Improvements in Gas and Hydrocarbon Motive Engines.
Year: 1889

page_text: Date of Application, 7th May, 1889
Complete Specification Left, 6th Mar., 1890-Accepted, 12th Apr., 1890
PROVISIONAL SPECIFICATION.
Improvements in Gas and Hydrocarbon Motive Engines.
EDWARD CROWE and HENRY CROWE, Grove Hill Middlesbrough, County of York,
Engineers do hereby declare the nature of this invention to be as follows
In motive engines in which the power is derived from the expansion of air, gas, or
vapour by heat
Combustible gas vapour or liquid is burnt under pressure with the
necessary amount of air for combustion, and mixed and diluted with a further quantity
of mert air gas or vapour either after combustion is complete, or as it proceeds, the
whole performing work in a heated and expanded state on a piston. The object of
mixing and diluting the burnt or burning gases with a greater quantity of air gas or
vapour than is necessary for complete combustion being to bring the whole to such a
temperature as will permit of its use in a cylinder which is not cooled by water
jacketing, and also to prevent excessive loss of heat through the cylinder walls
The heated gases after performing work are made to give up their remaining heat
to a regenerator, which in turn gives up the heat so gained to the next incoming
charge before the same is burnt or diluted, hereby effecting an economy in the
amount of combustible matter necessary to heat the whole charge to the necessary
temperature.
The improvements consist in the method of burning and mixing the gases, and the
arrangement and construction of the valves the combustion chamber, and the
regenerator, and in the method of governing, working, and starting the engine
If
Two pumps are worked from the engine, one compressing the combustible gas or
vapour the other the air necessary for combustion and dilution, or the whole or part of
the air necessary for combustion may be mixed with the combustible gas or vapour and
pumped by the same pump, the other pump forcing the air necessary for dilution
the engine is to use liquid fuel, a force pump also is necessary. These pumps force
their contents under considerable pressure into a combustion chamber, where they are
burnt and mixed and passed straight into the working cylinder Valves are provided
for admitting the gases from the pumps into the combustion chamber at the proper
moment as required for the working cylinder The gases enter the combustion
chamber and cylinder at the full pressure of the pumps, and are cut off after having
driven the piston a certain distance, the remainder of the stroke of the piston being
performed by the expansion of the gases admitted. After the gases have performed
their work an exhaust valve is opened, and the piston returns driving out the gases
back through the combustion chamber
Both the inlet and exhaust valves are connected to the combustion chamber in such
a manner that the incoming fresh charge and the exhaust gases must pass through a
regenerator alternately and in opposite directions The regenerator may be situated
in a chamber in or connected to the combustion chamber, or it may be formed in a
cylinder and surround the combustion chamber, radial openings being formed in the
combustion chamber sides through which the incoming air from the pumps enter and
the exhaust gases leave.
The combustion chamber consists of a cylinder opening at one end into the working
evlinder, the other end being closed and having projecting into it concentrically a jet
or group of jets through which the combustible gases enter from the pump, the air from
the pump passes through an opening or openings in the sides of the combustion chamber,
and surround the column of combustible gases passing concentrically through the
combustion chamber from the jets, and pass along with them into the working cylinder
A tube of metal or metal lined with refractory material may be placed concentrically
within the combustion chamber so as to divide the combustible gases mechanically
from the surrounding column of air, and holes may be provided in the sides of this
tube through which air can pass to feed the burning gases inside.

page_text: 1
The gases will require igniting at the commencement of each stroke. In order to
effect this, a tube may be employed having one end projecting into the combustion
chamber the other end projecting outside sufficiently to allow of its being heated by a
burner or lamp On an explosive mixture of gas or petroleum spray and air being
admitted into this tube it is ignited and shot burning into the combustion chamber
when it in turn ignites the combustible gas or vapour issuing from the jets
Or a
thimble of platinum nickle or other suitable material may be used which projects into
the combustion chamber, and is kept at an igniting temperature by means of a blow-
pipe playing on the thimble from the outside, the air pressure necessary to work the
blowpipe may be obtained by foot, hand or any auxiliary blower, or by turning the
engine round, and utilising the air pressure from the pump An auxiliary air pump
may be employed to work the blowpipe and at the sanie tiine to accumulate enough
pressure in a reservoir to start the engine.
When the engine is at work it may work a pump and store up air pressure in a
reservoir to be use to start the engine the next time.
In order to regulate the speed of the engine, we arrange automatic cut off valves
both on the air and fuel pumps, these valves being controlled by a governor, and when
the engine runs too fast, the governor causes the valves to cut off the supply of air
and gas to the pumps at a point of the suction stroke which will vary with the load on
the engine, so that when the engine is working under a light load the amount of air
and fuel admitted to the pumps and therefore to the combustion chamber and working
cylinder is diminished.
When the cut off valves act thus by cutting off the supply to the pumps during the
suction stroke, the remainder of the stroke will be performed under partial vacuum
which vacuum will assist in drawing the piston back again on the return stroke to the
point at which they were cut off therefore no power is lost by so cutting off.
Dated this 6th day of May 1889.
EDWARD CROWE.
HENRY CROWE.
COMPLETE SPECIFICATION.
Improvements in Gas and Hydrocarbon Motive Engines.
We, EDWARD CROWE and HENRY CROWE both of Grove Hill, Middlesborough in
the County of York, Consulting Engineers, 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
-
In motive engines in which the power is derived from the expansion of air, gas or.
vapour by heat, combustible gas, vapour or liquid is burnt under pressure with the
necessary amount of air for combustion and nixed and diluted with a further quantity
of inert air gas or vapour, either after combustion is complete or as it proceeds,
the
whole performing work in heated and expanded state on a piston. The object of
mixing and diluting the hurnt or burning gases with a greater quantity of air gas or
vapour than that necessary for complete combustion being to bring the whole to such
a temperature as will permit of its use in a cylinder which is not cooled by water
jacketing, and also to prevent excessive loss of heat through the cylinder walls.
The heated gases, after performing work, are made to give up their remaining
heat to a regenerator, which in turn gives up the heat so gained to the next incoming
charge before the same is burnt and diluted, thereby effecting an economy in the
amount of the combustible matter necessary to heat the whole charge to the necessary
temperature.
The improvements consist in the method of burning and mixing the gases, and the
arrangement and construction of the valves, the combustion chamber and the
regenerator, also in the method of governing and starting the engine.
Two pumps are worked from the engine, one compressing the combustible gas or
vapour, the other the air necessary for combustion and dilution, or the whole or part

page_text: of the quantity of air necessary for combustion may be nuxed with the combustible
gas or vapour and pumped by the same pump, the other pump forcing the air or
inert gas necessary for dilution.
When part of the air necessary for combustion is mixed with the inflammable gas
or vapour in the fuel pump or pumps it is found that the combustion in the combustion
chamber is more complete and rapid than when pure gas alone is used and the
additional advantage is obtained of avoiding condensation which is apt to occur when
inflammable gas or vapour is compressed alone to any considerable pressure. When
we use an admixture of gas and air or vapour and air, in the fuel pump we prefer to
so proportion it that the explosive point is not reached, that is that the air is not,
admitted in sufficient quantity to make the mixture in the pump explosive and so we
avoid danger of ignition into the pump. The air added is only present in such
proportion as to diminish the amount required for coinbustion within the combustion
chamber.
If the engine is to use liquid fuel, a force pump also is necessary
These pumps
force their contents under considerable pressure into a combustion chamber where,
they are burnt and mixed and passed direct into the working cylinder. Valves are
provided for admitting the gases from the pumps into the combustion chamber at the
proper moment as required for the working cylinder. The gases enter the combustion
chamber and cylinder at the full pressure of the pumps, and are cut off after
having driven the piston a certain distance, the rear ainder of the stroke of the piston
being performed by the expansion of the gases so admitted. After the gases have
performed their work, an exhaust valve is opened and the piston returns driving out
the gases back through the combustion chamber Both the inlet and exhaust valves,
are connected to the combustion chamber in such a manner that the incoming fresh
charge and the exhaust gases pass through a regenerator alternately and in opposite
directions.
The regenerator may be situated in a chamber in or connected to the combustion
chamber, or it may be formed in a cylinder and surround the combustion chamber,
radial openings being formed in the combustion chamber sides through which the,
incoming air from the pump enters and the exhaust gases leave.
The combustion chamber consists of a cylinder, opening at one end into the working
cylinder, the other end being closed and having projecting into it concentrically a jet
or group of jets through which the combustible gases enter from the pump, the air
from the air pump passes through an opening or openings in the sides of the combustion
chamber and surrounds the column of combustible gases passing concentrically through
the combustion chamber from the jets and pass along with them into the working,
cylinder.
A tube of metal or metal lined with refractory material may be placed concentrically
within the combustion chamber so as to divide or separate the combustible gases
mechanically from the surrounding column of air, and holes may be provided in the
sides of this tube through which air can pass to feed the burning gases inside.
The
In order to.
gases will
require igniting at the commencement of each stroke
effect this a tube may be employed having one end projecting into the combustion,
chamber, the other end projecting outside sufficiently to allow of its being heated by
a burner or lamp.
On an
explosive mixture of gas, or petroleum spray and aur being admitted or forced
into this tube it is ignited and shot burning into the combustion chamber when it in,
turn ignites the combustible gas or vapour issuing from the jets, or any other,
convenient form of igniting gear may be employed.
When the engine is at work it may work a pump and store up air under pressure,
in a reservoir to be used to restart the engine. For starting large engines air may,
be stored up under pressure in a reservoir, by a hand pump or small steam pump
In order to regulate the speed of the engine, we arrange automatic cut off valves
both on the air and on the fuel pumps, these valves being controlled by a governor,
and when the engine runs too fast, the governor causes the valves to cut off, the
supply of air and gas to the pumps at a point of the suction stroke which will vary

page_text: with the load on the engine, so that when the engine is working under a light load
the amount of air and fuel adınitted to the pumps and therefore to the combustion
chamber and cylinder is diminished When the cut off valves act thus by cutting off
the supply to the pumps during the suction stroke, the remainder of the stroke will
be performed under partial vacuum, which vacuum will assist in drawing the pistons
of the pumps back again on the return stroke to the point at which they were cut off,
therefore no power is lost in governing the engine
By so cutting off the supply of gas and air simultaneously at similar points in the
suction stroke of the pumps we preserve a constant proportion of the inflammable
fluid to the fluid supporter of combust on and so maintain a constant temperature of
combustion in the combustion chamber In this manner we secure variation of the
average pressure produced by each impulse to suit the load upon the engine at the
time, and we dispense with the irregular modes of governing so common in gas
engines of usual construction
In order that our invention and manner of performing the same may be fully
understood and readily carried into effect we hereunto append two sheets of explanatory
drawings to be hereinafter referred to.
Figure 1 is a longitudinal elevation of our improved engine part in section
Figure 2 is a plan. Figure 3 an end elevation looking from behind towards the crank
and showing the placing of the valve gear while Figure 4, is a side elevation of the
end of the engine looking upon the governor
In the form of engine shown there are two cranks of which A, is the motor crank
and B the pu.up crank (Figs. 1 and 2) the crank A connects by the rod C to the
motor piston D from which it is driven and so drives the pump crank B and from it
the connecting rod E, and the pump piston 1 and G seen separately in Figure 10.
The piston F works in the cylinder F1 and is suitably coupled to the piston G working
in the cylinder G', so that both pistons move together The cylinder F¹ is the air
cylinder, while G³ is the gas or fluid fuel cylinder.
The motor piston D works in the cylinder D₁ and has attached to it a cap or
projection D which passes into the prolongation or chamber H bolted to the end
of the cylinder A combustion chamber I is formed at the end of the prolongation H
and is surrounded by the regenerator K and is fed with fluid fuel and air from the
pump cylinders F and G' by suitably controlled valves We shall shortly describe
suitable valves and the modes of their action; but first we shall describe the general
action of the engine when using pure coal gas in the fuel pump and pure air in
the air pump and suppose the engine to be working at full power It is to be
noted that the pump crank B follows the motor crank A in the direction of revolution
of the engine and the angle at which it follows it depends upon the maximum
pressure with which the engine is designed to work. Stated generally, the suitable
angles range from a right angle to hall a right angle that is from at, or about 90°,
to at or about 45° The action is as follows -Assume the pump pi-tous to be
full in, and the motor piston to be receiving an impulse, then both pump pistons
move outward, the air pump piston F drawing into its cylinder by means of
check valve a charge of air from the atmosphere and the gas pump piston G
drawing in a charge of gas from the gas supply also by a check valve. When
both cylinders are filled and the pistons return, the check valves close and the
contents are separately compressed and this compression continues until the valves
are opened to the combustion chamber I in the motor cylinder. Just before this
occurs however a pump, whose piston is driven from the shaft M which also actuates
the valve gear, sends a charge of mixed inflammable fluid and air through an
ignition tube N, which tube is heated to redness by the burner O and kept hot by the
casing P.
The inflammable charge is thus ignited and enters the combustion
chamber as shewn on Figure 1 at the point Q Accordingly when the valves of the
air and fluid fuel pumps are opened to the combustion chamber the gas and air passing
in simultaneously meet with a flame already in the cylinder and a volume of flame is
produced; that 19, the gas or vapour fuel ignites and burns quietly, without explosion,
as in the case with an ordinary gas jet in the air The continued rotation of the

page_text: engine causes the pump piston to continue moving in, and so the compression is
raised to a maximum and the combustion chamber filled with flame at any desired
pressure. The motor piston then cominences to move out and the pressure is kept
up by further supplies from the pumps, which supplies continue till the pump
pistons are at, or very near the termination of their stroke. The supply is then cut
off and the motor piston proceeds on its stroke, the hot gases expanding and the
pressure falling till the end of the stroke is reached when the exhaust valve is opened
and under the momentum of the fly wheel the engine continues its motion discharging
the products of combustion from the motor cylinder and taking in and compressing
fresh charges of gas and air in the pumps till the position of another impulse is
attained. In this manner an impulse is given at every revolution of the engine
which resembles in quietness of working and indeed in appearance of the diagram the
action of the best steam engines
Motion is communicated from the crank shaft R to the valve and igniting pamp
shaft M by means of the intermediate shaft S the connections being made by toothe.i
wheels or other suitable and convenient gearing so that the shaft. M makes one
1evolution for every revolutio of the crink shaft The ignition pump L is driven
from this shaft in the eccentric T and it is so arranged that at every stroke a charge
of gdy and
air is taken in, in caplosive proportions and compressed up to a pressure
slightly above that due to the supply from the fuel and an pumps in the motor
cylinder, and then discharged into the combustion chamber through the red hot
tube at a posit on near the point where the gas or gas and ur is admitted from the
fuel pump. The mixture ignites in passing through the red hot tube and a flame is
thus injected into the combustion chamber at every stroke of the engine just before
the admission of the fluid tuel from the fuel pump.
Large scale sections of the ignition pump are shewn at figures 13 and 14 from
which it will be seen that the pump is arranged to act without valves In the sectional
plan Figure 14 the piston L' is full out and small ports a, b, communicate with
corresponding ports a, b, in the sides of the cylinder, a communicates with the
atmo-phere and b with a gas supply, and as the piston moves out, a partial vacuum is
caused so that when it reaches the end of its strohe air rushes through a' and a
while inflammable gas or vapour rushes through and to fill up the cylinder.
An adjusting -crew permits the proportion of gas to be properly adjusted.
When the piston returns, the ports a and b are covered and the mixture is
compressed into the space until the port c (Fig 13) opens on the parte' and discharges
the compressed gases by way of the check valve c to the combustion chamber of the
cylinder as already described.
We may use a gas pump of ordinary construction but we prefer to dispense with
valves in the manner we have just described
Figures 5, 6, 7 and 8 show on a larger scale the details of the motor piston, the
cylinder prolongation, and the pump and motor cylinder valves. Figures 6 and 7
shew alternative arrangement of valves. In figure the inlet air valve and the
exhaust valve communicate with the combustion chamber by separate ports, while in
Figure 7 the two valves are combined in one position and communicate with the
cylinder by one port.
Figure is the arrangement shewn externally on Figures 2, 3, and is a section
through the line X Y on Figure 2 When the exhaust valve d (Figure 6) has been
shut by the action of the cam d' on the valve shaft M (Fig 3) the air inlet valve "e
is opened against the air pressure above it by the cam e and the compressed air from
the ar pump passes to the port and enters the combustion chamber I through
the perforations on its side and through the regenerator K. Sometimes i arrange
that a portion of the air passes by the ports fƒ &c. situated round the circle direct
into the cylinder as shewn in Figure 5, without passing through the regenerator plates.
Thus causes cool air to impinge upon the comical projection attached to the piston and
tends to protect the hot cylinder prolongation from undue heat by enclosing the
burning gases in a circular belt of comparatively cool an.
The air which passes through the regenerator picks up the heat abstracted from the

page_text: hot exhaust gases and arrives at the interior of the combustion chamber highly heated:
Here it meets the gas or inflammable fluid coming from the fuel pump by the valve g
Figures 1, 2, 3 and 5 which is supplied by the pipe g¹ from the fuel pump and the
entering current is regulated by the injector appliance h containing the adjusting
screw h¹
The inflammable gases flow into the chamber at the point h² and re
seperated from the air by an inner tube or shield U so that admixture takes place
and a bunsen burner action is produced. The flame burns centrally in the combus-
tion chamber and is prevented from coming in close contact with its walls or the
walls of the cylinder prolongation by the stream of comparatively cold air flowing
through the sides and into the cylinder. The gas inlet valve is driven from the
came by the rods and lever g³, g (Figure 3) and the gas is supplied to the
gas or fuel pump by the gas cock V while air also may be supplied by V' when
desired.
The prolongation H of the cylinder D', is arranged of such length that the hot
gases entering the cylinder during the supply part of the motor piston stroke are kept,
in the main, in that portion, and it is not water jacketed; but is surrounded by
non-conducting material so that it may increase in temperature within safe limits and
so diminish the loss of heat from the hot gases which would otherwise occur by
contact with the cold water jacketed walls. The projection D' upon the piston 19
dished inwards at its end as shewn in Figures 1 and 5 so that the central flame
portion may be confined as much as possible with a concentric belt of cooler air
around it. This end may be protected by a plate or cap of suitable metal as D³ and
the metal may be either cast iron or nickel
In figure 7 the exhaust valve d is constructed with a hollow spindle through which
passes the spindle of the air inlet valve e, suitably packed by the packing gland
shewn The valves are thus combined in more compact form and the clearance 18
reduced by the use of one passage or port which serves for inlet air and exhaust
discharge alternately. Figure 8 is a section on the line x, y, through the port. In
Figures 7 and 8 the regenerator K has been dispensed with and all arrangements
made to keep down the clearance in the motor cylinder between it and the
compressing pumps to the lowest possible point in order to work the engine at a
comparatively high pressure.
Figure 10 is a longitudinal section through the pump piston arranged to show the
valves and their action, and Figure 11 is a transverse section through the air pump
valves on the line a¹ y¹ (Figure 10) Taking the air pump first, K is the air inlet
valve (Figure 11), it has been omitted in Figure 10, and is the air discharge valve,
both being ordinary lift valves of common and well known construction. The
valie m is of the Corliss type and controls the air supply to the pump, being actuated
by the small crank M' on the end of the shaft M & the link M'. The cover plate
is M' and the point of cut off is controlled from the governor W by the linkage
shewn in Figure 4 which however is well known and requires no further description.
We do not confine ourselves to any single system of cut off but any of the numerous
and well known cut off gears may be used. The valve m when the engine is at full
power
er admits air to the pump cylinder during the whole suction stroke, but when
less power is required it cuts off the air supply and so causes the air to expand
below atmosphere. The power so expended is however given back on the return
stroke-so that there is no loss in so diminishing the air passed through the engine
The gas pump has similar inlet and discharge valves n and o and a similar Corliss
type valve which acts as cut off to the gas pump on the suction stroke just as
with the air pump and the valve is driven from the same motion by the rod p
and lever p³.
The dash pot p³ serves to arrest the motion of the valves when the governor
cuts off.
The rod M communicates with the lubricator q serving to automatically oil the
cylinder. Figure 12 shows on a larger scale the details of the air and gas cut off
valve connections with the dash pot.
Figure 9 is a section of the starting reservoir valve. The starting is arranged as

page_text: follows The hand pump is worked from the lever ¹ (Figure 1), and air 15
compressed into the reservoirs until a suitable pressure is obtained When this 19
done the reservoir is closed and is ready to start the engine at any time. To start,
the engine is placed off the centre and the cock t is opened and allows the air from
the reservoir to enter the air inlet valve chest. Under this air pressure the engine
starts and after a few revolutions the air supply is shut off and the ignition then
keeps the engine in motion. When it is desired to charge the reservoir the cock t is
turned to another position in which a small hole opens to the air valve chest and
admits air under compression to the cock through a small check valve in the plug
and thence to the reservoir until it is charged to the full working pressure of the
engine A section of this valve is seen in Figure 9 shewing the small check valve
through which air is passed to the reservoir The cock is shut off when full pressure
has been attained and the charge is preserved until a start is required again. The
engine may be arranged with any desired or convenient number of motor cylinders
and number of compressing pumps without departing from the essential features of
our invention provided that the engines so produced are multiples or duplicates of the
arrangements and cycle herein before described.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim 18:
I. In a gas or hydro-carbon engine of the combustion type in which the pump
crank follows the motor crank in the direction of revolution, the use of two pumps
for separately compressing the fluid fuel and air in such manner that the pumps force
direct into a combustion chamber open to the motor cylinder without intermediate
reservoir and so arranged that the gaseous or vapour fuel ignites as it enters,
the ar being in sufficient excess to prevent any undue increase of tempera-
ture substantially as hereinbefore described and illustrated in the accompanying
drawings.
II. In a gas or hydro-carbon engine of the combustion type in which the pump
crank follows the motor crank in the direction of revolution, the use of two pumps,
one compressing a mixture of gas and air the other pure air in such manner that the
pumps torce direct into a combustion chamber open to the motor cylinder
substantially as and for the purposes hereinbefore described and illustrated in the
accompanying drawings
III. In gas or hydro-carbon engines of the combustion type, the arrangement
of a combustion chamber opening direct without valve to the motor cylinder so
that the combustible gases are injected concentrically with an air column surrounding
the burning gases with a tube such as U (Figures 1 and 5) or without such a
tube substantially as and for the purposes herein before described and illustrated
IV. The use of the annular regenerator such as K figures 1 and 5 for the
purposes hereinbefore described and illustrated.
V. The use of governing arrangements for engines of the combustion type in which
a valve or valves cut off the supply of inflammable fluid and air simultaneously or
nearly so at varying points in the snction stroke of the pumps substantially as
described and illustrated.
VI. The use in a combustion chamber of the kind claimed in claim III of
an inner tube separating the column of inflammable gases from the surrounding
column of air.
VII. In combustion engines of any type for burning fluids the use of an igniting
tube having one end projecting into the combustion chamber and the other end
coupled to a pump supplying a mixture of inflammable gas or vapour and air, the
intermediate portion being heated by suitable bunsen burner or a lamp by which the
gas and air injected from the pump or the inflammable vapour and air is ignited,
as it passes through the tube from the pump and so enters the cylinder in a
state of flame, substantially as, and for the purpose hereinbefore described and
illustrated.

page_text: VII The pump coupled to the niting tube and constructed so as to act
practically without valves by having ports such a, b and in the piston and
corresponding ports in the cylinder, substantially as and for the purposes herembefore
described and illustrated with reference to Figures 1, 15 & 14.
Dated this 5th day of March 1890
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for Applicants.