Year: 1885

page_text: I, STEPHEN WILCOX of Brooklyn, in the County of Kings, and State of New
York, United States of America, Engineer, do hereby declare the nature of this
invention, and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
The invention relates to that class of hot air or gas engines in which an
inflammable fluid is mixed with compressed air and fired in the working cylinder.
The first part of the invention consists in heating the air preparatory to
admission; charging the same with an inflammable fluid during or after the period
of admission; in covering the internal surface of the cylinder space, and interior
mechanism not in frictional contact, with an imperfect conductor; in a novel con-
struction and arrangement of the receiver, induction valve, burner, and igniter; in
the adaptation of a link motion to operate and reverse the various operations, and in
operating the charging devices through the link motion, or a mechanism independent
of said link motion, all as hereinafter more particularly described and the novel
characteristics of the same referred to in the claims.
In order that others may understand and practice my invention I will proceed
to describe the same in connection with an upright inverted cylinder engine, shown
in the accompanying drawings.
In Sheet 1, Fig. 1 is a side elevation, showing the general organization of the
working parts of the engine, and the receiver represented in vertical section; Fig. 2
showing a cross section of the same on the line x x Fig. 1.
Fig. 3 represents a side elevation of the cylinder and enlarged details of the
valve mechanism and connected operative parts.
In Sheet 2, Fig. 4 is a central vertical section of the cylinder and adjacent valve
chests and air pump, and Fig. 5 a detached view of one of the protecting plates of
the piston.
Fig. 6 is a sectional view through the upper induction port on the line y Y
Fig. 4, and Fig. 7 a similar view through the lower induction port on the line y y
Fig. 4.
Fig. 8 is a detached face view of a lighting orifice and cover, and Fig. a plan
view of Fig. 6.
In Sheet 3 Fig. 10 is an enlarged vertical section of an induction valve and
chest, and Fig. 11 a cross section of the valve.

page_text: Fig. 12 is an enlarged view of the operating wrist plates attached to the valve
spindle.
Fig. 13 is a side elevation of air pump, and connected attachment, in section, for
moistening the entering air and
Fig. 14 an enlarged view of the burner and connected charging pumps.
The corresponding details of all the figures in the several sheets of drawings will
be indicated by the same marks of reference.
A, is the cylinder of a double acting engine, surrounded with a water jacket to
prevent overheating, fitted with a piston 15, and provided with inlet and exhaust
ports precisely similar to the inverted cylinder of an upright steam engine.
The interior surfaces of the cylinder, not in frictional contact; the surfaces of
the piston exposed to the action of the ignited gases, and the port surfaces, are
covered with an imperfect conductor, preferably in the form of a plate of cast
iron applied to such exposed parts, as represented at 17 in the sectional view
Fig. 4.
The object of this plate or lining is to check conduction, and confine the heat
developed to as great a degree possible with the process of combustion, and also, to
maintain so high a temperature in the plates as to materially lessen condensation
on their surfaces, and in the cylinder as to render practicable the use of heavy
volatile oils as an inflammable, and yet preserve in consequence of the water jacket
such a low comparative temperature in the cylinder walls that will permit the
usual method of lubrication..
Other substances than cast or wrought iron may be employed as a material for
the plate or lining referred to, such as fire brick, soapstone, or graphite, but in
practice, danger would probably arise from disintegration of such substances
under the violent fluctuations of both temperature and pressure to which they
would be subjected, which would result in scratching the interior surfaces and
valves.
It is well known that the cold water jacket per se causes serious loss by
condensation, but by the interposition of these plates this difficulty is greatly
overcome.
I have shown in Figs 4 and 5 a representation of cast iron plates provided with
narrow ribs which form bearing surfaces with space between, as a preferred
construction.
To otherwise modify the effect of the high temperature of the products of com-
bustion, I employ the additional expedient of circulating cold water around and
through all parts of the engine, that by location are subject to the heat in the
working cylinder, and have extended such circulation to the interior of the piston
and valves through their respective rods; return passages being made by a
partition plate 45, shown for example in the piston rod in the enlarged sectional
view Fig. 4, the arrows indicating the course of the water and the connecting pipes
46, 47 leading to the circulating pump.
From an inspection of Figs 4, 6, 7 and 10 the arrangement of the water
chambers and water circulating pipes will be readily understood without further
notice, except in relation to a new and advantageous result obtained in interposing
a water chamber between the piston rod or other stuffing boxes adjacent to the
cylinder to protect the packing from burning out as shown at 18 Figs 4 and 10.
This adaptation in connection with the water circulation through the piston and
valve rods will materially overcome one of the serious difficulties met in. practice
with this class of engine.
The receiver is represented at C Figs 1 and 2 Sheet 1, and made preferably in
the form of a cylinder in capacity equal to the requirements of the air supply
without collecting more surplus than will maintain a uniform maximum of pressure,
and of sufficient strength to withstand a constant pressure of at least seventy five
pounds to the square inch.
Within this reservoir or receiver, I arrange a series of tubes 19, secured to
the transverse tube sheets 21, and communicating collectively with the exhaust

page_text: passage 25 of the engine, and also with an escape pipe 22 leading to the atmosphere
through which the hot exhaust gases pass.
The reservoir or compressed air chamber 20 of the receiver, is connected with
the delivery pipe of the air compressing pump at 23, and with the induction pipe
leading to the working cylinder at 27, and through the successive strokes of the
pump and engine a current is established and heated by the coincident passage of
the exhaust gases escaping through the tubes.
In the cross-sectional view Fig. 2, an extension of the exhaust pipe is carried
into the receiver and curved as shown at 26, in order to give a circular motion to
the exhaust gases and to separate the liquid particles that may be carried in
suspension. Such particles will be thrown against the shell of the receiver by the
centrifugal action imparted to them, and will gravitate to the bottom chamber
front whence they may be drawn off by a discharge cock a.
The receiver and cylinder may be furnished with a pressure guage, safety valve
and thermometer, or other expedients to indicate all prevailing conditions that may
be desirable to determine.
The application of a heating device may be accomplished in other ways, the
object sought being to elevate the temperature of the air previous to its contact
with the inflammable liquid to be burned, in order by contact, to make the latter
limped and render it more easily convertible into spray and volatilized, and which
facilitates its combustion, and also render practicable the use of heavy oils for this
purpose.
The induction valves 29 are shown in cross-section in the sectional views
Figs 4 and 11, and in longitudinal section in the enlarged view Fig. 10.
These valves are constructed in cylindrical form with the ports or inlet passages
made directly through them, and are operated to cause said port to register with
the induction passage by an oscillating movement imparted through the wrist
plate 38, and rods 33, connected with the wrist plate 32, that is vibrated by the
rod 50, connected with the link motion shown in Fig. 1.
The portions of the circumferential bearing surface of the valve that close the
induction passages, are recessed and fitted with seats 31 (Figs 4 and 11) on both
the cylinder and receiver side, in order to resist a preponderating pressure and
prevent escape from either direction, that is liable to occur from the receiver.into
the cylinder when the cut off is closed, or from the cylinder into the receiver
when the pressure in the former is greatest. It will be observed that the valve
seats 31, are bevelled inwardly to allow a direct and free passage when the valve is
wide open, or at full throw.
The exhaust valves 30 are of the same construction, and actuated by the wrist
plate 32 through the connecting rods 34, similar to the induction valves except
that the connection is permanent.
:
This induction valve mechanism is organized on the principle of that adopted
in the Corliss engine, and which will be readily understood upon an inspection of
the enlarged detailed view Fig. 3 without referring more particularly to the
numerous parts shown than in the explanation of the mode of operation hereinafter
described.
D, E, represent plunger pumps for injecting the inflammable fluid, shown in
sectional detail in enlarged view Fig. 14 with connected suction and discharge
pipes and valves.
These pumps are of different capacity, and act independently at different times,
during the movement of the induction valve.
The smaller pump E is designed to supply the first and minimum quantity of
the inflammable fluid, during the opening movement of the induction valve, and
its connecting rod, is attached in such position on the wrist plate 38 as to produce
the required throw, and to cause it to deliver during the first movement of said
plate, and corresponding opening movement of the valve. Its delivery .pipe 51
is directed to the vestibule, chamber, 54. within the burner 8, and the inflammable
fluid is discharged into said chamber and then finds its way into and through-the

page_text: meshes of the intervening wire gauze by capillary attraction, where it remains
suspended until forced through the perforated plates 55 by the current of the
compressed air.
In this view (Fig. 14) an auxiliary hand pump F is also shown connected to the
delivery pipe of pump E, to discharge a small quantity of the inflammable fluid to
charge the burner preparatory to starting the engine, and to anticipate the
automatic action of the pump E.
The larger pump D, is designed to deliver the maximum quantity of the
inflammable fluid and is connected to the valve wrist plate 38 at such position as
to act during the reverse movement of said plate and consequent closing movement
of the valve.
Its delivery pipe 52 leads to the ignition chamber beyond the burner S, and
projects some distance across the face of the burner, an elongated slot 72 being
made to discharge the inflammable fluid in sheet form.
The burner S is located at the side of the cylinder, across the induction port,
and secured between the adjoining flanges of the cylinder and valve box nozzles,
which facilitates its removal without disturbing other parts of the engine.
The induction passage at this part is enlarged as shown in the sectional views
Fig 4 and 14 to obtain sufficient area of surface in the burner, and room for the
introduction of the igniting devices.
The burner consists of a series of sheets of wire gauze, clamped between
perforated metal plates 55 (Fig. 14) and secured between the cylinder and induc-
tion nozzle flanges.
A firing port w, (Fig³ 4, 6, 7, 8) provided with a cover 02, serves for the
introduction of a torch for lighting the burner when the engine it at rest, and
to prevent the torch from being extinguished at this time by the natural draft
through the exhaust passages, a valve 24 (Fig. 1) is placed in the escape pipe 22
that may be closed. This valve. 24 when closed, is arranged at an inclination as
shown, and will be forced open by the action of the exhaust, should the operator
neglect to open it before the engine is set in motion. The automatic igniter
consists in a reciprocating tube R (Figs 6, 7 and 9) operated in a port rand
located between the burner and cylinder (Fig. 4) and carrying a lamp 69 fed with
fuel. in any convenient manner its flame passing through a slot in the tube R as
shown in Figs 6 and 7 ignites the gases in the chamber. The tube is reciprocated
simultaneously with the valve motion to which its operative parts are connected,
such parts being adjusted to bring the flame of the lamp 69 in contact with the
admitted air and inflammable fluid coincident with the closing or cut off of the
induction valve, at whatever portion of the stroke the induction valve may be set
to close.
The flame of this lamp is not constant owing to its rapid reciprocation through
its entering port, when it is liable to be extinguished, consequently another lamp 70
is located outside, so that its flame is in the path of the movable lamp, and at
each entering movement of the latter, flame is communicated and carried to the
interior.
The mechanism for operating the tube R is shown in the enlarged view Figs 6,7,
and 9 and consists in a bell crank that passes into a slot in the tube consisting in
fixed arms 58 and 73 on the rock shaft 74 the arm 73 being connected through
the rod 60 with the wrist pin 61, on the wrist plate 38, that operates the induction
valve, ball and socket joints being shown in the connection as one of many known
means of conveying such indirect movements.
The arm 73 is loose on the rock sbaft 74, and may be disconnected by disengaging
the clutch 59 (Fig. 9) when the igniter is not required.
The air compressing pump is shown at D Figs 1, 4 and 13, mounted upon the
cylinder, and furnished with a piston attached to a continuation of the cylinder
piston rod. This air pump is supplied with a proper induction and exhaust valve
of any preferred construction and arrangement, and may also be connected with an
auxiliary chamber. for saturating the entering, air with a water jet (shown in section

page_text: Fig. 13), the water being admitted through the pipe x and air from the receiver
through the smaller pipe 63, which will discharge the jet in the form of spray.
It is well known that dry air compressed to a great degree will indicate a high
temperature, but when saturated with moisture the temperature is reduced under
the same degree of compression, therefore, the adaptation of a device to carry out
such a reduction in temperature will be found of prime importance in this class of
engines, in keeping the air pump cool; in increasing the capacity of air to absorb
a greater amount of the heat of the exhaust gases, and in improving its quality for
promoting combustion in the cylinder.
In the operation of the engine the receiver is first charged with air by a small
hand pump, or other similar device, to a degree of compression sufficient to force a
small quantity of air into the burner to start the process of combustion, a small
inlet pipe 56, fitted with one or more stop cocks 57 (Figs 1 and 14), being especially
provided for such purpose.
The hand pump F (Fig. 14) is also operated a few strokes to inject a portion of
the inflammable fluid into the burner through the pump delivery pipe 54, when it
mingles with the current of entering air and is carried through the perforated
plate 55 in the form of spray. The valve 24 in the escape pipe 22 (Fig. 1) is closed
to shut off the natural draft through the engine, and a lighted torch applied to the
burner through the port w, which produces a tranquil flame over the surface of the
burner. The engine is, now started by opening the main stop valve 28 (Fig. 1) to
admit the full current of air, and the automatic action of the several operative parts
cominences. The air from the receiver passing through the burner, takes up the
inflammable fluid injected into the meshes of the wire gauze, and carries it through
the same, when the mixture ignites and the process of combustion already begun is
continued. It will be understood that if all the air is fully saturated with com-
bustible spray as it passes into the working cylinder, it will burn as fast as it
enters and no greater pressure is obtained than that in the receiver, and the air
pump will, consequently, work against the highest pressure on the piston, but in
delaying a portion of the combustion until after the cut off occurs, a higher pressure
is created in the cylinder.
Therefore, during the opening movement of the induction valve, only such a
quantity of the inflammable is admitted to the burner that will saturate a portion
of the entering air, sufficient to support the flame, and elevate the temperature of
the air to a degree at which it will more readily combine with the remaining
portion that enters during the closing movement of the induction valve, which in
practice generally takes place when the cylinder piston has completed about one
sixth of its stroke.
The small charging pump E commences to deliver simultaneously with the
opening of the induction valve, and ceases to act at whatever point the valve
begins to close.
The arm that actuates this pump has an increasing leverage,
and its rate of delivery nearly corresponds to the speed of the piston and following
velocity of current.
The larger charging pump D delivers during the closing or cut off movement of
the induction valve and supplies the remainder of inflammable at the latest moment
possible, when it is carried by a strong current into the cylinder and mixed with
the preceding air. The arm that actuates this pump has a decreasing leverage, and
the pump commences to deliver at the greatest leverage of said arm, so that the
greatest quantity of inflammable is supplied with the strongest current.
The differential leverage of the respective actuating arms referred to is clearly
shown in Fig. 14.
The cut-off or closing action of the induction valve will be readily understood
upon inspection of Fig. 3, the air check H with its central vacuum chamber, shown
in elevation and section, connecting respectively with the projecting arms 63 on
the valve wrist plate 38, being a well known expedient for this purpose and its
operation very generally understood.

page_text: The object of the second part of this invention is to regulate the quantity of air
admitted to the air pump, according to the point of cut off to suit the varying load,
and also in conjunction therewith the quantity of oil admitted to the cylinder, said
objects being effected through mechanism operating coincident with the cut-off
mechanism and with a valve attached to the air pump, the operative parts of the
oil feeding device being connected directly with the arm of the induction valve
stem. The invention also pertains to a valve arrangement whereby the pressure on
either side of the air pump piston may be exhausted or increased on its opposite
side for convenience in starting and handling the engine all as hereinafter
described.
In Sheet 4, Fig. 15,
.
A, represents the working cylinder fitted with a similar valve mechanism of the
well known Corliss type'; B, the air pump; C, the oil feeder; and D, the speed
regulator.
The induction valves 29, and exhaust valves 30, are operated by means of the
arms a¹, and 61, and rods 33 and 34 connected to the oscillating wrist-plates 32, in
the usual way. The oil feeding & lubricating device C, is operated through the
arm d, attached to the connecting rod h, of the dash pot H, that closes the induction
valve when the latter is disconnected by the cut-off, the operation of the oil feeder
.thereby corresponding to the point of cut-off, and its capacity regulating the
quantity of oil injected in its restricted duration of operation.
L, represents a valve located for example as shown, in the suction pipe of the air
pump. But the valve may be arranged directly upon the cylinder of the air pump
and operated as to allow the air to escape and thus obtain the same relief. Its
vibrating arm i, is attached to the connecting rod K, of the speed regulator D.
The speed regulator rods K and K¹, connect with the crank arms m, m³, on the
ends of the valve stems and with the vibrating arm i, that operates the valve L, so
that when the point of cut-off is shortened the valve L, is at the same time partially
closed thus reducing the amount of air admitted to the air pump.
For convenience in starting and handling the engine, valves o, o, shown in
section, are applied to passages leading to the opposite sides of the air pump piston
and with the air reservoir and atmosphere, so that by operating these valves to
communicate with the air reservoir and air pump piston or with the latter and the
atmosphere the pressure on either side of the piston may be diminished or increased
on the opposite side at the will of the attendant.
In this class of engines when the air pump is large enough for the maximum
load, it is too large for a less load therefore a variation in its delivery is essential
to secure economy.
Having thus fully described my invention and referred to certain instru-
mentalities sufficiently to enable others to practice the same, I wish it to be
understood that I do not abandon nor confine myself to the use of the particular
devices herein shown, in the performance of the methods set forth, such instru-
mentalities, particularly in detail, being susceptible of various changes without
· departing from the spirit of the invention.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is
1. In air or gas engines in which combustible gases are fired in the working
cylinder, the method described consisting in admitting air only to the working
cylinder during the opening movement of the induction valve and a supply of
inflammable fluid and air during the closing movement of said valve so that
mixture with the preceding admitted air takes place within the cylinder coincident
with or subsequent to the closing of said valve.
2. In air or gas engines in which combustible gases are fired in the working
cylinder, the method described, consisting in admitting a quantity of inflammable
fluid during the opening movement of the induction valve, to saturate a portion of

page_text: the accompanying stream of entering air sufficient to support a flame and elevate
its temperature to a degree at which it will more readily combine with the following
supersaturated air that enters during the closing movement of said induction
valve.
3. In combination with an air or gas engine in which combustible gases are
fired in the working cylinder, a charging device for injecting an inflanmable fluid
operated and adjusted to deliver a small quantity of the same during the opening
movement of the induction valve and to rapidly deliver a greater quantity or full
supply during the closing movement of said valve whereby the greater quantity of
inflammable fluid entering the cylinder at the latest movement of the valve is
mixed with the preceding air admitted within the cylinder, subsequent to the
closing of said valve.
4. In combination with an air or gas engine in which combustible gases are
fired, two charging pumps operated by a mechanism of differential movement, one
of said pumps being adjusted to deliver a small quantity of inflammable fluid
during the opening movement of the induction valve, and the other pump adjusted
to rapidly deliver a greater or full supply during the closing movement of said
valve, whereby the greater quantity of inflammable fluid entering the cylinder at
the latest moment is mixed with the preceding admitted air after the induction
valve closes.
5. A. receiver for air or gas engines provided with a series of internal tubes
connected with the exhaust pipe or passages of the working cylinder, the air space
communicating with the delivery of the air compressing pump and directly with
the induction passage of the working cylinder, whereby said tubes serve to heat
the passing current of compressed air and as stays to strengthen the construction.
6. In air or gas engines in which combustible gases are fired in the working
cylinders, the method described consisting in heating the air previous to its contact
with the inflammable fluid and mixing it with a full supply of said inflammablo
fluid during or subsequent to its admission to the cylinder.
7. A working cylinder for gas engines in which combustible gases are fired,
provided with a water jacket and having the port passages and interior surfaces
not in frictional contact, covered with an imperfect conductor, whereby condensation
is checked, combustion promoted, and the use of less volatile fluids permitted.
8. A working cylinder or valve chest head for gas engines made hollow and
fitted with stuffing boxes and hollow piston or valve rods, said hollow head forming
a water space or jacket between the cylinder and stuffing box whereby the packing
is kept cool and protected from burning by an escape of the hot gases around said
rods.
9. In combination with an air or gas engine in which combustible gases are fired
in the working cylinder, an induction valve adapted to be disconnected from its
opening mechanism at any desired part of the stroke and suddenly closed by an
independent auxiliary device, and a charging pump for injecting an inflammablo
fluid operating coincident with the closing movement of said valve.
10. A double seated induction valve located between the receiver and cylinder
to close the communication and resist the action of a preponderating pressure from
either direction.
11. An induction valve of the type or kind described having its port extended
directly through it, and its circumferential faces fitted to close the communication
between both the cylinder and receiver and to be cooled by exposure to the
adjacent water jacket when in an open position.
12. In an air or gas engine in which combustible fluids are fired in the working
cylinder, a check or stop valve located in the exhaust passage, that may be closed
when the engine is at rest to stop the natural draft, for the purpose of facilitating
the ignition of the burner.
13. An air or gas engine having its burner secured between the nozzles or flanges
of the working cylinder and valve box, whereby it may be easily removed and
replaced without disturbing other parts of the engine.

page_text: 14. An air or gas engine provided with a sliding igniter operated by a motion
coincident with the valve motion and having its enclosing part between the burner
and oylinder, whereby it is sure to encounter and fire the issuing vapor and made
capable of adjustment to act simultaneously with the closing of the cut-off at any
desired point of the stroke.
15. A double acting air or gas engine in which atmospheric air and an
inflammable fluid are mixed and fired in successive charges, consisting of a
working cylinder; an air compressing pump; a reservoir containing atmospheric
air under pressure arranged between said pump and cylinder, and a charging
device for injecting an inflammable fluid, said cylinder being fitted with suitable
induction and exhaust valves combined with a link motion for operating aud
reversing the same, and also operating said charging device.
16. A double acting air or gas engine in which atmospheric air and an inflammable
fluid are mixed and fired in successive charges, consisting of an air compressing
pump, a reservoir containing atmospheric air under pressure arranged between
said pump and cylinder, and a charging device for injecting an inflammable fluid;
said cylinder being fitted with suitable induction and exhaust valves combined
with a link notion for operating and reversing the same, and the charging device
operated by mechanism independent of said link motion.
17. An engine in which the agent of force is saturated air, fired in successive
charges in the working cylinder, provided with, an air compressing pump; a
reservoir or receiver for containing air under compression, and a device for
saturating the air with an inflammable fluid, the working cylinder of said engine
having suitable induction and exhaust valves, the induction valve being adjusted
to open at a predetermined period of each stroke of the piston, to admit air
separately, or, with an inflammable fluid in such measured quantity to saturate
a portion of the accompanying air; to close at a predetermined period of each
stroke, and during said closing movement to admit the required remaining portion
of air and inflammable fluid, or, the entire required supply of inflammable fluid
separately, whereby, a complete saturation of the air and inflammable fluid is
delayed to take place within the working cylinder coincident with, or subsequent
to, the closing of said induction valve.
18. In combination with an air or gas engine (in which combustible gases are
fired) a moistening receptacle or chamber with interior spraying attachment
arranged to saturate the entering air preparatory to compression for the purposes
explained.
19. In a gas engine an air pump provided with a valve adjusted to operate
coincident with, the cut-off mechanism, whereby the effective capacity of the air
compression pump is adapted to the point of cut-off to suit the varying load.
20. In a gas engine an air supply and an oil feeding device operating coincident
with the cut-off mechanism, whereby the quantity of each admitted to the
cylinder and the quantity of air delivered by the air pump is controlled corre-
spondingly with the adjustment of said cut-off mechanism.
21. In an air pump of a gas engine, an auxiliary air passage communicating
with the source of air supply and with the opposite sides of the piston and the
latter with the atmosphere, said passage being fitted with suitable valves whereby
the air pressure upon either side of the piston may be reduced or increased upon
the opposite sides of said piston for the purpose set forth.