Improvements in and connected with Explosion Engines.
Year: 1897

page_text: Date of Application, 19th Oct., 1897-Accepted, 18th Dec.,
1897
COMPLETE SPECIFICATION.
Improvements in and connected with Explosion Engines.
We, CARL WILLIAM WEISS, of 87 Elizabeth Street, in the City of New York, in the
County and State of New York, United States of America, Mechanical Engineer, and
AUGUST MIETZ, of 87 Elizabeth Street, in the City of New York, in the County and
State of New York, United States of America, Manufacturer, 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 in general to engines of that class which depend for
propulsive force upon the combustion or explosion of the gas or vapor or gaseous
mixture or compound either in the cylinder or in a chamber connected directly to
the cylinder, certain of the improvements being applicable alike to gas engines, or
engines in which that which forms the basis of the explosive mixture is introduced in
the form of a gas or vapor, and to oil engines, or engines in which that which forms
the basis of the explosive mixture is supplied in the form of a liquid which is then
vaporized, while other of the improvements are more especially applicable to one or
the other of these two forms of explosive engines. One general object which we
have had in view is to improve the construction and operation of engines of the
class referred to so that they shall respond more quickly to the action of the governor
and therefore be subject to less variation in speed while running, and incidentally
thereto we have sought to improve the construction of the governor employed so
that it shall be and remain more sensitive in action than the ordinary governor and
shall not be so quickly affected by wear. We have also sought, in gas engines, to
guard against firing back or ignition of the charge outside of the working cylinder or
explosion chamber and to improve the character and ensure the uniformity of mixture
of the explosive charge. Furthermore, as to gas engines, our invention relates in
part to the ignition of the charge, with a view to preventing ignition until the
working piston has commenced its forward uiovement, and with a view to causing
the ignition of the explosive charge to be effected simultaneously at different points
or over a wider area so that the maximum of energy may be derived from the charge.
We have also provided means, in gas engines, whereby the pressure of the air which
is introduced to form a part of the explosive mixture shall itself effect the
introduction of the gas or vapor which forms the basis thereof, with the result that
the amount of air introduced determines the amount of gas introduced for the same
charge, thereby ensuring uniformity in the relative proportions of air and gas of
each charge, that the air and gas are brought together at substantially equal pressures
and are mixed thoroughly as they pass on together into the working cylinder or
explosion chamber, thereby ensuring a thorough and perfect mixture of the two, and
that all gas is removed from those parts of the engine where its presence might
occasion firing back.
In the operation of oil engines heretofore the oil has been converted into vapor,
or has been converted into spray which is then passed to the vaporizer, at a point
outside of the working cylinder of the engine, the vapor being then mixed with the
proper volume of air and introduced into the explosion chamber. One result is that
the spray or vapor, as it passes from the point where it is produced into the explosion

page_text: chamber or into the place where the explosive mixture is formed, particularly when it
strikes against deflecting walls, is apt to be more or less condensed with a consequent
loss in effectiveness of the explosive mixture and a rapid carbonization of the oil upon
the surfaces with which it comes in contact. Furthermore, in such engines as
heretofore constructed, the vaporizers quickly become foul and clogged and must be
removed frequently in order to be cleaned. We have sought to overcome the
difficulties alluded to by providing for the introduction of the oil directly into the
explosion chamber or cylinder itself and for the vaporization of the oil and the mixture
of the air therewith in the explosion chamber itself. For the sake of obtaining a
homogeneous charge, the oil is introduced into the explosion chamber, which is also
the vapoarizer, in the form of spray. In this way we are enabled not only to produce
more satisfactory results in the character of the explosive mixture and to avoid the
rapid fouling of the engine, but we are enabled also to dispense altogether with
outside firing arrangements, except for the purpose of starting up the engine when it
is cold, and to produce an engine of exceedingly simple construction and one which
does not require cleaning except at long intervals.
The various features of our invention we have illustrated, in order that they may
be well understood, in convenient and practical embodiments thereof in the accom-
panying drawings, in which,-
Figure 1 is a plan view of a gas engine to which our improvements are applied.
Figure 2 is a longitudinal central section thereof in a vertical plane.
Figures 3, 4 and 5 are detail views illustrating the improved construction of the
governor.
Figure 6 is a plan view, partly in horizontal section, of a gas engine in which
certain of the improvements are embodied in a slightly different form from that
shown in Figures 1 and 2.
Figure 7 is a longitudinal, central section thereof in a vertical plane.
Figure 8 is a vertical longitudinal section of an oil engine constructed and
equipped in accordance with our invention.
Figure 9 is a detail view, in longitudinal section, of the oil feed and a portion of
the governor.
Figure 10 is an inside end view of the explosion chamber and vaporizer.
Referring to Figures 1 and 2, the cylinder A of the engine may be of ordinary
construction, except as hereinafter indicated, and may be provided with a water
jacket A¹ as usual. The casing A2 of the cylinder is preferably extended forward to
enclose the crank or crank discs and to receive the bearings of the crank shaft. The
trunk piston B may be connected by a pitman B¹ to the crank pin B2 which may be
carried by crank arms or crank dises B³ secured directly to the two parts of the
crank shaft C which may have its bearings in the casing A2. The chamber enclosed
by the forward part of the casing A2 constitutes an air compression chamber, in
which the air is compressed at each forward movement of the piston and which is
connected through a suitable duct with the working cylinder A or the explosion
chamber through a port a which is so arranged as to be closed against back pressure
during the rearward movement of the piston. The cylinder A, having the inlet
port a, is also provided with an exhaust port a¹ which is covered by the piston
except when the latter approaches the limit of its forward movement. In order that
the pressure in the cylinder may be more quickly relieved and also that the exhaust
may be muffled, the exhaust port a¹ opens directly into a chamber a², from which
the exhaust gases may be conducted eventually through a pipe a³ to a point of
discharge. The air compression chamber A2 is provided with a free port a for the
admission of air to said chamber, this port. at being unobstructed by any valve
whatsoever and being normally covered by the trunk piston B, but uncovered as the
latter approaches the limit of its rearward movement. As a partial vacuum is formed
in the chamber A² by the rearward movement of the piston, the air rushes in through
the port a when it is uncovered, and as there is no valve to be lifted or to obstruct
the port, the maximum volume of air will be admitted to the chamber to be
compressed by the forward movement of the piston and to pass into the working

page_text: cylinder at the proper time. The construction of the parts thus far referred to is
substantially the same in Figures 1, 2, 6 and 7, except that in Figures 1 and 2 the
.inlet port a is uncovered by the piston as it reaches the forward limit of its
movement, while in Figures 6 and 7, the inlet port a is formed at the rear end of
the cylinder and is closed during the rearward movement of the piston by other
means.
We will now describe the means whereby the air compressed in the chamber A² is
caused to effect the delivery of the gas or vapor which constitutes the basis of the
explosive mixture, referring first to the particular construction shown in Figures 1
and 2. As there represented the gas or vapor is delivered to the engine through a
pipe d which is provided with a check valve d' and communicates with a chamber or
cylinder D in which is placed the movable diaphragm or piston d², the latter being
operated directly by the pressure of the air in the chamber A2. From the chamber
or cylinder D the gas is conducted through a pipe d³ to a valve chamber E, from
which it is permitted to pass at the proper time into the duct by which the air is
conducted from the compressor to the working cylinder A through the port a and at
a point intermediate the compressor and the cylinder. It is obvious that the
diaphragm or piston d² is operated to effect the delivery of the gas when the pressure
of air in the chamber A² rises above the normal and is operated to fill the chamber
or cylinder D with gas when the pressure of air in the chamber A2 falls below the
normal, and it will also be obvious that as the piston d² rises only until the pressure
of the gas within the chamber or cylinder D becomes substantially equal to the
pressure of the air in the chamber A², a measured quantity of gas will be delivered
at each operation and will bear a certain proportion to the quantity of air delivered.
A spring may be applied to the stein of the piston d2 to counter-balance the
weight of the latter, and in order that when the piston de falls it may not strike
too heavily upon its seat, it is provided with a plug de to enter the port d through
which the air enters the cylinder D below the piston, thereby forming an air cushion
to check the descent of the piston as it approaches the limit of its movement.
order that the piston may be exposed over its whole face to the pressure of the air
in the chamber A2, as soon as such pressure begins to rise above the normal, the
port being then closed by the plug do, a loose valve d³ is seated in the wall
between the chainber A2 and the chamber or cylinder D, at one side of the port d',
which lifts when the pressure in the chamber A2 rises above the normal and permits
the pressure to be exerted upon the full face of the piston.
In
Referring now to the construction shown in Figures 1, 2, 6 and 7, which is
substantially the same, although arranged somewhat differently in the two cases,
it will be seen that the valve F which controls the delivery of gas from the valve
chamber E, is represented as carried by a rod f and held to its seat by a spring f¹.
When the engine is running at a normal speed, the rod is shifted to open the valve
and admit a fresh charge of gas at every rotation of the crank shaft, but when the
engine runs too fast the rod is not shifted and the valve is not opened, wherefore one
explosion is oinitted and the gas is withheld until the shaft of engine has completed
a rotation. The means for shifting the valve do not differ in general from ineans
which have been employed hitherto for controlling the speed of engines of this class,
but we have provided certain improvements whereby the speed controlling device or
governor becomes more sensitive in operation and yet is better calculated to with-
stand the wear to which it is subjected. As represented in the drawings, the shaft C
carries an eccentric C¹ which operates the short lever c. To the upper end of the
lever c is pivoted a screw threaded shaft c' which carries a flat faced nut c² to bear upon
a block c3 having an incline c. When the engine is running at a normal speed the
end of the rod c will strike the end of the rod f and open the valve, but when the
engine is running too fast, the momentum of the rod and nut, as the latter travels up
the incline c will throw the end of the rod above the end of the rod f and the
valve F will therefore remain upon its seat, preventing the delivery of the fresh
charge. The end of the rod f is usually brought down to a thin edge so that the
governor shall be reasonably sensitive in operation, but in the governors heretofore con-

page_text: structed this edge becomes quickly blunted and impairs the sensitiveness of the governor.
We have therefore pivoted upon the end of the rod ƒ a tongue f2 which has a very
sharp edge disposed in a horizontal plane. The tongue 2 is held in normal
position by a spring plunger f. The end of the rod c¹ is formed with a notch 5 to
conform to the end of the tongue f2, such notch being conveniently formed by cutting
away the lower portion of the rod c¹ and securing there a plate co which has a beveled
lip c. It will be obvious that whenever the parts engage for effective operation, the
tongue 2 will enter the corresponding notch c' and its beveled face will take a full
bearing against the bevel c' of the rod c', thereby preventing the blunting of the edge f³
which would be occasioned by the striking of a flat bearing face against it. Should
the rod c¹ lift slightly, its bevel c' will engage the under side of the tongue 2 and
will lift the latter to a position where it will find a full bearing. Should the engine be
running so rapidly as to necessitate a reduction in speed, the end of the rod will be
lifted above the edge of the tongue and the opening of the valve will be omitted.
It will be readily understood that by these means it is not only possible to have a
very thin edge on the tongue f2, whereby sensitiveness is secured, but the edge will
be kept sharp at all times and will not be dulled or rounded by use so as to impair
the sensitiveness of the governor.
For the ignition of the charge in the working cylinder or explosion chamber we
prefer to employ a tube igniter G of ordinary construction, which is seated upon the
lateral port as formed on the upper surface of a tubular projection A³ from
the cylinder head, and is held to its seat by a clamping plate g. The latter is held
in position by a clamping nut gl which engages a threaded stud g² supported by a
projection a from the cylinder head. A jacket 93 to surround the tube G has
a projection g' to rest upon the projection a and to engage the stud g², and is thereby
supported in position. The bore a' of the tubular projection A3 communicates as
usual with the explosion or combustion chamber and we have also provided in the
cylinder head a plurality of diverging channels as which shall distribute the flame of
ignition to as many different points remote from the axis of the cylinder, thereby
effecting a simultaneous ignition of the charge at different points or over an extended
area and permitting the maximum efficiency of the charge to be obtained.
To the tubular projection A³, directly opposite the igniting tube G, we have
connected a chamber or vessel H which is preferably in the form of a spirally coiled
tube, as represented in Figures 2 and 7, having at its lower end a waste cock h, through
which such liquid as accumulates in the chamber may be drawn off from time to time.
The main function of this chamber is to delay the ignition of the charge in the
cylinder until the piston shall have commenced its forward movement, thereby
preventing the premature explosions which severely strain the working parts of the
engine and occasion a loss of efficiency. That the chamber does operate with this
result has been demonstrated. We will proceed to describe the nature of its operation
so far as the same is understood by us. As the charge in the working cylinder is
compressed, some of it enters the tube G and is ignited, the tube being in a state of
incandescence. The tendency of the flame is to work back through the
channels a7 and as into the working cylinder and it would do so but for the fact that
the explosive mixture is passing through said channels from the working cylinder,
while the piston is moving to the rear, more rapidly than the flame can travel
toward the working cylinder, this result being possible by reason of the existence of
the chamber H which permits some of the gas or mixture which passes through the
channels a and as to be compressed into it. As soon, however, as the piston has
reached the limit of its rearward movement and compression of the charge ceases,
the flaine travels through the channels a' and a* into the cylinder and ignites the body
of the charge therein.
As indicated above, other means than those shown in Figure 2 may be employed
through the medium of which the air compressed in the chamber A2 is caused to effect
the delivery of the gas or vapor which forms the basis of the explosive mixture, and
we have illustrated another form of such means in Figures 6 and 7. In the
construction there represented, the valve F, which permits the entrance of the gas or

page_text: vapor,
is operated as before, by the governor or controlling mechanism already
des ribed, but in place of a pump which is operated by the pressure of the air to
effect the delivery of the gas, an aspirating device may be employed through which
the air, under pressure from the chainber A2, shall pass and in its passage shall induce
the flow of the gas, carrying it on and mixing it thoroughly with itself as it passes on
to the working cylinder or explosion chamber. It will be obvious that the aspirating
device might be arranged in many different ways to accomplish the desired purpose.
In Figures 6 and 7 we have represented the gas supply pipe d as connected to a
chamber D' from which ports do open into the seat do of the valve F, so that as the
air rushes from the channel A2 through the chamber * and between the valve F and
its seat, it draws the gas with it from the chamber D' and effects its delivery into the
working cylinder or explosion chamber. It is obvious that inasmuch as the action of
the aspirator depends upon the velocity and consequently upon the pressure of the
impelling fluid, the quantity of gas delivered at each operation will depend upon the
pressure of the air in the chamber A2 and will bear a definite relation to the quantity
of air delivered, thereby ensuring, as before, an explosive mixture of uniforin
strength.
In the construction shown in Figure 2 it will be observed that the inlet port a
and the outlet port a¹ are so arranged relatively to each other that the outlet or
exhaust port a¹ shall be opened first, thereby allowing the heated gases in the working
cylinder to rush out and the pressure therein to fall. Then the inlet port a opens
and the fresh air enters, carrying before it the heated gases. Quickly after the
opening of the port a the valve F is opened and the air and gas flow on together
and are thoroughly mixed as they enter the explosion chamber. The valve F closes
before the port a is closed and as the valve seat projects into and is surrounded by
the air channel a*, every vestige of gas is carried out of the channel by the continue i
flow of the air. In this manner firing back is effectually prevented under all
conditions. A similar result is produced by slightly different means in the
construction shown in Figure 7. In this case the air channel is extended around
the aspirating device and communicates with the inlet port a through a port which
is closed by a supplemental valve I, the latter being held to its seat normally by a
spring . When the pressure in the working cylinder falls, by reason of the opening
of the exhaust port a¹, below the pressure in the compression chamber A2. and before
the valve F is opened, the valve I opens automatically and permits the fresh air to
enter, driving before it the heated gases; likewise, after the valve F is closed the
valve I remains open or opens automatically for an instant and permits the pure air
to flow past the valve F, carrying with it whatever gas may remain in the channel
outside of the valve F.
The mode of operation of each of the several features of our invention as applied to
a gas engine, has been fully explained in connection with the description of the
construction of each, and as the operation of the engine as a whole is substantially
similar to that of ordinary engines of this type, no further explanation will be
.necessary except to call attention to the fact that inasmuch as the fresh charge, beth
of air and of gas, is ready for delivery at the end of each forward stroke of the piston,
the engine will respond quickly to the action of the governor, no more than a half
revolution being required to prepare for another explosion should the speed of the
engine fall after the governor has acted to prevent the delivery of the gas or vapor.
Referring now to Figures 8, 9 and 10, it will be seen that in the oil engine the
general construction and arrangement of the principal parts, including the governor,
are the same as in the gas engine, except as hereinafter described.
The explosion chamber in our improved oil engine is preferably formned by a
shell D which is secured directly to the end of the cylinder, with its larger, open end
toward the piston. A supplementary shell D₁x, may be secured to the cylinder out-
side of the shell 1x to protect the latter and to prevent excessive radiation, an
aperture d being provided in the shell Dix to permit the introduction of a heater for
use in starting up the engine when it is cold. For the purpose of increasing the
vaporizing surface within the explosion chamber and of maintaining the temperature

page_text: therein at such a degree that the engine will be self-igniting after it has been started.
we prefer to support within the conical shell D*, a number of plates or ribs E* E*,
which may be cast in one piece with a connecting ring ex. In order that the dead
gases may be cleared out of the igniter and explosion chamber thoroughly after each
explosion the plates Ex Ex, as clearly shown, do not meet in the centre but are
disposed about an open space and a ring ex is employed to secure them together in
place of a plate, whereby as the current of air enters from the port a and is deflected
by the deflecter b, into one side of the explosion chamber, carrying with it the oil
spray from the extremity of the oil duct, it drives out before it from the other
side of the explosion chamber and igniter, between the plates Ex Ex, all of the dead
gases that may be therein. It is obvious that these plates might be cast with the
shell Dx, but we prefer to form them separately in order to retard the conduction of
heat from said plates to said shell. It will be understood, of course, that the said
plates Ex Ex remain at a red heat during the operation of the engine and that as the
charge of the explosive mixture is compressed in the explosion chamber by the return
of the piston, the temperature is raised sufficiently to effect the ignition of the
charge.
In accordance with our invention the oil to be vaporized is itself brought directly
into the cylinder or into the explosion chamber and is there converted into vapor
and the vapor mixed with the proper volume of air. To this end the oil is preferably
fed through a nipple H which projects through the jacketed portion of the wall of
the cylinder just in front of the shell Dx and in the path of the current of air as it
enters from the compressor. The oil, which is fed by suitable means and stands in a
small drop upon the end of the nipple, is caught by the blast of air and is blown in
the form of spray into the explosion chamber D* and against the heated surfaces
and is immediately converted into vapor. The air which blows the oil from the
nipple and converts it into spray at the same time supplies the volume of air
necessary for the formation of the explosive mixture. The entire quantity of oil
supplied at the end of the nipple H is blown off so that none remains to be
carbonized on the nipple, and there is no opportunity for the spray or vapor to be
condensed before the explosive mixture is formed. Furthermore, there are no ducts
or channels leading out of the cylinder to receive the vapor and to retard the ignition
thereof, so that the combustion of the entire charge is complete and practically
instantaneous, giving the engine a very high efficiency.
In order that there may be no entrance of hot gases into the duct through which
the oil is supplied, we prefer that the valve H* which closes the duct against back
pressure, shall be seated at the extremity of the nipple. This valve is an ordinary
poppet valve, normally closed by a spring h'. Any suitable means may be employed
for feeding to the nipple '* the proper quantity of oil at each stroke of the engine,
but we prefer to employ the means shown in the drawing in which a plunger G is
operated from the crank shaft. This plunger reciprocates in a cylinder g* to which
the oil is supplied through a lateral port gx. The plunger over runs the port only
to a slight extent, just enough to force forward at each reciprocation a quantity of
oil corresponding to that which is to be introduced into the working cylinder, the
rest of the oil in front of the plunger being returned through the port g. For the
purpose of ensuring at all times a close contact of the plunger with the wall of the
cylinder g* around the port glx, the plunger is slitted horizontally, as at g², so that
the thinner portion of the plunger shall bear against the adjacent wall of the
cylinder with a spring pressure. The cylinder gx is connected with the nozzle H*
by a suitable duct h², and between the cylinder and the duct is a spring actuated
check valve which we have found to be effective in co-operation with the valve h*
in ensuring regularity of feed and the delivery of a uniformn quantity of oil at each
operation to the working cylinder.
The plunger G* may be operated by any suitable means, but we prefer the governor
mechanism shown in the several Figures of the drawings. As represented in
Figures 8 and 9, the plunger G* has applied thereto a spring g³x which acts to move
he plunger backward after its forward movement, the spring being confined between

page_text: a nut gx on the plunger and the loose stuffing box 95x, and thereby acting as well to
keep the packing around the plunger at all times under the proper pressure without
requiring screw adjustment of the gland. At its rear end the plunger bears against
the rod f, of the governor mechanisin, which is mounted in a suitable guide on the
frame of the engine and, as already described, has pivoted upon its end the tongue f²
which has a very sharp edge f³ disposed in a horizontal plane. To the upper end of
the lever c is pivoted, as before described, a screw theaded shaft c¹ which carries a
flat faced nut c² to hear upon the block c³ having an incline cª. When the engine
to
is running at a norinal speed the end of the rod c¹, which is formed with a notch
conform to the end of the tongue f², will strike the end of the rod f and operate
the plunger to feed the proper quantity of oil for the next explosion, but when the
engine is running too fast, the momentum of the rod and nut, as the latter travels up
the incline c, will throw the end of the rod c¹ above the end of the rod f, and the
plunger will therefore be unaffected.
The shell I may be secured in place by any suitable means, but for convenience
in construction and in permitting the shell to be removed, I prefer the means shown
in Figure 8, in which bolts d¹ pass through the flange 2x of the shell D¹ and engage
the end of the cylinder wall, while the shell D has a flange (3 which is clamped
between the flange d²* and the end of the cylinder or a ring thereon.
It will be obvious that as the entire oil-feeding duct is always filled with oil to the
valve set on the nipple within the working cylinder, and as the oil is constantly fed
forward, there is no possibility of the hot gases working back into the oil duct and
consequently there can be no fooling or clogging of the oil feed. Furthermore, as
the oil duct is located in the wall of the cylinder, in the jacketed portion, it is kept
cool always and the oil within it is not materially affected by the heat, while at the
same time the explosion chamber and vaporizer can remain unjacketed, thereby
preventing absorption of heat and consequent reduction of temperature below that
favorable for ignition. In the practical operation of the engine it is found that there
are no deposits of any appreciable amount upon any of the working parts of the engine
except upon the walls of the working cylinder where a thin deposit of carbonaceous
matter is formed within the first few days of the operation of the engine but does not
materially increase thereafter, such deposit being moreover entirely harmless, and it is
also found to be a fact that the engine does not require to be cleaned for a long period
of time of continuous operation while in the same period of time engines of the same
class heretofore devised require to be cleaned many times.
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. In an explosion engine, the combination of a working cylinder and piston, an
air compressor, a duct through which the air is free to flow from the compressor to
the cylinder when the pressure in the cylinder is less than that in the compressor, a
conductor for gas or vapor connected to said duct at a point intermediate the
compressor and the cylinder, a valve to close the extremity of said conductor, and
means to open and close said valve while the piston is at the forward portion of its
stroke, whereby the air from the compressor clears the gases from the duct before
the valve is opened and after the valve is closed at each operation, substantially as
shown and described.
2. In an explosion engine, the combination of a gas or vapor supply, an air
compressor connected to the working cylinder to deliver air thereto, a second cylinder
cominunicating with said air compressor through a port and having the gas or vapor
supply connected thereto, a check valve for said gas or vapor supply and a piston
movable in said second cylinder to deliver gas or vapor to the working cylinder and
operated directly by the pressure of air in said compressor, said piston having a plug
to enter said port to form an air cushion as the piston returns to normal position,
substantially as shown and described.

page_text: 3. In a governor, the combination with a rod reciprocated longitudinally and
movable laterally with variatious in speed, of a valve stem and a tongue pivoted upon
said valve stem and adapted to be engaged by said rod to shift the valve, substantially
'as shown and described.
4. In a governor, the combination with a rod reciprocating longitudinally and
movable laterally with variations in speed, of a longitudinally movable valve stem in
line with said rod, a tongue pivoted upon said valve stem and adapted to be engaged
by said rod to shift the valve, and a spring plunger carried by said valve stem to
maintain said tongue in normal position, substantially as shown and described.
5. In an explosion engine the combination with the working cylinder of an
igniter, the head of said cylinder having diverging channels connecting said igniter
with different points in the cylinder, substantially as shown and described.
6. In an explosion engine, the combination with a water-jacketed working cylinder
having an unjacketed explosion chamber, of an oil duct extended through the jacketed
wall of the cylinder to be thereby kept cool and terminating in the cylinder in front
of the unjacketed explosion chamber, a valve to close the extremity of said duct, and
means to deliver the oil under pressure through said duct and to keep the duct
constantly fnll, whereby the hot gases are kept from working back into the oil duct
and the duet is kept from clogging, substantially as shown and described.
7. In an explosion engine, the combination with a cylinder and piston, an explosion
chamber in rear of the piston, a compression chamber in front of the piston and an
air duct from said compression chamber having a port opened by the piston at the
forward limit of its stroke, of an oil duct terminating in front of the explosion
chamber, and means to direct the current of air from said port when opened against
the extremity of said duct to discharge the oil therefrom, whereby the oil can be
supplied direct to the cylinder and delivered as spray or vapor into the explosion
chamber without opportunity to be deposited on the inner surface of the cylinder,
substantially as shown and described.
8. In an explosion engine, the combination with a cylinder having an explosion
chamber, of plates disposed radially in said explosion chamber about an open central
space to form a vaporizer and secured together by a ring, substantially as shown and
described.
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