Improvements in Internal Combustion Motors.
Year: 1899

page_text: Date of Application, 11th May, 1899
Complete Specification Left, 12th Feb.. 1900-Accepted, 11th Aug., 1900
DI MULTICALION.
Improvements in Internal Combustion Motors.
I, WILLIAM EDMUND SIMPSON, of 28, Victoria Street, Westminster, in the
County of London, Engineer, do hereby declare the nature of this invention
to be as follows:-
This invention relates to an improved construction of gas and oil motors
working on the "Otto" or four stroke cycle, whereby such motors are better
adapted for the propulsion of vehicles and for like purposes. It is well known
that in such motors as at present employed for this purpose the economy is very
low, owing to the fact that in order to provide a reserve of power for hill-
climbing and other adverse conditions the size of the motor must be about
twice that required under the ordinary conditions on the level. and the motor is
consequently working under light load during a great part of the time. Greater
flywheel power is also required owing to the low frequency of the impulse in each
cylinder.
.
According to the present invention the power of each cylinder is divided into
two or more preferably alternate parts or impulses either of which may be dis-
pensed with when not required. For this purpose, in one arrangement, the
cylinder is of two diameters, (the inner end, nearest the crank shaft, being
preferably twice the area of the other or outer end) and is provided with a
shouldered trunk piston having parts of corresponding diameters so arranged
as to form two independent working chambers, one being the outer or small
end of the cylinder and the other the annular space between the two diameters.
Each working chamber is provided with a compression space and
with the usual inlet and exhaust valves, and the valve gear is so arranged that
a full power a working impulse or explosion is obtained alternately in the small
cylinder and in the annular space. By this construction the motor may be
much lighter for a given maximum power and the turning moment on the crank
shaft much more continuous, and owing to constant direction of the thrust
obtained on the connecting rod and bearings, knocking of the parts is avoided.
Any ordinary means may be provided for throwing either working chamber
out of operation, and in order to maintain the constant direction of thrust when
working at half power the chamber not in use is employed for cushioning.
When, for instance, the inlet valve is of the automatic suction type and the
throwing out of operation effected by keeping the exhaust valve open, the latter
is allowed to close before the end of what, in ordinary working, would be the
compression stroke.
When igniting by incandescent tubes or the like, one lamp is employed for
both tubes, and when a timing valve is used one tube may serve alternately for
the two chambers.
In another modification one set of valves may serve for the two explosion
spaces, and the throwing out be effected by shutting off one space from the
common valve box.
Dated this 10th day of Nov 1892
WILLIAM EDMUND SIMPSON,
Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements in Internal Combustion Motors.
I, WILLIAM EDMUND SIMPSON, of 28, Victoria Street, Westminster, in the
County of London, Engineer, do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:-
(i
This invention relates to an improved construction of gas and oil motors
working on the
Otto "
or four stroke cycle, whereby such motors are better
adapted for the propulsion of vehicles and like purposes. It is well-known that
in such motors as at present employed for this purpose the economy
owing chiefly to the fact that in order to provide a reserve of power for hill-
is very low,
climbing and other adverse conditions the size of the motor must be about twice
that required under the ordinary conditions on the level and the motor is conse-
quently working under light load during a great part of the time. Greater
flywheel power is also required, owing to the low frequency of the impulse
in each cylinder.
According to the present invention the power of each cylinder is divided
into two or more preferably alternate parts or impulses, either of which may be
dispensed with when not required.
The invention is embodied in a motor which is illustrated in the accompanying
drawings, in which
Fig. 1 is a vertical section,
Fig. 2 a front elevation partly in section, showing the valve operating
mechanism,
Fig. 3 is a part view corresponding to Fig. 2, showing the alternative position
of one of the exhaust valve cams.
Fig. 4 is a detailed view in side elevation of the exhaust valve cam h, on
which is indicated the cycle of operation.
Fig. 5 is a plan on the line X X Fig. 1.
Figs. 6 and 7 are indicator diagrams illustrative of the operation of the motor.
In carrying the invention into effect in one arrangement, the cylinder a is
of two diameters, the inner end a¹ nearest the crank shaft & being preferably
twice the area of the other or outer end a², and is provided with a shouldered
trunk piston b, having parts of corresponding diameters so arranged as to form
two independent working chambers a¹ and a², the one being the outer or
smaller end of the cylinder, and the other the annular space between the two
diameters. Each working chamber a¹ and a² is provided with a compression
space a and a respectively, and with the usual inlet valves 5 and a6, and
exhaust valves 7 and 8 respectively, and the valve gear is so arranged that at
full power a working impulse or explosion is obtained alternately in the small
cylinder a and in the annular space a¹. Thus a working impulse may be
obtained on every outward stroke of a single set or line of moving parts, such
as piston and connecting rod, enabling the motor to be much lighter for a given
maximum power, the turning moment to be more continuous upon the crank
shaft with a given number of cranks, pistons and connecting rods, so that less
fly-wheel power is required, and the downward or outward thrust upon the
crank shaft and the lines of moving parts to be constant so that knocking of the
parts is avoided, and accurate adjustment of the bearings is rendered unneces-
sary. The inlet valves as and a controlling the supply of gas or vapour and
air to the working chambers a² and a¹ respectively are preferably of the ordinary
suction type, and the exhaust valves a² and as are operated by means of cams h
and h¹, provided upon the shaft g which is rotated from the crank shaft by the
ordinary two to one gear. The exhaust valves are alternately operated from

page_text: 5
Cams by means of the yokes ; and 11, connecting rods k and k¹ and arms m
and m¹, the yokes j and j¹ being retained in contact with the cams h and h
by means of springs and 5, the cam h¹ operating the exhaust valve a³ and
cam h operating the exhaust valve a8.
Means may be employed for throwing either working chambers a¹ or a³ out
of action when the load is light, but there are provided also means for ensuring
the constant thrust upon the parts referred to when a chamber is so thrown out.
Thus, when the chamber a is put out of action by cutting it off from the car-
burettor or gas supply, the valve gear may continue to work in a more or less
normal way, so that the piston will continue to draw in air only, and to com-
press it up to or partly up to the usual pressure of compression, and to discharge
it through the exhaust valve in the same way and in the same time as would
be done with the products of an explosion in normal working. This is shown.
in an imaginary indicator diagram Fig. 6, in which the dotted line o is the
expansion line or working line, while the full lines o show the compression and
re-expansion of the air when the supply of gas or vapour is cut off.
When, on the other hand, the inlet valve for air and gas or vapour is of the
ordinary suction type, and the throwing out of a chamber is effected by keeping
the exhaust valve open and allowing the piston to draw in and expel products
from and into the exhaust pipe alternately, the exhaust valve is allowed to close
before the end of what in ordinary working would be the compression stroke,
whereby a quantity of the said products is compressed to maintain the outward
thrust. The necessary means for accomplishing this is illustrated in Figs. 1, 2,
3, and 4 of the drawings, in which the cam is so arranged and provided as
to permit of the exhaust valve 8 which controls the exhaust from the working
chamber a to be thus opened for putting out of action the aforesaid chamber a¹.
In Fig. 1 the cam h for operating the exhaust valve a8 is shown in ordinary
working position, in which the part 2 of the cam bears on the yoke j, so as to
open the valve during the exhaust stroke.
When however, it is desired to throw the chamber a out of action, the cam h
is moved laterally upon the shaft g to the position indicated in Fig. 3. This
is accomplished for example by arranging the cam h to slide upon a feather g²
in the shaft g, and providing the cam with a groove h4, within which rollers
or projections q upon the bifurcated extremity of a lever q engage, so that
upon the movement of the aforesaid lever the cam may be thus laterally adjusted
nto the position indicated in Fig. 3.
Figs. 3 and 4 bears on the yoke j, so that the exhaust valve is kept open for
The part of the cam, clearly seen in
longer period, being allowed to close only at the proper time for effecting
compression sufficiently to maintain the constantly outward thrust as before
escribed. It will thus be understood that as the exhaust valve remains open
hroughout the suction stroke, and more, the inlet valve as will fail to open
nd thereby an explosive charge will not be taken into the chamber a¹. The
etail of the cam h in Fig. 4 shows the respective operating parts h² and h³ of
e cam having regard to the cycle of operation which is indicated in that fig.
the numerals 1, 2, 3, and 4, in which
mpression stroke, 3 the working stroke, and 4 the exhaust stroke.
represents the suction stroke, 2 the
Fig. 7 shows an imaginary diagram for the chamber a¹ when the exhaust
lve is maintained open as before described, in which the dotted lines
te the action in normal working, while the full lines show the compression
indi-
d re-expansion of the gases or products when the chamber is thrown out of
tion and no impulse obtained.
When igniting by incandescent tubes and the like, one lamp & may be
ployed for both tubes s, s, and when a timing valve is used for the ignition
e tube may serve for the two chambers.
In a modification one set of valves may serve for the two chambers, and the
owing out may be effected by shutting off one space from the common
ve box.

page_text: 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 internal combustion motor constructed and operating for the purposes
and substantially as herein before described.
'
2. In internal combustion motors, wherein a plurality of working chambers.is
employed, means for the admission and compression of a non-explosive charge
in one of the working chambers, when said chamber is put out of action so as
thereby to ensure a constant thrust.
3. In internal combustion motors wherein a plurality of working chambers is
employed, means for the admission and compression of a non-explosive charge
in one of the working chambers when such chamber is put out of action, con-
sisting of an exhaust valve and cam to operate said exhaust valve to maintain
it open for the whole cycle of operations except and until almost the end of the
ordinary compression stroke, for the purposes and' substantially as described.
4. In internal combustion motors, wherein a plurality of working chambers is
employed, means for the admission and compression of a non-explosive charge
in one of the working chambers, when such chamber is put out of action, con-
sisting of a valve by which the gaseous supply is cut off from the chamber to be
put out, for the purposes and substantially as described.
5. In internal combustion motors, wherein a plurality of working chambers
is employed, means for obtaining a constant thrust in one direction, although
one or more chambers may be thrown out of operation, substantially as herein-
before described.
6. An internal combustion motor having two or more explosion or working
chambers provided with a common valve box and set of valves, and means for
putting either chamber in communication with said valve-box and valves, as
required.
.
Dattu
EDWARD EVANS & Co.,
Chartered Patent Agents.
Lonsdale Chambers, 27, Chancery Lane, London, W.C., and
105, Colmore Row, Birmingham, Agents for the Applicant.