Improvements in and relating to Internal Combustion Engines".
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
Improvements in and relating to Internal Combustion Engines".
I, FRIEDRICH AUGUST HASELWANDER, of Mannheim-Neckarau, in the German
Empire, Engineer, do hereby declare the nature of this invention to be as
follows:-
My invention relates to a caloric engine in which the formation of the mixture
of air and combustible takes place first in the compression cylinder end.
The thermic efficiency of catoric engines, such for instance as gas or hydro-
carbon engines, is improved as is wellknown by increasing the compression.
In order to prevent premature ignition on the limits of the low pressures
hitherto in use being exceeded, the mixture of air and combustible must take
place first at the end of the compression cylinder. Then the combustible must
be divided and mixed with air, or in certain cases it must be vapourized. The
present invention solves this problem by simple means.
Referring to the accompanying drawing:
Figure illustrates the important parts of a four-stroke engine. In the
cylinder C there moves a piston P' which carries a smaller piston p; this latter
enters towards the end of the stroke into the corresponding narrower aperture
of the cover c. Consequently at this period there are two cylinder spaces and
the air is driven from the space towards the space through the passage (.
On the suction stroke preceding there was drawn through the said passage by
opening the oil-valve o a quantity of fuel, which is then carried forward by the
air and blown into through the pulverizing nozzle t. The mixture thus
prepared is ignited by means of the igniter e, and the expansion commences.
By aid of the valves ss the burned gases are discharged and the air is aspirated
in the course of the cycle.
The essence of the invention is therefore the use of a second small piston on
the larger one, which piston acts against the compression cylinder end as a
compressor and acts as a valve through the closing of the opening between v vl
drives the air in (so called pulverising air) into through a passage 1, wholly
or partially filled with the combustible, and thus causes the formation of the
explosible mixture in the end of the cylinder.
It is obvious that proceeding from this new principle many varied types may
be constructed. The motion of the controlling organs is immaterial from this
point of view; the air-inlet valve may be automatic, likewise the oil-valve,
the controller thereof and the outlet valve can be effected in various ways as in
other known gas and petroleum motors. The oil and the air valve can also be
coupled or united. Instead of valves, slides or cocks may be used, and these
may open into or into t¹.
The combustible can also be introduced by pressure, for instance by means
of a pump, during the suction-stroke, the discharge-stroke, or even towards the

page_text: end of the compression. The regulation is effected either as in other motors
by cutting off or altering the supply of combustible. In the first instance the
oil-valve alone or the oil and air valve can be kept closed in the wellknown
manner. In the latter case a regulator is arranged to act upon the oil-valve in
such a manner that either its stroke or its time of opening can be varied, or to
act upon a cock or the like which more or less shuts off the supply of oil. If a
pump is used the force in the combustible within the regulator can be operated
in like manner.
The starting of the new motor is effected in the same manner as in other like
engines, by means of air, or by means of the explosive mixture kindled in the
working cylinder and so forth. When high compression is made use of the
compression may be so reduced by holding the aspiration or discharge valve
during a portion of the compressing stroke, that the machine can be turned by
hand, and that it can aspirate the mixture ready prepared as in other motors,
until the energy stored in the fly-wheel is sufficient to effect the high compression.
The ignition can be effected in various manners: It may be electrical, or by
micans of a hot tube, or by automatic ignition. The controlling of the ignition
is in these motors not essential as may easily be seen.
The new motor might also be constructed on the two-stroke system. In the
two-stroke the expansion, as is wellknown, ends before the end of the stroke,
there follows a quick blowing out and filling of the cylinder and then on the
next stroke the compression begins immediately. All the imperfections of the
usual two-stroke motors such as loss of gas, premature ignition, striking back
and so forth are avoided in this new construction, because there is only air
previously compressed in a wellknown manner and no mixture passed into the
cylinder.
-
The mixture is first effected as above described immediately before the
combustion. In the two-stroke the introduction of the combustible is effected
either immediately after ending of the expansion or during the compression.
The controlling is effected, as in other motors, by means of valves, slides,
cocks, or by means of the piston itself which uncovers openings in the cylinder
wall.
On the same principle six-stroke machines might also be built.
We come now to the general consideration of various constructional peculiarities
of the new motor.
In Figure 2 the passage / is formed as a vapourizer a which is heated by a
burner b. This vapourizer can be constructed in various ways as with other
motors. It can at its commencement receive the fuel from as shewn, or at
other places. It can also serve to heat only the pulverizing air. The vapourizer
can moreover also act as an igniter. After the starting the heating flame may
be shut off. The vapourizer can be constructed in various forms, also in the
pipe for the outlet, or in the combustion space, and obtain its heat from thence.
Finally, the combustible itself might be heated by suitable apparatus.
Further alterations are possible in the form of the injection organs and of
the pulverizing outlets as also has been effected in various ways with the early
motors of this system. The different types of these pulverising devices can,
however, be omitted here because they are already in use in very similar con-
structions with petroleum motors and other mechanical devices. They must all
be so built that the fuel divided as equally as possible into fine sprays is caught
by pulverizing air on the way from to and carried along with it. This
mixture is then injected either in a closed or a radial stream or in various
streams into v¹.
The construction of these streams can be any suitable one and preferably that
which. forms the most effective mixture. As, for instance, tangential, as shewn
in Figure 3, where the stream passes to the right through 7 to 1; or axially as
shewn in Figure 2 in which a little injector i assists the mixing; or in a radial
.direction as shewn in Figure 1.

page_text: It is further not essentially necessary that the fuel be introduced in the
passage it might also be run in at the orifice of the passage or be injected,
if only it can be met by the pulverising air and distributed in . In the
passages or the apertures there can be placed at suitable points so-called
back-stroke valves such as, for instance, those shewn in Figures 1 and 2.
In order to prevent the rush of exit gases through the pulverizing nozzles t
or the passage there can be arranged a separate exit valve for v and e¹, or the
passage is closed by means of a pressure valve, slide or the like, on the exit.
stroke.
In place of a single passage several passages could also be used, their orifices t
into could be directed towards one another in order to effect a better pulverisa-
tion. But these channels need not all of them receive the combustible. The
form and position of the combustion chamber proper may be any suitable one
and arranged concentric to the cylinder or at the side thereof. Or, as shewn in
Figure 3, the chamber and can be so interchanged that is the central one
and the piston rod p, which is secured to P, passes to the bottom of and drives
from there the air into ¹. The space is consequently here an annular space,
but as a combustion space it is much larger than in Figures 1 and 2. Accord-
ing to this the igniter e and the pulveriser outlet t are correspondingly arranged.
We have hitherto assumed a method of working in which the ignition takes
place in the chamber . This also may be reversed in the new motor and the
ignition take place in », as illustrated diagrammatically by e¹ of Figure 3. When
the part recedes there will be a return rush through from into the
ignition in will be thereby extinguished, then the gas mixture ignited in v
and rushing back through will burn without explosion in , until has entirely
passed out of and the mixture burned in has also ignited the mixture which
is in The outlets are in this case better attached to the orifices of in v.
Or the air alone may be allowed first to flow from to and then on the return
stroke to it may take with it the combustible into v.
The new motor can also, like other motors, be actuated by mixtures of well-
known kinds if the said mixtures be so weak that they will not ignite themselves
within at high compression, and if first towards the end of the compression the
additional combustible be added on the new principle, the air may also be diluted
with indifferent gases, such as steam, for instance.
Finally it may be mentioned that the new motor can be constructed with
upright or horizontal cylinder, and with duplex or multiple cylinders.
1
J 1000
W. P. THOMPSON & Co.
322, High Holborn, London, W.C.
Patent Agents for the Applicant.
66
Improvements in and relating to Internal Combustion Engines
"
I, FRIEDRICH AUGUST HASELWANDER, of Mannheim-Neckarau, in the German
Empire, 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 invention relates to a caloric engine in which the formation of the mixture
of air and combustible takes place first in the compression cylinder end.
The thermic efficiency of caloric engines, such for instance as gas or hydro-
carbon engines, is improved as is wellknown by increasing the compression.
In order to prevent premature ignition on the limits of the low pressures

page_text: hitherto in use being exceeded, the mixture of air and combustible must take
place first at the end of the compression cylinder. Then the combustible must
be divided and mixed with air, or in certain cases it must be vaporized. The
present invention solves this problem by simple means.
In the
Referring to the drawing lert with the Provisional Specification:-
Figure illustrates the important parts of a four-stroke engine.
cylinder there moves a piston P' which carries a smaller piston p; this latter
enters towards the end or the stroke into the corresponding narrower aperture
of the cover c. Consequently at this period there are two cylinder spaces and
the air is driven from the space towards the space through the passage_1.
On the suction stroke preceding there was drawn through the said passage by
opening the oil-valve o a quantity of fuel, which is then carried forward by the
air and blown into through the pulverizing nozzle t. The mixture thus
prepared is ignited by means of the igniter e and the expansion commences.
By aid of the valves ss the burned gases are discharged and the air is aspirated
in the course of the cycle.
In this invention therefore a second small piston is used on the larger one,
which piston acts against the compression cylinder end as a compressor, and
acts as a valve through the closing of the opening between ¹, drives the air
in (so called pulverising air) into through a passage wholly or partially
filled with the combustible, and thus causes the formation of the explosible
mixture in the end of the cylinder.
It is obvious that proceeding from this principle many varied types may be
constructed. The motion of the controlling organs is immaterial from this
point of view; the air-inlet valve may be automatic, likewise the oil valve, the
controller thereof, and the outlet valve can be effected in various ways as in other
known gas and petroleum motors. The oil and the air valve can also be coupled
and united. Instead of valves, slides or cocks may be used, and these may open
intoor into c'.
The combustible can also be introduced by pressure, for instance by means
of a pump, during the suction-stroke; the discharge-stroke, or even towards the
end of the compression. The regulation is effected either as in other motors
by cutting off or altering the supply of combustible. In the first instance the
oil-valve alone or the oil and air valve can be kept closed in the wellknown
manner. In the latter case a regulator is arranged to act upon the oil-valve in
such a manner that either its stroke or its time of opening can be varied, or to
act upon a cock or the like which more or less shuts off the supply of oil. If a
pump is used the force in the combustible within the regulator can be operated
in like manner.
The starting of the new motor is effected in the same manner as in other like
engines, by means of air or by mcans of the explosive mixture kindled on the
working cylinder and so forth. When high compression is made use of the
compression may be so reduced by holding the aspiration or discharge valve
during a portion of the compressing stroke, that the machine can be turned by
hand, and that it can aspirate the mixture ready prepared as in other motors,
until the energy stored in the fly-wheel is sufficient to effect the high compression.
The ignition can be effected in various manners: It may be electrical, or by
means of a hot tube, or by automatic ignition. The controlling of the ignition
is in these motors not essential as may easily be seen.
The new motor might also be constructed on the two-stroke system. In the
two-stroke the expansion, as is wellknown, ends before the end of the stroke,
there follows a quick blowing out and filling of the cylinder and then on the
next stroke the compression begins immediately. All the imperfections of the
usual two-stroke motors such as loss of gas, premature ignition, striking back
and so forth are avoided in this new construction, because there is only air
previously compressed in a wellknown manner and no mixture passed into the
cylinder.

page_text: The mixture is first effected as above described immediately before the
combustion. In the two-stroke the introduction of the combustible is effected
either immediately after ending of the expansion or during the compression.
The controlling is effected, as in other motors, by means of valves, slides,
cocks, or by means of the piston itself which uncovers openings in the cylinder
wall.
On the same principle six-stroke machines might also be built.
We come now to the general consideration of various constructional peculiarities
of the new motor.
In Figure 2 the passage is formed as a vapourizer a which is heated by a
burner . This vapourizer can be constructed in various ways as with other
motors. It can at its commencement receive the fuel from o as shewn, or at
other places. It can also serve to heat only the pulverizing air. The vapourizer
can moreover also act as an igniter. After the starting the heating flame may.
be shut off. The vapourizer can be constructed in various forms, also in the
pipe for the outlet, or in the combustion space, and obtain its heat from thence.
Finally, the combustible itself might be heated by suitable apparatus.
Further alterations are possible in the form of the injection organs and of
the pulverizing outlets as also has been effected in various ways with the early
motors of this system. The different types of these pulverizing. devices can,
however, be omitted here because they are already in use in very similar con-
structions with petroleum motors and other mechanical devices. They must all
be so built that the fuel divided as equally as possible into fine sprays is caught
by pulverising air on the way from to and carried along with it. This
mixture is then injected either in a closed or a radial stream or in various
streams into c¹.
The construction of these streams can be any suitable one and preferably that
which forms the most effective mixture. As, for instance, tangential, as shewn
in Figure 3, where the stream passes to the right through 7 to 1; or axially as
shewn in Figure 2 in which a little injector i assists the mixing; or in a radial
direction as shewn in Figure 1.
It is further not essentially necessary that the fuel be introduced in the
passage it might also be run in at the orifice of the passage or be injected,
if only it can be met by the pulverising air and distributed in v¹. In the
passages or the apertures there can be placed at suitable points so-called
back-stroke valves such as, for instance, those shewn in Figures 1 and 2.
In order to prevent the rush of exit gases through the pulverising nozzles t
or the passage there can be arranged a separate exit valve for v and v¹, or the
passage is closed by means of a pressure valve, slide or the like, on the exit
stroke.
In place of a single passage / several passages could also be used, their orifices t
into could be directed towards one another in order to effect a better pulverisa-
tion. But these channels need not all of them receive the combustible. The
form and position of the combustion chamber proper may be any suitable one
and arranged concentric to the cylinder or at the side thereof. Or as shewn in
Figure 3, the chamber and can be so interchanged that is the central one
and the piston rod 2, which is secured to P, passes to the bottom of v and drives
from there the air into v¹. The space is consequently here an annular space,
but as a combustion space it is much larger than in Figures 1 and 2. Accord-
ing to this the igniter o and the pulveriser outlet tare correspondingly arranged
We have hitherto assumed a method of working in which the ignition takes
place in the chamber. This also may be reversed in the new motor and the
ignition take place in as illustrated diagrammatically by e¹ of Figure 3. When
the part precedes there will be a return rush through 7 from into v; the
ignition in will be thereby extinguished, then the gas mixture ignited in v
and rushing back through will burn without explosion in until p has entirely
passed out of and the mixture burned in has also ignited the mixture which

page_text: is in . The outlets are in this case better attached to the orifices of in v.
Or the air alone may be allowed first to flow from v to and then on the return
stroke to vit may take with it the combustible into v.
The new motor can also, like other motors, be actuated by mixtures of well-
known kinds if the said mixtures be so weak that they will not ignite themselves
within at high compression, and if first towards the end of the compression the
additional combustible be added on the new principle, the air may also be diluted
with indifferent gases, such as steam, for instance.
Finally it may be mentioned that the new motor can be constructed with
horizontal or vertical cylinder, and doubly-acting, or, with multiple cylinders.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I would have it
understood that I am aware of Letters Patent No. 27351 of 1898 and that I do
not claim anything described or claimed therein but I declare that what I
claim is:-
1. An internal combustion engine or caloric engine with two, four or multiple
stroke, the working piston of which carries a second piston of smaller diameter
which enters into a narrow cylindrical space towards the end of the compression
stroke and acting as a valve shuts off the larger cylinder space from the smaller
one so that at each further movement of the piston there is a difference of pressure
between the two spaces which is utilised to cause air to flow through passages
between the said spaces, carry combustible with it, and to be injected into the
space with lower pressure either before or after the change of stroke, in combina-
tion with a vapouriser whereby the combustible can be heated, substantially as
described and as illustrated in Fig. 2.
2. An internal combustion engine or caloric engine with two, four or multiple
stroke the working piston of which carries a second piston of smaller diameter
which enters towards the end of the compression stroke into a narrower cylindrical
space and acting as a valve shuts off the cylindrical space of larger diameter from
that of the smaller one so that at each further movement of the piston there is
caused a difference of pressure between the two spaces which is utilised to cause
air to pass through passages between the said spaces and carrying fuel with it
and is injected into the space with lower pressure, either before or after the
change of stroke and it is arranged that a non-inflammable mixture is drawn in,
which is first enriched and rendered combustible at the compression end of the
cylinder, substantially as herein before described and as illustrated in Fig. 3 of
the drawings.
3. An internal combustion engine or caloric engine for two, four or multiple
stroke, characterised by the working piston acting as a differential piston, and in
which the shorter part of the piston with smaller diameter first enters the corre-
sponding smaller part of the cylinder or narrower boring of the cover or its
prolongation shortly before the end of the compression stroke, thus separating
the compression space into two spaces with an unequal amount of compression.
and driving the compressed air out of that space with the least distance between
the cylinder cover and the end of the piston into the larger space, through
passages or a space between the smaller piston and the narrower diameter of the
cylinder or its cover or prolongation, said passage of air being utilised to convey
fuel which has been suitably introduced into the space or passage to spray it by
means of suitable devices and to inject it into the larger space for combustion at
the next stroke, substantially as hereinbefore described and as illustrated in
Fig. 2 of the drawings.
W. P. THOMPSON & Co.
Of London, Liverpool, Manchester and Birmingham.