Improvements in Hydrocarbon or Petroleum Engines.
Year: 1889

page_text: Date of Application, 16th July, 1889
Complete Specification Left, 16th May, 1890-Accepted, 21st June, 1890
PROVISIONAL SPECIFICATION.
Improvements in Hydrocarbon or Petroleum Engines.
I, JOHN WILLIAM IIARTLEY, of California Works. Stoke-on-Trent, in the County
of Stafford, Engineer, do hereby declare the nature of this invention to be as
follows:
In Hydro-carbon or Petroleum Engines as at present constructed there is con-
siderable difficulty in vaporising the oil in a uniform and efficient manner more
especially when heavy oils are used and when the engine is quite cold as at starting.
This difficulty is such as to cause great delay in getting it into motion.
In most petroleum engines also the power obtained from a given size of cylinder
is but small and the waste of oil is considerable especially when the engine is
running at light loads or with no load at all.
The object of my present invention is to improve the detail arrangements of these
engines in such a manner as to secure an easy and rapid start, to accurately pro-
portion the supply of oil to air at each stroke to give the best results and io govern
the speed of the engine in the best manner to give economy. At the same time my
invention greatly simplifies the constructions common to petroleum engines and
secures efficient working without liability to break down while allowing such
simplicity and accessibility of parts as brings the control of the engine within the
Scope of any ordinary workman.
In carrying my invention into effect I use a separate vaporiser to obtain a supply
of explosive mixture sufficient to start the engine which I construct preferably in
the following manner:- arrange a cast iron vessel with a thin plate bottom of
copper or other metal of good heat conducting power this I call my radiating plate.
I heat my radiating plate by an oil lamp of any usual construction: the heated air
from the lamp also heats a coil of piping or other suitably formed annular passage
through which the air to start the engine must pass. When sufliciently hot I
introduce to the vaporiser by a suitable pipe a supply of oil which is deposited on the
radiating plate and thereby formed into a vapor, the air entering the engine cylinder
is heated by contact with the interior of the coil of piping, it then passes through
the vaporiser and takes up a portion of inflammable oil vapor which it carries with
it to the engine cylinder where it is compressed and fired in the usual manner.
I sometimes use a three way cock in the air passage from the coil whereby I can
pass the whole or any desired portion of the air through the vaporiser, the remainder
of tlie air travelling through a bye passage to the cylinder.
This preliminary heating of the air causes the oil vapor to resist condensation by
the cold cylinder to a sufficient extent to remain explosive and allows of an easy
start.
I keep the engine running for some time by inflammable vapor obtained in this
way so as to heat up the exhaust pipe the cylinder cover and the walls of the explosion
space. When those parts are sufficiently hot. I stop the supply of vapor and air from
this source and take my air supply through a jacket or chamber surrounding the
exhaust pipe and through a space in the cylinder cover, or annulus round the
explosion chamber, the air is thus heated and then it passes in an oil vessel when it
receives a charge of hydrocarbon or petroleum by passing through a sheet or plate
of wire gauze upon which a film of oil has been placed. It carries this oil with it
partly as vapor. partly as spray which is then brought into intimate contact with the
air by traversing a chamber filled with pellets, wire gauze or other suitable small
fragments or interstices.
To proportion the charge of oil to the charge of air I use a disc of wire gauze

page_text: dipping to a certain depth into the oil contained in an oil vessel and kept at a nearly
constant level, this disc I rotate by a small shaft driven from any revolving part of
the engine, and as it leaves the oil it carries with it a film of liquid which is brought
opposite the air port, passing to the cylinder. When the piston draws in the charge
the air passes through the gauze opposite the port and carries with it the film of oil
partly as vapor and partly as spray, and the continued revolution of the ganze disc
brings up another portion having an oil film and immerses the portion, from which
the blast of air has taken away the film so as to replace it again. The proportion of
oil carried off with each charge of air depends on the amount of the gauze surface
covered by the film, and the area of it which is exposed to the air blast during the
charging stroke. I vary the proportion of oil to air in several ways, sometimes by
varying the level of the oil in the vessel or by varying the immersion of the disc in
the oil and under other circumstances I increase or diminish the rate of the revolu-
tion of the gauze disc which increases or diminishes the area of oil film taken by the
air in passing through, and also I vary by altering the position of the gauze with
reference to the air port so as to expose more or less of its surface. I can likewise
diminish the oil charge by only passing a portion of the air charge through it instead
of the whole.
The blast of air to carry off the film I cause preferably by the movement of
the piston taking in the charge but I may also use a jet of compressed air for the
purpose if I desire it, which jet may be produced by a pump or bellows in any known
manner.
When the hot air and oil vapor and spray pass through the chamber containing
the pellets or their equivalent. a further portion is vaporised and when the charge
finds its way into the cylinder the heat of the combustion chamber, the cylinder cover
and the piston end is sufficient to complete the evaporation and cause the air and
hydrocarbon to make a suitably explosive charge. The engine may act according to
the series of operations constituting any well known cycle but I prefer that known
as the four cycle where an impulse is given at every second revolution. The heat of
the exhaust pipe. explosion chamber and cylinder cover and piston end is quite
sufficient to abundantly hear the air and oil supply to secure an efficient charge.
Instead of using a gauze disc 1 may use a band or belt of gauze passing over wheels
and through oil to obtain a film and I may dispense with a continuous motion and use
a reciprocating gauze dipping the gauze into the oil and withdrawing it with a film.
I sometimes dispense with the gauze entirely and obtain a measured supply of oil
per stroke by a revolving, oscillating or sliding cock or valve which has an aperture
or recess large enough to contain the greatest charge required and the movement
causes this charge to be delivered to the air at each stroke. An adjustable plug, shelt
or plate diminishes this aperture or recess at will so that only a portion of it is filled
and so the oil supply can be regulated with great nicety. I sometimes use a slide
valve communicating on its inner or hollow side with the petroleum tank. The
capacity of the hollow space in this valve I adjust as described for the space in the
revolving plug and operate this in a similar manner.
In engines of the four cycle type I actuate a rocking or weigh shaft to open and
close the engine valves by means of a cam with a spiral cross groove cul in its
periphery in which works a suitably shaped piece pivoted to the end of a lever from
the rocking shaft. The groove is so cut that the shaft is moved to open the exhaust
and firing valves during each alternate revolution only. I can also control the air
valve in this way but I prefer it to be automatic. When I use the oscillating or
sliding cock or valve to supply oil it is worked from this shaft.
The speed of the engine may be regulated by causing the governor to so act on
the exhaust valve as to keep it closed, when the engine simply compresses the charge
or burned gases without drawing in a fresh charge. In this case I also cause the
governor gear to hold down the inlet valve to prevent the cooling of the exhaust gases
from drawing in a small charge.
I prefer the governor to act on the exhaust valve through a bell crank lever

page_text: pivoted to a lever keyed to the rocking-shaft, but pivoted to move at right angles
to the axis of the shaft. The governor draws it out of gear or places it in gear with
the exhaust valve as required.
It is sometimes advisable to cause the governor to so act upon the exhaust valve
as to hold it open when the proper speed of the engine is exceeded, in which case the
governor places a catch lever in position to slip in and hold the valve open when the
speed rises.
The exhaust gases are thus alternately drawn into and expelled from the cylinder
without compression taking place and a slight spring is all that is required to hold
down the automatic inlet valve.
I may use any known igniting valve but I prefer a form of incandescent tube
igniter in which a valve closes on its seat by the pressure within the cylinder and by
a spring and the incandescent tube commumicates by a short passage with the valve.
a small port communicates with the cylinder and a chamber is fixed opposite the end
of the valve into which the spent or burned gases filling the port are forced by the
compression.
When the igniting valve is lifted from its seat a projecting piece upon it enters the
hole communicating with the chamber and closes it cutting off communication with
it and the port so that a clear way is left between the igniter tube and the cylinder
in a great measure free from burned gases. By this means the action is rendered
very certain.
The igniting valve may be placed in any convenient position but I prefer it upon
the cylinder cover. The tube is heated by means of an oil lamp preferably of the
Bunsen principle with circular wick and I sometimes cause the reservoir to revolve in
order to compensate for any want of uniformity in the flame or heating and so that
the flame may not be affected by any local motion of the air. The revolution may
be effected by any convenient gear receiving motion from the engine or from clock-
work.
This gear may be also adapted to give the wick the necessary feed if desired.
I regulate the air supply to the engine in order to vary the volume passing by the
heated surfaces by means of graduated openings whereby I can admit air at different
intervals into the heating passages or by a sliding tube so arranged as to form an
annulus of adjustable length around the exhaust pipe so that when in one extreme
position all the air entering the engine passes for a greater distance exposed to the
hot surfaces and in the other extreme position it enters with merely the heat taken
from the space in the cover or the annulus in the explosion chamber or I may admit
the air directly to the oil vessel when it would enter the cylinder almost without
being heated at all.
In the intermediate positions varying mixtures of hot and cold air can be obtained
to suit the relative volatility of the oil used or the variation in the temperature of the
available air supply. When I use an annulus in the explosion chamber make it
closable by the cylinder cover so that any carbon or dust forming therein can be.
when the cylinder cover is removed. readily cleaned away. I make the chamber in
the cylinder cover accessible for cleaning by making the said cover in two parts
having the space or chamber between them. The charge inlet valve to the cylinder
may be fixed in any convenient position so that it may be readily accessible and allow
of the shortest passages between the oil vessel or vaporiser and the cylinder: on the
passage to this valve I place a three way cock in one position it opens communication
with the vaporiser as at the time of starting the engine. In another position it closes
communication with the vaporiser and opens it with the air supply from the oil
vessel. 1 may also arrange it to take supply from both sources while in an
intermediate position. In some cases I arrange a scraper to be worked by a rod to
clean the radiating plate of the vaporiser and provide a receptacle into which to
scrape the deposit. I may also provide a drain cock to continuously or inter-
mittently draw off the heavy oil as it is formed on the vaporiser.
The vaporiser may be fed at starting from a simple form of sight feed oiler or from
an oil vessel with adjustable cock. When the cylinder cover or the walls of the

page_text: explosion chamber have become thoroughly heated and it is desirable to stop the
engine for a short time. I restart the engine by pouring a small quantity of petroleum
into the annulus or into the space in the cylinder cover this oil is immediately
vaporised and I am enabled to restart the engine without relighting the starting or
vaporiser lamp.
1
T.... 1000
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for Applicant.
COMPLETE SPECIFICATION.
Improvements in Hydrocarbon or Petroleum Engines.
1, JOHN WILLIAM HARTLEY, of California Works. Stoke-on-Trent, in the County of
Stafford, Engineer, do hereby declare the nature of this invention and in what manner
the same is to be performed, to be particularlydescribed and ascertained in and by the
following statement:--
In Hydro-carbon or Petroleum Engines as at present constructed there is
considerable difficulty in vaporising the oil in a uniform and efficient manner more
especially when heavy oils are used and when the engine is quite cold as at starting,
this difficulty is such as to cause great delay in getting it into motion.
In most petroleum engines, also, the power obtained from a given size of cylinder
is but small and the waste of oil is considerable especially when the engine is running
at light loads, or with no load at all.
The object of my present invention is to improve the detail arrangements of these
engines in such a manner as to secure an easy and rapid start to accurately proportion
the supply of oil to air at each stroke to give the best results, and to govern the
speed of the engine in the best manner to give economy. At the same time my
invention greatly simplifies the construction common to petroleum engines and
secures efficient working without liability to break down, while allowing such
simplicity and accessibility of parts as brings the control of the engine within the
scope of any ordinary workman.
In carrying my invention into effect I use a separate vaporiser to obtain a supply
of explosive mixture suflicient to start the engine which I construct preferably in the
following manner :—
1 arrange a cast iron vessel with a thin plate bottom of copper or other metal of
good heat conducting power, this 1 call my radiating plate. I heat my radiating plate
by an oil lamp of any usual construction: the heated air from the lamp also heats a
coil of piping or other suitably formed amular passage through which the air to start
the engine must pass.
When sufficiently hot introduce to the vaporiser by a
suitable pipe a supply of oil which is deposited on the radiating plate and thereby
formed into vapour, the air entering the engine cylinder is heated by contact with the
interior of the coil of piping, it then passes through the vaporiser and takes up a
portion of inflammable oil vapor which it carries with it to the engine cylinder where
it is compressed and fired in the usual manner.
I sometimes use a four way cock in the air passage from the coil, whereby I can
pass the whole or any desired portion of the air through the vaporiser, the remainder
of the air travelling through a bye passage to the cylinder.
This preliminary heating of the air causes the oil vapour to resist condensation by
the cold cylinder to a suflicient extent to remain explosive and allow of an easy
start.
I keep the engine running for some time by inflammable vapor obtained in this
way so as to heat up the exhaust pipe, the cylinder cover, and the walls of the
explosion space. When those parts are sulliciently hot I stop the supply of vapor and
air from this source and take my air supply through a jacket or chamber surrounding
the exhaust pipe, and through a space in the cylinder cover or annulus round the

page_text: explosion chamber, the air is thus, heated and then it passes to an oil vessel when it
receives a charge of hydrocarbon or petroleum by passing through a sheet or plate of
wire gauze upon which a film of oil has been placed. It carries this oil with it partly
as vapor and partly as spray. which is then brought into intimate contact with the
air by traversing a chamber filled with wire pellets, wire gauze or other suitable small
fragments or interstices.
To proportion the charge of oil to the charge of air I use a disc of wire gauze
dipping a certain depth into the oil contained in an oil vessel and kept at a nearly
constant level, this disc I rotate by a small shaft driven from any revolving part of
the engine, and as it leaves the oil it carries with it a film of liquid which is brought
opposite the air port, passing to the cylinder. When the piston draws in the charge
the air passes through the gauze opposite the port and carries with it, the film of oil
partly as vapor and partly as spray, and the continued revolution of the gauze disc
brings up another portion having an oil film and immerses the portion from which
the blast of air has taken away the film, so as to replace it again. The proportion of
oil carried off with each charge of air depends on the amount of the gauze surface
covered by the film, and the area of it which is exposed to the air blast during the
changing stroke. I vary the proportion of oil to air in several ways, sometimes by
varying the level of the oil in the vessel or by varying the immersion of the disc in
the oil and under other circumstances I increase or diminish the rate of the
revolution of the gauze disc which increases or diminishes the area or oil film taken
by the air in passing through, and also vary by altering the position of the ganze
with reference to the air port, so as to expose more or less of its surface. I can
likewise diminish the oil charge by only passing a portion of the air charge through
it instead of the whole. The blast of air to carry off the film 1 cause preferably by
the movement of the piston taking in the charge: but may also use a jet of com-
pressed air for the purpose if I desire it, which jet may be produced by a pump or
bellows in any well known manner:- When the hot air and oil vapor and spray pass
through the chamber containing the pellets or their equivalent, a further portion is
vaporised and when the charge finds its way into the cylinder the heat of the
combustion chamber. the cylinder cover and the piston end is suflicient to complete
the evaporation, and cause the air and hydro-carbon to make a suitably explosive
charge. The engine may act according to the series of operations constituting any
well known cycle; but I prefer that known as the four cycle where an impulse is
given at every second revolution. The heat of the exhaust pipe explosion chamber.
and cylinder cover and piston end is quite sufficient to abundantly heat the air and
oil supply to secure an efficient charge.
Instead of using a ganze disc I may use a band or belt of gauze passing over wheel
and through oil to obtain a film and I may dispense with a continuous motion and use
a reciprocating gauze dipping the gauze into the oil and withdrawing it with a film.
1 sometimes dispense with the gauze entirely and obtain a measured supply of oil per
stroke, by a revolving, oscillating or sliding cock or valve which has an aperture or
recess large enough to contain the greatest charge required and the movement causes
this charge to be delivered to the air at each stroke.
An adjustable plug, shell, or plate, diminishes this aperture or recess at will so that
only a portion of it is filled and so the oil supply can be regulated with great nicety.
I sometimes use a slide valve communicating on its inner or hollow side with the
petroleum tank. The capacity of the hollow space in this valve 1 adjust as described
for the space in the revolving plug and I operate this in a similar manner.
The speed of the engine may be regulated by causing the governor to so act on the
exhaust valve as to keep it closed, when the engine simply compresses the charge of
burned gases without drawing in a fresh charge.
1 prefer the governor to act on the exhaust valve through a bell crank lever
pivoted to a lever keyed to the rocking shaft: but pivoted to move at right angles
to the axis of the shaft. The governor draws it out of gear or places it in gear with
the exhaust valve as required.
It is sometimes advisable to cause the governor to so act upon the exhaust valve as

page_text: to hold it open when the proper speed of the engine is exceeded in which case the
governor places a catch-lever in position to slip on and hold the valve open when the
speed rises.
The exhaust gases are thus alternately drawn into and expelled from the cylinder
without compression taking place and a slight spring is all that is required to hold
down, the automatic-inlet valve.
may use any well known igniting valve: but I prefer a form of incandescent tube
igniter in which a valve closes on its seat by the pressure within the cylinder and by
a-spring and the incandescent tube communicates by a short passage with the 'valve.
a'small port communicates with the cylinder and a chamber is fixed opposite the end
of the valve into which the spent or burned gases filling the port are forced by the
compression.
When the igniting valve is lifted from its scat a projecting piece upon it enters the
hole communicating with the chamber and closes it cutting off communication with
it and the port so that a clear way is left between the igniter tube and the cylinder
in a great measure free from burned gases. By this means the action is rendered
very certain.
The igniting valve may be placed in any convenient position but I prefer it upon
the cylinder cover. The tube is heated by means of an oil lamp preferably of the
Bunsen principle with circular wick.
:
When I use an annulus in the explosion chamber I make it closable by the cylinder
cover so that any carbon or dust forming therein can be. when the cylinder cover is
removed, readily cleaned away. I make the chamber in the cylinder cover accessible
for cleaning by making the said cover in two parts having the space or chamber
between them. The charge inlet valve to the cylinder may be fixed in any convenient
position so that it may be readily accessible and allow of the shortest passage between
the oil vessel or vaporiser and the cylinder, on the passage to this valve, I place a four
way cock in one position it opens communication with the vaporiser as at the time
of starting the engine. In another position it closes communication with the vaporiser
and opens it with the air supply from the oil vessel. I may also arrange it to take
supply from both sources while in an intermediate position. In some cases 1 arrange
a scraper to be worked by a rod to clean the radiating plate of the vaporiser and
provide a receptacle into which to scrape the deposit. I may also provide a drain
cock to continuously or intermittently draw off the heavy oil as it is formed on the
vaporiser. The vaporiser may be fed at starting from a simple form of sight feed
oiler or from an oil vessel with adjustable cock. When the cylinder cover or the
walls of the explosion chamber have become thoroughly heated and it is desirable 10
stop the engine for a short time, I restart the engine by pouring a small quantity of
petroleum into the annulus or into the space in the cylinder cover: this oil is
immediately vaporised and Lain enabled to restart the engine without relighting the
starting or vaporiser lamp.
In order that my invention may be properly understood and readily carried into
effeci. hereunto append a sheet of explanatory drawings to be hereinafter
referred to.
Figure 1 is a sectional elevation of a hydrocarbon or petroleum engine constructed
in accordance with my invention. Figure 2 is an end elevation part in section.
Figure 3 is a section of the annular space arrangement for heating the air supply at
starting.
Figures 4 and 5 show the details of the rotating gauze oil supply regulator on a
larger scale. Figure 6 shows sections of the adjustable feed cock for supplying oil at
starting to the vaporiser. Figure 7 shows the igniting valve in section and Figure 8
is a section of the four way cock communicating between the inlet valve to the
cylinder and the vaporiser or the oil supply vessel containing the gauze disc, while
Figures 9 and 9" are sections of the vaporiser showing the scraper and other
details.
In Figures 1 and 2 the vaporiser is shown at A having under it the lamp B which
not only heats the bottom of the vaporiser, but also a coil of pipe such as Cor

page_text: annular chambers as D Figure 3. To start the engine the lamp A is lighted together
with the lamp intended to heat the incandescent tube igniter and after a few minutes,
both vaporiser and igniter tube are sufficiently hot. A little oil is admitted to the
vaporiser by pouring in or by the small oil supply cock a and then the engine is
turned round the piston E then takes in a supply through the inlet valve F at the
proper time, the air passing through a coil of pipe such as C or the annular chamber D,
and then passing into the vaporiser. It then mixes with petroleum vapor and the
mixture is carried through the four way cockGto the passage H(see Figures 1 and 2)
direct to the inlet valve F and so enters the cylinder. The air being hot prevents
the petroleum from being condensed, and when the piston returns the mixture is
compressed and ignited as in an ordinary engine. The oil supply cock is of special
construction as shown at Figure 6. The groove or gutter in the plug e makes
communication alternately with the passage d supplying oil from the supply vessel and
the passage e leading to the vaporiser, and as it moves to and fro a charge of oil is
conveyed at every suction stroke of the engine. The amount so conveyed is altered
by the screw pin f which can be adjusted to supply the required oil by pulling it out of
the groove or gutter to increase supply or pushing it in to diminish supply. When the
engine has been running long enough with oil vaporised in this manner the cylinder
cover and combustion chamber become heated together with the exhaust pipe I com-
municating with the exhaust valvekby a suitable pipe(not shown)and the temperature
of the metal becomes high enough to vaporise the oil in the interior of the cylinder.
The four way cock G is then placed in such position that communication with the
vaporiser is cut off and communication is opened between the passage H and the
oil supply vessel L which contains a rotating gauze disc continuously covered with a
film of oil. The air supply passes through this vessel impinging upon the gauze and
carrying off a charge of oil to be vaporised in the cylinder. The air is heated first
however by entering at M and passing through the annulus surrounding the exhaust
pipe I, it then passes through the passage N by a pipe to the annular space O
surrounding the combustion chamber and thence by the port P to the space in the
cylinder cover Q. The cover is preferably made in two parts for ease of construction
and cleaning. From the cover the air passes by the port R to the vessel L, and then
through the ganze to the cock G and the inlet valve F. By following this tortuous
passage the air is thoroughly hot. before it impinges upon the gauze carrying the bil
and so when it enters the inlet valve of the engine, it is sufficiently hot to retain a
supply sufficient to make explosive mixture.
The mixture is compressed and ignited in any usual manner.
In Figure 1 the oil supply vessel L is removed and the facing to which it is bolted
is shown containing the lower end of the port R at R' while the passage S leads from
the gauze to the cock G.communicating however through a chamber S' containingwire
gauze or metal pellets or fragments to give surface sullicient to break up the air and
vaporise the petroleum liquid carried over by the air supply before reaching the
inlet valve G.
The air supply thus reaches the cylinder suitably impregnated with petroleum
vapor; and on compression explosion occurs as usual.
The construction of the oil supply vessel with its gauze dise is seen more clearly
at Figures 4 and 5. The disc g is rotated from any moving part of the engine and
dips in the oil as shewn, the depth in the oil can be varied by the lever has also the
position of the edge of the ganze with reference to the air port S, and the bent port R²
opposing it. The air rushing through R, as shown by the arrows Figures 4 and 5
thus carries away more or less oil as more or less gauze surface containing it is
exposed to it. The oil level is kept constant in the oil vessel by means of the tap i
Gommunicating with a supply reservoir at higher level actuated by pins in the wheel
driving the gauze disc. The lever is swivelled to and fro by the floating ball'm (see
Figure 5) as shown in dotted lines, and so the level of the liquid determines when
more oil shall be admitted. As soon as the level rises, the lever 1 is pushed aside and
so the tap closes and remains closed till the level falls again. The lever is held open

page_text: for a portion of a revolution of the pinion driving the gauze disc and then shuts. If
the float has not moved sufficiently the continued rotation opens it again; but if the
level rises enough then the lever remains aside until the level falls again.
An adjusting cock T is attached to the oil vessel as shown, to allow of air being
admitted to the vessel without preliminary heating, should such adjustment be
required.
When the engine is quite started and sufficiently heated, the lamp B may be
extinguished as the vaporiser will not be required until the engine requires to be
started again after cooling. A short stop may be made without requiring to start by
the vaporiser as the metal of the cylinder cover and the combustion space retains
sufficient heat to cause vaporisation for a considerable period.
In governing the engine I prefer to hold open the exhaust valve as is shown at
Figure 2. Here the governor by the spindle a pushes the catch lever or hook o
into position to hold up the exhaust valve by the block p when it is opened by the
lever V which lever is actuated from the second motion shaft in any convenient
manner.
The piston E then causes the exhaust gases to be discharged into the exhaust pipe
and taken into the cylinder again without compressing or taking in fresh charge as
there is no tendency of the inlet valve F to open, if the spring be even very slight.
No charge is drawn in and the explosions cease. When the speed falls, the hook or
lever is allowed to come off again either by a spring or by gravity, and so soon as
the exhaust valve closes. the charging and ignition recommence again. The governing
is thus very simply effected without loss of petroleum.
Figure 7 shows a section of the igniting valve I prefer, in it the space q is made of
such capacitythat when compression takesplace the burned gases filling the passageq'
are compressed into it and the mixture up to the valve is pure and explosive. When
the valve r is opened to cause explosion the projection closes up the cavityor spaceq
and comparatively pure mixture reaches the igniting tube. This detail is important
to secure reliable firing. Any ordinary incandescent ignition tube may be used.
Figure 8 is a section of the fourway cock used to open communication between the
vaporiser and the inlet valve For the oil supply vessel and the inlet valve Fas
required for starting or regular running. The letters indicate similar parts to those
have hereinbefore described and require no further description.
Figure 9 is a section of the vaporiser showing the action of my scraper and the
course of the air in entering and leaving the vaporiser. The scraperuis used to scrape
the bottom of the vaporiserA.which bottom is made of thin copper or other metal in
order to allow of quick heating up, and any charred matter is by its means removed
from the surface to the channel where it accumulates and can be cleaned out at
convenient intervals.
The air from the coil C or channel D enters the vaporiser by the passage and
passes through the holes playing upon the surface of the bottom, and so taking up
inflammable vapor. it then passes through the holes W₁ to the passage W when it
arrives at the cock G and so reaches the inlet valve to the cylinder.
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 petroleum or hydro-carbon engines the combination of a vaporiser and air
heater to supply inflammable vapor to start the engine together with a separate oil
supply arrangement and air heating surface or surfaces for use when the engine is
heated up by working, which surfaces are heated by the waste heat from the
combustion chamber and the exhaust gases. substantially as and for the purposes
hereinbefore described, and illustrated in the accompanying drawings.
2. In petroleum or hydro-carbon engines the use of a vaporiser arranged with
scraper, inlet and outlet passages, and holes, such as is shown in Figure 9 of the
accompanying drawings.

page_text: 3. In petroleum or hydro-carbon engines the use of an oil supply vessel such as
Figures 4 and 5 with gauze disc substantially as, and for the purposes hereinbefore
described, and illustrated in the accompanying drawings.
4. In petroleum or hydro-carbon engines, the use of an oil supply cock such as is
shewn in Figure 6 for the purposes hereinbefore described and illustrated in the
accompanying drawings.
5. In petroleum or hydro-carbon engines the use of a governor arranged as in
Figure 2, substantially as and for the purposes hereinbefore described and illustrated
in the accompanying drawings.
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for Applicant.