Improvements in Petroleum and other Liquid Hydro-carbon Motors.
Year: 1890

page_text: Date of Application, 6th Dec., 1890
Complete Specification Left, 7th Sept., 1891-Accepted, 5th Dec., 1891
PROVISIONAL SPECIFICATION.
Improvements in Petroleum and other Liquid Hydro-carbon Motors.
I, SAMUEL GRIFFIN, of Kingston Iron Works, Bath, in the County of Somerset,
Engineer, do hereby declare the nature of this invention to be as follows:-
My present invention relates, firstly, to improved means and apparatus for
forming the combustible hydro-carbon spray used in the working of petroleum and
other liquid hydro-carbon motors and in the application of same for forming the
working or combustible charge in the motor cylinder also for heating the
vaporizing retort and ignition tube. My present invention also further relates to
an improved arrangement of vaporizing retort also an improved means and
apparatus for governing or controlling the speed of the engine.
In order to form the combustible spray of liquid hydro-carbon in a sufficiently
finely divided state 1 employ two fine jets or nozzles arranged at about right angles
to each other and at any convenient distance from each other according to the
amount or fineness of the spray required. One of these jets or nozzles is in
connection (by means of a pipe) with a small reservoir containing the liquid hydro-
carbon to be sprayed; the other jet placed at about right angles to it being in
communication (by means of a pipe) with an air reservoir charged and maintained
at any suitable pressure by means of an air pump or other suitable apparatus
advantageously worked by the motor itself.
The jet of air passing over the jet communicating with the liquid hydro-carbon
will thus induce the liquid to rise in the tube as far as the nozzle where it will be
converted into fine spray as required.
Other arrangements of jets or nozzles may be employed without departing from
the nature of my invention.
The spray thus obtained may be advantageously employed in combination with a
further quantity of atmospheric air in forming the working or combustible charge
used in the motor cylinder. It may further be advantageously employed in
combination with any suitable apparatus for heating the vaporizing retort as well
as the ignition-tube for firing the working charge in the motor cylinder.
In order to maintain the efficiency of the spraying apparatus and render uniform
the amount and fineness of the spray thus formed under all working conditions it is
essential to maintain the liquid hydro-carbon in the before mentioned small
reservoir from which the jet is fed at practically one uniform level. For this
purpose I arrange a storage tank-from which the before mentioned small reservoir
is supplied-in such a manner that its bottom may be at or above the required
level of the liquid hydro-carbon in the before mentioned small reservoir with which
it communicates by means of a pipe or other suitable device.
The liquid hydro-carbon is introduced into this storage tank advantageously
through an opening at the top this opening being afterwards closed and hermetically
sealed in any convenient manner. The weight of the column of liquid hydro-carbon
in the tank will thus produce a partial vacuum above it the atmospheric pressure
limiting its escape into the before mentioned small reservoir beyond its normal level
above the orifice through which it flows. As the level of the liquid hydro-carbon
in the before mentioned small reservoir is lowered a small quantity of air will pass
into the interior of the before mentioned storage tank allowing an equivalent of
liquid hydro-carbon to pass. A practically uniform level of liquid hydro-carbon in
the small reservoir is thus maintained.
In order to heat the spray and air forming the working or combustible charge
previous to its introduction into the motor cylinder, so as to vaporize the finely
divided liquid hydro-carbon and render same readily ignitable I arrange a retort

page_text: or neater consisting of a metal casing or shell of any suitable shape through which
passes a number of metal tubes. These tubes are so arranged as to communicate
at one end with the charging passages leading to the motor cylinder the other ends
being suitably arranged to receive the before mentioned spray and atmospheric air
which constitutes either the whole or a portion of the working or combustible
charge of the motor cylinder. This working or combustible charge is consequently
subdivided and passes through these tubes before entering the motor cylinder. The
hot exhaust gases from the motor cylinder (by means of suitably arranged passages)
flow into the before mentioned metal casing or shell and heat the before men-
tioned tubes through which the working or combustible charge passes. Sufficient
heat is thus imparted to the working or combustible charge to render it ignitable
and prevent undue condensation. Suitable arrangements may be advantageously
provided for removing and cleaning the said tubes.
In order to heat these tubes previously to starting the engine the before men-
tioned spray and atmospheric air which forms a portion or the whole of the com-
bustible charge may be ignited the resulting flame and hot gases passing through
the tubes and charging passages into the motor cylinder. The heating effect being
advantageously increased by having an opening at the end of the said charging
passage or in the motor cylinder by which the hot gases may escape thus forming
a through draught. This opening is closed in any suitable manner when this
heating process is completed before starting the engine.
According to another arrangement a separate burner may be arranged so as to
heat the interior of the before mentioned casing or shell advantageously through
the exhaust passages.
The before mentioned means of forming a through draught
being applicable.
A portion of the before mentioned spray may be used to heat the igniting tube
either with or without passing through the heating chamber or a similar spraying
apparatus independent of the main charge spraying apparatus (but on a smaller
scale) may be used for heating the igniting tube or for heating the aforesaid heating
chamber or both as desired. Suitable lamps or other independent burners being
also arranged to start the apparatus as desired. Also a suitable case or chimney
lined with asbestos or other suitable non-conducting material may be employed to
enclose the igniting tube or other parts.
For the purpose of controlling the admission of the working charge to the motor
cylinder and the discharge of the exhaust gases from the motor cylinder I employ
an inlet and an exhaust valve each advantageously of the ordinary mitre type both
being placed between the before mentioned retort or heater and the motor cylinder.
Both these valves are actuated by cams and levers or other suitable device and are
closed by means of springs of sufficient tension to resist the partial vacuum in the
motor cylinder caused by the action of the piston. These valves are simultaneously
thrown into and out of gear with the before mentioned cams and levers or other
suitable devices which actuate them by means of suitable mechanism actuated by
the governors. The before mentioned supply of spray used in the working or
combustible charge being also simultaneously controlled by the governors by means
of an air valve or other suitable device.
The action of this combination in governing the speed of the engine will be as
follows:-
When the engine is running at its normal velocity there will be a continuous
formation of spray as before described which will pass through the before men-
tioned retort or heater into the motor cylinder being there compressed ignited and
afterwards exhausted in the usual way. When the normal velocity of the engine is
exceeded the governors by means of the before mentioned mechanism will interrupt
the motion of the before mentioned air and exhaust valves simultaneously cutting
off the before mentioned supply of spray. A partial vacuum will now be formed in
the motor cylinder the engine continuing to run without admission of air or
combustible charge until its normal velocity is reached when the charging cycle
again commences.

page_text: It will thus be obvious that during the idle running of the engine no cold air or
spray passes through the tubes or interior of the retort or heater consequently it
suffers no appreciable cooling during the light running of the engine; a practically
uniform temperature of the retort or heater and of the motor cylinder is thus
maintained under all conditions of working.
I do not limit myself to the precise details or arrangements before described as
these may be varied without departing from the nature of my invention.
Dated this 6th day of December 1890.
TONGUE & BIRKBECK,
34, Southampton Buildings, Chancery Lane, London, W.C.
COMPLETE SPECIFICATION.
Improvements in Petroleum and other Liquid Hydro-carbon Motors.
I SAMUEL GRIFFIN of Kingston Iron Works Bath in the County of Somerset
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 :-
My present invention relates firstly to forming the combustible hydro-carbon
spray used in the working of petroleum and other liquid hydro-carbon motors and
in the application of same for forming the working or combustible charge in the
motor cylinder also for heating the vaporizing retort and ignition tube. My present
invention also further relates to an improved vaporizing retort also to improvements
in governing or controlling the speed of the engine.
In order to form the combustible spray of liquid hydro-carbon in a sufficiently
finely divided state I employ two fine jets or nozzles arranged at about right angles
to each other and at any convenient distance from each other according to the
amount or fineness of the spray required. One of these jets or nozzles is in
connection (by means of a pipe) with a small reservoir containing the liquid hydro-
carbon to be sprayed the other jet placed at about right angles to it being in
communication (by means of a pipe) with an air reservoir charged and maintained
at any suitable pressure by means of an air pump or other suitable apparatus
advantageously worked by the motor itself. The jet of air passing over the jet
communicating with the liquid hydro-carbon will thus induce the liquid to rise in
the tube as far as the nozzle where it will be ejected in fine spray as required.
Other arrangements of jets or nozzles may be employed without departing from
the nature of my present invention.
The spray thus obtained may be advantageously employed in combination with a
further quantity of atmospheric air in forming the working or combustible charge
used in the motor cylinder.
It may further be advantageously employed in combination with any suitable
apparatus for heating the vaporizing retort as well as the ignition tube for firing
the working charge in the motor cylinder.
In order to maintain the efficiency of the spraying apparatus and render uniform
the amount and fineness of the spray thus formed under all working conditions it is
essential to maintain the liquid hydro-carbon in the before mentioned small reservoir
from which the jet is fed at practically one uniform level. For this purpose I
arrange a storage tank from which the before mentioned small reservoir is supplied
in such a manner that its bottom may be at or above the required level of the liquid
hydro-carbon in the before mentioned small reservoir with which it communicates
by means of a pipe or other suitable device.
The liquid hydro-carbon is introduced into this storage tank advantageously
through an opening at the top this opening being afterwards closed and hermetically
sealed in any convenient manner. The weight of the column of liquid hydro-
carbon in the tank will thus produce a partial vacuum above it the atmospheric

page_text: pressure limiting its escape into the before mentioned small reservoir beyond its
normal level above the orifice through which it flows. As the level of the liquid
hydro-carbon in the before mentioned small reservoir is lowered a small quantity of
air will pass into the interior of the before mentioned storage tank allowing an
equivalent of liquid hydro-carbon to pass. A practically uniform level of liquid
hydro-carbon in the small reservoir is thus maintained.
In order to heat the spray and air forming the working or combustible charge
previous to its introduction into the motor cylinder so as to vaporize the finely
divided liquid hydro-carbon and render same readily ignitable I arrange a retort or
heater consisting of a metal casing or shell of any suitable shape through which
passes a number of metal tubes or channels. These tubes or channels may be
advantageously formed by corrugating the retort or heater longitudinally or the
tubes may be inserted separately as in the case of any ordinary tubular boiler.
These tubes or channels are so arranged as to communicate at one end with the
charging passages leading to the motor cylinder the other ends being suitably
arranged to receive the before mentioned spray and atmospheric air which
constitutes either the whole or a portion of the working or combustible charge of
the motor cylinder. This working or combustible charge is consequently sub-
divided and passes through these tubes or channels before entering the motor
cylinder. The hot exhaust gases from the motor cylinder (by means of suitably
arranged passages) flow into the before mentioned metal casing or shell and heat
the before mentioned tubes or channels through which the working or combustible
charge passes. In order to further utilize the heat of the exhaust gases I arrange
a chamber either partially or entirely around the before mentioned metal casing
or shell containing the hot exhaust gases. Through this chamber the air forming
a portion of the combustible or working charge is conveyed previous to its admixture
with the before mentioned hydro-carbon spray. By this means its temperature is
considerably raised and condensation of the hydro-carbon spray prevented.
Sufficient heat is thus imparted to the working or combustible charge to render it
ignitable and prevent undue condensation. Suitable arrangements may be advan-
tageously provided for removing and cleaning the interior of the retort or heater.
In order to heat these tubes or channels previously to starting the engine the before
mentioned spray and atmospheric air which forms a portion of the whole of the
combustible charge may be ignited the resulting flame and hot gases passing
through the tubes or channels and charging passages.
The heating effect being advantageously increased by having an opening at the
end of the said charging passage or in the motor cylinder by which the hot gases
may escape thus forming a through draught. This opening is closed in any suitable
manner when this heating process is completed before starting the engine.
According to another arrangement a separate burner may be arranged so as to
heat the interior of the before mentioned casing or shell advantageously through
the exhaust passages. The before mentioned means of forming a through draught
being applicable.
A portion of the before mentioned spray may be used to heat the igniting tube
either with or without passing through the heating chamber or a similar spraying
apparatus independent of the main charge spraying apparatus (but on a smaller
scale) may be used for heating the igniting tube, or for heating the aforesaid
heating chamber or both as desired.
Suitable lamps or other independent burners are also arranged to start the
apparatus as desired. Also a suitable case or chimney lined with asbestos or other
suitable non-conducting material may be employed to enclose the igniting tube or
other parts.
For the purpose of controlling the admission of the working charge to the motor
cylinder and the discharge of the exhaust gases from the motor cylinder I employ
an inlet and an exhaust valve each advantageously of the ordinary mitre type both
being placed between the before mentioned retort or heater and the motor cylinder.
Both these valves are actuated by cams and levers or other suitable devices and are

page_text: closed by means of springs of sufficient strength to resist any partial vacuum in the
motor cylinder caused by the action of the piston.
These valves are simultaneously thrown into and out of gear with the before
mentioned cams and levers or other suitable devices which actuate them by means
of suitable mechanism actuated by the governors. The completion of the working
cycle being rendered certain by any suitable arrangement of mechanism by means
of which a corresponding opening of the exhaust valve invariably follows an opening
of the charging valve.
The before mentioned supply of spray used in the working or combustible charge
being also simultaneously controlled by the governors by means of an air valve or
other suitable device.
The action of this combination in governing the speed of the engine will be as
follows:-
When the engine is running at its normal velocity there will be approximately
a continuous formation of spray as before described which will pass through
the before mentioned retort or heater and after being there vaporized--into the
motor cylinder being there compressed ignited and afterwards exhausted in the
usual way.
When the normal velocity of the engine is exceeded the governors by means of
the before mentioned mechanism will interrupt the motion of the before mentioned
charging and exhaust valves simultaneously cutting off the before mentioned supply
of spray. A partial vacuum will now be formed in the motor cylinder the engine
continuing to run without admission of air or combustible charge until its normal
velocity is reached when the charging cycle again commences.
It will thus be obvious that during the idle running of the engine no cold air or
spray passes through the tubes or channels or interior of the retort or heater conse-
quently these parts suffer no appreciable cooling during the light running of the
engine a practically uniform temperature of the retort or heater and of the motor
cylinder is thus maintained under all conditions of working-this being a very
essential feature of my present invention.
I do not limit myself to the precise details or arrangements before described as
these may be varied without departing from the nature of my said invention.
And in order that my said invention may be easily understood and readily carried
into practice I will proceed to describe same with reference to the drawings here-
unto annexed
DESCRIPTION OF THE DRAWINGS.
Figures 1 and 2 show end and side elevations respectively of my improved
petroleum or liquid hydro-carbon motors.
Figure 3 shows a longitudinal section of the retort or heater with exhaust and
charging passages attached.
Figure 4 shows plan of air pump lever with mode of detachment for hand
operation.
Figure 5 shows a section of the retort or heater on line 1-1 Figure 3 together
with the exhaust and inlet valves.
Figure 6 shows an enlarged view of governing mechanism together with a portion
of the retort or heater and spraying apparatus.
Figure 7 shows a plan of the exhaust and charging passages from the retort or
heater into the motor cylinder.
The cycle illustrated is that known as the "Beau de Rochas" or "double cycle "-
other cycles however may be employed.
The same letters of reference indicate corresponding parts throughout.
a is the motor cylinder, connecting rod, e crank, & fly wheel, e petroleum tank
for supply of ignition.
pipe leading to ignition, g air pipe leading from air reservoir (not shown) to
ignition,

page_text: k air pump lever.
I eccentric rod for actuating air pump.
m lever for actuating air pump by hand, n movable pin for disengaging air pump
from eccentric rod.
o charging valve, o governor "kicker" for actuating charging valve.
valve, pl governor "kicker" for actuating exhaust valve.
9 charging valve lever, r exhaust valve lever pivotted at r¹.
exhaust
casing containing exhaust and charging passages between retort or heater and
motor cylinder.
t ignition tube case or chimney. interior of retort or heater for reception of
spray to be vaporized.
corrugated case, and v³ case containing spraying apparatus, w exhaust space,
xair space, y exhaust passage.
charging passage, ¹ opening for passage or outlet of flame when heating the
retort or heater before starting the motor.
a a² a spraying apparatus,
valve.
air pipe leading from spraying apparatus to air
c petroleum or liquid hydro-carbon supply pipe connecting spraying apparatus
with petroleum or liquid hydro-carbon tank (not shown).
d cam for actuating exhaust valve.
el governor lever for actuating connecting links.
econnecting link to governor.
governor. f connecting link from governor lever to "kicker.”
glevers for actuating air valve h¹.
connecting link from governor lever.
spiral spring, lock nuts.
port leading from charging and exhaust valves into motor cylinder.
air perforations.
m² m² male and female contact pieces.
The operation is as follows:-
In preparing the motor for starting the pin n is unscrewed disengaging the
eccentric rod 6 thus allowing the air pump j to be actuated by hand by means of the
movable handle m.
A sufficient pressure of air being thus stored in the air reservoir (not shown) the
spraying apparatus a¹ a² a³ supplied with air and petroleum through the pipes c¹
respectively is set in operation. The issuing spray being ignited (in any convenient
manner) the resultant flame passes through the interior of the retort or heater u
escaping by the passage through the opening into the atmosphere. The
corrugated casing vis by this means rapidly raised to a sufficiently high tempera-
ture to vaporize the hydro-carbon spray which afterwards passes through it.
When the necessary temperature has thus been attained the flame issuing from
the spraying apparatus is extinguished and the opening is closed. The handle m
is removed and the pump lever k connected with the eccentric rod / so that motion
may be imparted to the pump by the action of the motor itself.
The motor being now ready for starting motion is given to the fly wheel by any
convenient means hydro-carbon spray being at the same time allowed to escape from
the spraying apparatus into the interior of the heater u where coming into contact
with the hot walls of the corrugated casing it is at once vaporized forming in
combination with the atmospheric air contained therein a highly explosive compound
which passes directly by the passage past the charging valve o into the motor
cylinder by the port k¹ where it is compressed and fired imparting motion to the
piston and parts connected therewith and afterwards exhausted in the usual
manner.
The exhaust gases from the motor cylinder pass through the port k¹ by the

page_text: exhaust valve
into the passage y and thence through the space w of the heater h
escaping into the atmosphere by a passage at the end of the heater (not shown).
The hot exhaust gases in passing through the space to and enveloping the corrugated
case will impart sufficient heat thereto to maintain the temperature necessary for
vaporizing the combustible portions of the charge passing through it.
The before mentioned atmospheric air which combines with the vaporized spray
in the interior of the retort or heater u forming the explosive or working charge
passes from the atmosphere through the supply pipe i into the annular passage
and thence through a number of small perforations into the interior of the
heater u from whence it passes mixed with the vaporized spray into the motor
cylinder as before described.
The atmospheric air in passing through the annular passage will have its
temperature sufficiently raised by the hot exhaust gases in the space c to prevent
any condensation of the before spray or vapour with which it afterwards mingles in
the space w.
The igniting apparatus shown in Figures 1 and 2 and illustrated by the parts
lettered e f g t is similar to the invention described in my Patent Specification
No. 18401 of 1890.
Any other form of igniting apparatus may be employed in combination with my
present invention.
The apparatus for forming the hydro-carbon spray consists of an outer casing a¹
which terminates in a fine nozzle and having a vertical jet or pipe a³ through which
it is supplied with petroleum or liquid hydro-carbon from the enlarged end of the
pipe c
The central jet a² which is adjustable longitudinally in the casing a¹
is supplied with air under pressure from the before mentioned air reservoir (not
shown) which passes into it through the air valve and pipe b'.
Its action is as follows:-
The pipe c¹ being supplied with liquid hydro-carbon from any convenient source
air under pressure is allowed to pass as before described through the central air
jet a² forming as it issues through the nozzle of the casing at a partial vacuum in its
interior. The liquid hydro-carbon contained in the pipe will consequently rise
through the vertical jet or pipe a filling the interior of the casing a where coming
into contact with the air issuing from the central jet as it will be ejected as a fine
spray through the nozzle which terminates the case a¹.
The amount and fineness of the spray is determined by the distance between the
nozzle of the case a¹ and the end of the central air jet a*. The supply of spray is
rendered intermittent or constant by the action of the air valve which opens or
closes the air supply in connection with and regulated by the governor as herein-
after explained.
The movement of the charging and exhaust valves together with that of the air
valve in connection with the spraying apparatus is controlled by the action of the
governor.
The exhaust cam d' which is attached to the "lay-shaft" of the engine imparts
motion to the lever which through the medium of the "kicker" p¹ lifts the
exhaust valve p at the proper time. This "kicker" being hung on a hinge at its
upper end is movable into and out of gear with the lever by means of the
connecting link f¹ and lever e¹ which by means of the link & receives its motion
from the governor.
The connecting link passes loosely through an eye in the end of the lever e¹
being held in position by the nuts on one side and the spiral spring j' on the
other.
The lever g' which is actuated by a cam (not shown) on the "lay shaft" imparts
motion to the air valve h¹ by means of the swing lever. This latter being also
thrown into and out of gear with the air valve by means of the connecting link i¹
which is also operated by the lever e¹.
A raised projection on the circular part of the exhaust cam d (shown in position)
serves to hold the lever r in gear with the exhaust "kicker" p' (by means of the

page_text: male and female contact pieces m¹ m²) without lifting it during a certain portion of
its cycle. The spiral spring j¹ at the same time admitting of the movement of the
lever e without imparting motion to the connecting link.
The mechanism for actuating the charging valve o is in all respects similar to that
just described for actuating the exhaust valve with the exception that the spiral
spring may be dispensed with the end of the connecting link f¹ being jointed
direct to the lever e¹ the cam d' being also without any raised projection on its
circular part for holding the lever q and "kicker" o' in gear.
The operation is as follows:-
Assuming the engine to be running at or below its normal speed the governors
will be depressed allowing both "kickers" o¹ p' to be in gear with the levers q and r
which actuate them at the same time the lever g² will be in gear with the air
valve thus delivering the necessary spray for forming the combustible or working
charge as before described. The complete cycle of charging compressing igniting
and exhausting is thus continued until the velocity of the engine has increased
sufficiently to cause the governor to lift-throwing the charging and exhaust valve
"kickers" o¹ and pl and swing lever g² out of operation.
Should the governor lift during that portion of the cycle between the ignition and
exhaust of the working charge the exhaust valve " kicker" p will be held in gear
with the lever by means of the raised projection on the circular part of the cam d¹
(as before described) until the exhaust valve p is lifted and the spent gases
discharged. During this period the movement of the lever e¹ will have put the
spring into compression. Immediately however the exhaust stroke is completed
the "kickers will be released by the action of the exhaust cam d' which allows the
lever to return to its normal position the spring j' at the same instant drawing the
"kicker" out of gear with the lever r.
"
The charging exhaust and air valves (being closed by springs of sufficient
strength) will remain closed and inoperative on their respective seatings thus
preventing the formation of any further combustible or explosive compound in the
interior of the retort or heater as also preventing the entrance of any combustible
or explosive compound or air into the motor cylinder or the discharge of any gas
therefrom. The engine will thus continue running by its own momentum until its
speed is reduced when the governors again falling to their normal position the cycle
of operation before described will be recommenced.
I do not limit myself to the exact details herein described.
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 improved method of forming combustible.spray consisting of air and finely
divided liquid hydro-carbon by means of apparatus such as hereinbefore described
and illustrated in the drawings annexed-in which air under pressure intimately
mixes with liquid hydro-carbon not under pressure and issues from such apparatus
in fine spray such spray forming a portion or the whole of the working charge of a
hydro-carbon motor substantially as and for the purposes set forth.
2. In liquid hydro-carbon motors I claim heating the retort or vaporizer
internally preparatory to starting the motor by means of a flame issuing from the
same spraying apparatus that is afterwards used to produce the spray which forms
a portion or the whole of the combustible or working charge.
3. In liquid hydro-carbon motors I claim a retort or vaporizer having a longi-
tudinally corrugated innermost chamber or heater surrounded by a jacket forming
a space for the passage of the exhaust gases and either with or without a space or
annulus outside this jacket for the passage of air used in forming the working
charge substantially as and for the purposes set forth.
4. In liquid hydro-carbon motors I claim the improved method of regulating and
governing the admission of the working charge to the motor cylinder in which the
charging and exhaust valves are by the action of the governors rendered inoperative

page_text: and remaining closed while the normal velocity of the engine is exceeded sub-
stantially as and for the purposes set forth.
5. In liquid hydro-carbon motors I claim preventing any ingress or egress of
combustible compound or air to the motor cylinder or to the vaporizer chamber
while the motor is running at a speed exceeding its normal velocity and thus
preventing appreciable cooling of the cylinder and vaporizing chamber during such
periods.
6. In liquid hydro-carbon motors I claim the method of rendering inoperative the
air valve simultaneously with the charging and exhaust valves by the action of the
governors so that no spray or combustible compound is or can be ejected or formed
during the governing periods of the engines substantially as and for the purposes
set forth.
7. In liquid hydro-carbon motors I claim the improved method of heating the
vaporizing chamber or heater preparatory to starting the motor by means of a flame
passing longitudinally through it internally substantially in the manner and for the
purposes herein before set forth.
8. The improved arrangement and construction of liquid hydro-carbon motors
wherein the vaporizing chamber is heated internally preparatory to starting the
motor and the passage of air or combustible compound either to such vaporizing
chamber or to the motor cylinder is absolutely prevented when the motor is
running at a speed exceeding its normal velocity by rendering the charging and
exhaust valves inoperative thus preventing appreciable cooling of the said cylinder
or chamber during such periods substantially in the manner and for the purposes
hereinbefore described and illustrated in the drawings hereunto annexed.
1001
TONGUE & BIRKBECK,
34, Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Patentee.