Improvements in and relating to Internal Combustion Engines.
Year: 1899

page_text: Date of Application, 10th Jan., 1899-Accepted, 25th Mar., 1899
COMPLETE SPECIFICATION.
Improvements in and relating to Internal Combustion Engines.
I, HENRY SUTTON, of No. 292, Bourke Street, Melbourne, in the Colony of
Victoria, Music Seller, 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:
It is well known that there are many difficulties to be overcome in the pro-
duction of a successful and efficient internal combustion or explosive engine to
be operated by the explosion of a mixture of air with oil or spirit.
One of the main difficulties is that oils having a specific gravity of from
about 72 and upwards require extraneous heat for their vaporization and
engines using same could not be started whilst cold.
One of the chief objects of this invention is to provide an internal combus-
tion engine in which this extraneous heat will not in all cases be required
the oil or spirit at its normal temperature being converted into an explosive
mixture with air and the heat arising from the combustion of such mixture
being subsequently used to further assist in the rapid vaporization of the sub-
sequent charges. For this purpose I place my mixer as near to, and when
possible in contact with, the explosion chamber in order that the heat abstracted
therefrom may compensate the refrigerating effect of the vaporization.
In my improved internal combustion engine I mechanically atomise or pul-
verize the oil or spirit when cold and provide a cool exhaust with the loss of
a minimum amount of heat energy.
The exhaust or expansion chamber of my engine is so constructed and
arranged that it serves partly as a silencer and by causing the exhaust to
expand to nearly normal pressure within this chamber I effect a still further
cooling of the engine and at the same time make it self contained, that is it
combines a piston chamber, an explosion chamber and an exhaust expansion
chamber and a vapour chamber, the vaporizer and mixer being arranged in
a convenient position.
My invention also comprises an improved construction of vaporizer together
with an improved method and apparatus for supplying oil or spirit thereto.
I have also devised means for regulating the power of the engine in a simple
and efficient manner by varying the quantity of the charge without varying
its quality. My invention also comprises improved electric firing apparatus
constructed in such a way as to prevent leakage of the compressed or exploded
mixture whilst the ignition can be timed as required to suit the speed of the
piston.
The silencer is according to my invention constructed in such a way as to
utilise the principle known in acoustics as the interference of sound-waves.
In order that the various details of my invention may be easily understood
I will describe it by reference to the accompanying drawings in which:-
Figure 1 is a plan partly in section of an oil engine constructed in accord-
ance with my invention, whilst
Figure 2 is a longitudinal central section on line A A Figure 1

page_text: Figure 3 is a vertical section on line B B Figures 1 and 4.
Figure 4 is a vertical transverse section on line CC Figures 1 and 2.
Figures 5, 5, 5" etc., are various views illustrating modifications in the con-
struction of the vaporizer or mixer.
Figure 5 is a section of the vaporizer showing another modification in its
construction.
Figure 6 is a vertical central section of part of a vertical oil engine con-
structed in accordance with this invention.
Figure 7 is a vertical central section on line D D Figure 6.
Figures 8 and 9 are horizontal sections on the lines E E and F F respectively
Figure 6.
Figure 10 is a perspective view of the electric igniting apparatus together
with the "timing" mechanism shown in Figures 6, 7 and 9.
The other figures illustrate various details hereinafter referred to.
The same reference numerals are used to as far as practicable indicate the
same or corresponding parts throughout the drawings.
1 Figure 2 represents an oil or spirit supply pipe leading from a reservoir 14
and attached either permanently or by a coupling to a hollow metal casing or
cylinder 3 fitted with a dependent nipple 4 and formed with air-inlet openings
or holes 5 around its lower end about on a level with the upper end of the
nipple. This dependent nipple 4 is formed with a small hole the aperture or
inlet to which is regulated by a screw-threaded needle valve 6 passing through
a stuffing box 7 in the upper end of the chamber 3 and projecting up into a
protecting cap or cover 8 which is screwed on to the gland of said stuffing box
and serves to prevent any injudicious alteration of the needle valve after it has
been set.
If preferred this needle valve might be dispensed with, a hole of predeter-
mined size being bored through the dependent nipple of only just sufficient size
to allow the requisite amount of oil or spirit to be fed into the engine. The use
of this needle valve is however preferable because it provides a convenient means
for regulating the charge, and having been adjusted can remain fixed for the
particular kind of oil, spirit or other liquid fuel which may be used.
The dependent nipple 4 projects into a cylindrical or other shaped tube or
compartment 9 communicating through a passage or vapour chamber 10 with
the inlet-valves 11. The lower end of the compartment 9 is provided with a
small hole 12 communicating with a waste pipe 13 leading direct into the atmo-
sphere or into any suitable vessel provided to receive any surplus oil or spirit
which might not be vaporized within the compartment 9.
Across this latter are fixed the mixing contrivances 141. These may be con-
structed as illustrated in Figures 5 to 51 either of sheets of wire gauz of one
uniform mesh as illustrated in Figures 2 and 4 or different sheets of gradually
finer material towards the lower layer as illustrated in Figure 5. If preferred
perforated metal plates with perforation of gradually decreasing size might be
used as illustrated in Figure with a cheet of fine gauze across the bottom
or metal plates, one perforated in the centre as in Figure 5 or 3 and another
serrated around the edge as in Figure 5º might be arranged alternately as in
Figure 5, or the two systems might be combined as in Figure 5 perforated
plates being used for the upper series and sheets of gauze for the lower series,
or the plates illustrated in Figures 5° and 5º might be alternated with gauze
as in Figure 5h or perforated plates and gauze might be used alternately as
in Figure 5, or perforated sheet-metal plates with large and small holes might
be used alternately as indicated in Figure 5³.
If preferred the area of the air passage around the nipple 4 may be restricted
whilst the body or cylinder of the vaporizer is enlarged so that the single sheet
of wire gauze will not restrict the area of the air passage. If preferred the
gauze may be dispensed with as it is not essential although useful for assisting
to start the engine.

page_text: In order that the oil or spirit may be delivered evenly and regularly by the
dependent nipple 4 it is necessary that the supply shall be maintained at a fixed
uniform head or pressure. I accomplish this result by means of a reservoir
formed of a tank 14 of any preferred shape but entirely enclosed in a perfectly
air-tight manner except for a small air-supply pipe 15 extending down nearly
to the bottom of the reservoir and having its upper end projecting outside it.
The lower end of this pipe is entirely open but its upper end communicates
with the atmosphere only through a hole 16. The inlet 17 whereby the reser-
voir 14 can be charged is closed by an air-tight cap or cover 18, the result being
that the only means of communication whereby air can enter the reservoir is
through the minute opening 16 and down the pipe 15.
19 represents an ordinary needle valve which is fitted in the upper end of
the oil-supply pipe 1 and is regulated by a lever 20 and rod 21 or other con-
venient means.
When this needle valve 19 is opened a limited supply of oil or spirit passes
from the reservoir 14 down the tube 1 into the chamber 3 and thence down
the dependent nipple 4 on the lower end of which it forms a small bead.
The effect of the suction stroke of either of the pistons 22 is to produce a
partial vacuum in and around said dependent nipple. A supply of air is then
drawn in through the openings 5 and encircling the drop of oil or spirit on the
lower end of the nipple carries it through the mixer 9 into the passage or
vapour chamber 10 and thence into one of the explosion chambers 23 through
its inlet valve 11, any excess oil or spirit passing away down the waste pipe 13.
The passage or chamber 10 serves to prevent any oil or spirit passing up into
the explosion chamber except such as has been properly mixed with the air.
The partial vacuum formed in and around the dependent nipple 4 diminishes
the pressure therein in proportion to the speed of the piston.
As the oil or spirit is withdrawn from the reservoir 14 a partial vacuum
is formed in the upper part thereof above the surface of such oil, the effect
being that the atmospheric pressure will act upon the oil or spirit in the tube 15
and will cause it to fall until the atmospheric pressure outside the reservoir 14
balances the height of oil or spirit therein plus the pressure of air on its sur-
face. When this balance has been established the height of the oil or spirit
in the pipe 15 is stationary except for the limited gravity supply to the valve 6
and this supply will be maintained at a constant pressure and will be entirely
independent of the height or quantity of oil contained in the reservoir 14.
The pressure of oil therefore at the dependent nipple 4 will equal the weight
of oil between its level in the pipe 15 and said nipple plus the difference of
pressure due to the partial vacuum in and around said nipple and the full
atmospheric pressure in the pipe 15. The gravity supply having been limited
by the needle valve 6 the regulation of the ultimate delivery from said nipple
will be effected automatically by the rapid or slow production of a partial
vacuum in and around said nipple caused by the increased or decreased piston
speed of the engine.
This condition of regulation is attained after a few strokes of the engine and
the oil or spirit continues to fall in the pipe 15 until it is below the bottom
end thereof. Immediately this happens the reservoir 14 is placed in com-
munication with the outside atmosphere and a bubble of air will then pass
from the lower end of said tube which is preferably bevelled off or inclined
somewhat. This air bubble rises up through the oil or spirit in the reservoir 14
and lowers the partial vacuum in the upper part of the reservoir thereby allow-
ing a proportion of oil or spirit to pass into the pipe 15 until the balance is
again effected between the oil or spirit in this pipe plus the atmospheric pres-
sure and the partial vacuum in the reservoir plus the height of oil or spirit
therein.
This intermittent supply of air to the reservoir 14 is proportionate to and is
regulated by the piston speed of the engine and therefore the charge of oil

page_text: or spirit which is delivered to the vaporizer is automatically and accurately
adjusted for every stroke of the engine in a simple manner and without the
aid of pumps, floats, or other complex mechanical contrivances. It will be
obvious that with this method of supply the only variation in the pressure of
the oil or spirit supplied to the dependent nipple will be merely that caused
by the slight rise and fall of oil or spirit in the tube 15.
The contrivances which I use for firing the explosive charge electrically con-
sist of two contact pieces 24 and 25 the former being mounted rigidly upon
the piston 22 as shown in Figure 1 and the latter projecting-through a metal
sleeve 26 having a flange 27 at about its centre. The cylinder cover is bored
out as illustrated at 28 to receive a packing 29 of asbestos or other fire proof
or heat resisting material which is also a non-conductor of electricity. A
screw plug 30 is fitted into the recess 28 in which the packing is placed so as
to jamb same tightly around the metal sleeve 26 and its flange 27 in order to
hold same rigidly in position and at the same time insulate it from the metal
cylinder. The contact piece 25 projects into a metal cap 31 which is screwed on
to the upper end of the sleeve 26 and contains a spiral spring 32 adapted to
oear upon a shoulder 33 on said contact piece so as to normally hold it in its
projected position. This metal cap 31 also serves to prevent the escape of
explosive mixture around the contact piece.
With this construction of igniter the piston 22 is electrically connected
through the cylinder or otherwise with one pole of a battery, whilst the metal
sleeve 26 is connected with the other pole, à coil of wire surrounding an iron
core being inserted in the circuit to produce a current of self induction on the
circuit being broken between the contact pieces 24 and 25. It will be evident
that this igniter will explode the charge only after the dead point has been
passed and consequently is only adapted for use on slow running engines, it is
however simple in its construction and by using the self induction coil above
described instead of a Rhumkorff or secondary induction coil the spark can be
produced by a current of low voltage and the insulation can be accomplished
by asbestos instead of requiring porcelain or other non-conducting medium to
be employed. Moreover there is not so much danger of the insulation being
injuriously affected by dust or dirt. For quick running engines or where it
is necessary to vary the time of the explosion I prefer to arrange the igniter
above described in the manner illustrated in Figures 6, 7, 9 and 10 of the
accompanying drawings.
Instead of arranging the contact pieces 24, 25 in the end of the cylinder I
mount them in the explosion chamber proper as illustrated in Figures 6 and 9.
The movable contact piece 25 is in this case carried on the end of an arm 34
projecting from a spindle 35 which is passed through a metal sleeve 26 and
is formed with a conical or valve shaped collar 36 to form a tight joint against
the end of said sleeve. This latter is held in position by a screwed plug 30
and packing 29 of asbestos or other heat resisting electric non-conductor. The
spring 32 serves to keep said conical collar against its seat.
The outer end of the spindle 35 is fitted with a projecting arm 37 the end of
which is connected to a vertically sliding rod or spindle 38 by a non-conducting
block 37 as illustrated in Figures 9 and 10. This block 37* serves to cler-
trically insulate the arm 37 from the rod or spindle 38 that is it insulates the
firing from the timing mechanism. The lower end of the rod or spindle 38 is
arranged to bear against a curved lever 39 having an inclined surface 40
against which a cam 41 secured upon a suitable counter shaft 42 driven by a
two to one gearing from the main shaft is arranged to act at the desired period
of the stroke of the engine. In order that this period of ignition may be varied
as required I provide means for adjusting the position of the inclined sur-
face 40 around the shaft o thai the cam 41 acts upon it sooner or later as the
case may be. For this purpose I mount the lever 39 upon a carrier 43 which is
pivotally supported upon the shatt 42 and is capable of being turned around

page_text: upon same by means of a rod 44 attached to a quadrant lever or by any other
convenient means.
A modification of this electric firing and timing mechanism is shown in
Figure 11 which represents the upper end of a vertical engine in section
together with the electric connections etc., for timing and operating same.
In this case three contact pieces 24, 24 and 25 are employed. The first is
fixed upon the piston, the second is carried by an arm on the spindle 35 but
unlike the contact piece 25 shown in Figure 6 it is bent upwards and contacts
with a projecting arm 25ª on the contact piece 25. This latter projects upwardly
through a metal sleeve 26 fitted with a cover 31 containing a spring 32. The
metal sleeve 26 is secured in position in the same way as described by reference
to the firing device illustrated in Figure 1.
The spindle 35 carrying the contact piece 24° is constructed and arranged as
above described by reference to Figures 7 and 9 and it is fitted on its outer end
with an arm 37 which is insulated electrically from the spindle but otherwise
is rigidly secured.
It will be obvious that by coupling up one pole of an electric circuit to the
metal sleeve surrounding the spindle 35 and the other pole to the sleeve 20
that the circuit will be completed through contact between the two arms 24"
and 25. This circuit will be broken when the pin or projection 24 on the
piston comes in contact with the lower end of the spindle 25 so as to raise same,
the effect of breaking such circuit being to cause a spark which therefore fires
the explosive charge which has previously been compressed within the explosion
chamber in the ordinary manner.
By turning the spindle 35 the arm 24" can be raised thereby raising 25 and
causing the projection 24 to engage with said spindle at a later part of its move-
ment thus breaking the electric circuit between 24 and 25 at a later period.
By this arrangement the timing of the explosion of the charge can be varied
before the dead point.
Instead of taking the circuit through the spindle 35 and arm 25 the circuit
might be completed through the cylinder, piston and contact piece 24 in which
case the circuit would be broken after the dead point. The exact moment at
which this takes place can be regulated as before by turning the spindle 35
and thus raising the contact piece 25.
The two methods of coupling up the electric firing appliances above described
will be readily understood by reference to Figure 11 in which 45 represents a
battery or electric generator, 46 a self-induction coil arranged to produce a cur-
rent of self induction when the circuit is broken. 47 represents an insulated
switch or cut-out actuated by, but insulated from, a hand lever 48 fitted with
a spring catch 49 engaging with the teeth of a quadrant rack 50. One pole
of the battery is coupled up to the switch 47 and the other to the metal cover 31
or to the sleeve 26.
51 and 52 are contact pieces one of which is coupled up to the spindle 35
whilst the other is coupled to the cylinder or other convenient part of the engine
in electrical communication with the piston and therefore with the contact
piece 24. The switch 47 is constructed so that it can be placed in contact with
either 51 or 52 by means of the lever 48.
This lever 48 has an arm 53 which is connected by a rod 54 with the arm 37
on the spindle 35. These various contrivances are so constructed and arranged
that if the lever 48 is in its lowest position, the switch 47 will engage with
the contact piece 51 and the circuit will therefore be through the spindle 35
arms 24 and 25° and vertically sliding spindle 25. This latter will also be in
its lowest position, consequently the piston will break the circuit between 24"
and 25 at a comparatively early part of its stroke, consequently the explosion
will take place considerably before the arrival of the piston at the dead point.
If the lever 48 is moved forward in the direction of the arrow, the spindle 25
will be correspondingly raised, consequently the explosion will take place nearer

page_text: but still before the dead point. These are the conditions which would be suit-
able for an engine running at a high velocity.
Upon the lever 48 being moved still further forward the switch 47 will be
withdrawn from the contact piece 51 and will be placed in contact with 52. The
circuit will then be through the piston and the contact pieces 24 and 25.
The effect will now be that as the piston rises it closes the circuit until its
return when at a certain point contact between 24 and 25 will be again broken
and an electric sparking will take place between 24 and 25 which will explode
the charge. In this way a much weaker explosion is produced suitable for a
slow revolution of the engine when for instance the car or the power trans-
mission gear is not in use. Tpon continuing the movement of the lever 48
the arm 24 begins to return to its lower position, because the rod 54 is con-
nected with the arm 53 through a connection which slides along the slot 55
because said arm 53 is at such an angle as to effect this result. This movement
lowers the contact piece 25 and correspondingly lengthens the time which elapses
between the dead centre being passed and the explosion taking place.
By means of the firing mechanism above described and the appliances used
for timing the firing I am enabled by the movement in one direction of a single
lever to ensure the firing taking place at any desired moment either before, at,
or after the dead point.
Figure 12 is a vertical transverse section and
Figure 13 is a vertical longitudinal section illustrating a modification of the
vaporizer and mixer above described for the supply of a pair of cylinders in such
a way as that the one automatic supply suffices for both cylinders.
4 as before represents the dependent nipple to which oil is supplied through
the tube 1 leading from the reservoir 14 as shown in Figure 2.
Vapour chambers or passages 10 lead from the mixer 9 to the inlet or suction
valves 11 of each cylinder. 11° 11ª represent the exhaust valves.
An electric firing arrangement such as that described by reference to Figure 1
is arranged as illustrated in Figure 13 in the end of each cylinder. 56 repre-
sents a bell crank lever which is used for the purpose of adjusting the pressure
on springs 57 acting upon the suction valve 11 so as to manually vary the
amount of charge drawn into the cylinders. A bell crank lever 58 or other suit-
able mechanism is provided for operating the exhaust valves 11ª, said lever
being primarily operated by a cam mounted upon a spindle driven by two to
one gearing from the main shaft or spindle of the engine.
When the inlet and exhaust valves are arranged as illustrated in Figures 1,
2, 3 and 4 the gear shown in Figures 1 and 2 may be used for regulating them
in the manner just above described the spindles of the exhaust valves being
acted upon directly by cams 59 on a spindle 60 driven by a two to one gear
from the main shaft.
60 Fig. 1 represents a commutator which is inserted in the circuits of the
electric firing devices for cutting out the current during the charging stroke
and for switching it on to the firing appliances during the firing stroke of
cach cylinder.
In order to adjust the quantity of the charge fed into the cylinder without
affecting its quality I use the means illustrated in Figures 1, and 2 com-
prising a bracket or support 61 between the two cylinders and arrange a rod 62
so that it can slide longitudinally through it.
A cross-bar or T piece 63 is secured upon the end of this sliding rod 62 as
illustrated in Figure 1. The ends of this T piece are fitted with tubes 64
which slide freely upon the spindles of the inlet or suction valves 11, 11.
On moving the rod 62 outwardly by means of a bell crank lever 65 the
springs of the inlet valves will be compressed and therefore their tension
increased.
The cross-bar 63 on the end of the rod 62 is so arranged that when said rod is
pulled back to near its furthest extremity said cross-bar contacts with the lower

page_text: end of a lever 66 pivotally supported upon the bracket 61 and acting upon a
collar 67 on each of the exhaust valve spindles thereby holding said valves open
and preventing any charge from being drawn in to the cylinder.
By means of this mechanism it will be obvious that a movement in one direc-
tion of a single lever or its equivalent increases the tension on the springs of
the inlet valves thereby gradually diminishing the suction whilst the continued
movement will entirely stop the suction by opening the exhaust valves.
This simple yet effective mechanism ensures the regulation of the quantity
of the charge without varying the quality thus providing a means of regulation
which is similar to that of a steam-engine in that the explosions vary in strength
but do not entirely cease unless it is required to stop the engine by opening the
exhaust valve.
A modification of the above described arrangement is shown in Figure 13 in
which 65 represents a comparatively long lever mounted upon any convenient
support as illustrated at 68 and connected by means of a link 69 with a shorter
lever 70 fulcrummed as indicated at 71. The lower end of the lever 65 is con-
nected with and operates a sliding block 72 acting upon the spring of the inlet
valve. The lever 70 is arranged to act upon a stop piece 73 on the rod or
spindle of the exhaust valve.
By moving the lever 65 in the direction of the arrow the spring of the inlet
valve will be compressed and therefore the charge drawn into the cylinder will
be diminished in quantity without being affected in quality. The continued
movement of the lever 65 will move the lever 70 into contact with the stop
piece 73 on the spindle of the exhaust valve which will therefore be opened the
effect of course being to stop the working of the engine.
In this way the power of the engine can be regulated to a nicety in a simple
way without cutting out the complete charge intermittently, such a method
being exceedingly faulty because of its jerky and irregular action.
According to a modification of the mechanism just described I arrange it as
illustrated in Figure 14, in which the lower end of the lever 65 is shown as
connected by a rod 69 to a suspended pivoted rod 70. 74 represents a link
whose upper end is pivotally connected with the rod of the inlet valve whilst
its other end is slotted as illustrated at 75 to receive a pin 78 projecting from
the connecting rod 69. A cam 59 actuated by a two to one gear from the
main shaft is arranged to operate against an anti-friction roller upon the link 74
so as to open the inlet valve admitting the charge to the explosion chamber of
the engine.
If the lever 65 is moved in the direction indicated by the arrow the link 74
will be moved forward so that the cam 59 will act upon it earlier and leave it
later, thus admitting a larger charge of combustible mixture into the explosion
chamber, the reverse movement of the lever obviously having the opposite effect.
By moving said lever right back so that the cam 59 misses the link 74 alto-
gether no charge whatever will be admitted to the cylinder.
Figure 15 illustrates an obvious modification of the arrangement shown in
Figure 14 for regulating the quantity of the charge without varying its quality,
the link 74 being adjustably fulcrummed upon the connecting rod 69 so that
it can be moved as above described nearer to or further from the cam 59 used
for operating the inlet valve.
The exhaust from an internal combustion engine constructed according to
this invention passes from the explosion chamber through the exhaust valves 11"
into an expansion chamber 80 (see Figures 1, 2 and 3) and thence through
tubes 81 into a silencer. This latter consists of a comparatively large outer
tube 82 with the smaller discharge tubes 81 passing into it at one end and
extending longitudinally to the other end where they are supported or secured
by means of set screws 83, bolts or otherwise. The ends of these tubes are
perforated as illustrated at 84 whilst the outer tube 82 is perforated at its oppo-
site end as illustrated at 85.

page_text: The exhaust gases escaping from the engine pass along the tubes 81 and are
emitted into the large tube through the perforations 84 the effect being to pro-
duce sound waves in opposite directions thus silencing the explosion on the
principle known in acoustics as the interference of sound waves, this result
being assisted by the space left between the smaller and outer tubes and being
still further assisted if required by placing coarse wire netting inside the outer
tube.
By this construction the expansion chamber becomes in part the silencer for
the exhaust and the rapid expansion of such exhaust in said chamber to atmo-
spheric pressure serves as a means of cooling the engine.
Figure 17 is a section through the inlet valve and chamber of an ordinary
internal combustion engine illustrating the application thereto of the feed
regulator and atomizer above described.
Figure 18 is a transverse section illustrating a simplification of the arrange-
ment shown in Figure 12. The vapour chamber, mixing chamber, pair of
explosion chambers and pair of inlet valve chambers being formed in one casting.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what
I claim is:-
1. The herein described means for automatically regulating the supply of oil
or spirit to an internal combustion engine consisting essentially of an air-tight
vessel (such as 14) with a downwardly projecting air supply tube (such as 15)
the whole being constructed and arranged substantially as and for the purposes
herein described and explained and as illustrated in Figure 2 of the accom-
panying drawings.
2. In an internal combustion engine the means herein described for supplying
and atomising an automatically regulated quantity of fuel to said engine con-
sisting of a downwardly projecting nipple (such as 4) to which the oil is supplied
in regular quantities together with air inlet openings (such as 5) around its
upper end the whole being constructed substantially as and for the purposes
herein described and explained and as illustrated in the accompanying drawings.
3. In an internal combustion engine the particular construction and arrange-
ment of atomiser described by reference to Figures 5 to 5 and consisting of a
cylinder or vessel fitted with perforated metal plates or sheets of gauze arranged as
and for the purposes described by reference to said figures.
4. In an internal combustion engine the combination with an atomiser of a
drain pipe (such as 13) substantially as and for the purposes herein described
and explained and as illustrated in Figures 1, 2, 4 and 17 of the accompanying
drawings.
5. In an internal combustion engine & vaporiser having a restricted passage
around the oil supply nipple and having the body or cylinder enlarged substan-
tially as and for the purposes herein described and explained and as illustrated
in Figure 5 of the accompanying drawings.
6. In an internal combustion engine a vaporiser arranged between and in
metallic contact with the two explosion chambers of a pair of cylinders sub-
stantially as and for the purposes herein described and explained and as illus-
trated in Figures 1, 4, 12 and 18 of the accompanying drawings.
7. In an internal combustion engine the combination with a pair of cylinders
arranged side by side of an exhaust expansion chamber situated between and in
close contact with said cylinders substantially as and for the purposes herein
described and explained and as illustrated in Figures 1, 2, 3 of the accompanying
drawings.
8. In an internal combustion engine a contact piece (such as 25) projecting
through a sleeve held in position by asbestos or other similar packing in the
manner described by reference to Figures 1, 7 and 9 of the accompanying
drawings.

page_text: 9. In an internal combustion engine a sliding contact piece (such as 25)
passing through a sleeve (such as 26) and projecting into an enclosed cap or
cover (such as 31) containing the spring for operating said contact piece, sub-
stantially as and for the purposes herein described and explained and as illus-
trated in the accompanying drawings.
10. In an internal combustion engine the arrangement of mechanism herein
described whereby the electric firing may be timed for any point prior to the
dead point substantially as and for the purposes herein described and explained
and as illustrated in the accompanying drawings.
11. In an internal combustion engine the arrangement of mechanism herein
described whereby the electric firing may be timed for any point after the
dead point substantially as and for the purposes herein described and explained
and as illustrated in the accompanying drawings.
12. In an internal combustion engine means (such for instance as the
levers 65, 66 and sliding rod 62) whereby the tension on the inlet valves may
be gradually increased and whereby finally the exhaust valve may be opened
substantially as and for the purposes herein described and explained and as
illustrated in the accompanying drawings.
13. In an internal combustion engine the combination and arrangement of
parts described by reference to Figures 14 and 15 whereby the timing of the
suction valve may be mechanically varied so as to alter the quantity of the
charge without altering its quality, substantially as and for the purposes herein
described and explained and as illustrated in the accompanying drawings.
14. In an internal combustion engine a silencer comprising an outer tube
or vessel (such as 82) with two tubes (such as 81) extending into it and per-
forated at their ends so that the noise of the exhaust will be silenced by the
interference of the sound waves substantially as and for the purposes herein
described and explained and as illustrated in the accompanying drawings.
Dated this Sixth day of December One thousand eight hundred and ninety-