Improvements in Locomotive Carriages for Common Roads.
Year: 1895

page_text: Date of Application, 20th Aug., 1895
Complete Specification Left. 21st May, 1896-Accepted. 20th Aug., 1836
PROVISIONAL SPECIFICATION.
Improvements in Locomotive Carriages for Common Roads.
We, ERNEST JOHN CLUBBE and ALFRED WILLIAM SOUTHEY, both of 16, Elm
Street, Gray's Inn Road, in the County of Middlesex, Electrical Engineers, do
hereby declare the nature of this invention to be as follows:-
This invention relates to common road carriages propelled by engines worked by
the combustion of gasoline, petroleum, or other liquid hydrocarbon. The chief
objections to such engines as at present constructed are the unpleasant smell
arising from the combustion of the oil or other liquid and the necessity of starting
the engine by manual power which is unavoidable except the engine be allowed to
continue running when the carriage is stopped an expedient which in any case is
only admissible during a stoppage of short duration and entails the setting up of
vibrations that are not merely unpleasant but almost unbearable by passengers
seated in the carriage.
This invention consists in storing power during the running of the carriage to be
expended in starting the engine after a stoppage, the power being so stored by the
compression of air. In this case an air compressor is actuated by the revolution of
a shaft adapted to be worked by the motor when desired or by the travelling wheels
of the carriage when running free on a down gradient, by means whereof a supply
of compressed air is stored in a suitable receptacle wherewith to restart the engine.
The compressed air starting cylinder is geared to the motor spindle and may
be used to start the motor independently of the carriage, or if necessary the
carriage and motor together. For this purpose a separate cylinder and piston and
suitable valve gear are provided whereby the air is compressed when the vehicle is
running and the power of the compressed air is applied to start the main engine and
carriage when required.
Dated this 20th day of August 1895.
.
We, ERNEST JOHN CLUBBE and ALFRED WILLIAM SOUTHEY both of 16, Elm
Street, Gray's Inn Road, in the County of Middlesex, Electrical Engineers, 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 carriages propelled by engines worked by the combustion
of gasoline, petroleum, or other liquid hydrocarbon. The chief objection to such
engines as at present constructed is the necessity of starting the engine by manual
power which is unavoidable except the engine be allowed to continue running when
the carriage is stopped, an expedient which in any case is only admissible during a
stoppage of short duration and entails the setting up of vibrations that are
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page_text: "
not merely unpleasant but almost unbearable by passengers seated in the
carriage.
This invention aims at overcoming the difficulty by storing power by the
compression of air during the running of the carriage whereby to start the engine
after a stoppage.
:
Reference is to be had to the accompanying drawing forming part of this
specification which represents a diagrammatical plan view of the general
arrangement of apparatus whereby the improvement is carried into effect.
The oil or gas engine' may comprise a pair of cylinders A A and crank shaft B
and be of the ordinary type except that no fly wheel is necessary, the power
storing starting gear fulfilling the same purpose. The crank shaft drives the
balance gear on the axle C of the driving wheels of the vehicle through any
suitable gearing admitting of the engine shaft running independently when required,
for instance by a belt with jockey pulley or belt tightener as shewn. A crank on
shaft C drives a double acting air pump D which during the running of the engine
constantly pumps air through a uon-return valve e into a reservoir E. The crank
shaft of a compressed air engine preferably comprising a pair of double acting
cylinders FF is geared with the oil engine crank shaft through a ratchet or other
suitable mechanism which admits of the oil engine shaft over-running the air
engine. This engine has the usual distribution valves and is supplied with
compressed air from receiver E under the control of a stop valve G and plunger
throttle valve H worked by a governor on the oil engine shaft B so that when the
oil engine acquires after starting, such a speed as to over-run the air engine
the latter is thrown out of operation by the closing of the throttle valve, the stop
valve G being normally open during running of the vehicle. Conversely when by
missing explosion or from any other cause the speed of the oil engine falls below a
certain point, the air engine comes into operation on the crank shaft and by so doing
fulfils the purpose of a Hy wheel.
The capacity of the air pump D is so much less than that of the air engine F that
the latter is able to drive both the oil engine and air pump. The latter being
constantly in motion during the running of the engine, provision against over-
charging the receiver is made by causing the safety valve I of the receiver E to
act through lever and link connections J J upon the valves of the air pump so that
when the desired compression is reached in the receiver these valves will be kept
open to allow the air drawn in to escape to the atmosphere so that the pump will
then run idle.
When it is desired to start the carriage compressed air is admitted to the
engine F (pressure having been obtained in receiver E by previous running of the
oil engine) thereby starting the oil engine alone or the oil engine and carriage also,
according as the driving wheel shaft is out of or in gear with the engine, the air
engine continuing in work only until the closing of the throttle valve by the
governor. To facilitate starting the oil engine, provision is made by sliding cams
or otherwise for temporarily tripping the exbaust valves of the oil engine during
half the compression stroke so as to reduce the compression and to this extent ease
the starting of the engine.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed we declare that what
we claim is :-
In a locomotive road carriage driven by an internal combustion engine in which
the starting of the engine is effected by an auxiliary compressed air engine :-
I. The combination, with the motor engine, of means of storing power by the
compression of air during ordinary running and of means of utilizing the same for
re-starting the motor engine the former worked by and the latter working the
engine shaft as and for the purposes specified:
II. The combination of a safety valve on the compressed air receiver,' a
non-return' valve on the supply pipe between the pump and the receiver and

page_text: a device for rendering the pump inoperative although in motion, the said device
being actuated by the motion of the safety valve when the pressure exceeds the
required limit for the purposes specified.
III. The combination, with the motor engine shaft and with the compressed air
starting engine, of mechanism for transmitting motion from the starting engine to
the motor engine shaft whilst permitting the latter to over-run the former and of a
governor on the motor engine shaft actuating a stop valve controlling the supply
of air to the air engine when the motor engine attains its normal speed as
specified.
and this
1004
A. M. & WM. CLARK,
53, Chancery Lane, London, Chartered Patent Agents.