Improvements in Petroleum Motors, adapted for Propelling Vehicles and for other purposes.
Year: 1895

page_text: Date of Application, 17th Sept., 1895
Complete Specification Left, 17th Jun, 1896-Accepted, 12th Sept., 1896
PROVISIONAL SPECIFICATION.
Improvements in Petroleum Motors, adapted for Propelling Vehicles
and for other purposes.
We, HERBERT OSBALDESTON DUNCAN, MATHIEU MARIE LOUIS SUBERBIE
(signing as L. Suberbie), and GRATIEN ELIE NICOLAS MICHAUX (signing as
G. Michaux), all of 16 Rue Halévy Paris, in the Republic of France, Cycle
Manufacturers do hereby declare the nature of this invention to be as
follows:-
Our invention relates to a petroleum motor and particularly to the devices
therein for carburetting the air, for distribution, ignition, coupling to the shaft or
the like to be driven and changing of the speed.
All the movable parts of our engine, including the coupling and the device for
changing the speed, are enclosed in the frame. Its removal is extremely simple, it
being sufficient to loosen the bolts which retain it upen the vehicle for example in
order to remove it to a boat or upon any fixed bed according as its owner wishes it
to perform one of the numerous functions for which it is adapted.
The cylinders are secured to a cylindrical casing. At the rear of the cylinders
are placed the explosion chambers provided with valve boxes and with the
carburettor. The casing is closed on the sides by suitable covers whose bosses
form bearings for the shaft. The casing encloses two crank dises connected with
each other by a double crank of suitable construction.
Each of the discs is provided in a space inside same with a friction coupling
device operated differentially. Connecting rods are united with the pistons and
with the double crank which unites the crank discs.
The starting takes place by the aid of a ratchet which is disengaged when the
engine is set in motion by the first explosion.
The carburettor is formed of a cylindrical box having a bottom and provided at
the top with a cover made in one piece with a concentric tube which does not
extend to the bottom of the box. The lower part of this tube has two concentric
rings made of very fine wire gauze and bearing upon the bottom of the box. On
the rings rest two double discs likewise made of wire gauze, between which are
interposed cotton wicks or the like cut very short and of equal length. The
whole is kept pressed upon the bottom of the box by a powerful spiral spring.
In the cover are formed the orifice or orifices for the admission of air, which is
effected by means of a valve whose rod is hollow and carries another small valve
for the admission of petroleum into the carburettor. The tube conducting the
petroleum from the feed reservoir is of a very small diameter in order to maintain
the carburetting liquid at the same temperature. The air admission orifices in the
cover are provided with wire gauzes.
On the side of the cylindrical box is placed the device for regulating the
mixture to be introduced into the cylinders. This has an orifice for the admission
of air which is a constant one, while the orifice for the admission of carburetted air
is variable and can be regulated by means of a disc pierced with an eccentric hole
and kept in its place by a spiral spring. The operation of the disc is effected by
means of a small lever."

page_text: During the suction the air valve yields and carries with it the petroleum iulet
valve. A certain quantity of liquid flows into the interior of the carburettor and
is carried away by the air which atomizes it and is impregnated by the same
through the wire gauzes and cotton wicks of the apparatus. The air is thus
carburetted and it is sufficient to regulate the outlet of the same according to the
requirements of the engine.
The distributing device is constructed as follows:-In the periphery of the
crank disc is formed a groove the shape of which determines the distribution to be
obtained. With this groove engage two slides mounted loosely upon two small
independent discs free in a box forming a support. Each slide transmits to the
corresponding disc an alternating rotary movement in accordance with the profile
of the groove in which it moves, the lower slide moving in the opposite direction to
that of the upper slide. In the interior of this box is also placed a ratchet with
four teeth, each of these teeth occupying a quarter of the circumference.
To each disc is articulated a pawl engaging with the ratchet.
As each slide describes in the forward and backward movement a quarter of a
turn about its axis, and moves in the opposite direction to that of the other slide,
the period of the forward movement of one corresponds to the return movement of
the other, so that the ratchet is operated with a continuous movement, but it
accomplishes only half a turn per revolution of the fly wheel, or one turn for two
revolutions of the fly wheel, consequently the engine in this case will be operated
in four phases or cycles.
The ratchet is keyed upon a small shaft and transmits the movement through its
intervention to a sniall crank attached to a longitudinal shaft by a connecting rod
and a crank. At the extremity of this shaft, located in a box cast in one piece
with the cylinders, is arranged a two-armed lever which raises alternately one or
the other exhaust valve.
The two admission valves are automatic and operate by suction in such a manner
that the distribution is regulated by the rising of the exhaust valves.
We may also employ a modification of the distributing device which differs from
the above described arrangement by the substitution, for the mechanism transmitting
the movement by a ratchet and pawls, of a device operating by concentric sleeves
provided with arms secured to one and the other slide respectively.
We may of course adapt to our engine a suitable governor controlling either the
exhaust or the admission of the explosive mixture, as may be most convenient for
regulating the speed of the parts.
The igniting device comprises two cylinders cast in one piece with the
cover of the casing the first of which serves as an igniting chamber whilst the
other forms the body of a small air compression pump. This pump is dependent
on the engine by which it is continually worked.
It forces air into the reservoir
up to a certain pressure which is kept constant by a small valve which allows the
inlet of the air forced into the chamber, or the exhaust into the atmosphere.
This compressed air is charged with petroleum vapours and furnishes an
inflammable gas which passes through a small tube provided with a cock whence
it is distributed to two igniting devices each of which comprises a small chamber
fixed upon each of the valve boxes. In each chamber is placed a casing or thimble
provided in the interior with wires preferably made of nickel, designed to divide the
gases leaving through a capillary hole in the jet tube and facilitating its combustion
by their incandescent condition.
The exhaust of the products of combustion takes place through a pipe at the
upper part of the casing.
For starting it is sufficient to burn alcohol in a cup below the nickel wires in order
to first heat the same as well as the casing itself. Then the fly wheel of the engine is
turned round a few times by the aid of the starting crank after which when the
engine is set in motion, the ignition takes place automatically.
The igniting device above described is very useful in the event of the engine
being employed for automatic locomotion, for it obviates the troubles constantly

page_text: occasioned by the extinction of the burners or lamps generally used, and it dispenses
with the complication of the electric igniting device.
The coupling and speed changing device is briefly constructed as follows:-
Each of the crank discs before referred to carries in a cylindrical recess or space
therein a coupling whose pulley is keyed upon a hollow shaft turning in the
bearing of the boss on one of the covers before referred to, and carrying upon its
end a pinion for transmitting the movement, the pinions being of different
diameters.
When the engine revolves without driving the main shafts of same such shafts
turn in hollow shafts which themselves do not turn. As soon as the mechanism is
coupled these hollow shafts turn in the bearing with the main shafts.
A double lever serves for operating one or other of two of these couplings placed
on the right or on the left of the machine according to the differential speed at
which the motion is to tako place.
If the vehicle or the like which is being driven by the motor has to be stopped
without stopping the motor, the lever before referred to is simply placed in its
middle position, and in this case the two couplings are out of contact with the.
friction surfaces of the crank discs, so that the engine turns loosely in the two
hollow shafts as herein before stated.
The friction coupling proper is constructed as follows:-In the interior cylindrical
recess or space of the crank disc is fitted a concentric pulley having two rims cast
with the nave which is keyed upon the hollow shaft.
The exterior rim is slit or cut in three places. Three segments are thus obtained
having each a free extremity, the other extremity being connected to the interior rim
by an arm. The free extremities of these segments, which constitute the friction
shoes of the coupling are united by links with collars loose upon the nave. The
interior rim is connected by rigid arms to the nave. It carries a screw formed in
one piece or having secured thereto a small pinion and adapted to turn loosely in
two sockets. A grooved ring is actuated by the lever before referred to and this
ring carries a rack whose teeth engage with those of the pinion. The collars are
united with the screw by a nut adapted to be displaced axially upon the screw by
reason of the rotation resulting from the movement of the rack in one or the other
direction. When one of the collars is shifted by means of the screw and nut the
free ends of the recess are forced out or drawn in as desired.
The friction of the segments or shoes upon the interior periphery of the
crank disc is progressive, because the pressure of the screw is variable at will.
Consequently the adhesion of the segment pulley against the crank disc can
likewise be regulated, so that this arrangement allows of the working at different
speeds according to the slip which takes place between the pulley and the crank
disc. The use of two couplings enables the movement to take place at two
differential speeds.
The number of segments of the exterior rim and therefore that of the links may
be varied at will to suit particular cases.
The operating screw may bave one or more screw threads, either right handed
or left handed, and it may also be actuated by two racks with their pinions, one of
these latter being removable in order to permit of the mounting. In the case of a
single rack the guiding takes place by means of a suitable guide.
Dated this 17th day of September 1895.
PHILIP M. JUSTICE,
London, Chartered Patent Agent,
For the Applicants.

page_text: COMPLETE
SPECIFICATION.
Improvements in Petroleum Motors, adapted for Propelling Vehicles.
and for other purposes.
We, HERBERT OSBALDESTON DUNCAN, MATHIEU MARIE LOUIS SUBERBIE
and GRATIEN ELIE NICOLAS MICHAUX of 62 Rue Tuquetonne, late of 16 Rue
Haléry, both in Paris in the Republic of France do hereby declare the nature of
this invention and in what mauner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
The subject of the present invention is an explosion engine which differs from
the ones hitherto used in the devices for the carburetting of air in the valve gear
in the igniting device in the coupling gear and in the mechanism for changing the
speed.
All the moving parts of this motor, including the coupling and the mechanism
for changing the speed are enclosed within the frame of the engine. Although
very powerful, the motor is very light and possesses all the advantages that can be
in all fairness expected of a motor destined for self-propulsion, navigation, driving
dynamos, machine-tools and other machines generally.
Driving with this motor is very easy so that persons without technical knowledge
may be entrusted with it. It is a very simple matter to remove the motor; it
being sufficient, in fact, to unscrew the bolts which connect it to a quadricycle, for
instance, in order to enable it to be transferred into a boat or on to a foundation
plate, according to the purpose for which it is to be used.
The invention will be better understood on reference to the accompanying
drawing, in which
Figs. 1 and 2 are respectively a sectional side elevation and plan of the motor,
Fig. 3 shows the carburetter in vertical section,
Fig. 4 is a diagrammatic view of the arrangement of the valve operating gear.
Fig. 5 is a modification of the same,
Fig. 6 shows the igniter in vertical section,
Fig. 7 is a radial section of the coupling.
It must be mentioned that, although the drawing illustrates a motor with double
cylinders arranged side by side, this is only by way of example, as similar motors
may be constructed with one, three, four or more cylinders if necessary without
departing from the spirit of the invention.
The motor is a four-cycle engine working according to the cycle of Beau de
Rochas, the operations constituting the cycle for a two cylinder motor being as
follows;

page_text: The two cylinders A A¹ are mounted on a cylindrical casing B which forms:
the frame of the motor. Behind the cylinders are arranged explosion chambers C C
provided with valve boxes E E' and a carburetter D. The frame is closed at thei
sides by covers F F', the bosses ff of which are formed into bearings. The
cylindrical casing B encloses two drums G G' operating and conveniently herein-
after referred to as crank discs, and which are connected by a crank pin K of a
suitable construction.
In a cylindrical space hollowed out on the face of each of the crank discs G G¹
is provided with a friction coupling H H. Connecting rods J J¹ connect the
pistons II to the crank pin K between the crank discs G G¹.
The starting is effected by means of a ratchet wheel L, which is disengaged as
soon as the motor is started by the first explosion.
The carburetter D (Fig. 3) comprises a preferably cylindrical box or casing d
closed by an inner bottom and provided at the top with a cover d', which latter is
of one piece with a concentric tube d2, which does not reach the bottom of the
box d.
The lower part of the tube d 2 contains two concentric rings d3 d 4 made of
very fine metallic gauze and touching the bottom of the box d. On the rings d3 d4
rest two double discs d5 d 6 also made of metallic gauze between which are
interposed cotton slivers d, very short and of equal length, or other suitable.
material. The whole is pressed against the bottom of the box by a strong helical.
spring d 7.
There are in the casing d¹ one or more holes for admission of air, which is
admitted through a valve d 8, the spindle of which is hollow and has in its interior
another small valve d9 for the admission of petroleum into the carburetter. The
tube do supplying the petroleum or other carburetting substance from the supply
tank bas a very small diameter in order to maintain the carburetting substance at
a uniform temperature. The holes for the admission of air in the cover dare
covered with metallic gauze.
On the side of the casing d is placed the device D' for regulating the mixture
which is to be introduced into the cylinders. The hole d for the admission of
pure oir has always the same area, so that the admission of air is constant, whereas
the admission of carburetted air varies and may be regulated by means of a disc d",
provided with an eccentric hole and held in place by a helical spring d". The disc,
is operated by a small lever a¹.
During the suction the air valve gives way and takes with it the valve admitting
petroleum. A certain quantity of liquid flows into the interior of the carburetter
and is taken up by the air which pulverises it and gets impregnated by it through
the metallic discs and the cotton slivers of the apparatus. Thus the air becomes.
carburetted and it is sufficient to regulate the supply according to the requirements
of the motor.
The construction and the working of the valve gear are shown in Figs. 12
and 4. On the edge of the crank disc G¹ is cut a cam-groove h, the shape of
In this groove
which is in accordance with the desired action of the valves.
engage two slides ¹ 2, loosely connected to two independent small discs 3 h4,
free in the box or casing 5 which forms a support for them. Each slide.
transmits to the corresponding disc a rocking motion, in accordance with the
configuration of the groove h, in which this slide plays, the lower slide moving in"
the opposite direction to that of the upper slide. In the interior of casing h5 is.
also placed a ratchet wheel 6 with four teeth, each tooth occupying a quarter of
the circumference.
To each disc 3.4 is pivotted a pawl 7 or h8 engaging with the ratchet
wheel h 6.
As each slide 12 describes during its forward or backward movement a quarter
of a revolution round its axis and moves in the direction opposite to that of the
other slide, the time of the forward movement of one corresponds to the time of

page_text: the return movement of the other; so that the ratchet wheel h 6 receives a
continuous rotary movement, but makes only half a revolution for each
revolution of the fly wheel, or one revolution for each two revolutions of the
fly wheel, so that the mechanism is thus a four-cycle mechanism.
The ratchet wheel 46 is keyed on a small spindle 9 and transmits motion
through it to a small crank 10 counected to a longitudinal shaft h¹ by means of a
connecting rod and a crank h¹³. At the extremity of this shaft which is
arranged in a box A' cast in one with the cylinders, there is a lever / which
alternately lifts one or the other of the exhaust valves.
The two admission valves are automatic and work by suction; so that the
distribution is regulated by the lifting of the exhaust valves.
Fig. 5 shows a modified form of the valve gear, which differs from the preceding
one in that the transmission of movement is effected by concentric toothed sleeves
secured respectively to the slides, instead of by ratchet gear.
This motor may of course be fitted with a centrifugal governor influencing either
the exhaust or the admission of the explosive mixture, according to convenience
of construction, in order to regulate the speed of the motor.
The igniting device (Figs. 2 and 6) comprises two cylinders f³ ³ cast in one
piece with the cover F1 of the frame, the. first of which serves as an igniting
reservoir, whereas the other serves as the body of a small air-compressing pump.
This pump is under the influence of the motor by which it is continuously worked.
It forces air into the reservoir f' up to a certain pressure maintained constant by
a small valve which admits the compressed air into the reservoir or into the
atmosphere.
This compressed air gets impregnated with vapours of petroleum and gives an
inflammable gas which enters through a small tube f into a valve f7, from whence
it is distributed to two iguiters f, each of which comprises a small chamber ₤10
fixed to each valve box. In the chamber 10 is placed a cap f" provided in its
interior with wires f1, preferably of nickel, which serve for dividing the gas
entering through a capillary opening of the tube and for facilitating the
combustion by glowing.
The products of combustion are exhausted through a passage f" in the upper
part of the cap.
To start the motor it is sufficient to pour methylated spirits into the cup fin
order to make the wires in the cap and the cap itself red hot; the fly wheel is then
rotated by means of a starting crank handle; when as soon as the motor is started,
the ignition proceeds automatically.
This igniting device is especially useful, when the motor is used for an autocar,
as it avoids the trouble caused by the burners and lamps usually employed being
constantly extinguished and necessitating renewed lighting and dispenses with the
complication of an electric igniter.
Figs. 1, 2 and 7 of the accompanying drawings show the construction and working
of the coupling device and of the mechanism for changing speed.
Each of the crank discs G G₁ has in a cylindrical space hollowed out in its
face a coupling H or H', which is keyed on a hollow shaft g revolving in the
bearing g of the boss of the cover F or F and carrying at its end a pinion g¹
or 9 transmitting the movement. The pinions g¹ and g³ have of course different
diameters.
Assuming the motor to be mounted thus say, on a quadricycle, the shafts of
the two crank discs revolve in the hollow shafts g of the coupling which do not
revolve. As soon as the coupling is effected, all the mechanism revolves in the
bearing 9.
One lever R (Fig. 2) serves for operating the left or the right hand coupling.
according to the desired speed.
If it is desired to stop the vehicle without stopping the motor, the lever R is
brought into its intermediate position and in that case neither of the couplings is

page_text: in contact with the frictional surface of the crank-disce; so that the motor revolves
loosely in the two hollow shafts, as has been mentioned before.
The frictional coupling proper is constructed as follows: In the hollow cylindrical
inner space of the crank-disc is mounted a concentric pulley H or H1 with two
rims 1 with boss r 2 keyed on a hollow shaft g 3.
T
The outer rim is split or sawn through in three places 1, 2, 3, after it has been
turned. Thus three segments are obtained each having no end free whereas the other
end is connected to the inner rim by an elastic arm 4, 5 or 6. The free ends of
these segments which form the friction blocks of the coupling are connected by
small links 3 4 r5 to two rings R1 R2 loose on the boss. The inner rim is
connected by rigid arms 7, 8, 9, to the boss. The inner rim has a screw in one
piece with a small pinion which screw can turn loose in two sockets r 8 and 9.
A ring with a groove 10 operated by the outer double lever R carries a rack + 11
which engages with the pinion r7. The rings are connected to the screw r6 by
a nut 12 which can move longitudinally on the screw in consequence of the
rotation produced by the movement of the rack in one or other direction. By
acting thus by the screw and its nut on the rings, the coupling takes place on all
the segments or blocks, as the strain produced is transmitted to each free extremity
of the segments of the outer rim by the aid of the rings and small links and as the
screw acts directly on the rings by its nut.
The friction of the segments or blocks against the inner surface of the crank disc
is progressive, as the pressure of the segments of the pulley against the crank disc
can be regulated by means of the screw; so that this arrangement allows of
driving at different speeds according to the amount of slip permitted between the
pulley and the crank disc. The presence of two couplings provides besides for
driving at two differential speeds.
The number of segments of the outer rim of the friction pulley may vary as
desired in accordance with requirements.
The screw may have one or more threads, be left or right handed and also
may be operated by two racks with their pinions, one of the latter being then
separate for convenience in fitting. In case of a single rack it is guided by a
suitable guide.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed we declare that what we
claim is;-
;-
1. A carburetter substantially as described and illustrated in the accompanying
drawings.
2. In a carburetter for an explosion engine the combination with metal gauze
rings and discs with or without cotton slivers or the like interposed between the
discs of a tube such as d valves for the admission of the carburetting substance
and air into the tube a casing such as d and a regulating device such as D¹
substantially as described and illustrated in the accompanying drawings.
3. In a carburetter mixing the air and the carburetting substance by passing
them together through small interrupted passages substantially as described.
4. A valve gear for an explosion engine constructed and operating substantially
as described and illustrated in Figures 2 and 4 or Figures 2 and 5 of the
accompanying drawings.
5. The complete igniting device for an explosion engine substantially as described
and illustrated in the accompanying drawings.
6. A coupling and speed changing mechanism constructed and operating
substantially as described and illustrated in the accompanying drawings.
7. A crank disc comprising the following features ;-
(a) a crank
tha
0010
h

page_text: 8. The combination and arrangement of parts constituting a complete explosion
engine substantially as described and illustrated in the accompanying drawings.
Dated this 17th day of June 1896.
H. O. DUNCAN.
Boult & Wade,
Agents for the Applicants.