A New or Improved Petroleum Engine.
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
A New or Improved Petroleum Engine.
ROBERT OWEN ALLSOP, 37, Norfolk Street, Strand, London, Architect, do hereby
leclare the nature of this invention to be as follows:-
The object of this invention is to ensure the more perfect combustion of the
hydrocarbons supplied to petroleum engines.
In this invention I take advantage of the fact that the exhaust gases of an
ordinary so-called "Otto" cycle engine, employing heavy petroleum as its source
of heat, are more or less rich in combustible material, the result of imperfect
combustion.
I mix the said combustible material with a suitable amount of air and form
an explosive mixture in the engine cylinder.
The complete cycle, or series of operations carried out in the cylinder of my
improved petroleum engine is as follows, viz.:
1st outstroke of piston: drawing in an explosive mixture of sprayed or vaporised
hydrocarbon and air.
1st instroke: compressing the said explosive mixture and firing the same.
2nd outstroke: expanding the heated gases and doing work on piston.
2nd instroke expelling the products of imperfect combustion into a receiver.
3rd outstroke: drawing in from the said receiver an explosive mixture of the
products of imperfect combustion and air.
3rd insiroke: compressing the said explosive mixture and firing the same.
4th outstroke: expanding the heated gases and doing work on piston.
4th instroke: expelling the products of combustion.
The above constitutes the eight-cycle I employ and is performed, in a single
cylinder engine, in four revolutions of the engine flywheel, or eight consecutive
strokes of the piston.
In addition, therefore, to the ordinary so-called "Otto" four-cycle, I employ
a further four-cycle in which I utilise the partially oxidised products or waste
gases resulting from the first four-cycle.
I thus employ in the whole eight-cycle a primary, or partial, combustion, and
a secondary, or complete, combustion."
This invention may be most usefully employed with heavy hydrocarbons or
petroleum of a high flash point.
Hitherto, the use of such hydrocarbons in engines has resulted in the produc-
tion of more or less dense and obnoxious exhaust products.
One consequence of this offensive exhaust has been to practically preclude the
employment of safe, heavy petroleum in engines for mechanically propelled road
vehicles.
By the employment of this invention the said offensive products are consumed
in the cylinder of the engine. The result of this is that my improved engine
does not throw out into the atmosphere dense, poisonous fumes, and that the
petroleum is used more economically, the several hydrocarbons being more fully

page_text: oxidised, that is to say, more perfectly consumed, and affording a maximum
of useful heat and work for a given ainount of hydrocarbon.
"
The exhaust gases of hydrocarbon engines working on the ordinary "Otto
four-cycle system, contain a greater or less amount of heat-giving, combustible
gas, vizcarbonic oxide. In addition there may be also present in such
exhaust gases, unconsumed particles of hydrocarbon, and further, more or less
free carbon.
This carbonic oxide, unburnt hydrocarbon, and free carbon are therefore at
present wasted and furthermore occasion the above described nuisance by reason
of the dense, poisonous fumes cast into the atmosphere.
The whole of this carbonic oxide, unburnt hydrocarbon and free carbon are
available for the development of heat and power in the engine; and this invention
provides a simple and efficient means of developing and utilising such heat and
power.
In this invention I carry out the above described cycle or series of operations
either in one and the same cylinder, or in two or more cylinders. In a single
cylinder engine I carry out the whole of the eight-cycle as described in the one
cylinder. In two-cylinder engines I carry out the whole eight-cycle series of
operations as above described, either completely and independently in each
cylinder, or I employ the ordinary "Otto" four-cycle in one cylinder, and my
additional four-cycle in the other cylinder.
I employ a suitable container, receiver, or holder in which to discharge the
products of the primary combustion, and the products of the secondary combus-
tion of my additional four-cycle I discharge in any convenient and suitable
manner. I employ suitable valves and valve gear on the engine; and I fire
the compressed charge of hydrocarbon and air, and the compressed charge of
waste gases and air by heated ignition tubes, or electric or other suitable means.
Dated this 18th day of March 1899.
A New or Improved Petroleum Engine.
ROBERT OWEN ALLSOP, 37, Norfolk Street, Strand, London, Architect, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:
The object of this invention is to ensure the more perfect combustion of the
hydrocarbons supplied to pretroleum engines.
In this invention I take advantage of the fact that the exhaust gases of an
ordinary so called "Otto" cycle engine employing heavy petroleum as its source
of heat, are more or less rich in combustible material, the result of imperfect
combustion.
I mix the said combustible material with a suitable amount of air and form
an explosive mixture in the engine cylinder.
The complete cycle or series of operations carried out in the cylinder of my
improved petroleum engine is as follows viz.
1st outstroke of piston: drawing in an explosive mixture of sprayed or vaporised
hydrocarbons and air.
1st instroke: compressing the said explosive mixture and firing the same.
2nd outstroke expanding the heated gases and doing work on piston.
2nd instroke expelling the products of imperfect combustion into a receiver.

page_text: 3rd outstroke: drawing in from the said receiver an explosive mixture of the
products of imperfect combustion and air.
'
3rd instroke: compressing the mixture and firing the same.
4th outstroke expanding the heated gases and doing work on the piston.
4th instroke expelling the products of combustion.
The above constitutes the eight-cycle 1 employ and is performed in a single
cylinder engine-in four revolutions of the engine flywheel, or eight consecutive
strokes of the piston.
In addition therefore, to the so called "Otto" four cycle I employ a further
four-cycle in which I utilise the waste gases or partially oxidised products result-
ing from the first four-cycle.
I thus employ in the whole eight-cycle a primary or partial combustion and a
secondary, or complete combustion.
This invention may be most usefully employed with heavy hydrocarbons or
petroleum of a high flashing point.
Hitherto, the use of such hydrocarbons in engines has resulted in the produc-
tion of more or less dense and obnoxious exhaust products.
One consequence of this offensive exhaust has been to practically preclude the
employment of safe heavy petroleum in engines for mechanically propelled road
vehicles.
By the employment of this invention the said offensive products are consumed
in the cylinder of the engine. The result of this is that my improved engine
does not throw out into the atmosphere, dense poisonous fumes, and that the
several hydrocarbons being more fully oxidised that is to say more perfectly
consumed a maximum of useful heat and work is gained for a given amount of
liydrocarbon.
The exhaust gases of hydrocarbon engines working on the ordinary "Otto'
four-cycle system, contain a greater or less amount of a heat giving combustible
gas, riz.-carbonic oxide. In addition there may be also present in such exhaust
gases, unconsumed particles of hydrocarbon and, further, more or less free
carbon.
This carbonic oxide, unburnt hydrocarbon and free carbon are therefore at
present wasted and furthermore, occasion the above described nuisance, by reason
of the dense poisonous funies cast into the atmosphere.
The whole of this carbonic oxide unburnt hydrocarbon and free carbon are
available for the development of heat and power in the engine; and this invention
provides a simple and efficient means of developing and utilizing such heat and
power.
In this invention I carry out the above described cycle or series of operations
either in one and the same cylinder or in two or more cylinders. In a single
cylinder engine I carry out the whole of the eight cycle, as described, in the
one cylinder. In two cylinder engines I carry out the whole eight cycle or series
of operations as above described, either completely and independently in each
cylinder or I employ the ordinary "Otto" four cycle in one cylinder and my
additional four cycle in the other cylinder.
I employ a suitable container receiver, or holder into which to discharge the
products of the primary combustion of the first four cycle, and the products of
the secondary combustion of my additional four cycle I discharge in any con-
venient and suitable manner. I employ suitable valves and valve gear on the
engine and I fire the compressed charge of hydrocarbons and air and the com-
pressed charge of waste gases and air by heated ignition tubes or other suitable
means.
In carrying out this invention I provide suitable valves and gear and other
details according to whether the engine is either a single cylinder engine a
double or multiple cylinder engine.
I preferably adopt the double cylinder engine as illustrated in Figs. 10, 11, 12
and 13 and herein below described in detail.

page_text: In single cylinder engines 1 proceed to carry out the invention as follows:-
I take any suitable "Otto" cycle engine and suitably alter the valve gear and
provide a suitable container to receive the exhaust gases of the first four cycle.
The said container may be a cast iron box such as forms the bed plate of the
engine illustrated in Figs. 10, 11, 12 & 13 and this container I keep at suitable
temperature by suitable means. I provide suitable valves & valve gear which
may be either lift, mushroom" valves or piston valves. I provide an inlet
valve either automatic in action or mechanically controlled to admit the explo-
sive charge of hydrocarbons and air. I provide also an exhaust valve mechanically
operated with a cam suitably shaped so that the said valve opens to allow the
exhaust gases of the primary combustion to escape into the container & remains
open during the return stroke of the piston & closes at end of such stroke.
I provide also a suitable valve to admit a suitable quantity of air during the said
return stroke. I further provide another valve mechanically operated, so that
it may open to allow of the escape of the exhaust gases of the secondary
combustion. I provide at the inlet valve for the fresh hydrocarbons & air a
suitable throttle-valve so that I may control the amount of explosive mixture in
the cylinder & as a consequence control also the volume of exhaust products
resulting from the primary combustion; & I provide suitable means for regulating
the proportion of hydrocarbon to air. Having started the engine in any suitable
manner I then operate by hand the valve regulating the mixture & the throttling
valve until the adjustment is such that a suitable amount of hydrocarbon is
consumed during the primary combustion leaving a suitable amount for the
secondary combustion. I also regulate the throttling of the engine so that the
volume of the exhaust products of the primary combustion plus the amount of air
required for the secondary combustion shall preferably be equal to the volume
swept by the piston when the said exhaust products & air are at any suitable &
given temperature.
It is desirable in the engine now under description that the exhaust gases
shall be suitably cooled to a temperature not lower than that at which the hydro-
carbons that may be present in the primary exhaust will condense; for it is
evident that if the exhaust of the primary combustion be drawn back into the
cylinder at the temperature of such exhaust the result is that only a small portion
of such exhaust gases will reenter the cylinder by reason of their increased
volume at high temperature. Consequently at every completion of the eight
cycle a large portion of the exhaust products of the primary combustion will
accumulate in the container causing back pressure on the piston & preventing
the entrance of the desired air & so destroy the rhythm of the 8 cycle.
I therefore either throttle the inlet of fresh hydrocarbon or cool the primary
exhaust to a suitable temperature or I employ a combination of both methods.
The cooling I accomplish by means of a suitably cooled container or receiver,
avoiding so lowering the temperature that any vaporised hydrocarbons may be
: condensed. Electric ignition is very suitable for the engine now under descrip-
tion. I preferably construct such engine with a movable piston or plunger
in a bored combustion chamber to regulate the amount of compression so that
although the engine may be throttled considerably the compression pressure
on the instroke may be nevertheless high by reason of the small clearance behind
the piston. Such compression regulator is fully described in Letters Patent
granted to me viz. No. 26638 A.D. 1896 No. 13092 A.D. 1897 and No. 18343
A.D. 1898.
At Figs. 14 & 15 I give a sketch of indicator card of this one cylinder engine.
Fig. 14 shows the diagram of the 1st 4 cycle & Fig. 15 shows the 2nd 4 cycle XX
is atmospheric line.
In Fig. 14 at A the piston moves on its first outstroke and the line to B. shews
the throttling of charge. From B the piston returns and the line B, C, is below.
the atmosphere for some distance but moves sharply up to C, by reason of the
small clearance between pistons; at C, ignition and explosion take place and
1

page_text: from 1 to E, the line drops below the usual expansion lines in "Otto" internal
combustion engines by reason of the throttling. At E, the exhaust valve to
container opens and the exhausting line runs back to A showing more back
pressure than in the ordinary "Otto" engine.
In Fig. 15 at F, the piston moves out for the second charging stroke of the
eight cycle the diagram now more resembling the familiar one of the "Otio"
cycle engine. F, to G, is the charging stroke, drawing in the products of
primary and imperfect combustion and air--the temperature is high and therefore
the compression line rises fully to H, the ignition point.
Preignition, in spite of this high temperature and high compression is prevented
by reason of the large proportion of inert gases in the charge. The line of
expansion J to K more closely resembles the ordinary "Otto" diagram. At K
the final exhaust valve opens and the products of the secondary combustion are
discharged into a silencer or otherwise as suitable and convenient.
It must be understood that the reason of the throttling in this one cylinder
engine is to reduce the volume of exhaust products to an amount convenient for
the second four cycle.
Fig. 16, shows the method of carrying out this invention in a single cylinder
engine. A is a cross section of combustion chamber;-B the inlet valve-
preferably mechanically operated-for fresh hydrocarbon and air and has a suit-
able throttle valve. C the mechanically operated primary exhaust valve opening
by way of a pipe or suitable passage of communication to D a suitable receiver.
The valve C remains open during third outstroke of piston and primary exhaust
products are therefore drawn back into the cylinder together with fresh air
through the automatic valve E. The valve is mechanically operated and
opened to allow egress of the final exhaust or products of secondary combustion.
In this one cylinder engine there must necessarily be a certain proportion of
carbon deposited in time on the walls of container and pipes leading thereto and
to the exhaust valve of primary combustion, or other suitable valve by which
the primary exhaust products and air return to the cylinder; but this loss of
combustible is more than balanced by the advantages of more perfect combustion
in the engine and the limiting of temperatures of combustion with less relative
loss to cylinder walls and less air required for the primary combustion, and the
clean final exhaust.
'
The loss just referred to is removed in the double cylinder engine fully illus-
trated in the accompanying drawings, wherein the second cylinder becomes itself
the receiver of the exhaust products of the primary combustion.
Fig. 1, shows in a diagrammatic manner the double cylinder engine wherein I
carry out this invention.
Referring to Fig. 1. C is a small cylinder wherein I carry out the first four
cycle. G, is a large cylinder wherein I carry out the second four cycle. The
two cylinders are connected by a suitable valve or valves, preferably a combination
of lift valves or a piston valve. The position of the said valve is indicated at L.
At M is a suitable inlet valve for fresh hydrocarbon & àir. N is a suitable air
valve; O is a suitable valve allowing egress to the products of secondary combus-
tion B&F are respectively the combustion chambers of small & large cylinder
and A & E movable pistons or plungers controlling the compression pressures by
varying the size of the combustion chambers. D & K are respectively the pistons
of small & large cylinders the piston rods crank shaft with cranks set at 180°
and fly wheels are plainly indicated by lines.
The operation of the engine is as follows:-
The piston D, of small cylinder being at the end of an exhausting back stroke,
moves forward to the position shewn on diagram, and draws in through valve M,
a charge of hydrocarbon & air.
The piston then returns & compresses the charge which is fired by suitable
means at a suitable position of piston. Explosion occurs and the hot gases force
out the piston. When the piston has reached a suitable position preferably the

page_text: out dead centre the valve L is mechanically opened by engine, the exhaust
enters combustion chamber F, and the remaining energy of the hot gases is
exerted as pressure on the large & small pistons. But the large piston has a
larger area consequently the force exerted on the large piston greater than on
the small piston in proportion to their areas. The piston K therefore moves
out on its charging stroke under the influence of this pressure, and the gases
are further expanded. At a certain suitable point, dependent on conditions herein
below stated this pressure is reduced to that of the atmosphere. At this point
the piston continuing its stroke & tending to cause a vacuum, the air valve N,
opens and admits a suitable supply of fresh air. At the end of this outstroke of
the large piston, therefore the cylinder contains a mixture of the products of
the primary combustion and a certain amount of air. On the return stroke of
the large piston this mixture is compressed and fired at a suitable point preferably
the in dead centre. Explosion occurs and the heated gases do work on the large
piston. At a suitable point in this expansion stroke preferably shortly before
the out dead centre, the final exhaust valve O, is mechanically opened by the
engine.
Fig. 2 and 3 are sketch indicator cards of this two cylinder engine when
working without any throttling of the inlet valve of small cylinder, Fig. 2 is a
card of the small cylinder, Fig. 3 of the large cylinder X-X are lines of
atmosphere.
"
In Fig. 2 at A, the piston moves out below atmosphere to B. B, C, is the
compression stroke. At C, explosion occurs and the pressure rises to D D, E,
will be an ordinary well sustained line of expansion of the Otto engine with a
residue of pressure at E, where the valve between the two cylinders opens and
allows the hot gases to enter the large cylinder. E to A, is the exhaust line showing
back pressure until the air valve of large cylinder opens when it falls below
the atmospheric line, the large piston tending to reduce density of gases in the
small cylinder. In Fig. 3 at F. the large piston commences its charging stroke
and receives the gases exhausting from the small cylinder. At 1, the line
therefore shows the pressure of these gases which expand to atmosphere when
the air valve opens, and the line crosses atmospheric line to G. G, H, is the
compression line. At H, explosion occurs and the pressure rises to I. I to K is
the expansion line. At K, the final exhaust opens, the pressure drops and the
exhausting stroke of piston is G to L, the line jumping suddenly to F, again
when the valve connecting the two cylinders is opened.
The shaded portion of the diagram of Fig. 3 minus the back pressure on the
card of small cylinder evidently represents the indicated gain of exhausting
from the small cylinder to the large one when the areas of pistons are taken
into account and the engine is working in the manner and under the circum-
stances described. If the inlet to this double cylinder engine be throttled
with a view of diminishing volume of products of primary combustion & thereby
rendering it possible to employ a smaller cylinder for the secondary combustion
the sketch indicator cards will then be as Figs. 8 and 9 being small and large
cylinders respectively.
In carrying out this invention with a double cylinder engine as described I
control the compression pressures to a suitable extent and make suitable
provisions for regulating the mixture supplied to the small cylinder and for
throttling the inlet to small cylinder and for throttling where suitable the air
inlet valve to large cylinder.
I control the speed and power of this double cylinder engine in any suitable
manner. In adapting this double cylinder engine to the propulsion of road
vehicles and the like and for other suitable purposes, I preferably control the
speed and power in the following manner:
I provide a suitable vaporiser preferably one that sprays the petroleum and I
provide a suitable throttle valve to the air inlet to small cylinder. I arrange so
that as I increase the throttling of the air valve and diminish air supply I in
proportion increase the supply of hydrocarbon with the result that as the

page_text: throttling increases and the supply of hydrocarbon increases so the power of the
engine increases, the action being as follows:-When the engine has little
combustible supplied and a full amount of air the products of combustion occupy
a maximum. volume and are corresponding weak in unconsumed hydrocarbon.
The result in the large cylinder is that there is a large volume of a poor
combustible requiring little air. As I increase the amount of hydrocarbon and
decrease the amount of air supplied therewith so the volume of products of the
primary combustion is reduced, but more unconsumed combustile is contained
therein requiring more air for its combustion; the result in the large cylinder is
therefore that the pressure falls to atmosphere earlier in the charging stroke
of the large piston and the air inlet valve opens sooner and more air is admitted
and a powerful explosion occurs.
In this way therefore the interaction of large and small cylinder is auto-
matically compensating. As the explosive force decreases in the small cylinder
so it increases in the large cylinder. At the lowest power the small cylinder is
doing most work and the large cylinder is prolonging the expansion of the hot
gases from the small cylinder. At the highest power the large cylinder is doing
all the work. Consequently the power of this engine is widely variable and
with strict economy of working.
The action just described may for the sake of illustration be compared to a
compound steam engine working on the one hand expansively at lower power
and on the other hand with steam supplied to the low pressure cylinder with
great increase of power as a result.
In stationary engines I preferably employ the same method of regulation for
the two cylinder engine for governing the engine, the throttle valve or other
suitable means for effecting the object described being actuated by a centrifugal
governor or a suitable form of trip valve. The governing is then in the one
case differential in the other by grades and both are strictly economical.
The action of governing above described is shewn by sketch indicator cards
Figs. 4, 5, 6, 7. 8 and 9. Figs. 4 and 5 are respectively the approximate card
from small and large cylinders at lowest power. Figs. 6 and 7 are respectively
the cards from small and large cylinders at medium power. Figs. 8 and 9 are
respectively the approximate cards from small and large cylinders at maximum
power.
In Figs. 10, 11, 12. and 13 I give detailed drawings of a suitable method of
carrying out this invention with the double cylinder engine as hereinabove
described. Fig. 10 is a sectional plan.
"
Fig. 11. a sectional elevation.
Figs. 12 and 13 are respectively a cross section through combustion chambers
looking towards the crank end of engine and a cross section of crank case looking
towards the cylinders.
2.
In the figs., C is the small cylinder D the small piston B the combustion
chamber of small cylinder and A is a plunger regulating the amount of com-
pression G is the large cylinder H the large piston F the combustion chamber
of large cylinder and E the compression regulating plunger. I is the inlet valve
for hydrocarbon and air K and L are a pair of valves admitting the products of
primary combustion into the large cylinder and preventing the return of such
products. M. is the air inlet valve to large cylinder and O is the final exhaust
valve PP are piston rods Q crank shaft R R fly wheels S crank case T cover
plates holding brasses. At U are suitable worm wheels for operating the side
rod V which rotates at half the speed of crank shaft; at W are any suitable
cams for operating valve levers.
The plungers in combustion chambers are operated by the screwed rods and
handwheels shewn. The plungers on the sectional plan are shewn at highest
compression and sealing the combustion chamber by reason of their bevelled
noses being tight against seatings formed on combustion chamber.
In engines without variable compression chambers I provide a simple cover

page_text: plate bolted to back of combustion chamber or other suitably formed combustion
chamber. At X is shown a hollow bedplate which may be used as a silencer for
the final exhaust in this double cylinder engine and in single cylinder engines
may conveniently form the receiver for the products of the primary combustion.
The cylinders valves and combustion chambers are shewn without water
jackets but may have any suitable water jackets or fins for radiating the heat
to keep down the temperatures to enable lubrication of pistons to be maintained.
The whole of the several parts of engine may be bolted and secured in any
suitable manner.
I make the large piston H as light as possible consistent with strength and
preferably balance the engine by making the small piston heavier.
The cross section of combustion chamber clearly shows the arrangement of
valves.
The two combustion chambers are in this case cast in one piece the valve
chambers of valves K and L being part of the same casting the port 1 being
cored out and a suitable cover plate 2 being suitably secured and easily removable
for access to, cleaning and grinding in the valves K and L. 3, 3, are suitable
tapped holes to receive electric ignition plugs or ignition tubes the plugs being
preferably screwed in and secured by lock nut indicated at top of bosses. The
ports of valve 0 are shown cored out in the combustion chamber casting, the valve
seat being faced by a suitable tool or cutter through the hole for ignition plug,
through which hole also the valve itself is inserted and withdrawn for cleaning
or grinding. The valve boxes M and I are separate castings suitably secured to
the combustion chamber. At 4, 4, are shewn suitable stuffing boxes or glands
screwed to the valve guide bosses and preventing gases at pressure escaping from
port 1 by way of the valve stems. These stuffing boxes I fill with a composition
of asbestos graphite and vaseline or other suitable materials.
Valves I L and M are automatic and are kept on their seatings by springs of
suitable strength in the mode common in gas and petroleum engine practice.
Valves K and O are operated by the engine and are kept in their places by
springs of suitable strength that is to say sufficiently strong to resist the suction
of the pistons.
I start the engine now under description in any suitable manner preferably
by first releasing the compression by withdrawing the plungers A & E in the
bored combustion chambers. I then revolve the flywheels and crank shaft by
suitable means. The valve J opens automatically and admits hydrocarbon and
air.
At the suitable time as herein above specified a suitable cam at W operates the
lever 5 and opens the valve K.
The products of primary combustion then pass through port 6 and port 1 and
raise the valve L and enter the large cylinder by port 7. The onward movement
of the cam at W allows the valve K to fall on its seating at the suitable time
herein before specified. On the completion of the out charging stroke of large
piston the valve L falls on its seating and prevents the return of the gases into
the small cylinder. The valve M opens when the pressure of the products of
the primary exhaust entering the large cylinder has fallen to atmosphere, which
may take place early or late in the stroke as herein before explained and admits
fresh air & closes on its seat when the large piston has reached the end of its
charging stroke. A suitable cam at W operates the lever 8 which opens the
valve at suitable time & allows the escape of the products of secondary
combustion & the said valve closes on its seating at a suitable time by reason of
the onward movement of the cam releasing the lever.
Having started this engine I control & govern it in the manner hereinbefore
described.
In carrying out this invention in three cylinder engines, I discharge the
products of secondary combustion into a third cylinder. I provide a suitable
air valve on the third cylinder & a suitable final exhaust valve. Between the

page_text: In
first & second & between the second & third cylinders, I place a suitable
valve or combination of valves as K and L in Figs. 10, 11 and 12 or a suitable
piston valve. I suitably throttle all air valves on such engine & I preferably
consume the bydrocarbon supplied to the engine in the following manner.
the first cylinder the hydrogen is consumed in the second cylinder the carbon is
oxidised to carbonic oxide & in the third cylinder the carbonic oxide is burned
to carbonic anhydride.
To design engines of most suitable proportion in carrying out this invention
it is necessary to comprehend the nature of the combustion in the engines
described & to follow the assumptions I have made. In evolving this my inven-
tion I have assumed from observation & experiment that in the combustion of a
hydrocarbon in a confined space such as the cylinder or combustion chamber of
an ordinary Otto" cycle petroleum engine there are certain natural obstacles,
probably insurmountable under the circumstances, whereby the perfect combus-
tion of the hydrocarbon is prevented. I have assumed that the ill odour of the
ordinary petroleum engine of the present day indicates unconsumed & therefore
wasted fuel even if there be little visible exhaust. I have assumed that especially
in engines using a hydrocarbon of great density & high flashing point, there is a
condensation of petroleum particles on the cool walls of cylinder during the
charging stroke & that a portion at least of these condensed particles are shielded
by the piston on its compressing stroke & being re-vaporised & decomposed as
the hot gases of combustion reach them on the expansion stroke of the engine
there being no available oxygen during such expansion this wasted fuel is thrown
into the atmosphere during the exhaust of the engine either as heated particles of
hydrocarbon evidenced by their odour or free carbon as visible smoke or fumes.
In addition I have assumed that in the combustion of hydrocarbon the hydrogen
burns first and that by supplying to a petroleum engine the amount of oxygen
required for the complete combustion of both hyarogen & carbon we dilute the
mixture to such an extent that the energy of combustion of the hydrogen is
weakened by the excess of air.
It has appeared to me that more heat for a given amount of hydrocarbon fuel
can be gained by dividing the stages of combustion supplying just such air as is
required for the hydrogen & employing the free carbon atoms as heat radiators
during the combustion of the hydrogen & afterwards either burning the carbon
to carbonic oxide or first to carbonic oxide & then to the higher oxide. In this
mutiple combustion of the hydrocarbon I have assumed that the loss of heat
by dissociation & through cylinder walls will be less in engines constructed under
this my invention & that the hydrocarbon burned in stages as described may be
submitted to a higher compression pressure without preignition.
I have assumed that the hydrocarbon supplied to an internal combustion engine
must be absolutely decomposed before either water or a carbon & oxygen com-
pound is formed; that such decomposition by heat should preferably be accom-
plished in the engine & that it represents internal work done on the hydrocarbon
molecules, & I have assumed that this perfect decomposition & combustion by
definite stages does take place in engines suitably constructed & operated in
accordance with this my invention.
In designing suitable engines in which to carry out this invention I consider
the density of the hydrocarbons proposed to be used. For low flash oils & those
of medium density I preferably employ the two cylinder engine. For excep-
tional heavy hydrocarbons I preferably employ a three cylinder engine preferably
consuming the hydrogen first & the carbon in two stages as herein above
described. The single cylinder engine is most suitable for the lighter hydro-
carbons. I consider, also in single cylinder engines the temperature of the
primary exhaust & the volume at that temperature & the proposed temperature
of the receiver of the primary exhaust & whether I shall throttle the engine to
reduce volume of primary exhaust or cool down the products in the receiver.
For the single cylinder engine the correct theoretical arrangement is probably.

page_text: to burn all the hydrogen in the first combustion & to turn free carbon or carbonic
exide into the receiver, the latter for preference as it will not condense or be
deposited in the walls of the receiver I then consider the amount of air necessary
for combustion first of the hydrogen, or the hydrogen & portion of the carbon &
then for the remaining carbon & I estimate the amount of throttling required,
if any, so as to reduce the volume of the primary products & I estimate the
compression that may be most suitable to the charge of fresh hydrocarbon & to
the secondary charge so that there may be regular and suitable ignition in both
cases & rhythm in the cycle.
In deciding the relative proportions of cylinders as to bore and stroke in double
cylinder engines I consider the temperature & the volume of the products of
the primary exhaust and whether only the hydrogen is to be consumed in the first
cylinder or more or less of the carbon, & I estimate the amount of air required
for complete combustion and the apportioning of such air in the primary &
secondary combustions, and so arrive at the necessary size of the cylindrus
required to be described by the second piston from the point where the primary
exhaust gases fall to atmospheric pressure to the furthest out travel of such
piston. I estimate the compression pressures suitable to the primary & secondary
charges & the amount of throttling, if any, of the first cylinder when the engine
is working under normal conditions.
In two cylinder engines where I desire to attain cylinders of equal or not
widely different area or stroke I pass the primary exhaust through a suitable
cooling receiver to reduce their volume and I of necessity employ such a receiver
where the cranks of such engine are set at 360°.
In three cylinder engines I decide upon the progressive grades of combustion
to be adopted and estimate the temperature and volume of the products of the
primary combustion and the volume of the secondary products. I preferable
in the first cylinder burn the hydrogen in the second cylinder I preferably burn
the carbon to carbonic oxide and in the third cylinder I preferably burn the
carbonic oxide to carbonic anhydride.
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 single cylinder internal combustion engines wherein an instroke of the
motor piston compresses the explosive mixture employing a hydrocarbon as
their source of heat and power the combination of such an engine with a suitable
receiver for the exhaust products of such engine such receiver being connected
with a suitable valve or valves and valve gear in such manner that the piston of
engine draws back exhaust products and fresh air into the cylinder and. com-
presses & fires the same with the object of creating a secondary combustion in
the way herein before described.
2. In single cylinder internal combustion engines wherein an instroke of the
motor piston compresses the explosive mixture and that employ any combustible
containing hydrocarbon as their source of heat and power the combination of
such an engine with a suitable receiver for the exhaust products, of such engine
such receiver being connected with suitable valve or valves and valve gear in
such manner that the piston of engine draws back exhaust products and fresh
air into the cylinder and compresses and fires the same with intent to create a
secondary combustion in the way herein before described.
3. In internal combustion engines wherein an instroke of the motor piston
compresses the explosive mixture and employing a hydrocarbon or a combustible
containing any hydrocarbon, the application to such an engine, of a suitable
valve admitting air with intent to mix with the products of combustion of such
hydrocarbon or combustible for the purpose of creating an explosive mixture
in the cylinder substantially in the manner and for the objects herein before
specified.

page_text: 4. The apparatus, and the use of and act of using such apparatus, comprising
a suitable receiver for the exhaust gases of petroleum and other hydrocarbon
engines of the "Otto" type in combination with suitable valves and valve gear
for the admission of the exhaust products of such engines together with a
suitable valve & valve gear allowing the return of such gases with fresh air for
the purposes and in the manner hereinbefore particularly specified and described.
5. In internal combustion engines wherein an instroke of the motor piston
compresses the explosive mixture and employing a hydrocarbon as their source of
heat and power, the combination of two cylinders in such engines connected with
a suitable non-return valve whereby the products of combustion of such hydro-
carbon pass from the one cylinder to the other and are mixed with air in the
latter cylinder and compressed and fired in such cylinder in the manner herein-
before described and particularly specified.
6. In internal combustion engines wherein an instroke of the piston compresses
the explosive mixture and employing a combustible containing a hydrocarbon as
their source of heat and power the combination of two cylinders in such engines
connected with a suitable non-return valve whereby the products of combustion
pass from the one cylinder to the other and are mixed with air in the latter
cylinder and compressed and fired in such cylinder in the manner herein before
described and particularly specified.
7. The combination of two "Utto" cycle internal combustion hydrocarbon
engines connected with a suitable receiver for exhaust gases from one engine
the other engine taking in such exhaust gases and air and consuming the com-
pressed mixture thereof.
8. In hydrocarbon engines the use of a two cylinder engine combined with a
receiver for exhaust products of combustion of hydrocarbon as herein before
described and for the purpose hereinbefore specified.
9. The combination of a two cylinder internal combustion engine and a suit-
able air inlet valve on the second cylinder the purpose of the said air inlet valve
being to form an explosive mixture of the products of the combustion of hydro-
carbon and air, substantially as described.
10. The apparatus comprising a suitable non return valve or valves between
two cylinders of an internal combustion engine performing a secondary combus-
tion substantially as described and particularly specified.
11. In internal combustion engines that employ a secondary combustion as
herein described, the act of regulating the compression of the mixture of exhaust
gases and air before firing by means of a suitable plunger varying the cubical
contents of the combustion chamber.
12. In internal combustion engines the act of throttling the inlet of air or the
explosive mixture with intent to control the volume of exhaust products for
the purpose and in the manner herein before set forth.
13. The double cylinder engine as herein before described and illustrated by
detail drawings.
14. In three cylinder internal combustion engines the combination of the
three cylinders with two suitable non return valves, such valves being placed
the one between the first and second cylinder and the other between the second
and third cylinder substantially in the manner hereinbefore described.
15. The combination of an internal combustion engine and a non return valve
and air inlet valve as herein before described for the objects hereinbefore set
forth.
16. In internal combustion engines that compress the explosive mixture by
means of an instroke of the motor piston and employing hydrocarbon or a
combustible containing hydrocarbon as the source of heat and power, the combina-
tion of any number of cylinders with suitable non return valves as hereinbefore
set forth for the objects herein before described.
17. In internal combustion engines that compress the explosive mixture by
means of an instroke of the motor piston and that employ hydrocarbons or any

page_text: combustible containing hydrocarbon as their source of heat and power, the
act of compressing and firing and expanding an explosive mixture formed of
exhaust products of combustion and air such exhaust products being received
from another cylinder by way of a suitable non return valve and being supplied
with air by a suitable air valve in the manner herein before specified and for
the objects hereinbefore set forth, substantially as described.
Dated this 19th day of Januar 1900.