AUTOMOBILIS CYCLIS
Year: 1897

page_text: A communication from LA SOCIETE ANONYME D'AUTOMOBILISME ET DE CYCLISME,
of 8 Avenue de la République, Paris, in the Republic of France
I, ALFRED JULIUS BOULT, of 111 Hatton Garden, 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 improvements in four cycle or so called Otto cycle oil
or similar motor, but is also applicable to other hydrocarbon motors and relates
particularly to heating, carburetting and regulating of the air supply and to the
cooling of the cylinder.
In the accompanying drawings.
Fig. 1 is a section of the motor through the axis of the main shaft. Fig. 2 a
vertical section on the line 1-2 of Fig. 1.
Fig. 3 is a section of the air heater and
Fig. 4 a longitudinal section of the carburetter on an enlarged scale.
The cylinder A is secured at the bottom, by means of flanges, to the casing B
and at the top to the explosion chamber C; the latter is cast in one piece with a
chamber D in which is arranged the exhaust valve E. At the top of the chamber D
there is a small chamber F for the carburetted air inlet valve G.
a is a passage connecting the valve-box D with the explosion chamber C.
jis an igniting tube communicating with the chamber D on which it is
mounted under said tube is arranged the burner k for heating the igniter and
tube Q hereinafter referred to.
is a spring retaining the inlet valve G against the seat, the tension of said
spring being always so regulated as to yield to the atmospheric pressure during
the charge injection period.
G is a guide sleeve for the spindle F¹ of the exhaust valve E which is held
against its seat by a spring h placed between a collar m² secured on the rod F
by means of a key m³ and a shoulder on the guide G¹.
The piston H of the cylinder A is provided at the back with packing
segments 162 to ensure accurate fitting and the piston rod I connects it to the
pin of the crank J of the shaft K K' rotating in bearings in the casing B which
is made in two parts.
On the shaft K is keyed a pinion L driving a toothed wheel M, the diameter
of which is twice that of the pinion L, and the hub of which is provided with a'
suitably shaped cam M for operating the spindle F of the exhaust valve E once
every two revolutions of the crank-shaft. The toothed wheel M rotates on a pin O
on the casing B.
;

page_text: Pis the carburetter arranged at the lower part of the casing B. It consists of a
chamber to which is secured by a flange m a pipe Q for introducing the air. This
pipe Q communicates with the atmosphere through a tube Q above the igniter.
The air is drawn in through openings a a preferably covered with wire-netting
and is heated in its passage through the tube Q' by the burner K before entering
the carburetter P. is an inlet branch for petroleum or other hydrocarbon
supplied through the pipe n' from a tank placed a little higher than the carburetter.
At the upper part of the chamber is secured a cover provided with a guide p
for a valve q closing with its point q₁ the orifice n² of the passage n through which
the oil is supplied. A spring is slightly compressed between the shoulder of the
guide and the valve 7 which it holds pressed with its point q' against the
opening of the oil inlet valve.
The valve has no seat and can slide with a small amount of friction in the
chamber l.
R is the pipe through which the carburetted air passes to the inlet-valve G.
S is a branch pipe opposite the pipe R in which can turn with a small amount
of friction a tube T provided like the pipe S with apertures as S1 and S2; the
apertures of the inner tube can be brought opposite the apertures of the outer tube
by a partial rotary movement of the former which is connected by an arm t with
the regulating mechanism to be described.
U is a plate or cover normally closing the tube T and held in place by two rods
surrounded by helical springs and suitably compressed by nuts u² and u³.
is a fly-wheel keyed on the end of of the crank shaft and provided with two
right-angled governor levers X X, one of the arms x of each of them engaging
with a recess or groove in a laterally movable sleeve Y provided with another
groove Y¹. The sleeve is thus caused to participate in the rotation of the fly-wheel,
on the hub of which it can slide, or it may slide on a boss or sleeve of the casing B
or on both.
Two springs vv the tension of which is regulated by screws y y' hold the
sleeve Y in its normal position.
In the groove Y₁ is placed a slide Ya on the end of a lever Z pivotted at Z on
the casing of the motor.
The end of this lever is connected to the end of the arm t already referred
to by means of a rod 12.
The cylinder A of the motor is provided laterally with a passage a¹ through
which it communicates with a small chamber a² connected to an outlet pipe A¹.
This chamber is closed by a valve a³ pressed against its seat by a spring a. The
opening a¹ is preferably rectangular and its size depends on the volume of the
cylinder; its width and height being arranged in the direction of the axis of the
cylinder in such manner that the lower edge nearly coincides with the upper face
of the piston H when the latter is at the bottom of its stroke.
The motor is started by turning the, fly-wheel.
As soon as the piston H commences to move away from the top of the cylinder A,
the drawing in of the charge begins, the valve G being lowered by the inward
suction and the outside pressure, while the valve Q is raised, taking up a position
indicated in dotted lines and the orifice n² of the tube n being opened a certain
quantity of oil enters the chamber I.
This oil is immediately atomised by the air drawn in and entering in a heated
state through the tube Q, the carburetted mixture thus formed is thereupon
admitted through the tube R and valve G into the explosion chamber of the
cylinder A.
The fly-wheel continuing to turn, the piston returns and compression begins,
the valve G is thus immediately applied against its seat by the pressure so
produced and the valve 9 by the action of its spring r closes the oil inlet-opening.
At the end of the compression stroke the explosive mixture ignites upon contact
with the heated tube j and the explosion takes place, the piston is driven forward

page_text: and, on its return forces out the combustion gases through the exhaust valve E,
the latter being raised by the cam N. When the exhaust is completed, the
valve E closes and the inertia of the fly-wheel causes the piston to move forward
whereby a further charge is drawn in and the same cycle of operation is repeated.
If the speed of the motor becomes too great, the balls X1 X2 of the governor
tend to move apart and cause the springs to be compressed and the sleeve Y is
drawn nearer to the fly-wheel, the lever Z' thus turns about its pivot Z, the arm t
is operated and the apertures S₁ of the tube S are caused to register with the
apertures S2 of the tube T; air is then drawn in through these passages and the
motor only drawing in air, explosions cease and the speed of the engines becomes
less. The springs then return the sleeve Y to its original position and the
cycle of operations of the motor again take place in their usual order.
Should the closing of the conduit R supplying carburetted air, become imperfect
owing to defective working of the valve G, and the gases in this conduit become
ignited the pressure on the cover U would cause the spring uul to yield and the
gases produced by the explosion would escape through the tube T thus opened.
Supposing the piston is at the end of its upstroke, the ignited and exploded gas
drives it forward and it makes its first down-stroke. At the end of this first stroke
it uncovers the passage and the gas which still has a certain pressure, opens
the valve a³ and part of it escapes through the tube A¹. The piston H then makes
its first upstroke and again closes the orifice a¹; the exhaust valve E is then
raised by the cam mechanism described, while the valve a³ is closed by the
spring a. The gases remaining in the cylinder A are forced out by this piston
and escape through the exhaust valve E.
It must be pointed out that the gases thus escape in a comparatively cool state,
their previous expansion caused by the opening of the passage a¹ being a very
quick one.
At the rising of the exhaust valve E there remain therefore in the cylinder A
only comparatively cool gases which considerably cool said valve in their passage
round and through it.
These gases have beside the great advantage of taking with them a certain
part of the heat taken up by the cylinder, walls at the moment of the explosion
and consequently cool the inner walls of the cylinder the radial fins being amply
sufficient to cool it on the outside.
The exhaust valve E thus works under the same favourable conditions as the
inlet-valve G. On the other hand the effort necessary to lift the exhaust valve
in the motors used hitherto has been a considerable one; while in the motor
according to the present invention it is very slight, the internal pressure on said
valve at the moment of its rising being very small.
When the piston is at the end of its first up-stroke the cam N releases the
spindle of the valve E which returns to its seat; the piston then commences its
second down-stroke and the drawing-in of the next charge takes place through the
inlet-valve G. When the piston uncovers the orifice a' the valve a³ being
closed, no drawing in through the tube A¹ can take place. The piston then begins
its second stroke of the cycle or its second up-stroke and compresses the mixture
drawn in the valve a³ remaining closed, even when the passage a¹ is uncovered
for the pressure on it at the beginning of the inward stroke of the piston is
insufficient to overcome the resistance of the spring. The first cycle is then
completed, and the same operations are repeated as described.
It will be understood that the opening of the valves a³ enables the lubricating
oil that might have entered the explosion chamber to be forced out, whereby the
valves are prevented from being covered with oil or from sticking to their seats
which frequently happens in motors used hitherto.
It must be also pointed out that the valve a³ could be dispensed with in such
case at the end of the drawing in period, a small reentering of the combustion
gases and at the beginning of compression stroke a hardly perceptible loss of the

page_text: explosive mixture would take place. For these reasons it is preferable to use this
valve in connection with the passage al for it works automatically and does not
require to be as tight-closing as the distributing valves.
It will be understood that the form, arrangement and position of the various
parts of the motor may be varied and altered according to circumstances.
Having now particularly described and ascertained the nature of the said inven-
tion as communicated to me by my foreign correspondent and in what manner
the same
same is to be performed, I declare that what I claim is:-
1. In an oil or similar motor an air inlet heated by a burner which also heats
the ignition tube communicating with a carburetter or mixing chamber provided
with an oil inlet tube the orifice of which is controlled by a valve; which when
raised enables the explosive mixture to enter the cylinder in combination with
a governing mechanism acting on an air supply device on the carburetter in case the
speed of the engine becomes too great to admit air to the cylinder only non-
carburetted air substantially as described.
2. In an oil or similar motor an air inlet heated by a burner which also heats
the ignition tube communicating with a carburetter or mixing chamber provided
with an oil inlet tube the orifice of which is controlled by a valve which when
raised enables the explosive mixture to enter the cylinder in combination with the
a governing mechanism acting on an air supply device on the carburetter in case the
the speed of the engine becomes too great to admit into the cylinder only non-
carburetted air the cylinder being provided with a passage in its side wall and
preferably provided with a valve to enable a part of the combustion gases to escape
and thus effect the cooling of the exhaust valve and the inner wall of the cylinder,
substantially as described.
3. In an oil or similar motor of the character described a carburetter in which
an oil-supply pipe projects into a mixing chamber as into which is admitted the
air to be carburetted said pipe being adapted to be closed by a valve which by
rising establishes communication between the mixing chamber and a tube leading
to the motor cylinder said tube also communicating with a cylindrical spaco as T
provided with apertures and capable of being turned by mechanism connected to
a speed governor so that its apertures in case the speed of the motor becomes too
great coincide with the openings in an outer tube $ in order to allow only
non-carburetted air to enter the cylinder and thus reduce the speed of the motor
substantially as described.
4. In an oil or similar motor of the character described an air inlet tube as Q¹
heated by the ignition tube burner this tube being connected to a pipe com-
municating with the mixing chamber of the carburetter substantially as described.
5. In an oil or similar motor of the character described a cylinder provided with
a. passage at the end of the piston-stroke opposite the combustion-chamber and
preferably closed by a valve said passage enabling part of the combustion gases
to escape in order to cool the exhaust valve and the inner walls of the cylinder
substantially as described.
6. In an oil or similar motor governing mechanism on the motor-shaft and
fly-wheel operating bell crank levers to open an air inlet to the cylinder when the
speed of the engine becomes too great, substantially as described.
7. In an oil or similar motor a cylinder A having a relief passsage al exhaust
valve E, igniter j inlet valve G communicating with a carburetter / containing
an oil inlet tube n nozzle n2 and valve q g' in combination with heated air supply
tubes Q Q and burner k substantially as described.
8. In an oil or similar motor a mixing chamber air inlet Q, oil inlet n, spring
valve qq regulating air supply tubes ST provided with apertures as $1 $2 and spring
cover substantially as described.
9. In an oil or similar motor a relief passage and valve a¹ a³ in the wall of the
cylinder substantially as and for the purpose described.
10. The combination and arrangement of parts constituting the complete oil or

page_text: similar motor substantially as described and illustrated in the accompanying
drawings.
T1
BOULT & WADE,
Agents for the Applicant.