Improvements in Gas and Oil Vapor Engines.
Year: 1894

page_text: Date of Application, 9th Apr., 1894
Complete Specification Left, 9th Jan., 1895-Accepted, 9th Feb., 1895
PROVISIONAL SPECIFICATION.
Improvements in Gas and Oil Vapor Engines.
I ROBERT SKENE Engineer Wickham Street Lambeth London S.E. do
hereby declare the nature of my invention for Improvements in Gas and Oil
Vapor Engines to be as follows:-
:-
Ejecting the residual products of combustion or seperating them from the fresh
charge, and a means of regulating the compression and expansion.
An improved vaporizing chamber in which a portion of the air charge is heated
aud mixed with the vapor before entering the cylinder.
An improved oil pump and valve for spraying the oil as it enters the vaporizing
chamber.
An improved friction driving and reversing machinism for locomotives
yachts &c.
For ejecting the residual products of combustion or seperating them from the
fresh charge place according to the size of the cylinder 2, 3, 4, or more inlet
valves in the cylinder cover the valves causing the air to enter at right angles to
the cylinder at the back of the residual products which causes them to follow the
piston during the suction stroke, and they can be ejected during the first part of
the compression stroke through an auxiliary exhaust valve operated by a cam which
regulates the compression and expansion.
4
To prevent the oil vapor coming in contact with and being liquified by the walls
of the cylinder during compression the oil vapor and hot air are drawn in through
a valve placed in the centre of the cylinder cover and to this valve is connected
the vaporizing chamber and tube for heating the air an air valve for admiting
air to the heating chamber is operated at the same time as the oil pump and
preferably during the later part of the suction stroke so as to consenterate a rich
charge and avoid any risk of expelling vapor during the compression stroke.
The ignition tube is placed in the cylinder cover near to the vaporizing chamber
and both are heated by my high temperature combustion burner Patent No. 20024-
1892.
In small cylinders where there is not room for a number of air inlet valves I
make the inner end of the cylinder conical so that the fresh charge may drive all
the products of combustion before it so that they can be expeled during the first part
of the compression stroke the vaporizing chamber being placed near the inlet valve.
When working with gas the gas valve may be connected to the vaporizing
chamber or air inlet.
The oil is forsed into the vaporizing chamber in the form of a fine spray; this
is effected by pumping it in against the resistance of a spring pressed valve, which
valve is connected to the vaporizing chamber and kept very hot consequently the
oil would expand between the strokes of the pump and open the spring pressed
valve and enter the vaporizing chamber when not required, to prevent this I make
a pump of special construction.
The pump plunger is made to open the outlet valve during the later part of its
stroke inwards and to keep it open during the first part of its stroke outwards
allowing the oil to follow the plunger and give room for expansion. The quantity
of oil delivered by the pump is regulated by the distance the plunger is from the
outlet valve and this distance is regulated by a cap screwed on to the pump through
which the plunger (having a stop upon it) passes, the return stroke is effected by a
spiral spring resting upon the cap, the inward stroke by a cam.

page_text: For locomotives the driving machinism is as follows: The locomotive axel is
driven by a chain or gearing from a shaft placed parallel with the axel and the
crank shaft of the engine this shaft is driven by friction pulleys working on the
face of a disk on its end, two pulleys are used for the purpose of reversing
the motion and they slide upon a keyed shaft so that either can be brought into
frictional contact with the disk and brought nearer to or further from the centre
according to the speed required, this shaft may be driven by bevel gearing from
the crank shaft or by friction it should have a high velocity so as to reduce the
pressure of frictional contact, and to reduce it still more the disk may be corrugated
and the pulleys made out of a number of iron rings (like washers) and steel wires
doubled placed close around the inside and between each ring with its wires is
placed a lead ring of the same size the whole is then screwed firmly together
either on the driving shaft or on a block that will fit on to the driving shaft.
For driving yachts the disk is placed on the end of of the propeller shaft. The
shaft with the two friction pulleys may be driven by the engine either by belt, rope
or gearing.
Improvements in Gas and Oil Vapor Engines.
I, ROBERT SKENE, of 9 Wickham Street, Lambeth, London, 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 :--
This invention relates, firstly, to improved means and appliances for ejecting the
residual products of combustion from the working cylinder of a gas or oil engine,
and for separating such products from the fresh charge;, and to improved means
and appliances for regulating the compression of the charge of gas or vapour and
air, and the expansion of the exploded gases. Secondly, to an improved
vapourizing chamber for the oil in an oil engine, in which chamber a portion of the
charge of air is heated, and mixed with the vapour before entering the cylinder.
Thirdly, to an improved oil pump, and a valve for spraying the oil as it enters the
vapourizing chamber, and fourthly, to an improved friction driving and reversing
mechanism for locomotives, yachts, and so forth when driving by gas or oil vapour
engines.
In the accompanying three sheets of drawings
Figure 1 is a side elevation, and Figure 2 a partial plan of an oil engine having
my improvements applied thereto.
Figure 3 is a sectional elevation taken ou line 1-1 of Figure 2 through the
exhaust valve chambers.
Figure 4 is an elevation of the cylinder cover and vapourizing chamber. Figure 5
is a sectional plan of same taken on the line 2-2 of Figure 4. Figure 6 is a
sectional elevation of same taken on the line 3-3 of Figure 4.
Figure 7 is a sectional elevation of the oil pump.
Figure 8 is a section of an air or gas valve.
· Figure 9 is a section of a modified arrangement of the end of the working
cylinder and the vapourizing chamber.
Figure 10 is a diagrammatic view of the driving and reversing mechanism, and
Figures 11 and 12 detail views to a larger scale of a part of such mechanism.
The engine illustrated is of the well known Otto cycle system, consisting generally
of a working cylinder A mounted on a bed B, with trunk piston, crankshaft,
connecting rod and fly wheel as usual. On the crankshaft C is secured a toothed
pinion C, which gears with a toothed wheel C³, arranged to rotate on the fixed

page_text: stud C. The wheel C' makes one revolution for two revolutions of the crank-
shaft, and has secured to it an eccentric sheave C, which actuates an eccentric
rod C pin jointed to a reciprocating bar C, resting at one end in a guide C
fixed to the bed B of the engine, and at the other end in the fork of an arm Eto
hereinafter referred to. The bar C thus makes one double reciprocation backwards
and forwards for each two revolutions of the crank shaft, or for two double strokes
of the working pistou; and its office is to impart all the necessary movements to the
various valves, oil pump, governor, and so forth.
For carrying out the first part of the invention, namely the improved means for
ejecting the residual products of combustion, and separating them from the fresh
charge, I place, according to the size of the working cylinder, one or more air inlet
valves D (see Figures 4, 5, and 6) in the cylinder cover A'. These valves open
inwards, and are drawn to their seats by springs D₁; their faces are preferably
flat, as shown in Figure 5, so that they cause the air entering through them to be
deflected at right angles to the axis of the cylinder A, that is to say parallel to the
cylinder cover A', and behind the residual products, causing the latter to follow
close up to the working piston during the suction stroke. They are then ejected.
during the first part of the compression stroke through an auxiliary exhaust valve E
(see Figure 3) operated by the tappet arm E' secured on the rocking shaft E2,
which receives its motion from the sliding bar C in the manner hereinafter
described. E is the main exhaust valve. The valves E and E³ are respectively
contained in valve boxes E and E. The valve box E communicates with the
interior of the cylinder A by means of a passage E which opens into the said
cylinder at a point about the same distance behind the piston when it is at the
extreme point of its outward stroke, that the piston is from the cylinder cover when
it is at the extreme point of its inward stroke, and the valve box E' communicates
with the interior of the cylinder A by means of a passage E7, which opens into the
said cylinder at any suitable point behind the piston when the latter is at the extreme
point of its inward stroke. Both valve boxes E and E' communicate, when their
respective valves E, E³ are open, with the exhaust pipe E³. The main exhaust
valve E is operated by the tappet arm E also secured on the rocking shaft E,
which latter is operated by the arm E in the following manner :-As the bar C
moves to the right in Figure 1, the pin E secured thereto comes in contact with
the arm E and carries the latter with it, turning the rocking shaft E³, raising
the arm E, and thereby opening the main exhaust valve E³. As the bar C* moves
to the left in Figure 1 the pin E" leaves the arm E10 and the main exhaust valve E³
closes. The tappet E" fixed on the said bar then comes in contact with the head of
the adjustable screw E screwed into the arm E10, and carries the latter with it
turning the rocking shaft E, in the reverse direction, so as to raise the arm E' and
thereby open the auxiliary exhaust valve E. When the valves E, E³ are not being
held open by the respective arins E' or E' the springs E" and E act to close their
respective valves, and to return the arms E', E' and E into their normal positions in
readiness to be acted upon by the pin E or the tappet E3 during the next cycle of
operations. By properly adjusting the screw E3 and the set screw at the end of the
arm E the auxiliary exhaust valve E may be allowed to close sooner or later, thereby
varying the degree of compression of the charge, and consequently the expansion of
the exploded gases, as may be required.
To prevent the oil vapour coming in contact with, and being liquefied by the walls
of the cylinder during compression, the oil vapour and hot air are drawn into the
cylinder through a valve F placed in the centre of the cylinder cover A' and closing
the end of the vapourizing chamber G. The rod F of the valve F passes through
the vapourizing chamber G and through a stuffing box G'at the outer end thereof, and
is provided with a spring F, one end of which bears against the collar on the
end of the rod F', and the other end against the gland G. This spring therefore tends
to keep the valve F normally closed against its seat; but the valve is opened to admit
the charge of vapour by the following mechanism :-F³ is an arm sliding in suitable
guides, not shown in the drawings, fixed to the under side of the cylinder A, or

page_text: otherwise; one end of this arm is pin jointed to a lever F pivotted at F³, and the
other end of the arm F³ carries an adjustable set screw F the end of which comes in
contact with the end of the valve rod F1 and thereby opens the valve F at the proper
time and to the proper extent. The lever F has pivotted to it at its other end a
spring pawl F with which a projection or tappet F on the sliding bar C comes in
contact as the said bar moves in the direction of the feathered arrows in Figures I
and 2. The lever F is thereby turned on its pivot F, and the sliding arm F³ is
drawn forward and opens the valve F. The projection F then slips past the pawl F7,
and the spring F closes the valve F and restores the arm F and lever F* to their
normal positions; and as the bar C returns in the direction opposite to the arrows
the tappet F turns the spring pawl F7 on its pivot without acting on the lever F
until the said tappet F8 has passed the pawl when the latter is forced back into its
normal position against a stop on the lever F by its spring. In some cases the
valve F may be opened automatically by the suction action of the working piston
instead of by mechanical means as above described.
The oil is forced into the vapourizing chamber G through a pipe H by means of a
pump H¹ to be hereafter described, and air is drawn into the vapourizing chamber
through a pipe G³ furnished with any suitable automatically acting inlet valve such
as that shown at Figure 8 for example, or with a regulating cock not shown in the
drawings. This air mixes with the vapour generated in the vapourizing chamber
and becomes heated in the latter, and the mixture is drawn into the cylinder A
through the valve F during the suction stroke of the piston.
The ignition tube I passes through the cylinder cover A near the vapourizing
chamber G, and both the said ignition tube and vapourizing chamber may be heated
by any suitable means, but I prefer to employ a high temperature combustion
burner of the kind forming the subject of a Patent granted. to me dated 7th
November 1892 No. 20024. The said heating burner, the outer end of the ignition
tube and the vapourizing chamber are preferably surrounded by a casing J, made of
or covered with asbestos to prevent as much as possible radiation of heat from those
parts. The casing Jmay either be left open or be perforated with holes at the top
for the escape of the products of combustion from the heating burner.
The oil is forced into the vapourizing chamber G in the form of a fine spray by
pumping it in against the resistance of a spring pressed valve shown in section
in Figure 6 in which J is the casing of the valve, J the valve itself and J³ the
spring pressing the valve forcibly to its seat. This valve is kept very hot by
conduction from the vapourizing chamber, consequently the oil is liable to expand
in the pipe H in the intervals between the strokes of the pump, and to open the
spring pressed valve J2 and enter the vapourizing chamber at times when not
required. In order to prevent this I construct the pump as shown in sectional
elevation at Figure 7, in which H' is the body of the pump, H2 the plunger
passing through a stuffing box H³, and drawn outward normally by a spring H
so that a shoulder on it bears against the inside of the gland cover or cap H
He is the outlet or delivery valve, normally pressed to its seat by a spring H.
The outlet passage H8 is connected by the pipe H, (see Figures 1 and 2) with
the vapourizing chamber through the above mentioned spring pressed spray valve
marked J in Figure 1. H are suction valves the inlet passage H to which is
connected by a pipe H" (see Figure 1) with the reservoir of oil, not shown in the
drawings, which is preferably placed at a somewhat higher elevation than the
pump. The plunger of the pump is pressed inwards, at the instant when
the charge of oil is to be delivered into the vapourizing chamber, by means of an
adjustable tappet H" mounted on the end of the lever F, so that when the bar C
moves in the direction of the feathered arrow, and the tappet F moves the lever F
the latter forces in the plunger of the pump and delivers the charge of oil through
the delivery valve H. To prevent the above mentioned entrance of oil, when not
required, into the vapourizing chamber, by means of its expansion, the end of the
plunger H presses against the end of the spindle of the delivery valve H during
the later part of its stroke inwards, and holds the valve open during the first part

page_text: of the stroke of the plunger outwards, thereby allowing the oil to flow back through
the said valve and to follow the plunger until the valve He is allowed to close by
the end of the plunger H leaving the end of the spindle, thus giving room for
expansion. The quantity of oil delivered by the pump is regulated by the distance
the plunger is allowed to move outwards away from the end of the spindle of the
outlet valve H, and this distance can be regulated by screwing the cap H$
outwards or inwards on the end of the pump body.
The governing or regulating of the speed of the engine may be effected by any
suitable means; but I have found the means shown in Figures 1 and 2 to give
satisfactory results. K is a pendulum oscillating on a fixed stud K. K³ is a catch
free to oscillate within certain limits on the same stud K', but independently of the
pendulum K; its front end is formed as a hook adapted to drop. behind and to
retain the arm E10 in position so as to hold the main exhaust valve E' open when
the engine is running beyond a certain speed. The other end of the catch K is
counterweighted and provided with an adjusting screw K³. K is a rod pin-jointed
at one end to the pendulum K, and passing at the other end through an eye K'
fixed on a lever arm K oscillating on a fixed pivot K', and having oscillatory
motion imparted to it by the pin K fixed to the arm K' secured to the bar C; the
pin K passing through a slot K10 in the lever K. The rod K is provided with
adjustable collars K between which and the eye K' are interposed springs K, so
as to form an elastic connection between the said rod K' and the lever K.
the pendulum K is a finger Kadapted to come into contact with the end of the
screw K, and thereby to raise the weighted end of the catch K, and to depress
the hooked end thereof when the swing of the pendulum K is sufficient to effect
that action.
On
It will now be understood that as the bar C reciprocates, a corresponding
oscillating motion is imparted to the pendulum K, and that as the speed of the
engine increases, the amplitude of the oscillations of the pendulum will increase
also, such increase being allowed by the elastic connection of the rod K' with the
eye K. So long as the engine does not exceed a certain speed the amplitude of
the oscillations of the pendulum is not sufficient to cause the finger K to depress
the hooked end of the catch K. But when the speed exceeds a given limit the
amplitude of the oscillations of the pendulum becomes so great that the finger K¹³
depresses the hooked end of the catch K at the instant when the arm Eto has been
drawn forward by the bar C, and the main exhaust valve is thereby locked in the
open position, so that during the next suction and compression strokes of the
working piston, that is the next revolution of the engine, air is drawn into
the cylinder and forced out again through the main exhaust valve.
No combustible vapour is admitted during these two single strokes, because, by
the locking in the forward position of the arm E10 the rear end of the bar C is
held raised up by the back edge of the angle piece E fixed to the back of the
arm E10, so that in the next backward movement of the bar C, that is to say in the
direction of the feathered arrow, the tappet F passes over the top of the spring
pawl F' and does not actuate the lever F, consequently the vapour inlet valve F is
not opened or the oil pump plunger H2 operated. This raising of the rear end of
the bar C also raises the tappet E, so that at the backward movement of the said
bar the said tappet E" passes over the top of the screw E whereby the arm E10 is
not pressed upon backwards while it is locked in the forward position. As soon as
the speed of the engine has decreased to such an extent that the amplitude of the
oscillations of the pendulum is no longer sufficient to enable the finger K" to depress
the hooked end of the catch K², and thereby to lock the arm E in the forward
position, the latter assumes its normal position when the pin E ceases to act upon
it. The exhaust valve then closes and the rear end of the bar C is lowered, so
that the tappet F8 operates the lever F and thereby the oil pump plunger H³, and
the vapour inlet valve F as before explained.
The action of the engine is as follows:-While the working piston is moving
forward making the suction stroke air is drawn in through the valves D in the

page_text: cylinder cover, driving the residual products of combustion before it, causing them
to follow the piston closely; vapour and air are also drawn in from the vapourizing
chamber for a regulated period of the stroke through the valve F. During the
first part of the compression stroke the auxiliary exhaust valve E is open, and the
aforesaid residual products of combustion escape through it to the exhaust pipe.
The working piston then covers the passage or port E, and the compression of the
charge is effected during the remainder of the stroke. The ignition and explosion
of the charge, and the expansion of the gases take place during the next forward
stroke as usual, and the expulsion of the greater part of the products of combustion
through the main exhaust valve E then takes place during the next backward
stroke in the usual way, which completes the cycle, the governing or regulating
apparatus being brought into action or not according to the speed at which the
engine may be running.
It will be understood that the air entering the cylinder through the valves D
becomes heated by contact with such valves and with the hot cylinder cover, and
that the latter is thereby proportionally cooled. The end of the vapourizing
chamber G against which the valve F closes is preferably made flat as shown, in
order to cause the entering mixture of vapour and air to be deflected at right
angles to the axis of the cylinder to facilitate its admixture with the air entering
through the valves D.
on
When the valve F is operated automatically 1 employ a special valve for
admitting air to the vapourizing chamber, and operate it at the same time as he oil
pump, preferably during the later part of the suction stroke of the working
in order to concentrate a rich charge, and avoid any risk of expelling và ar
through the auxiliary exhaust valve during the first part of the compression stre.
Such a valve is shown in sectional elevation in Figure 8 of the drawings. It by
be mounted above the oil pump H' in Figures 1 and 2, in the same plane as te
adjustable tappet L mounted on the end of the lever F; but it is not shown
Figures 1 and 2 in order to avoid confusion. L' is a chamber open to the
atmosphere when the engine is being used as an oil engine, or connected to a source
of gas supply when the engine is being used as a gas engine. L' is a second chamber
separated from the first by the partition L³. The chamber L is connected to the
vapourizing chamber by a pipe leading from the passage L when the engine is
constructed to be used either as an oil engine or as a gas engine, or to the engine
cylinder direct when the engine is constructed to be used as a gas engine only.
1 is the valve covering an orifice in the partition L³, the stem L of which valve
is carried through the chamber L2, and is acted on by a spring L' at its outer end
tending to keep the valve L' closed against its seat. The valve L is opened by
the tappet L (in Figure 1) simultaneously with the movement of the oil pump
plunger by the tappet H1 when the engine is used as an oil engine, and the suction
action of the working piston then draws air through the said valve and through the
vapourizing chamber where it mixes with the oil vapour before passing into the
cylinder. When the engine is used as a gas engine the oil pump is of course
removed, or thrown out of action, and the suction action of the working piston
draws gas through the valve L', instead of air, either through the vapourizing
chamber or through a pipe connected direct to the cylinder.
In small cylinders where there is not room for a number of air inlet valves in the
cylinder cover I make the back end of the cylinder conical the better to enable the
fresh charges introduced at the apex of the cone to drive all the residual products
of combustion before it in order that they may be expelled through the above
described auxiliary exhaust valve during the first part of the compression stroke of
the working piston. Figure 9 shows such an arrangement in sectional elevation.
A is the working cylinder, A* the conical back end." G the vapourizing chamber
for the oil, G³ the air admission pipe provided with a self acting inlet valve of any
suitable kind or with a regulating tap but preferably with a mechanically actuated
valve such as that above described and shown in Figure 8. M is a tube passing
through the vapourizing chamber G and serving to heat air admitted through the

page_text: valve M', which latter may be an ordinary it acting valve actuated by the suction
of the working piston or one actuated by any suitable mechanical means. H is the
pipe conducting oil from the oil pump to the vapourizing chamber G through the
spray valve J The tube M is perforated with a number of small holes M
through which the vapour generated in the vapourizing chamber passes in order to
mix thoroughly with the heated air passing through the pipe M before reaching
the inlet valve F, which is by preference actuated at the proper time by any
suitable mechanical means.
The action of the arrangement shown in Figure 9 will be readily understood
from the description above given with reference to Figures 1 to 8.
Instead of the vapour being admitted to the tube M through holes Ms it may be
admitted through a valve actuated at the proper time by any suitable mechanical
means.
The frictional driving and reversing mechanism for locomotives, tram-cars,
vessels and other objects driven by gas or oil vapour engines consists of the
arrangements shown diagrammatically in Figures 10 and 11 as applied to a vehicle
such as a tram-car for example.
An axle P of the tram-car is driven by a chain or other gearing from a counter
shaft placed parallel to the said axle and to the crank shaft R of the oil or gas
engine. The counter shaft Q is driven by a disc S fixed on its end which disc is
driven by friction pulleys or rollers T T working against its face. These two
pulleys or rollers are used for the purpose of reversing the motion and varying the
speed of the shaft Q, and they are arranged to slide on the shaft U, but are caused
to turn therewith by means of a feather, so that either can be brought into
frictional contact with the disc S, and nearer to or further from the centre ·
according to the speed required. This shaft U may be driven by bevil
gearing V V from the crankshaft R, or by any other suitable means, but
preferably so that it may run at a high velocity in order to reduce the pressure
of the rollers T T against the face of the disc S necessary for obtaining the
requisite frictional resistance; and to reduce that pressure still more, the disc S
may be furnished with a number of recesses on its face and the pulleys
or rollers T T¹ be made as shown to a larger scale in Figures 11 and 12,
of a number of iron rings or washers W with doubled or U shaped steel
wires W placed radially round them, and between lead washers W2, the whole
being firmly screwed together with a nut X either directly on to a sleeve Y
adapted to slide on the driving shaft U, or on to the driving shaft U itself which
in that case is adapted to slide end wise in its bearings. When the sleeve Y is used
it is provided with collars as shown for the application of a clutch fork. It will be
understood that when the pulley or roller T is in the position shown in Figure 10,
namely near the periphery of the disc S, the shaft Q will be driven at its slowest
rate in one direction (suitable for starting the car from rest) and as the pulley or
roller T is moved nearer to the centre of the disc S the speed of the shaft. Q
will be increased. When the pulley or roller T is moved out of contact with the
disc S, and the pulley or roller T' is brought into contact with it on the other side
the shaft Q will revolve in the opposite direction slowly (that is at a speed suitable
for starting the car from rest) while the roller T¹ is near the circumference of the
disc, but quicker when the said roller is moved towards the centre of the disc, the
shaft U being supposed to be rotated constantly in one direction and at an uniform
speed. By these means the engine may be kept constantly running in one direction,
as is generally necessary in gas and oil engines, while the direction of motion of
the tram-car can be reversed by bringing one or other of the rollers T or T¹ in
contact with the disc S, or the tram-car can be stopped altogether by holding both
rollers T and T¹ out of contact with the disc S.
If preferred the rollers T T¹ may be arranged separately on the shaft U so that
either can be moved into and out of contact with the disc without moving the
other.
In some cases I have found it necessary to keep the exhaust valve boxes E* E*

page_text: cool by means of a water jacket, not shown in the drawings, or otherwise, to prevent
them from becoming so hot as to ignite the explosive charge prematurely.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, I declare that what
clain is:-
First. The improved means for ejecting the residual products of combustion
from the working cylinder of a gas or oil vapour engine, which consist in the use
of an auxiliary exhaust valve connected with a passage which opens into the
working cylinder at a point situated a fraction of the stroke of the piston behind the
latter when it is at the extreme point of its outward stroke, substantially as
described.
Second. In a gas or oil vapour engine, the improved means of separating the
residual products of combustion from the fresh charge, concentrating the said
charge in the centre of the cylinder, and isolating it from the walls of the cylinder,
which consist in introducing gas or oil vapour, or a mixture of gas or oil vapour
and air through an inlet valve in the centre of the cylinder cover, and atmospheric
air through other valves placed round the central inlet valve, substantially as
described.
Third. In a gas or oil vapour engine the improved means and devices for
regulating the compression of the charge of gas or vapour and air, and.con-
sequently the expansion of the exploded gases, which consist in the employment
of an auxiliary exhaust valve, and mechanism for closing the same earlier or
later according to the degree of compression or expansion required, substantially as
described.
Fourth. In an oil vapour engine the use of a spring pressed valve for spraying
the oil as it enters the oil vapourizing chamber substantially as described.
Fifth. The improved oil pump for oil vapour engines in which the delivery valve
is held open by the plunger during the first part of the outward stroke thereof,
substantially as described, and for the purpose specified.
Sixth. In an oil vapour engine the vapourizing chamber, a spring pressed valve
for spraying the oil as it enters the said chamber, and an outlet valve for allowing
the vapour and hot air to pass from the vapourizing chamber into the working
cylinder, combined, arranged and operating substantially as described.
Seventh. In an oil vapour engine the use of a working cylinder having a
conically shaped end in combination with a vapourizing chamber constructed and
applied thereto substantially as described with reference to Figure 9 of the
drawings.
Eighth. In connection with gas or oil vapour engines the improved frictional
driving and reversing mechanism which consists of a friction disc and two friction
driving pulleys or rollers, combined and operating substantially as described with
reference to Figure 10 of the drawings.
Ninth. In frictional driving and reversing mechanism of the kind hereinbefore
described constructing the driving friction pulleys or rollers of metallic washers
and bent or U shaped wires, substantially as described with reference to Figures 11
and 12 of the drawings.
Tenth. The improved gas or oil vapour engine constructed and operating
substantially as described.
Dated this 8th day of January 1895