Year: 1897

page_text: I, ANTHONY GEORGE NEW, Engineer, of 8 & 10, Bridge Street, Westminster,
London, S.W., do hereby declare the nature of this invention to be as follows:-
My invention relates to combustion engines using oil having a high flashing
point, that is, oils which do not produce vapour in sufficient quantities to form
explosive mixture at ordinary atmospheric temperatures.
In all motors using such oils which have hitherto come into use separate
heating devices are adopted for producing vapour from the oil. This vapour
after projection by heating is then introduced into the cylinder mixed with air,
compressed and exploded.
My object is to dispense with all such heating vaporising contrivances.
My invention consists in a new method of preparing explosive mixture in
an engine cylinder using heavy or non volatile oil; in a new admission valve
and in the method of and gear for operating such valve; in a new method of
igniting the mixture for starting the engine by the use of an electrical current,
and in arrangements whereby ignition is accomplished after the engine starts
without any supply of electricity.
The first part of my invention consists in admitting the oil to the cylinder
together with the air in such a manner that the oil is broken up into extremely
fine spray as it enters the cylinder, and this spray permeates the whole air supply
as it enters. By this method the cylinder is charged on the forward stroke of
the piston with a mixture of air and very fine inflammable spray, too fine to
On the
deposit appreciably during the short period of the charging stroke.
return or compression stroke the spray so suspended in the air charge is com-
pressed together with the air, and by the act of compression the spray is
vapourised, and at complete compression a readily explosive mixture is produced.
By this method we produce an effective explosive mixture in the cylinder from
fine spray without preliminary heating.
The second part of my invention consists in a new valve for producing the
spraying effect and the admixture of the spray with the entering air. This valve
consists of a tube or sleeve of suitable metal passing through and secured in the
metallic jacketting of a cylinder or back cover. Fitting closely inside this tube
or sleeve is a second tube or sleeve which projects externally beyond it, and is
pressed outwards by the action of a spiral spring acting upon a shoulder in this
external sleeve. Connected with this sleeve and secured internally at one end
of it is a long cylindrical rod, to one end of which is secured the valve which
closes the inlet to the cylinder. This rod has an enlargement near its middle
opposite the point at which the oil enters for the purpose of increasing the
spraying effect produced, that is, by the adjustment or proportioning of the
enlargement with reference to the sleeve we increase or diminish the area of
the air passage, and therefore vary the velocity of the air current to suit the
spraying effect of the valve. We allow the oil to be admitted to the interior

page_text: of this valve. by way of a slot, which slot cuts off the oil when the valve closes.
We feed the oil to this slot by means of a valve which may be of any suitable
construction, but we prefer a needle valve with either a simple screw or controlled
by a compound screw, that is, a screw sleeve having a thread of one pitch upon
the stem of the needle and a thread of another pitch upon another part of it.
The oil is preferably admitted to the interior of this oil and air valve at the
point of greatest velocity, of this movement of air. Suitable air openings are
made to allow air admission to the interior of the valve. In one modification of
this valve we interpose between the oil feed pipe and the needle valve a
diaphragm regulator. This diaphragm regulator is connected to a needle valve
by means of a bell crank or other suitable connection in such manner that
as the diaphragm is moved the valve is opened.
Valve and diaphragm are both preferably positively actuated, and so oil is
drawn to supply the needle valve from the diaphragm space which serves as a
collapsible reservoir.
The main supply valve is preferably positively actuated from an ordinary
valve shaft operating according to the Otto cycle. This valve operating device
I sometimes construct as a movable conical cam controlled by governor, but an
expanding double or multiple leaf cam may be used instead. This multiple
leaf cam may be expanded and contracted by the action of the governor, and
the operation of a spiral slot in the valve shaft. I prefer, however, to govern
this charge inlet valve by means of an interposed wedge, which wedge is
operated by the governor. The governor determines the position of the wedge
with respect to the valve stem and the lever or cam operating the valve, and
by the position of the wedge determines the amount of opening of the valve
and the amount of oil or mixture of oil and air admitted.
The third part of my invention consists in a novel arrangement and method
of starting and igniting in oil engines. My new igniting device consists of a
platinum or other suitable tube which I insert into the cylinder. This tube I
prefer to form with a closed end, and I surround it within the cylinder by a
tube of larger diameter, or protect by a shield, which need not be a tube. The
object of this protection is to prevent the entering air charge from impinging
directly upon the hot end of the igniter tube. I heat the end of the igniter
tube electrically, and for this purpose I preferably introduce a portion of finely
divided platinum to the end. I introduce then a tube of refractory non-conduct-
ing material, within that place a plug or portion of carbon, and
the tube the wire or other conductor intended to complete the circuit. By
press within
suitable electrical connections I thus pass a sufficient current within the end
of the platinum tube to rapidly raise it to incandescence. In starting the engine
I switch on the current, heat the platinum tube for a very short time, (from
one to two minutes generally) and then start the engine in the usual manner.
The tube at once ignites the mixture when formed or compressed, and immediately
the engine is running at normal speed I cut off the electrical supply. The
successive explosions then supply heat enough to keep the ignition surface
incandescent, and the engine then operates without heating vapouriser, and with
an automatically heated igniting metallic surface.
The expense for electrical current is infinitesimal, because the current is only
required for a very short period to start the engine. Sometimes, however, I
arrange an automatic connection to switch on the current if the speed of the
engine falls below a certain limited point. In some cases I arrange this switch
to depend not only on the fall of speed, but on the cessation of explosions. This
I perform by combining the governor lever movement with a movement con-
trolled by a small piston or diaphragm connecting with the cylinder. Instead
of a closed ended tube may arrange to heat the centre part of the tube passed
right through the cylinder.
It is to be clearly understood that one method of charging the cylinder with
mixed oil and air, which is effective for starting and for running alike, consists

page_text: in keeping the air and oil admission valve closed while the piston moves for
some distance on its forward stroke. By this device a partial vacuum is produced
at the beginning of the stroke before any admission occurs, and when admission
does occur the velocity of the entering air and the entering oil charge is very
high and results in an effective production of spray. This method I also
consider as part of my invention.
Improvements in Heavy-oil Engines.
I, ANTHONY GEORGE NEW, of The Voltage, Woking, in the County of Surrey,
late of Palace Chambers, Westminster, 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:-
My invention relates to improvements in combustion engines using oils of a
high flashing point that is oils which do not produce vapour in sufficient quan-
tities to form an explosive mixture at ordinary atmospheric temperatures.
In the majority of motors using such oils which have hitherto come into use
separate heating devices are adopted for producing vapours from the oil. This
vapour after being formed by heating in this manner is introduced into the
cylinder mixed with air compressed and exploded.
In other types of motor oil is indeed projected directly into the cylinder but
the spraying or atomizing effect produced by hitherto existing arrangements of
this nature though giving more or less satisfactory results when employed with
lighter oils such as benzine, or gazoline or the like are not such as to permit of
starting the engine, and running it satisfactorily with the heavier oils of high
flashing point unless the working end or admission valves of the cylinder are
subjected to a prolonged preliminary heating by means of a lamp or other
equivalent external source of heat.
My invention enables all such outside vapourizing appliances to be dispensed
with as also the inconvenient heating of valves and cylinder end above referred to.
It consists essentially of a new method of preparing an efficient explosive
mixture in an engine cylinder using heavy or non-volatile oils which I effect by
means of an admission valve of special construction, in the method of gearing
and operating such valve; in a new method of igniting the mixture when
starting the engine by the use of an electric current and an arrangement whereby
ignition is accomplished after the engine has been started without any supply
of electricity or other external source of heat.
In order that my invention may be the more fully and completely understood I
refer to the accompanying sheets of drawings in which :-
Fig. 1 represents a section through the working end of my cylinder and the
admission and exhaust valves.
Fig. 2, a vertical side-view of the admission valve in position on the end of
the cylinder together with its actuating cam-gear.
Fig. 3, a similar view showing the exhaust valve and cam-gear; while Fig. 4
shows the means of adjusting the cam shown in Fig 2 upon its shaft.
The construction of the admission valve V is most readily comprehended from
Fig. 1, in which as stated it is shown in section (the corresponding parts
on Fig. 2, being indicated as far as possible by the same figures for reference)
together with the exhaust valve E which is of the ordinary type. It consists

page_text: of an outer sleeve 1 having a flange 2, which permits of its being secured to the
metallic jacketing or back cover of the cylinder, the one end of the said sleeve
fitting tightly into an orifice in the back plate of the cylinder with which it
lies flush forming the seat of the closing valve 3. Within this fixed sleeve is
a second moveable sleeve 4, forced outwards by the action of a spiral spring 5,
which presses against the shoulder at the extreme end of the cap 4", the latter
being screwed into block 6 which forms the solid end of sleeve 4. Rigidly
secured to this sleeve 4 by the said block of metal 6 which forms its end, is the
spindle 7 which is screwed into and secured by the block 6. This spindle which
is hollow carries at one end the closing valve 3 (the satisfactory seating of which
is secured in the usual way by three webs) and upon it slides the truncated
metallic cone 9 rigidly secured to or forming one with the H-shaped metal
piece 9 capable of movement backwards and forwards in the slot r cut through
the spindle 7. To the centre of the piece 9" is secured by a screw thread or other
suitable means the spindle or rod 7" moveable in the hole through the centre
of the spindle 7. This smaller spindle 7 is expanded and perforated at one end
to receive the end of the system of bell-crank levers b 61 62 (supported by and
pivotted at p in the fixed arm 63) by which it is actuated. In the drawing the
truncated cone 9 is shown nearly closing the end of the moveable sleeve 4, and
it will be observed that in the drawing and preferably the internal diameter of
the sleeve 1 expands from a little in front of the cone 9 towards the cylinder.
As may be seen the cone may be moved further toward the cyinder by the bell-
crank levers 6 61 63 and the rod 7 so as to leave a smaller or larger annular
space between the end of the sleeve 4 and the said cone. A sleeve surrounding
the sleeve and capable of closing the air inlet holes o, is actuated by the bell-
crank lever 62 to move away from the cylinder and disclose more and more of
the holes o at the same time as the cone is moved towards the cylinder. A
second cap K ending in the tappet t and cut away on one side to allow free
movement in regard to the bell crank lever b is screwed on the end of 4"
being separated from it by the distance piece d. On the outer sleeve / is the
socket 10 into which is screwed an ordinary oil admission valve the needle of
which is moveable by a simple or compound screw actuated either by hand or
by any appropriate governor to open the orifice 11 whenever oil is to be supplied
to the cylinder. A slot 12 in the inner moveable sleeve 4 discloses the orifice
of the oil-valve when the tappet t is forced inwards towards the cylinder by the
action of the cam gear which controls it.
The exhaust valve E resembles the ordinary type and does not in consequence
require a special description.
In Fig. 2, which shows the cam gear for actuating the valve V, S is the cam
shaft driven preferably by chain and sprocket wheels in accordance with the Otto
cycle C is a bevelled cam susceptible of movement in a key way along the
shaft S by means of the lever y (Fig. 4). The lever L carries at its upper
end the set screw s engaging with the tappet t and at its lower end the roller o
engaging with the cam C.
In Fig. 3, the cam C actuates the lever L' with its set screw s¹ to operate the
exhaust valve E in the ordinary manner.
The ignition device shown in the working part of the cylinder in section in
Fig. 1, consists of two parts, a closed tube P preferably of platinum and an
open ended sleeve T preferably of platinum which need not be a complete tube:
The inner platinum tube is closed and rounded at the end projecting into the
cylinder and is provided with a shoulder, which enables it to be secured in the
wall of the cylinder by a hollow nut in the manner shown. It is lined to very
nearly its inner end with a tube c of porcelain or other refractory insulating
material. The extreme end is filled up with a certain amount of platinum dust
after which a small quantity of carbon preferably in the form of powder is
rammed down the interior of the insulating tube, and with this the platinum
tip of the rod or conductor m makes contact, being connected to one pole of

page_text: the battery circuit which is completed through this heating device by connecting
the other pole of the battery electrically with the wall of the cylinder. The
outer platinum tube or sheath T is secured to the wall of the cylinder as shown
in a manner similar to that employed for fixing the inner tube.
The inner platinum tube may be replaced by a suitable plug of refractory
material heated by an electrical conductor.
The action and operation of my engine is as follows. When preparing to
start the engine I connect the central conductor m of the platinum tube P with
one pole of an electric battery or accumulator, while the other pole of the
battery is in conducting contact with the walls of the cylinder. The current
then flows through the central conductor m the carbon powder and the platinum
dust and returns by the outside of the tube P. In a very short time the end.
of the tube P becomes red-hot owing to the heating action of the current and
communicates a certain amount of heat by radiation and convection to the
shield T.
The bell crank levers 6 61, 62 are arranged by means of the handle or lever h
in the position shown in the drawing that is to say, so as to bring the cone 9
into the position shown in which it nearly closes the end of the sleeve 4-the
sleevek being then in such a position as to nearly close the air holes o as shown
in Fig. 1. The cam C Fig. 2, is brought, by means of the lever y into such
a position that it does not actuate the lever L to press upon the tappett and
open the inlet valve until the piston has retreated on the intake stroke a con-
siderable distance from the working end of the cylinder, producing consequently
a considerable diminution of gaseous pressure within the cylinder. The oil inlet
valve is then opened and as the slot 12 passes in front of the oil aperture 11
the oil is admitted to the interior of the sleeve 4 and is caught by the in-rushing
air entering through the apertures o and divided into fine spray. The mixture
of air and spray then pass at a very high velocity through the narrow annular
space between the cone 9 and the end of the sleeve 4 where the increased velocity
and the choking effect cause the oil spray to be still further finely divided and
indeed almost atomised. The spray thus formed issuing from the valve 3 comes
in contact with the sleeve or shield T. On the compression stroke, and when
the proper degree of compression is reached, the explosive mixture produced as
above described is fired by the red hot platinum tube P. After a certain number
of explosions having taken place I find that the platinum parts remain sufficiently
hot to continue firing the charges automatically and to enable me to disconnect
the tube 1 from the battery or source of electricity which has been employed to
heat it. But have found it of importance in order that this effect may take
place with certainty and that the engine may work satisfactorily after starting
without the continued use of an electric current for heating the tube P, that
the shield or sleeve T should occupy substantially the position in which it is
shown in the drawing, that is to say, it should project to opposite the exhaust
valve. I believe this to be due to the rush of heated gases towards the exhaust
valve during the exhaust stroke of the piston being instrumental in keeping T
sufficiently hot to fire, as I have found that if T is made too short or too long,
the automatic firing of the charges, without the continued use of current for
heating P does not take place with certainty.
The position in which the various parts, viz., the cone 9, the sleeve k and the
cam Care set when starting the engine is of high importance when starting
with heavier oil. As a successful atomisation of the oil at the low velocity
which it is alone possible to impart to the piston when starting necessitates the
employment of the means indicated for producing a high velocity and a choking
effect upon the inrushing mixture of air and spray. But when once the engine
has started I find it advantageous to alter the position of all these parts, that is
to say, I adjust, by means of the lever y, the cam C to open the admission valve V
earlier or even at the commencement of the stroke and at the same time move
the lever h in such a manner as to move forward the cone 9 towards the cylinder

page_text: The
and the sleeve k away from the cylinder, so as to permit a larger amount of
air to enter through the holes o. The came may if so desired be so shaped
that the time of closing the admission valve may also be varied or the opening
and closing of the valve may be operated by independent variable cams.
object with which the internal diameter of the sleeve is preferably increased
towards the cylinder, is that as the cone 9 is moved forward its choking effect
may progressively diminish, which, without this enlargement, would not be the
case. It will be observed that the bell crank levers are so arranged that when-
ever the cone 9 is pushed forward the sleeve is moved backwards so as to
permit the entry of more air, and these movements always take place together,
as I have found that it is not advantageous to move the cone forward without
admitting more air or to admit more air without moving forward the cone.
The reason why I prefer to make these alterations after starting the engine is
not because the engine would discontinue running if the parts were left in their
original position but because at the piston speed which is attained soon after
starting, sufficient explosive mixture would not be admitted during the intake
stroke of the piston to enable the engine to attain the full power of which it
is capable if the parts were to be maintained in the position which, as above
explained, I have found efficient for starting.
It will be observed that the sleeve 4 completely closes the oil inlet orifice
excepting when the slot 12 discloses it; and it will also be noticed that the bell
crank lever b moving with the rod or spindle 7 enables the cone 9 to approxi-
mately maintain its position relatively to the sleeve 4 throughout the stroke
or lift of the whole valve.
As an alternative to arranging the cone 9 and the sleeve k so as to be actuated
by the bell-crank levers 6 61 62, the rod 7 may be provided with a screw thread
screwing into the centre of the H-shaped piece 9 and its far end near t with a
toothed boss. The sleeve k may also be provided with an internal thread made
to engage with an external thread on the sleeve l, and the cone 9 and sleeve k
may then be screwed in or out either at the same time or independently by hand
or a suitable gear connected with some moving part of the engine.
I may also employ an insulated spiral of platinum wire or even where con-
venient a blow-pipe flame for heating the platinum tube P.
It should be observed that an important function of the shield or sleeve T
is to protect the tube P from the chilling effect produced by the inrushing
mixture which, without this protective effect, is liable to cool the end of the
tube P to such an extent as to prevent it firing the charges.
The alteration of position of the parts from that used at starting to that
used while running enables the engine to be readily and satisfactorily controlled,
thus by altering the cam C to open the admission valve earlier or later in the
stroke a greater or less amount of the explosive mixture will be admitted and
the degree of compression and the power of the engine varied. But I have
found that the most effective method of regulating is by means of the lever h
which may, for this purpose, (as likewise the lever y which alters the position
of the cam C) be connected to any suitable type of governor.
By moving this lever I can, as above explained, vary the amount of the
charge admitted with great regularity and nicety, thus controlling the com-
pression and the power of the engine. I may, of course, employ the movement
of the lever h and of the cam C in combination with one another.
I have found that at starting it is of importance to open the oil inlet valve
considerably more than it should be opened when the engine has attained its
normal speed and power, but that when once adjusted after starting for normal
running further regulation of it is not absolutely necessary as the different
degree of suction caused by the inrushing air upon the orifice of the oil admission
valve causes the amount of oil admitted with each charge to be varied sufficiently
for practical purposes by controlling the admission of air as above described.
But I may connect the device actuating the needle of the oil admission valve

page_text: either to an independent governor or to the governor which controls the move-
ments of the levers h and y.
Having now particularly described the nature of my said invention and the
manner in which the same is to be performed, I declare that what I claim is :-
1. In oil motor engines an air and oil admission valve adjustable as regards the
area of the mixed air and oil admission passage substantially as and for the
purposes herein before described.
2. In oil motor engines an air and oil admission valve adjustable as regards
the area of the mixed air and oil admission passage in combination with devices
for regulating the moments of opening- closing the admission valve substan-
or
and
tially as and for the purposes herein before described.
3. In oil motor engines an air and oil admission valve adjustable as regards
the area of the mixed air and oil admission passage and adjustable as regards
the area of the air admission ports substantially as and for the purposes herein-
before described.
4. In oil motor engines an air and oil admission valve adjustable as regards
the area of the mixed air and oil admission passage and adjustable as regards
the area of the air admission ports in combination with devices for regulating
the moments of opening closing the admission valve substantially as and
for the purposes herein before described.
or
and
5. In oil motor engines an admission valve and means for actuating and for
adjusting the same substantially as described and illustrated in the drawings.
6. In oil motor engines an igniting device comprising a tube of platinum or
other suitable material or a plug projecting into the cylinder and capable of
being heated electrically or otherwise, and a shield of platinum or suitable
refractory material so disposed with reference to the valves that it both protects
the tube or plug from the cooling effects of the inrushing mixture and absorbs a
portion of the heat of the exhaust gases substantially as and for the purposes
described.
7. In oil motor engines an igniting device substantially as described and
illustrated in the accompanying drawings.
T10 14:1
.
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.. 1000