Improvements in Hydro-carbon Motors.
Year: 1888

page_text: Date of Application, 6th Feb., 1888
Complete Specification Left, 6th Nov., 1888
Complete Specification Accepted, 4th May, 1889
Improvements in Hydro-carbon Motors.
1, EDWARD BUTLER, of Sandleford, Newbury, Berkshire, Engineer, do hereby
declare the nature of this invention to be as follows:-
This invention relates to motors worked by explosion and expansion of a com-
bustible mixture of hydro-carbon vapour and air as referred to in the specification of
my former application for Letters Patent No. 15598 dated 15th November 1887 with
or without addition of hot water; and my improvements have reference to the
construction, arrangement, and mode of operation of such motors, and the means for
transmitting rotary motion therefrom to a screw propeller or to other apparatus to be
worked thereby.
According to one arrangement I construct a motor with three cylinders, namely, a
first or pump cylinder; a second, or explosion cylinder; and a third, or expansion
cylinder. These three cylinders are arranged side by side vertically over a horizontal
crank shaft.
.
In each cylinder works a piston that is suitably connected to a crank on the said
crank shaft.
The said cylinders are supported by suitable framing rising from the casting or
base plate of the engine which carries the crank-shaft bearings. Reservoirs are
provided for hydro-carbon and for water; these reservoirs are furnished with
partitions or baffle plates to prevent "wash." Over the cylinders is mounted a valve
box containing a balanced cylindrical rotary distributing valve provided with suitable
ports and passages and arranged to open and close at the proper times the admission
to, and exhaust from the several cylinders as will be described hereinafter. The
necessary rotary movement is transmitted to the valve by a chain driven from a
crank-shaft or by other suitable means.
Atmospheric air is drawn by the downstroke of the piston in the first cylinder up

page_text: through a jacket on one side of the second or middle cylinder, wherein it gets heated,
partly round the valve box, down within the jacket on the other side of the second
cylinder, thence down through a pipe, and is drawn through an inspirator or carbu-
retting device that I will now describe.
Inserted in or forming part of the pipe or passage through which the heated air is 5
drawn, is a casing in which is a seat having a port or ports which can be brought
into or out of coincidence with a port or ports formed in a piston or piston valve by
the movement of the latter, thereby allowing or cutting off the passage of the air from
the inlet to the outlet end of the casing. The underside of the piston valve is in
communication with the outlet end of the casing, and the pressure of the air above
the piston when a partial vacuum is formed below the same by the suction or down-
stroke of the piston in the first or pump cylinder, has a tendency to force down the
piston valve.
This downward tendency is resisted by the upward tendency of a
spring bearing against a cap fixed on the stem of the piston valve. The tension of
the spring and consequently the downward movement of the piston valve may be
A shoulder on the stem prevents the
regulated by means of a graduated hand-nut.
piston valve from rising too far.
The aforesaid casing is provided with a tubular extension dipping into the hydro-
carbon reservoir and furnished with an inlet valve. In this tubular extension works
a tubular plunger projecting from the underside of the aforesaid piston valve.
This tubular plunger is open at top and bottom and its lower end forms a seat for
an upwardly opening lower plug or valve which is rigidly connected by a light stem
or tube with an upwardly opening upper plug or valvo resting on a seat formed on
the upper end of the tubular plunger. On a partial vacuum being formed below the
piston valve by the suction or downstroke of the piston in the first cylinder the
pressure of the air above the piston valve will force down the latter together with
the tubular plunger, thereby forcing the hydro-carbon to ascend within the plunger and
issue at its upper end in the form of a fine spray produced by the shape of the upper
plug or valve. This spray mingles with and carburets the inrushing air which is
allowed to pass through the ports in the piston valve and in the piston valve seat, for
the reason that these ports are brought into coincidence with or opposite to one
another by the downward movement of the piston valve. This mingling or carburet-
ting is aided by the dome-shaped upper portion of the piston valve.
The quantity of air allowed to pass through the piston valve at each suction or
downstroke of the piston in the first or pump cylinder, as herein described, may be
regulated by regulating the amount of travel of the piston valve by means of the
hand-nut hereinbefore mentioned. The quantity of hydro-carbon sprayed into the
valve casing is increased or diminished according to the greater or less quantity of
air drawn in at each stroke of the first or pump piston, so that the degree of
carburation of the carburetted air supplied to the motor remains practically constant.
Instead of the carburetting apparatus first described, a carburetting device such as
described in the specification of my before mentioned application for Letters
Patent No. 15,98 dated the 15th day of November 1887 may be employed, in which
the air becomes carburetted by admixture with a supply of hydro-carbon induced
by the said current of air to flow up a capillary tube from the hydro-carbon reservoir
or one such as described in the specification of another application for Letters Patent
by me bearing even date herewith. Air carburetted as described is drawn through a
suitable hand starting valve into a jacket that partly surrounds the first cylinder
and thence it passes through the rotary valve into the space above the piston in the
first cylinder, and on the return or up-stroke of that piston, the charge is com
pressed and forced through the rotary valve into the space above the piston in the
second cylinder wherein explosion and expansion take place. In order to ignite the
charge, the piston in its downstroke is caused to uncover an igniting port formed
in the side of the cylinder and communicating with a tube kept hot by suitable mean
such as the flame of a lamp. When the motor is exposed to wind, draught, &c., a
in an open boat, the ignition of the charge may be effected by an electric spark.

page_text: If hot water be used in addition to the carburetted air, then before the completion
of the downstroke a valve is caused to open and a jet of hot water is projected into
the cylinder. The water thus introduced is converted into steam and increases the
pressure or volume of the contents of the cylinder.
When the downstroke has been effected, the contents of the cylinder pass through
the rotary valve into the third cylinder which is of greater diameter so as to still
further utilise the expansive force of the products of combustion. At the completion
of the downstroke of the piston in this cylinder, the contents escape through the
rotary valve into an exhaust chamber that partly surrounds the water reservoir in
such a manner that heat from the escaping gases is imparted to the water in the
reservoir.
When salt water is used, it is evaporated in the reservoir, and the resulting steam
is condensed in a condenser in which salt water on its way to the evaporating vessel
is employed as the condensing agent. The water obtained by condensation of the
steam is used as injection water.
For small powers, the third or expansion cylinder may be dispensed with, as also
the water injecting apparatus; the exhaust being then utilised merely to heat
the air.
In some small motors the inspirator may be dispensed with, and the air may be
caused to pass between a series of wicks for the purpose of carburetting.
For the purpose of transmitting motion from the motor to apparatus, it may be
needful to reverse or to stop frequently-as, for example, to a screw propeller, or to
the wheels of a tram-car or other vehicle-an arrangement is provided that I will now
describe by way of example as applied in connection with a screw propeller. In this
case the screw propeller (but in the case of a tram-car, it would be the driving wheel
or wheels) is fixed upon or otherwise connected with a shaft to be driven, hereinafter
called the second shaft. This second shaft is supported in bearings in a line with the
motor shaft, and its extremity nearest the motor enters a central recess or bearing
formed in the end of the motor shaft in such a manner that the said shaft is able to
rotate freely independently of the second shaft. On the motor shaft is fixed a grooved
friction wheel or a cog wheel in gear with a corresponding wheel fixed on another
shaft, hereinafter called the third shaft, which is provided also with a fly-wheel and
with another wheel in gear with two others that coinmunicate their motion to a whcol
mounted loosely on the second shaft. This last mentioned wheel consequently is caused
to rotate in an opposite direction to that of the motor shaft.
Between the wheel on the motor shaft and the loose wheel on the second shaft is a
double friction clutch capable of end wise movement along the second shaft, and which
can be actuated by means of a toothed segment and worm from a vertical shaft that
may lead up on deck in the case of a yacht, or be connected to suitable operating
devices under the control of the driver at either end of a tram-car.
When the clutch is in mid position, the second shaft is not rotated in either
direction. If the clutch be moved into gear with the wheel on the motor shaft, it,
and consequently also the second shaft, will, if the motor be running, be driven in the
same direction as its shaft; but if the clutch be moved into gear with the wheel that
is loose on the second shaft, that shaft will be rotated in an opposite direction.
The
Instead of cog or friction wheels, one, two, or more belts, chains, or ropes can be
used to transmit the power from the motor or first shaft to the third shaft, and thence
to the second shaft. In this case the wheels do not engage directly with one another
but are furnished with projections or teeth for engagement with the chains, etc.
two wheels transmitting the motion from the wheel on the third shaft to the loose
wheel on the second shaft are dispensed with, and a chain is passed around the loose
wheel on the second shaft and is caused to embrace as much as possible of the periphery
of the second wheel on the third shaft by being passed round another chain wheel or
tightening pulley preferably placed above the third shaft.
The mode of reversing by means of the clutch is the same as in the preceding
ition

page_text: '
The flywheel will always rotate in one direction: it is of small diameter, but is
speeded to attain a peripheral speed such as is usual with flywheels of larger
diameter.
By the means described, the direction of motion of a vessel, vehicle, or apparatus
driven can be reversed, or the motion stopped, without altering the direction of
rotation of or stopping the motor.
Dated this 20th day of January 1888.

page_text: Improvements in Hydro-carbon Motors.
1 EDWARD BUTLER, of Sandleford, Newbury, Berkshire, Engineer, do hereby
declare the nature of this invention, and in what manner the same is to ho per-
formed, to be particularly described and ascertained in and by the following
statement:
This invention relates to motors worked by explosion and expansion of a combustible
mixture of hydro-carbon vapour and air as referred in the specification of my former
application for Letters Patent No. 15598 dated 15th November 1887 with or without
addition of hot water; and my present improvements have reference to the construction
arrangement and mode of operation of such motors, and to the means for transmitting
rotary motion therefrom to a screw propeller or to other apparatus to be worked
thereby. According to one arrangement I construct a motor with three cylinders,
namely a first or pump cylinder: a second or explosion cylinder; and a third or
expansion cylinder. These three cylinders are arranged side by side vertically over a
horizontal crank shaft. In each cylinder works a piston that is suitably connected to
a crank on the said crank shaft. The cylinders are supported by suitable framing
rising from the casting or base plate of the motor which carries the crank shaft
bearings. Reservoirs are provided for hydro-carbon and for water; they are furnished
with partitions or haffle plates to prevent "wash."
Over the cylinders is mounted a valve box containing a balanced cylindrical rotary
distributing valve provided with suitable ports and passages and arranged to open
and close at the proper times the admission to and exhaust from the several cylinders
as will be hereinafter described. The necessary rotary movement is transmitted
to the valve by a chain driven from a crank shaft or by other suitable means.
On the down stroke of the piston in the first cylinder atmospheric air is drawn
through a jacket on one side of the second or middle cylinder, wherein it gets heated,
then partly around the valve box down within the jacket on the other side of the said
cylinder, thence through a pipe and then through an inspirator or carburetting device
hereinafter described. The carburetted air is drawn through a suitable hand starting
valve into a jacket that partly surrounds the first cylinder and thence it passes through
the rotary valve into the space above the piston in such cylinder, and on the return or
upstroke of that piston, the charge is compressed and forced through the rotary valve
into the space above the piston in the second cylinder wherein explosion and expansion
take place.
In order to ignite the charge the piston in its down stroke is caused to uncover an
igniting port formed in the side of the cylinder and communicating with a tube
kept hot by suitable means such as the flame of a lamp. When the motor is exposed
to wind draught etc., as in an open boat the ignition of the charge may be effected
by an electric spark. If hot water be used in addition to the carburetted air, then
just before, at, or after completion of the downstroke a valve is caused to open and a
jet of hot water is projected into the cylinder.

page_text: The water thus introduced is converted into steam and increases the pressure or
volume of the contents of the cylinder.
When the downstroke has been effected, the contents of the cylinder pass through
the rotary valve into the third cylinder which is of greater diameter than the second
wherein the expansivo force of the products of combustion are further utilized. At the
completion of the downstroke of the piston in this cylinder, the contents escape
through the rotary valve into an exhaust chamber that partly surrounds the water
reservoir in such a manner that heat from the escaping gases is imparted to the water
in such reservoir.
For small powers the third or expansion cylinder may be dispensed with, as also the
water injecting apparatus, the exhaust being then utilized merely to heat the air.
In some small motors the inspirator may be dispensed with and the air caused
to pass between a series of wicks saturated with hydrocarbon for the purpose of being
carburetted. Any suitable arrangement of gearing may be employed, for the purpose
of transmitting motion from the motor to apparatus it may be needful to reverse or
to stop frequently as, for example, to a screw propeller. A convenient arrangement
of apparatus for the purpose is hereinafter described.
In the accompanying nine sheets of illustrative drawings
:-
Figs. 1 and 2 are respectively a central vertical longitudinal section and an end
elevation of a hydrocarbon motor constructed according to this invention shewn applied
to the screw shaft of a vessel.
Fig. 3 is a central vertical cross section thereof taken through the second or
explosion cylinder.
Fig. 4 is a front elevation of the motor with the reversing mechanism omitted.
Fig. 5 is a vertical longitudinal section of a rotary distributing valve and part of
the adjacent upper ends of the three cylinders.
Figs. 6, 7 and 8 are cross sections on the lines A B, OD and E F respectively of fig. 5.
Figs. 9, 10 and 11 are central longitudinal sections, Fig. 9 illustrating an improved
construction of carburetting device; Fig. 10 an improved construction of igniting
device or "hot tube : "and Fig. 11 apparatus for injecting water into the second or
explosion cylinder. The same parts are marked with the same reference nunerals in
all the figures where they occur. Referring to figs. 1 to 8 inclusive 1 is the first or
pump cylinder 2 the second or explosion cylinder; and 3 the third or expansion
cylinder; they are arranged vertically side by side in line over a horizontal crank
shaft 4 and are supported by a framing 5 carried by the hed plate 6 which also carries
the crankshaft bearings 7. 1, 2 and 3 are trunk pistons connected in the ordinary
manner as shewn to three cranks on the crank shaft, and arranged to work in the
three cylinders 1, 2 and 3 respectively which are open at their lower ends. The
cylinder 2 is provided on each side with a jacket (fig. 3 and 7) enclosing a chamber 8
through which air passes and becomes heated on its way to the carburettor; the
cylinder 1 is also provided with a similar jacket and a chamber 9 (fig. 1 and 6)
through which the carburetted air passes on its way to the rotary valve hereinafter
described.
10 is a cover common to the three cylinders and constructed to form a casing for a
balanced rotary distributing valve 11 which controls the passage of fluid to and from
the three cylinders above which it is horizontally arranged as shewn. This valve is
formed with four ports and passages 12, 13, 14 and 15 for controlling the supply and
exhaust of fluid to and from the three cylinders 1, 2 and 3 respectively. The
cover 10 of the cylinders is formed with three sets of duplicate passages 16, 16
and 16 which serve alternately as admission and exhaust passages to the cylinders 1, 2
and 3 respectively. Each set of supply and exhaust ports or passages in the valve
are brought alternately at the proper times, into communication with the corre
sponding pair of passages leading to the cylinder above which the part of the valve
in which they are formed, is located. The rotary valve 11 is guided and supported
in its casing by four cylindrical portions 17 which may each be provided with
circumferential grooves 18 on their bearing surfaces for aiding lubrication and of
effecting a tight joint between the several ports. Referring to fig. 5 the pump

page_text: piston 1ª is shewn as having just completed its upward or compression stroke and the
ports 13 of the rotary valve as having just cut off communication between the
cylinders 1 and 2; the piston 2ª is shewn as having made about one sixth of its down-
stroke and is on the point of uncovering the ignition port 31, the communication
between the cylinders 2 and 3 through the ports 14 being closed; and the piston 3ª
is shewn as having performed about one sixth of its upstroke the contents of the
cylinder 3 exhausting through the ports 16 and the ports 15 of the rotary valve into
the exhaust pipe 19. As will be seen from the drawings the construction of the valve
is such that those parts of it which are exposed to the same pressure are so arranged
that such pressure acts equally in opposite directions, so that the valve is perfectly
balanced both end wise and transversely. The rotary valve 11 is rotated at half the
speed of the crankshaft by means of a chain 20 passing over chain wheels 21 and 22
mounted on the valve spindle and the crankshaft respectively.
The rotary valve may be provided with four or other even number of sets of
admission ports and a corresponding number of exhaust ports for each cylinder. In
this case it may be revolved at a proportionately less speed relatively to the crank
shaft.
The air to be carburetted is drawn by the suction produced by the downstroke of
the piston in cylinder 1, through an opening 23 (Fig. 3) into the chamber 8 on one
side of the cylinder 2 then through a passage 24 in the valve casing 10, through the
chamber 8 on the opposite side of the said cylinder 2.
The air thus becomes heated and is drawn through a pipe 25 into a suitable
carburetting device 26 which may be of either of the forms described and illustrated
in the specifications of former applications for Letters Patent filed by me dated
15 November 1887 No. 15598, and 6 February 1888 No. 1780 or of the form herein-
after described and shewn. In Fig. 4 an inspirator or carburettor is shewn provided
with two capillary tubes that communicate with reservoirs of hydrocarbon of different
specific gravities the lighter hydrocarbon being used at starting only to heat the
motor; a cock is provided for controlling the communication with each tube.
27 is one of the tanks for hydro-carbon; it is shown provided with baffle plates or
partitions 28 to prevent "wash" when used on a vessel. 28ª is a pipe for conveying
the carburetted air from the carburetting device to the chamber 9 partly surrounding
the cylinder 1 and which is in communication with the interior of the rotary valve as
shewn in fig. 5.
29 is a throttle valve connected to a hand lever 30 whereby the passage of
carburetted air through pipe 28" may be controlled. 31 is an ignition port in the
cylinder 2; it is in communication with an igniting device of any suitable con-
struction. Figs. 2 and 10 illustrate an igniting device or hot tube that may
advantageously be employed and comprising a tube 32 one portion of which passes
into and extends upwards within a chimney 33 where it is heated by the flame of a
lamp 34. To increase the temperature of the flame air may be driven up around the
lighted end of the wick by means of a fan driven by clockwork, whilst to prevent
charring of the wick, a bonnet or hood may be arranged over the wick as shewn. The
tube is closed at its upper end, whilst its lower end is open and communicates with
the interior of the cylinder 2 by a tubular plug 35 to which it is connected by a screw
gland or nut 36. 37, 37, are washers and 38 a sleeve of non conducting material
such as asbestos for insulating the tube from the plug and thus preventing loss of
heat therefrom by conduction to the metal of the plug and cylinder. The tubular
plug 35 which is enlarged at its outer end and screws in a hole formed in the side of
the cylinder 2 is provided near its inner end with a number of small holes 39
that place its central passage in communication with the interior of the
cylinder 2; it is also provided with a flaring flange 40 that serves to deflect
part of the combustible charge from the cylinder 2 through the said holes and
into the hot tube 32. When the piston in its descent uncovers the top edge
of the port 31, a portion of the compressed combustible charge will rush in
through the holes 39 and into the hot tube forcing any dead or inert gases that may
have remained in the tube from the previous explosion to the upper end thereof. By

page_text: this construction when the piston uncovers the enlarged mouth 31* of the plug 35,
the ignited contents of the tubes 35 and 32 will rush out and immediately ignite the
charge in the cylinder, premature ignition through the holes 39 being prevented by
making these holes too small to pass flame. The lamp chimney 33 is lined with a
non conductor of heat such as asbestos, a wrapping of similar material is also placed
between the chimney and the gland or nut 36 to prevent loss of heat from the hot
tubo. 41 is a port through which hot water is injected into the cylinder 2 in the
form of fine spray or mist just before, at or after the piston therein has completed its
down stroke. This spray or mist is produced by a force pump 42 (fig. 3) and a spray
producing valve or device shewn in fig. 11. The plunger 42 of the pump is operated
by one armi 43 of a lever, the other arm 43° of which carries an auti friction roller 44
and is acted upon at the required times by a cam 45 on the crankshaft. The length
of stroke of the pump plunger may be adjusted by means of a spring 46 and a hand-
nut 47 screwing into a bracket fixed to the framing of the motor. 48 is a tank to
which water is supplied through a pipe 49 from any suitable source it may be heated
by the exhaust products of combustion as will be hereinafter described and is provided
with baffle plates or partitions to prevent "wash." The pump draws its supply from
this tank and forces the heated water through a pipe 49ª into the injection or spraying
device fig. 11 and thence into the cylinder.
The pipe 49 may be provided with a three way cock (not shewn) by means of
which the water delivered by the pump may be directed back into the water tank
when starting the motor. 50 is a hand lever for controlling the flow of water to the
pump. The injection or spraying device to which the pipe 49" is secured comprises a
tube 51 screwed within a hole in the cylinder 2. This tube 51 is provided with a
seat for a conical valve 52 capable of opening inward as shewn. The valve stem is
provided with guide ribs 53 and with a perforated disc or cross shaped guide 54
arranged to work in the enlarged outer end of the tube 51. 55 is a spring which
bears at one end against a seat in the tube 51 and at the other end against the
perforated disc 54 and has a constant tendency to close the valve 52 against its seat.
The water forced through the pipe 49" by the pump passes through the perforated
disc 54 and forces the valve 52 away from its seat against the tension of the spring
and then passes into the cylinder 2 in the form of fine spray or mist. This spraying
or pulverizing of the water is promoted by so relatively arranging the valve and the
end of the tube 51 that the thin sheet of water issuing between them is caused to
impinge upon the edge of the port 41 as shown. The quantity of the water thus
injected is so regulated as to just absorb the heat which would otherwise be lost
through the walls of the cylinder. Water has herotofore been injected into the
cylinders of hydrocarbon motors but this has been done either before ignition of the
charge in which case it has necessitated the use of a larger proportion of hydrocarbon
or just after ignition in which case the temperature and the combustion of the gases
have been impaired. By introducing the water to the cylinder just before at or after
the completion of the downstroke of the piston the above mentioned disadvantages are
obviated, part of the heat of the hot gases and heated cylinder being usefully
employed in converting the water spray or mist into steam and increasing the
pressure of the hot gases which may then be used in another and larger cylinder
No. 3; overheating of cylinder 2 is prevented and a water jacket is also dispensed
with. The operation of the motor is as follows:-On the down stroke of the piston
air will be drawn through the carburetting device and through the pipe 28" into the
chamber 9 partly surrounding the cylinder 1 and thence through the supply ports
and passage 12 of the rotary valve 11 and the passages 16 in the cover 10 to the
cylinder 1 above the descending piston. On the completion of the downstroke of this
piston the rotary valve will cut off communication between the cylinder 1 and the
pipe 28 and the carburetted charge in the cylinder 1 will be compressed on the up
stroke of the piston. When the piston has performed about three fourths of its
upstroke the ports and passages 13 in the rotary valve are brought into communi-
cation with the passages 16 of cylinder 1, and with the passages 16ª of cylinder 2;
the compressed charge will then be forced from cylinder 1 through passages 13

page_text: .
through the hollow spindle of the rotary valve and through the passages 16ª into
cylinder 2 above the piston 2ª which is then commencing its downstroke. When this
piston 2 has made about one sixth of its downstroke, the rotary valve will cut off
communication between the cylinders 1 and 2 and immediately afterwards the
piston 2ª will uncover the port leading to the small holes 39 in the tube 35 leading to
the hot tube and part of the combustible charge will pass into such tube so that
immediately the piston uncovers the ignition port proper 31* flame will pass out of
such port and ignite the compressed charge the explosion of which will drive the
piston 9 to the end of its downstroke. By thus allowing part of the combustible
charge to pass into the hot tube in advance before the piston uncovers the ignition
port the difficulty hitherto experienced in igniting the charge when a piston passes
rapidly over and uncovers such ignition port, is obviated. Just before the piston 2
completes its downstroko the pump 42 will be operated and a spray of water will be
injected in cylinder 2 in the manner and for the purpose hereinbefore described.
When the piston 2 has completed its downstroke the ports and passages 14 of
the rotary valve will be brought into cominunication with the passage 16" of cylinder 2
and with the passages 16' of cylinder 3 respectively. The gases under pressure in
cylinder 2 will then pass into the larger cylinder 3 in which they will be further
ntilized in propelling the piston in such cylinder and which will be then commencing
its down stroke. On the completion of the downstroke of piston 3ª communication
will be cut off between cylinders 2 and 3, and during the upstroke of the said
piston the contents of cylinder 3 will exhaust through the ports 15 of the rotary
valve, which will be then in communication with the passages 16b and through the
pipe 19 into the exhaust chamber 19ª surrounding the water tank 48.
The spent gases may advantageously be caused to enter the said exhaust chamber
at the point furthest from the water inlet into the tank, and then to pass along on
both sides and underneath the said tank in the opposite direction to the flow of the
water. By this means the water will be efficiently heated before injection into the
cylinder 2. The waste gases finally escape out of the exhaust chamber by any con-
venient conduit. The improved form of carburetter illustrated in Fig. 9 comprises a
casing 26 through which the heated air is drawn; it is constructed with a cylindrical
portion having an annular port and passage 56. 57 is a piston valve formed with
ports 58 that can be brought opposite the annular port 56 or be moved out of line
therewith by the downward or by the upward movement (as the case may be) of the
valvo.
The space below the piston valve is in constant and free communication with the
outlet end of the casing.
The pressure of the air upon the top of the piston valve when a partial vacuum is
formed below the same by the suction or downstroke of the piston in the pump
cylinder 1 tends to force down the piston valve. This downward tendency of the
valve is opposed by the upward pressure of a spring 59 arranged to bear against a
cap 60 fixed on the stem 61 of the piston valve.
The tension of the spring and consequently the downward movement of the piston
may be regulated by means of a graduated hand nut 62 upon which the spring
rosts. A shoulder 61ª on the stem 61 prevents the piston valve rising too high. The
casing 26° is provided with a tubular extension 26d which dips into the hydrocarbon
reservoir 27 and is furnished with an inlet valve 63. In this tubular extension works
a tubular plunger 64 projecting from the underside of the piston valve. This tubular
plunger is open at both ends and in its lower end is provided a seat for a valve 65
that opens upward and is rigidly connected by a stem 66 with another valve 67 that
also opens upward and is capable of closing upon a seat formed on the upper end of
the tubular plunger. When the piston valve and tubular plunger move upward the
inlet valve 63 will open and admit a quantity of hydrocarbon to the interior of the
tubular extension and when the piston valve and plunger are caused to move down-
ward the hydrocarbon will be forced to ascend within the plunger and issue at its
upper end in the form of a thin annular stream of spray produced by the conical
formation of the upper valve 67. This spray mingles with and carburets the inrushing
B

page_text: air which then passes through the ports 58 and 56; which will then be brought into
communication with each other by the downward movement of the piston valve. The
mingling of the air with the hydrocarbon spray is promoted by the concave spherical
form of the inner surface of the upper part 57 of the piston valve. The quantity of
air allowed to pass through the piston valve at each suction or downstroke of the
pump piston may be regulated by adjusting the travel of the piston valve by means
of the graduated hand nut 62. The quantity of hydrocarbon sprayed into the valve
casing will also at the same time be increased or diminished according to the quantity
of air drawn in at each stroke of the pump piston.
By this means the degree of carburation of the air supplied to the motor remains
practically constant.
In Figs. 1 and 2 the motor is shewn provided with an improved arrangement of
reversing gear which is employed to transmit the power of the motor crankshaft to a
second shaft 68 which may be the propeller shaft of a yacht or vessel. This second
shaft 68 is placed in line with the crankshaft its inner end being arranged to enter
and rotate freely in a bushed recess 69 formed in the adjacent end of the crankshaft.
On this end of the crankshaft is keyed a toothed wheel 70 arranged to gear with a
pinion 71 loosely mounted on a shaft 72 which is supported by standards 73 as shown.
Upon the shaft 72 are also loosely mounted a heavy flywheel 74 of small diameter,
and a pinion 75. The flywheel 74 and the pinions 71 and 75 may as in the example
shewn be formed in a single piece or casting. The pinion 75 is in gear with two
pinions 76 that are carried by shafts supported in the standards 73 and are in gear
with a toothed wheel 77 loosely mounted on the shaft 68. 78 is a double ended
conical friction clutch keyed by a feather to the shaft but capable of being moved
end wise thereon to engage with one or the other of the wheels 70 and 77 by the
operation of a hand lever 79. This hand lover is fulcrumed on a transverse shaft 80
on which are fixed two arms 81 passing up one on oach side of the central portion
of the clutch and each provided with an anti-friction roller 82. The hand lever is
provided with an outer tubular sleeve 83 and with a hand nut 84 which latter on being
screwed downward on a screwed portion of the lever, serves to force the tubular
sleeve tightly against the upper surface of a quadrant 85 and thus to secure the lever
in any desired position. When the clutch is in its mid position, the shaft 68 will not
rotate in either direction, but if the clutch be moved into gear with the wheel 70,
it and consequently also the shaft 68 will be caused to rotate in the same direction
as the motor crankshaft. If the clutch be moved into gear with the wheel 77 the
shaft 68 will be caused to rotate by the gearing described in an opposite direction to
that of the motor crankshaft.
Thus by the arrangement described the direction of rotation of the shaft 68 may
be reversed when required without the necessity of stopping or reversing the motor.
The gear wheels may be toothed wheels with ordinary spur teeth or with other suitable
form of teeth, or they may be grooved friction wheels.
In some cases a fly wheel geared to revolve more rapidly than the crankshaft as
shewn may be employed without the remaindor of the reversing gear, the crankshaft
then driving correct.
Having 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 :-
1. The combination and arrangement in a hydrocarbon motor of three cylinders,
namely, one into which combustible mixture is compressed, a second cylinder in which
the combustible charge compressed in the first is ignited, exploded and expanded and
a third cylinder in which the products of combustion that have done duty in the
second cylinder are further utilised, all these cylinders being arranged side by side
and provided with pistons working on to a common crank shaft, and a distributing valve
substantially such as described adapted to automatically control the pasaage of Huid to
and from the respective cylinders.
2. In a hydro carbon motor the combination and arrangement substantially in the

page_text: manner described of two cylinders, namely, one into which the combustible mixture
is compressed and a second cylinder in which the combustible charge compressed in the
first cylinder is ignited exploded and expanded, the cylinders being arranged side by side
and provided with pistons working on to a common crank shaft; and a distributing valve
substantially such as described adapted to automatically control the passage of fluid
to and from the respective cylinders.
3. In a hydro carbon motor constructed with a working cylinder in which the
charge is exploded and another or expansion cylinder in which the products of com-
bustion that have done duty in the said working cylinder are further utilised
causing water to be injected in the form of fine spray into the first named or
working cylinder just before, at or after the completion of the working stroke
of the piston in such cylinder substantially in the manner and for the purpose
set forth.
4. The improved hydro carbon motor constructed arranged and operating sub-
stantially as hereinbefore described with reference to and shewn in Figures 1
to 8 inclusive of the drawings annexed whether with or without the reversing
mechanism.
5. In an engine of the kind hereinabove described the use of a fly wheel geared to
make a greater number of revolutions than the crank shaft from which it is driven
substantially as described.
6. In a hydro carbon motor my improved carburetting device or apparatus con-
structed arranged and operating substantially as herein before described with reference
to and shewn in Figure 9 of the drawings annexed.
7. For use in a hydrocarbon motor of the kind herein described my improved
igniting device or apparatus constructed arranged and operating substantially as
hereinbefore described with reference to Figure 10 of the drawings annexed.
2000
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C.,
Agent for the Applicant.