Improvements in and connected with Engines Operating by Gas Generated from Petroleum or other Liquid Hydrocarbon.
Year: 1890

page_text: Date of Application, 27th Oct., 1890
Complete Specification Left, 27th Aug., 1891-Accepted, 3rd Oct., 1891
PROVISIONAL SPECIFICATION.
Improvements in and connected with Engines Operating by Gas
Generated from Petroleum or other Liquid Hydrocarbon.
I, CHARLES WILLIAM PINKNEY, of Raglan Road, Smethwick, in the County
of Stafford, Engineer, do hereby declare the nature of this invention to be as
follows:-
My improvements relate to engines worked by gasefied petroleum or other liquid
hydrocarbon the objects of my invention being to provide an efficient engine and
gasefying appliances in connection therewith whereby the generation of gas is
efficiently carried out and is under control so that the gas is properly generated in
accordance with the demands of the engine. The engine is moreover so constructed
that it can be easily made to work with ordinary or producer gas when so desired
and it may be made to give an impulse at each revolution of the crank shaft or less
often as desired.
The arrangement by which the petroleum or other liquid hydrocarbon (I will
refer to it as petroleum) is converted into gas for use in the engine consists of a
vapouriser heated by a lamp generating gas for its own consumption as is well
understood the petroleum being fed to the lamp or to the vapouriser or both either
by gravitation or by forcing it thereinto for instance by a small air pump normally
worked by the engine but also capable of being worked by hand previous to
starting the engine the said pump compressing the air above the petroleum in the
supply tank. The same lamp flame can also be made to heat the igniter or a
separate lamp can be used for this purpose. I apply a check valve between the
lamp and the petroleum tank to prevent the hot vapour driving the petroleum back
into the tank and so causing an unsteady flame. I so construct the vapouriser that
it presents a very efficient evaporating surface to the flame of the lamp and so that
it can be readily cleaned as (especially when using heavy oils) a deposit is liable to
occur. I also provide means whereby the proper quantity of petroleum is supplied
to the vapouriser as when this is properly regulated the amount of deposit is
reduced. I may use a vapouriser with a conical vapourising surface with the
petroleum supply pipe thereto so arranged over the apex of the cone as to cause
the petroleum to be supplied evenly over the heated internal surface of the cone.
Or (especially for small engines) I may use a flat vapouriser and arrange the
petroleum inlet thereto so as to cause the petroleum to impinge upon the hottest
part of the vapouriser. The petroleum can either be caused to pass into the
vapouriser as aforesaid or be drawn thereinto by the vacuum caused by the piston
of the engine during the charging stroke, but when drawn in by the vacuum I prefer
to let in a very small quantity of air along with the petroleum as by so doing a
more regularly proportioned charge of petroleum can be ensured.
To prevent condensation of the gas after it enters the cylinder and before it is
ignited I prefer the air intended for admixture with the gas to constitute the
explosive charge to be heated which may be conveniently done by causing the said
air to pass through a chamber surrounding the exhaust pipe of the engine and to
pass from thence to a passage around or partly around the combustion chamber and
thence, to the inlet valve where the gas and air are properly mixed. In some cases
it is advisable to regulate the temperature of the air so supplied and 1 may effect
this regulation by arranging a water.space between the outer wall of the combustion
chamber, and in communication with the water jacket of the cylinder by a regulating
screw or valve so that the amount of water circulating in the said space and con-
quently the heating effect on the air can be varied. I prefer to make the combustion
chamber of conical shape widening towards the cylinder. I may also fix a vapouriser

page_text: inside the combustion chamber with the petroleum supply pipes so arranged and pro-
vided with a cock that the petroleum can be directed into either vapouriser at will so
that when the engine has run with the aid of outside vapouriser and lamp for a time the
combustion chamber and the inside vapouriser get sufficiently heated by the heat of
explosions to enable the outsidé vapouriser to be dispensed with and then the lamp
may be used for heating the ignition tube only, which tube with an engine con-
structed according to my improvements requires very little heating and to dispense
with the use of the igniter tube when the combustion chamber is sufficiently heated
by the explosions I do not use water in the aforesaid water space but I pass part
of the air to be heated through the said space to the inlet valve the remainder
being supplied direct from the atmosphere, I may also use a small chamber in
communication with the combustion chamber as to prevent the explosive gases
passing beyond a regulation valve controlling the entrance thereto which valve is so
arranged to open outwards when the pressure in the cylinder falls below that in
the said chamber the object of the said chamber and valve being to regulate some-
what the compression in the combustion chamber and also to regulate the time of
ignition as follows. I have found that it possible to so heat the combustion chamber
as to completely gasify the charge taken into the cylinder and by regulating the
compression can properly ignite the charge due to the high temperature of the
combustion chamber assisted by the compression. If I increase the compression I
ignite earlier and if I reduce it, I ignite later and the said chamber and valve
enable me to ascertain the proper time of ignition in this case the petroleum is
drawn by the vacuum created by the piston during the charging stroke into the
combustion chamber through the inlet valve the air is heated by passing through
the passage around the combustion chamber and mixes with the petroleum at the
said valve and is vapourised in the combustion chamber and then fired at the height
of compression, or the. petroleum can be supplied in proper quantity by a properly
proportioned pump.
In some cases especially in large engines, 1 project a vaporizer into the com-
bustion chamber to which the petroleum is supplied in small streams which may
be done by providing the vaporizer with a divisional plate down which I form
a hole or holes and at right angles to this hole or thereabout I make several
small holes, through which I force or draw the petroleum in fine streams.
I cause
the heated air requisite for the explosive charge to pass through the chamber
round the end of divisional plate and through a passage and valve into the cylinder
where it is compressed and ignited as before described or by an electric spark.
The engine is first started as before explained and when the vapouriser is hot
enough to explode the charges the outside vapourising apparatus is put out of
operation.
When the engine is constructed to ignite at every revolution I may use an
engine like that described in the Specification of my Patent No. 19013 of 1888
and attach the vapourizer to the cylinder cover in place of the gas chamber
described therein. In this case I force into the vapourizer the petroleum it being
measured by a properly proportioned pump and allow the heat of the vaporizer
to create a pressure of gas which 1 then let into the air already in the cylinder
in the way and manner described in my said former Specification but when using
the double or triple cycle engine the petroleum is caused to enter the vaporizer
or combustion chamber at about the same time that the piston is commencing
to make its charging stroke and I continue the admission to the end of the stroke
or thereabouts. In all cases the charge is compressed previous to ignition, and
in all cases the admission valve will do for the engine when working with ordinary
or producer gas.
For governing the engine I may use my incline governor as described in the
Specification of my Patent No. 1218 of 1885 which is made to operate the
petroleum supply pump (fitted with a check valve) and the gas admission valve
at. the same time. When the engine is working at normal speed the end of the
incline lever strikes a second lever which is connected to a weigh shaft provided

page_text: with two other levers one such other lever operating the pump and the other.
lever opening the gas valve at the same time, thus forcing petroleum into the
vaporizer and supplying gas to the engine, but when the speed of the engine
increases beyond the normal speed the end of the incline lever is thrown over
the top of aforesaid second lever by the increased momentum put into the said
incline lever by the reciprocating action and so no gas is supplied to the engine.
When very steady running is required and the petroleum is drawn into the
vapourizer or combustion chamber by the vacuum caused by the charging stroke of
the piston, I prefer to reduce the quantity of petroleum to be vapourized according
to the speed of the engine.
I may use an ordinary centre spindle high speed governor acting directly on a
conical valve made to cover or thereabouts the petroleum inlet passage so that
when the speed of the engine is excessive the governor will operate the conical
valve so that less petroleum will pass therethrough, but when the engine reduces
its speed to about normal the governor will raise the conical valve and so give
more petroleum to the engine. The petroleum is delivered into a cup or chamber
above the valve either by gravitation or otherwise an overflow pipe being used
to convey the surplus oil to an overflow tank.
For starting large engines or even small ones fixed in awkward places I use the
well known method of compressed air stored up in a reservoir, by the engine or-
hand compressing pump, but to simplify the arrangement of valves for storing and
releasing the compressed air, I attach to the combustion chamber or any other
convenient part of the engine a valve box the outlet from which connects to a
pipe communicating with the air reservoir and the inlet communicates with the
cylinder. This valve box is fitted with a charging valve at the inlet and a
retaining valve at the outlet. Inside the valve box there is centered a double
end lever which is connected to a spindle leading to outside the box and is there
fitted with a hand lever. When the said lever is in one of its extreme positions
the air reservoir is not in use. To charge the reservoir the hand lever is moved
into such a position that one end will keep the charging valve off its seat. The
gas being turned off the engine during its compressing stroke will force the air
only past the charging valve and lift the retaining valve and pass into the air
reservoir. The retaining valve will close when the piston passes the end of its
compressing stroke and so retain each charge. When the reservoir is sufficiently
charged its charge can be retained by an ordinary screw valve. To start the
engine the crank is put in a suitable position and the hand lever of the aforesaid
valve box is moved to such a position that one end of the said lever opens the
charging valve wider and at the same time the other end of the said lever lifts
the retaining valve off its seat and allows the air to pass out of the air reservoir
into the cylinder for a certain portion of the stroke only when the hand lever
must be turned into position to act on neither valve until the crank comes again
into the most favourable position. Both valves are held to their seats by springs
when the engine is normally working.
Dated this 27th day of October 1800.
J. H. JOHNSON & Co.,
Agents.
COMPLETE SPECIFICATION.
Improvements in and connected with Engines Operating by Gas
Generated from Petroleum or other Liquid Hydrocarbon.
I CHARLES WILLIAM PINKNEY of Raglan Road Smethwick in the County of
Stafford Engineer do hereby declare the nature of this invention and in what
manner the same is to performed to be particularly described and ascertained in
and by the following statement :-
My improvements relate to engines worked by gasefied petroleum or other
gasefied liquid hydrocarbon the objects of my invention being to provide an efficient

page_text: engine and gasefying appliances in connection therewith whereby the generation of
gas from petroleum or other liquid hydrocarbon and its utilization are efficiently
carried out and are under control the gas. being generated and used in accordance.
with the demands of the engine. The engine is moreover so constructed that-it:
can be easily made to work with ordinary or producer gas if, and when, so desired
and it may be made to give an impulse at each revolution of the crank shaft or less:
often as desired.
I will describe my invention with reference to the accompanying drawings pre-
mising however that I do not limit myself to the precise details shewn therein.
Figure 1 is a longitudinal section and Figure 2 is an end view of an engine
constructed or arranged according to my invention. The other figures are details
and modifications as hereinafter described.
The arrangement by which the petroleum or other liquid hydrocarbon (I will
hereinafter refer to it as "petroleum") is converted into gas for use in the engine
may consist of a vapouriser which may be heated by a lamp generating gas from
petroleum for its own consumption as is well understood the petroleum being fed
to the lamp and to the vapouriser or to both either by gravitation or by forcing it
thereinto for instance by means of a small pump normally worked by the engine,
but also capable of being worked by hand previous to starting the engine, the said
pump compressing the air above the petroleum in the supply tank or reservoir
containing it. The same lamp flame can also be made to heat the igniter or a
separate lamp can be used for this purpose.
I prefer to apply a check valve between the lamp and the petroleum tank to
allow the lamp to burn steadily with a very small pressure and prevent the hot
vapour driving the petroleum back into the tank and so causing an unsteady flame.
I provide a vapouriser so constructed that it presents a very efficient evaporating
surface to be heated by the flame of the lamp and so that it can be readi y cleaned
from deposit which is liable to occur especially when vapourising from heavy
hydrocarbons. I also provide means whereby the proper quantity of petroleum is
supplied to the vapouriser as when this is properly regulated the amount of deposit
is reduced.
Referring to Figures 1 and 2 of the drawings I have shewn therein a combination
of parts according to my invention.
A is the working cylinder B the piston working therein and C the combustion
chamber. E is the vapour of petroleum valve and D is the valve for admitting
the said vapour of petroleum and air into the combustion chamber, G is the outside
vapouriser and gis lagging to prevent radiation of heat therefrom. F is a vapouriser
inside the combustion chamber. is the vapour pipe from the inside vapouriser F
to the valve E and g² is the vapour pipe from the outside vapouriser G to the said
valve, H is the petroleum supply pipe from the pump N and is the petroleum
supply pipe to the outside vapouriser G, being the petroleum supply pipe to the
inside vapouriser F. ³ is a three-way cock controlling the communication between
the pipes H, and 42. I is the lamp for heating the vapouriser G. J is the
ignition tube heated by the said lamp the interior of the said tube being open to the
combustion chamber is the petroleum supply pipe to the lamp preferably provided
with a check valve as shewn at in Figure 3. Kis the petroleum supply pipe
from the petroleum tank. K2 to the pump N. kis the receptacle for the petroleum
to be pumped 2 is the petroleum overflow pipe from the receptacle to the
vessel for receiving such overflow k is a valve by which the petroleum is admitted
from the vessel to the tank K2 and by which the said tank is charged is the
cover of the vessel ³, L is the air pump secured above the opening as shewn in
Figure 2 for putting pressure on the petroleum in the tank K. M is the air pipe
leading from the passage m² by which the air is heated and m is the air valve box
for supplying the said air to be mixed with the petroleum n is the petroleum
pump plunger, the return spring and the check valve and spring of the petro-
leum pump, P is the exhaust box in which the exhaust valve is situated.
To start the engine 1 heat the lamp of the vapouriser G. I then work the air

page_text: pump L by hand and force air up to say a few pounds pressure into the petroleum
tank K. This forces the petroleum up through the pipe ; into the lamp
vapouriser I where it is converted into vapour and burns at the nozzle i, the flame
impinging on the vapouriser G which soon becomes heated. The flame also plays
upon the lamp vapouriser I (and ignition tube J if that be used) and so long as
there is pressure in the tank K2 the lamp will continue to burn and so keep the
vapouriser G and ignition tube J hot. When the vapouriser G and the ignition
tube J are hot enough I open the cock on the pipe K and then petroleum flows
into the receptacle % of the pump N which I work by hand sufficiently to fill the
pipe H.
I then move the three way cock into the position shewn in Figure 1
and give the fly wheel of the engine a few turns by hand. The petroleum will then
be forced by the pump N into the vapouriser and be therein converted into
vapour which will pass down the pipe and through the valve E and passes
through the valve D mixed with air the mixture passing into the combustion
chamber C and cylinder A during the charging stroke of the piston Band on the
return stroke of the said piston the charge is compressed. Part of the charge is
forced into the hot ignition tube J where it is ignited and ignites the main charge
when the highest point of compression has been reached. This drives the piston B
forward and on the return stroke of the said piston the exhaust gases are expelled
through the valve in the exhaust box P. The exhaust valve may be operated as
usual by a cam on the second motion shaft Q. When the engine has been working
for a short time the inner vapouriser F will become sufficiently heated by the
repeated explosions to itself vapourise the charge when I turn the cock so as to
close communication between the pipes Hand and put the pipes H and 42 into
communication when the petroleum will flow down the pipe 2 into the internal
vapouriser F wherein it will be vapourised and the vapour will flow therefrom
down the pipe through the valve E (which is turned to close the communication
of the outlet e with the pipe 2 and put it into communication with the pipe) and
the vapour will be drawn with the air through the valve D into the combustion
chamber C and cylinder A and be compressed and ignited to maintain the working
of the engine.
The lamp can then be worked at say about one fourth of its full power as the
ignition tube needs only to be kept at a very dull red heat.
may use a vapouriser of any suitable construction such for instance as one with
a flat bottom as shewn in Figure 1 the petroleum in the outside vapouriser being
preferably admitted so as to impinge upon the part immediately over the lamp as
shewn or I may use (especially with large engines) a vapouriser such as is shown in
Figure 3 with a conical vapourising surface with the petroleum supply pipe h
thereto so arranged as shewn over the apex of the cone as to cause the petroleum
to be supplied evenly over the heated surface of the cone y³.
In Figure 3 a form of lamp is shewn with its vapouriser in the same casing as
the cone so as to have a very compact form. The flat form of vapourizer is
usually most convenient for small engines.
'
The lamp will work well if the petroleum be allowed to gravitate into the
vapouriser with a head of a few feet, also when working with the inside
vapouriser Fa small lamp and ignition tube can be used at any other part of the
combustion chamber C. Although I have described the engine as working with a
petroleum pump the engine can be worked by causing the vacuum in the cylinder
during the charging stroke of the piston to cause the petroleum to flow into either
of the vapourisers.
In engines where the petroleum is either allowed to gravitate or is forced by a
pump, when the engine is not working up to full power and the governor will not
allow the full quantity of oil to be used the overflow pipe 2 allows surplus petro-
leum to run back into the receptacle k³ and from thence into the tank K² when the
valve k is opened to allow of this.
When the petroleum is drawn into the vapouriser by the vacuum caused by the

page_text: piston of the engine during the charging stroke I prefer to let in with it a very
small quantity of air as by so doing a more regularly proportioned charge of
petroleum can be ensured.
To prevent condensation of the vapour after it enters the cylinder and before it
is ignited prefer the air intended for admixture with the vapour for making the
explosive charge to be heated which may be conveniently done by causing the said
air to pass through a chamber surrounding the exhaust pipe of the engine and to
pass from thence to a passage around or partly around the combustion chamber and
thence to the inlet valve where the vapour and air are properly mixed. In Figure 5
I have shewn an air casing at m³ for this purpose surrounding the exhaust pipe p
the air for the charge entering at m passing through the space between the
casing m and the exhaust pipe and thence passing by the pipe m to the inlet
valve either directly or first passing into spaces surrounding the combustion
chamber (as at m² in the several figures) intervening between the air inlet and the
inlet valve. When the engine has been working a short time it becomes sufficiently
heated to vapourise the charge of petroleum and air taken into the cylinder during
the charging stroke and assisted by the heat due to compression on the return
stroke also to ignite it. In this case it is advisable to regulate the temperature of
the air so supplied and I may effect this regulation by arranging a water space (as
at C3 in Figure 1) next the combustion chamber C and in communication with the
water jacket A2 of the cylinder by a passage or passages 2 capable of being
regulated by a valve or screw as shewn at so that the amount of water, circulating
in the said space C³, and consequently the heating effect on the air passing through
the spaces m³ can be varied. I prefer to make the combustion chamber of conical
shape widening towards the cylinder as shewn clearly in Figure 1. I do not limit
myself to placing a vapouriser inside the combustion chamber as in Figure 1 but I
nay do so if preferred.
To dispense with the use of the igniter tube when the combustion chamber is
sufficiently heated by the explosions I do not use water in the aforesaid water
space but I pass all or part of the air to be heated through the said space to the
inlet valve the remainder if any being supplied direct from the atmosphere.
In some cases especially in large engines I may supply the petroleum to a
vapourizer, projecting into the combustion chamber in small streams which may be
done by making the vapourizer in the form of a thimble-like piece projecting into
the combustion chamber as shewn in Figure 6 and providing the said vapourizer
with a perforated divisional plate S with a passage in it with which the petroleum
supply tube communicates so that the petroleum issues from lateral orifices in the
plate S in fine streams or spray. The flow of the petroleum into the divisional
plate S can be effected either by a pump or be drawn in by the action of the piston
during its charging stroke. I cause the heated air requisite for the explosive charge
to pass through the vapourizer (which forms a continuation of the air heating
spaces m²) round the end of the said divisional plate it passing with the vapour
through a passage and valve into the cylinder where the mixture is compressed
and ignited as herein before described. The ignition may if desired be effected by
an electric spark.
When the engine is constructed to ignite at every revolution I may use an
engine like that described in the Specification of Letters Patent No. 19013
of 1888 granted to me and attach the vapourizer G (which may be heated by a
lamp or any other suitable means) to the cylinder cover in place of the gas
chamber described therein. In this case (which is illustrated by Figure 4) I
force the petroleum into the vapourizer the petroleum being measured by the
properly proportional pump as in Figures 1 and 2. The heat of the vapourizer
creates a pressure in the vapour which vapour I then admit by the passages e
and m³ and valve D to the cylinder A to mix with the air already therein in
the way and manner described in my said former Specification but when using
the double or triple cycle engine the petroleum is caused to enter the vapourizer

page_text: or combustion chamber at about the same time that the piston is commencing to
make its charging stroke and I continue the admission to the end of the stroke
or thereabouts. In all cases the charge is compressed previous to ignition and
in all cases the admission valve will also answer if the engine is to be worked with
ordinary or producer gas.
For governing the engine I may use a modification of my incline governor as
described in the Specification of Letters Patent No. 1218 of 1885 granted to me
which governor is made to operate the petroleum supply pump and the petroleum
admission valve at the same time. This is illustrated in Figures 1 and 2. When
the engine is working at normal speed the end of the incline lever on the arm Q
is operated upon by the cam 7 on the shaft Q2 so that it strikes a lever
which is secured to a weigh shaft provided with two other levers 978
one (7) of which operates the pump N the other (4) opening the petroleum
valve at the same time so that petroleum is forced into the vapourizer and
petroleum vapour is supplied to the engine but when the engine exceeds the
normal speed the end of the incline lever is thrown over the top of the lever y³
by the increased momentum given to the said incline lever by the rapid rotation
of the cam and so the pump is not operated and no vapour is supplied to
the engine.
り
When very steady running is required and the petroleum is drawn into the
vapourizer or combustion chamber by the vacuum caused by the charging stroke
of the piston, I prefer to regulate the quantity of petroleum to be vapourized
according to the speed of the engine. For this purpose I may use an ordinary
center spindle high speed governor U with its spindle connected directly with and
acting on a conical valve u (as shown in Figure 7) made to cover the petroleum
inlet passage H so that when the speed of the engine is excessive the governor U
will directly operate the conical valve so that less petroleum will pass therethrough,
but when the speed of the engine is reduced to about normal speed the governor U
will raise the conical valve and so give more petroleum to the engine.
For starting large engines, or even small ones fixed in awkward places, I use
the well known method of compressed air stored up in a reservoir by the engine
or hand compressing pump, but to simplify the arrangement of valves for storing
and releasing the compressed air, I attach to the combustion chamber or to any
other convenient part of the engine a valve box V such as is shewn in Figure 8
the outlet a from which is connected to a pipe communicating with the air
reservoir and the inlet y communicates with the cylinder. This valve box is fitted
with a charging valve Y at the inlet and a retaining valve X at the outlet.
Inside the valve box V there is centred a double end lever W which is connected
to a spindle leading to outside the valve box where it is fitted with a hand
lever ². When the said lever is in one of its extreme positions (that shewn
in full lines at 3) the air reservoir is not in use. To charge the reservoir with
compressed air the hand lever is moved into such a position (that indicated at 1)
that one end we will keep the charging valve Y off its seat. The petroleum supply
is turned off and then the engine during its compressing stroke will force air past
the charging valve Y and lift the retaining valve X and pass into the air reservoir
by the outlet . The retaining valve X will close when the piston makes its
reverse stroke and so retain each charge. When the reservoir is sufficiently
charged its charge can be retained by an ordinary screw valve. To start the
engine the crank is put in a suitable position and the hand lever is moved to
such a position (that indicated at 2) that the end of the said lever opens the
charging valve Y wider and at the same time the other end w² of the said lever
lifts the retaining valve X off its seat and allows the air to pass out of the air
reservoir into the cylinder for a certain portion of the stroke only, when the hand
lever must be turned into position (that shewn at 3) to act on neither valve until
the crank comes again into the most favorable position. Both valves are held to
their seats by springs and when the engine is normally working.
2

page_text: Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim.is:-
First. The arrangement and combination of parts substantially as herein before
described and illustrated in Figures 1 and 2 of the accompanying drawings, con-
stituting an engine to be operated by gas generated from petroleum or other liquid
hydrocarbon.
Second. The combination with a vaporizing lamp of a check valve on the
petroleum supply pipe to the lamp as and for the purpose hereinbefore described
with reference to Figure 3 of the accompanying drawings.
Third. For preheating and regulating the temperature of the air the passages
around the combustion chamber with a water space and regulating device as herein-
before described and illustrated in Figure 1 of the accompanying drawings.
Fourth. The arrangement of two vapourizers one outside and one inside the
combustion chamber and means for opening communication with either in combina-
tion with a conical combustion chamber substantially as described and shewn in
Figure 1 of the accompanying drawings.
Fifth. A vaporizer consisting of a perforated divisional plate in the chamber or
passage through which air passes as hereinbefore described and illustrated in
Figure 6 of the accompanying drawings.
Sixth. The arrangement substantially as hereinbefore described and illustrated
in Figure 7 of the accompanying drawings for controlling the supply of petroleum
or the like according to the speed of the engine by means of a governor directly
connected to a valve as described.
Seventh. The petroleum pump fitted with a check or delivery valve and with a
receptacle at top and means for supply and for conducting back any overflow all
being arranged combined and operating substantially as herein before described and
shewn in Figures 1, 2 and 7 of the accompanying drawings.
Eighth. The arrangement for charging single cycle engines with the gaseous
mixture substantially as described and illustrated in Figure 4 of the accompanying
drawings.
Ninth. The arrangement of valves and valve casing for storing and releasing
the compressed air used for starting engines substantially as described and shewn in
Figure 8 of the accompanying drawings.
Dated this 27th day of August 1891.
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, London, W.C., Agents.