Year: 1897

page_text: .
.
I, CHARLES ANDREW EMBLETON, 24, Gloucester Street, Middlesbrough, in the County
of York, Mechanical Draughtsman, do hereby declare the nature of this invention to
be as follows:―
My invention relates to motors, actuated by a series of explosions, caused by the
ignition of a suitable mixture of petroleum and atmospheric air-coal gas and air-
or other explosive mixture, for the driving of road vehicles or other machinery for
which the inotor may be adapted.
In the effecting of this purpose I make use of two (or any multiple of two) metal
cylinders, into each of which is fitted a metal cylinder which acts as a reciprocating
piston. Each piston is fitted with a stud pin at the centre point of its length and a
slot hole is cut in the centre part of the length of each cylinder equal in length to
the stroke of the piston, for the stud pin to pass through and work in. To each stud
pin a metal link is attached by means of a hole in one end of it, which threads on to
the stud pin, second holes being made at the other extremity of each link, which
serve by means of pins to couple the links to two of the ends of a tee shaped lever,
or double right angle bell crank, having its three legs equal to each other, this tee
lever having three holes one at each end, the centre lines of which form a right
angle. The third end is fitted with adjustable steps forming a bearing for working
on a crank pin. A suitable crank pin is provided which may be attached to a metal
disc plate, or form the connecting pin of a double web crank on the crank shaft, the
crank shaft being metal carried in suitable bearings attached to the frame which
carries the cylinders.
A hole is made in the tee bell crank lever at the centre of
the hypothenuse of the right angle, which serves to couple the tee lever to a link
which has a pin at its centre point on which the lever vibrates; the ends of the link
are each coupled to one of two radius rods, the other ends of which are attached to
the cylinder framing on pins fixed on opposite sides of the frame.
Suitable spur and bevel wheels are arranged on the carriage axle to give say, three
or four different speeds to the axle, and are also fitted with clutches for connecting
and disconnecting with the notor, and may also be used for purposes of reversing the
motion of the carriage.
The cylinders are arranged with their centre lines parallel and carried in metal end
frames. The tee lever couples the cylinders in pairs in such manner that whilst the
lever carries the crank pin along its circular path, one piston of each pair is always a
right angle in advance of the other piston.
Inlet and outlet valves and ignition are worked by a suitable arrangement: of
cambs and levers..
Each cylinder may be fitted with scavenger valves equal in diameter to the cylinder,
which are arranged to move upwards through the combustion chamber and meet each
piston at the extremity of its stroke when exhausting.

page_text: The motor may be reversed in direction of motion by means of a hand lever
controlling the ignition at corners of pairs which are diagonally opposite, when
starting the motor.
Improvements in Explosion Motors.
I, CHARLES ANDREW EMBLETON, of 24, Gloucester Street, Middlesborough, in the
County of York, Mechanical Draughtsman, do hereby declare the nature of this
invention and in what manner.
the same is to be performed, to be particu-
larly described and ascertained in and by the following statement :-
My invention relates to motors, actuated by a series of explosions caused by the
ignition of a suitable mixture of petroleum and atmospheric air, coal gas and air, or
other explosive mixtures, for the driving of road vehicles, or other machinery for
which the motor may be adapted.
66
In the effecting of this purpose, I make use of two rectangular "box section" water
jacket castings, having four combustion chambers (two pairs) cast in each. These
castings are connected parallel to each other at a suitable distance apart by four
metal angle bars," thus forming a frame for other attachments. Eight metal
"cylinders," each bored and fitted with an open end "trunk piston." The pistons are
bolted in pairs to metal "coupling rods," each pair being centrally in line. At the
centre of each coupling rod, two eyes are formed having an aperture between them.
Into each of these double-eyes is fitted a metal "die pin" having a hole at the centre of
its length, of diameter equal to the width of the aperture in the double-eye. Two
"tee connecting rods" each having two of their legs centrally in line, turned to fit and
.slide in holes in the die-pins, one at each end, thus coupling four pistons and
cylinders to each tee connecting rod. The die pins allow the rod ends to have an
angular movement, the holes at the same time permitting of a lateral one, in the
aperture of each coupling rod. An eye for the slide guide or crosshead pin is
formed midway between the two cylindrical ends, and on the same central line, but
at right angles to it, the third leg branches out from this central point and is fitted
with adjustable gun metal steps to fit the crank pin journal. The three legs of the
tee connecting rod are in one plane, and the centres of the two metal die pins and
the crank pin centre are equi-distant from the eye through which the crosshead pin
passes and therefore form a semi-circle. The crosshead pin being guided in a
straight line, the resultant action of this tee connecting rod is such that it causes one
pair of pistons to be ninety degrees in advance of the other, thus having the same
effect on the crank shaft, as an ordinary pair of coupled engines with their cranks
at right-angles. One metal "crank shaft" having two double web cranks and journals
at same centres. Three metal "crank shaft posts," bolted to angle frame at top and
bottom, and having carriages at their middle parts fitted with steps and keeps for
carrying the crank shaft. Three metal "axle posts" bolted to angle frame top and
bottom, being fitted with steps to fit the axle shaft. These steps are in guides
which allow of a vertical movement, and are supported on a volute or other spring. As
the larger portion of the weight of the motor is carried on the axle shaft, this spring
gives elasticity to any movement of the motor caused by irregularities in the roadway.
Six metal "guide bars" (three pairs) fixed between and carried by the crank shaft and
axle posts, the ends of the guide bars forming keep bolts for the carriages. Three
guide blocks" fitted to slide on the guide bars, each having an eye to receive the
crosshead pin. One "crosshead pin" threaded through the three slide blocks and eyes

page_text: of the two tee connecting rods. Four metal "valve boxes,” each fitted with four “valves"
with guides and spiral springs, being the inlet and outlet valves for the two cylinders
coupled by each valve box, two metal "push studs" and spiral'springs for ignition. One.
"camb spindle" two camb spindle carriages, one "chain wheel keyed on camb spindle.
One "endless stud link chain" inade to pass the four valve boxes, and couple together
the wheels on each camb spindle. An "additional chain wheel" is keyed on two of the
camb spindles each having twice the number of cogs as a third one which is attached
on the crank shaft. These three wheels being coupled by an endless chain, the
crank shaft then drives the whole system of camb spindles with a silent and uniform
motion.
The motor is arranged to work in the "Otto cycle," i.e. the angular motion for the
four events of the cycle is-ignition and expansion 180°-exhaust 180°-admission
of live vapour 180°-compression 180°-equal to two revolutions of the crank shaft.
The crank shaft making two revolutions to the camb spindles one, the angular
measure of a cycle of each camb spindle is, ignition being zero-expansion 90°-
exhaust 90°-vapour admission 90°-compression 90°, making the angular measure
from the ignition point-to the middle point of exhaust and vapour admission
(measuring in opposite directions) each 135°, and since exhaust must always
fo low ignition in the events of the cycle, a motion in one direction will require one
camb to exhaust, while a motion in the opposite direction is met by the other camb
exhausting. Now each valve box has two passages cast in it, and each passage is
fitted with two valves, which open into different cylinders, and the valves being all
the same size, it follows that they may serve alternately for exhaust or admission, so
that the cambs and valves may be used for either "forward" or "backward" motion with
equal facility. Two metal "regulating and reversing valves," having cylindrical shells
with four port hole branches on each barrel, two at each end diametrically opposite
each other, each shell is fitted with a circular "pipe valve " having a passage through
the centre which serves for exhausting, and outside this "an annular chamber" is
formed by a "ring" of metal being cast on either end, these being turned to fit, and
slide in the valve shell. A hole formed in the centre of length of shell serves to
admit the live vapour to the annular chamber, where it remains so long as the valve
is at the centre of its travel. One of these valves is fixed at each end of the motor and
like passages in the valve boxes are connected to like ends of the regulating valves,
thus coupling up the eight cylinders of the motor. Each valve is attached to a
spindle" which passes through a gland box in the valve box cover. To each cover a
bracket is attached for carrying the "valve shaft" which couples the two valves, one at
either end of the motor, and this shaft being connected up to a hand working lever
placed near the operator allows him to manipulate the two valves simultaneously as
required thus, the hand lever being at its central position in the quadrant, the valve
is also central, and a movement in one direction will connect the passages and camb
spindles for "forward gear" whilst a movement in the opposite direction will connect
the cambs and passages for "backward gear."
*
A handwheel to start the motor from a state of rest, or make change from
forward" to "backward" gear or vice versa, is fixed near the operator'in a
convenient position, and this hand wheel is geared up through two chain wheels and
an endless stud link chain with one of the camb spindles, which has an extra length
and strength for this purpose. By this means the operator can turn the motor and
its valve system till the live vapour catches up the running. The vehicle driving
gear to be disconnected during this operation (this gear is not shown on drawings).
Referring to the accompanying drawings
Sheet 1 shows the general arrangement of motor & details..
Sheet 2 shows the regulating and reversing valve & passages.
:
A. Water jacket castings.
C. Angle bars.
B. Combustion, chambers.,
D. Cylinders.

page_text: Having described the principal details required to construct the apparatus, I will
now proceed to show their action in the starting, running, and reversing, of the
motor.
It is assumed that a suitable "vapouriser" has been provided. As also a suitable
"cell" for the production of a current of electricity to throw off sparks for the ignition
of the vapour in the combustion chamber.
The
A sufficient quantity of live vapour being generated to start the motor.
regulator hand lever should at this time be at its central position in the quadrant
bracket. The valve also being at the middle points of its travel, in which position all
the port holes in the valve shell are open half of their area to the exhaust passages,
and the live vapour having passed on its way to the motor, fills the annular chamber,
from which, the supply of vapour to the cylinders may be regulated to any quantity
between zero and the maximum capacity of the passages. The regulator hand-lever
is now to be moved to right or left according as a "forward " or "backward" motion
is required. The starting hand wheel is now turned in direction for the same gear
"forward "
or "backward," that the regulator has been adjusted to. It is assumed
that the motor will "catch" and proceed running after a very few turns of the starting
hand wheel. To
""
reverse when the motor is running, the regulator hand lever may
be moved "one third" of its travel, this action closes the live vapour in the annular
chamber of the valve, but leaves the exhaust still open as before. A second movement
of "one third" of the travel in the same direction opens the passages which were in
connection with the live vapour to exhaust passage, when one revolution of the notor
due to momentum will clear any remains of vapour left in these cylinders or passages
into the exhaust. Now move the last "one third," when the opposite set of passages,
valves, and cainbs are open to the live vapour, and the other set fully open to exhaust.
A very slight turn of the starting wheel, if required, will set the motor running in the
opposite direction-otherwise-the motor may be brought to a stand by putting the
regulator hand lever in its central position when it may be started off as in the first
case in the direction required.
Haying now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what I
claim, is:-
1st. The general arrangement of the motor with its parts and gear, and the
application to internal combustion motors, of the principle of the tee connecting rod, or
tumbling guided beam, which has the same effect on the crank shaft through one
crank pin journal, as the united effect of an ordinary pair of coupled engines with
their crank journals set at right angles, substantially as described in this specification
with reference to the accompanying drawings, Sheets 1 and 2.
2nd. The application to internal combustion motors of a valve for regulating the
supply of live vapour, or gaseous mixture, and by means of which the motor may be
made to run in a "forward" or "backward" direction, as desired, substantially as
described in this specification with reference to the accompanying drawings, Sheets 1
and 2.
3rd. The application to internal combustion motors of a handwheel, or lever, to be
situated in a convenient position for its manipulation by any person driving the

page_text: motor. The handwheel or lever, being connected to the motor by gear, in such
"
❝ forward or ""backward "
manner that the motor can be turned by hand in a
direction, substantially as described in this specification.
Deted this 18th day of November 1897.
CHAS. A. EMBLETON,
Applicant.