Improvements in or relating to Internal Combustion Engines.
Year: 1898

page_text: PROVISIONAL SPECIFICATION.
Improvements in or relating to Internal Combustion Engines.
I, CHARLES HENRY BRYANT, of Woodruffe House, Chiswick Mall, in the County
of Middlesex, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention relates to internal combustion engines, and has particular
reference to the ignition of the explosive charge. The invention may be carried
out in the following manner.
At a suitable part of the cylinder, say the back end, I have what I will term a
vapouriser; it comprises a hollow vessel preferably with internal radiators, and
a diaphragm or division extending not entirely throughout the vessel. The dia-
phragm carries upon each side baffle blocks, which have the effect of directing the
explosive mixture into the compartments formed by the radiators, the arrange-
ment being that the explosive charge enters the vessel at one side of the diaphragm,
passes round the end of it, and returns upon the opposite side of the diaphragm
by which means it enters the cylinder.
The diaphragm may be extended beyond the previously described vessel into
the cylinder where its end is turned up, passing the inlet valve which may be of
The inlet valve
ordinary construction and spring controlled in the usual manner.
governs only the air supply which is sucked into it by the action of the piston,
a portion of it passing into the vapouriser, and so to the cylinder, and another portion
direct into the cylinder without passing through the vapouriser.
In a suitable part and conveniently through the upturned end of the diaphragm,
I introduce an intermittent jet of hydro-carbon oil of suitable density, a heavy
oil being preferred. The operation is as follows:-
The engine may work upon the Otto or other cycle, the ignition being effected
by the meeting of the pure air in one part of the cylinder with the rich explosive
mixture in the other part and vapouriser. To start the engine I prefer to heat
the vapouriser to a slight extent, which may be done in any convenient manner,
but I can if I like by merely turning the engine start it without heating it.
I prefer to work this engine with what I may term a cold cylinder; that is to
say I jacket the cylinder, and cool it preferably with water, or in the case of small
cylinders by means of radiators. The radiators in the vapouriser serve when the
engine is fairly at work to regulate and control the heat, and for this purpose the
vapouriser may be provided with external radiators if desired to prevent the
vapouriser from attaining too high a temperature. One of the reasons why I
object to too high a temperature is that the explosive mixture would become
decomposed and deposit in the cylinder would take place, whereas by working
at a comparatively low temperature I prevent this decomposition and deposition
and can use very heavy oils without clogging the cylinder."

page_text: I have used the term vapouriser, but as the vapourising therein is mostly of a
mechanical nature I might call it a pulveriser; it is a vessel or chamber in which
the air and oil are mixed by preference mechanically, although assisted by the
limited heat.
Although I have mentioned the use of oils and particularly heavy oils, I wish
it to be understood that I may use other materials sufficiently rich in carbon, such,
for example, as acetylene or oil gas, or other explosive mixture, coal dust for
instance.
Where the engine is not run on the Otto cycle, I may compress the air either
with the opposite side of the piston in the working cylinder, or by means of a
separate cylinder or pump, or by other suitable means delivering it as required
to the working portion of the cylinder.
BOULT & WADE,
Agents for the Applicant.
Improvements in or relating to Internal Combustion Engines.
1, CHARLES HENRY BRYANT, of Woodruffe House, Chiswick Mall, in the County
of Middlesex, Engineer, do hereby declare the nature of this invention and in
what manner the same is to be performed to be particularly described and ascer-
tained in and by the following statement:-
$
This invention relates to internal combustion engines and has particular
reference to the ignition of the explosive charge.
In engines constructed according to this invention the ignition of the charge
is effected by the meeting, under compression and without intimate mixture, of
ordinary air, and air heavily charged with a hydro-carbon oil or other fuel.
This invention may be carried out in the followng manner:
The air, which may be admitted through an inlet valve of ordinary construction.
is divided into two portions; one portion enters the cylinder without admixture
of fuel, and the other passes through a pulveriser or mixing chamber where it is
heavily charged with the fuel and drawn into the cylinder side by side but not
in intimate admixture with the uncharged air. These two portions are then com-
pressed in company and ignition takes place, when the compression is complete,
at what may be termed the meeting face of the heavily charged vapour and the
air. The resulting action is of the nature of a slow combustion rather than an
explosion, and consequently the loss of heat is very much less than would other-
wise be the case. The cylinder is preferably water-jacketted, although this is
not necessary owing to the comparatively small amount of heat generated by the
combustion, but it is found in practice that by working at a comparatively low
temperature decomposition and consequent deposition of the fuel in the cylinder
is avoided, and thus very heavy oils may be employed as fuel. It is found that in
working no part of the cylinder, combustion chamber, or pulveriser, reaches a red
heat.
The charging of one portion of the air with the fuel may be accomplished in
the following manner:-
At a suitable part of the cylinder, say at the back end, a pulveriser
or mixing chamber is placed; it comprises a hollow vessel preferably with internal
radiators, and a diaphragm, or division extending not entirely throughout the

page_text: vessel. The diaphragm carries upon each side baffle blocks which have the effect
of directing the heavily charged mixture into the compartments formed by the
radiators. The air to be charged enters the vessel at one side of the diaphragm
passes round the end of it, and returns upon the opposite side of the diaphragm
into the cylinder. During its passage through the pulveriser the air is heavily
charged with the fuel which is forcibly injected into the pulveriser and finely
divided by impinging against the baffle blocks.
The diaphragm may be extended beyond the previously described vessel into
the cylinder where its end is turned up near the air-inlet valve. The inlet valve,
which may be spring controlled, governs the air supply which may be sucked in
by the action of the piston. A portion of the air passes upon one side of the
diaphragm into the pulveriser and so to the cylinder, and another portion passes
upon the other side of the diaphragm direct into the cylinder.
In a suitable part and conveniently through the upturned end of the diaphragm,
an intermittent jet of hydro-carbon oil of suitable density is introduced, pre-
ferably by means of a pump, a heavy oil being preferred.
The engine may work upon the Otto or other cycle. When a cycle of opera-
tions other than the Otto is used, the air may be compressed either with the
opposite side of the piston in the working cylinder, or by means of a separate
cylinder or pump, or by other suitable means which deliver it as required to the
working portion of the cylinder.
In the accompanying drawings,
Fig. 1 is a vertical section of a portion of one construction of engine according
to this invention, and
Fig. 2 is an elevation at right angles to Fig. 1 and partly in section on the
line 2-2 of that figure.
Like letters indicate like parts throughout the drawings.
A is a cylinder jacketted as at A¹ and having an upper portion or extension A³
which serves as a combustion chamber, B is the piston, C is the exhaust outlet, and
D is the air-inlet valve, spring-controlled as at D¹. The air-inlet valve operates
in the upper part of the combustion chamber A³, air being admitted to the back
of the valve through the pipe E.
Upon one side of the combustion chamber A2 a pulveriser F is provided. It
comprises a hollow vessel F¹ provided with internal radiators F³, and
divided for a portion of its length by a diaphragm F3, this diaphragm
extending into the upper part of the combustion chamber A2 and being bent
upwards below the air-inlet valve D. Baffle blocks F4 are mounted upon the
diaphragm F3 inside the pulveriser F, and an oil-inlet nozzle G is passed through
the upturned end of the diaphragm F3 so that oil which is pumped through the
pipe G issues from the nozzle G and impinges upon the baffle blocks F, thus
being very finely divided or pulverised. The oil is introduced at the same time
that air is drawn in through the inlet valve. D. The oil-inlet pipe G¹ may con-
veniently pass through a water-jacket as at A3 and this jacket A³ may be in com-
munication with the jacket A¹ of the cylinder A.
It is to be understood that the accompanying drawings show merely the general
arrangements of the engine, and not the precise dimensions or proportions of the
various parts.
The operation of this engine is as follows, assuming it to be adapted to work
upon the Otto cycle.
Combustion having taken place the piston B is urged downwards, and returns
sweeping out the products of combustion through the exhaust opening C. Upon
its next down stroke air is drawn in through the air inlet valve D and is divided
into two portions by the upturned end of the diaphragm F3. One portion passes
round the pulveriser F as indicated by the arrow a, Fig. 1, taking up on its way
its charge of oil which is injected through the nozzle G; it then passes down
into the cylinder A. The other portion of the air passes upon the other side of
the diaphragm F3 straight into the cylinder A, as shown by the arrow b, Fig. 1.

page_text: These two portions do not intimately mix. Upon the next upstroke of the piston B
the two portions of the charge are compressed into the chamber Aª and com-
bustion takes place where they meet in the pulveriser F. Under the action of
the ignited charge the next working-out stroke of the piston B takes place and
the operation is repeated.
To start the engine the pulveriser is preferably heated to a slight extent which
may be done in any convenient manner, but if desired the engine may be started
by merely turning it without applying heat to the pulveriser.
It is to be understood that the operation of charging part of the air with the
fuel, as carried out by the pulveriser is largely mechanical although it is assisted
by the limited heat.
Although the use of oils, and particularly heavy oils has been mentioned, it is
to be understood that other materials sufficiently rich in carbon may be used,
such for example, as acetylene or oil gas or other explosive mixture; coal dust
may also be employed. Modifications in the constructional details may be made
to suit the various kinds of fuel.
When the engine does not operate upon the Otto cycle the air inlet-passage E
would preferably communicate with an external compression chamber or other
reservoir containing air which is compressed either by the piston or by other
means.
Having now particularly described and ascertained the nature of this in-
vention and in what manner the same is to be performed, I declare that what
I claim is
1. In an internal combustion engine effecting ignition by compressing in
company without intimate mixture ordinary air and air heavily charged with a
hydro-carbon oil or other fuel.
2. In an internal combustion engine supplying the air to the cylinder in two
portions one entering without admixture of fuel and the other passing through
a pulveriser or mixing chamber where it is heavily charged with the fuel and
drawn into the cylinder side by side but not in intimate admixture with the un-
charged air.
3. A self-igniting internal combustion engine in which the charge is compressed
to a low tension ignited at a low temperature and no portion of the cylinder com-
bustion chamber mixing chamber or their appurtenances reaches a red heat.
4. A self-igniting internal combustion engine in which the charge is not de-
composed prior to ignition and is compressed to a low tension ignited at a low
temperature and no portion of the cylinder combustion chamber mixing chamber
or their appurtenances reaches a red heat.
5. In an internal combustion engine dividing the incoming air into two por-
tions charging one with the fuel and compressing the two portions so that ignition
takes place.
6. In an internal combustion engine charging a portion of the admitted air by
projecting the fuel into a chamber such as F operating substantially as described.
7. In an internal combustion engine the combination with a cylinder or com-
bustion chamber of a pulveriser or mixing chamber such as F arranged and
operating substantially as and for the purpose described.
8. In. an internal combustion engine the employment of a diaphragm to divide
the incoming air into two portions for the purpose described.
9. In an internal combustion engine injecting the fuel into a pulveriser or
mixing chamber through which a portion only of the incoming air passes.
10. In an internal combustion engine a mixing chamber or pulveriser compris-
ing a vessel partially divided by a diaphragm and baffle blocks substantially as
described.
11. In an internal combustion engine the combination with a pulveriser having
a diaphragm substantially as described of a nozzle passing through the diaphragmi
and through which oil or other fuel is forced.

page_text: 12. In an internal combustion engine the complete cylinder combustion chamber
and pulveriser or mixing chamber substantially as described or illustrated in the
accompanying drawings.
BOULT & WADE,
Agents for the Applicant.