Improvements in or relating to Petroleum, Gas, or Oil Engines.
Year: 1893

page_text: Date of Application, 3rd Aug., 1893-Accepted, 7th Oct., 1893
COMPLETE SPECIFICATION.
Improvements in or relating to Petroleum, Gas, or Oil Engines.
A communication from LA SOCIÉTÉ FRANÇAISE DES MOTEURS CRÉBESSAC,
of 11, Rue de Provence, Paris, in the Republic of France.
I, ALFRED JULIUS BOULT of 323 High Holborn in the County of Middlesex,
Chartered Patent Agent, 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 :-
This invention relates to a motor which is adapted to work either with petroleum,
coal gas or oil.
The principal new features of the improved motor are ;-
1. The system of working the admission and the exhaust valves by a single
cam and
2. The special carburettor for charging the air in the interior with petroleum
vapour.
In order to explain the nature of the invention more clearly I have by way of
an example shown in the accompanying drawings a motor according to this
improved system.
In the said drawings
Fig. 1 is a side elevation of the motor partly in section.
Fig. 2 is a plan of the same but with the carburettor removed.
Fig. 3 is an end elevation showing the crank shaft and flywheel.
Fig. 4 is a section of the cylinder cover with the admission chamber and valve on
the line a Fig. 2 showing the ignitor.
Fig. 5 is a section of the same on the line y y Fig. 2 showing the inlet tube of the
explosive mixture.
Fig. 6 shows the mechanism for operating the admission and exhaust valves by a
single cam.
Fig. 7 shows a view of the back end of the cylinder.
Fig. 8 shows the same in plan and partly in section on the line z z Fig. 1.
Fig. 9 is a vertical central section through the carburettor and the reservoir
containing the petroleum.
The motor is of the four cycle type, comprising
1. Aspiration of the explosive mixture
2. Compression of the same
3. Ignition of the explosive mixture giving the impulse to the piston on its
outward stroke
4. Exhaust.
The improved motor differs from motors hitherto in use in the special construction
of the carburettor (for petroleum engines) and in the arrangement of distributing
the gas and effecting the exhaust by means of a single cam; further in the special
arrangement of the exhaust and the admission valves for the explosive mixture and
finally in the inlet cock for the gas which cock serves at the same time for
distributing the gas.
The explosion is effected by means of electricity through a Rhumkorff coil in
connection with an insulated ignitor of china, fed from a battery consisting of two
elements.
Figure 1 shows the motor provided with the improved carburettor and mounted
on a suitable stand.
When petroleum gas is used for driving the engine it is only required to make a
plain joint at the union C and to open the cock D₁ and vice versa for coal gas.
A is

page_text: the receiving chamber of the gas which after the cock D¹ has been opened passes
through the valve M' which is operated by the rod V into the tube A'." The rod V
receives the necessary movement through a lever R R operated by the cam T.
The aspiration of the gas is effected by the motor piston the gas coming from A'
and the air from B passing together through the admission valve M for the mixture
into the interior of the motor cylinder which latter is extended for a length equal
to one-third of the piston stroke so as to form the compression chamber.
When the piston arrives to the end of the out stroke the valve closes under the
pressure of a spring so that at the second back stroke of the piston the mixture
becomes compressed. At the third out-stroke the mixture is fired through the
medium of a cam Qwhich makes contact at that moment with a commutator
provided with sectors and adapted to regulate the current which is established at
the third instroke during one-sixth of the revolution of the driving shaft. N is
the port for the exhaust gases coming from the valve N¹ which latter is connected
to the head piece P operated by the same cam T which operates the admission
valve of the gas. O is the outlet of the exhaust and S the governor of the engine
driven by a mitre wheel keyed on the shaft Q which drives the cam for
regulating the admission and exhaust as well as the cam for operating the firing of
the explosive mixture.
The shaft Qrevolves in the proportion of 1 to 2 i.e. it makes exactly half the
number of revolutions of the main shaft Z. The lever S¹ of the governor is
adapted to move down when the speed of the engine becomes greater than the
calculated speed so that the admission of the gas becomes diminished. K¹ is the
support of the governor and also receives the cam shaft Q' of which latter K forms
the second bearing so that the cam T is situated between the two supports K' K.
The other moving parts of the engine comprise a cranked shaft Z, connecting rod Z³,
a hollow piston moving in the cylinder and a flywheel Z". Jis a pipe leading from
the exhaust chamber underneath the carburettor G' for the purpose of keeping the
temperature of the latter up to between 20 to 25 degrees centigrade.
The amount of gas from the exhaust to pass through the pipe J can be regulated
at will and leaves again through the pipe L. An inspection orifice I enables the
falling drops of the liquid to be seen through the glass in order that they may
be regulated by means of a tap F leading from the reservoir E while the said
orifice enables at the same time the level of the liquid contained in the carburettor
to be seen.
The temperature in the latter may be read off from a thermometer H.
The said carburettor is supported by a bracket L', while the engine is supported
on a bed O¹ mounted on a frame X. The latter also supports the coil X.
Figure 4 shows the ignitor Y in connection with a sectional view of the
cylinder cover the admission chamber and valve for the explosive mixture and
the air inlet B. The air for the mixture passes up through the valve M which
for that purpose is shown lifted up and gets finally into the cylinder through
the port Nu
Figure 9 shows the interior of the carburettor G¹ in connection with the
reservoir E. The air is sucked through the pipe G" into the carburettor and
flows in the direction of the arrows leaving again through the wire gauze G
and passing through the tube D (Figs. 1 and 2) to the distributing cock. The
pipe G is provided at its lower extremity in the interior of the carburettor
with a disc of somewhat smaller diameter than that of the carburettor so that
the air coming from the pipe G" strikes over the whole surface of the liquid
at the bottom. The said disc is provided with a number of iron legs placed at
about 3 centimetres from centre to centre and reaching to the bottom of the
carburettor. The level of the liquid at the bottom of the carburettor should
be standing about halfway up the legs of the said disc. The sucking action of
the air current causes a slight movement in the liquid so as to give greater
facility to the air to become carburetted. Both the carburettor G¹ and the
reservoir E are made cylindrical and are closed at both ends, the reservoir E
communicating with the carburettor through the cock F.

page_text: Figure 5 shows the cover of the engine cylinder with a sectional view of the
admission chamber and valve for the explosive mixture together with the gas
inlet pipe A', the gas passing through the valve M and through the port N"
into the cylinder.
Figure 6 shows the cam for operating both the admission and the exhaust valves.
In constructing an angle of 115 degrees on a base line drawn through the centre of
the shaft Q and the point of contact of the head-piece P with the cam the second
line of the angle will give the point of contact of the lever R with the cam T.
Figure 2 is a plan of the motor with the carburettor taken off. In this figure B'is
the air inlet cock, Y the ignitor, D the gas inlet, V₁ the cylinder, V the connecting
rod for operating the gas inlet valve, P the means for operating the exhaust valve,
T the cam for operating the admission and the exhaust, K¹ K the bearings of the
shaft Q, U the commutator, Q the contact cam for the ignition (firing the
explosive mixture), S¹ the lever of the engine governor, R the lever for operating
the distribution of the gas, S the engine governor, Z the crank shaft, Z' the
connecting rod of the engine, Z" the flywheel, O₁ the bed of the engine and
X' the stand.
Figure 3 is an end view of the engine and shows clearly the driving mechanism
for the engine governor, the cam T, the lever R, the commutator U, the bearings K'K
of the shaft Q' of the cam Q, the cylinder V the engine bed O', the connecting
rod Z the crank shaft Z and the flywheel Z",
Figure 8 is a plan of the engine cylinder partly in section to show the port N and
the recess for lodging the exhaust valve.
Figure 7 shows the front end of the cylinder with the port N in dotted lines.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me
by my foreign correspondents, I declare that what I claim is;
In motors driven by petroleum, coal gas or oil
1. Operating the admission and the exhaust valves by a single cam having only
one rising part which latter operates successively on the ends of pivotted levers for
moving the said valves, the said levers being arranged so as to form an angle of
115 degrees one with the other and with the centre of the said cam.
2. The arrangement of the carburettor consisting in forcing the air sucked in
by the action of the motor through and across a series of short iron rods which
reach into the liquid for the purpose of obtaining a larger surface for the contact
with the air.
Dated this 3rd day of August 1893.
W. P. THOMPSON & BOULT,
Of London, Liverpool, Nottingham, and Manchester,
Agents for the Applicant.