Year: 1898

page_text: I, ALBERT H. OVERMAN, of Chicopee Falls, Massachusetts, in the United States
of America, Cycle Manufacturer, now temporarily residing at the Fust Avenue
Hotel, Holborn, London, in the County of Middlesex, do hereby declare the nature
of this invention which is communicated to me from abroad by Harry D Knox,
of Chicopee Falls, Massachusetts, in the United States of America, to be as
follows:-
This invention relates to gas oil or air motors and it consists of the improve-
ments hereinafter more particularly specified
The engine consists essentially of a cylinder, of a piston working therein, of a
crank shaft working in an air-tight crank chamber, of a connecting rod coup-
ling the piston with the said crank shaft, of an exhaust valve, of an air valve, of
a fuel pump, and of means for operating the exhaust valve and fuel pump
In the ciank chamber 18 mounted an an valve adapted to open inwards, and
allow air to be sucked into the chamber. The back part of the cylinder is in
communication with the air-tight crank chamber by means of one or more suit-
ably arranged ports which are opened when the piston is at the forward end of
its stroke.
The exhaust valve and fuel pump are operated by means of cams or their
equivalents on an axle diven from the crank shaft of the motor by any suitable
mechanism.
The operation of the engine 18 as follows: Starting with an explo-
Bion in the back end of the cylinder the piston 18 driven forward to the end
of its stroke, in doing which the air which was sucked into the air chamber by
the previous back stroke is compressed. Just before the piston reaches the for-
waid end of its stroke the exhaust valve in the back end of the cylinder 18 opened
allowing the atmospheric pressure to escape, and immediately after the opening
of the said valve the piston passes the port which puts the back end of the cylinder
into communication with the crank chamber, thus allowing the compressed air in
the crank chamber to pass into the cylinder and drive out the products of com-
bustion through the exhaust valve which still remains open.
During the back stroke of the piston the exhaust valve is held open for a
fractional part of its stroke thus allowing any portion of the products of com-
bustion that may remain to be forced out The exhaust valve is then closed
whereby the an which has passed into the cylinder from the crank chamber is
compressed to a very high pressure during the remainder of the backward stroke
of the piston, air being at the same time sucked into the crank chamber through

page_text: the air valve therein. At the end of the back stroke of the piston the fuel is
forced into the explosion chamber at the rear end of the cylinder and mixing
with the compressed air in the said chamber 18 automatically ignited by the high
pressure to which this mixture is subjected.
The engine is regulated by the amount of fuel forced into the explosion chamber
of the cylinder
It will be seen that in this engine an explosion is obtained at every revolution
of the crank shaft
As a modification the air for discharging into the cylinder behind the piston at
the forward end of its stroke may be compressed either in the front end of the 1
cylinder or in a separate chamber by making the cylinder double ended
Although I prefer to obtain ignition by the automatic means hereinbefore
described, other known methods of ignition may be employed if desired.
T11
A
I, ALBERT H OVERMAN, of Chicopee Falls, Massachusetts, in the United States
of America, Cycle Manufacturer, now temporarily residing at the First Avenue
Hotel, Holborn, London, in the County of Middlesex, do hereby declare the nature
of this invention, which is communicated to me from abroad by Hairy 1). Knox,
of Chicopee Falls, Massachusetts, in the United States of America, and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement; ---
This invention relates to gas, oil and other internal combustion motors, the
object being to produce a single cylinder engine having a power stroke at each
revolution of the crank shaft, to which end the invention consists of an internal
combustion engine having a cylinder and crank chamber opening into each other
and connected by one or more ports or passages, the clank chamber being pro-
vided with an inlet air valve The back end of the cylinder is provided with an
exhaust valve and with means for introducing fuel into the cylinder
In the accompanying drawing which diagramatically illustrates this inven-
tion-
Figure 1 is a view in front elevation.
Figure 2 18 a view in side elevation.
Figure 3 is a view in side elevation & partly in section and
Figure 4 is a view in front elevation, partly in section,
Throughout the views similar parts are marked with like letters of reference.
In canying out my invention as herein shown, I employ a cylinder A, which
terminates at its open end in a crank chambei B, which is furnished with an air
intake-valve C Passages D lead from the crank chamber B to ports d, d, opening
into the cylinder A at such a point that they are uncovered by the piston E at the
forward end of its stroke The piston is connected by a rod F with the crank G
of the crank shaft which 18 mounted in bearings in the crank chamber. The
back end of the cylinder A is furnished with a shaft H, carrying a cam I which

page_text: operates the exhaust valve I' which is located in the said end of the cylinder.
The shaft H also carries a cam J, which operates the fuel pump J' which may be
of any approved construction, and which is designed at piedetermined times to
introduce a small quantity of suitable fuel into the compression end of the
cylinder. The cam-shaft II 18 rotated at the same speed of the crank-ahaft G¹
by means of two connecting-1ods K and L, the 10d K extending between the crank-
arms K and K applied to the shafts G¹ and H respectively and the rod L extend-
ing between crank-arms L and Ls applied to the shafts (and H at a light angle
to the crank-arms K¹ and K³, by which construction a rigid connection 18 estab-
lished between the two shafts and dead centres are avoided.
The operation of the engine is as follows. -Starting with an explosion in the
compression end of the cylinder the piston 18 diven forward to the end of its
stroke, during which the au which was sucked into the crank chamber on the
previous back stroke 18 compressed Just before the piston reaches the forward
enu of its stroke the exhaust valve in the back or compression end of the cylinder
18 lifted, thus opening the back end of the cylinder to the atmosphere and
immediately afterwards the piston passes the ports which puts the back or com-
pression end of the cylinder into communication with the crank chamber. The
compressed air in the crank chamber flows through the ports d, d, and entering
the cylinder dives out the inert products of combustion through the exhaust
valve which 18 kept open for a sufficient period and thoroughly scavenges the
cylinder The back stroke of the piston both causes a partial vacuum in the
ciank chamber whereby the air intake valve is caused to open and fieely admit
an into the chamber, and compresses the an in the back oi compression end of
the cylinder.
As the piston approaches the back end of its stroke the fuel is forced into the
compression end of the cylinder and mixing with the compressed an 1B
immediately ignited owing to the temperature of the compressed an.
It will be understood that the speed of the motor 18 1egulated by the amount of
fuel admitted into the cylinder at each end of the stroke, and although the ignition
can be effected automatically as her embefore described, I may employ other
known methods of ignition without departing from the spuit and scope of my
invention
It is obvious that in caning out un invention, many changes from the con-
structions heien shown and described may be made, and I would therefore have it
understood that I do not limit myself to the exact constructions herein shown,
but hold myself at liberty to make such variations therefrom as fauly fall within
the spirit and scope of my invention
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 18-
(1) In an internal combustion engine, the combination with a cylinder and a
crank chamber opening into each other and connected by one or more air-passages
terminating in ports which open into the cylinder at a point determined by the
position of the piston when at the end of its forward stroke, of an inlet air-valve
located in the ciank chamber for admitting air thereinto during the back stroke
of the piston, an exhaust valve located in the compression end of the cylinder,
and means for introducing fuel into the compression end of the cylinder, as set
foith
(2) In an internal combustion engine, the combination with a cylinder and a
crank chamber opening into each other and connected by one or more au-passages
terminating in poits which open into the cylinder at a point determined by the
position of the piston when at the end of its forward stroke, of an inlet air-valve
located in the crank chamber for admitting air thereto during the back stroke of
the piston when a partial vacuum is produced within the crank chamber, an
exhaust valve located in the compression end of the cylinder, and means for intro-

page_text: ducing fuel into the said compression end of the cylinder after a charge of air
has been compressed therein the said means being mechanically operated through
suitable connections from the crank-shaft of the engine, as set forth.
(3) The improved internal combustion engine as herein before described and
illustrated by the accompanying diawing.
Dated this 30th day of June 1899
ROBERT E. PHILLIPS, Assoc M.Inst.C.E, MI Mech E,
Chartered Patent Agent, 70, Chancery Lane, London, W.C,
Agent for the Applicant