Improvements in or in connection with Gas and Oil Engines or Motors, and Carriages Propelled thereby.
Year: 1896

page_text: Date of Application; 18th Mar., 1896
Complete Specification Left, 18th Jan., 1897-Accepted, 13th Mar., 1897
PROVISIONAL SPECIFICATION.
Improvements in or in connection with Gas and Oil Engines or
Motors, and Carriages Propelled thereby.
I, FRANK HERBERT BRIGGS of 6 Park Crescent, Torquay in the County of
Devon, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention has for its object improvements on the invention set forth in my
previous Application, No. 16079 of 1895. Firstly in regard to the valve gear
I have found it more convenient to fix the valve actuating knife-edges to the shaft
and slide the shaft longitudinally instead of sliding the knife edges on the shaft.
Secondly I arrange the governor so that the rising of the balls or their equivalent
of the governor shall slide this shaft. This can be done in numerous ways, but the
one which I at present prefer is to attach a bell crank lever to the end of the
shaft by any convenient compensating arrangement to allow for the versed sine of
the angular motion and to connect the other end of the bell crank with the governor.
On this bell crank I fix a spring and any convenient arrangement such as a wheel
and handle or a second bell crank for giving a regulated tension on this spring.
The wheel and handle or the regulated bell crank preferably the latter has an
index working on a dial and a clamping device is adopted, the dial being graduated
to miles an hour or where this governor is applied for other purposes, revolutions
per minute. The attendant by clamping the index down at any given point can set
the governor to a maximum speed of a given number of miles an hour or revolutions.
per minute, thus a timid person in the autocar by simply setting the index can
prevent the autocar from going at a speed above that which he cares to travel.
Thirdly, I place an extremely strong hollow cylinder, sphere, tank or other
receptacle for compressed gas in the autocar and so arrange the pump that when
the carriage is going down hill or when the engine is running but is not connected
with the carriage wheels as will be hereafter explained, it shall pump air or gas or
air and gas into this strong receptacle. This compressed air or compressed gas
can then be used in starting or in going up hill as an auxiliary power. In this way
also it will act as a brake. Further, if the exhaust valves are only slightly opened
a large amount of dead gases remain in the cylinder, consequently at the next
stroke only a portion of the usual charge enters the cylinder the remaining portion
is compressed in the pump and passes to the high pressure receptacle already
mentioned. If the explosive mixture be shut off from the engine and the latter be
run solely by impetus or the power given out by the carriage descending, the force
of the descending car is used as a source of power to pump into the high pressure
receptacle, and thus the power gained in going down hill can be utilised afterwards as
an auxiliary power in going up hill. Fourth, the knife edges can be pushed by
hand instead of by the governor and thus a brake put upon the engine at pleasure.
The engine is connected with the driving axle by means of two cones on parallel
or nearly parallel shafts with their apices in opposite direction, a roller brought
against these two cones causes one to drive the other. By shifting the roller along
the two cones a greater or lesser speed is obtained. Fifth, the handle in the front
of the carriage is so arranged that when it is not in use for steering, it drops down
parallel with its perpendicular support and in doing so pushes the knife edge

page_text: tappets to the narrow end of the cone cams of the valve gear, thus stopping the
engine. The engine thus will stop if ever the steering gear be left loose of. By
raising the handle to a right angle with its supporting post it releases the knife
edge allowing the spring to bring the knife edges towards the larger end of the
conical cams and the engine again starts. By moving the handle horizontally at
right angles the carriage is steered in the usual manner. This handle is connected
with the driving cone device already mentioned by suitable gearing so that when
the handle is revolved on its axis it revolves a toothed wheel which by means of a
rack draws the pulley towards one or other end of the two cones, thus by revolving
the steering handle the speed is regulated in either direction. Another improve-
ment consists of a bar fixed between the two halves of an elliptical spring. To
this bar is fixed the platform or bed of the engine, the object being to take off the
jar of the roads by the lower half of the spring and at the same time to lessen the
vibrations of the engine in the carriage by the upper half of the spring while
the whole of the spring is still effective for stopping the ordinary jolting on the
road. In order to simplify the action as much as possible it is desirable to have
as few levers in front as possible and make each lever perform two or more things.
I therefore arrange a shaft with a single handle at one end in front of the driver.
On this shaft is fixed an excentric for throwing in and out of gear the roller of the
two cones aforesaid. On this shaft also is fixed a double throw cam. This double
throw cam lies under a yoke and this yoke carries wedges at its ends so that when
the throws of the cam are say horizontal it shall bring a wedge between a projection
on each of the exhaust valve rods and the rod of the valve which connects the
pump with the high pressure engine. By this means the high pressure cylinder
can be connected either while the engine is connected with the carriage or when it
is disconnected. Further the valve between the pump and the high pressure
receptacle is thus only opened when the exhaust valve is closed. The one handle
is thus enabled to be used for two or three distinct purposes while if it be held in
one position longitudinally by springs it can be used by pressing in a longitudinal
direction for accomplishing any other regulating work that may be desired. For
ordinary autocar purposes however no such further regulation is at present
required.
WM. P. THOMPSON & Co.,
Of 6 Lord Street, Liverpool, Patent Agents for the Applicant.
Improvements in or in connection with Gas and Oil Engines or
Motors, and Carriages Propelled thereby.
I, FRANK HERBERT BRIGGS of 6 Park Crescent, Torquay in the County of
Devon, 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:-
This invention has for its object improvements on the invention set forth in my
previous Application, No. 16079 of 1895. Firstly, in regard to the valve gear,
I have found it more convenient to arrange the valve actuating knife edges on
fixed axes and slide the shaft or a tubular piece on the shaft longitudinally instead
of sliding the knife edges on the shaft. Secondly, I arrange the governor so that
the rising of the balls (or their equivalent) of the governor shall slide this shaft
or tubular piece. This can be done in numerous ways, but the one which I at
present prefer is to attach a clutch lever to the end of the shaft or sliding piece

page_text: by any convenient compensating arrangement to allow for the versed sine of the
angular motion such for instance as a fork and to connect the end of the sliding
piece with the governor. On this lever I fix a spring and any convenient arrange-
ment such as a screw and handle or pointer for giving a regulated tension on this
spring. The hand or pointer works on a dial and any convenient clamping device
is adopted, the dial being graduated to miles an hour, or where this governor is
applied for other purposes, revolutions per minute. The attendant by clamping
the index down at any given point can set the governor to a maximum speed of a
given number of miles an hour or revolutions per minute, thus a timid person in
the autocar by simply setting the index can prevent the autocar from going at a
speed above that which he cares to travel. Thirdly, I place an extremely strong
hollow cylinder, sphere, tank or other receptacle for compressed gas in the autocar,
and so arrange the pump that when the carriage is going down hill, or when the
engine is running, but is not connected with the carriage wheels, as will be
hereafter explained, it shall pump air or gas or air and gas into this strong
receptacle. This compressed air or compressed gas can then be used in starting
or in going up hill as an auxiliary power. In this way also it will act as a
brake. Further, if the exhaust valves are only slightly opened, a large amount
of dead gases remain in the cylinder, consequently, at the next stroke, only a
portion of the usual charge enters the cylinder, the remaining portion is, com-
pressed in the pump and passes to the high pressure receptacle already mentioned.
If the explosive mixture be shut off from the engine and the latter he ran solely
by impetus, or the power given out by the carriage descending, the force of the
descending car is used as a source of power to pump into the high pressure
receptacle, and thus the power gained in going down hill can be utilised after-
wards as an auxiliary power in going up hill. Fourth, the knife edges can be
pushed by hand instead of by the governor and thus a brake put upon the engine
at pleasure. The engine is connected with the driving axle by means of two
cones on parallel or nearly parallel shafts with their apices in opposite direction,
a roller brought against these two cones causes one to drive the other.
shifting the roller along the two cones a greater or lesser speed is obtained.
Fifth, the handle in the front of the earringe is so arranged that when it is not
in use for steering, it drops down parallel with its perpendicular support or is
drawn up by a spring and in doing so pushes the knife edge tappets to the narrow
end of the cone cams of the valve gear, thus stopping the engine. The engine
thus will stop if ever the steering gear be left loose of. By bringing the handle
to a right angle with its supporting post, it releases the knife edge allowing the
spring to bring the knife edges towards the larger end of the conical cans and
the engine again starts. By moving the handle horizontally at right angles, the
carriage is steered in the usual manner. This handle is connected with the driving
cone device already mentioned by suitable gearing so that when the handle is
revolved on its axis it revolves a toothed or sprocket wheel which by means of a
rack or chain draws the pulley towards one or other end of the two cones, thus by
revolving the steering handle, the speed is regulated in either direction. Another
improvement consists of a bar fixed between the two halves of an elliptical spring.
To this bar is fixed the platform or bed of the engine, the object being to take off
the jar of the roads by the lower half of the spring and at the same time to
lessen the vibrations of the engine in the carriage by the upper half of the spring
while the whole of the spring is still effective for stopping the ordinary jolting on
the road. In order to simplify the action as much as possible it is desirable to
have as few levers in front as possible and make each lever perform two or more
things. I therefore arrange a shaft with a single handle at one end in front of the
driver. On this shaft is fixed an eccentric for throwing in and out of gear the
roller of the two cones aforesaid. On this shaft also is fixed a double throw cam.
This double throw cam lies under a yoke and this yoke carries wedges at its ends
so that when the throws of the cam are, say horizontal, it shall bring a wedge
between a projection on each of the exhaust valve rods and the rud of the valve
By

page_text: which connects the pump with the high pressure engine. By this means the high
pressure cylinder can be connected either while the engine is connected with the
carriage or when it is disconnected. Further, the valve between the pump and
the high pressure receptacle is thus only opened when the exhaust valve is closed.
The one handle is thus enabled to be used for two or three distinct purposes, while
if it be held in one position longitudinally by springs, it can be used by pressing
in a longitudinal direction for accomplishing any other regulating work that may
be desired. For ordinary autocar purposes however no such further regulation is
at present required.
The invention is best described by aid of the accompanying drawings and those
of Patent No. 16079 of 1895 in which several of the new parts claimed in this
application are shown;
Figure 1 also shown in No. 1607995 is a sectional view of the engine through the
cylinders, and a sectional view at right angles to the above through the vapourising.
part, which is shown broken off from the other portion at the bottom;
Figure 2, a vertical section through the vapouriser and parts connected
therewith;
Figure 3, also shown in No. 1607993, an elevation of the valve actuating gear and
other parts showing one form of my mechanism ;
Figure 4 also shown in No. 1607995, sectional view showing a modification of my
invention;
Figure 5, a plan of the engine as applied to a road carriage;
Figure 6, an end view of the speed cone shown in Figure 5;
Figures 7, 8, 9, and 10, detail views;
Figure 11, a modification which I bave lately adopted of the governor and
valve actuating cams when these are placed on a counter shaft instead of the
main shaft;
Figure 12, end view of same;
Figure 13, sectional elevation of guiding handle and accompanying parts;
Figure 14, partial sectional elevation of motor car showing the supporting
spring.
Referring first to Figures 1 to 3 and 5 to 10, A. A' are two working cylinders,
B and B' pistons of same with piston rods bb' pivotally connected to them as shown.
C is a third cylinder enclosing a piston C' and forming the pump. This is connected
by a piston rod C and connecting rod C' with the central crank C of crank
shaft D, Figure 3. This cylinder C, as shown in Figure 1 hereinafter described
can be made single acting or double acting, but I prefer it double acting as shown,
each end charging one cylinder. It is used for supplying air and compressing the
charge. E and E' are clambers immediately below or behind the cylinders A A',
in which the ignition and explosion of the charge takes place. These communicate
with the working cylinders A and A' by means of orifices capable of being closed
by the mushroom valves F F G G are the exhaust valves, H and H' are
annular conical vaporising chambers Figs. 1 & 2, in which the oil and air circulate
through tubes and ', the air being forced into tank I through pipe by the
pump C and under some circumstances hereafter set forth, it is supplied by
tank I.
The tubes communicate with the opposite ends of the pump C so that
compressed air is being forced through one of them all the time. In Figure 1
the tank I is omitted and the pipes are broken away. The pipe which supplies
air and oil to the left hand vapouriser H communicates with the outlet c of
cylinder C, while the other pipe which supplies air and oil to the vapouriser H
communicates with outlet c' at the opposite end of the cylinder C. The cylinder C
is provided with a valved air inlet c at each end.
The chambers H H are heated by the flames of lamps i and fed from tank I
with oil. Oil from tank 11 passes through pipes J and J₁ to the little nozzles j
and j in bends in pipes h, the air from pump C passing through the pipes h,
inducing the oil to issue in a spray form from nozzles jj to be mixed with the air

page_text: and carried to the vapourising chamber H or H' where it is vapourised, and from
thence it enters the bottom of chamber E or Eas the case may be. Ball or other
valves prevent action in a contrary direction, as shown in the drawings. K and K¹
are projecting pins or tappets on the pistons B B'. L and L' are ignition tubes
projecting into the flame of lamps i and and communicating with the ignition
chambers E, E, respectively through ducts e.
The mode of action of the parts set forth in Figure 1 is as follows:-
Assuming that the working piston B' has just reached the end of its forward
stroke, the exhaust valve G¹ opens and allows the exhaust gases to escape. The
pressure of the air from the pump C entering the tubular extension of the ignition
chamber E¹ at once forces the valve F¹ onto its seat e; the gas still exhausting, the
piston B continues its inward or return stroke until it comes near the end. In the
meantime the chamber E' has been filled by the compressed air and gas vapour
from the vapourising chamber H¹ and has heen shut off from cylinder A' by the
valve F. The tappet K now strikes the valve F and pushes it down to the
position shown in the right hand side of the drawing in cylinder A' and at the same
moment connection is made with the ignition tube L' by means of the notch or
port in the stem of valve F connecting the ignition chamber E' with the small
ignition duct . (The notch is shown plainly in the left hand side of Figure 1
where the valve F' is shown closing the chamber E' from the ignition tube L.)
Ignition being caused, and at the same time or just previously to it the exhaust
valve G being closed, an explosion takes place and the piston B₁ is caused to
perform its working stroke, during which the operation above described will be
repeated in connection with the other working cylinder A, namely, the driving out
of the residual products of the previous combustion and the forming of a charge
ready for firing when the piston reaches the end of its instroke. It will thus be
seen that as the pistons work alternately, there is always a compressed charge
stored up ready for firing, and thus the engine can be automatically started without
having to rotate the shaft by hand as in other arrangements. By the above
arrangement two explosions are obtained at every revolution. When either of the
pistons B or B₁ alternately reach the end of their respective cylinders after
performing their working stroke, the exhaust valves are again open, the valves F
or F' are closed on their seats by the pressure of the air from the pump and the air
enters freely through the hollow part M of the stem of the valves For F'. The
various valves set forth in the drawings in pipes h, etcetera, allow the air and gas to
go forward but prevent their return. The firing device may, instead of the heated
tube L already described, be any other suitable device, such as the ordinary
electric sparking apparatus. In some instances I may do without a vapouriser
altogether, spraying the oil direct into the explosion chamber. The exhaust
valves G and G are operated by the cam motion set forth in Figure 3. In this
M' is the valve lever, m a knife edge or thin part of the connecting rod connecting
the valve rod m' with shaft N, n n are conical or partially graduated cams on the
main shaft D. By pressing the shaft N longitudinally in its bearings, the connecting
rods m¹ and knife edges m are brought onto a smaller portion of the cams, until
when they get to their smallest diameter, there is no motion in the knife edges,
consequently the valve is not actuated. Instead of the shatt N moving longi-
tudinally, the connecting rods m¹ or the cams n n can be made to shift on the shaft.
n' is a spring for bringing the shaft N back to normal position. For the purpose of
stopping or starting the motor, a handle may be coupled to the shaft N, or the
cams nn so that by pulling this handle and sliding the shaft N or cams n
longitudinally, the knife edges m are brought to the smaller portion of the cone
cams n, thus stopping the engine. The shaft N is (or sliding cams or their
equivalent are) linked to the governor and has any suitable device, such as
slotted bearings for the connecting pin to allow for the small angular motion of
the bell crauk, a spring puts a resistance on the governor and by regulating this
resistance any required resistance can be obtained, and thus the governor regulated
to any required speed.

page_text: 1 Fig. 11 is the counter shaft which is revolved by a bevelled gear wheel at its
left hand end gearing to another bevelled gear wheel fixed on the axle. Its
position is parallel to the cylinders and at right angles with the main crank. Fixed
to this shaft is a ball governor P by a set screw p, the right hand end of which
is attached to two conical cams nn these two cams along with the right hand
end of the governor are capable of being slid horizontally along the shaft 1 but
are prevented from revolving round the shaft 1 by a key and keyway. 3 is a
forked rad hinged at 3' to the base plate and its forks fitting round two studs 4
which project from a loose collar 5 which fits in a groove in the right hand end
of the governor P. 6 is a standard from the base plate with bearings for shaft 1,
through the lower part of 6 is a holo tapped with a thread into which is screwed
plug 7, between this and lever 3 is a strong spring 8 which keeps the cams and
governor balls in the position shown in drawing, the end section of cam rods are
shown at m and m, the valve connected with the left hand cam being open and that
connected with the right hand cam being closed. is a pointer attached to the
plug 7,0 is a dial on which the number of miles or revolutions per hour is marked,
this is shown in Figure 12 with dotted lines to show the cams at the other side
of the bearing. The action of the governors on the cams is as follows,-The
pointer 03 being set at a given figure on the dial 0° and clamped with any convenient
locking device if desired causes a given amount of tension to be put upon the
spring 8 and the forked arm 3 so that the cams are held in the position shown
until the speed of the engine revolving the governor balls increases to such an
amount that the centrifugal force overcomes the spring 8 and draws the cams n n
towards the left, thus regulating the opening at the valves and in that way the
speed of the engine. Should the speed of the engine be so great as to draw the
narrow end of the cam on to the knife edged valve rods m m, then the valves would
not be open at all and the engine would come to a stop. 9 is a swivel and rod
connected with 18, Figure 13, on the steering gear and is used when the steering
handle 10, Figure 13, falls to stop the engine instead of rising as in drawing (this
will be further explained in Figure 13).
Referring now to Figure 13-
The steering, stopping, starting and speed regulating gear. On the handle 10 is
first a spiral spring 11, second a bevelled gear wheel 12, a loose collar 13 running
between two guide flanges 14 and a bearing 15 which is swivelled to the outer
case 16 by a bolt 17, this is to allow of an up and down motion of the handle 10.
To the loose collar 13 is swivelled a rod or wire rope 18. 19 is a bevelled gear
wheel which is attached to a tube 20, at the lower end of this tube is a sprocket
wheel 21. The outer case 16 descends beneath the carriage floor 22 and ends in
sprocket wheel 23, it is kept in place and made to revolve in bearings 24 which is
screwed to floor 22 of carriage.
This gearing works in the following manner, When not in use the spring 11 raises
the handle 10 drawing up the rod or rope 18 which closes the valves of engine and
breaks the electric current, it also separates the bevel gear wheels 12 and 19.
When in use, the handle is brought into horizontal positiou a little lower than
shewn in drawing, this drives down the rod 18 and connects the two gear wheels 12
and 19, the valves being freed and the circuit closed so that the engine starts.
When the handle 10 is turned in a horizontal position either to the right or to the
left it turns the whole case 16 along with the sprocket wheel 23, a chain or rods
from sprocket wheel 23 turning the front wheels of the carriage in the direction
necessary for steering. When the handle is revolved and the gear wheels brought
into contact, it revolves the rod 20 and the sprocket wheel 21, round this sprocket
wheel is a second chain not shown, which runs back to the cone regulating
gear and draws the roller of same 5, Figure 5, to either one end or the other of
the cones, thus regulating the speed.
By graduating the are or dial 0, the occupant of the carriage can set the
maximum speed of the carriage to any desired number of miles per hour. He has
simply to screw down the spring or other adjustment until the finger of the dial

page_text: stands at the speed required. Instead of the governor set forth in Figure 11, the
governor set forth in Figure 3 may be used, in which the shaft N ends against the
surface of cone O which is raised and lowered by the governor balls P driven from
the crank shaft by gearing p. The other end of the shaft N is in a suitable
benring or guide not shown. By weighting cone O or pressing it down by means
of a regulated spring, any amount of resistance can be given to the action of
governor P, and by connecting a dial with the regulator of this spring, the occupant.
of the autocar in which my engine is placed is able to set the governor to any
required maximum speed.
Referring to Figures A and 6, R R are the carriage wheels, the differential
genring whereby ench wheel is able to go at a different speed from the other,
R' fly wheel, SS gearing for driving cone S¹ from the shaft D. A friction
roller S drives the cone S3 by friction from S¹. The axis of the friction roller S
revolves in the adjustable bearings and the said roller is pressed down against the
surface of the cones S and S by the spring s'. Shaft S is connected with the
axle of the vehicle by any suitable gearing, such as sprocket wheel and chain as
shown in drawing.
Referring now to Figures 7 and 9, T is an end crank on shaft r, is an eccentrio
on this shaft. By turning this shaft therefore the yoke is raised. This yoke
carries in bearings the shaft S on which the friction roller S of Figure 5 runs.
By turning this crank T round therefore, the roller S can he raised out of gear
with cones S and S', and thus the engine cut off from the driving wheels R of the
carriage. In order to increase or lessen the speed, the friction roller S is drawn
towards one or other end of the cones S and S. This is effected by a hand
wheel, not shown, on shaft U driving the gear wheel Uland rack U. Projections U
on this rack push the pulley S longitudinally on shaft S'.
When the crank handle T is placed in the position shown in the drawings, the
action lifts the roller S' from the cones St S and lowers the wedge w' (by turning
the double crank or cam W W W) so that it is acted upon by the auxiliary shaft
or bracket X attached to the exhaust valve rod and in turn acts upon the valve
rod opening a valve Z and admitting compressed air from the tank I through
pipe Y, which is connected to said tank by pipe Y', which is connected with the
cylinder of the pump C, at the same time the engine is unconnected with the axle
of the carriage by the lifting of roller S as above stated, this allows the engine to
be started without much resistance, as it starts without moving the carriage.
This arrangement is necessary when the carriage is stopped and started on up
grades. When the handle T is in the directly opposite position to that shown in
Figure 7, it allows wedge w¹ to act on valve Z without at the same time lifting the
roller S² from cones S and S' and can be used to admit the compressed air from
the high pressure air reservoir I to supplement that from the pump C on going up.
steep gradients. When handle T is in a position at right angles to the position
shown in Figure 7, the wedge w' is thrown out of action, the valve Z closes with
the force of the compressed air behind it and the roller S gears with cones S¹
and S and the carriage works normally, its axle being driven by the engine. The
steering handle in front of the carriage, by being turned to right or left, actuates
the steering gear in the usual manner, but it is rotatable upon its own axis and is.
geared to shaft U in any convenient manner, so that by rotating the handle on its
axis, shaft U is turned and thus the roller S moved on its shaft and the speed
lessened or increased accordingly. The engine is reversed when tube ignition is,
used by passing compressed air from tank I into the required end of the pump.
cylinder. The engine will run in either direction according as it is thus started.
When electric ignition is used, it is merely necessary to alter the time of sparking
by a switch, so that ignition shall take place just before the instroke of the first
revolution reaches the dend point instead of just after.
Figure 4, No. 16079 shows a slight variation of my invention in which both
ends of the cylinders are clused, and the one end is used as an air compressing
pump, the third cylinder being thus dispensed with.

page_text: In this modified form of the engine, the cylinders A A' have the pistons B B',
the explosion chambers E E', valves F F and exhausts G G of the same con-
struction and arrangement as in the preferred form shown in Figure 1. Valred
air outlet passages X X' lead from the adjacent ends of the cylinders and unite
in a common air passage X which leads to the curved mixing tube of the
common vaporiser H having branch tubes H H leading respectively to the
tubular extensions of explosion chambers E and E. J is an oil supply nozzle
leading to mixing tube . X and X' are valved air supply passages leading to
the upper ends of cylinders A A¹ to supply air for compression. The igniters and
air passages through the valve stem do not appear in Figure 10 but are the same
as in Figure 1.
Figure 14 shows the method of supporting the autocar on the engine so as to
prevent uncomfortable vibration. There are two springs on each wheel 25 and 26
with a bar 27 between. On this bar the engine is supported and on spring 26 the
carriage body itself is suspended either directly or by a C-spring. The result of
this arrangement is that spring 25 being interposed between the engine and the
road, the shocks caused by the irregularities of the road are taken off the engine to
a further considerable extent, and spring 27 being also interposed between the road
and the carriage and also between the engine and the carriage, the shocks of the
road are further deadened by this spring and the vibration of the engine is also
cut off to a considerable extent from the carriage occupants.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is:-
1. The combination, in an explosive engine, of a pair of working cylinders, the
pistons in the cylinders, the crank shaft having cranks, to which said pistons are
connected, nieans for compressing a charge during each working or forward half
stroke of each piston, means for exhausting the spent charge during the return half
stroke of each piston, and means for admitting a compressed charge into the
cylinders alternately and exploding the same at the end of the retura stroke of
each piston, whereby a great uniformity of pressure is secured and the greatest
work is done during the period that the power is being generated, substantially as
set forth.
2. In a gas or oil engine, the combination of a cylinder and an explosion chamber
with a partition between the two, formed largely of a valve or valves, whereby the
explosion cylinder can be charged with gases at a high pressure during the exhaust
of the cylinder and the two can be practically thrown into one immediately before
the explosion, and when the piston is almost at or near the end of the inward stroke,
substantially as described.
3. In an explosion engine, the combination of a cylinder and piston, an explosion
chamber separate from the cylinder but connected with it by valved aperture,
a valve normally closing that aperture, and a projection on the piston operating
that valve and the valve actuating the ignition, whereby as the, cylinder arrives
nearly at the end of its stroke, the explosion chamber and it are thrown into one
and the ignition at the same time brought about.
4. In a gas or oil engine, the combination of a conical or gradually
expanding cam with valve connections, capable of relative movement side-
ways across the face of the cam laterally actuated either by hand or governor
whereby, by the movement of the cam or of the valve actuating device
laterally, greater or less movement of valve can be secured substantially as
described.
5. In combination with a governor of an oil or gas engine, a spring or resistance
regulating device, whereby the speed at which the governor acts upon the engine
can be regulated, and a dial, graduated scale, or other indicator indicating the
speed at which the engine is working or the vehicle is travelling, the regulating
device being capable of being set to any desirable speed indicated on the indicator;

page_text: and whereby the maximum speed of the engine can be regulated and set at
pleasure.
6. The combination with a gas or oil engine used for traction purposes, of a
strong tank, a connection between the pump and such tank and means whereby the
power of the vehicle going down steep grades can be used for pumping air into
this tank, whereby a braking action is performed and the power thus gained or the
surplus power of the engine at other times is stored up for starting and for going
up hill.
7. In an auto-car, the combination of the steering handle capable of a horizontal
angular motion for steering purposes and a rotary motion on its own axis operating
a speed regulating device or vice versa.
8. The combination of one handle, a device operated by that handle for throwing
the engine in and out of action and a device operated also by that handle for
throwing an auxiliary accumulator into and out of gear.
9. The combination of an auto-car, an engine driving same and a double cone,
an intermediate shifting pulley device connecting the engine with the axle
substantially as described.
10. In an auto-car, an auxiliary source of power, a valve making and breaking
the connection between that auxiliary source of power and the engine with a device
operated at will connecting said valve with the exhaust valve rod of the engine,
whereby when the exhaust valve is opened its corresponding auxiliary valve is
open also, and thus an auxiliary power is supplied to the engine during its working
stroke, being shut off as the exhaust valve is opened.
11. The combination in an auto-car of two springs and a bar between carrying
the bed plate of the engine, the lowest spring taking the jar of the road from the
engine and carriage and the upper spring taking the vibration of the engine from
the carriage.
ليهد
WM. P. THOMPSON & Co.,
Of Liverpool, Manchester, Birmingham, and London, Patent Agents.