Improvements in or applicable to Hydrocarburetted-air Engines.
Year: 1891

page_text: Date of Application, 3rd Mar., 1891
Complete Specification Left, 4th Jan., 1892-Accepted, 6th Feb., 1892
PROVISIONAL SPECIFICATION.
Improvements in or applicable to Hydrocarburetted-air Engines.
We, WILLIAM DENT PRIESTMAN and SAMUEL PRIESTMAN, Directors of
Priestman Brothers, Limited, of Holderness Foundry, in the Town and County of
Kingston-upon-Hull, Mechanical Engineers, do hereby declare the nature of this
invention to be as follows:-
This invention relates to certain improvements in or applicable to motor engines
of the class particularly referred to in the Specifications to Letters Patent
Nos. 1,394, A.D. 1886, and 16,779, A.D. 1886, granted to us; its object being to
increase the power of the engine by admitting cold air to the heated inflammable
charge (composed of air permeated with liquid or volatilised hydrocarbon) prior
to its ignition in the motor-cylinder or other combustion-chamber.
In carrying out our invention according to the mode we at present regard as
preferable, we connect to the passage which serves to convey the inflammable
charge from the vapour-chamber to the motor-cylinder a pipe through which cold
air may be admitted for admixture with the working charge, such additional cold
air supply being, however, under the control of the governor, as hereinafter
explained. The cold-air pipe is provided with a regulating valve, and this is
connected with the governor in such a manner that the amount of cold air may be
increased or diminished accordingly to the amount of work put upon the engine;
or, if the engine have much less than the normal amount of work to perform,
may be entirely shut off before the governor has time to diminish to a minimum
the supplies of air and oil passing to the vaporiser or mixing apparatus.
We have found by experiment that cold air can with considerable advantage be
so admitted to the heated working charge when the engine has its full duty to
perform, and with advantage even when the working load is reduced. But when
the engine is running under a light load, there is not sufficient heat in the waste
products, which escape from the motor-cylinder, and which are employed to heat
the succeeding working charge, to permit of cold air being mixed with the latter.
In addition to the valve under the control of the governor, we provide the cold-
air inlet with a stop-cock, so that, when the engine is being started, the access of
cold air may be prevented (even although the valve in connection with the
governor be wide open) until the engine has run sufficiently long to afford the
requisite heat for heating the working charge. The cold-air cock may thereupon
be opened by hand.
Dated this 27th day of February 1891.
G. G. M. HARDINGHAM,
191, Fleet Street, London, E.C., Agent for the Applicants.
COMPLETE SPECIFICATION.
Improvements in or applicable to Hydrocarburetted-air Engines.
We, WILLIAM DENT PRIESTMAN and SAMUEL PRIESTMAN, Directors of
Priestman Brothers, Limited, of Holderness Foundry, in the Town and County of
Kingston-upon-Hull, Mechanical Engineers, do hereby declare the nature of this
invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
This invention relates to certain improvements in or applicable to motor engines
of the class particularly referred to in the Specifications to Letters Patent

page_text: '
increase the power of the engine by admitting cold air to the heated inflammable
charge (composed of air permeated with liquid or volatilised hydrocarbon) prior
to its ignition in the motor-cylinder or other combustion-chamber.
In the accompanying drawings,
Fig. 1 is a side elevation, and
Fig. 2 a plan, of a motor engine embodying our invention.
Fig. 3 is a detail view, drawn to a larger scale, shewing the cold-air admission
valve, the means for automatically regulating and controlling the movement
thereof, and the valve for closing the air-inlet.
Fig. 4 is a diagram illustrating a modified arrangement for connecting the
regulating and controlling device to the governor.
In carrying out our invention according to the mode we regard as preferable,
we connect to the pipe A, which serves to convey the inflammable charge from the
vapour-chamber to the motor-cylinder B, a pipe C, through which cold air may be
admitted for admixture with the working charge; such additional cold air supply
being, however, under the control of the governor D, as hereinafter explained.
The cold-air pipe C is provided with a regulating valve E, and this is connected
with the governor in such a manner that the amount of cold air may be increased
or diminished according to the amount of work put upon the engine; or, if the
engine have much less than the normal, amount of work to perform, in such a
manner that the supply of cold air may be entirely shut off before the governor
has time to diminish to a minimum the supplies of air and oil passing to the
vaporiser or mixing apparatus.
We have found by experiment that cold air can with considerable advantage be
so admitted to the heated working charge when the engine has its full duty to
perform, and with advantage even when the working load is reduced. But when
the engine is running under a light load, there is not sufficient heat in the waste
products, which escape from the motor-cylinder and which are employed to heat
the succeeding working charge, to permit of cold air being mixed with the latter.
In
The valve-spindle E' is slotted to admit the wedge-shaped sliding block F. The
block F is provided with two spindles F and F, which work in bearings in a
frame G; the latter also serving to support the outer end of the spindle E.
Fig. 3, the spindle F2 is connected at F to a lever (shewn in dotted lines in Fig. 1)
which is actuated by the governor D. When the engine is doing a large amount
of work, the sliding block F is raised and the valve E permitted to open to a
corresponding extent. When, however, the engine is running light, the sliding
block F falls, abuts against the end of the slot in the spindle E (as represented in
Fig. 3) and prevents the valve E opening. E is the valve-spring. F³ is a spring
which tends to bring the block F back to its normal position after the latter has
been raised by the governor.
In Fig. 4, the sliding block F is connected at F³ by
a rod H to a bell-crank lever K operated by the governor D. In this case, the
construction illustrated in Fig. 3 may be adhered to, although some of the parts
(as for instance the frame G) are not shewn. The mode of arranging the
connections will necessarily vary according to the position of the valve E in
relation to the governor.
In addition to the valve under the control of the governor, we provide the cold-
air inlet with a stop-valve M, so that, when the engine is being started, the access
of cold air may be prevented (even although the valve in connection with the
governor be wide open) until the engine has run sufficiently long to enable the
waste gases to attain the temperature requisite for heating the working charge.
The cold-air valve may thereupon be opened by hand.
A stop-valve M consisting of a plate turning about the axis of the valve-
spindle E and provided with perforations me is illustrated in Figs. 3 and 4, but any
suitable kind of stop-valve may be employed and may be arranged in any
convenient position in the pipe or passage C.

page_text: Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, we claim :-
1. In working a hydrocarburetted-air engine, admitting cold air to the heated
inflammable charge prior to its ignition in the motor-cylinder or other combustion-
chamber, substantially as and for the purpose herein described.
2. In a hydrocarburetted-air engine, the employment of means, such as the
sliding block F, actuated by the governor, for regulating and controlling the
admission of cold air to the heated inflammable charge conveyed to the motor-
cylinder or other combustion-chamber, arranged or operating substantially as
herein described.
3. In a hydrocarburetted-air engine, the combination, with a valve, such as E,
for admitting cold air to the heated inflammable charge, and operating under the
control of the governor, of a valve, such as M, for cutting off the admission of
the air when the temperature of the working charge is low, substantially as set
forth.
Dated the 1st day of January 1892.
G. G. M. HARDINGHAM,
191, Fleet Street, London, E.C., Chartered Patent Agent.