Improvements in Gas and Hydrocarbon Motor Engines.
Year: 1891

page_text: Date of Application, 27th Jan., 1891
Complete Specification Left, 27th Nov., 1891-Accepted, 27th Feb., 1892
PROVISIONAL SPECIFICATION.
Improvements in Gas and Hydrocarbon Motor Engines.
I GEORGE WILLIAM WEATHERHOGG, Engineer, of Swinderby in the County
of Lincoln do hereby declare the nature of this invention to be as follows :-
My invention relates to motive power engines operated by an explosive mixture
of atmospheric air or other gas, capable of supporting combustion combined with
the vapour of benzoline, naptha, crude petroleum or other hydrocarbon oils such as
the ordinary petroleum of commerce paraffin or coal gas.
The principal features of the invention are (a) In improved means or apparatus
for vaporizing the petroleum, (6) In improved means or apparatus for creating a
Bunsen flame for heating the vaporizers and firing the combustible charges, (c) In
preventing unevaporated petroleum passing into the power cylinders, (d) In
improvements in the construction of vapour admission valves for hydrocarbon
engines, (e) In maintaining the power cylinders at an uniform temperature, (/) In
improvements in the construction of the timing or firing valves of such engines,
() In improvements in the construction and arrangement of the air and exhaust
valves, and (4) In improved means for starting hydrocarbon engines, or coal gas
motors, and an improved air governor.
The improvements are in part applicable to motors operated by coal gas, and
part to those operated by petroleum or hydrocarbon vapour, the applicability of
the several parts to each of which will be shewn in the following description
irrespective of the cycle of operation.
In one arrangement the apparatus for vaporizing the petroleum consists of a
flame heated coil placed alongside or in close proximity to a vapour and mixing
chamber, similar to those described in the Specification of Letters Patent granted
to me dated 14th May/89, No. 8013, which as there shewn is worked in conjunction
with a second vaporizing chamber placed in the exhaust box, but instead, of using
a series of elongated pipes or tubes as therein described, I now prefer to construct
this part of the apparatus of a single cylindrical or other shaped vessel of sufficient
capacity to vaporize or heat a considerable portion of the petroleum on its way
from the pump to the flame heated vaporizer, having a removable central core
arranged whereby the oil passes along the sides of the heater in thin sheets or films,
the core being made of a porous substance through which the oil is forced for the
purpose of collecting any impurities and preventing their passing into the flame
heated vaporizer: This latter arrangement is more especially applicable when crude
petroleum or other thick oils are used and in some cases such as when light oils are
employed may be dispened with.
According to my present invention I construct a flame heated vaporizer with a
flat, circular, conical or other shaped hanging vessel, preferably fitted with a central
core or tube, when so arranged the outer end of this core or tube is fitted to the
outer vessel by a head piece, or other equivalent means: the supply pipe is arranged
so as to force the oil through this tube or core when it impinges against the heated
sides of the outer vessel and becoming rapidly vaporized thereby passes from thence
into the air and vapour mixing chamber. or direct into the combustion chamber as
desired. This vaporizer is suspended over the flame of a Bunsen burner and con-
nected to the air and vapour mixing chamber, or to a portion of the combustion
chamber as desired, and made so as to be easily removable therefrom. The parts
being thus arranged, that is to say, connected by one side or one end only; are not
materially affected by unequal expansion which adds considerably to the durability
of the apparatus.
In the use of these vanorizers I find that unless they be worked in conjunction

page_text: with a second heater or those in which the oil is partially vaporized by heat evolved
from the combustible charges, owing to the high temperature to which they have to
be subjected, in order to vaporize sufficient oil for working the engine, that the
parts exposed to the direct action of the heat are subject to considerable oxidation
unless they be made of such materials as are not materially affected by heat: to
overcome this defect I'make the parts more subject to the direct action of the
flames of platinum, steatite, or magnesium, or an alloy of copper and tin known as
bellmetal. Or minerals known as china clay, or a mixture of clay and graphite
known as crucible mixture may advantageously be employed therefore.
The durability of a flame heated vaporizer in a hydrocarbon engine is in a
measure dependent on the humidity of the vapour, I find in practice there is a
dryness of the gaseous vapour requisite to produce economic working which if
exceeded not only causes oxidation but an unnecessary heating of the engine, hence
it follows when the motor is adjusted to work at its normal power and the work
suddenly becomes intermittent or when the governors shut off or vary the vapour
and oil supplies, the pent up vapour, which for the time being is scaled in the
vaporizer, partly by the stoppage of its outlet and partly by the pressure of oil in
the supply pipe, suddenly loses its humidity and an increase of temperature and
pressure immediately ensues, which tends to force the vapour back up the oil
supply pipe, during which period the vaporizer becomes partially emptied and
oxidation immediately sets up whereby the oxides are forced into the engine cylinder,
which is very detrimental thereto. This defect increases in proportion to the power
of the engine, to overcome which I sometimes employ a small relief valve placed
either upon the vaporizer or in close proximity thereto, so arranged, whereby when
the vapour supplies to the engine are cut off that the pent up vapour partly escapes
by the relief valve instead of flowing back up the oil supply pipe; To accomplish
this object more effectually it will be found advisable to place a small air vessel
upon the oil supply pipe and contract the piping either by packed wires, as described
in my previous Patent No. 8013 of 89, or contract the orifice of the inlet to the
vaporizer so that the oil is forced through at a considerable pressure: The oil
which is stored up in the air vessel being slightly above the pressure of the relief
valve re-expands when the main supplies are varied or cut off and flows into the
vaporizer in a spray, or volume equal to that of the vapour escaping by the relief
valve, by which means the humidity of the vapour is kept practically constant.
It will be obvious that if the oil supply pipe be packed at the part nearest to the
vaporizer and packed or contracted at the other end, that if made of sufficient
capacity the pipe itself will act as an air vessel or elastic medium.
The apparatus or lamp for creating a Bunsen flame is of the type known as
pressure burners and composed of a cylindrical annular ring or coil having one end
bent upwards which directs the oil through the ring or coil to a small retort or
heater placed upon the said ring or coil, this coil or chamber is connected to a
regulating tap through which the oil is blown by a slight air pressure: But in
order to produce a silent or comparatively noiseless flame, without the usual
pulsations and fluctuations in the flame, or colour of such flames, I employ the
following novel device consisting of a small closed air chamber or vessel, which I
term the "equilibricating" chamber, the part above referred to is connected to this
chamber by a short length of packed piping having suitable perforations therein;
This chamber is connected to an oil reservoir by another packed tube communicating
with the lower part thereof and the upper part of the equilibriating chamber, it
also having suitable perforations therein. Another tube leads from the upper part
of the equilibriating chamber into the upper part of the oil-reservoir, the latter
tube has a needle valve or other regulated opening, which is for the purpose of
regulating the flow of air and oil, and the pressure and colour of the flame. Air at
a slight pressure above the atmosphere is blown in the oil reservoir which lifts the
oil into the equilibriating chamber, more or less according to the valve adjustment.
The air then passes through the upper part of the short length of packed pipe
which causes an induced current and sucks up the oil from the equilibriating chamber

page_text: which becomes atomised as it passes through the latter pipe, it then travels through
the annular ring, or coil, where it becomes heated and issues therefrom in the form
of spray or a heavy vapour, which strikes against the sides of the retort or heater
and becomes gasified, from whence it burns with a steady and non-luminous flame,
which may be employed for both heating the vaporizer and the igniting tube of the
engine; or like purposes.
The air blast for feeding the lamp may be created by any known means but I
preferably employ a small air forcing pump therefor which may be geared to the
main driving shaft, or to a countershaft of the engine, by a crank and connecting
rod, the crank being arranged to turn upon its driving shaft. either way about,
having a pawl and ratchet connected therewith, by which means when it is desired
to work the pump by hand, the crank is free to turn in the direction to that which
the shaft turns when the engine is in work.
In order to produce an uniform pressure of air it is expedient to place either a
small relief valve, an indiarubber bag, or other collapsible vessel between the pump
and oil reservoir, and for starting purposes a small reservoir of compressed air may
advantageously be employed therefor. To start the lamp the retort or heater must
be heated by the flames of a lamp, or by placing some light oil or spirit in a small
tray below the burner which is burnt in the usual manner.
In hydrocarbon engines having a separate air and vapour mixing chamber
combined with a flame heated vaporizer. Or those in which the vapour is admitted
direct into the combustion chamber, I find at times there is considerable difficulty
in starting to work owing to mevaporated petroleum passing into the power
cylinders or combustion chambers and preventing ignition of the combustible
charges therein, chiefly due to the coldness of the engine. To overcome this defect
I place a drain pipe or cock, underneath the vapour inlet valve, which when open
permits the unevaporated oil to pass into the atmosphere, or into a small vessel
which may be emptied from time to time.
In constructing the vapour admission valves of petroleum and similar engines I
arrange them whereby the vapour passes from the vaporizer through a fine needle
or other regulated opening formed within the admission valve; the vapour then
passes by suitable channels to the underside of the admission valve, the pressure of
which tends to keep the valve on its seat and prevents leakage thereby, when upon
the opening of the valve the vapour rushes through a perforated plug into the air
and vapour mixing chamber, or direct into the combustion chamber, according to
form of engine to which it is applied.
In order to maintain an uniform temperature in the cylinders of petroleum and
similar engines whereby the walls of the cylinder are not overheated nor so cooled
when working as to produce condensation of the combustible charges during com-
pression of the charge, I may cause forced circulation by means of a pump which is
arranged to force a continuous supply of water through the water jacket space when
the engine is in full work and stop the flow of water into the jacket when not
exploding: This may be accomplished by placing the pump under control of the
governor of the engine: I prefer however to both work the pump and control its
supply by the pressure of the exploding gases. When so arranged the pump is
preferably composed of a small cylinder of two diameters in the smallest part of
which the plunger works having a head or piston working into the upper part, the
part in which the piston works may be closed by a cover, and communicates with
the power cylinder by a pipe or passage which is opened by the power piston
slightly before the termination of its stroke, when the exploding gases force the
plunger downwards and deliver a volume of water into the jacket space of the
engine. The plunger is lifted by a weight or spring and provided with suction and
delivery valves, a passage opening outwards from the lower part of the cylinder
prevents back pressure and prevents any leakage of water to pass away. Or an
ordinary lift or mushroom valve held against a seating having a chamber opening
into the working cylinder may be employed therefor the spindle of this valve
striking the plunger or lever of an ordinary force pump at such times as when the

page_text: engine is exploding. When so arranged this valve may be advantageously
employed as an auxiliary exhaust release valve, a suitable outlet passage being
arranged therefor.
In compression gas and hydrocarbon engines in which the charges are fired by
means of a heated tube or other igniting body and the timing of the ignition is
effected by means of a lift or piston valve, the said valves are usually held up to a
seating by means of a lever or spring against the pressure of the compressed
charges for preventing premature ignitions, such arrangement however has a
tendency to force the valves from their seatings and so accelerate the premature
ignitions by leakage past the valve seating. Moreover, in cases where to obviate
this defect attempts have been made to close such valves upon a seating by the
pressure of the compressed charges aided by a lever and spring, it has been found
that during the period which clapses between the striking of the valve head by the
exploding charge and the time occupied for it to fall upon its lower or opposite
seating that a considerable leakage of the burning gases escape by the valve into
the atmosphere and causes an objectionable smell especially in an hydrocarbon
engine.
According to my present invention whatever be the special construction of lift
valves employed for timing the ignitions I so arrange them that when closed during
compression of the combustible charges the full force of the compression always
acts upon the underside of the valve head forcing it upon its seating (instead of
from it as heretofore) thus preventing leakage and the liability of premature
ignitions thereby: A small annular or other chamber may advantageously be
placed around a portion of the valve stem to receive any leakage which might
follow an explosion, by which means outer leakages or any objectionable smells are
prevented.
:
In hydrocarbon engines having a separate chamber for mixing the air and gas or
hydrocarbon vapour before it passes into the power cylinder, I sometimes place the
air and exhaust valves both upon the mixing chamber whereby a considerable
portion of the heat from exhaust is taken up by the walls of this chamber, the
increment of heat being again imparted to the next incoming charges render them
more powerful, and effecting a saving of fuel thereby; When so arranged the air
and exhaust valves may be automatic in action or not as desired, and I employ a
separate charging valve, arranged between the air and exhaust valves and the
power cylinder This charging valve is preferably placed under control of the
governor the can of which is arranged to hold the valve open for exhausting both
the working products and atmospheric air when not exploding, and admitting the
air or air and gas or vapour to the power cylinder, one portion of the cam slides
upon its driving shaft and is connected to the governor lever. In some cases, such
as for engines of small power, I sometimes connect the spindle of the gas or vapour
inlet valve, and also the rod of petroleum supply pump to the charging valve lever,
by which means the motor may be operated by a single cam and lever, which
considerably simplifies and reduces the cost of construction in such engines: It
will be obvious that this arrangement is equally applicable to motors operated by
coal gas.
In order to aid starting an hydrocarbon engine to work I employ a storage
reservoir into which atmospheric air is pumped and temporarily retained therein
under a slight pressure, by means of a check valve, and I arrange a pipe or passage
from this reservoir to the air and vapour mixing chamber, or to the power cylinder,
when a separate mixing chamber is not employed. In this pipe or passage is
placed a valve or cock that can be opened by hand, or suitable gear during one or
more working strokes of the piston. When this arrangement is applied to motors
having a separate air and vapour mixing chamber a charge of compressed air is
passed through the mixing chamber into the power cylinder, the crank being turned
by hand for a portion of the piston's outstroke; The air is mixed with petroleum,
of hydrocarbon vapour, the pressure of which must exceed that of the compressed
air, when the admission and charging valves are closed and upon the opening of the

page_text: firing valve, above referred to, the charge is exploded giving impetus to the fly
wheel for starting the motor, which if not sufficient in the first instance the
operations may be repeated. To effect this object the reservoir may be charged
with atmospheric air by the power piston at such times as the engine was not
exploding when not at work, or by a small pump attached to the engine, for instance,
by the pump employed for charging a reservoir with compressed air for feeding the
heating lamp herein before referred to: As the air need not be more than a few
pounds pressure above the atmosphere, .e. not of sufficient pressure to start the
motor unaided by the explosive mixture, (as in engines hitherto similarly arranged
for the like purpose) the same storage reservoir may be employed as that used for
feeding the heating lamp; In some cases it will be found advantageous to heat the
air reservoir before starting the motor whereby the explosive mixture is less liable to
condense upon entry into the power cylinder, and in order to apply this arrangement
to motors in which separate air inlet valves are not employed with a mixing
chamber, or in cases where the charges are admitted direct into the power cylinder,
I place a valve or cock upon the ordinary air inlets, so arranged as to be closed
when the starting charges are passed into the cylinder and opened when the motor
commences to work, which may be done either by hand or suitable gear as desired:
Instead of mixing the compressed air with petroleum or vapour after the air has
left the reservoir I may pump a sufficient quantity of oil or vapour into the storage
reservoir which when heated forms an explosive mixture therein, it being then
passed through the mixing chamber or direct into the power cylinder, as the case
may be, and exploded therein as before stated: Or the mixture in the reservoir
may be so weak as not to be of an explosive nature and further permeated with
vapour upon its entry into the said mixing chamber or power cylinder.
It will also be obvious that in cases where it is required to start such engines, or
similar engines to work when operated by coal gas, that if sufficient gas be pumped
into the storage reservoir so as to make an explosive mixture, the latter may be
admitted into the power cylinder and exploded in the manner before described, or
that if the compressed air, or non-explosive mixture on its way from the reservoir
be permeated with gas compressed to a greater density than that of the reservoir it
may also be admitted into the power cylinder and exploded as last described.
In one modification of the seventh part of my invention (g) relating to hydro-
carbon engines by which the exhaust products of combustion are passed through a
mixing chamber in order to heat the walls of such chambers, whereby such heat is
again imparted to the next incoming charges. To effect the same object and further
simplify the construction of such motors I employ a compound lift or drop valve of
the piston type, having a head which drops upon a seating: This valve has suitable
ports and passages formed therein which work in a cylindrical casing having
corresponding ports cut therein for induction of air and the combustible mixture
and ejection of the exhaust products, it is operated by a cam and lever con-
nected to the governor of the engine-as previously described in this part of my
invention.
To regulate the speed of gas or hydrocarbon engines I employ an air pressure
governor consisting of a small concentric cylinder of two diameters in which are
placed two tightly fitting plungers connected together by a short rod, the outer
ends of each being open to the atmosphere; The larger plunger is held inwards
upon its seating by a spring; To one or other of the plungers is fixed a rod which
operates a sliding bowl, or a knife-edge striking bar, or equivalent device for
opening the gas or vapour and oil supplies to the engine: Near the inner end of
the smaller plunger is drilled a small hole communicating with the atmosphere in
which is fitted a coned regulating screw Another small cylinder, in which works
a reciprocating piston, communicates with the concentric cylinder by a passage
opening between the two above named plungers: This reciprocating piston may be
operated by any convenient working part of the engine. The action of this governor
is as follows:-
When the engine is working at its normal speed a fixed quantity of air is drawn

page_text: in between the two plungers and forced out through the cone regulated opening at
each stroke of the piston; when upon increased speed the air not being able to
escape fast enough through the conc regulated opening will lift the larger plunger
from its seat and draw the smaller one over, or partly over the cone regulated
opening, thereby momentarily closing or throttling the outlet of air through the
same, which causes the pressure to rise more rapidly, and instantly raise the
plungers whereby the rod or striking bar misses the gear opening the gas or
vapour and oil supplies, and failing to open them the speed of the engine will
become reduced.
In working motor engines in which the pistons are directly operated by the
combustion of air and hydrocarbon vapour, the latter being generated in separate
vaporizers without being admixed with air, similar to those described in
my previous
Patent No. 8013 of 189 I find in practice that the higher the pressure which the oil
is forced into the vaporizer the greater will be the economy in fuel, as the oil is
more completely consumed thereby. Moreover by these means vaporizers for
engines of considerable power, say 20 horse power and upwards, using ordinary
petroleum, may be sufficiently heated by the flame of the lamp employed for
heating the igniting tube; Now according to my present invention I construct the
vaporizers so as to work them at a pressure of from 2.5 to 5 or more atmospheres, a
pressure guage being preferably placed upon the oil supply pipe to indicate the work-
ing pressure of the oil; and in some cases, such as when very high pressures are used,
I may regulate the working pressure of oil by the governor of the engine, or by a
thermostat, the pump supplies and the vapour to the engine being simultaneously
cut off by the engine governor.
An engine embodying the above improvements may be made either single or
double-acting, and horizontal or vertical in form & applicable for either fixed, port-
able, or traction purposes.
Dated this 26th day of January 1891.
GEORGE WILLIAM WEATHERHOGG.
COMPLETE SPECIFICATION.
Improvements in Gas and Hydrocarbon Motor Engines.
I, GEORGE WILLIAM WEATHERHOGG, of Swinderby, Lincoln, in the County
of Lincoln, 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:—
My invention relates to motive power engines operated by an explosive mixture
of atmospheric air or other gas capable of supporting combustion combined with
the vapour of benzoline, naptha, crude petroleum or other hydrocarbon oils such as
the ordinary petroleum of commerce, paraffin or coal gas.
The principal features of the invention are (a) an improved means or apparatus
for vapourizing the petroleum, (b) an improved means or apparatus for creating a
Bunsen flame for heating the vapourizers and firing the combustible charge, (c) in
preventing unevaporated petroleum passing into the power cylinders, (d) improve-
ments in the construction of vapour admission valves for hydrocarbon engines,
(e) in maintaining the power cylinders at an uniform temperature, (f) improvements
in the construction of timing or firing valves of such engines, (9) improvements in
the construction and arrangement of the air and exhaust valves, (h) improved
means of starting hydrocarbon engines or coal gas motors, and an improved
governor. The improvements are in part applicable to motors operated by coal
gas, and part to those operated by petroleum or hydrocarbon vapour, the
applicability of the several parts to each of which will be shown in the following
description irrespective of the cycle of operation.

page_text: Referring to the six sheets of accompanying drawings which illustrate varicus
modes of carrying my invention into effect :-
Figure (Sheet 1) shows a part side elevation of an engine utilizing my
improvements.
Figure 2 (Sheet 2) is an end elevation of the upper part of Figure 1.
Figure 3 (Sheet 1) is a sectional elevation of my auxiliary heater or vapourizer
and Figure 4 is a front external elevation of the same.
Figure 5 (Sheet 2) shows in sectional elevation one construction of flame heated
coil or high pressure vapourizer.
Figure 6 is a section on the line Figure 2 showing on a larger scale the
vapour admission valve and mixing chamber as coupled to the vapourizer in a
manner to be hereinafter described.
Figure 7 (Sheet 5) is a vertical section of the heating lamp.
Figure 8 (Sheet 1) is an arrangement of water circulating pump part in section.
Figure 9 shows the starting gear arrangements in section.
Figure 10 (Sheet 3) is a longitudinal section and Figure 11 an end elevation of
a modified arrangement of charging and exhaust valve.
Figures 12, 13, 14, and 15 illustrate the cam arrangements for actuating the
valves.
Figures 16 and 17 are sectional views of my air pump governor.
Figure 18 is an clevation part in section of my vapourizing coil as modified from
Figure 5.
One arrangement of the apparatus for vapourizing the petroleum consists of a
flame heated coil placed alongside or in close proximity to a vapour and air mixing
chamber similar to that described in the Specification of Letters Patent granted to
me, dated 14th May 1889, No. 8013 which as there shown is worked in conjunction
with a second vapourizing chamber placed in the exhaust box, but instead of using
a series of elongated pipes or tubes as therein described, I now prefer to construct
this part of the apparatus of a single cylindrical or other shaped vessel of sufficient
capacity to vapourize or heat a considerable portion of the petroleum on its way
from the pump to the flame heated vapourizer, having an easily removable central
core arranged whereby the oil passes along the sides of the heater in thin sheets or
films, the core being made of or filled with a porous substance through which the
oil is forced for the purpose of collecting any impurities and preventing their
passage to the flame heated vapourizer. This latter arrangement is more especially
applicable when crude petroleum or other thick oils are used, and in some cases,
such as when light oils or ordinary petroleum of commerce are employed, it may be
dispensed with. The exhaust heated or auxiliary vapourizer is shown at Figures 3
and 4 in section and front elevation. The exhaust enters at a and discharges at a¹
and it heats up the metal casing 63 which contains the core 1. The oil is pumped
in at and the end & discharges it in a partly vapourized state to pass to the flame
heated vapourizer herein referred to. The core is arranged to form intersticial
spaces, and is arranged as shown to be readily removable by taking off the cover or
connection 4.
According to my present invention I construct a flame heated vapourizer (see
Figures 5, 6 and 18) with a flat, circular, conical or other shaped hanging vessel
as c, Figure 5, preferably fitted with a central core or tube el and when so arranged
the outer end of this core or tube is fitted to the outer vessel e by a head piece as
shown or equivalent contrivance. The supply pipe, indicated in dotted lines at c',
Figures 1 and 5, is arranged to force the oil through the tube or core c¹ by way of
the spiral or screw groove when it impinges against the heated sides of the outer
vessel c, as well as the surface of c', and so becoming rapidly vapourized passes
thence into the air and vapour mixing chamber by way of the aperture and the
pipe or passage e Figure 6. Or the vapour may be passed direct into the com-
bustion chamber if desired.
This vapourizer is suspended over a flame of suitable character, and this flame
may pass into the interior of the core vessel c¹ at d and discharge at d. The

page_text: vapourizer is connected to the air and vapour mixing chamber or to a portion of
the combustion chamber as desired and made so as to be easily removable therefrom,
the parts being thus arranged, that is to say connected by one side or one end only,
are not materially affected by unequal expansion which adds considerably to the
durability of the apparatus.
The method of coupling the flame heated vapourizer to the mixing or other
chamber is clearly shown at Figures 1 and 2 and 6, where the chamber c has a
bored and faced extension piece c³ which slips on the turned piece e¹ and is securely
pressed home to a shoulder and fastened by the nut e² on the screwed end e'. The
aperture thus communicates with the passage e which leads to the air and vapour
mixing device A, Figure 6, but this device with its valves and other details is fully
described in my previous Patent hereinbefore referred to, and forms no part of this
present invention.
In Figure 18 I show another mode of constructing the vapourizer, and here the
flame heats up the external vessel c as shown, and the oil is pumped in at c passes
round the groove c³ in the central core c¹ and is discharged in a vapourized state at
the central aperture to be retained by the valve of the mixing chamber at a high
pressure until required to mix with the air charge of the engine.
r
A suitable arrangement of non-conducting hood is indicated as enclosing the
vessel and the flame, and here also it is to be noted that the vessel and its
core is secured by screwing or flange attachment at one end.
In the use of these vapourizers I find that owing to the high temperature and
pressure to which they have to be subjected, in order to vapourize sufficient oil for
working the engine, that the parts exposed to the direct action of the heat are
subject to considerable oxidation unless they be made of such materials as are not
materially affected by the heat.
The durability of a flame heated vapourizer in a hydrocarbon engine is in a
measure dependent on the saturation of the vapour. I find in practice there is a
dryness of the gaseous vapour requisite to produce economic working, which if
exceeded, not only causes oxidation but an unnecessary heating of the engine,
hence it follows when the motor is adjusted to work at its normal power, and the
work suddenly becomes intermittent or when the governors shut off or vary the
vapour and oil supplies, the pent up vapour, which for the time is sealed in
the vapourizer, partly by the stoppage of its outlet and partly by the pressure of
oil in the supply pipe, suddenly loses its saturation and becomes superheated so that
an increase of temperature and pressure immediately ensues which tends to force
the vapour back up the oil supply pipe, during which period the vapourizer
becomes partially emptied and oxidation immediately sets up, whereby the oxides
are forced into the engine cylinder which is detrimental thereto. This defect
increases as the power of the engine in question is greater, that is, large engines
are more affected by it than small ones-and to overcome this difficulty I sometimes
employ a small relief valve, to be described hereinafter, placed either upon the
vapourizer or in close proximity thereto so arranged that when the vapour supplies
to the engine are cut off, the pent up vapour partly escapes by the relief valve
instead of flowing back up the oil supply pipe.
To accomplish the object more effectually it is advisable to place a small air
vessel upon the oil supply pipe, and contract the ends of the piping either by
packed wires as described in my previous Patent hereinbefore referred to, or
contract the orifice of the inlet to the vapourizer by a needle valve or equivalent
means so that the oil is forced through at a considerable pressure.
When the normal speed is exceeded and the main supplies are varied or cut off,
the oil which is stored up in the supply pipe or air vessel re-expands and
momentarily flows into the vapourizer in a volume equal to that of the vapour
escaping by the relief valve, by which means the humidity or state of saturation of
This
the vapour is kept practically constant whilst the engine is at work.
arrangement also tends to prevent unevaporated oil passing into the working
cylinder.

page_text: In working motor engines in which the hydrocarbon vapour is generated in
separate vapourizers without being admixed with air, similar to those described in
my previous Patent hereinbefore referred to, I find in practice that the higher the
pressure at which the oil is forced into the vapourizer the greater will be the
economy in fuel, as the oil is more completely consumed, the heavy particles being
decomposed and made gascous thereby. Moreover by these means vapourizers for
engines for considerable power, say 20 horse, and upwards, using ordinary petroleum
of commerce may be sufficiently heated by the flame of a small lamp such as
employed for heating the igniter. Now according to my present invention I
construct the vapourizers so as to work them at a pressure of from two and a half
to ten atmospheres or more, a pressure gauge being preferably placed upon the oil
supply pipe to indicate the working pressure of the oil. A pressure gauge so
arranged is shown at B Figures 1 and 2 as connected to the oil pipe and the oil
reservoir L. The oil pump L is shown immersed in the oil of the tank Las
described in my Patent No. 8013/89, and the pump is actuated by the rod L²,
(Figures 1 and 2).
In cases where an igniter tube is not employed or where the flame of a lamp is
not constantly employed for firing the charges, I may in applying this method of
vapourizing rely upon the heat of the exhaust vapourizer aided by the evolved
heat due to explosion. When so arranged 1 place the combined vapourizer and
inlet valve either upon, or partly within the heated part of the combustion
chamber, the vapourizers being heated temporarily in a convenient manner by the
lamp herein described, or in any other well known manner.
The apparatus or lamp for producing a Bunsen or heating flame is of the
pressure burner type and comprises a cylindrical annular ring or coil having one
end bent upwards through the ring or coil, to a small retort or heater placed upon
the said ring or coil. A section is given at Figure 7 (Sheet 5) and is the
cylindrical annular ring or coil having the end 2 bent up within it, y is the heater
or retort placed upon the coil. The coil or chamber is controlled by a
regulating tap through which oil is blown by a slight air pressure.
In order to
produce a silent or comparatively noiseless flame without the usual pulsations and
fluctuations in the flame or colour of the flame, I employ the following novel
device:
A small closed air chamber or vessel which I term the "equilibrating
chamber," is connected to the part hereinbefore described by a short length of wire
lamp cotton or gauze packed piping f having suitable perforations in its side or
end. This chamber is connected to an oil reservoir by a similarly packed tube k¹
communicating with the lower part of the oil reservoir and the upper part of the
chamber, and also having suitable apertures or perforations. Another tube and
the passage 2 leads from the upper part of the equilibrating chamber into the
upper part of the oil reservoir and has a needle valve or other means of
regulating the opening which serves to regulate the flow of air and oil and the
pressure and colour of the flame.
Air at a slight pressure above the atmosphere is blown into the oil reservoir
which lifts the oil into the equilibrating chamber more or less according to the
valve adjustment, that is assuming the needle h³ to be closed no air could escape by
the air pipe when a yellow or lighting flame would be produced. When the
needle is open, on the other hand, air rushes past it into the chamber and
passing again down into the oil in the said chamber through the hole in the
tube, meets the oil and air passing up the tube f, and part by counteracting the
flow causes an equilibrium of pressure in the chamber h.
The air then gently passes through the upper part of the short length of packed
pipe which causes an induced current and sucks up the small particles or
globules of oil from the chamber escaping from the pipe k' and mixing with the
air becomes atomized when passing through the pipe and taps. It then travels
through the annular ring or coil where it becomes heated and issues from the
turned up end 2 in the form of spray or heavy vapour which spray or vapour
B

page_text: g
strikes against the sides of the retort or heater and becomes gasified, whence it
burns with a steady and slightly luminous or non-luminous flame 1, which may be
employed for both heating the vapourizer, as shown in Figure 18, and the igniting
tube of the engine, or may be used for any like purpose.
The luminosity or non-luminosity of the flame it is to be fully understood is
adjusted by the needle valve 43 controlling the equilibrating and the supply of air
to mix with the oil.
The air blast for feeding the lamp may be created by any known means, but I
preferably employ a small air forcing pump which may be geared to the main
driving shaft of the engine by a crank and connecting rod.
At Figure 1 the air pump D is shown connected to the valve shaft E and driven
by the crank D; I prefer to mount the crank D' loose on the shaft E and drive
it by the ratchet wheel D² which is keyed on the shaft and the pawl D³ which is
attached to the crank D¹. In this manner when it is desired to work the pump by
hand, the crank D₁ is free to rotate upon the shaft E while that shaft is stationary,
and when the engine is at work the ratchet and pawl drive the crank.
In order to produce a uniform pressure of air it is expedient to place either a
small relief valve as D (Figure 1) or an india-rubber bag or other collapsible
vessel between the pump D and the oil reservoir of the lamp and I employ a
reservoir of compressed air preferably placed in the bed plate as shown at C
Figure 1 for working the lamp. To start the lamp the retort or heater must be
heated by the flame of a lamp or by placing some light oil or spirit in a small tray
below the burner which is burned in the usual manner.
In hydrocarbon engines having a separate air and vapour mixing chamber
combined with a flame heated vapourizer, or those in which the vapour is admitted
direct into the combustion chamber, I find at times there is considerable difficulty
in starting to work owing to the unevaporated petroleum passing into the power
cylinders or combustion chambers and preventing ignition of the combustible
charges therein, chiefly due to the coldness of the engine.
To overcome this defect I place a drain pipe or cock as F, F1, F2 at Figures 2
and 6 (Sheet 2) and F at Figure 18. The said drain pipe or cock being
introduced underneath the vapour inlet valve which when open permits the
unevaporated oil to pass into the atmosphere or into a small vessel which may be
emptied from time to time.
In constructing the vapour admission valves of petroleum and similar engines I
so arrange them that the vapour passes from the vapourizer through a fine needle
or other regulated opening formed within or upon the admission valve casing, the
vapour then passes by suitable channels to the under side of the admission valve
and the pressure tends to keep the valve on its seat and prevents leakage thereby.
On opening the valve the vapour rushes through a perforated plug into the air and
vapour mixing chamber, or direct into the combustion chamber according to the
form of engine to which it is applied. This arrangement is shown at Figure 6
(Sheet 2) where G is the adjustable needle valve, G³ the vapour admission valve,
G² the perforated plug so constructed that the perforations communicate with the
passage G³ controlled by the needle valve. The vapour under pressure occupies
the space G which communicates with the vapourizer e by the passage e already
described, and the plug G2 closes the said space from the air and vapour mixing
chamber except by way of the valve G and the needle valve G. The vapour thus
closes the valve against its seat by the pressure, and when G is opened the flow
of vapour is regulated and reduced in pressure by the pin or needle valve G so that
a regulated proportion flows by the passage G³ to the apertures in the plug Gand
so forms an explosive mixture in the mixing chamber, which is of the same con-
struction as described in my previous Patent already referred to.
A passage G
leads from the packing of the spindle of the valve G' to the passage G³ so that any
leakage of inflammable vapour is returned from the packing to the passage G³ and
discharges by the perforated plug G² to the vapour and air mixing chamber.
In order to maintain a uniform temperature in the cylinders of petroleum and

page_text: similar engines whereby the walls of the cylinder are not overheated nor so cooled
when working as to produce condensation of the combustible charges during
compression of the charge, I may cause forced circulation by means of a pump
which is arranged to force a continuous supply of water through the water jacket
space when the engine is at full work, and stop the flow of water into the jacket
when not exploding. This may be accomplished by placing the pump under
control of the governor of the engine. I prefer however to both work the pump and
control its supply by the pressure of the exploding gases. The arrangement by
which I accomplish this is shown at Figure 8 (Sheet 1) in transverse section; a
plunger of two diameters H2, H3 works in a corresponding cylinder, and the smaller
plunger 2 communicates with the motor cylinder H, by a regulated passage H¹.
The passage Hi opens into the cylinder at a point near the end of the stroke
and the piston uncovers it as it approaches the end of its stroke; the pressure of
the gases then actuate the plunger H2 thrusting it down against the action of the
spring H When the motor cylinder discharges, the pistons H2, H3 rise again
and water is drawn in through the valve H and pipe H7 to be discharged on the
next stroke by the valve H and pipe H to the water jacket. From the jacket the
water flows away by the pipe H. In this manner the automatic pump makes one
stroke for every explosion in the engine cylinder and the rate of water circulation
is proportioned to the load on the engine. The pipe H serves to take away any
water leak from under the piston H³. A needle regulating valve is conveniently
applied to the passage H¹ to control the supply and discharge of gases under
pressure from the cylinder.
My improved arrangement of ignition timing valve is shown at Figure 10
Sheet 3 where m is the incandescent tube and is the timing valve of such area
compared with its spindle that it is firmly held to its scat by the pressure of the
gases in the cylinder or combustion space H.
The stem is packed in any suitable manner and sometimes I arrange a small
annular space round the valve stem to receive any leakage and discharge it to
the exhaust pipe by any convenient connections. I so avoid objectionable smell
which would otherwise be caused by the escaping hydrocarbon.
In hydrocarbon engines having a separate chamber for mixing the air and gas
and hydrocarbon vapour before it passes into the power cylinder, I sometimes place
the air and exhaust valves both upon the mixing chamber whereby a considerable
proportion of the heat evolved by the exhaust is taken up by the walls of this
chamber, the increment of heat being again imparted to the next incoming charges
render them more powerful and effective. When so arranged, the air and exhaust
valves may be automatic in action or not as desired, and employ a separate
charging valve arranged between the air and exhaust valves and the power
cylinder. At Figure 2, o is an air inlet valve and o' is an exhaust valve arranged
on the mixing chamber A, and both valves are automatic in action. The exhaust
valve o lifts under the pressure of the exhaust gases proceeding from the valve p
and then keeps closed. When the valve popens for the charge then the suction
in the cylinder lifts the valve o and air enters from the air pipe . This charging
valve pis preferably placed under control of the governor, the cam Figure 12 of
which is arranged to hold the valve open for exhausting both the working products
and atmospheric air when not exploding and admitting the air or air and gas or
vapour to the power cylinder. This cam y slides upon its driving shaft E and is
connected to the governor lever.
Sometimes work the spindle of the gas or vapour inlet valve G¹ and also
connect the rod L working the petroleum supply pump to the charging valve
lever M by which means the motor may be operated by a single cam and lever M,
which considerably simplifies and reduces the cost of construction in such engines.
It will be obvious that this arrangement is equally applicable to motors operated
by coal gas.
In order to̟ aid in starting a high pressure hydrocarbon engine to work,

page_text: according to the present invention, I employ a separate storage reservoir into
which atmospheric air is pumped and retained therein under slight pressure by
means of a check valve, and I arrange a pipe or passage from the reservoir to
the air and vapour mixing chamber or to the power cylinder. In this pipe or
passage is placed a valve or cock that can be opened by hand or suitable gear
during one or more working strokes of the piston. When the arrangement is
applied to motors having a separate air and vapour mixing chamber in com-
bination with a hot chamber projecting from the cylinder, a charge of compressed
air is passed through the hot chamber into the power cylinder, the crank being
turned by hand for a portion of the piston stroke. The air is mixed with
petroleum or hydrocarbon vapour, the pressure of which must exceed that of
the compressed air; when the admission and charging valves are closed, and
upon the opening of the firing valve above referred to, the charge is exploded
giving an impetus to the flywheel for starting the motor, which if not sufficient
in the first instance, the operations may be repeated. To effect this object the
reservoir may be charged with atmospheric air by the power piston at such times
as the engine was not exploding when last at work, or by a small pump attached
to the engine. The pump used for feeding the heating lamp may be used for
this purpose and the pressure may only be a few pounds above atmosphere,
enough indeed to charge the cylinder with explosive mixture. The air from the
storage reservoir may be used and in some cases I find it advisable to heat the
air to prevent the condensation of the mixture on entering the cylinder.
When so arranged place a check valve between the starting reservoir and
the reservoir feeding the lamp, which reservoir may also be conveniently placed.
in the opposite end of the bed plate or apart therefrom. Instead of mixing the
compressed air with petroleum or vapour after the air has left the reservoir I
may pump a sufficient quantity of oil or vapour into the storage reservoir which
when heated forms an explosive mixture therein, it being then passed through
the mixing chamber or direct into the power cylinder as the case may be, and
exploded therein as before stated.
Or the mixture in the reservoir may be so weak as not to be of an explosive
nature, and further permeated with vapour upon its entry into the said mixing
chamber or power cylinder.
Figure 9 shows my starting valve which is of the conical scated type.. The conical
valve K seats upon the perforated seat shown and the perforations communicate
with an annular space K which is fed from the gas or vapour supply hereinbefore
referred to, the chamber K communicates with the compressed air supply and
both vapour and air are regulated by suitable valves or cocks K³, K. The
lever K³ is used to open the valve to admit the charge to the cylinder H, which
charge is exploded to start the engine by opening the firing valve as before stated.
In one modification of the part of my invention by which the exhaust products of
combustion are passed through a mixing chamber in order to heat the walls of such
chamber to impart heat to the next incoming charge; to effect this object and
further simplify construction 1 employ a compound lift or drop valve of the piston
type, having a head which drops upon a seating. This valve has suitable ports
and passages therein which work in a cylindrical casing having corresponding
ports cut therein for introduction of air and the combustible mixture and ejection
of the exhaust products, it is operated by a cam and lever connected to the
governor of the engine as already described.
The
Figures 10 and 11 illustrate my arrangement of valve in which the valve I with
its attachments serves for inlet and discharge to and from the cylinder. The
valve carries on its spindle the sleeve or piston valve 1 which may or may not
be split to allow of expansion to fit the bored cylinder in which it moves.
valve when in the position shown in Figure 11 closes the port N' leading from the
air and vapour mixing chamber A and remains closed while the combined exhaust
and charging valve I opens sufficiently to discharge. the exhaust gases. from the
-

page_text: cylinder, through the port N. When the valve I is opened still further, I' closes
the port N and opens N'. The suction from the cylinder then draws air and
vapour from the chamber A through N' and I to charge with combustible mixture;
is the stem of the vapour admission valve.
The cam Figure 12 slides on the shaft E controlled by the governor.
Figure 13 is a side elevation of the cam g showing its configuration for a three
cycle engine when arranged as described.
From 1 to 2 the cam y causes exhausting; from 2 to 3 the air charge is admitted;
from 3 to 4 the air charge is exhausted from 4 to 5 the mixture charge is drawn
in; from 5 to 6 the piston compresses the combustible charge; and from 6 to 1 the
power stroke or impulse is given.
When the cam is moved by the governor due to excess of speed, it moves in
the direction of the arrow in Figure 12 and the roller M of the lever M then rolls
on the cam shaped surface 7' Figures 12 and 13, and thus the exhaust valve 1
(Figures 10 and 11), or (Figure 2) is held open.
The piston thus alternately draws in and discharges fresh air without compression
while the engine is running without explosion as in the preceding arrangement.
Figure 14 illustrates my arrangement where I use separate leers to control
main valves and vapour inlet valve, which is applicable to two or three cycle
engines; M is the exhaust and charge inlet lever with its roller M'; O is the
vapour inlet lever with its roller O¹. The cam slides as hercinbefore described
controlled by the governor, and the action is similar except that the vapour valve
closes when the cam moves aside, whereas the lever M is held up by the roller M
working on the surface. The cam profile shown at Figure 15 is adopted and the
actions between 1, 2; 2, 3; 3, 4; 4, 5; 5, 6; and 6, 1 are as described with
reference to Figure 13, except that the two levers M, O are operated instead of
one lever M. The letters 3 and 6", Figure 15, refer to the altered divisions for
two cycle.
To regulate the speed of gas or hydrocarbon engines I employ an air pressure
governor consisting of a small concentric cylinder of two diameters, see Figure 16,
in which are placed two plungers P, P1, connected together by a short rod, the
outer end of each being open to the atmosphere. The larger plunger P is held
inwards upon its inner seating P by a spring P³. To one or other of the
plungers P, P is fixed a lever 10 which operates a sliding sleeve as q shown in the
other figures, or a knife edge striking bar or equivalent device for opening the gas
or vapour and air supplies to the engine. Near the inner end of the smaller
plunger P is formed a small hole P' communicating with the atmosphere in which
is fitted a coned regulating screw as P³, another small cylinder in which works a
reciprocating piston P communicating with the concentric cylinder by a passage
opening between the two above named plungers P, P. This piston may be
operated by any convenient working part of the engine from the valve shaft as E
and I prefer to increase its speed by gearing as P', P.
The action of this governor is as follows:-
When the engine is working at its normal speed a fixed quantity of air is drawn
in between the two plungers P, P' and forced out through the cone regulated
opening at each stroke of the piston P, when upon increased speed the air not
being able to escape fast enough by the needle valve P³ will lift the larger
plunger P from its inner seat 1 and draw the sinaller one over or partly over the
passage P2, thereby momentarily closing or throttling the outlet of air through
the same, which causes the pressure to rise more rapidly and instantly moves
the plungers to force P against its outer seat P. The lever P10 is thus pulled over
and the sliding sleeve or other gas or vapour valve operating device acts to allow the
said valve to close and so the charge is missed and the speed of the engine reduced.
The spring P' may be adjusted to vary the engine speed or the needle valve P
may be used for the same purpose.
Figure 17 shows a modification in which. the rapid closing of the passage Pis
accomplished by the small piston P' projecting from the large. one P, and gutters

page_text: cut in P' control communication with P2; Q is a passage between the, cylinder in
which P works and that in which P works. Clack valves Q1, Q2 are here adopted
for admission and discharge. The lever P" is arranged for the hand so as to
enable the engine to be stopped by moving P and its connection. The pump
piston P may be used with the valves QQ, to supply the air reservoir C as well
as govern.
Figures 19, 20, and 21 illustrate in section, end elevation and side elevation a
compact and modified arrangement of valves and parts in accordance with that part
of my invention where a single valve controlled by a single lever serves as a
compound charging and exhaust valve and automatic valves on the air casing serve
for inlet and exhaust. Similar letters are used for similar parts shown in Figures 1
and 2.
Figure 22 is a section on the line a Figure 19, and
C
Figure 23 is a section showing an arrangement of vapour valves suitable for
injecting the vapour direct into the cylinder combustion space instead of into a
mixing chamber and then mixing with the entering air. The cylinder cover U
(Figures 19, 20 and 21) carries a valve casing containing the three valves o, o¹
and P and the vapour valve G; c is the vapourizer and m is the igniter tube. The
vapour generated in fills the space above G¹ at high pressure and the blow off
valve Therein before described serves to prevent excess of pressure by allowing
discharge. When the valve G' is opened the vapour passes to the mixing
chamber A. by way of the regulating cock R shown in section at R Figure 22. This
cock serves instead of the needle valve hereinbefore described. The cock R has a
handle, pointer and index as shown at Figure 21. The annular perforated ring G²
serves instead of the plug G herein before described for mixing the vapour with
the air passing through the valve p. The combined discharge and inlet valve p is
actuated by a single lever and cam as M and 7 Figures 1 and 2, and the action of
the valves o, o is as already described with reference to those figures.
The
In Figure 23 the vapour passes under G¹, through the regulating cock R to the
valve S which opens to the cylinder or combustion space H. The vapour is thus
discharged direct into the cylinder, there to mix with the entering air.
valve S is actuated from the stem of the valve G through a spring plate S'. In
the event of a premature ignition the valve S is thrust down on its seat, the stem S²
causing the spring plate S to yield, and thus the burned gases are prevented from
being forced back into the vapour reservoir.
Figure 24 is a sectional elevation showing a modified arrangement of piston
.valve in accordance with that part of my invention hereinbefore described and
shown in Figures 10 and 11 in which that part of the piston marked I' is a solid
block valve made to fit the valve box. The air and exhaust ports respectively N'
and N being arranged as shown. The cam is arranged to raise the valve when the
exhaust passes through the port N, a check valve such as o Figure 20 being placed
in the air port or passage N¹, preventing the exhaust products passing through it.
On completion of the exhaust a projection on the cam causes the piston I¹ to
further rise and close the port N when air or air and gas or vapour, is drawn in and
admitted to the cylinder in the manner shown and described with reference to
Figures 13 and 15, for either two or three cycle engines.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
(1) In hydrocarbon or oil engines, a vapourizing apparatus in which oil is
jumped into a heated vessel so as to raise a considerable or high pressure of
oil vapour, and the pressure of vapour so produced is reduced by passing through
an aperture or an aperture adjusted by a suitable needle or other valve so that
the inflammable vapour streams from the said vessel at a high velocity and mixes
with the air entering the engine to form the explosive charge.
(2) In hydrocarbon or oil engines; vapourizing the oil at considerable or

page_text: high pressures in a suitably heated vessel, and storing the vapour so formed in
such manner as to retain it, under pressure, at a high temperature, for a sufficient
time to ensure effective vapourizing or gasefying, the vapour under pressure so
produced being admitted to the engine by suitable valves.
(3) In hydrocarbon or oil engines, a flame heated pressure vapourizing vessel
as having a central flame space and an inner and outer shell, the oil groove,
grooves or space being formed between the inner and outer shell, substantially
as hereinbefore described and illustrated at Figures 5 and 6 of the accompanying
drawings.
(4) In hydrocarbon or oil engines a flame heated pressure vapourizer as c,
Figure 18, with external heating surface, an inner and outer piece, the oil groove,
grooves or space being formed between the two surfaces, and the oil fed or
returned by an aperture through the inner piece substantially as hereinbefore
described and illustrated at Figure 18 of the drawings.
(5) In vapourizers for hydrocarbon or oil engines, attaching the vapourizer by
one end, so as to leave freedom for expansion, the attachment being of the kind
shown at Figures 18 and 19 of the drawings.
(6) In hydrocarbon or oil engines, the auxiliary exhaust heated vapourizer
shown at Figure 3 of the drawings, with its intersticial core substantially as
described and illustrated.
(7) In gas or hydrocarbon engines, a starting device consisting of a lift
valve having a perforated seat, the said valve controlling gas or vapour under
pressure, and air under pressure, in such manner that when the valve is opened,
the gas or vapour and air, before kept separated, flow together into the engine
cylinder to form an explosive mixture for starting, and having adjusting cocks
or valves attached to the gas or vapour and air supply, so as to regulate the
proportions of the mixture, substantially as hereinbefore described and illustrated
at Figure 9 of the drawings..
(8) In gas or hydrocarbon engines, the arrangement of a lift valve which
performs the double function of admission and exhaust, in combination with two
automatic lift valves, one of which opens for the admission of air or the explosive
charge and closes,during exhaust; the other opens during exhaust and closes
during the suction stroke, the valves being arranged substantially as hereinbefore
described and as illustrated at p, o, o¹, Figures 1 and 2, and 19 and 20 of the
accompanying drawings.
(9) In gas or hydrocarbon engines, the combined seat and piston valve as I, I¹
operated by a single lever and governor controlled cam, so as to admit to, and
discharge from, the cylinder, having the cam so shaped as to hold open the valve to
both the air and exhaust pipe when determined by the governor, substantially
as hereinbefore described and illustrated at y Figures 10, 11, 12 and 13 of the
drawings.
(10) In gas or hydrocarbon engines, the arrangement of gas or vapour and air
supply gear comprising two levers as O and M, and a governor controlled sliding
cam as q, substantially as herein before described and illustrated at Figures 14
and 15 of the drawings.
(11) In hydrocarbon engines, a heating lamp having an equilibrating chamber
substantially as herein before described.
(12) In hydrocarbon engines, the heating lamp illustrated at Figure 7 of the
drawings having an equilibrating chamber as h, pipes as k, f, and h', a passage
as with or without an adjusting valve as h³, substantially as and for the purposes
hereinbefore described.
(13) In gas or hydrocarbon engines, an air pump governor having differential
pistons so arranged that the movement of the piston closes or throttles the air exit
passage, substantially as hereinbefore described and illustrated.
(14) The valve arrangements of a gas or hydrocarbon engine as herein before
described and illustrated at Figures 19, 20, 21, and 22 of the drawings annexed.

page_text: (15) The valve arrangement of a hydrocarbon engine as hereinbefore described
and illustrated at Figure 23 of the drawings annexed.
(16) In gas or hydrocarbon engines, a water circulating pump actuated by the
exhaust gases of the engine so as to regulate the few of water through the jacket
in accordance with the number of explosions in the engine cylinder, substantially
as herein before described and illustrated at Figure 8 of the drawings.
(17) In hydrocarbon engines having pressure vapourizers, a relief valve on the
vapourizer as T Figure 19, substantially as and for the purposes hereinbefore
described.
Dated this 26th day of November 1891.
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for the Applicant.