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The Darracq-Serpollet Omnibus Co., Ltd.

7th March 1907, Page 14
7th March 1907
Page 14
Page 15
Page 14, 7th March 1907 — The Darracq-Serpollet Omnibus Co., Ltd.
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Exhibit :—Vehieles with Flash Generators.

The four examples of the company's vehicles on exhibition are the same in mechanical detail, so that a descrip

tion of one1 ld S.1.0ll.make clear the construction of the others. The steam is generated in a flash boiler, which is constructed of cold-drawn steel tubing and a suitable casing. This generator consists of Len units, each of which is made from a steel tube, bent in such a way that a series of U-shaped pieces are obtained. One half of the bends in each unit are laid at right-angles to the others, so that the result forms a flat grid. These grids, each of which forms a unit, are laid one upon the other, the adjacent ends are brought through a mounting plate, and the open ends are, subsequently, coupled together by U-shaped steel unions. The whole of the grids are enclosed in a steel casing, lined with asbestos.

The burner consists of a steel coil, which is pierced in sixteen places to accommodate the same number of nipples. The fuel, before passing through the burner coil, is carried over the flame, by another tube, and vaporised. When starting up from cold, a blow-lamp is used to give the initial heat.

The exhaust steam from the engine passes through the feed-water heaters, which are disposed, in two rows of three each, alongside the engine, and the water is passed to the generator at as high a temperature as is consistent with the working of the feed-pump. A small donkey-engine actuates two pumps, one for water, and the other for the paraffin fuel. The deliveries of the two pumps are in definite proportions, but the ratio can be varied within certain limits by adjustment. The speed at which the donkey-engine runs is controlled by a valve, the lever for which' is placed upon the steering column, and the eating oil for the cylinders is controlled . from one of the pump connections.

The engine is of the horizontal, simple, double-actingtype, having two cylinders 31 inches in bore, with a piston stroke of 5 inches. The connecting rods, and all the bearings, have large wearingsurfaces. The cylinders of the engine, and that of the donkeypump, are kept properly oiled by means of a mechanical Lubricator; this lubricator is driven as illustrated. The engine is situated at the centre of the chassis, and an open space is left between the piston-rod glands on the cylinder covers and the crank-chamber, so that, under no circumstances, can any steam find a way into the last-mentioned portion. The crankshaft carries a pinion which meshes with a spurwheel bolted to the differential cage ; these pinions, which have a ratio of 2 to 3, are contained in the crankshaft casing. The valves for controlling the admission of steam to the engine are of the mushroom type, and lie longi

tudinally above the cylinders. The valves are actuated by a transverse camshaft, which is driven off the crankshaft by gearing. Cut-off is obtained by sliding the camshaft in the line of its axis, and this movement varies the angular advance of the cam faces.

The final transmission is by side

roller chains from the end of the differential shaft. It is interesting to note that the differential shaft is articulated to allow for the inevitable deformation of the chassis frame when it is travel ling over bad surfaces. The small sprockets have -nine teeth, whilst the large ones have thirty teeth ; this gives a ratic of x to 3.3.

The chassis is constructed from pressed steel having a section of .5..4 inches by 2 inrhes, by *-inch, and the transverse members are securely braced at the angles of intersection. The chassis is supported on long and flexible springs; those on the front axle are 3 feet 3 inches long and have a width of 21 inches, whilst the back ones are 4 feet in length, and have a plate width of 31 inches. Two internalexpansion brakes are fitted and a third one is created by the reversal of the valve motion. The operation of the vehicle is centred in a valve controlled by a foot-pedal; this valve is, normally, kept closed by a spring, and, in order to start the engine, the foot-pedal has to. be depressed. The control of the fuel burner is effected by moving a lever, which is placed conveniently near the driver. The lever can be placed in one of four. positions. These are: (a) fuel supply full on; (b) for running on flat roads, or for town work ; (c) when stopping the vehicle, or while descending hills; and (d) entirely closed as when at the garage. A hand

pump, which is attached to the right end of the dash, is provided for obtaining air pressure in the paraffin tank. Other attachments to be found upon the dash are three gauges, and these show, respectively, steam pressure, pressure of oil at burner, and the air pressure in tank.

The different types of vehicles represented on this stand include : a 202511.p. delivery van, with -body built and fitted by Bayleys, Limited, of Newing

ton Causeway, S.E., and designed for a load of two tons; a 3o-4oh.p. vehicle, with a special body, built and fitted by Bayleys, Limited, to the order of the Canadian Emigration Department, with a load capacity of four tons; a

3o-4oh.p. double-deck omnibus, with 34-seated body built and fitted by the Bristol Wagon and Carriage Works Company, Limited; and a 3o-4oh.p. chassis. The company's registered office is at 2, Coleman Street, E.C., and

its factories are near Paris. The anticipated results of the combination of the late M. Serpollet's engineering genius with the known capacity of M. Darracq for securing output promise to be fulfilled.

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Locations: Paris

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