Improvements in the Method of and Apparatus for the Direct Con- version of the Energy of Fuel and an Expansion Medium into Power.
Year: 1898

page_text: Date of Application, 5th Sept., 1898
Complete Specification Left, 20th Dec., 1898-Accepted, 18th Feb., 1899
PROVISIONAL SPECIFICATION.
Improvements in the Method of and Apparatus for the Direct Con-
version of the Energy of Fuel and an Expansion Medium into
Power.
We, AUGUSTUS HOWARD, R.N., a subject of the Queen of Great Britain, residing
temporarily at 1025, Pine Street, in the City of San Francisco, State
of California, U.S.A., and WILLARD REED GREEN, Merchant, a citizen
of the United States, residing at 1325, Gilpin Street, in the City of
Denver, State of Colorado, U.S.A., do hereby declare the nature of this invention
to be as follows;
-
This invention relates to improvements in the method of and apparatus for the
direct conversion of the energy of fuel, and an expansion medium into power, and
has for its object to provide an improved method and apparatus, whereby these
objects are accomplished and it consists in the improved method and apparatus
embodying substantially the various features of invention in the method and
apparatus hereinafter more particularly set forth.
The invention is based, broadly stated, upon the well known fact that the lower
the temperature of an expansion medium, such for instance as air, the greater is
its expansive power upon the application of heat and that as the temperature of
such medium rises the loss of expansive power rapidly increases. It is further
based on the fact that an expansion medium at a low temperature requires less
power to produce a given compression.
It is also known that an expansion medium such as air, at a low temperature
contains relatively more moisture which requires a greater power to pro-
duce a given compression, and further that in proportion as this moisture is
removed less power is required to produce subsequent compression of said air.
These three general principles are utilized in the invention and the method is
based generally speaking on these broad principles.
In carrying out this method, one of the principal objects is to utilize an expan-
sion medium, such as air, at a relatively low temperature to thereby attain relatively
greater compression of the expansion medium by the same expenditure of power
and further to relieve the expansion medium at the low temperature from the
excess of moisture, thereby economizing in the power required to produce a given
compression and temperature of the expansion medium.
In applying this general principle on which the method and apparatus is based,
an internal combustion engine is made use of embodying a double acting cylinder
and piston and applying power to both sides of the piston head, at each revo-
lution of the crank, such power being thus applied to both sides of the piston at
the desired compression and at approximately atmospheric temperature of the
expansion medium, plus only the heat of combustion, and which medium has
preferably been deprived to a greater or less extent of its moisture.
In carrying out the method there is used what may be termed a series of steps
or stages, which may be briefly stated as follows: Taking atmospheric air at

page_text: ordinary temperatures as an expansion medium, first rarefy or expand the air
to a greater or less extent, removing at the same time some of the moisture and
then compress the air to approximately the desired degree. This compression
of the expansion medium develops some heat which it is desirable to eliminate;
then further expand this compressed expansion medium to a greater degree,
thereby reducing the temperature and further eliminating moisture and resulting
in the expansion medium being in better condition to receive the final compres-
sion to working pressure by a less expenditure of power and with less generation
of heat; this expansion medium is then compressed to the desired degree and is
in a condition to receive the fuel of combustion, which combustion furnishes the
heat for expansion. Preferably in introducing this fuel of combustion into the
compressed expansion medium, further compress said medium to a relatively
small degree, thereby increasing the volume of expansion produced by the heat
of combustion. Immediately at the introduction of the fuel of combustion into
the compressed expansion medium the fuel is ignited by independent or extraneous
means and the heat of combustion expands the expansion medium, producing the
desired power or pressure against the resistance.
In one form of apparatus which may be used in carrying out the method above
set forth, and which is described for the purposes of illustration, atmospheric air
at ordinary temperatures is drawn into a compressor of ordinary form, through
a tubular coil, and suitable connections. As the air is drawn into the cylinder of
the compressor, it is rarefied or expanded to a greater or less degree due to the
friction of the air in the coil and the moisture in the air is eliminated to a greater
or less extent. When the cylinder of the compressor is thus filled with this
rarefied or expanded air, it is compressed in said cylinder say to a pressure of
80 pounds, some heat being generated in this compression. This body of com-
pressed air in the compressor is transferred to the cylinder the relative size of
which compared to the compressor is larger, and as a consequence, this air which
was previously compressed to 80 pounds quickly expands until it reaches a rela-
tively low pressure and in thus expanding the temperature is reduced below its
initial temperature. It is to be observed that the compressed air on reaching:
the cylinder, (of relatively large proportions) expands exceedingly quickly and
this time element is an important feature as it aids greatly in the reduction of
the temperature of the expansion medium, leaving it in a condition to be recom-
pressed with less power and with less generation of heat. The expanded medium
is then recompressed in the cylinder, say to a pressure of 80 pounds as before
and this results in the medium being at a lower temperature than at the first
compression, and in a better condition to receive the fuel of combustion.
After this second compression of 80 pounds the fuel of combustion is introduced
into the compressed expansion medium and this may be done by means of the.
injection into the combustion cylinder of a comparatively small quantity of air
under a higher compression than that in the working cylinder against the resist-
ance or pressure of which it must enter, the said injection of air being passed
through the fuel supply and carrying with it the desired quota of fuel. To this
end a ram may be used, connected to a combustion chamber (taking its supply of
fuel from a feeder), the air from this ram being compressed as stated to a higher
degree than the compression medium in the cylinder, as for instance it may be
compressed to 90 pounds, and this being forced into the compressed expansion
medium not only introduces the fuel of combustion, but increases the pressure of
the compressed medium. Any tendency to an increase of temperature in the
expansion medium resulting from the introduction of said injection of air, acting
as the vehicle for said fuel, is counteracted by the expansion of said injection
in a medium of less pressure and further by the vaporization of any moisture in
said fuel, also it is without any injurious effect owing to the fact of its injection
at the same time as the fuel which is at once ignited to produce the then desired
heat. The fuel of combustion being immediately ignited, the compressed medium
being at relatively low temperature and deprived of its moisture to a greater or

page_text: less extent, responds more readily to the heat of combustion and expands to a
greater extent, producing greater increase of volume and consequently greater
energy of pressure on the resistance.
Dated this 5th September 1898
AUGUSTUS HOWARD.
WILLARD REED GREEN.
Ernest de Pass,
Chartered Patent Agent,
78, Fleet Street, London, & 5A, Market Street, Nottingham,
Agent for the Applicants.
Improvements in the Method of and Apparatus for the Direct Con-
version of the Energy of Fuel and an Expansion Medium into
Power.
We, AUGUSTUS HOWARD, R.N., a subject of the Queen of Great Britain, residing
temporarily at 1025, Pine Street, in the City of San Francisco, State
of California, U.S.A., and WILLARD REED GREEN, Merchant, residing at
1325, Gilpin Street, in the City of Denver, State of Colorado, U.S.A., 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, reference being had to the accompanying drawings and to the letters
and figures marked thereon, that is to say:-
Our invention relates to improvements in the method of and apparatus for the
direct conversion of the energy of fuel and an expansion medium into power, and
has for its object to provide an improved method and apparatus, whereby these
objects are accomplished and it consists in the improved method and apparatus
embodying substantially the various features of invention hereinafter more par-
ticularly set forth.
The apparatus hereinafter described as embodying our improved construction
and as showing a means for carrying out our method, belongs to a class of
machines known as internal combustion engines.
Referring to the accompanying drawings:
Fig. 1 is a diagrammatic representation of a construction embodying the general
features of our apparatus and illustrating an application of the method.
Fig. 2 is a representation in elevation of an internal combustion engine embody-
ing our invention and working in accordance with our method, some of the parts
being broken away to show the interior construction.
Fig. 3 is an elevation of the upper portion of the cylinder and upper cylinder
head, looking in the direction of the arrow a, Fig. 2.
Fig. 4 is a plan view of the upper cylinder head and various attached parts.
Fig. 5 is a sectional view of the upper cylinder head, combustion chamber and
attached parts, taken on the line bb, Fig. 4.
Fig. 6 is a sectional view on the line cc, Fig. 4.
Fig. 7 is a sectional view of the lower cylinder head and combustion chamber
taken on the line bb, Fig. 4.
Fig. 8 is a detached sectional view of a feed hopper for solid fuel.
Fig. 9 is a sectional view of a feed for liquid fuel.

page_text: Like numerals refer to like parts in the various figures and the corresponding
parts at the opposite ends of the cylinder are lettered the same, the upper portion
being in plain numerals and the lower portion having the additional designa-
tion a.
"
Our invention is based, broadly stated, upon the well known fact that the lower
the temperature of an expansion medium, such for instance as air, the greater is
its expansive power upon the application of heat and that as the temperature of
such medium rises the loss of expansive power rapidly increases. It is further
based on the fact that an expansion medium at a low temperature requires less
power to produce a given compression.
It is also known that an expansion medium, such as air, at a low temperature
contains relatively more moisture which requires a greater power to produce a
given compression, and further that in proportion as this moisture is removed
less power is required to produce subsequent compression of said air. We utilize
these three general principles in our invention and our method is based generally
speaking on these broad principles.
In carrying out our method, one of the principal objects is to utilize an expan-
sion medium, such as air, at a relatively low temperature to thereby attain relatively
greater compression of the expansion medium by the same expenditure of power
and further to relieve the expansion medium at the low temperature from the
excess of moisture, thereby economizing in the power required to produce a given
compression and temperature of the expansion medium.
In applying this general principle on which our method and apparatus is
based, we make use of an internal combustion engine embodying a double acting
cylinder and piston and apply power to both sides of the piston head, at each
revolution of the crank, such power being thus applied to both sides of the piston
at the desired compression and at approximately atmospheric temperature of the
expansion medium, plus only the heat of combustion, and which medium has
preferably been deprived to a greater or less extent of its moisture.
In carrying out our method we proceed in what may be termed a series of steps
or stages, which may be briefly stated as folows: Taking atmospheric air at
ordinary temperatures as an expansion medium, we first rarefy or expand the air
to a greater or less extent, removing at the same time some of the moisture and
then compress the air to approximately the desired degree. This compression
of the expansion medium develops some heat which it is desirable to eliminate.
We then further expand this compressed expansion medium to a greater degree,
thereby reducing the temperature and further eliminating moisture and resulting
in the expansion medium being in better condition to receive the final compres-
sion to working pressure by a less expenditure of power and with less generation
of heat; this expansion medium is then compressed to the desired degree and is
in a condition to receive the fuel of combustion, which combustion furnishes the
heat for expansion. Preferably in introducing this fuel of combustion into the
compressed expansion medium, we further compress said medium to a relatively
small degree, thereby increasing the volume of expansion produced by the heat
of combustion. Immediately at the introduction of the fuel of combustion into
the compressed expansion medium the fuel is ignited by independent or extraneous
means and the heat of combustion expands the expansion medium, producing the
desired power or pressure against the resistance.
Referring to the diagram, Fig. 1, which shows an embodiment of an apparatus
which may be used in carrying out our method above set forth, and for the pur-
poses of illustration, we will assume that atmospheric air at ordinary tempera-
tures is drawn into à compressor of ordinary form, represented at 40, through a
coil 58, and suitable connections. As the air is drawn into the cylinder of the
compressor 40, it is rarefied or expanded to a greater or less degree due to the
friction of the air in the coil and the moisture in the air is eliminated to a
greater or less extent. When the cylinder of the compressor is thus filled with
this rarefied or expanded air, it is compressed in said cylinder, say to a pressure

page_text: of 80 pounds, some heat being generated in this compression. This body of com-
pressed air in the compressor is transferred to the cylinder 1, the relative size of
which compared to the compressor is larger, and as a consequence, this air which
was previously compressed to 80 pounds quickly expands until it reaches a rela-
tively low pressure and in thus expanding the temperature is reduced below its
initial temperature. It is to be observed that the compressed air on reaching the
cylinder 1, of relatively large proportions expands exceedingly quickly and this
time element is an important feature as it aids greatly in the reduction of the
temperature of the expansion medium, leaving it in a condition to be recom-
pressed with less power and with less generation of heat. The expanded medium
is then recompressed in the cylinder, say to a pressure of 80 pounds as before and
this results in the medium being at a lower temperature than at the first com-
pression, and in a better condition to receive the fuel of combustion.
After this second compression of 80 pounds the fuel of combustion is introduced
into the compressed expansion medium and this may be done by means of the
injection into the combustion cylinder of a comparatively small quantity of air
under a higher compression than that in the working cylinder against the resist-
ance or pressure of which it must enter, the said injection of air being passed
through the fuel supply and carrying with it the desired quota of fuel, and as
indicated in the diagram we may use an air compressing ram 50, connected to
the combustion chamber 32, taking its supply of fuel from the feeder 61. This
air from the ram 50 is compressed as stated to a higher degree than the compres-
sion medium in the cylinder, as for instance it may be compressed to 90 pounds
and this being forced into the compressed expansion medium not only introduces
the fuel of combustion but increases the pressure of the compressed medium. Any
tendency to an increase of temperature in the expansion medium resulting from
the introduction of said injection of air, acting as the vehicle for said fuel, is
counteracted by the expansion of said injection in a medium of less pressure and
further by the vaporization of any moisture in said fuel, also it is without any
injurious effect owing to the fact of its injection at the same time as the fuel
which is at once ignited to produce the then desired heat. The fuel of combus-
tion being immediately ignited, the compressed medium being at relatively low
temperature and deprived of its moisture to a greater or less. extent, responds more
y to the heat of combustion and expands to a greater extent, producing
greater increase of volume and consequently greater energy of pressure on the
resistance.
Having thus set forth our improved method of operation, we will now describe
our improved apparatus, which shows one embodiment well adapted to carry out
our method, as well as showing various improved features of construction and
arrangement of parts, and an embodiment whereby the improved results due to
our method of alternate compression and expansion can be applied to both sides
of the piston of an internal combustion engine at each revolution of the crank.
While the construction about to be described has been found a satisfactory
embodiment of our invention and a construction well adapted to carry out our
improved method, it will be understood that our invention is not limited to the
details of construction and arrangement of parts shown and described, but that it
niay be varied by those skilled in the art to adapt the invention for different pur-
poses and conditions without departing from the principles thereof.
Referring to the drawings, 1 represents the cylinder of an internal combustion
engine provided preferably at its ends with water jackets 3,3 and around its
middle portions with air jackets 4,4", divided by a wall crossing the middle of
the cylinder at an angle of from 20° to 30° as shown, the function of which -
ackets will be pointed out hereinafter.
The cylinder heads 2 2ª are provided with entrance, and discharge ports for
he admission of air and fuel and the exhaust of waste gases and products of:
combustion, and are also preferably jacketed for the circulation of water, as
.

page_text: indicated in Figs. 5, 6 and 7, and having a supply pipe 37, for the water. This
cylinder and attachments are mounted on a suitable frame 5, of any desired
character, and the piston 6, of the cylinder is provided with a piston rod 6*, pass-
ing through the piston rod gland 7, and connected to the connecting rod 9, by
a pin 10, and this rod is connected to the engine crank 11, by crank pin 12, the
crank being mounted on the shaft 13, carrying a fly wheel 14. Connected to be
driven from the crank shaft, 13, is the shaft 15, in the present instance it being
driven by a pinion 16, engaging a gear wheel 17, on the crank shaft and the tail
of the shaft is mounted on a bracket, 18, and we preferably provide
brackets, 19, 19ª, on the cylinder heads or sides to support the shaft. This shaft 15
carries double cams 20 and 20ª, for operating the exhaust valves 21, 21ª, which
valves are provided with springs as 22, 22 to insure their seating, and the valves
pass through the glands 23, 23ª and are immediately operated by levers 24, 24ª
journaled at 25, 25" and operated by the double cams 20 and 20°. These cams
may be of any desired construction and as shown more particularly in Figs. 3
and 4, they are provided with two sets of cams or projections 20 and 20°, arranged
at right angles to each other and in different planes and co-operate with a
roller 26, 26, or extensions of the levers 24, 24", and these rollers can be adjusted
so as to be in the path of the cam 20° only, or in the path of both sets of
cams 20 and 20%, the trigger 27 being a convenient means for holding the
rollers 26, 26" in an elevated or adjusted position when desired. It may be
remarked that in Fig. 3, the roller 26 is shown in a position to be operated by
the cam 20 only.
The object of the double cam arrangement is, that under some circumstances,
as for instance when the engine is running at high speed, it is found desirable to
have a somewhat further exhaust of the products of combustion as, for instance,
to allow the exhaust valve to open during a portion of the up stroke of the piston,
as well as during a portion of the down stroke.
It will be understood, of course, that the shape of the cams or projections may
be varied so as to determine the character of the opening of the exhaust valves,
as to its length and relation to the other operative parts of the engine.
The cylinder heads 2 and 2ª are each provided with suitable exhaust
ports 36 and 36", and which exhaust ports are controlled by exhaust valves 21, 21°
actuated by the cams 20 and 20" as stated.
The cylinder heads 2 and 2ª are also formed with combustion chambers 32, 32ª
therein opening directly into the cylinder 1.
The passage of the expansion medium into the cylinder 1 is through the inlet
passage 39, controlled by what we call a pressure valve 38, 38, and which valve
is operated by the pressures thereon, and governs the admission of the expansion
medium to the cylinder 1.
Mounted on the shaft 15, which may be provided with collars 34, for relieving
the weight of the shaft from the tail bearing, is an eccentric disc 28, adapted to
be connected to the sparker disc 29, 29" mounted on the head 2, 2, and carrying
sparkers 30, 30" extending into the combustion chamber 32, 32, and co-operating
with a wipe sparker 31, 31ª mounted therein, and the discs 28 and 29 are con-
nected preferably by the movable and extensible rod 33, 33, by means of which
the time of making the spark may be accurately adjusted with relation to the
other operations of the engine. The electrical connections with the spark are
of any suitable character 35, 35" showing one of the spark conductors at each end
of the cylinder, and 35, 35°, the other terminals of the respective ends of the
cylinder.
Arranged in any suitable position with relation to the cylinder, and as shown
mounted on brackets 42, connected to the cylinder 1, is an air compressor 40,
having suitable heads 41, 41, and provided with a piston 43, piston rod 44, con-
necting rod 45 and eccentric 46, mounted in the present instance on the shaft 13,
and it will be noted that the eccentric is so mounted that the piston of the com-

page_text: pressor is practically at its extreme upward stroke when the piston 6, in the engine
cylinder is practically at the extreme of its downward stroke. The ends of the
compressor cylinder 40 are directly connected by the passages 39, 39" with the
combustion chambers or with the cylinder 1, and branching from these pas-
sages 39, 39, are relief pipes 56, 56, provided with check valves 57, 57" and con-
necting respectively with the air jackets, 4, 4" on the central portion of cylinder 1.
It is obvious that the compressor may be jacketed if desired.
The pipes 39, 39" are provided with check valves 48, 48" respectively, permitting
the flow of the compression medium from the compressor into the pine, but pre-
venting its reflow to the compressor.
Arranged in suitable relation to the other parts of the engine and in the present
instance mounted on an extension of the bracket 42 is a ram 50, having a
piston 51, piston rod 52, connecting rod 53, and eccentric 54 mounted on the
shaft 13, and it will be noted that the eccentric is so arranged that the piston 51
moves substantially in harmony with the piston 6, preferably being given a little
lead, so that its stroke will be completed before the stroke of the piston in the
main cylinder. This ram is provided with pipes 55, 55°, connected in the present
instance with the pipes or passages 39, 39", respectively beyond the check valves 48,
so that the compressed medium is forced into the combustion chamber or cylinder
and cannot enter the compressor, although the compressed medium from the com-
pressor 40 can pass through the pipes 55, 55, respectively, into the opposite ends
of the ram 50.
Connected to the opposite ends of the compressor 40 are the inlets in the form
of pipes 49, 49, provided respectively with check valves 59, 59", by which pipes
the compressed medium or air is supplied to the compressor and connected to these
pipes 49, 49", is a coil 58, through which the air from the atmosphere is drawn
as a primary supply to the compressor and interposed in this coil is a check
valve 47. Also connected with the inlet pipes 49, 49" is a pipe 69 leading by, its
branches from the air jackets 4,4", respectively, by means of which any air con-
tained in these jackets can be drawn upon to supply the compressor 40, in the
manner hereinafter set forth.
The fuel of combustion may be supplied to the combustion chamber or cylinder
of the engine in any desired way, and we have indicated a hopper 61 61ª, con-
nected to the inlet pipes or passages 39, 39, as a means for supplying solid fuel
to said cylinder, but more fully shown in Fig. 8, as comprising a conveyor 63,
driven by a stem and pulley 64, connected to some operative part of the engine
and having a perforated plate through which the fuel is discharged into the pas-
sage 39. Instead of this hopper in case a liquid fuel of combustion is used, such
a construction as indicated in Fig. 9 may be connected to the pipe 39, which
comprises substantially a bowl or receptacle 66, having an adjustable deflector
valve 67, mounted on the stem 68. Any other feeding device for the fuel may be
used which is adapted to the character of the fuel, and it may be arranged in any
suitable relation to the operative parts, that shown, being found satisfactory.
Having thus described the general construction and arrangement of parts of
the engine illustrated, the operation will be largely understood therefrom, but to
more clearly set forth and indicate how our improved method may be carried out
by this or other equivalent constructions, we will describe the operation more in
detail.
on
The compressor 40 is filled with air or other compression medium at the desired
initial pressure, as for instance 80 pounds, either by independent means, as
starting, or by the previous action of the engine. Upon approximately the com-
pletion of the down stroke of the working piston 6, and the exhaust of the
expanded gases from the working cylinder 1, air from the compressor 40 is
admitted to the working cylinder through the passage 39, or 39ª, as the case may
be, the valves 38, 38" and the combustion chambers '32, 32°. Owing to the
difference in size or capacity of the working cylinder and the compressor which
.

page_text: as above intimated may vary, but in the present instance is in the relation of
about 4 to 1, the air immediately and quickly expands in the working cylinder
until it is at a compression say of about 20 pounds, and owing to this expansion
taking place quickly the temperature of the air is greatly reduced from that at
which it was admitted to the said cylinder. The piston of the working cylinder
upon its return or up stroke then compresses the air in the working cylinder to
about its initial compression, say 80 pounds, while the temperature of the air
remains below its previous temperature, and as a consequence of this expansion
and relatively low temperature the air is again compressed with an expenditure
of power less than required for its initial compression. At this portion of the
stroke, air from the ram 50, which is at a compression say of about 90 pounds,
is injected into the compressed air or into the engine cylinder, and if desired
carries with it the fuel of combustion.
It may
be remarked that one of the
functions of the ram is as an injector for the fuel of combustion, and to serve
this function it is only necessary that the pressure of the air of the ram shall be
sufficient to accomplish this purpose, but we have found it desirable to raise the
pressure of the air in the ram slightly above the pressure of the air in the work-
ing cylinder, and in the instance indicated, it is ten pounds above that pressure.
This not only accomplishes the introduction of the fuel of combustion into the
compressed air, but also raises the pressure of this compressed air in the working
cylinder, and we have found that this is accompanied by so slight an increase of
temperature as to be practically immaterial, and it also occurs at a time when
temperature is to be increased by the combustion of the fuel, so that in addition
to the introduction of the fuel of combustion it results in material advantage in
the operation of the engine. The fuel of combustion upon its introduction is at
once ignited by any well-known or suitable means, and in the present instance,
by the electric sparker, and the heat of combustion expands the air or expansion
medium against the piston moving it to the end of its stroke. Before the piston
reaches the end of its stroke the exhaust valve is opened by the lever 24, 24°
operated by the cams 20 or 20°, and the expanded air and products of combustion
are allowed to be discharged through the exhaust port and we have found that the
pressure at which they are discharged is very low and the temperature but little
above the atmosphere. As above indicated the time within which these actions
take place is limited and can be regulated to a nicety by the adjustment and shape
of the cams and their connections.
It is to be noted that the cams are connected to be driven from the main shaft
and operated in accordance with the operations of said shaft, so that it will be
seen that if the shaft is rotating rapidly the time of the opening of the exhaust
valve will be small and a less exhaust will occur than if the engine is operating
slowly. Thus the operation of the exhaust valve is in proper relation to the work
being done by the engine and is governed thereby. In case the shaft of the
engine is rotating slowly the exhaust of the air will be greater and in case of
practically complete exhaustion a full charge of compressed air will be necessary
and will therefore be admitted, but on the other hand if the shaft is rotating
rapidly the exhaust will be less and a full charge of compressed air will not be
necessary and will not be admitted. In order to provide further for this operation
and to utilize the compressed air when it is not necessary to be admitted to the
cylinder, we connect the passage 39 to the air jacket 4, through the medium of
the pipe 56, containing a pressure valve 57 set to unseat and admit air to said
jackets at a pressure a little in excess of that of the compressor and in this case
to about 82 pounds, and the excess of compressed air will thus pass into the air
jacket 4, where it expands and cools itself and the cylinder and from whence it
will be again taken into the compressor as hereinafter described.
It will be seen that the primary air supply to the compressor is through the
pipe 49, and this is connected to the coil 58, open to the atmosphere. Connected
as before stated to this inlet supply pipe 49 is the pipe 69 leading from the air

page_text: jacket 4, so that there are two sources of supply of air to the compressor, one the
jacket 4, and the other the coil 58, communicating with the atmosphere. If per-
chance there is air in the jacket 4, which is above atmospheric pressure, it being
expanded in entering the jacket, the air supplied to the compressor will naturally
be first drawn from the jacket, and if it is not sufficient for the capacity of the
compressor the additional air necessary will be drawn through the coil 58. This
is a matter which regulates itself automatically and it will be seen that from
whichever source the air enters the compressor, it will be expanded therein io a
greater or less extent, reducing its temperature. It will thus be seen that while
primarily the air used is drawn through the coil into the compressor, after being
once compressed thereby portions of it under certain circumstances will be let
into the air jacket cooling said jacket and there furnish a partial supply for the
next compression, and as before explained this air has been cooled by expansion
in the jacket and is again cooled by its expansion in the compressor before com-
pression therein. We have found that every alternate or successive expansion
and compression of the air is a benefit making it more susceptible to pressure
without corresponding increase of temperature and thereby obtaining a greater
economic efficiency.
It will be observed that the ram 50, is so connected with the air compressor as
to take its supply of air from the compressor at the time that the air therein is
under its greatest compression. In other words the air is delivered to the ram
say at a pressure of 80 pounds and is expanded in the ram as it is admitted
therein, further tending to reduce the temperature. The relation of the ram to
the compressor, however, is such that the change of temperature is comparatively
small, but compensates the increase of heat due to raising the pressure above its
initial pressure, as from 80 to 90 pounds. It will be observed that the pipe 55,
leading from the ram is connected to the passage 39, and if under the circum-
stances before set forth the conditions of the air in the main cylinder are such
that a full charge is not necessary, the excess of air from the ram will pass
through the pipe 56, into the jacket 4, and be utilized as hereinbefore described,
thus adding its supply to the compressor. It is apparent from the above that
these operations are all automatic and the amount of air from the compressor and
from the ram supplied to the main cylinder will depend upon the needs of the
engine and be in harmony with the work being done thereby.
Heretofore in speaking of the inlet passage 39, we have reterred to special
parts composing said passage as shown in the drawings. As a matter of fact the
passage referred to, although composed of several communicating pipes or cham-
bers is in fact one passage in its integrity and function and is one continuous
passage or chamber existing between the cylinder and the discharge valve of the
air compressor. This passage occupies a relation and performs functions in the
economy and regulation of the method and mechanism which differ from those
performed by any other parts and serves as a sort of compensating or governing
pressure chamber for the regulation and economic use of the supply of the expan-
sion medium and fuel and the working of the several parts. It will therefore be
seen that while the injection of air from the ram might be introduced directly into
the cylinder head or cylinder itself without entering the passage 39, that owing
to the nature of the passage 39, and the functions performed by it, the same
advantage would not be obtained.
Concerning the supply of atmospheric air to the compressor, we find it desirable
to admit said air supply to the compressor through the medium of an intervening
chamber placed upon the supply inlet to said compressor. This chamber we have
designated as a coil, but it may be of any other form of tortuous chamber the
office served by the chamber being that of a partial obstruction to the free pas-
sage of air to said compressor with the object of partially rarefying said air
through suction and the friction of the inflow of air over said obstruction, and by
the heat of said friction, also removing a portion of the moisture. It will be

page_text: evident that a chamber or inlet of any form containing obstructions suitable for
the performance of these functions will serve equally well. We find a tube in
the form of a coil satisfactory for the reason that it contains sufficient friction
surface and by being curved or contorted upon itself is convenient in form and
cheap of construction. A drip-cock may be provided to remove any accumulation
of moisture.
It will be observed that owing to the economy of our method of operation and
the relations of the mechanisms and appliances employed, the greatest efficiency is
obtained from the expansion medium and fuel, and that supplies of expansion
medium and fuel are not delivered to the working cylinder unless, and until
needed therein by the consumption and exhaustion of previous supplies, and until
so needed the quantity of expansion medium (as air) taken from the atmosphere
is conserved and is not lost by discharge or otherwise, nor the energy exerted in
its preparation wasted; said medium being meantime utilized to cool parts heated
by combustion and thereby simultaneously better its own condition and compen-
sating the energy exerted in actuating the mechanical parts.
The operations thus far described have been confined to the admission of the
air or expansion medium to one end of the working cylinder, and it will be seen
that the operations are the same in connection with the other end of the cylinder,
and the parts are so constructed and arranged that while the air is being com-
pressed on one side of the compressor piston, it is being expanded on the other
side, and that the reverse conditions are taking place in the working cylinder, and
the same is true of the ram, so that at all stages of the movement of all the
parts they are co-acting to simultaneously perform their respective and successive
functions for both sides of the working cylinder.
In this way we produce a double acting engine in which the energy is exerted
on both sides of the piston of the engine, and is exerted at each stroke, in contra-
distinction to the ordinary practice in which the energy is exerted on only one
part of a cycle of operations or one of a series of strokes, the remainder of the
time and power of the engine being consumed in preparing for another spasmodic
application of energy.
We may employ two or more cylinders coupled to the same shaft or connected
in any other desired way and we may to some extent operate upon a compound
system by exhausting one cylinder into another, adding only small quantities of
expansion medium or fuel at the proper point of cut off or stroke.
The general operation of the engine may be said to consist in successive rare-
factions or expansions and compressions of the air, and each rarefaction or expan-
sion tends, as applicants believe and as appears from actual demonstration, to
reduce the temperature of the air, notwithstanding the fact that each compression
produces some heat, but the result is that more cooling effects are produced than
heating effects, and the accumulative or final result is that the air in the cylinder
of the engine is in a relatively cool condition and consequently is in what we con-
sider to be the best condition for producing energy, and the lower the temperature
of the expansion medium the better. The exact theory by which these results
are attained may not be perfectly known and we think is immaterial.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
we claim is: -
1. The method, substantially as hereinbefore set forth, of converting the
energy of fuel and an expansion medium into power, which consists in first com-
pressing the expansion medium to the desired degree, while retaining substan-
tially atmospheric or initial temperature or reducing the same, then at once
introducing into the compressed expansion medium the fuel of combustion, and
independently igniting the fuel and expanding the expansion medium.
2. The method, substantially as hereinbefore set forth, of converting the energy

page_text: of fuel and an expansion medium into power, which consists in successively
expanding and compressing the expansion medium to produce the desired com-
pression without material increase of temperature, then at once introducing into
the compressed expansion medium the fuel of combustion, and independently.
igniting the fuel and expanding the expansion medium.
3. The method, substantially as herein before set forth, of converting the energy
of fuel and an expansion medium into power, which consists in compressing the
expansion medium while retaining substantial atmospheric or initial temperature,
then at once introducing into the compressed expansion medium the fuel of com-
bustion and simultaneously increasing the compression of the expansion medium,
and independently igniting the fuel and expanding the expansion medium.
4. In an internal combustion engine, the combination with a working cylinder
of an air compressor to compress the air to practically the highest compression in
the working cylinder before combustion operatively connected and directly dis-
charging into the cylinder, and co-acting to alternatively compress and expand
and recompress air to obtain the desired compression and temperature of the
expansion medium, substantially as described.
5. In an internal combustion engine, the combination with a working cylinder
of an air compressor to compress the air to practically the highest compression in
the working cylinder before combustion operatively connected and directly dis-
charging into said cylinder, an inlet passage connecting said compressor and
cylinder, and a valve controlling said passage, the cylinder and compressor
co-acting to alternately compress and expand and recompress air to obtain the
working compression and temperature of the expansion medium and to permit the
transfer of air from said compressor through said passage to said cylinder, sub-
stantially as described.
6. In an internal combustion engine, the combination of a working cylinder
and an air compressor to compress the air to practically the highest compression
in the working cylinder before combustion operatively connected and directly dis-
charging into said cylinder, the compressor being of smaller capacity than the
cylinder and both co-acting to alternately compress, expand and recompress air
to obtain the desired compression and temperature of the expansion medium, sub-
stantially as described.
7. In an internal combustion engine, the combination with a working cylinder,
of an air compressor, operatively connected and discharging into the cylinder,
and an air compressing ram also operatively connected and discharging into the
cylinder, substantially as described.
8. In an internal combustion engine, the combination, with a working cylin-
der, of an air compressor, an air compressing ram and connections between the
cylinder the compressor and ram, both said cylinder and ram being operatively
connected and directly discharging into said cylinder, substantially as described.
9. In an internal combustion engine, the combination with a working cylinder,
of an air compressor, an air compressing ram, a passage connecting the com-
pressor with said cylinder, and a pipe connecting the ram with said passage, both
the compressor and ram being operatively connected and directly discharging
into said cylinder, substantially as described.
10. In an internal combustion engine the combination with a working cylinder,
of an air compressor, an air compressing ram, a passage connecting the com-
pressor with the cylinder, a check valve in said passage and a pipe connecting
the ram with said passage beyond the check valve, substantially as described.
11. In an internal combustion engine, the combination with a work-
ing cylinder, of an air compressor, an air compressing ram, a passage connecting
the compressor and cylinder a pipe connecting the ram and passage, and a
fuel supply connected to said passage, substantially as described.
12. In an internal combustion engine, the combination with a working cylinder

page_text: having an air jacket, of an air compressor, a passage connecting said air com-
pressor and cylinder and a relief pipe leading from said passage to said jacket,
substantially as described.
13. In an internal combustion engine, the combination with a working cylinder
having an air jacket, of an air compressor, a passage connecting said air com-
pressor and cylinder, a relief pipe leading from said passage to said jacket, and
a pressure valve in said pipe, substantially as described.
14. In an internal combustion engine, the combination with a working cylin
der having an air jacket, of an air compressor, a passage connecting said com-
pressor and cylinder, a relief pipe connecting said passage and jacket and a pipe
connecting said jacket and the inlet of said compressor, substantially as
described.
15. In an internal combustion engine, the combination with a working cylin-
der, of an air compressor, a passage connecting said compressor and cylinder,
and a pipe provided with a coil connected with the inlet of said compressor, sub-
stantially as described.
16. In an internal combustion engine, the combination with a working cylin-
der having an air jacket, of an air compressor, a passage connecting the air com-
pressor and cylinder, a pipe leading from said passage to said air jacket, a pipe
connecting said jacket and the inlet of said compressor, said pipe having an
opening communicating with the atmospheric air through a check valve, sub-
stantially as described.
17. In an internal combustion engine, the combination with an air compressor
receiving, expanding and compressing the air, of a working cylinder, of larger
capacity than the compressor, receiving the compressed air from the compressor
and expanding and re-compressing, the same, and direct connections between the
compressor and cylinder, whereby the compressed air in the compressor is directly
discharged into the cylinder to be expanded and re-compressed, substantially as
described.
18. In an internal combustion engine, the combination with an air compressor
receiving air, expanding and compressing the same, means for removing moisture
from the air before entering, the compressor, a working cylinder into which the
compressed air from the compressor is directly discharged and in which the air
is expanded and re-compressed, substantially as described.
19. In a double acting internal combustion engine, a working cylinder and
piston, an air compressor to compress the air to practically the highest compres-
sion in the working cylinder before combustion, and connections between the
opposite ends of the working cylinder and air compressor, substantially as
described.
20. In a double acting, internal combustion engine, the combination with a
working cylinder and piston therein, of an air compressor, connections between
the opposite ends of the compressor and the opposite ends of said cylinder, and
an air compressing ram, the opposite ends of which are connected with said
cylinder, substantially as described.
21. In a double acting internal combustion engine, a working cylinder and
piston, an air compressor, to compress the air to practically the highest compres-
sion in the working cylinder before combustion, connections between the two
ends of the compressor and the opposite ends of said working cylinder, a fuel
supply connected to each end of the cylinder, means for injecting the fuel supply
into the cylinder at each end and independent means for igniting said fuel, sub-
stantially as described.
22. In an internal combustion engine, the combination with a working cylin-
der and piston, of an air compressor means for introducing compressed air and
fuel of combustion into said cylinder, means for igniting said fuel and expanding
said air, an exhaust valve, and means for operatively connecting the same with
the piston, whereby the exhaust is controlled by the movement of the piston, and

page_text: the pressures in the working cylinder controlling the admission of air and fuel
are determined, substantially as described.
Dated this 20th day of December 1898.
ERNEST DE PASS,
Chartered Patent Agent,
78, Fleet Street, London, & 5a, Market Street, Nottingham,
Agent for the Applicants.