Improvements in Gas and Oil Motor Engines.
Year: 1895

page_text: Date of Application, 9.h Oct., 1895
Complete Specification Left, 9th July, 1896-Accepted, 26th Sept., 1896
PROVISIONAL SPECIFICATION.
Improvements in Gas and Oil Motor Engines.
1, FREDERICK WILLIAM LANCHESTER, of Cobley Hill, Alvechurch, in the
County of Worcester, Engineer, do hereby declare the nature of this invention to
be as follows:-
This invention relates to improvements in the cooling arrangements of gas and
oil motor engines and in the vapourising arrangements connected with the latter
and has for its objects to provide means for regulating the temperature of the walls
of the motor cylinder and compression space and for the removal or carrying away
of the waste heat therefrom and to provide means of maintaining a supply of heated
air at a uniform temperature for the purposes of the vapourisation of the oil.
In one mode of carrying this invention into effect I preferably construct the
motor cylinder of steel tube and force or shrink thereon a number of rings of
copper brass or any other good conductor of heat leaving sufficient space for the
circulation of air between them. The said rings may be made by stamping from
sheet metal and shallow grooves may be turned in the outside of the steel tube to
receive them. The rings, after being shrunk on, may be turned thinner towards
the outer edge to increase the sectional area of the air spaces without considerably
diminishing their efficiency.
The cylinder and conducting rings are preferably enclosed in a cylindrical casing
having an inlet of large area, on one side and an outlet on the other, air is made to
travel within the said casing and between the conducting rings by means of a fan
or other suitable air propelling device.
The conducting rings may be cast instead of being made from stampings and
they may have projections or corrugations formed on their surfaces to break up
the air currents so that the whole of the air shall be exposed to the heated
surfaces.
The air propulsion may be effected by arranging vanes on the fly wheel rim and
enclosing the whole in a suitably formed box to constitute a centrifugal fan the
said box connecting to the inlet of the herein before mentioned casing by means of
a short pipe of sufficient area.
In order to regulate the temperature of the cylinder walls a damper is provided
at any convenient point on the air passages preferably at the inlet or outlet of the
casing the damper being partially closed to decrease the air current and to diminish
the quantity of heat carried away when the engine is running light.
In one mode of operating the said damper in accordance with the present invention
I arrange a shaft in a convenient position in the air outlet of the casing, this shaft
is caused to rotate by means cf worm or other suitable gearing and it consists of
two parts preferably being arranged concentrically having different coefficients of
expansion. These two portions of the shaft are rigidly secured to one another at one
end and at the other end. The outer element or tubular portion of the shaft carries
two fixed collars between which ride loosely a pair of bevel wheels separated by a
sleeve, this sleeve is cottered or otherwise attached to the inner portion of the
shaft through slots in the outer portion. The bevel wheels are arranged to drive
a small worm spindle by means of a third wheel in gear with them both, this worm
spindle in its turn operates to open or close the damper.
So long as the outgoing air is at the desired temperature the two elements of the
shaft are of such length that both bevel wheels ride loose and consequently the

page_text: damper is not operated. When any variation of temperature occurs a certain
difference of expansion takes place causing either the one or the other of the bevel
wheels to be seized and so operates the damper to increase or diminish the quantity
of air passing through the jacket and thereby to restore its temperature to that
desired.
In applying the present invention to an oil engine I prefer to connect the air
inlet of the vapouriser to a point on the jacket casing at or near its outlet or to
arrange that it shall draw its air from the current escaping from the said outlet,
in this manner I insure that the air enters the vapouriser at or about a constant
temperature which I find to be desirable.
Dated this 8th day of October 1895.
MARKS & CLERK,
18 Southampton Buildings, London, W.C., and 13 Temple Street,
Birmingham, Agents for the Applicant.
Improvements in Gas and Oil Motor Engines.
I, FREDERICK WILLIAM LANCHESTER, of Cobley Hill, near Alvechurch, in the
County of Worcester, 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 to improvements in the cooling arrangements of gas and
oil motor engines and in the vapourising arrangements connected with the latter.
My invention consists of improved mechanical arrangements whereby the
temperature of the walls of the motor cylinder and compression space can be kept
uniform by the passage of air over the cylinder walls, at the same time a
supply of air at a practically uniform temperature is available for vapourizing the
oil as required in oil engines.
The accompanying sheet of drawings illustrates one modification of my
invention.
Figure 1 is a cross section through an engine cylinder with my improved cooling
jacket in position.
Figure 2 is a plan of mechanism for regulating the temperature.
Figure 3 is a side elevation of the air supplying device.
In carrying my invention into effect according to the modification illustrated at
Figures 12 and 3, I preferably construct the motor cylinder A (Figures 1 and 2)
of steel tube and force or shrink thereon a number of rings B of copper or other
good conductor of heat, leaving sufficient space for the circulation of air between
them. The rings B may be of sheet metal stampings fixed in turned grooves in
the cylinder A, or as shown in the drawings they may be slipped tightly on the
turned cylinder. After fixing the rings B in position on the cylinder A I sometimes
turn them thinner towards the edge so as to increase the air spaces between them
without appreciably diminishing their efficiency.
Round the rings B and cylinder A I fix an outer casing O having an inlet E and
an outlet P both of large area. The air inlet E leads by a short pipe F to a
casing completely enclosing the flywheel rim D. On the flywheel rim D I fix
a number of vanes C thus making it serve the additional purpose of a centrifugal
fan, and causing a steady current of air to pass between the rings B and round the
cylinder wall.
On the outlet of the casing OI place a rotating damper G (Figure 2) and
regulate it automatically in the following manner. I construct a compound shaft H
consisting of an outside tube and a central core fitting it easily; the tube and
core being of metals having different coefficients of expansion.
The core and tube

page_text: are rigidly secured to each other at the end R but at the end T the tube carries
two fixed collars L L and a loose sleeve M between which a pair of loose bevil
wheels S S revolve. The end T of the core however is rigidly secured to the
collar M preferably through slots in the outer tubing and by collars. The shaft H
I place in the path of the outlet P and I drive it by a pair of screw gear wheels
such as J K from the engine.
The bevil wheels S S gear into a third wheel U keyed on a small spindle
carrying the worm V; this worm operating on worm teeth formed on the edge of
the damper G. As long as the outgoing air is at the desired temperature both the
core and tube of the shaft H are of such length that both bevil wheels S S ride
loosely and consequently the damper is not operated; when any deviation above
or below this temperature takes place, a corresponding difference of expansion
occurs between the core, and the tube causing either one or the other of the
wheels S to be gripped firmly between the sleeve M and its collar L and so
operate the damper G to increase or diminish the quantity of air passing and
thereby restore its temperature to that desired.
A special advantage of the cooling device herein before described and illustrated
at Figure 1 is found on the establishment of a centrifugal convection current.
The air in traversing the jacket becomes heated in the immediate proximity of
the hot cylinder surface and being of less density than the cooler air owing to the
curvature of its path, a centrifugal convection current is established. This action
is shown diagrammatically at Figure 1 in which the double headed arrows show
the hot currents and the single the colder currents.
I may construct the conducting rings B of castings instead of stampings and
they may have projections or corrugations formed in their surface to break up the
air currents and expose the whole of the air to the heated surface.
In applying the present invention to oil engines I prefer to connect the air
inlet N of the vapourizer to a point on the jacket casing O Figure 2 at or near the
main air outlet P, or to so arrange that the vapourizer shall draw its air from the
current escaping from the outlet P. In this manner I ensure a constant
temperature for my air supply to the vapourizer.
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―
1. In gas or oil motor engines a cylinder air cooling jacket constructed and
operating, substantially as herein before described with reference to Figures 1 and 3
of the accompanying drawings.
2. In gas or oil motor engines a temperature regulating device constructed and
operated as herein before described with reference to Figure 2 of the accompanying
drawings.
Din och IT... 1000
MARKS & CLERK,
18, Southampton Buildings, London, W.C., Agents.