Improvements in Motors Worked by Hydro-carbon or other Gases, and in Means for Controlling same.
Year: 1895

page_text: Date of Application; 20th Dec.. 1995
Complete Specification Left, 21st Sept., 1896-Accepted, 21st Nov., 1896
PROVISIONAL SPECIFICATION.
Improvements in Motors Worked by Hydro-carbon or other Gases,
and in Means for Controlling same.
We, CHRISTOPHER THOMAS WORDSWORTH, of 4, Corporation Street,
Manchester, in the County of Lancaster, EDMUND WISEMAN, of Cheapside,
Lutou, in the County of Bedford, and JOHN HOLROYD, of 13, Alleyn Terrace,
Park Road, West Dulwich, London, in the County of Middlesex, Engineers, do
hereby declare the nature of this invention to be as follows :—
This invention relates to improvements in internal combustion motors for hydro-
carbon or other gases referred to in Patents No. 3568 of 1883; 15507 and 15507 A
of 1886, and has for its objects the construction of motors with one or more
expansions in one or more cylinders; so arranged that improved cycles of
work are produced and higher efficiency and better results obtained thao
heretofore.
This invention includes also an improved method of producing and using a
combustible gaseous vapour and improved means for controlling the said
motors.
In carrying out the said improvements as applied to simple expansion motors
constructed with four or more either wholly or partially water-jacketed cylinders
hereinafter described there are arranged firstly, for example, four cylinders
secured to a suitable bed or framing, with pistons and rods moving freely in
them and connected by any well known means to cranks or crank-pins on a shaft
preferably carrying a fly-wheel, thereby giving off work. At the end of each
cylinder is formed the combustion chamber and other extensions if necessary,
and having suitable valves for the admission of the combustible vapour and air
which is hereinafter termed the combustible charge, and a separate volume of air
is used for the purpose of ejecting a portion of the residual gases after combustion
through an exhaust valve suitably operated. There are also arranged in combina-
tion with and in close proximity to the said combustion chamber for the purpose
of conduction one or more reservoirs or chambers for storing gaseous vapour and
air, or air separately, at high temperatures to prevent condensation of the gaseous
vapour, which vapour may be used for illuminating, heating, and other purposes
connected with the motor.
•
For supplying the liquid hydro-carbon in definite quantities any well known
mechanical device may be used and operated under the control of the governor.
The front end of the low pressure cylinder and piston are utilized for transferring
to the high pressure cylinders at a certain portion of the stroke alternately a
volume of air and thus charging the high pressure cylinders with a greater volume
of air and gaseous vapour to forin the combustible charge, than in ordinary practice
is drawn in on the suction stroke and thus by providing a pressure above the
atmosphere utilising a larger volume of more diluted combustible charge, ensuring
a more economical effect. The four cylinders aforesaid are arranged as follows ;-
Two cylinders are placed side by side on the same horizontal line and are coupled
with another two cylinders also placed side by side and on the same axial line as
the first mentioned. The pistons of each pair of cylinders are connected by rods

page_text: moving through sleeves or stuffing boxes formed in the cylinder covers and are
further connected to a cross-head which is supported by slipper guide-blocks
moving in guides or in any well known manner. This cross-head is connected
at each end to a connecting rod, which latter are respectively coupled up to cranks
or crank pins formed on the crank shaft. The four pistons move simultaneously
and in one direction, the cycle of work being effected by the alternation of functions
in the adjacent cylinders, as hereinafter described. An effective working stroke is
thus obtained at each backward and each forward stroke of the pistons, the result
being a continuous action on the crank-shaft during each revolution of the same,
thus ensuring steady and even working throughout this special cycle of operations.
The cylinder covers abovo referred to are placed at the ends of the cylinders
facing each other on the same axial line, and have provision made for carrying
inlet and outlet valves of any suitable form, one of which is in connection through
ports and passages with a reservoir or chamber through which are passed air, or
vapour and air and which may in some cases be sent through a separate pipe and
valve into the combustion chamber, and in other cases, either separately or in
combination with the arrangement just mentioned, the air whilst being compressed
by the action of the piston with radiating ribs, may be allowed to pass through a
tube cr passage formed in the body of the piston, thus lifting a valve sufficiently
to permit of its ingress into the working cylinder thereby ejecting the hot products
or residual gases from the working cylinder during the exhaust stroke thereby
cooling the same. The said valve is held to its seat by a spring.
In some cases the air is drawn in or forced through a passage preferably spiral,
formed around the body of the working cylinder for the purpose of controlling
the temperature of the latter and heating the air, which is then passed into a
reservoir or chamber and used as hereinafter more fully described; the water
jacket usually surrounding the working cylinder being in such case either wholly
or partially dispensed with as may be deemed desirable. When needed a small
circulating pump may be used for the purpose of using as small a quantity of water
as possible.
According to another form of this invention, a more economical result may be
obtained from the combustible charge and heat from its surroundings, by disposing
the high pressure cylinders in pairs, each pair being connected by ribs or webs
with a low pressure cylinder which is placed immediately above the said high
pressure cylinders for the purpose of conveying heat by conduction from the former
to the latter and also transferring the hot residual gases at predetermined intervals
from each high pressure cylinder alternately, through an exhaust valve and a port
or passage, with which each high pressure cylinder is provided, into the low
pressure cylinder hereinafter described. This exhaust port or passage may be
formed in the body of the working cylinder, and may be covered and uncovered by
the working piston by its inward or outward movement, thus protecting the valve
from being subject to very high pressures and temperatures after the combustible
charge has been ignited in the combustion chamber and giving a well-timed
movement for determining the release of the hot gases from the high pressure
cylinders to the low pressure cylinder, or the exhaust valve may be positioned in
the combustion chamber, receiving its motion from any moving part of the motor.
Such exhaust valves may be ordinary single or double seated valves, and they may
for the purpose of preventing leakage be constructed with a piston secured to a
spindle moving in a small cylinder or a diaphragm may be used either separately
or in conjunction with either of the above; or a valve provided with suitable ports
and having a semi-rotary motion and water-jacketed, may be used if deemed
necessary.
In some cases the time of opening the exhaust valve, for the release of the hot
gases from the high pressure cylinders to the low pressure cylinder, may be so
arranged as to move the piston the full length of its stroke (as shown in
Wordsworth and another's Patent No. 3568 of 1883) or for any portion
thereof.

page_text: Each working cylinder is provided with a separate combustion chamber which
is bolted to and properly secured to the former, having ports and passages for the
admission of the combustible charge or an air charge, either separately or in
conjunction with air, and which passes internally through a port into the body of
an annular chamber from which the said combustible charge is permitted to flow
into the combustion chamber in finely divided streams by which means it is increased
in temperature and rapidly vaporised; these streams impinge upon the internal
walls of the combustion chamber, and break up the current, which is allowed to
expand through a central passage restricted for the purpose of checking the influx
of the combustible charge. Another port and a valve are provided and connected
with the reservoir previously referred to for the admission of a volume of pure
air for ejecting the residual gases and relieving the vacuum in the cylinders. At
the time of the ejection of the residual gases the said valve is operated in the
manner hereinafter described but moves automatically when relieving the
vacuum.
When more than one combustion chamber is used they may be connected
externally by ribs or webs thus utilising any excess of initial heat obtainable from
a blower or other source of heat when first starting the motor and facilitating an
early start. When starting the motor the combustible charge is ignited by a hot
tube communicating by a passage with the combustion chamber, the said tube
being heated in the manner just described or the charge may be ignited electrically
or in any well known manner.
The low pressure cylinder is of larger area and volume than the high pressure
cylinders above which it is placed and has a piston hereinafter more fully described
moving freely in it and connected by a rod to a separate cross-head and pin and
guide-block specially provided, to the fork end of a connecting rod leading to a
separate throw crank on the crank shaft or other lever devices and rods, and so
timed as to receive its impulse from a volume of air previously pressed up on the
instroke of the piston in the low pressure cylinder just mentioned at a suitable
pressure and temperature, the said volume of air being suddenly raised in.
temperature and expanded by the admission of the hot gases from the high pressure
cylinders alternately and giving off work on the aforesaid low pressure piston
during its outstroke. This low pressure cylinder has a final exhaust valve which
is inoved mechanically as hereinafter referred to for relieving the contents of the
cylinder either directly or indirectly to the atmosphere and may be so placed that
the port or passage leading to such valve will be covered and uncovered by the
motion of the low pressure piston. The front end of the said low pressure cylinder
and piston are as hereinbefore described formed with a passage and in some cases
furnished with a valve of any suitable form for the purpose of permitting a volume
of cool air being drawn into the cylinder. Such passages may be connected and
used in conjunction with or separately from the passage in the front end of the
working cylinders as previously referred to as in combination with the air reservoir.
At one extreme position of the low pressure piston, it uncovers a port and permits
a suitable volume of cool air to pass from one side of the piston to the other into
the body of the cylinder by covering and uncovering certain ports, and permits a
suitable portion of cool air to pass into the cylinder which displaces a certain
ratio of its contents and finally ejects them through the exhaust valve into the
atmosphere. It may be remarked that when the piston passes beyond a certain
aistance the pent up atmosphere is held and compressed into a clearance chamber
which forms part of the low pressure cylinder and is pressed up to any desired
amount for the purpose of receiving the impact of the hot gases from each high
pressure cylinder in succession as previously described. The sudden absorption
of the released hot gases causes a rapid expansion of the air which is already
compressed thus acting on the piston and carrying the expansion to the extremest
limit possible and thereby utilising all the available heat which would otherwise
be lost in the water jacket, the exhaust, or by radiation. A portion of the heat

page_text: just referred to is at fixed intervals permitted to pass through a small port or
valve into a chamber or reservoir, the pressure of which is utilised in a cylinder
for operating a piston as hereinbefore fully described.
Within the clearance space of the low pressure cylinder is provided a regenerator
which may be formed of a series of plates, discs, or their equivalents through or
over which the hot gases from the high pressure cylinders are conveyed when
passing to the low pressure cylinder, thus storing up heat which is again given
off, ensuring better sustained work during the expansion stroke of the low pressure
pişton.
The low pressure piston above referred to may at one end be protected by a
plate, extension piece, or its equivalent, disposed as a non-conductor, and in some
cases a number of ribs or gills are provided on the other end for the purpose of
dispersing the accumulated heat.
The air chamber or reservoir above referred to may contain water, and be so
constructed with ribs or gills internally or externally for giving off heat as to keep
it at a low temperature.
In Wordsworth and another's Patent No. 3568 of 1883 two high pressure
cylinders are shown and described exhausting alternately into one low pressure
cylinder, but the cycle differs from that just above mentioned, inasmuch as
four cylinders are shown and described in the former, the additional cylinder
serving as a combustible charge cylinder and pump, from which the combustible
charge is conveyed alternately to the two high pressure or working cylinders.
This arrangement was however defective, by reason of the relative positions of the
high and low pressure cylinders, the low pressure cylinder being placed opposite
the high pressure cylinder and too far removed from same, heat thus being lost in
the transference of the hot gases from one cylinder to the other. In the improve-
ments now described these difficulties are overcome by placing the low pressure
cylinder immediately above the high pressure cylinders, the heat being thus,
firstly, conveyed to the low pressure cylinder in the most efficient manner due to
its vertical position and secondly without the loss of heat, which was unavoidable
in the transference of the hot gases from one cylinder to the other when disposed
as heretofore.
In Patent No. 15507A of 1886, granted to Wordsworth and another, is shown
and described a motor having one high pressure cylinder and one low pressure
cylinder, but the low pressure cylinder was in that case placed beneath the high
pressure cylinder, and the transference of heat from one to the other was in con-
sequence imperfect; the cycle of operations was also different to that of the motors
herein shown and described.
In Patent No. 15507 of 1886, granted to Wordsworth and another, is shown
and described a form of vaporiser and combustion chamber surrounded by a water
jacket and with a slide valve for the admission of the combustible charge. In the
present improvements the said vaporiser is used without a water jacket and with
an ordinary mushroom valve or valves mechanically moved, instead of the slide
valve, in combination with cylinders arranged in the manner and having the functions
herein fully described.
The improved expansion motor described may be used in pairs or series, and
in that case the cycle of work will overlap itself giving greater steadiness in
working. In lieu of using the simple expansion cylinder as described, one or
more may be used, having the improvements set forth and giving again different
cycles.
With reference to means for controlling the motor, the lay shaft is mounted to
carry cams, levers, and other moving parts for controlling and governing the valves
and other parts respectively, and is geared by spur or screw gear with the crank
shaft, in some cases working in an oil-bath provided for it. The lay shaft referred
to is connected to another shaft through a friction pinion or pinions mounted on a
frame and working in grooves or against other suitable surfaces in a friction wheel,

page_text: preferably inside and outside same, and which are controlled by levers or other
suitable mechanism connected to a hand lever moved against a movable catch and
stop piece on a sector plate, thus operating levers cams, and bowls, and the further
motion of which reverses the action of the pinions or their equivalents, and thereby
the motion, and which subsequently brings the friction brake into operation and
effect, thus controlling the motion and the speed. The friction wheel, brake, or
drum has on its shaft a circular flange or rim, part of which has lugs formed on it
for the purpose of carrying a rocking lever or stud, which has two lever extensions
coupled to each end of a metallic clip or band for the purpose of opening and
closing the same by the action of a lever. This clip works on the outside of
another drum of less diameter, turned and grooved for its reception. This drum
is keyed on rigidly to its own shaft and works independently of the friction wheel.
It has a central friction disc piece working through a socket or sleeve against
suitable faces, and is operated by a cylindrical wedge adjustment,, collars, springs
and lever arrangement. The circular disc piece has a projection or contact piece,
and comes in contact with a bowl on the end of the lever which opens and closes
the brake friction clip.
For the purpose of operating the controlling levers or similar mechanism, a small
air compressor is provided, actuated from any suitable moving part of the, engine
for compressing air into a reservoir or chamber, suitably placed, such compressed
air being afterwards used for operating the levers, index fingers on dials, taps or
valves with suitable passages or equivalent devices in small cylinders containing
pistons or diaphragms. This apparatus is operated, manipulated, regulated and
governed, by a tap or valve operating the said pistons or diaphragms. In some
cases the said stored up air pressure may be used for actuating a hydraulic
column, and subsequently be used in a hydraulic cylinder and pistons provided
with passages or suitable equivalents for cushioning the piston to prevent shock or
violent concussion.
An improved arrangement or devices are provided for pumping and measuring
the liquid hydro-carbon in minute and regular quantities, consisting of a rotary
eccentric disc or cam, operated in a cylinder by a spindle suitably fixed and which
are provided with a moveable tongue piece or sliding abutment respectively. The
said rotary eccentric disc or cam, which receives its motion from any moving part of
the engine, works between two metallic faces, and is provided with suction and
delivery ports. By its action the liquid hydro-carbon is forced into an elevated
reservoir or vessel, properly secured, and connected by taps and pipes, and led to
a regulating tap or device, preferably with a conical seating, the said device being
held to its seat by a spring and having a cavity and passage for venting thus
ensuring greater accuracy than hitherto, such passages sometimes leading to an
air chamber within which the air is slightly compressed to any desired pressure
and which is afterwards used for ejecting the hydro-carbon oil into a sump
provided for it with passages, sometimes leading to a beat valve with perforated
seating, which is mechanically moved and operated on the suction stroke as
described in Patent to Wordsworth and another No. 15507 of 1886 and Patent
No. 11466 of 1887.
It should be clearly understood that we do not limit ourselves to the exact
details of construction given, and may use any or all of the parts herein described
or any modification of the same, may duplicate parts where necessary or may omit
For
any particular part without departing from the spirit of the invention.
instance with reference to the question of the position of any or all of the cylinders
herein described, these may be placed in any suitable position either vertical,
oblique, horizontal, or otherwise but in whatever position the high pressure
cylinders are arranged, the low pressure cylinder or cylinders will be placed
contiguous to and connected to each other, either on or above the horizontal
plane of the former, preferably above, in order to secure all the benefits arising
from such position by better conductivity and rapid transference of heat. And

page_text: again we do not limit ourselves to the particular form of vaporiser herein
described.
Dated this 19th day of December 1895.
F. BOSSHARDT & Co.,
Agents to Applicants.
Improvements in Motors Worked by Hydro-carbon or other Gases,
and in Means for Controlling same,
We, CHRISTOPHER THOMAS WORDSWORTH, of 4 Corporation Street,
Manchester, in the County of Lancaster, EDMUND WISEMAN, late of the above
address, but now of Cheapside, Luton, in the County of Bedford, and JOHN
HOLROYD late of the first address, but now of 13 Alleyn Terrace, Park Road,
West Dulwich, London, in the County of Middlesex, Engineers, 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 especially to motors to be worked by the combustion
within them of the vapour of a hydrocarbon liquid such as petroleum and to
means for controlling the transmission of power developed by such motor.
We will describe the invention by the aid of the aunexed drawings.
Figure 1 is a side elevation partly in section, Figure 2 is a plan, Figure 3 an end
elevation, and Figure 4 is a transverse section on the line C D of Figure 2.
These figures show a four cylinder engine in accordance with our invention.
1, 1, 1, 1, are the four cylinders; they are water-jacketted, and are similar the
one to the other. The pistons are all connected to one cross head and they
impart motion by means of connecting rods 2, 2, to a crank shaft 3, on which there
is a fly-wheel. The cylinders are worked according to the Otto cycle and at any
instant the cycle is in different phase in each cylinder; thus during each revolution
the crank receives two impulses one in each direction. The explosive charge is
introduced and the products of combustion are ejected at the outer end of each
cylinder.
Figures 5, 6 and 7 show to a larger scale the cylinder cover in which the
passages for the introduction of the charge and the ejection of the spent gases are
located. Figure 5 is a longitudinal section of the cover. Figure 6 a transverse
section on the line A B in Figure 7, and Figure 7 is a plan. The charge of
petroleum or like fuel is introduced at 4 by means hereinafter described, and it
meete air drawn from one or other of the compressed air reservoirs 5. The air
passes the valve at 6, which is shown separately by Figure 8 and enters by the
passage 6x into the annular passage 7 in the cylinder cover; it meets the charge of
petroleum, and the two pass together into the other annular passage 8 which leads
them to the under side of the admission valve 9. After passing the admission
valve the charge reaches the cavity 10x in the cast iron button 10 and issues by a
series of perforations (as seen in Figure 5×) into the chamber 11. At the outer
end of this chamber the exhaust valve 12 is situated, and this being closed at the
time that the charge is injected the charge passes through the central passage of
the button 10, into the cylinder. As the piston moves along the cylinder it sucks
in the charge until the admission valve closes, and then the piston passes over the
port 13 in the side of the cylinder and allows compressed air which is stored in
the reservoir 5 to enter the cylinder until the pressure in the capacity which
contains the charge is nearly the same as that in the compressed air reservoir. On

page_text: the return of the piston the charge which already is at a pressure above atmospheric,.
is further compressed and then the heat in the walls of the combustion chamber
and especially in the button 10, is sufficient to ignite the charge. The piston is
now driven towards the inner end of the cylinder, performing work upon the
crank. The piston during this inward stroke again passes over the port 13 placing
the outer end of the cylinder in communication with the compressed air reservoir 5.
The exhaust valve 12 now opens and air passes from the reservoir into the cylinder
and drives out the products of combustion, the expulsion of which is completed by
the return of the piston.
During the movements of the pistons air is compressed by them into the
reservoirs 5, 5.
The inner ends of each pair of cylinders are connected with a suction valve 14
which is shown also by Figure 9 and as the pistons travel outwards air enters
through this valve into the cylinders. On the return of the pistons this air is.
compressed and it enters the reservoir, the inner ends of the cylinder being in
constant communication with the reservoir.
The feed and exhaust valves are actuated in the following manner:-A skew
wheel 15 upon the crank shaft engaging with another skew wheel drives the hori-
zontal longitudinal shaft 16 which revolves at one half the speed of the crank.
shaft. It has upon it an eccentric 16x at each end which by connections as
shown imparts a rocking movement to the lever 17 the ends of which alternately
lift the spindles of the exhaust valves 12. The same eccentric also actuates another
rocking lever 18 which in a similar manner opens the admission valves 9, 9, alter-
nately. The admission valves are however further controlled by a governor 19,.
and when the balls of the governor rise they by a suitable connection lift the
inner ends of the toggle levers 20, 20. These toggle levers are jointed to
pushers 21, 21 which are jointed prolongations of the valve stems.
The pushers
are thus thrown into an inclined position such that they are out of the reach
of the arms of the rocking lever 18. So long as the speed remains excessive the
lever 18 misses the pushers 21 and no charge is admitted to the cylinders.
Figures 10 and 11 show the apparatus by which the petroleum is measured out
in suitable quantities before it enters the engine at 4. 22 is a reservoir to which
petroleum is admitted continuously by a pipe 23 from a rotary pump such as is.
shown by Figures 12 and 13. 24 is an overflow pipe by which any excess of the
oil returns to the tank in which the pump is situate. 25 is a conical measuring
plug it fits into a corresponding shell and has a passage through it of a capacity to
hold the required charge of petroleum. 26 is a vent pipe open at its upper end to.
the atmosphere and 27 is a pipe communicating with a small reservoir not shown
into which air is forced by a pump. The plug 25 receives motion through a small.
arc by connection with any moving part of the engine. This movement brings the
passage in the plug to correspond with a port by which the petroleum enters and
fills the passage and may flow up a certain distance into the vent pipe. Then-
another movement of the plug brings. the passage through it to correspond with
other ports and by the compressed air the charge of petroleum is blown out and it
enters the engine at 4 as before explained. 28 is an ordinary stop-cock to shut off
the supply of oil when the engine is out of use.
The action of the rotary pump shown by Figures 12 and 13 will be readily
understood. 29 is a revolving block which is fitted into the cylindrical chamber 30.
On one side of the block and between it and the cylinder is a cavity 30%. The
petroleum enters this cavity at 31 when the block is in a suitable position and fills
the cavity. The spring slide 32 resting against the block prevents the charge in
the cavity being carried round with the block and it finds an outlet by the-
passage 33. 34 is a packing piece in the block.
As a substitute for the ports 13 in the sides of the cylinders 1, 1, valves 35 may
be provided on the pistons; these valves allow the compressed air to pass from the
reservoirs 5 into the working end of the cylinders whenever the pressure in the
reservoirs sufficiently preponderates.

page_text: A chamber 36 may be provided in connection with the annular passage &
to store a small quantity of combustable vapour to supply a burner if required.
The ignition on starting the engine may be provided for by fitting into the side
of the combustion chamber, a metal-tube 37 closed at its outer end. This tube is
when required heated red-hot by the flame of a lamp which after the engine is
started is no longer-required.
Instead of water-jacketting the cylinders throughout their entire length, the
water-jacket may be confined to the hotter end of the cylinder and the rest of
the length of the cylinder may be enveloped by a spiral passage in which the air
circulates before it reaches the compressed air reservoir.
This arrangement is shown by Figure 14 which is a section of one of the
cylinders to a larger scale. 40 is a water jacket and 41 a spiral air passage
which the air enters by the pipe 42 being drawn in by the pistons past a valve
such as is shown at Figure 9. The air passing through the spiral passage
cools the cylinder and then it reaches the reservoir 5 and the inner ends of the
cylinder.
Figure 15 is a plan Figure 16 an end elevation and Figure 17 a side elevation
partly in section of another engine in accordance with our invention. The section
in the last mentioned figure is taken on the line D E F in Figure 16.
Figure 18 is a section taken on the line A B C in Figure 17. This engine is
provided with six cylinders-four high pressure cylinders working substantially in
the manner already described but with certain differences hereinafter stated, and
two low pressure cylinders. 43, 43, are the high pressure cylinders, they give
motion to a crosshead which is connected by links to cranked levers 44 which by
connecting rods 45 impart motion to a crank on the main shaft 46; this shaft
carries a fly wheel. 47, 47, are the low pressure cylinders; these by means of
piston rods give motion to a cross-head which is linked with the bell crank 48 and
by another connecting rod 49 this bell crank 48 drives another crank on the main
shaft. Each low pressure cylinder works in connection with two of the high
pressure cylinders. As soon as the charge is ignited in one of the high pressure
cylinders the greater part of it passes by the port 50 and the intermediate valve 50×
into the low pressure cylinder, the piston of which at this time is at or about the
outer end of its stroke. The hot products of combustion meet air previously
compressed in the low pressure cylinder, and the pressure of this air so heated then
drives the piston to the further end of its stroke, work being done on the crank
shaft. Each low pressure cylinder is provided with an exit valve 51 which consists
of a double piston with packing rings working in a cylindrical casing having ports
on its opposite sides by which the gases from the low pressure cylinder pass out
when the double piston valve uncovers the ports. This exhaust valve 51 opens
at about the time when the piston arrives at the inner end of its stroke, and then
compressed air from the reservoir 5 passes the piston by the passage 52 driving the
products of combustion before it out through the exhaust valve. The exhaust
valve then closes leaving the low pressure cylinder full of air at the pressure in the
reservoir. By the return movement of the piston this air is further compressed;
then as before-the-cylinder receives hot gases but this time from the other of the
pair of high pressure cylinders and the stroke is repeated. The low pressure
cylinders are fitted with discs 53 which take up the heat of the gases from the high
pressure cylinder and diffuse it amongst the charge.
The discs 53 are seen in Figure 19 which is a section of the end cover of the
cylinders to a larger scale. Figure 20 is an elevation of the same.
The exhaust valves 51 of the low pressure cylinders are worked directly by an
eccentric upon the crank shaft. The intermediate valves 50× are actuated from a
vertical shaft 54 which receives motion from the crank shaft by skew wheels 55 at
half the speed of the crank shaft. The vertical shaft has an eccentric 56 upon it
and this imparts movement to the rocking levers 57; the ends of these levers
alternately press upon the stems of the intermediate valves and lift the valves from
their seats.
The vertical shaft 54 by skew wheels drives a horizontal shaft 58 on

page_text: which are eccentrics 59 and these give movement to the rocking levers 60 which
open the exhaust valves 61.
Figure 21 is a section of one of the exhaust valves: The admission valves in this
engine open automatically by the: suetion of the pistons. Air is compressed by the
pistons into the reservoirs 5 and this air is utilised in the way already described, some
of it also passes if needed by the valves 62 into the high pressure cylinders. Figure 22
shows one of the valves.62.
In the engine above described the power is applied to the crank shaft through
cranks set at an angle the one to the other; this is an advantageous feature and
tends to uniformity in the application of the power.
Figure 23 is a plan, Figure 24 a front elevation for the most part in section,
and Figure 25 is a side elevation, one half in section, of a three cylinder engine in
accordance with our invention. Figure 26 shows to a larger scale a plan of the
upper part of the engine. Figures 27. and 28 are sections of the same on the
lines A A B and C D respectively. In this engine the cylinders are arranged
vertically; in other respects the engine is very similar to that just previously
described. There are two high pressure cylinders 65, 65, supplying alternately
products of combustion to one low pressure cylinder 66. There are also two cranks
at a suitable angular distance apart, one connected with the high pressure pistons
and the other with the low pressure piston. These cranks are contained in separate
air tight chambers 67 and 68 which serve as s.compressed air reservoirs; the air
entering them through nonreturn valves at 69. and passing into the cylinders when
ports 70 in their sides are uncovered by the pistons. The valve motions are
obtained in the following manner:Apinion on the crank shaft drives at one half
its speed, the horizontal shaft.71 and an excentric 72 on this axis gives motion to
rocking levers 73 which open alternately the two exit-valves 74; 74. 75 is a cross
lever-which conples the levers 73-with another. rocking lever 76 and this lever 76
serves to open alternately the intermediate valves 77, 77. The exit or exhaust
valve 78 of the low pressure cylinder is controlled by.the eccentric 79 on the main
shaft of the engine. 80, 80 are inlet valves opening automatically. The lever 73
by connections as shown also gives motion to the apparatus 81 for delivering the
measured quantities of petroleum. If desired a governor may be provided to
control the delivery. The shaft 71 also drives the rotary pump 82 for supplying
the petroleum and the air pump 82*, which compresses the air to drive the
measured quantities of petroleum into the engine. The air pump by the arrange-
ments shown eabibe throwntont of gearthen not required..
"
Figure 29.is a side elevation of a motor.having mechanism coupled with it by
which to drive an automotor carriage or other machine. The mechanism is-so
arranged that without stopping the motur the: carriage.or other machine may be
brought to rest and started again either forward or backward: Figure 30 is an end
elevation and Figure 31 is a plan of the same.
The motor ve need not describe.
With the crankshaft of the motor or with the slower motion-shaft as the case täy
be (it is with the latter in these figures) an axis-83 is coupled by an universal
joint. Its geared either by tooth pinions or by frictional gearing with another
shaft 84.through an intermediate wheel: The axes of these pinions are carried by
a. sliding, blnek.85.and un the axes at their outer ends are frictional driving
pinions 86 86 which may be of the sameror different sizes as the requirements may
Suggest 87 is the shaft which has to be driven it has upon it a wheel88 with
frictional gear-surfaces: both on its interior and exterior. This wheel is loose on
the shaft-87.and by. moving the block: 85 one way or the other the wheel can be
driven in either direction. The wheel carries in brake strap 89-and-lever 90-as is
better seen in Figures: 32 and 33. 91.is.abrake drum fast upon the shaft 874and
to drive the shaft the brake strap is made to clip the drum. This is effected by a
cam piece 92 which operates on the brake lever 90. The cam' piece is loosè upon
the shaft and the bowl at the end of the brake lever pressing against it carries it
round with the wheel-88.
=
When however resistance is opposed to the rotation of the cam 92 the bowl at

page_text: the end of the brake lever 90 rides up the inclined surface of the cam and the
brake strap is tightened upon the drum which is then carried round together with
the wheel 88 and so the shaft 87 is driven. To start the shaft the cam piece is
thrust laterally against the side of the brake drum by means of the double
incline 93 one part of which is fixed on the bearing of the shaft and the other can
be turned round the shaft. This arrangement is better seen in Figure 30. The
moveable part of the double incline is formed in connection with the arm 94 which
is connected by the rod 95 with an arm on the axis 96. Fixed upon this axis are
the two quadrants 97 98 which are formed in one piece and which can be locked in
either of three positions by the locking treddle 99. The drawings shew the
quadrants locked in the middle position and in this position the double incline 93
exerts no lateral pressure but a movement of the quadrants in either direction will
turn the moveable incline about the axis and cause it to ride up the fixed incline
thus resistance is offered to the rotation of the cam piece with the result that the
brake strap grips the drum as already explained. The direction of rotation is
controlled by the position of the block 85. There is a spring box upon the top of
the block and to a piston in this spring box a rod too is attached. This rod is
jointed to the upper end of the rocking lever 10t and the lower end of the lever is
connected by a link to the bell crank 102. The upper end of the bell crank
is pivotted in a die which can slide in an inclined slot 103 formed in connection
with the hand lever 104. The hand lever is here shown in the middle position and
in this position neither of the pinions 86, 86 engages with the wheel 88. When
the hand lever is moved from this position the die sliding in the inclined slot 103
causes the movement of the block 85 and brings one or other of the pinions 86 into
according to the direction in which the hand lever is moved. The hand lever
and quadrants can be locked together as shewn. In cases where it is inconvenient
to use a hard lever pneumatic apparatus may be provided to give the necessary
movements.
ving
claim ....
now particularly described and ascertained the nature of our said inven-
in what manner the same is to be performed we declare that what we
1. A hydrocarbon motor having four similar cylinders with pistons which are all
connected together and coupled with a crank and the whole arranged that at each
movement of the pistons one cylinder receives a combustible charge another
cylinder has a charge compressed within it, in a third cylinder a compressed
charge is ignited and from the fourth cylinder products of combustion are
expelled.
2. The arrangements for increasing the density of the charge, consisting in
compressing air into a reservoir by the movements of the motor pistons and
connecting such reservoir with a port in the side of the cylinder which port the
piston passes over and uncovers thereby permitting the compressed air to enter and
mingle with the charge in the cylinder.
3. The arrangements for increasing the density of the charge and the more
effectual expulsion of the products of combustion, consisting in compressing air into
a reservoir by the movements of the motor pistons and providing valves upon the
pistons which open and allow the air to pass at suitable times.
4. The feeding appliance consisting of a vessel kept constantly full of the liquid
fuel, a plug with a measuring passage of suitable capacity formed in it, a shell
containing the plug and ports in the shell communicating respectively with the
interior of the vessel, an open vent tube, a pipe supplying air under pressure and a
pipe which delivers the charge to the cylinder of the engine.
5. Arrangements for supplying the charge of hydrocarbon to the cylinder such
that the hydrocarbon together with air traverses passages disposed around a
heated chamber at the end of the cylinder and is delivered from these passages
into the said chamber through numerous apertures grouped around a central
passage which connects the heated chamber with the cylinder and which serves

page_text: both to admit the charge to the cylinder and for the discharge of the highly heated
products of combustion therefrom.
6. The arrangements for cooling the cylinders consisting in forming spiral
passages around them and causing air to be drawn through these passages by the
reciprocating movements of the pistons into the cylinders at the end opposite to
that which receives the charges.
7. A hydrocarbon motor in which the cylinders are arranged in a group or
groups of three; the group comprising a pair of high pressure cylinders and a low
pressure cylinder all in close proximity and driving a shaft by cranks set at
different angles; the arrangements being such that the high pressure cylinders are
charged and fired at alternate strokes and that immediately after firing in each
case a portion of the ignited charge is passed by a port in the side of the
h.p. cylinder into the low pressure cylinder and mingles with air previously
compressed by the piston in this cylinder.
8. Hydrocarbon motors substantially as herein described.
9. Mechanism for starting stopping and controlling a driven shaft whilst the
driving motor may run continuously; such mechanism comprising the wheel 88 the
brake strap 89 and lever 90 the brake drum 91 the cam piece 92 and an appliance
for checking the rotation of the cain piece.
10. In combination with mechanism in accordance with Claim 9, the block 85,
the axes and pinions which the said block carries and means for shifting the block
to bring one pinion or another to gear with the wheel 88.
11. Mechanism substantially as described for starting stopping and controlling a
driven shaft whilst the driving motor may run continuously.
Dated this 18th day of September 1896.
C. T. WORDSWORTH.
EDMUND WISEMAN.
JOHN HOLROYD.