Improvements in Internal Combustion Engines.
Year: 1893

page_text: Date of Application, 27th Nov., 1893
Complete Specification Left, 27th Aug., 1894-Accepted, 29th Sept., 1894
PROVISIONAL SPECIFICATION.
Improvements in Internal Combustion Engines.
I CHARLES WILLIAM PINKNEY of 77 Raglan Road Smethwick in the County
of Stafford Engineer do hereby declare the nature of this invention to be as
follows:-
The object of my invention is principally to simplify and improve the con-
struction and operation of internal combustion engines such as are operated by the
"oil")
combustion of petroleum or other hydrocarbon (which I will refer to as
with air and this I effect by arrangements by which the heat resulting from the
combustion of the successive charges is employed to sufficiently heat a vapouriser
or vapourisers to assist in the complete vapourization of the oil taken in with the
air for each charge and by which the complete mixing of the components of the
charge is effected before it enters the working cylinder and further by which
premature ignition is prevented and the objection due to deposit of carbonaceous
matter in the vapourizer is overcome. My invention also relates to means whereby
steady and efficient governing is effected in internal combustion engines generally.
My invention in the main is more especially intended for use in what are known
as two to one cycle engines.
According to my invention the valve which controls the inlet of the charge has
a broad seat which enables. it to not only control the air inlet passage but also to
cover the opening or openings through which oil is admitted thereby rendering
unnecessary the usual oil supply valve. The valve may be held to its seat normally
by a spring adjustable by lock nuts. The air and oil are admitted by the said
valve into the vapouriser which opens into the combustion chamber which in turn
opens into the working cylinder. The vapouriser is preferably made wider next the
inlet valve it then being contracted and afterwards widening again and then opening
into a contracted passage by which communication with the combustion chamber is
established as this ensures a thorough mixing of the components of the charge.
The said passage is made of such a length as to allow the part of the vapourizer
with which it communicates to be at such a distance from the combustion chamber
as to guard against premature ignition of the charge by heat derived from the said
combustion chamber. At the side of the vapourizer preferably that farthest from
the combustion chamber I secure an ignition tube opening into the said vapourizer.
The vapourizer is heated in the first instance by a lamp, which can, after the
engine is at work be moved to underneath the ignition tube. In starting the
engine the fly wheel is moved round so that the vacuum which tends to form in
the cylinder causes the inlet valve to open so that air and oil are drawn in and get
thoroughly mixed the oil getting partially vapourized whilst passing through the
hot vapourizer into the cylinder. At the end of the charging stroke the inlet
valve closes, and during the return stroke the charge of mixed air, and partially
vapourized oil is compressed part of the charge being forced back into the
vapourizer and ignition tube the heat of the vapourizer assisted by the heat due to
compression thoroughly vapourizes the oil and the charge becomes explosive and
the portion which enters the ignition tube which is highly heated by the lamp is
ignited and causes the charge to ignite and drive the piston forward. At about
the end of the forward stroke the exhaust valve opens and remains open during
the return stroke.
I have found that deposit of carbonaceous matter in the vapourizer is due to the
low temperature of the incoming air and oil and to overcome this I provide means
whereby the part at, or near to which the air and oil are admitted is heated to a

page_text: degree to prevent such deposit. This can be effected by surrounding the part of
the vapourizer next, or near to the inlet with a hood or surrounding sleeve so that
when the engine is at work the heat from the vapourizer enters between this hood
or sleeve and the said part of the vapourizer. There may be holes in the said
hood or sleeve which can be opened and closed to control the passage of the heated
air and so enable the temperature at this part to be regulated. This opening and
closing can be effected if desired by a connection from the governor.
The heat of the lamp which is heating the ignition tube may be conducted under
this hood and the passages by which it is so conducted may be arranged to be
opened and closed by gear operated by the governor so that the heat is only
conducted from the said lamp when the engine has exceeded normal speed and
-consequently-when-no-explosions are occurring. A convenient arrangement-for
this purpose is as follows:-The hood around the vapourizer may be provided
with a chimney and over the lamp may be a tube or chimney with an opening for
allowing the heated products from the lamp to pass into the outer air and another
opening by which the said products can pass between the hood and vapourizer.
These openings are opened and closed by a cover or valve so arranged that when
the one opening is closed the other is open the said cover or valve being operated
by the governor in such a way that when the engine is working at normal speed
the opening by which the heated products from the lamp pass directly to the outer
air is open whilst the opening leading to the space between the hood and the
vapouriser is closed. When the engine exceeds the normal speed the said cover or
valve is operated so that the opening by which the heated products pass directly
to the open air is closed and the other opening is uncovered so that the heated
products pass into the space between the hood and the vapouriser. When the
governor is of the kind hereinafter mentioned the operation of the said cover or
valve may be effected through a two armed lever one arm being acted upon by the
ordinary lever actuated by the pecker of the governor when the engine is working
at normal speed so as to move the cover or valve into the position first above
named if it be not already in that position the other arm of the said lever being
acted upon (to reverse the position of the cover or valve) by a lever which the
pecker only operates when the said pecker is thrown clear of the ordinary lever on
the engine exceeding normal speed.
In large engines I prefer to use more than one vapouriser for convenience in
starting but it will only be necessary to heat one of them with a lamp (that one
being furnished with the ignition tube) for starting purposes after which the heat
generated during work will be sufficient to put the other vapouriser or vapourisers
into operation and keep them heated as is the case when using but one vapouriser.
The water space surrounding the combustion chamber I prefer to be in direct
communication with the water space surrounding the working cylinder.
The governing I prefer to effect by means of an incline governor such as is
described in the Specification of Letters Patent No. 7313 of 1891 so arranged
however as to allow the exhaust valve to be operated when the engine is working
normally or to cause it to be spragged open when normal speed is exceeded.
I employ the usual lever of the incline governor which lever is acted upon by
the "pecker" having an inclined surface coming against a projection so that when
the normal working of the engine is exceeded the incline surface comes in contact
with the projection and the "pecker" is thrown and passes clear of the lever
without operating it. With this lever is combined a stop which is brought clear of
the exhaust valve lever when the governor lever is operated by the "pecker" when
the engine is working at normal speed or less but when this speed is exceeded the
said stop is not removed and so prevents the exhaust valve lever returning and the
exhaust valve closing until the engine resumes its normal speed. This can be
effected by a tumbler centered in proximity to the governor lever and having a
stop at one end and a counterweight at the other. This tumbler is connected
(preferably by a spring connection) to the governor lever in such a way that when
the said .lever is moved by the pecker in the ordinary working of the engine the

page_text: tumbler is also moved to cause its stop to allow of the return of the exhaust valve
lever but when the engine exceeds its normal speed and the pecker does not operate
the governor lever the stop is in such a position that it obstructs the return of the
exhaust valve lever and so spraggs it open and then the exhaust gases flow in and
out of the cylinder and the air and oil inlet valve does not open. In this way the
vapouriser's heat is retained. When the engine returns to its normal speed and
the pecker operates the governor lever this causes the aforesaid stop to be removed
to allow the exhaust valve lever to move and the exhaust valve to close when it is
not operated upon by the cam which opens it.
Dated this 97th day of November 1893
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, London, W.C., Agents.
COMPLETE SPECIFICATION.
Improvements in Internal Combustion Engines.
I, CHARLES WILLIAM PINKNEY of 77 Raglan Road, Smethwick in the County
of Stafford Engineer do hereby declare the nature of my invention and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement :-
The object of my invention is principally to simplify and improve the construction
and operation of internal combustion engines such as are operated by the combustion
of petroleum or other hydrocarbon (which I will refer to as "oil") with air and
this I effect by arrangements by which the heat resulting from the combustion of
the successive charges is employed to sufficiently heat a vapourizer or vapourizers
to assist in the complete vapourization of the oil taken in with the air for each
charge and by which the complete mixing of the components of the charge is effected
before it enters the working cylinder and further by which premature ignition is
prevented and the objection due to deposit of carbonaceous matter in the vapourizer
is overcome. My invention also relates to means whereby steady and efficient
governing is effected in internal combustion engines generally.
My invention in the main is more especially intended for use in what are known
as two to one cycle engines.
I will describe my invention with reference to the accompanying drawings of
which
Figure 1 represents partly in elevation and partly in longitudinal section one end
of an internal combustion engine constructed according to my invention.
Figure 2 is a plan corresponding to Figure 1.
Figure 3 is a transverse section through the combustion chamber and shewing in
elevation the governor mechanism.
Figure 4 is a plan of the governor mechanism, and Figure 5 is a sectional detail
shewing a modified arrangement for regulating the escape of hot air from beneath
the hood of the vapourizer.
Figure 6 is a section shewing the slide for opening and closing the passage for
the heat of the lamp to the hood around the vapourizer.
The valve A which controls the inlet of the charge, has a broad seat which
enables it to not only control the air inlet passage E but also to cover and uncover
the opening B (or openings) through which oil is admitted thereby rendering
unnecessary the usual oil supply valve. The valve A may be held to its seat
normally by a spring C adjustable by lock nuts D. The air and oil are admitted
by the said valve A into the vapourizer G which opens into the combustion
chamber J which in turn opens into the working cylinder (not shewn). The
vapourizer G is preferably made wider next the inlet valve as at y it then being
contracted as at g' aud afterwards widening again as at g³ and then opening into a

page_text: contracted passage g' by which communication with the combustion chamber J is
established as this ensures a thorough mixing of the components of the charge.
The said passage is made of such a length as to allow the part g³ of the vapour-
izer G with which it communicates to be at such a distance from the combustion
chamber as to guard against premature ignition of the charge by heat derived from
the said combustion chamber. At the side of the vapourizer G preferably that side
which is farthest from the combustion chamber J I secure an ignition tube K
opening into the said vapourizer G. The vapourizer G is heated in the first
instance by a lamp G2 which can, after the engine is at work, be moved to under-
neath the ignition tube K upon the bracket K³. In starting the engine the fly
wheel is moved round so that the vacuum which tends to form in the working
cylinder as the piston thereof moves outwards causes the inlet valve A to open so.
that air and oil are drawn in and get thoroughly mixed, the oil getting partially
vapourized whilst passing through the hot vapourizer G and thence into the
combustion chamber and cylinder. At the end of the charging stroke the inlet
valve A closes and during the return stroke of the piston in the working cylinder
the charge of mixed air, and partially vapourized oil is compressed, part of the
charge being forced back into the vapourizer G and ignition tube K the heat of
the vapourizer G assisted by the heat due to compression thoroughly vapourizing
the oil and the charge becomes explosive and the portion which enters the ignition
tube is ignited and causes the charge to ignite and drive the piston forward in the
working cylinder; at about the end of the forward stroke the exhaust valve Q'
(Figure 3) opens and remains open during the return stroke and so on during
work.
I have found that deposit of carbonaceous matter in the vapourizer is due to the
low temperature of the incoming air and oil and to overcome this I provide means
whereby the part at, or near to which the air and oil are admitted is heated to a
degree to prevent such deposit. This can be effected by surrounding the part of
the vapourizer next, or near to the inlet with a hood or surrounding sleeve 2 so
that when the engine is at work the heat from the vapourizer G enters between
this hood or sleeve 2 and the said part of the vapourizer. There may be holes N
in the said hood or sleeve 2 which can be opened and closed by the ring valve P
(as shewn clearly in Figure 5) to control the passage of the heated air and so
enable the temperature at this part to be regulated. This opening and closing can
be effected by hand or if desired by a connection from the governor.
The heat of the lamp G' which is heating the ignition tube may be conducted
under this hood and the passages by which it is so conducted may be arranged to
be opened and closed by gear operated by the governor so that the heat is only
conducted from the said lamp when the engine has exceeded normal speed and
consequently when no explosions are occurring. A convenient arrangement for
this purpose is as follows. The hood 2 around the vapourizer G may be provided
with a chimney 3 and over the lamp may be a tube or chimney 4 with an
opening 3* for allowing the heated products from the lamp to pass into the outer
air and another opening 8 by which the said products can pass between the hood 2
and vapourizer G. The openings 3* and 8 are opened and closed by a cover or
valve or covers or valves with passages therein so arranged that when the one
opening is closed the other is open. The said cover or valve or covers or valves
can be operated by hand but preferably is, or are, operated by the governor in
such a way that when the engine is working at normal speed the opening 3* by
which the heated products from the lamp pass directly to the outer air is open
whilst the opening 8 leading to the space between the hood and the vapourizer is
closed.
When the engine exceeds the normal speed the said cover or valve is operated
so as to close the opening by which the heated products pass directly to the open
air and the other opening 8 is uncovered so that the heated products pass into the
space between the hood and the vapourizer.
When the governor is of the kind hereinafter mentioned the operation of the

page_text: valve lever Q but when the engine exceeds its normal speed and the pecker a does
not operate the governor lever 9 the stop c is in such a position that it obstructs
the return of the exhaust valve lever Q by coming against the catch and so
spraggs the exhaust valve Q' open and then the exhaust gases flow in and out of the
cylinder and the air and oil inlet valve A does not open. In this way the
vapourizer's heat is retained. When the engine returns to its normal speed and
the pecker a operates the governor lever 9 this causes the aforesaid stop c to be
removed from the path of the catch to allow the exhaust valve lever to move
and the exhaust valve Q¹ to close when it is not operated upon by the cam H
which opens it.
.
Although I have shewn this spragging-arrangement as applied to an incline
governor it is not limited to such governors as it can be employed with other
governors the stop c being brought into and out of the path of the catch f by the
action of the governor after the manner hereinbefore described.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed 1 declare that what I
claim is :-
--
1. In petroleum engines the combination with an inlet valve controlling both the
inlets for oil and air of a vapouriser formed substantially as described and
communicating by a contracted passage with the combustion chamber the said
vapouriser being provided with an ignition tube and the whole being arranged and
combined substantially as herein before described so that the final vapourization of
the oil takes place on the charge being compressed.
2. In petroleum engines the combination with the vapouriser of a heat retaining
hood or its equivalent at the inlet portion thereof to retain heated air to prevent
deposit of carbonaceous matter in the vapouriser substantially as hereinbefore
described.
3. In petroleum engines the combination with a heat retaining device such as is
claimed by the preceding second claiming clause of a bye-pass and a valve or
controlling cover or valves or covers operated by the governor so that heat passes
to the said heat retaining device only when the ignitions are not occurring
substantially as hereinbefore described.
4. In internal combustion engines the combination with the governor of a device
which sprags open the exhaust valve when the engine exceeds normal speed but
which is released on normal speed being regained substantially as hereinbefore
described.
5. The governor consisting of the arrangement and combination of parts
hereinbefore described and illustrated by Figures 3 and 4 of the accompanying
drawings.
.
6. The arrangement and combination of parts of a petroleum engine substantially
as herein before described and shewn in the accompanying drawings.
Dated this 27th day of August 1894.
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, Agents.