Improvements in or relating to Explosion Engines.
Year: 1893

page_text: Date of Application (in United Kingdom), 16th Dec., 1893
Complete Specification Left. 15th Sept., 1894-Accepted, 20th Oct., 1894
Improvements in or relating to Explosion Engines.
I, GEORGES DURAND, of 95 Boulevard Beaumarchais, Paris in the Republic
of France, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention has for its object to secure to me the exclusive ownership of a
motor in which are combined in one cycle two kinds of powers: one sudden and
violent which is converted at once into a second and elastic force more conveniently
stored up and utilised. To speak more precisely, the first or sudden and violent
force is produced by an explosive mixture which compresses into a reservoir a
certain quantity of air previously drawn in which constitutes the second force which
is more elastic and is capable of being utilised in the motor proper.
As my new kind of motor is particularly applicable to tractive purposes I shall
now describe it with reference to that application, it being well understood that I
reserve the right to all other applications to which it is capable.
The explosive motor described here is a petroleum motor.
It is assumed that the reservoir has been previously filled with compressed air at
a pressure of 4 to 5 atmospheres, and, as hereinafter stated, it will be seen that this
operation may be effected by means of the parts of the engine itself which is self-
contained and operates without the help of any other engine.
The carburetter is composed of two concentric cylinders inside the middle one of
which a piston works and around which is petroleum which is heated by contact
with the walls of the inner cylinder.
The two concentric cylinders are closed at top and bottom by two covers.
One cover carries the mechanism for distributing the compressed air when the
latter has been produced, and the other carries the mechanism for distributing the
explosive mixture.
up
to
Assuming the piston to be at the top of its stroke and to be about to move down-
wards, then a valve will open by suction and allow atmospheric air to enter
the end of the stroke of the piston. A second valve always remains closed, being
held upon its seat by the pressure of the compressed air in the reservoir with which
it communicates by a pipe.
At the moment when the piston reaches the bottom of its stroke, the cock
makes of a revolution, and the space below the piston is brought into
communication:
(1) With the reservoir by means of a pipe, and
(2) With the upper part of the carburetter by another pipe these two passages
allowing the air to pass which enters at a pressure greater than that existing under
the piston.
Through the pipe pure air will pass in from the compressed air reservoir, but air

page_text: has passed into the carburetter through a passage and through a pipe ending in a
circular pipe perforated with small holes and dipping into the petroleum, and the
air bubbling up through the petroleum has become charged with its vapour.
Thus underneath the piston there enters pure air from the compressed air reservoir
and air charged with petroleum vapour from the carburetter.
In order that the circular pipe may be always immersed in the petroleum the
level of which becomes lowered in proportion to the consumption, the circular pipe
is adapted to be raised and lowered by means of a rack fixed to a pipe engaging with
a pinion. When the level of the petroleum in the carburetter is on a level for
instance with a certain mark on the gauge tube the underside of the disc which
forms one with the tube is brought on a level with another division mark of
the glass tube. To each division of the gauge tube is a corresponding division on
the tube surrounding the pipe in such a manner that the circular pipe can always
be immersed to the same extent in the petroleum.
The explosive mixture which, as is above stated, is introduced under the piston
at a pressure of 5 atmospheres, raises the piston and the introduction of the
explosive mixture takes place up to the moment of closing the cock.
This cock closes before the ignition chamber is uncovered by the piston; the
mixture being then ignited by an electric spark passing through said chamber and
the explosion takes place.
The air enclosed above the piston becomes compressed by the pressure of the
explosion, it raises the valve and passes into the reservoir through a suitable tube.
When the piston has reached the end of its return stroke, the exhaust valve for the
burnt gases opens and allows the piston to move down again.
The operation of the exhaust valve is effected from the rear axle of the vehicle.
A cam in rotating raises a horizontal pivotted lever and its end_raises the spindle
of the valve; a spring brings it back again upon its seat. The cock which is
designed to open and to close alternately for the introduction of the explosive
mixture under the piston, is operated by a rack actuating a wheel and the motion
is produced by a closed cam actuating a rod in the direction of its length.
In order to prevent the cock plug from sticking or gripping, a passage connects
the underside of said cock with the reservoir and a passage connects the upper
side
of the cock with the cylinder below the piston.
When the explosion takes place, the pressure, being much greater than that in
the reservoir, presses the cock plug upon its seat, and the cock is hermetically
closed, and consequently stationary.
On the contrary, when exhausting is to take place, and when the cock is to turn
in order to allow of the entrance of a fresh charge of air and vapour, there is a
pressure of five atmospheres under the cock, whilst on top the pressure is only one
atmosphere, so that the cock can thus turn freely.
As before stated, at each revolution of the wheel an explosion is produced and
consequently the introduction into the cylinder of a cylinderful of compressed air.
Similarly at each revolution of the wheel, the distributing devices allow the
entrance into the motor cylinder of a cylinderful of compressed air which performs
work behind the piston after which it is expelled through a valve opening at the
proper time.
The air coming from the cylinder enters the motor cylinder through a pipe and
enters this motor cylinder when the valve is open. This valve is operated in the
following manner;-
In order to open it, the spindle operated by the rod which is itself actuated by
means of a closed cam is pulled towards the right hand and by this movement a
piece carries with it a nut and the valve connected thereto. To close the valve,
the rod is pushed towards the left hand, the ring or disc presses the spring which
pushes the nut and the valve. The operation of the valve is effected by means of a
lever actuated by a rod which is operated by a closed cam. The valve is opened
when its spindle is pushed to the left hand by the rod and it is closed by the action
of a spring.

page_text: A pipe connects the reservoir to a pressure gauge which indicates the pressure in
the reservoir which is furthermore regulated by a safety valve.
Each of the connecting rods in which the rods of the motor pistons end, actuates
directly a gear wheel keyed on a secondary shaft. The wheels of the rear axle are
also keyed on this shaft whilst being capable of moving in the direction of its length
and of actuating the wheels of the vehicle by means of couplings.
The axle rotates always with the same movement as the intermediate shaft; in
other words the gear wheels have the same diameter.
When the front wheels of the vehicle have the same direction as the rear wheels,
that is to say when the vehicle is moving in a straight line, the two couplings connect
the wheels and the motive gear wheels, and they both act as driving wheels.
When the front wheels are turned towards the right hand, the wheel keyed on
the intermediate shaft rotates and by means of a pitch chain another wheel is
rotated and consequently a third wheel keyed on the same shaft, and operates a
rack which moves the bar and disengages the right-hand wheel and thus allows
this wheel to become independent, the left hand wheel alone acting as a driver.
The right hand wheel will become in its turn the sole driver when the vehicle
instead of turning to the right hand as just stated, turns towards the left hand.
For starting and stopping, three cocks are operated, one of which is located on a
pipe and allows or cuts off the entrance of compressed air into the carburetter; it
is operated by a band wheel located forward within reach of the hand. The other
two cocks are located on pipes and are operated together by means of a hand wheel
which actuates an intermediate shaft upon which two wheels are keyed connected
by pitch chains with two other wheels mounted on the spindles of the cocks located
on the pipes.
By turning the cock the motor is stopped, because the inflow of compressed air
into the cylinders is cut off.
The starting is automatic, it is merely necessary to open the compressed air
cocks.
In order to render the motion of the piston regular its rod carries a rack engaging
a toothed wheel keyed on the axle. .At the place corresponding to the moment of
explosion, the teeth of the wheel are omitted, and the piston rod is therefore free
at that moment to move up again abruptly under the action of the explosive force.
But on the contrary, when the time for the down stroke has arrived, the teeth of
the rack meet and engage with the teeth of the wheel, causing the piston rod to
move down again whilst ensuring the regularity of the cycle.
The
The vehicle is steered by means of a hand wheel which actuates a wheel.
The ignition of the explosive mixture below the piston is effected by means of
electric sparks generated by the current produced either by a primary or secondary
battery, or by a dynamo operated by one of the driving shafts of the vehicle.
sparks pass into the chamber between two wires that are insulated in a sheath.
The advantages of this combination of two kinds of motors or rather of two
forces, are as follows ;-
'
1. Advantage is taken of the property of compressed air as an elastic force,
without the necessity of storing it up in large volume at a low pressure, which is
inconvenient, or in small volume at a high pressure, which is dangerous.
2. A practical motor namely a petroleum motor may be employed without the
necessity of imparting to the same a regular and uniform motion by the intervention
of a very beavy fly-wheel which is always inconvenient in a vehicle.
3. The employment of compressed air allows of an explosion at every revolution
in the petroleum motor, and consequently of dispensing with useless weight.
4. The compressed air acting as motive force, allows of starting automatically.
Arrangements can be made either to cause the exhaust gases of the petroleum
motor to pass round the cylinders for the purpose of slightly raising their
temperature, or the exhaust gases of the cylinders may be made to pass around the
carburetter for cooling the walls of the same, if it be found necessary.

page_text: Should the compressed air fail in the reservoir, it will be sufficient, after having
raised the valve, to operate the rod of the piston by hand by means of levers which
may be carried on the vehicle. The piston would then act as a pump and compress
the air, it has drawn in, into the reservoir.
As the compressed air is cold, instead of the cylinders leather cylinders may be
employed arranged as bellows. At the moment of the entrance of the compressed
air, the bellows will open and the two heads will move away from one another in
order to move towards one another when the valve opens to allow of the escape of
the air which has done work. This arrangement is lighter and dispenses with
the piston which would be formed by one of the heads cast in one with the
connecting rod.
Dated this 16th day of December 1893.
W. P. THOMPSON & BOULT,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or relating to Explosion Engines.
I, GEORGES DURAND of 95 Boulevard Beaumarchais, Paris in the Republic of
France, 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 a motor in which are combined in one cycle two
kinds of power; one sudden and violent which is converted at once into a second
and elastic force more conveniently stored up and utilized. To speak more precisely,
the first or sudden and violent force is produced by an explosive mixture which
compresses into a reservoir a certain quantity of air previously drawn in and
constituting the second force which is more elastic and is capable of being utilized
in the motor proper.
As the new motor is particularly applicable to tractive purposes I shall now
describe it with reference thereto, it being well understood that I reserve the right
to all other applications of which it is capable.
In order to render more clear the description hereinafter given, this new motor
is illustrated in the accompanying drawings as applied to a vehicle.
Figure 1 is a side elevation showing a vehicle to which this motor is applied.
Figure 2 is a plan, and
Figure 3 is a rear elevation of the same.
Figure 4 is a cross section of the petroleum pump in which is produced the
explosion for compressing the air into the reservoir provided for the purpose.
Figure 5 is a plan of the cover B of this pump.
Figure 6 is a plan of the cover A.
Figure 7 is a section on the line A-B of Figure 5.
Figure 8 is an elevation of the motor cylinder and of the mechanism for
distributing the compressed air.
Figure 9 is a plan thereof.
The explosive motor described here is a petroleum motor.
It is assumed that the reservoir R (Fig. 1) has been previously filled with
compressed air at a pressure of 4 to 5 kilogrammes and, as hereinafter stated, it will
be seen that this operation may be effected by means of the parts of the engine
itself which is self-contained and operates without the help of any other engine.
The carburetter C Figure 4, is composed of two concentric cylinders inside the
inner one of which a piston p works, and around which is petroleum which is heated
by contact with the walls of the inner cylinder.

page_text: The two concentric cylinders are closed at top and bottom by two covers
A and B.
The cover A carries the mechanism for distributing the compressed air when
the latter has been produced and the cover B carries the mechanism for distributing
the explosive mixture.
Assuming the piston to be at the top of its stroke and beginning to move down-
wards, then the valves will open by suction and allow atmospheric air to enter up
to the end of the stroke of the piston p. The valve S always remains closed, being
held upon its seat by the pressure of the compressed air in the reservoir Ŕ with
which it communicates by the pipe T³.
At the moment when the piston p reaches the bottom of its stroke, the cock P
makes one-quarter of a revolution, and the space below the piston is brought into
communication:
1. With the reservoir R by means of a pipe t Figure 1, and 2, with the upper.
part of the carburetter C by another pipe T these two passages allowing the air
to pass which enters at a pressure greater than that existing under the piston.
Through the pipe t pure air will pass in from the compressed air reservoir R,
but the air from T has passed into the carburetter C through the passage T¹ and
through a pipe ending in a ring-shaped pipe M perforated with small holes and
dipping into the petroleum, and the air bubbling up through the petroleum has
become charged with its vapour. Thus underneath the piston enters pure air from
the compressed air reservoir R, and air charged with petroleum vapour from
the carburetter C by the pipe T2.
In order that the ring-shaped pipe M may always be immersed in the petroleum
(the level of which becomes lowered in proportion to the consumption) it is adapted
to be raised and lowered by means of a rack x fixed to the pipe T¹ engaging with a
pinion x. The carburetter C being fitted with an ordinary gauge-glass, a similar
scale is marked on a glass tube enclosing the upper part of the pipe T¹ above the
carburetter. When the surface of the petroleum in the carburetter is on a level
for instance with the mark 2 on the gauge glass, the underside of the disc y (which
forms one with the tube T¹) is brought on a level with the division mark 10 of the
glass tube surrounding T¹. To each division of the gauge glass there is a corre-
sponding division on the tube surrounding the pipe T', in such manner that the
circular pipe M can always be immersed to the same extent in the petroleum.
The explosive mixture which, as is above stated, is introduced under the piston
at a pressure of 5 kilogrammes raises the piston, and the introduction of the
explosive mixture takes place up to the moment of closing the cock P.
This cock P closes before the ignition chamber D is uncovered by the piston ;
the mixture being then ignited by an electric.spark passing through the chamber
the explosion takes place.
The air, enclosed above the piston, being compressed by the pressure of the
explosion, raises the valve S and passes into the reservoir R through the
tube T Figure 1. When the piston has reached the end of its return stroke,
the exhaust valve for the burnt gases opens and allows the piston to move
down again.
The operation of the exhaust valve is effected from the rear axle of the vehicle.
A cam 1, Fig. 2, in rotating raises a horizontal lever, pivotted at O, and its.
end raises the spindle N of the exhaust valve; a spring r Figure 4, brings it
back again upon its seat. The cock P, which is designed to open and to close
alternately for the introduction of the explosive mixture under the piston, is
operated by a rack E Figs. 1 and 4, actuating a wheel F, and the motion is
produced by a closed cam 2 actuating the rod C Figure 1, in the direction of
its_length.
In order to prevent the cock plug P from sticking or gripping, a passage cl
connects the underside of said cock with the reservoir K, and a passage c³
connects the upper side of the cock with the cylinder below the piston Figure 4.
When the explosion takes place, the pressure, being much greater than that in

page_text: the reservoir, presses the cock plug upon its seat, and the cock is hermetically
closed, and consequently stationary.
On the contrary, when the exhaust has acted and the cock is to turn in order to
allow of the entrance of a fresh charge of air and vapour, there is an excess pressure
of five kilogrammes under the cock, whilst on top the pressure is only that of
the atmosphere, so that the cock can thus turn freely..
As before stated, at each revolution of the wheel an explosion is produced and
consequently the introduction of a cylinderful of compressed air into the reservoir R..
Similarly at each revolution of the wheel, the distributing devices allow the entrance
into the motor cylinder Q Figure 1 of a cylinderful of compressed air from the
reservoir R which performs work behind the piston H Figure 8 after which it is
expelled through the valve h opening at the proper time.
The air coming from the reservoir R enters the motor cylinder Q through the
pipe when the valve ¹ is open. This valve is operated in the following
manner;-
In order to open it, the spindle K operated by the rod k which is itself actuated
by means of a closed cam 3, Fig. 2, is pulled towards the right hand, Figure 8, and
by this movement the piece b carries with it the nut c and the valve connected
thereto. To close the valve, the rod K is pushed towards the left hand, the ring or
disc a presses the spring r which pushes the nut c and the valve h'. The operation
of the valve h is effected by means of a lever actuated by the rod 7 which is operated
by a closed cam 4 Figure 2. The valve his opened when its spindle is pushed to
the left hand by the rod, and it is closed by the action of the spring 10 Figure 8.
A pipe Figs. 3 and 4, connects the reservoir R to a pressure gauge J which
indicates the pressure in the reservoir R the latter being furthermore provided
with a safety valve.
Each of the connecting rods in which the rods of the motor pistons end. actuates
directly a gear wheel 11 Fig. 2, keyed on a secondary shaft. The wheels of the
rear axle are also keyed on this shaft whilst being capable of moving in the direction
of its length and of actuating the wheels of the vehicle by means of couplings 12.
The axle rotates always with the same movement as the intermediate shaft; in other
words the gear wheels have the same diameter.
When the front wheels of the vehicle have the same direction as the rear wheels,
that is to say when the vehicle is moving in a straight line, the two couplings 12
connect the wheels and the motive gear wheels, and they both act as driving
wheels.
When the front wheels are turned towards the right hand, the wheel 13, Fig. 1,
keyed on the intermediate shaft 14, rotates, and by means of a pitch chain the
wheel 15 is rotated and consequently also the wheel 16 which is keyed on the same
shaft, and operates the rack 17, Figs. 1 and 3, which moves the bar 18 and disen-
gages
the right hand wheel and thus allows this wheel to become independent, the
left hand wheel alone acting as a driver. The right hand wheel will become in its
turn the sole driver when the vehicle instead of turning to the right hand as
just stated, turns towards the left hand.
For starting and stopping, three cocks are operated, one of which is located on
the pipe t' Fig. 1, and allows or cuts off the entrance of compressed air into the
carburetter C; it is operated by a hand wheel V₁ located forward within reach of
the hand. The other two cocks are located on the pipes to and are operated
together by means of the hand wheel V* which actuates the intermediate shaft 20
upon which are keyed the two wheels 21 21 connected by pitch chains with the
wheels 22, 22, Fig. 1, mounted on the spindles of the cocks located on the
pipes to, Fig. 2.
By turning the cock V' the motor is stopped, because the inflow of compressed
air into the motor cylinders Q is cut off.
The starting is automatic it is merely necessary to open the compressed air cocks
operated by V2.
In order to render the motion of the piston p quite regular its rod ending at p

page_text: Fig. 1, carries a rack from p¹ to p³ engaging a toothed wheel keyed on the axle..
At the place corresponding to the moment of explosion, the teeth of the wheel are
omitted, and the piston rod is therefore free at that moment to move up again.
abruptly under the action of the explosive force. But on the contrary, when tlie
time for the down stroke has arrived, the teeth of the rack pl p' meet and engage
with the teeth of the wheel causing the piston rod to descend again whilst ensuring
the regularity of the cycle.
The vehicle is steered by means of a hand wheel W Fig. 1, which actuates the
spur-gear train m² m² m² and m³, whereof m² and m³ are keyed on the counter-shaft 14
and the wheel m' is keyed on the turning part of the fore-carriage.
The ignition of the explosive mixture below the piston p is effected by means of
electric sparks generated by the current produced either by a primary or secondary
battery, or by a dynamo operated by one of the driving shafts of the vehicle. The
sparks pass into the chamber D between two wires that are insulated in a sheath.
The advantages of this combination of two kinds of motors or rather of two.
forces, are as follows;-
1. Advantage is taken of the property of compressed air as an elastic force,.
without the necessity of storing it up in large volume at a low pressure, which is
inconvenient, or in small volume at a high pressure, which is dangerous.
2. A practical motor namely a petroleum motor may be employed, without the
necessity of imparting to the same a regular and uniform motion by the intervention.
of a very heavy fly-wheel which is always inconvenient in a vehicle.
3. The employment of compressed air allows of an explosion at every revolution
in the petroleum motor, and consequently of dispensing with useless weight.
4. The compressed air acting as motive force, allows of starting automatically.
Arrangements can be made either to cause the exhaust gases of the petroleum
motor to pass round the motor-cylinders Q for the purpose of slightly raising their
temperature, or the exhaust gases of the cylinders Q to pass around the carburetter C
for cooling the walls of the same, if found necessary.
Should the compressed air fail in the reservoir R, it will be sufficient, after
having raised the valve S¹ Fig. 4, to operate the rod of the piston p by hand by
means of levers which may be carried on the vehicle. The piston pl would then act
as a pump and compress the air, it has drawn iu, into the reservoir R.
As the compressed air is cold instead of the motor cylinders Q, leather cylinders.
may be employed arranged as bellows. At the moment of the entrance of the
compressed air, the bellows will open and the two heads will move away from one
another, but they will move towards one another when the valve h opens to allow
of the escape of the air which has done work. This arrangement is lighter and
dispenses with the piston which would be formed by one of the heads cast in one
with the connecting rod.
Having now particularly described and ascertained the nature of the said inveu-
tion, and in what manner the same is to be performed I declare that what I
claim is;-
1. A motor characterized by the utilisation of the propelling power produced
by an explosive mixture ignited in a cylinder provided with a piston for compressing
air into a reservoir whence the air is afterwards taken for use on the pistons of
the motor cylinders substantially as described and illustrated in the accompanying
drawings.
2. In the motor specified in Claim 1 the arrangement of the carburetter in which
air becomes charged with petroleum vapour by bubbling through liquid petroleum
and enters the cylinder below the piston mixed with air from the compressed air
reservoir ignition being effected after the cock (by which the explosive mixture
was admitted to the cylinder) has been closed and the air drawn in above the piston
being forced into the compressed air reservoir by the violent propulsion of the
piston produced by the explosion substantially as described and illustrated in the
accompanying drawings.

page_text: 3. In the application to a vehicle of the motor as specified in the preceding
claims the general arrangements hereinbefore described for effecting communi-
cation between the various parts for regulating starting and stopping.
Dated this 15th day of September 1894.
W. P. THOMPSON & BOULT,
Agents for the Applicant.