Improvements in Oil Engines.
Year: 1895

page_text: Date of Application, 21st June, 1895
Complete Specification Left, 20th Mar., 1896-Accepted, 25th Apr., 1896
Improvements in Oil Engines.
I, HENRY THOMAS DAWSON, of 11 Vernon Road, Clapham, London,
Gentleman, do hereby declare the nature of this invention to be as follows:-
For the use of hydrocarbon oils such as ordinary petroleum lamp oils and
similar fluids which require heating to produce a sufficiently combustible vapour
for use in an engine similar to a gas engine I provide special appliances as
follows:-
The engine I form either with a revolving piston serving to control the opening
and closing of the inlet and outlet ports of the cylinder as described in. the
Specifications of former Patents granted to me No. 98651 or according to my
Patent No. 695292 or in any other convenient general arrangement.
The outlet passage from the exhaust ports of the cylinder or cylinders or part of
them if the engine cylinder be double ported or if the engine has more than one
cylinder, open into an enlarged chamber in proximity to the admission ports from
which extends an outlet passage. When the engine is at work some or all of the
exhaust gases can be made to pass away through this chamber-another outlet
aperture fitted with a valve is provided to allow of some of the hot gases escaping
without passing through this chamber.
Passing through the interior of this chamber is a retort or vaporizer-space
being left between it and the outer chamber for the passage of the heated exhaust
gases. Both the inner and outer sides of the retort are corrugated to give extended
surface for freely receiving heat from the exhaust gases and giving it up to the
mixture of air and oil which is introduced into the retort.
At one end of the retort is a valve by which mixed air and oil are admitted to
the retort.
At the other end of the retort is another valve by which the mixed
air and oil vapour heated in the retort can pass in as direct a manner as possible to
the admission port of the cylinder.
The oil for working the engine is contained in a reservoir which may be at any
convenient distance, to the top of which air under pressure is admitted from an air
pump worked by the engine.
A pipe from near the bottom of the reservoir extends to the admission valve by
which the oil is to be admitted to the retort. This admission valve is preferably
situated at the opposite end of the retort to that at which the outlet valve for the
passage of heated air and oil vapour to the cylinder is situated.
The valve is constructed to admit small quantities of oil and air under pressure
into a perforated pipe which extends into the interior of the retort.
The valve may be a coned lift valve of slight taper held down by a spring into a
corresponding seat and by air under pressure bearing on its outer end. A groove may
be formed around the valve and a passage opening into this groove for admission of
oil may be formed through the valve seating. When the valve is moved from its
seat air under pressure will pass along its sides and the oil admitted to the groove
around the valve will be carried along with the air into the perforated pipe which
extends into the retort.
The stem of the valve is made to extend through the perforated pipe and somewhat
beyond its inner end, where it passes out from this end of the perforated pipe a
bush is provided which fits closely around the valve stem-whilst between the
remainder of the interior of the perforated pipe and the valve stem is an annular

page_text: space into which the mixed oil and air can enter. The end of the valve stem comes
in proximity to the outlet valve past which heated air and oil from the retort pass
to the cylinder-the valve is made to be a lift valve opening inwards into the
retort.
When the outlet valve is lifted and the passage from the retort to the cylinder
thereby opened the outlet valve comes against the end of the valve stem and
thereby opens the valve which admits oil and air to the perforated pipe.
The opening and closing of the outlet valve from the retort is arranged to be
controlled by the governor of the engine-so that if the speed of the engine exceeds
the speed required the valve remains shut but if the engine is running at its proper
speed the valve is opened at the proper times for admitting heated vaporized oil
and air to the cylinder.
When the valve is opened and mixed vaporized oil and air are being drawn from
the retort into the cylinder of the engine a further supply of air is drawn into the
retort through an inlet valve placed near the oil admission valve. This air valve
is made light and is kept normally shut by a light coiled spring but is opened by
the partial vacuum formed in the retort by the suction stroke of the engine. The
governor is arranged to open the outlet valve from the retort at the commencement
of the suction or charging stroke and with it the admission valve and (by the inrush
of air) also the air valve.
A still further quantity of air is added to the vapour as it enters the cylinder the
air being drawn into the cylinder through an admission port which is then open-
the amount of air so admixed with the vapour cau be regulated by partly stopping
one of the air inlet passages so that the whole may form a well mixed charge of
proper density for explosion.
For igniting the explosive mixture of air and vaporized oil contained in the
cylinder of the engine I use a heated ignition tube similar to that described
in my Patent No. 9865" which I may also combine with that shewn in Patent
No. 69529.
The exterior of this tube I keep heated by a flame directed against it from a
burner supplied with air and vaporized oil.
The ignition tube is situated within a chamber at the side of the cylinder lined
with asbestos or other slow conductor of heat. The outer end of this chamber opens
into a vertical tube or chimney which is open at top and bottom. The burner is
made to pass up through the bottom of the chimney and to direct its flame into the
asbestos lined chamber.
The oil is supplied to the burner from the oil reservoir through a tap which also
serves to control the admission of oil and air to the heated retort above mentioned.
Two passages are formed transversely through the plug of the tap. Two passages
are also formed through one side of the shell of the tap one for admission of
compressed air the other for oil. Corresponding passages are also formed through
the opposite side of the shell one for the passage of air and the other for oil to the
vaporizer.
The transverse passage through the plug of the tap which serves as the oil
passage I arrange to be the one nearest to the small end of the plug-from this
passage a small longitudinal passage is made to extend to the plug's small end and
through this passage oil passes to the burner.
The oil passing out from the end of the plug of the cock is made to pass first
through a pipe suitably packed with cotton or other porous material serving as a
filter.
From thence the oil passes to a retort which may be a coil of pipe surrounding
the ignition tube and which is kept hot by the same flame as that which heats the
igniting tube. In the retort the oil is converted into vapour and finally issues
from a small jet and after passing through an injector tube where it is mingled with
air it burns in the furnace chamber within which the ignition tube is placed.
By placing the coils of pipe forming the retort nearer to or further from the
asbestos lined furnace chamber the retort can be more or less heated as required.

page_text: When the
To commence working, these parts are first heated by a lamp. Afterwards the
retort is heated and the engine is then ready to be started. To allow of the retort
being thus heated before starting the engine, the chamber through which the retort
extends has an opening formed in it at the bottom fitted with a cover.
engine is to be got ready for work the cover is removed and a lamp placed below
the opening to heat the retort. When the retort is heated to approaching a red
heat the lamp is removed and the cover replaced.
The oil and air admission tap is so constructed that in one position of the plug
all the passages are closed and so that on commencing to turn the plug it admits oil
to the burner for maintaining the ignition tube at a proper heat-a further turn of
the plug causes air to be admitted to the perforated pipe which is within the retort
wherein the oil and air which are to pass to the cylinder are heated. Usually a
residue of oil remains in all the oil passages and is enough to start work. After a
few strokes of the engine a further turn of the plug of the cock admits oil to the
retort and the whole apparatus is then in action and the engine will run until the
oil in the reservoir is exhausted.
Dated this 20th dow of June 1805
Improvements in Oil Engines.
1, HENRY THOMAS DAWSON, of 11 Vernon Road, Clapham, London,
Gentleman, 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 :-
One object of my invention is to enable engines which are constructed in such a
manner that a revolving piston serves to control the opening and closing of the
inlet and outlet ports of the cylinder as described in the Specifications of former
Patents granted to me Nos. 6407%, 9865" and 6952 to be worked with hydrocarbon
oils such as ordinary petroleum lamp oils and similar fluids which require heating
to produce a sufficiently combustible vapour for use but the improvements are also
partly applicable to other oil and gas engines.
The outlet passage from one or more of the exhaust ports of the cylinder
or cylinders of the engine is made to open directly into an enlarged chamber from
which extends an outlet passage. When the engine is at work some or all of the
exhaust gases are made to pass away through this chamber-another outlet
aperture fitted with an automatic valve is provided to allow of some of the hot
gases escaping without passing through this chamber when the retort is sufficiently
heated.
Passing through the interior of this chamber is a retort or vaporizer-space being
left between its sides and the sides of the outlet chamber for the passage of the
heated exhaust gases. Both the inner and outer sides of the retort are corrugated
to give extended surface for freely receiving heat from the exhaust gases and giving
it up to the mixture of air and oil which is introduced into the retort.
At one end of the retort is a valve by which mixed air and oil are admitted to
the retort.
At the other end of the retort is another valve by which the mixed air
and oil vapour heated in the retort can pass in as direct a manner as possible to the
admission port of the cylinder.
any
The oil for working the engine is contained in a reservoir which may be at
convenient distance, to the top of which air under pressure is admitted from an air
pump worked by the engine.
A pipe from near the bottom of the reservoir extends to the admission valve by
which the oil is to be admitted to the retort.

page_text: The valve is constructed to admit small quantities of oil and air under pressure
into a perforated pipe which extends into the interior of the retort.
The valve may be a conel lift valve of slight taper held down by a spring into a
corresponding seat and by air under pressure bearing on its outer end. A groove
may be formed around the valve and a passage opening into this groove for
admission of oil may be formed through the valve seating. When the valve
is moved from its seat air under pressure will pass along its sides and the oil
admitted to the groove around the valve will be carried along with the air into the
perforated pipe which extends into the retort.
The stem of the valve is made to extend through the perforated pipe and
somewhat beyond its inner end; where it passes out from this end of the perforated
pipe a bush is provided which fits closely around the valve stem-whilst between
the remainder of the interior of the perforated pipe and the valve stem is an annular
space into which the mixed oil and air can enter. The end of the valve stem comes
in proximity to the outlet valve past which heated air and oil from the retort
pass to the cylinder-this valve is made to be a lift valve opening inwards into the
retort.
When the outlet valve is lifted and the passage from the retort to the cylinder
thereby opened the outlet valve comes against the end of the valve stem and
thereby opens the valve which admits oil and air to the perforated pipe.
The opening and closing of the outlet valve from the retort is arranged to be
controlled by the governor of the engine-so that if the speed of the engine exceeds
the speed required the valve remains shut but if the engine is running at its proper
speed the valve is opened at the proper times for admitting heated vaporized oil
and air to the cylinder.
When the valve is opened and mixed vaporized oil and air are being drawn from
the retort into the cylinder of the engine a further supply of air is drawn into the
retort through an inlet valve placed near the oil admission valve. This air valve
is made light and is kept normally shut by a light coiled spring but is opened by
the partial vacuum formed in the retort by the suction stroke of the engine. The
governor is arranged to open the outlet valve from the retort at the commencement
of the suction or charging stroke and with it the admission valve and (by the
inrush of air) also the air valve.
A still further quantity of air is added to the vapour as it enters the cylinder the
air being drawn into the cylinder through an admission port which is then open-
the amount of air so admixed with the vapour can be regulated by partly stopping
one of the air inlet passages, so that the whole may form a well mixed charge of
proper density for explosion.
For igniting the explosive mixture of air and vaporized oil contained in the
cylinder of the engine I use a heated ignition tube similar to that described in
my Patent No. 9865” which I may also combine with that shewn in Patent
No. 6952º2
This tube I keep heated by a flame directed against it from a burner supplied
with air and vaporized oil.
The ignition tube is situated within a chamber at the side of the cylinder liued
with asbestos or other slow conductor of heat. The outer end of this chamber
opens into a vertical tube or chimney which is open at top and bottom. The
burner is made to pass up through the bottom of the chimney and to direct its
flame into the asbestos lined chamber.
The oil is supplied to the burner from the oil reservoir through a tap which also
serves to control the admission of oil and air to the heated retort above mentioned.
Two passages are formed transversely through the plug of the tap. Two passages
are also formed through one side of the shell of the tap one for admission of
compressed air the other for oil. Corresponding passages are also formed through
the opposite side of the shell, one for the passage of air and the other for oil to the
vaporizer.
The transverse passage through the plug of the tap which serves as the oil

page_text: passage
I arrange to be the one nearest to the small end of the plug-from this
passage a small longitudinal passage is made to extend to the plug's small end and
through this passage oil passes to the burner.
The oil passing out from the end of the plug of the cock is made to pass first
through a pipe suitably packed with cotton or other porous material serving
as a filter.
From thence the oil passes to a retort which may be a coil of pipe surrounding
the ignition tube and which is kept hot by the same flame as that which heats the
igniting tube. In the retort the oil is converted into vapour and finally issues from
a small jet and after passing through an injector tube where it is mingled with air
it burns in the furnace chamber within which the ignition tube is placed.
By placing the coils of pipe forming the retort nearer to or further from the
asbestos lined furnace chamber the retort can be more or less heated as required..
To commence working, these parts are first heated by a lamp. Afterwards the
main or working retort is heated and the engine is then ready to be started..
To allow of this retort being thus heated before starting the engine, the chamber
through which the retort extends has an opening formed in it at the bottom fitted.
with a cover.
When the engine is to be got ready for work the cover is removed
and a lamp placed below the opening to heat the retort.
When the retort is.
heated the lamp is removed or extinguished and the cover replace:l.
The oil and air admission tap is so constructed that in one position of the plug.
all the passages are closed and so that on commencing to turn the plug it admits oil
to the burner for maintaining the ignition tube at a proper heat-a further turn of
the plug causes air to be admitted to the perforated pipe which is within the retort.
wherein the oil and air which are to pass to the cylinder are heated. Usually a.
residue of oil remains in all the oil passages and is enough to start work.
After a
few strokes of the engine a further turn of the plug of the cock admits oil to the
retort and the whole apparatus is then in action and the engine will run until the
oil in the reservoir is exhausted.
The engine is not only capable of being worked with oil as above described but.
can also be worked with gas instead of oil.
The drawings annexed show an engine having a reciprocating revolving piston
acting as inlet and outlet valves and adapted as above described for being worked.
with petroleum oil vapour.
Figure 1 is a side elevation of the engine. Figure 2 is a vertical section of parts.
of the same.
Figure 3 is a section in plan of the apparatus taken through the centre of the
retort or oil vaporizer showing the method of its application to one of my double.
ported revolving piston gas engines. Figures 4, 5 and are views and details taken.
at other angles.
Figure 7 shows the application of the vaporizing apparatus to a single ported.
revolving piston gas engine.
Figure 8 is a view of the valve lever of the vaporizing apparatus.
Figure 9 is the oil spray valve in section to a larger scale, and Figure 10 is the-
air valve used in conjunction with the spray valve.
Figure 11 is a section of the igniting apparatus, the igniting tube being of the
same construction as used in my revolving piston gas engines according to Patents
Nos. 64070, 9865 and 695292 and Figure 12 is another view of the same.
In Figures 13, 14 & 15 some of my improvements are shewn applied to an engine.
in which instead of the rotating piston other forms of valves for inlet and outlet of
the working cylinder can be used.
Figure 13 is a horizontal section through the retort.
Figure 14 a horizontal section through the cylinder.
Figure 15 an elevation partly in section of the cylinder and retort.
Figure 16 shows to a larger scale the arrangement of the automatic outlet valve b².
for the exhaust with the apparatus for moving the same.

page_text: In Figures 1 to 12 the same letters refer to the same parts and it will be under-
stood that all the main parts of these engines are of the construction described in
the above named Patents and I will not therefore describe them or the action
of the rotating and reciprocating piston.
a is the vessel or casing fixed upon exhaust port 6 and extending towards
admission port c.
e is the retort contained within the vessel a.
The retort is corrugated within and without as shown. The hot gases from the
exhaust port b, flow around e, and finally escape by the exhaust pipe d, keeping
the retorte at a proper heat during work. If the retort becomes too hot some
of the exhaust gases are discharged at the valve 61 which is opened and closed
automatically as hereinafter described so as to keep the retort at a proper heat.
fis an aperture underneath casing a. f¹ is a cover by which the aperture can be
closed this cover is carried by a swing bridge piece as shown at Figure 6, which
allows of the cover being turned to one side and a lamp being placed below the
retort to heat it when commencing work. 9 is a casing containing the spray supply
valve g', which is conical of rather small taper and fits well in its seat, being held
thereto by spring g². The valve is furnished with a long pin or spindle g³ which
passes through and finally projects beyond a tube 9, which tube itself passes
through the centre of the retort e. The tube g is perforated by fine apertures or
cuts as shown and where the rod g³ emerges from the tube g', it passes through a
closely fitting bush 98. The spray valve gl has a groove around it and into this
groove opens the oil passage 9 while air under pressure enters at 9' and bears
against the outer end of the valve,- is the outlet or delivery valve through
which the vapour passes to the admission port c of the engine, the valve h is held
to its seat by the bent spring (Figure 4) and is opened at intervals by the engine
through the medium of an inertia or other governor. The valve h is in such a
position that its opening causes it to press upon the pin g³ and thus open the spray
valve g when valve h has opened to nearly its full extent.
h¹
The spindle of the valve is coupled to one arm of a lever, the other arm i of
which is acted upon by the governor.
In Figures 1 and 2 I have shown an inertia governor (to which I lay no claim
under this Patent as it is described in a Provisional Specification lodged by me
No. 2076695) used for opening and closing the valve h. This governor is composed
of a telescopic rod 2x the upper half of which is pointed to the lever arm i
whilst the lower half x is reciprocated to and fro by the engine. In the drawings
it is shown as being reciprocated to and fro by a crank or eccentric which is
_caused to make one revolution for every two revolutions of the crank shaft of the
engine. is a lever catch jointed to the rod 22×-one arm engages with the rod z³
and when the rod 22x is drawn downwards draws down the rod 2 with it so long as
the speed of the engine is not excessive. The other arm of the lever catch is
coupled to a weight which can slide to and fro along the rod 2x and is attached
to a collar on this rod by a coiled spring z*.
So long as the speed is not excessive the weight is reciprocated to and fro
together with the rod 2, the coiled spring maintaining it in such a position
relatively to the rod that on each down stroke of the rod 2x the catch engages
with the rod 22 and draws it also downwards and so causes the valve h to he opened.
When the speed of the engine exceeds the speed desired the reciprocating move-
ments of the weight lag behind those of the rod 2* and consequently the catch is
then held in such a position that on the down stroke of the rod 22x the catch z does
not engage with and draw down the rod 2 and the valve h remains unopened.
The oil valve casing 9 has standing out from it an air valve casing k which
contains an air inlet valve k' held to its seat by a light spring k².
1, Figure 1, Sheet 1, is a vessel containing oil maintained under pressure by an
air pump. fitted to the engine, and, when the engine is not at work the pressure is
retained by the double stopcock 1, a pipe from which dips into the oil in the
vessel.
The igniting apparatus, Figures 11 and 12, is constructed so far as the igniting

page_text: tube itself is concerned according to my previous Patents Nos. 64070, 9865" and
6952 but to adapt it for heating by petroleum oils, the apparatus now to be
described is used. m is a coil of tube loosely surrounding part of the igniting tube
and its spring plug holder. The tube m terminates at one end in the fine jet m¹
furnished with the pricker or scavenger m², both for adjusting its delivery and
keeping the jet free from slight deposit. The heat of the vapour is adjusted by
the number and position of the turns in the coil m. The tube m terminates at its
other end in a larger tube n which is filled with porous or fibrous material and acts
as a filter and the tube n is fitted upon a compound cock o. It should be noted
that while the pipes leading from the cock, Figure 1, Sheet 1, are shown for
clearness directly entering the spray valve casing g, before doing so in practice they
pass through the compound cock o, fixed upon the engine, the oil entering and
leaving by g and the air under pressure by g'. It will be noticed that the passages
are contracted to very small diameters in the plug of the cock o, so that when the
cock is full open the engine just gets the required amounts of oil and air.
The passages in the cock plug are furnished with small cuts or widenings as shown
at P, Figure 12, so that the first movement of the cock from close shut, lets oil
under pressure into the passage n', but no further past the plug, the next movement
of the handle lets air under pressure pass through g', and the final movement when
full open as shown lets oil pass through all the upper passages 9 and n³ and air
through the passages g'. m³ is an injector tube which causes more air to enter the
furnace and intensifies the heat ensuing. m is non-conducting material lining
the furnace cavity.
The action of the whole apparatus is as follows:-The stop cock on the oil
vessel being first opened and a proper pressure existing therein the coil of tube m
and parts adjacent are then heated by a lamp or by burning a little cotton soaked
in oil or spirit under it, when sufficiently heated the cock o is moved about
a twelfth of a turn to a mark upon its gland, and the vessel being previously
charged with oil under air pressure, the oil flows through n' through n and into the
coil m where it is vaporized and issues in a jet at m¹ and rushing through the
injector m³ burns when ignited with a strong clear heat in the furnace chamber
where it shortly heats the igniting tube to the necessary degree and if nothing
else is done will maintain it so for a long period without attention. Next the
aperture under the casing a is opened and a flame from a lamp of usual
construction allowed to play upon the retort e and adjacent parts until the
vaporizing apparatus approaches a red heat, the aperture is then closed and the
cover fixed by the tightening screw fx, Figure 6. The cock o is then moved a
further amount as marked which admits air under pressure to the spray valve and
as usually a residue of oil remains in all the oil passages and is enough to start
with, a few turns of the fly wheel will then start the engine when the cock o may
be gradually fully opened, and the whole apparatus is then in action and the
engine runs until the oil is exhausted, the hot gases from the working cylinder
keeping the retort and adjacent parts at the proper heat.
If the proper speed is exceeded, the governor fails to open the admission valve h
and therefore the spray valve g', so that no oil enters the retort e and no vapour
leaves it until the speed falls and the valves act again.
The air and oil under pressure, after passing through the spray valve g² pass
along the tube g' and out at the fine cuts and are thrown in fine spray directly
upon the corrugated interior of the hot retort e. Air entering the valve k by the
suction of the engine helps to carry the vapour forward to the admission port
where more air is added and the whole finally enters the cylinder in a well mixed
and proper condition for working. If the engine is of the double port class the
last addition of air is made by the same air passage entering the admission ports as
if used for a gas engine, while if the engine is of the single port kind the final air
admission is made by an aperture at c, Figure 7, and its amount is adjusted by
partially covering the entrances or by other means.

page_text: In Figures 13, 14 and 15, a¹ is the cylinder of the engine, a² is the passage
leading from the exhaust valve, a³ is the passage leading to the inlet port. The
hot gases from the cylinder enter the casing a by the passage a² and the oil vapour
and heated air from the retort e after passing through the valve h enter the
cylinder by the passage a³. The cylinder valves are not shown in these figures but
may be lift or other valves.
Figure 16 shews to a larger scale the arrangement of the automatic outlet
valve for the exhaust, with the apparatus for moving the same-the valve bl
has a short lever 62 upon its axis and this is connected by an adjustable rod ³ to
the longer arm of the lever 64 whose fulcrum is at d' in the metal of the exhaust
pipe. The shorter arm of engages with one end of a brass rod d³ whose other
end is firmly fixed to the exhaust pipe. Other mechanical equivalents of this
arrangement may be used. Should more heat pass through the casing a and
around the retort than is needful to keep the retort at a proper temperature the
brass rod d2 in the exhaust pipe d expands and acting upon the shorter arm of the
lever opens more or less the valve and thus allows some of the hot exhaust
gases to escape without passing around the retort, thereby checking its tendency to
reach an undue temperature.
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. The combination of an engine having a reciprocating piston which is also
rotated to open and close at the proper times inlet and outlet ports formed in the
sides of the cylinder with a chamber or casing fixed at the side of and close to the
cylinder and with a retort passed through the chamber, the chamber being open to
an exhaust port from the cylinder so that the exhaust gases may pass away through
it and heat the retort whilst oil and air can be supplied to one end of the retort
and can be delivered from the opposite end to the inlet port of the cylinder as
mixed heated air and oil vapour, substantially as described.
2. A hydrocarbon or oil engine in which the sides of the retort used for
vapourizing the oil are surrounded by a chamber communicating with the exhaust
port or ports of the cylinder and with an outlet passage or chimney and in which
oil and air are admitted to the retort through an inlet valve situated at one end of
the retort whilst the heated vapour passes off to the cylinder through a valve at
the opposite end substantially as described.
3. The combination of a hydrocarbon or oil engine in which the oil retort or
vaporizer is heated by the hot exhaust gases passing from the cylinder with an
automatic valve which opens when the retort tends to become overheated and then
allows more or less of the hot gases to escape without passing around the retort
for the purpose of keeping the retort at a proper temperature substantially as
described.
4. The combination of the retort-the inlet valve for oil and air at one of its
ends and the perforated tube extending from the inlet valve nearly to the opposite
end of the retort-for spraying the oil mixed with air against its heated sides
substantially as described.
5. Forming the inlet valve of the retorts or vaporizers of oil engines with a long
stem extending through a perforated tube to near the outlet or delivery valve so
that the outlet valve on being opened also opens the oil supply valve substantially
as described.
6. Forming the inlet valve for admitting oil and air to the retorts or vaporizers
of oil engines with a groove around the valve or its seat into which oil under
pressure is supplied whilst air under pressure is admitted to the outer part of the
valve substantially as described.
7. The combination of the retort, the perforated spraying tube passing within it
and a valve for admitting soil and air to the spraying tube such valve having a

page_text: groove around the valve or its seat into which oil under pressure is supplied whilst
air under pressure is admitted to the outer part of the valve substantially as
described.
8. The retort or vaporizer having both its interior and its exterior corrugated
or furnished with ridges combined with a perforated tube passing along its interior-
for spraying oil and air upon its heated internal surface substantially as described.
9. The combination of the retort, the outlet or delivery valve under the control'
of the governor at one of its ends-the inlet valve for oil and air at the opposite
end and the long stem of the inlet valve extending through a spraying tube into
close proximity to the outlet valve so that when the governor allows the outlet
valve to be opened the inlet valve is opened also-substantially as described.
10. The combination of the retort fitted with an oil and air admission valve and
an outlet valve for the heated air and vapour, with an air inlet valve for the
admission to the retort of a further supply of air substantially as described.
11. The combination of the coil of tube surrounding the hot igniting tube or its
holder (through which coil the oil for heating the igniting tube is passed) with an
air injector tube through which a jet of oil vapour is passed from the coil to form
a suitable burning mixture for heating the igniting tube the coil being placed out
of the line of flame, substantially as described.
12. Controlling the supply of all the air and oil delivered to the engine under
pressure, including the oil for heating the igniting apparatus, by one cock,.
substantially as described.
13. The combination of the igniting tube, the coil for vapourizing the oil for
maintaining the igniting tube at a proper heat, the injector tube for air, the cock
for controlling the supply of air and oil under pressure, with a tube packed with.
filtering material, substantially as described.
14. The combination of an engine having a reciprocating piston which is also
rotated to open and close at the proper times inlet and outlet ports formed in the
side of the cylinder with the oil reservoir the air pump for putting the oil under
air pressure, the retort with its oil, air and outlet valves, the coil for vaporizing
the oil used for heating the ignition tube and the pipes leading the oil and air
from the reservoir, the double stop-cock upon the reservoir and the cock for
controlling the whole of the air and oil supplied to the engine under pressure.
substantially as described.
Dated this 16th day of March 1896.
HENRY T. DAWSON.