Improvements in Internal Combustion Engines.
Year: 1896

page_text: This Print is in accordance with the Original Specification as it stands after
Amendment (under Section 18 of the Patents, &c. Act, 1883), as allowed by
the decision of the Comptroller General of the 14th day of March 1898.
Date of Application, 6th July, 1896
Complete Specification Left, 6th Apr., 1897-Accepted, 6th July, 1897
PROVISIONAL SPECIFICATION.
Improvements in Internal Combustion Engines.
We, FRANCIS LANE MERRITT, of No. 27 Tunis Road, Shepherds Bush, in the
County of Middlesex, Mechanical Engineer, and HENRY ARTHUR NAISMITH, of
No. 108, Wellesley Road, Croydon in the County of Surrey Gentleman do hereby
declare the nature of this invention to be as follows:-
The present invention relates to improvements in internal combustion engines and
is applicable more particularly, and with the best results, to multicylinder engines.
The principal objects of the invention are to avoid a dead centre; to maintain a
regularity of impulse throughout the cycle of the engine; to cool the cylinder
without water; to provide improved means for expelling the exhaust gases from
the working cylinders, as well as improved means for spraying the oil, or other
combustible.
We prefer that there shall be three cylinders. These are set at equal angles
One of the
with each other about the crank as a centre, in the well known manner.
advantages resulting from this three cylinder arrangement, viz:-the absence of
vibration due to the fact that the impulses are delivered to the crank in regular
order and at equal distances from each other, adapts engines made according to the
present invention as motors for auto cars and vehicles."
The working cylinders are cooled and also cleared of the products of combustion,
as well as supplied with air for combustion by air currents driven through concentric
cooling jackets into the cylinders in turn by a special compressor. This latter is a
chamber arranged about the crank shaft which passes through it. The shaft carries
a cam or arm which fits up to the periphery and sides of the chamber. There
project into the latter and at equal distances from each other, as many plates or
diaphragms as there are working cylinders, so making that number of sub-chambers.
Each plate is pivoted to the periphery of the chamber and is kept in touch with the
cam, in such a way that as the cam is carried by the crank shaft round through the
chamber, each plate is forced back out of its path, and the air in that sub-chamber
compressed and driven forward through the respective jacket, and into the outer
end of the working cylinder through a series of ports suitably positioned to pass it
and also to break it up into numerous streams or jets. The compressor draws air
from the atmosphere through a suitable port and expels it through ports in
the periphery of its chamber direct into the respective jacket, in order that there
may not be any break in the circumference of the cylinder.

page_text: The combustible is fed into a small chamber which is conveniently situated in the
cover or the outer end of the cylinder. A spindle is passed axially through the
cylinder cover and the said chamber. Its head projects outward beyond the cover
from which it is held by a spring. This spindle is surrounded by and fits up to a
plunger fitting within a short cylinder which is a continuation of the combustible
chamber, which plunger is held outwards from the cylinder-cover by a spring,
the inner end of such plunger then forming the outer end of the combustible cham-
ber. The inner end of the spindle is cone or fan shaped. An axial port extends
through it from near the plunger to nearly the last mentioned end. Each of the
two ends of this port, branches off at right angles or thereabouts, one into the
combustible chamber and the other radially and in numerous branches through
the coned or fan shaped end to the cylinder. But the resilience of the springs
above described as holding the head of the spindle and the head of the plunger
away from the cylinder cover, keeps the axial port shut to the combustible chamber,
by holding the angled end of such port within the bore of the plunger, and the
mouths of the opposite end, shut also, by holding them up against a seating provided
for that purpose in the inner face of the cylinder cover. A bell crank lever, or
equivalent pull or push rod, is combined with the outstanding end of the spindle
head. The governor is arranged within the fly wheel or about the crank shaft,
and consists of two pivoted arms. The red of the bell crank lever or the equivalent
pull or push rod is severed, and one part is arranged to be swung out of line with
the other in such a way that the regular impulse to the latter from the crank shaft,
shall not be communicated to the former part when the supply of combustible is
to be stopped.
Each impulse that reaches the spindle head, drives it inwards till the angled
port is opened to the combustible chamber. This chamber is normally full of gas
or oil, as the case may be. The said head then comes up to the plunger and
drives it through the chamber from which, for the reason that it fits it piston wise,
it drives the contents into the cylinder.
The mixture of combustible and air for combustion is compressed within the
working cylinder by the piston. Any suitable igniting device may be used. The
exhaust port is in the cylinder side and is uncovered by the working stroke of
the piston.
Dated this Gih day of July 1896.
PHILLIPS & LEIGH,
Agents for the Applicants.
COMPLETE SPECIFICATION (AMENDED).
Improvements in Internal Combustion Engines.
We, FRANCIS LANE MERRITT late of No. 27 Tunis Road, Shepherds Bush, but now
of No. 96 Loftus Road, Shepherds Bush, in the County of Middlesex, Mechanical
Engineer and HENRY ARTHUR NAISMITH of No. 108 Wellesley Road, Croydon, in
the County of Surrey, Gentleman, 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:-
The present invention relates to improvements in internal combustion engines.
It is applicable more particularly, and with the best results, to multicylinder
engines.
According to it an engine whether single or double acting works on an improved
two stroke cycle: the exhaust gases are flushed out of the cylinder by improved

page_text: means: the cylinder is cooled by improved means; and both the valve mechanism
and the connection between the governor and it are improved in respect of both
simplicity and invention.
Referring to the accompanying figures which are to be taken as part of this
specification and read therewith...
Figure 1 is a side elevation of a three cylinder engine made according to the
present invention.
Figure 2 is an end elevation corresponding therewith.
Figure 3 is a sectional side elevation taken along the line 3-3 of Figure 2.
Figure 4 is a sectional end elevation taken along the line 4-4 of Figure 3.
Figure 5 is a detail in transverse section of the cam mechanism by which the
supply valves are actuated.
Figure 6 is a front elevation corresponding therewith.
Figure 7 is a side elevation of the devica by which the cam is held to the engine
shaft.
Figure 8 is a sectional side elevation taken along the line 8-8 of Figure 4 but
shewing the air compressed in a different position.
Figure 9 is a detail of the contacts and contact ring of the igniting mechanism.
Figure 10 is an elevation of the opposite side of the contact ring.
Figure 11 is a plan of the said ring.
We have chosen for illustration a single acting 3 cylinder engine having its
cylinders standing with their axes set at equal angles about and radial to a common
centre situate in the axis of the engine crank shaft, for the reason that the absence
of vibration in the engine as a whole, due to the fact that the impulses are delivered
to the crank pins in regular order, specially adapts such a type of engine for use
where vibration is inadmissible, as in the engine of a horseless carriage or motor car.
At the same time it must be explained that our invention does not relate to the type
of engine nor to the number of cylinders, for the reason that it is applicable to either
single or multiple cylinders having linearly reciprocating and single or double acting
pistons.
To prevent confusion of ideas, the term stroke is to be understood as meaning one
travel of the piston from one end of the cylinder to the other. The engine works
on a two-stroke cycle. During one stroke, the exhaust gases are flushed out of the
cylinder, the exhaust port is closed, the charge of air and combustible fed into the
cylinder, and the compression of it effected. During the following stroke, the
charge is ignited work done on the piston, and the exhaust port opened.
A, A, A, are the engine cylinders; and A', A', A', the pistons. b is a central
ring to which the cylinders are made fast by their inner ends, the latter being
received in sockets a, a, a' which project radially outwardly from the said ring.
d, d' are two circular plates respectively held up to and over the edges of the ring b
and forming with it a casing which encloses a portion of the crank shaft, the crank
and the pitmen. This casing is hereinafter referred to as the crank chamber.
e is one arm of the crank shaft. It has its bearings in a boss b' which projects
centrally from the plate d into the crank chamber. It is continued beyond that
bearing, outwards far enough to carry the cam mechanisin and inwards far enough
for the adjacent crank cheek c to be made fast to it. is the other arm of the
crank. It has its bearing in a boss b which projects centrally from the plate d¹
into the crank chamber. It is continued beyond that bearing into the crank cham-
ber far enough for the adjacent crank cheek c¹ to be made fast to it. Both
cheeks c, care circular, of the same diameter as the interior of the crank chamber
and are revolved upon the respective bosses b1, b2. a, a, a are the pitmen. a
is the single crank pin to which all the pitmen are connected. It turns in bearings
in the cheeks c, c¹. The ends of the pitmen are held to it by being shaped to the
same radius, by having a width rather less than a third of a circle and by having
their ends entered into bearings in the cheeks c, c', such bearings being of course
concentric with those of the crank pin a².

page_text: F is a ring of about the same diameter as the ring b. It fits over the plate d' and
up to the said ring. f is a third circular plate. It is held over and up to the edge
of the ring F. This latter together with the plates and f form the chamber of
the air compressor described further on. The rings 6 and 1', and the plates d, d
and are shewn as held to each other in the respective positions described, by screw
threaded and nutted tie bolts d². The crank shaft arm is continued through the air
compressor chamber, the outer end of such continuation e' turning in a bearing e
formed in the circular plate f.
The function of the air compressor is to supply the engine with air for combustion
as well as with air currents for cooling the cylinders and flushing the exhaust gases
out of them, both such supply and currents being under pressure. It consists of a
radial arm f', air supply ports f, f, and blades f*.
The radial arm fi is fast upon the continuation e2 above mentioned that being the
compressor shaft. The said arm extends outwards and laterally as far as the internal
face of the compressor chamber up to which it fits air tight on all three sides of it.
The outer end of this arm, being the one always in contact with the periphery of the
said chamber, is preferably convex. The sides and opposite end of it must be convex
to provide for the tips of the blades f riding over them smoothly, i.e., without
jumping away from them.
The air port is open to the outer air through the outer end of the shafte and
extends throughout the length of the latter, making it tubular or hollow. f, fare
a series of parallel ducts starting from the air port f, extending through the arm f',
and opening out through one side or through one end of it; their mouths being so
positioned as to open into only one of the sub-chambers at a time. These sub-
chambers are described further on. Each series of ducts f is functionally a
continuation of the port.f. As the compressor shaft e is constantly revolving the
action of the compressor itself is constant.
The blades fare counterparts of each other. There are as many of them as there
are cylinders in the engine, making that number of sub-chambers. Each is pivotted
by its base either to the sides or to the periphery of the compressor casing, the axis
of such pivot being parallel with the axis of the compressor itself. There is formed
in the drum f, a recess f of a proper size to receive each blade as the outer end or
tip of the arm travels past, the adjacent face of a blade being of the proper contour
to complete the internal surface of the drum f over each recess f. Figure 8
indicates the pivot of a blade as consisting of a gudgeon f projecting.from each
corner into a bearing in the side of the compressor chamber out of the path of the
tip of the arm f. fare channels in the ring F, one to each sub-chamber,
and open respectively to the recesses f. They are continued through the ring b as
closed ports and not open to the crank shaft chamber. The tips of the
blades are kept in contact with the surface of the arm f' by any suitable spring
device. By preference we use a resilient spring contained in sliding thimbles to
act on the back of blades f maintaining constant contact with arm f
The tips of the blades f being kept in contact with the surface of the arm f
and the motion of the latter being constant in the direction indicated by the arrow
i.e., from tip to pivot of a blade; the air in a sub-chamber is expelled therefrom, by
the circular motion of the arm f¹ folding the respective blade into its recess, and
forced through the channels and the continuations thereof in the ring b, on
its way to the chamber g described further on.
Each cylinder with its valve gear is a replica of each of the others. A description
of one is for that reason a description of all.
g is an annular chamber which jackets the cylinder A. One end of the shell g' of
it fits over a shoulder on the ring b, and is held in position concentric with the
cylinder, by the cover H of the outer end of the latter and studs h. g3 is one of a
series of ports from each port to the chamber g; and 9. g, a series of ports in
the cylinder cover H from the said chamber g' into one g₁ situated within the said
cover H. It is the combination of the chambers g, g', with the ports g,g, which
provides for the access of air to the cylinder for both combustion and for flushing,

page_text: while the constant action of the air compressor maintains a sufficient supply at the
necessary pressure.
The position of the ports is deserving of notice. The diameters of the crank
shaft chamber and of the air compressor chamber are practically identical; and
the two, standing end to end, present the appearance of a single continuous one.
The shells g' of the chambers g intersect (in the language of geometrical projection)
the ring 6 making internal right angles therewith. It is behind this internal
angle, that the ports 93 stand, and consequently, do not make any break in the
periphery of either chamber or in that of the shell.
I is the main pipe through which the combustible is supplied under suitable
pressure; and i, the branch from it to each cylinder. A branch i enters an axial
prolongation of the end cover H and delivers the combustible into a small
cylinder through the side of it and near the bottom of it. he is a piston valve
fitting the cylinder h¹. The outer end of this valve is expanded laterally and a
resilient spring h³ is inserted between stich expansion and an external collar on
the prolongation h, the function of it being to keep the valve h³ away from the
bottom of the small cylinder h, thereby opening the port from the branch i and
keeping it open.
Jis the engine supply valve. Its function is to control the supply of combus-
tible and air for combustion to the cylinder A. j is its seating in the inner face
of the end cover H. is the spindle of it. It works through the continuation h
and the piston valve 2 through both of which it is continued outwardly to
terminate in a head 3 which stands normally a short distance off the outer end of
the piston valve 2 and always in contact with the valve actuating gear. is
resilient spiral spring round the spindle j and acting between the valve h² and the
head is a tubular port in the spindle j and having lateral branches 6 adapted
to communicate with the bottom of the cylinder h¹, and other lateral branches
adapted to communicate with the engine cylinder A when the port from the
branch i is covered by the piston valve 2.
K is the engine governor; and ko, the cam tooth of the supply valve actuating
gear. This cam is held and actuated on the shaft arm e-by the following means.
is a collar having a feather 2 along one side of it. It is held to the shaft arm e by a
set screw. Over this collar there fits a wedge block. Its operative surfaces are,
for the purposes of the present invention, a pair of wedges 4, 5. These are on the
outer surface of the wedge block, opposite each other, at the same angle with the axis
of the arm e, and parallel with each other. The wedges k, are held on the arm e
by the engagement of the feather k² in a corresponding slot in the inner surface of
the wedge block. 6 is a sleeve free to move along the arm e outwards under the
centrifugal action of the governor, and inwards under the extension of the spring k².
8, are a pair of rods holding the wedge block to the sleeve 6. 9 is a cam block.
It fits over and up to the periphery of the wedge block so that each longitudinal
motion of the latter becomes a transverse one in the cam.
10 is the cam tooth. The exact position of this on the periphery of its block
may be varied as may be desired. Both are prevented from moving longitudinally
along the arm e by a cup " fast to the said arm on each side of them.
Its inner end
1 is the valve rod working through the guide on the plate d.
carries an antifriction roller 2 always in contact with the periphery of the cam
block k. It reaches the valve J through a bell crank lever 13 one end of which and
the adjacent end of the valve rod are pivotally connected, while the opposite end of
the said bell crank lever is in constant contact with the head of the valve
spindle j¹.
The mechanism for igniting the charge of mixed combustible and air in the
cylinder is electrical. A ring having half the width of its periphery a conductor m
and the other half a non-conductor m' excepting a single tooth m³ of conducting
5 material, is fixed upon the crank shaft outside the chamber of the latter. It is
carefully insulated. The two rings stand side by side. An incandescent igniter is
fixed inside each cylinder. This is not shewn in the figures-any one of those known

page_text: may be used. m³ is the positive conductor from the battery to a contact finger m²
which always bears upon the half periphery m. m³, m³, m³ are the contact fingers
always in contact with the other half periphery m² m². me is the conductor from
each finger m³ to the positive binding screw m² of the internal incandescent igniter,
and m³, the negative binding screw thereof, from which the negative conductor m³ is
led away to the battery. The tooth m², therefore, closes the three igniting circuits
in due order once during each rotation of the crank shaft.
n is the exhaust port. It is opened to the ignited and expanded charge of air and
combustible, at a suitable point in the working stroke of the piston A. n² is the
exhaust pipe.
The operation of the engine will be understood from a description of what goes on
in and in connection with one cylinder.
When the piston A' is at the end of its inward or working stroke, i.e., in the
position illustrated in Figure 4, the exhaust port a is full open. The piston then
begins itá return stroke.
At the moment when it has covered half the port n the cam tooth k10 comes up to
the antifriction roller and pushes the valve Ja little way off its seat. The air
compressor then drives a cooling and flushing charge of air through the ports g2, the
jacket g, the ports g and the chamber g', past the valve J, through the cylinder A
and out through the port n, cooling the cylinder A as it passes through the jacket g
and flushing it of the exhaust gases which latter it drives out through the exhaust
port n. All this cooling and Hushing is accomplished whilst the port n remains
open.
By the time the piston A' has nearly covered the port n, the same cam tooth has
opened the valve J a little farther, far enough in fact to push the branch ports 2
past the end of the piston valve 4. At this point, is begun the admission of com-
bustible from the small cylinder h¹. It flows or is driven thence through the
ports, and into the cylinder A where it is mixed with air from the air
compressor as the combustible passes out of the valve J. The air is induced or
driven forward from the chamber y into the cylinder A by the currents of air
forced forward by the compressor. The cam tooth now makes the piston valve h³
shut off the small cylinder ' and the ports from the supply branch by means
of the continued inward motion of the spindle head and valve . Th
spindle head and valve h² continue their inward motion until
the bottom of the small cylinder his reached by which time the
oil has been driven forward through the ports and into the cylinder A
in the form of a very fine spray. As the air and combustible enter the cylinder A
both are thoroughly mixed and the heat from the cylinder A completes the vapori-
sation. As soon as the cam tooth has passed the roller 12, the spring h³ returns the
piston valve and the spring closes the valve J. The piston A then begins to
compress the charge. As soon as it has started on its inward (i.c., working) stroke,
the circuit is closed and the charge fired. At that moment the inward stroke
becomes the working stroke and this continues to almost the end of the inward
stroke at any rate till after the piston has partially opened the exhaust port n.
The independent action of which the piston valve and the valve J are capable,
is an important feature of the present invention, for by means of it, when the
governor balls are wide open, the projection of the cam tooth will be so diminished
that tue ports j, j, j will not be opened to the combustible supply
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what we
claim is:-
1. An internal combustion engine working on the two stroke cycle specified, and
adapted to, during the one stroke thereof, flush the exhaust gases out of the
cylinder, close the exhaust port, admit the charge of air and combustible into the
cylinder and compress the charge; and to, during the next stroke thereof, ignite
the charge, receive the driving impulse on its piston, and open the exhaust valve.
2. The combination in an internal combustion engine working on the two stroke

page_text: cycle specified, of working piston; single supply port; single valve controlling the
same; and exhaust port controlled by the working piston.
3. The combination in an internal combustion engine, of working cylinder; air
chamber; air compressor adapted to maintain a supply of air under pressure in the
said chamber g'; and valve adapted to control the only entrance port into the said
cylinder and to admit a flushing charge of air into the latter immediately after the
commencement of each non-working stroke of the piston.
4. The combination in an internal combustion engine, of working cylinder; air
chamber g; valve controlling the supply of combustible to the chamber h¹; valve
adapted to control the single entrance port into the said cylinder; and air com-
pressor adapted to compress and maintain a supply of air under pressure in the air
chamber and to induce or force the combustible into the working cylinder.
5. The combination of combustible supply port; cylinder into which it opens;
piston valve therein normally held from closing the said supply port; air
chamber g; single supply port therefrom to the working cylinder; single valve
normally holding the single supply port to the cylinder closed; a port through
the said single valve and its spindle adapted to establish communication between
the combustible supply cylinder, and the working cylinder when the said single
valve is off its seat and an air supply to the air chamber g*.
6. The combination in an internal combustion engine, of working cylinder,
cooling jacket; and air compressor adapted to maintain a constant air supply to the
working cylinder through the said jacket and ports g³ during the time the supply
valve to the said cylinder stands open.
7. The combination in an internal combustion engine of working cylinder; single
supply port thereto; valve controlling the same; cooling jacket; and air com-
pressor adapted to maintain a constant air supply to the said working cylinder and
through the said jacket during the time the supply valve to the said cylinder stands
open.
8. The combination in an internal combustion engine of working cylinder; single
supply port thereto; valve controlling the same; exhaust port controlled by the
working piston; cooling jacket; and air compressor adapted to maintain a constant
air supply to the said jacket and through it during the time the said supply and
exhaust ports are open.
9. The combination of a combustible supply port, cylinder h¹ into which it opens;
the supply piston valve therein normally held from closing the said supply port;
air chamber g; valve controlled supply port to the working cylinder; single valve
normally holding the said supply port closed; a port through the said single valve
adapted to establish communication between the combustible supply cylinder, and
the working cylinder when the single valve is off its-seat; an air supply to the air
chamber a cam tooth making one revolution for each two stroke cycle of the
engine, and adapted by intermediate valve gear to push the single supply valve off
its seat a little, then to close the combustible supply port and establish the above
mentioned communication between the combustible supply cylinder, and the work-
ing cylinder; to leave the supply valve to be closed and to leave the piston valve
to open the combustible supply port.
'
10. The combination of crank shaft arm; centrifugal governor thereon; wedge
adapted to be slid to and fro upon the said arm by the governor; cam block carried
by the arm and rotating with it and adapted to have the radial projection of its
tooth increased or decreased by the sliding action of the said wedge.
11. The combination of crank shaft arm; centrifugal governor thereon; wedge
adapted to be slid to and fro upon the said arm by the governor; cam block rotating
with the said arm and adapted to have the radial projection of its tooth increased or
decreased by the sliding action of the said wedge; a valve rod in constant contact
with the periphery of the said block.
12. The combination of crank shaft arm; centrifugal governor thereon; wedge
adapted to be slid to and fro upon the said arm by the governor; cam block rotating
with the said arm and adapted to have the radial projection of its tooth increased or

page_text: decreased by the sliding action of the said wedge and a cup fast to the said arm on
each side of the cam block adapted to prevent its being moved longitudinally along
the said arm.
13. The combination of centrifugal governor; cam tooth of variable projection
under the action of the same; valve gear actuated by the said tooth; valve con-
trolling the only supply port to the working cylinder adapted to be opened first by
a given projection of the said tooth and piston valve controlling the combustible
supply to an intermediate cylinder adapted to be opened only by a longer projec-
tion of the said tooth.
14. The combination in an internal combustion engine working on the two stroke
cycle specified, of working cylinder; constant air compressor; single valve con-
trolling the supply port to the said cylinder; piston valve controlling the combus-
tible supply port to an intermediate cylinder; valve gear actuated by a single tooth
cam and opening the only single supply valve to the cylinder and closing the com-
bustible supply port according to the projection thereof; and automatic igniting
device.
.
1 1008
PHILLIPS & LEIGH,
No. 22 Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Applicants.