cylinders P, P¹ during normal running.
2. It enables communication to be made or interrupted between the cylinders
W, W and the carburettor 30 (Figures 1 and 2). This latter receives direct
the compressed air coming from the reservoir 1.
3. It permits communication to be established between the reservoir 1 and
the four little cylinders w², w³, p³, p³, or between these cylinders and the
atmosphere.
This distributor is a double cock, that is, has two plugs 61, 62, fitting into the
same case or frame d and separately movable by means of the handles, 1,
respectively. The body or frame d is bored out so as to constitute two conical
orifices which receive the plugs 1, 62. Between them is a vertical passage 24,
shown clearly in Figures 9 to 13, connecting the horizontal passages on three
different levels. The sections 10, 11 and 12 are made through the axes of these
latter passages. Upon these planes the body has a number of external orifices
and ports which I will proceed to enumerate:
In the plane 10-10: A port 15, which, by the passage 25, communicates with
the vertical passage 24, with which communicates the pipe (15 coming from the
reservoir accumulator 1. A port 16 communicating internally with the socket
of the plug 6 and externally with the pipe to which runs into the valve box p
of the horizontal cylinders. A port 17 ending internally in the socket of the
And
plug and externally in the pipe which runs into the valve box w.
finally a port 18 ending internally in the socket of the plug 62 and externally
in the pipe 8 which receives the compressed air charged with petroleum vapour
from its passage through the carburettor 30.
In the plane 11-11: Two ports 20 and 21 ending respectively internally in
the sockets of the plugs 61, 6, and externally in the tubes 20, 21. The tube 120
runs into the little cylinder 3; the tube (21 runs into the cylinder 3. Two
passages or ports 23, 231 lead to the atmosphere externally and internally to
the sockets of the plugs b¹ and
In the plane 12-12: Two ports 19 and 22 leading internally to the socket of
the plug 6, and externally to the pipes (19, 23. The pipe 9 leads, by two bends
or branches, to the little cylinders 2, and p2; the pipe t leads into the box 32.
In the plug b are arranged a series of ways or passages or conduits; three
conduits s,, 3 at 120° to each other, in the plane 10-10; two ways sin
the plane 11-11; one conduits and three ways or by-passages 57, 58, 59,
the plane 12-12.
in
In the plug b are arranged two passages u¹, 3, in the plane 10-10, and a
way or by-pass u³ in the plane 11-11. The passage 25 extends behind and under
the seat of a valve 26, (Figures 10, 10°, 10°, 10° and 13) a passage 27 connecting
it with the port 16.
I will now proceed to explain the functions of the distributor and how by
simply actuating the handles 1, 12, it is possible:-to start the engine by the
actuation with the compressed air of one of the four cylinders, no matter what
may be the position of the cranks; the subsequent normal running with petro-
leum of the two vertical cylinders, the two horizontal cylinders acting as air
compressors for maintaining the pressure in the accumulator, which, in the
first instance, has been charged by a hand pump; to obtain variations in the
speed and direction of the running.
Figures 9 to 12 represent the distributor in the position of rest, the handles
, being arranged in the direction of the dotted lines in Figure 10. It may
be seen from Figures 9 and 10 that the plug b' intercepts all communication
when in this position between the ports 15 and 16, that is to say, between the
accumulator and the horizontal cylinders. The plug 62 closes all communication
between the ports 15 and 17, which shuts-off the compressed air from the vertical
cylinders; it also closes communication between the ports 17 and 18 preventing

page_text: the entry of carburetted air to the said cylinders. It may be seen from
Figures 11 and 12 that the ports 20, 21 and 19 communicate respectively by the
by-passes s4, u,3 and 8 with the orifices 23, 231 and 2311; that is to say, puts into
communication with the atmosphere the little cylinders ³, w³, 12. The
compressed air from the reservoir keeps the clack-valve 26 (Figures 10, 10", 10",
10°, and 13) on its seat. Finally the port 22 communicating by the passage s
with the passages 24 and 25, the air from the reservoir enters the box 32-above
the piston 35 of the valve 36, balanced by the spring 37, the tension on which
is regulated to correspond with the maximum pressure that it is desired to
attain in the accumulator.
It is to be understood, that, the various parts being in this position, the air
reservoir has been filled for the first time with compressed air by a pump. If
the reservoir is thoroughly air-tight it will keep its charge for several days.
For running the motor forwards, the handle is turned to the right. So soon
as the by-pass st is brought into such a position as to close the communication
between 20 and 23 and establish it between 20 and 24, the compressed air
arriving through the pipe will pass through the pipe into the little
cylinder 23. The piston of this latter is thereby brought into the position shown
in Figure 6; the shaft p¹ is moved longitudinally towards the right and its
cams M, M come in contact with the rods of the admission valves A1, A2. If
the handle is further turned so as to assume the position shown in Figures 10b,
11b and 12b, communication is established through the by-passes s¹, with the
ports 15 and 16, and thus is admitted, by the pipe to, into the valve box 2,
the compressed air coming from the reservoir through the pipe t¹. The hori
zontal cylinders then act as motors. The waste air escapes by the pipes,
the valve 36 being raised by the spring 37. In this position of the handle,
(Figure 12) the passage 22 communicates by means of the by-pass with the
orifice 23, which is open to the atmosphere, and the plug 6¹ closes all com-
munication between the box 32 and the reservoir. The cams M, M2 being
arranged for raising each of the admission valves once per revolution and during
three-fifths of the stroke of the piston, it may occur that in certain positions of
the machine the valves A', A2 remain closed. Starting being then impossible
by the horizontal cylinders, it is necessary to admit the compressed air to the
vertical cylinders. For this purpose the handle is turned to the left. Slight
movement in this direction is sufficient to bring the plug in such position as
to close communication between the port 21 and the orifice 2311, the said port
on the contrary communicating by the channels 24 and 25 with the port 15.;
the compressed air then passes through the pipe 15 and the above means of com-
munication to the pipe and so to the little cylinder w bringing the piston of
this latter into the position shown in Figure 6. The shaft c¹ is moved longi-
tudinally thereby bringing its cams M, M in position for controlling the ad-
mission valves A, A. At the same time (Figures 10 and 11) the port 17
communicating by the passages 2 and 25 with the port 15, the compressed air
coming from the reservoir passes by way of the pipe and the pipe into the
valve box to supplying the vertical cylinders. The cams M³, M, which control
the admission valves A³, A being constructed to keep the valve raised during
the three-fifths of the stroke of the piston, it follows that, if in view of the
position of the cranks m, m¹ the starting cannot be effected by the horizontal
cylinders, it will be effected with certainty by the vertical cylinders, and as may
be seen, by the direct admission of compressed air, and by simply moving the
handles of the distributor.
The starting having been effected, the handle is left in the position shown
in Figure 10b, that is, in the position for admitting the air to the horizontal
cylinders, and the handle in the position of Figure 10°, that is to say, it is
turned to the right after having been brought into the stop position, (Figures 10
and 11) for allowing the air from the cylinder w³ to escape into the atmosphere
by the pipe 21, the by-pass u³, and the orifice 23111 (Figure 11). Communication

page_text: is then established by the passage u between the ports 17 and 18 (Figure 10°);
this permits the air, which, coming from the reservoir has passed through the
branch pipe 31, raised the safety-valve 31 and passed through the tortuous
tube to into the carburettor 30, and is delivered in the form of an explosive
mixture from the pipe t18 into t and thence into the valve box to of the vertical
cylinders. On the other hand, the shaft w¹ having been brought by the springs
into its first position of rest, the cams M5, M6 are brought into the same plane
as the admission valves. These cams are arranged so as to only lift the valves
during one-tenth of the stroke of the piston of the corresponding cylinder, and
when the said piston is at the end of its stroke. The vertical cylinders operate
then in their normal manner by means of carburetted air. It may be seen at
once that by moving the handle 2 towards the right beyond the position which
it occupies in Figure 10°, the passage of the explosive mixture is throttled to a
greater or less extent permitting the speed of the motor and the rate of the ex-
plosions to be regulated by hand. It is evident that if the motor were employed
as a fixed machine it would suffice to regulate the speed by throttling the gas
in the pipe by means of any suitable regulator of known construction such as
a centrifugal governor. The explosive mixture which has entered the cylinder
after lifting the non-return valve R3 or R is ignited by means of any known
system of ignition such as an electric ignition device. I have only shown in the
drawing the sparking or igniting plugs 38. The spark occurs as soon as the
corresponding crank overlaps the dead centre, the gases explode, and when the
piston has performed three-quarters of its stroke, the products of combustion.
escape immediately through the ports 40 (Figures 1 and 2) in the wall of the
cylinder; they then pass into a box 33 which surrounds the tortuous tube 30
which conducts the compressed air to the carburettor. The heat of the exhaust
gases is thus utilized; on the other hand, as these gases are not compressed in the
cylinder and do not remain there, the walls of the latter are only very slightly
heated. In addition, as soon as the ports 40 have been uncovered, the corre-
sponding exhaust valve E3 or E, opens, allowing the fresh air to enter the
chamber by the passage e³ or e owing to the reduction of pressure caused by the
explosion. If a small quantity of the hot gases should remain behind the piston,
this would rise in the chamber, as the fresh air descends over and cools the back
end of the piston. The piston (in its return stroke) thus drives out any of the
products of combustion which may remain, and, at the end of its travel, has
behind it nothing but pure air, the exhaust-valve remaining open all the time.
After the engine has been started and the vertical cylinders have assumed their
normal function, the handle is brought back into the stop position; the little
cylinder 3 again communicates with the atmosphere, and the shaft p', returned
by the action of the springs r, liberates completely the rods of the valves A¹, A³,
E, E, which then operate exactly like the suction and delivery valves of a pump.
The pistons of the cylinders P, P, draw in air from the atmosphere and deliver
it, after compression, by way of the port 16 and the passage 27; the valve 26
is raised,. and the air passes through the passage 25 and the pipe 15 into the
reservoir. The external air is only drawn in when the valve 36 (Figure 14)
is raised, that is to say, when the pressure in the pipe, and consequently in
the reservoir with which that pipe communicates, is less than the tension of the
spring 37, that is to say, less than the pressure it is adjusted for. When, on the
other hand, this pressure is exceeded, the valve 36 closes and the pistons of the
cylinders P, P¹ work against compression and exhaustion of air which however
about balance and are a quite inappreciable resistance.
The stoppage of the motor is effected by bringing the handle 3 into the stop
position.
If it be desired to reverse the direction of running the engine, it will suffice
to turn the two handles of the distributor to the left. When the plug 61 is turned
towards the left, the by-pass, which establishes communication between the
port 19 and the opening 23, closes this communication and brings the said

page_text: passage into communication by the passages 24 and 25 with the port 15; the
compressed air coming from the reservoir 1 thus passes through the pipes (15
and 19 and thence to the two small cylinders, 22, (Figure 12") at the same
time the opening puts the passage 20, in communication with the port 15,
and the compressed air coming from the reservoir is admitted by the pipe 120
into the little cylinder 23. The movement of the plug 62 to the left brings the
by-pass in the position shown in Figure 11; the air passing through the dis-
tributor to the passages 24 and 21 into the pipe 21, and thence into the little
cylinder Therefore when the two handles are set to the left the compressed
air is admitted into the four little cylinders w², ic³, p², p³. The cam shafts are
thus driven to the end of their course, and brought into the position in which
they operate all the admission and exhaust valves for reversing the engine.
To sum up, it may be seen that by simply operating the handles 1, 72 of the
distributor (they being only connected to the engine by a system of pipes, can be
placed with respect to it wherever required) one can at will;-
1. Introduce compressed air into the four cylinders W, W₁, P, P¹, and so
produce a certain start, no matter what may be the position of the cranks, the
speed gradually increasing, the direction in which the motor runs depending
upon the position given to the handles, that is to say, according to whether
the compressed air is sent into two of the small cylinders c³, 13, 3, 23, or into
the four of them at once which changes the position of the cam shafts which con-
trol the admission and exhaust valves.
2. While the horizontal cylinders P, P¹, are running with compressed air as
motors, the compressed carburetted air may be admitted to the cylinders W, W,
by turning the handle 12, and by means of the same handle the admission
may be more or less throttled and the compression and force of the explosive
charge thus varied.
3. The normal running of the motor having once been established, the
cylinders P, P¹, can be transformed by a simple turn of the handle 1, into
pumps, which cease automatically to draw in air and to force it into the reservoir
or accumulator when the pressure in this latter exceeds that for which it is
regulated.
In the body of this specification it has been explained in what way the arrange-
ment reduces the heating of the walls of the cylinders W, W₁, to a minimum
rendering the employment of water-cooling superfluous.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:―
1. An explosion engine or motor characterised by having two pairs of parallel
cylinders each pair being at right angles to the other, the pistons of the said
cylinders being connected to two cranks keyed at 180° relatively to each other
upon one and the same shaft, in combination with a reservoir-accumulator
of compressed air capable, by the intermediation of a distributor, of being put
at will in communication either with one pair of these cylinders or all four at
once; the compressed air thus being distributed in the form of pure compressed
air for starting in any position, or in the form of carburetted air under com-
pression in the other pair of cylinders for the normal running, whilst the former
pair of cylinders serve at will, either as motors or as air compressors, substan-
tially as described and shown in the accompanying drawings.
2. In a motor constructed as characterised in the above Claim 1, the arrange-
ment for controlling the admission and exhaust valves of the compressed air
consisting of two cam shafts receiving simultaneous rotary and longitudinal
movements thus bringing certain of the cams in such positions as to operate
the proper valves for working the engine in either direction by means of com
pressed air or with carburetted air from one pair of cylinders on the one hand

page_text: and, on the other hand, the working as compressed air motors or as compressors
of air the other pair of cylinders, substantially as described.
3. In a motor constructed as characterised in the above Claims 1 and 2, the
combination with the distributor of two pairs of small cylinders, the pistons of
which can at any instant receive separately or simultaneously the pressure of the
air coming from the reservoir-accumulator and the piston-rods of which are con-
nected respectively with two cam shafts for the various longitudinal movements
of these shafts, substantially as described and illustrated.
PHILLIPS & LEIGH,
22, Southampton Buildings, Chancery Lane, W.C.,
Agents for the Applicant.
PHILLIPS & LEIGH,
22, Southampton Buildings, Chancery Lane, W.C.,
Agents for the Applicant.