Improvements in Petroleum and Gas Motors.
Year: 1895

page_text: Date of Application, 23rd Feb., 1895-Accepted, 6th Apr., 1895
COMPLETE SPECIFICATION.
Improvements in Petroleum and Gas Motors.
I, HENNING FRIEDRICH WALLMANN of Racine Avenue Chicago, Illinois,
U.S.A., Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement :-
This invention relates to motors in which only one part of the combustion
cylinder is used as a combustion chamber for fuel more especially of hydrocarbons
in solid, liquid, or gaseous form, and the objects of the invention are firstly, to
construct the combustion cylinder in such a way as will allow those parts of
cylinder and piston forming and enclosing the combustion chamber to attain so
high a temperature as is consistent with the nature of the material of which the
cylinder and piston are made; secondly, to use cold air for separating and
protecting the lubricated parts of cylinder and piston, especially the piston
packing, from the hot gases in the combustion chamber; thirdly, to provide
the combustion cylinder with an improved and more effective regenerator;
fourthly, to line those parts of cylinder and piston forming and enclosing the
combustion chamber with some fireproof material preferably with a heavy
coating of flint enamel; fifthly, to regulate the speed of the motor in a simple
and economical way; sixthly, to introduce liquid fuel, say petroleum, into the
combustion chamber by means of a simple apparatus; and seventhly, to arrange
all the parts of the engine within the smallest possible space.
I attain these objects by the mechanism shewn in the drawing in which
Fig. 1 is a vertical section of the entire motor.
Fig. 2 an enlarged section of that part of the cylinder forming the combustion
chamber.
Fig. 3 a side view of the main body of the motor shewing the arrangement for
regulating the speed and
Fig. 4 a section of the enlarged apparatus for introducing the liquid fuel into
the combustion chamber.
A frame supports the combustion cylinder C and the crank shaft S carrying the
fly wheel W and pulley V. Within the cylinder C and packing p moves the
plunger piston P connected by means of the cross head c and the two connecting
rods c¹ to the cranks c² of crank shaft S. The piston P is so long that only a
comparatively small part moves within the packing p. That part of the piston
remaining always within the cylinder C and not coming into contact with the
packing p is coated with enamel just as is a smaller or greater part of the inner
surface of the cylinder C especially that part of it forming and enclosing the
combustion chamber near its closed end. Between the long piston P and the inner
surface of the cylinder C near the packing p is an annular space z filled with cold
air and further removed from the packing p between said piston P and the
inner surface of the cylinder C is a regenerator preferably formed of coiled
metal strips r, p.1
The fuel inlet opens into a groove or channel e cut in the inner surface of the
cylinder C and so shaped as to form an easy passage way from or into the
regenerator. An air inlet and an exhaust aperture h for the expanded gases
lead respectively into and out of the annular space z and are placed respectively
near the packing of the piston and near the regenerator. The exhaust aperture is

page_text: fixed to a rod h2 and the cross head c carries a cam for
to open or close the exhaust aperture / when the piston arrives
fitted with a slide
moving the slide
at one or the other end of its stroke.
A is an air pump with its piston d connected by rod d to crank d³ of crank
shaft S. is the suction valve and v¹ the air delivery valve (Fig. 1). The
greater part of the air pump cylinder is only used as a guide for the piston d and
this part of the cylinder may be provided with a slot s forming a free passage for
the air. The remaining portion of this cylinder is closed and is used for
compressing and delivering air into the combustion cylinder C. The air pump A
communicates by the pipe 6 with the apparatus for introducing liquid fuel into the
combustion cylinder C. u (Fig. 4) is the suction valve, u the discharge valve,
the suction pipe for the petroleum and 62 a valve to open or cut off by hand the
supply of petroleum. Within the casing T is a pipet for delivering the petroleum
past the valve u and through the pipe t' into the pipe surrounding a portion of
the pipe t'. Air may be delivered past the valves 1, 2, into the space between
the pipes and f which air will come in contact with the petroleum at the end
of the pipe and be used for the ignition of the petroleum. By means of the
valve the current of air may be stopped or regulated as desired.
g (Fig. 3) is a weight tending to keep open the valve v through lever i carrying
a sliding triangle or inclined plane w which is in connection with the governor.
When air is to be pressed into the combustion cylinder C a bracket or frame d'
attached to the air pump piston presses upon the part w thereby raising the
weight g and closing the valve v.
The operation of the motor is as follows:-The gases from the last stroke being
just discharged, the combustion cylinder C has to receive a fresh charge of air and
fuel, say petroleum. The space within the casing T surrounding the pipe tis
partly filled with petroleum. The suction valve of the air pump A and the
exhaust valve ' of the combustion cylinder are closed and the air pump piston d
moves down in the cylinder and presses the enclosed air past valve into the
annular space between the extended piston P and the inner surface of the
cylinder C. At the same time air goes from the air pump through the pipe f
presses the petroleum within the casing or vessel T through the pipe t, valve u',
and pipes and f into the groove e of combustion cylinder C. At the same time
the piston P begins to move out of the cylinder C thereby forming a combustion
chamber near the closed end of the cylinder. The air, after passing through the
annular space and after separating and protecting the packing and the lubricated
parts of the piston P and cylinder C from the hot air and gases within the
regenerator and the combustion chamber, goes into the regenerator and is itself
heated by passing several times round the piston P. From the regenerator the air
passes into the groove e where it comes in contact with the fuel which is at the
same time introduced into the groove e by the inlet f. The air ignites the fuel
partly within the groove e and partly within the combustion chamber near the
closed end of the cylinder C. After the air pump piston d has arrived at the end
of its stroke the hot expanding gases within the combustion cylinder C press on
the piston P until its stroke is finished and the exhaust valve h' opens.
soon as the air pump piston d begins its back stroke the valves u, and v, open
to a certain extent, petroleum enters the vessel T and air the air pump
cylinder. After the piston d has accomplished a certain part of its back stroke
the bracket or frame d' leaves the part w, the weight drops and opens the
valve to its full extent thereby stopping the supply of petroleum to the casing
or vessel T. Thus the governor by moving the part w regulates both the
amount of petroleum and the amount of air supplied to the combustion chamber
upon each stroke and thereby regulates the speed of the motor. When the
piston P moves back, the exhaust gases by passing through the coiled paths
impart their heat to the regenerator before leaving the combustion cylinder C.
When the motor has been working for a time and the combustion cylinder is
heated, it is not necessary to use any artificial means for igniting the fuel as
As

page_text: the walls of the groove e and those parts of the cylinder and piston forming
and enclosing the combustion chamber are so hot as to ignite any fuel coming
in contact with them, but upon starting the motor and so long as the combustion
cylinder is relatively cold, any artificial ignition of the fuel as is well known in gas
and petroleum motors, may be applied. I prefer to ignite the fuel in a very simple
way by heating the pipe near the entrance to the combustion cylinder, from
outside by the flame of any common lamp the pipe f being very small and easily
got to a red heat. The air for igniting the fuel may be supplied past valves f¹, f,
to the pipe f.
When the valve is in connection with a device for regulating the quantity of
air to be supplied to the combustion cylinder C as before described and shewn in
the drawing, it is not necessary to provide the air pump cylinder A with a slot s,
the valve v allowing the air both to enter and escape from the cylinder A as long
as desirable. In the case of gas being used instead of a liquid fuel the motor is
provided with a gas pump which may be constructed just like the air pump shewn
in the drawing and above described, only without having a slot s and being smaller
in proportion than the air pump. The gas suction valve of the gas pump is
connected to a gas supply pipe and to a device regulating the quantity of gas. to be
delivered past the gas discharge valve of the gas pump into the combustion
cylinder by means of an inlet and pipe f. The device for regulating the quantity
of gas supplied to the combustion cylinder may be like the device shewn for
regulating the quantity of air, or the same device may be used through suitable
connections to regulate both the quantity of air and the quantity of gas to be
supplied to the combustion cylinder. It is understood that the gas suction valve
of the gas pump is connected to the gas supply pipe in such a way as to prevent
any loss of gas, the gas escaping out of the gas pump past its suction valve always
passing back into the supply pipe. In order to diminish the size of the cylinders
of air and gas pump, motion may be transmitted in some other way to their pistons
from the crank shaft S or each pump may be provided with valves the motion of
which depends on the motion of the crank shaft S. I prefer the device shewn and
described above, especially for motors of moderate size, as being very simple and
involving only a small loss of power.
In the petroleum motor two air pumps may be used, one for supplying air to the
annular space and one for the supply of liquid fuel to the combustion cylinder,
that is a combined air and petroleum pump. A small ordinary pump might be
used to introduce the liquid fuel into the combustion cylinder. I prefer the
combined air and petroleum pump as preventing any loss of fuel, the air
removing all petroleum out of the pipe t, valve u, and pipes t¹ and f, where
otherwise it would evaporate when the gases exhaust out of the combustion
cylinder C.
Instead of a plunger piston, an ordinary piston may be used carrying an
extension which takes the place and has the same function as the extended plunger
piston but I prefer the latter.
The regenerator may be considered to be only the enlarged surface of either the
combustion cylinder or its piston. I prefer to place the regenerator within an
annular space between the inner surface of the cylinder and the extended piston,
the same air first cooling the piston packing, then becoming heated within the
regenerator and afterwards igniting the gas. I prefer a regenerator in the form of
coiled ways as they force the air to pass several times round the piston and to
come in contact with a large surface. The coiled ways may be a part either of the
extended piston or of the cylinder.
I prefer to place the crank shaft S before the closed end of the combustion
cylinder as shewn. It is not absolutely necessary to coat the inner surface of the
combustion cylinder and one part of the extended piston with fire proof material,
but this is desirable as the fire proof material prevents the cylinder and piston from
destruction by the heat. I do not limit myself to the use of the slide valve h¹ and
the device shewn for its operation. Some other kind of valve may be used and

page_text: .
this or the slide valve h¹ may receive its motion from the crank shaft S by means
of an excentric or cam or some other kind of known mechanism.
I do not limit myself to the use of the device for regulating the speed as shewn.
Very different mechanism may be used for varying the quantity of air and fuel
to be delivered into the combustion cylinder, to regulate the speed of the motor.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that
what I claim is :-
A gas and petroleum motor operating in the manner that the products of
combustion after expansion pass through a space acting as a regenerator between
.the extended piston and the similarly extended cylinder to the exhaust aperture at
the opposite end of the cylinder, heating the walls of the cylinder and piston,
whilst the air required for combustion is also introduced at this end of the cylinder
travelling in a reverse direction to the products of combustion and so as to be
preliminarily heated by the walls of the cylinder and piston, for the purpose of
conducting the exhaust gases and the introduced air in a reverse direction through
the space between piston and cylinder and in this way on the one hand protect the
cylinder closure from the heat of the exhaust gases and on the other hand
preliminarily heat the air, the length of the passage between the cylinder and
piston being capable of extension by means of channels at r, r', substantially as
described and shewn.
Dated this 23rd day of February 1895.
CAPITAINE & VON HERTLING,
89, Chancery Lane, London, W.C., Agents for the Applicant.