Improvements in Liquid Hydrocarbon Motor Engines.
Year: 1888

page_text: Date of Application, 6th Nov., 1888
Complete Specification Left, 6th Sept., 1889-Accepted, 6th Dec., 1889
PROVISIONAL SPECIFICATION.
Improvements in Liquid Hydrocarbon Motor Engines.
We HERBERT LINDLEY and THOMAS BROWETT, both of Sandon Works, St.
Simon Street, Salford in the County of Lancaster, Engineers, do hereby declare the
nature of this invention to be as follows:-
"
Our invention has for object to render liquid hydrocarbon engines (that is motor
engines having, for the source of power, petroleum, benzoline or other liquid hydro-
carbon) more simple in construction and more certain and economical in their action,
as well as to permit the use of liquid hydrocarbons having a high specific gravity and
a high flashing point and such as are easily obtainable. The invention relates more
particularly to means for the more correct measurement of the successive charges of
liquid fuel (hereinafter generally termed liquid or "petroleum"); to more
effectual means for pulverising or atomising and beating the same in apparatus
external to the cylinder; to means for heating the air, or a part of it, used in the
volatilization of the liquid, and to means for the more perfect and complete final
volatilization of the liquid in the cylinder of the engine itself. Our invention is
applicable to engines operating on the two revolution cycle or to engines having a
separate pump or charge forming cylinder, and it is also well adapted for an engine
working with a partial vacuum in the cylinder due to cutting off the air on the charge
stroke before the end of such stroke, such as is described in the specification of our
former application No. 7547 dated 22nd May 1888.
In order that the apparatus hereinafter described for the production and heating of
hydrocarbon spray may be advantageously adapted to a two revolution engine there
must be provision for the production of a vacuum in the cylinder greater than is usual
in such engines during the charge stroke by restricting the passages supplying air to
such cylinder whether such air be admitted before, after, or simultaneously with the
spray or vapour.
We consider it advantageous, however, to employ an engine of the triple cycle
type that is, having one effective working stroke under pressure from the ignited
charge, once in three revolutions of the engine (or a multiple thereof). The cycle
of operations then in the engine is as follows, referring to the successive strokes of
the piston.
1st. Drawing in the combustible material in the form of spray or dense vapour
with a restricted amount of air such that the motion of the piston results in the pro-
duction of a considerable vacuum in the cylinder.
2nd. Return of the piston, aided during the first portion of this stroke by the
external air pressure as long as there is a partial vacuum in the cylinder; and com-
pression of the contents of the cylinder into a suitable clearance space after atmo-
spheric pressure has been reached.
3rd. Re-expansion of the compressed contents of the clearance space until atmo-
spheric pressure is obtained, and then drawing in of air for the rest, or a portion of
the rest, of the stroke.
4th. Compression of contents into clearance space in cylinder.
5th. Ingnition of compressed charge and production of a working stroke.
6th. Exhaust and completion of the cycle.
The cycle above described has the distinctive feature of the production of a con-
siderable partial vacuum or high attenuation during stroke No. 1 which is of great
importance in assisting the volatilzation of the liquid. It is also advantageous to heat
the air with which the liquid is combined to form the charge. The whole of the air
supplied to form the charge may be heated, or only the part which goes to the atomiser
or spraving device.

page_text: The heating may be effected in any convenient appliance; several arrangements of
apparatus for heating the spray are described hereinafter, and any of these is suitable
also for heating the air on its way to the atomiser. In order to measure off the
correct amount of liquid necessary for successive working charges in the cylinder we
employ a pump constructed as follows:-A tube or vessel (conveniently an oval or
flattened tube) having but one opening into it is connected by that opening to a
chamber provided with suction and delivery valves, the suction valve being in con-
nection by a pipe with a reservoir of petroleum placed preferably at a higher level.
The said tube or vessel is caused to vibrate, bend, twist or otherwise vary its form,
in such a way that its contained volume is alternately diminished and increased. The
diminution of the volume of the tube or vessel expels a certain portion of its contents
through the aforesaid delivery valve, the reverse action, namely suction, being
accomplished as the tube is allowed or caused to assume an incresed volume. This
arrangement is an inversion of the action of the well known Bourdon guage. A
pump constructed in this way has the special advantage of having no glands or other
packed joints that might leak. To govern an engine working with the above
mentioned arrangements for measuring off and heating the liquid we cause a sensitive
governor to control the measuring apparatus so that when the speed is too high such
measuring apparatus remains inoperative and no liquid is delivered by it.
We may also by the same governor control a valve admitting the spray to the
cylinder, at the same time as the apparatus for measuring off the liquid so that when
this valve is operated to admit spray or vapour to the cylinder the quantity drawn into
the cylinder will be simultaneously replaced in the heated chamber by spray delivered
by the measuring apparatus. In order to vaporise the liquid delivered by the
measuring apparatus we cause the same to be first divided into spray by being drawn
with a small supply of air through a small nozzle or its equivalent acting upon the
principle of the injector; the liquid charge is thus made into fine spray. As already
explained this spray is exposed to the action of a partial vacuum in its passage to and
during a part of its stay in the cylinder and heater and becomes vaporised. This
vaporising action is aided or increased when the spray meets with the hot walls of the
cylinder or with the still hotter surface of the compression chamber, or of parts of the
cylinder formed without the water jacket. Such chambers or surfaces by receiving
heat from successive ignitions in the cylinder are thus kept at a suitable temperaturo,
which can be regulated by properly proportioning the amount of surface exposed to
the flame in the cylinder.
Gills or radiators may be formed in the walls of the chamber er linings so as to
facilitate the disengagement of heat therefrom. It is, however, very advantageous to
heat the spray in its passage from the spray injector to the cylinder. In order to heat
such spray we sometimes admit it into an annular chamber formed round a tube com-
municating at one end with the interior of the cylinder and closed at the other end.
This tube is kept hot by reason of successive ignitions in the cylinder which as is well
known produce considerable elevation of pressure, compressing the contents of such
tube and allowing the flame from the cylinder to penetrate the tube and impart heat
thereto. This tube or the chamber round it may for the purpose of starting the
engine be heated by a lamp or other means.
Or we may heat the spray by taking it to the cylinder through a tube having a
check valve situated at some distance from the cylinder so that the hot gases from the
cylinder by reason of their pressure reach up such tube and keep it hot. Or the
chamber for the heating of the spray may be provided with a flue or chimney passing
through it such flue or chimney being furnished if desired with gills or radiators and
having within it a flame such for example as is used in ordinary petroleum lamps, and
by which the said chimney is kept hot. A chamber provided with a flame as afore-
said affords a convenient means of warming the spray on starting the engine, and the
flame may be dispensed with after the required heat is obtained from the heat supplied
by ignitions as above described after running for a short time.
The vapour or spray formed in any of the above heaters may be also still further

page_text: finally heated by passing through a perforated nozzle or diffuser projecting into the
interior of the cylinder and also kept hot by the ignitions of the charges therein.
We may also on stroke No. 2 of our afore described triple cycle compress the vapor
drawn into the cylinder on the first vacuum stroke into the combined clearance
spaces formed by that in the cylinder as aforesaid and that in any one of the heated
chambers described, suitable check valves being provided on the liquid and air supply
pipes to prevent any escape of vapour. By this means we reduce the pressure in the
cylinder at the end of the compression stroke numbered 2 in the cycle.
In order to ignite the compressed charge in the cylinder we may use an electric
spark obtained from an intensity coil and battery, or a small alternating current
dynamo driven by the engine may be used for providing the primary current for the
coil and the usual contact breaker may thus be dispensed with. Or in places where
illuminating or other gas is obtainable a heated tube communicating with the interior
of the cylinder may be employed in a manner now well known.
Dated this 6th day of November 1888
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicants.
COMPLETE SPECIFICATION
Improvements in Liquid Hydrocarbon Motor Engines.
We, HERBERT LINDLEY, and THOMAS BROWETT, both of Sandon Works, St. Simon
Street, Salford in the County of Lancaster, 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 :-
Our invention has for object to render liquid hydrocarbon engines (that is, motor
engines having, for the source of power, petroleum, benzoline or other liquid hydro-
carbon) more simple in construction and more certain and economical in their action
than has heretofore been usual, as well as to permit the use of liquid hydrocarbons
having a high specific gravity and a high flashing point and such as are easily
obtainable. The invention relates more particularly to means for the more correct measure-
ment of the successive charges of liquid fuel (hereinafter generally termed
hydrocarbon) to more effectual means for heating in apparatus external to the
cylinder the hydrocarbon after it has been atomized to means for heating air used in
the volatilization of the hydrocarbon; and to means for the more perfect and complete
Our
final volatilization of the hydrocarbon in the cylinder of the engine itself.
invention is applicable to engines operating on the two revolution cycle whether or not
the partial vacuum in the cylinder be due to cutting off the air on the charge stroke
before the end of such stroke, as in the engine described in the specification of our
former Patent No. 7547 dated 22nd May 1888, and also to an engine working on the
triple cycle in which an air flushing stroke is interposed between the exhaust and charge
strokes of a two revolution cycle engine, in a manner now well known.
In order that the apparatus hereinafter described for the production and heating of
hydrocarbon spray may be advantageously adapted to a two revolution engine there
must be provision for the production of vacuum in the cylinder greater than is usual
in such engines during the charge stroke by restricting the passages supplying air to
such cylinder whether such air be admitted before, after, or simultaneously with the
spray or vapour. We also construct as hereinafter described an engine of the triple
cycle type, that is, having one effective working stroke under pressure from the ignited
charge, once in three revolutions of the engine (or a multiple thereof). It is advan-
tageous in engines according to our invention to heat the air with which the
hydrocarbon is combined to form the charge. The whole of the air supplied to form
the charge may be heated, or only the part which goes to the atomizer or spraying
device. The heating may be effected in any convenient appliance; apparatus such as
are described hereinafter, for heating the spray are suitable also for heating the air on
its way to the atomiser.

page_text: In order to measure off the correct amount of hydrocarbon necessary for successive
working charges in the cylinder we employ a pump constructed as follows:-
A tube or vessel (conveniently an oval or flattened tube) having but one opening
into it, is connected by that opening to a chamber provided with suction and delivery
valves, the suction valve being in connection by a pipe with a reservoir of petroleum
which it is advantageous should be placed at a higher level.
The said tubo or vessel is caused to vibrate, hend, twist or otherwise vary its form,
in such a way that its contained volume is alternately diminished and increased. The
diminution of the volume of the tube or vessel expels a certain portion of its contents
through the aforesaid delivery valve, the reverse action, namely suction, being accom
plished as the tube is allowed or caused to assume an increased volume. This arrange-
ment is an invertion of the action of the well known Bourdon gauge.
A pump
constructed in this way has the special advantage of having no glands or other packed
joints that might leak.
To govern an engine working with the above mentioned arrangements for
measuring off and heating the hydrocarbon we cause a sensitive governor to control
the measuring apparatus so that when the speed is too high such measuring apparatus
remains inoperative and no hydrocarbon is delivered by it. We may also by the same
governor control a valve admitting the spray to the cylinder, at the same time as the
apparatus for measuring off the hydrocarbon; so that when this valve is operated to
admit spray or vapour to the cylinder the quantity drawn into the cylinder will be
simultaneously replaced in the heated chamber by spray delivered by the measuring
apparatus. In order to vaporise the hydrocarbon delivered by the measuring apparatus
we cause the same to be first divided into spray by being drawn with a small supply of
air through a small nozzle or its equivalent acting upon the principle of the injector;
the hydrocarbon charge is thus made into fine spray. As already explained this spray
is exposed to the action of a partial vacuum in its passage to and during a part of its
stay in the cylinder and heater and becomes vaporised. This vaporising action is aided
or increased when the spray meets with the hot walls of the cylinder or with the still
hotter surface of the compression chamber, or of parts of the cylinder formed without
the water jacket. Such chambers by receiving heat from successive ignitions in the
cylinder are thus kept at a suitable temperature, which can be regulated by properly
proportioning the amount of surface exposed to the flame in the cylinder. Gills or
radiators may be formed in the walls of the chamber or linings so as to facilitate the
disengagement of heat therefrom.
It is advantageous to heat the spray in its passage from the spray injector to the
cylinder. In order to do this we sometimes admit the spray into an annular chamber
formed round a tube communicating at one end with the interior of the cylinder and
closed at the other end. This tube is kept hot by reason of successive ignitions in the
cylinder which as is well known, produce considerable elevation of pressure,
compressing the contents of such tube and allowing the flame from the cylinder to
penetrate the tube and impart heat thereto. This tube or the chamber round it, may
for the purpose of starting the engine be heated by a lamp or other means.
a
Or we may heat the spray by taking it to the cylinder through a tube having
check valve situated at some distance from the cylinder so that the bot gases from
the cylinder by reason of their pressure reach up such tube and keep it hot. Or
the chamber for the heating of the spray may be provided with a flue or chimney
passing through it, such flue or chimney being furnished, if desired, with gills or
radiators and having within it a flame such for example as is used in ordinary
petroleum lamps, and by which the said chimney is kept hot. A chamber provided
with a flame at aforesaid affords a convenient means of warming the spray on
starting the engine, and the flame may be dispensed with after the required heat
is obtained from the heat supplied by ignitions, as above described, after running
for a short time. The vapour or spray formed in any of the above heaters may be
also still further finally heated by passing through a perforated nozzle or diffuser
projecting into the interior of the cylinder and also kept hot by the ignitions of
the charges therein. We may also on stroke No. 2 of our triple cycle engine

page_text: compress the vapour drawn into the cylinder on the first vacuum stroke into the
combined clearance spaces formed by that in the cylinder as aforesaid and that in
any one of the heated chambers described, suitable check valves being provided on
the hydrocarbon and air supply pipes to prevent any escape of vapour. By this
means we reduce the pressure in the cylinder at the end of the compression stroke
hereinafter numbered 2 in the cycle. In order to ignite the compressed charge in the
cylinder we may use an electric spark obtained from an intensity coil and battery, or a
small alternating current dynamo driven by the engine may be used for providing the
primary current for the coil and the usual contact breaker may thus be dispensed
with. Or in places where illuminating or other gas is obtainable a heated tube
communicating with the interior of the cylinder may be employed in a manner now
well known.
We find however that the arrangements hereinbefore described and consisting
essentially of a small tube or clearance space external to the cylinder and kept hot
either by a lamp (as at starting the engine), or by successive ignitions in the cylinder
causing the flame to penetrate such tube or clearance space and keep it hot, in
conjunction with the perforated nozzle and forming together a heater or final drier of
the spray or vapor, are of themselves sufficient to cause ignition of the compressed
charge, and such ignition of the charge may be properly timed and controlled by
suitably proportioning the volume of the clearance space and the size of the holes in
the perforated nozzle.
In order that our invention may be clearly understood reference is had to the accom-
panying two sheets of drawings in which
Figs. 1 and 2 are respectively a side elevation partly in section, and a plan, of an
engine constructed according to our invention; these figures shew the pump or
measuring device together with one form of heater and perforated nozzle as applied to
an engine working on the two revolution cycle; these features would be the same
when used on an engine having a flushing stroke and known as the triple cycle.
Figs. 3 and 4 are respectively plan and end views both partly in section and drawn
to an enlarged scale, of al portion of the cylinder and connected parts.
Fig. 5 is a vertical section of the heating device also drawn to an enlarged
scale; and
Fig. 5 represents a special construction of lamp hereinafter referred to and not claimed
as forming part of the present invention.
Fig. 6 (sheet 2) shews partly in vertical section and partly in side elevation also to
an enlarged scale, a pump constructed according to this invention for delivering
measured or definite quantities of hydrocarbon to the atomiser.
The remaining Figures are hereinafter referred to.
In the various figures, the same reference letters refer to the same parts.
In Figs. 1 to 6, A is the motor cylinder provided with a piston B connected by a
rod C to the crankshaft D, which runs in bearings on a suitable frame in a manner now
well understood. The cylinder A is provided with a clearance space A' at the end
furthest from the crankshaft, into which space the contents of the cylinder may be
compressed. The cylinder is also provided with a valve E which is mechanically moved
and serves both as an exhaust valve, and as an air admission valve; F is a sliding
piston valve that serves to direct the exhaust gases into the exhaust pipe G when
necessary, and also to connect the air pipe H with the underside of the valve E when
air is required to be drawn into the cylinder, the combination of sliding valve F and
lift valve E being the same as is described in the specification of Leiters Patent granted
to us for gas engines dated 22nd May 1888, numbered 7517. We may however
dispense with the sliding valve F, and use in lieu thereof, an air valve of the ordinary
lift type, either acting automatically, or moved mechanically to allow air to pass into
the cylinder and mix with the vapor from the heaters, on the charge or suction stroke
of the engine, the valve E being then retained merely as an exhaust valve. In either
case, the air pipe H is supplied with a cock or valve I for the purpose of restricting,
when necessary, the supply of air to the cylinder for the purpose of creating therein a
partial vacuum or diminution of pressure. For the purpose of heating the spray in

page_text: its passage from the spray injector P hereinafter mentioned, to the cylinder A the
following arrangement is shewn. J is a casting within which is a heating chamber for
the production of gas or vapour from the hydrocarbon (see Figs. 3, 4 and 5); this
casting J is secured to the outer side of the cylinder cover K. This cover may be
insulated from the cylinder by means of an asbestos joint so as not to have its tem-
perature lowered by contact with the cooler walls of the cylinder which are made for
water circulation as is usual in gas engines. The casting may also be insulated from
J
the cover K by means of asbestos or other suitable material that is a bad conductor of
heat. Jis a passage that serves as a flue for heated gases arising from a lamp
(see Fig. 5). In order to obtain the requisite heat to attain good results, we find it
desirable in this lamp to employ a burner of the kind forming the subject of another
application by us for Letters Patent, No. 11226 dated 12 July, 1889, and it is to be
understood therefore that the construction of burner in question is not herein claimed
as forming any part of the present invention. In this burner 1 is a coil for generating gas
from hydrocarbon supplied under pressure to the coil; 2 is a nozzle having a very
small hole through which the gas is projected. 3, 3 are holes in the passage 4; the gas
jet draws air in through these holes, and the gas and air become mixed in passage 4 in
travelling through which the mixture is heated by reason of the apparatus being
arranged as shewn. 5, 5 are apertures through which the mixture of gas and air
issues and at the outer orifices of which combustion occurs.
The heating chamber is so arranged as to be quickly heated by the hot gases
ascending the flue J'. For this purpose the heating chamber is shewn as of tubular
form so arranged that the hot gases from the lamp first surround one tubular
portion M, and then pass between two othor tubular portions M'. The tortuous
form thus given to the passage or flue for the lamp flame or hot gases greatly
facilitates the transference of heat to the heating chamber. The passages in M M
may conveniently be drilled out of the solid, the passages being afterwards closed
at the outer ends with screw plugs as shown; by this construction these passages
can be easily cleaned, when necessary. N is a check valve arranged to open when
necessary and allow the gas or vapor made in the tubular portions M¹ of the
heating chamber, to pass into the other portion M and thence through the perforated
nozzle O into the cylinder. P is the spray injector arranged to deliver hydrocarbon
and air into one of the tubular portions M' of the heating chamber.
This spray
injector is constructed so that the entering hydrocarbon may be broken up into
spray by the air that is drawn through it by the action of the main piston B on
the suction stroke of the engine. The air thus drawn in, is in the example shewn,
drawn through an air space or jacket J surrounding the heated chamber or
passage M M¹.
But the air for the spray injector P may be heated in any other con-
venient way
if desired; for instance it may be drawn from a jacket surrounding the
chimney which forms a continuation of the flue J', or from a duct or clamber kept
hot by reason of its being in contact with the hot exhaust gases of the engine. The
section in Fig. 5 is taken partly through the spray injector and partly through the
tubular heater M M' in the plane of the centre line of the cylinder. The course of
the spray or gas or vapour from the spray injector to the cavity above the check
valve N is clearly shewn by Figs. 3 and 5. The check valve N can be operated in any
convenient manner, and is so arranged that on the engine attaining a speed in excess
of the maximum for which it is adjusted, the governor will put the valve out of action
and no gas or vapour will be taken into the cylinder. An arrangement for this
purpose is shown in Figs. 1, 2 and 4, and is as follows:-A small bowl or roller F¹
mounted on a stud attached to the spindle of the valve F engages (at the time of
opening of the air ports) with a cam or lever U which by means of the links or catch
rods UU and a lever V, causes a rocking shaft V1 to be partially rotated and by
means of a tappet V depress the spindle of the check valve N. A spiral spring on
the shaft V1 serves to bring the tappet back to a position of rest in which the tappet
ceases to depress the valve spindle. The links or catch rods U U" are made as shewn
in Fig. 1 with undercut projections or teeth to engage with one another. When these
projections or teeth are in gear, the links U₁ Uil act as one piece, being in tension.

page_text: Should the speed of engine rise beyond the desired maximum, a small tumbler V
operated by a rod V from the governor, (which is shewn in Figs. 1 and 2 as driven
by the gearing R) will lift the link or catch rod U" out of gear with the link or catch
rod U', so that the shaft V and valve N will not then be operated. The shaft V₁ also
serves to operate the pump for measuring off the correct amount of hydrocarbon
necessary for successive working charges in the cylinder. The improved pump T illus-
trated for this purpose is constructed as follows:-Referring to Figs. 1, 2 and 6; T' is
a bent tube, the free closed end of which is moved by the lever W and rod W which
in turn derives its motion from a lever W on the rocking shaft V1 Figs. 1 and 2. As
is well known an alteration of shape of such a tube will cause an alteration of the
internal volume or capacity of the tube, consequently when the lever W presses against
the free end of the tube Ti and tends to open or uncoil the same, its volume will be
increased, and a quantity of hydrocarbon in excess of that in the tube before it was
partly opened or uncoiled, will be drawn in. When the lover W releases the tube, the
latter will recover its shape and expel the oil so drawn in, the small check valves c
serving as suction and delivery valves and compelling the oil so pumped to be delivered
by the tube to the spray injector P.
The working of an engine on the two revolution cycle with the above described
arrangements for supplying and heating hydrocarbon is as follows:-Assuming the
engine to be running and the piston B to be making an outstroke, i.e. toward the crank,
the sliding valve F will be so moved by the gearing R, (shewn in Figs. 1 and 2) as to
admit air to the cylinder from the pipe H through the regulator cock or valve I ; the
valve E will also be open, being mechanically operated by means of the bell crank
lever S and rod S₁ which in turn are also operated by the gearing R. The entrance
of air to the cylinder being restricted by the cock or valve I, a partial vacuum will be
formed in the cylinder during this, the charge stroke. During this out stroke, when
the engine is running at or slightly under its normal speed, the check valve N
will be opened by the fappet V, and air will be drawn in through the spray injector P
and through the passages M M', and perforated nozzle O, into the cylinder, together
with hydrocarbon delivered to the spray injector P by the pump T.
At the end of the charge stroke, the cylinder being filled or partially filled with a
combustible charge, the valves E and N close and the return or compressing stroke is
made. At the end of the compressing stroke the mixture is fired and the next or working
stroke is made. At the end of the working stroke the valve E will be lifted and the
slide valve having opened communication with the exhaust pipe G, the waste gases
are expelled and the cycle recommences, the valve E remaining open for the next
chargo stroke.
Fig. 7 is a vertical section, partly in elevation of another form of heater for heating
the hydrocarbon on its way from the spray injector to the cylinder. This heater
consists of a tube a closed at one end, and communicating at the other end with the
cylinder of the engine. Like the heater shewn in Figs. 3 and 5 it is provided with a
perforated nozzle 0 and check valve N. P is the spray injector which, when the
apparatus is in use, is connected with a pump for delivering hydrocarbon as in Figs. 1
to 5. The spray from this spray injector is delivered into a casing or jacket a¹
surrounding the tube a, and after passing round the same and becoming vaporised is
admitted past the check valve N, when this valve is opened, into the cylinder through
the perforated nozzle O. When ignition takes place in the cylinder, the sudden
elevation of pressure drives flame up into the tube a, which is consequently kept hot
when the engine is running. The tube a is secured to the cylinder cover K and may
advantageously be insulated therefrom so that it shall be cooled as little as possible by
contact with such cover. A lamp Fig. 7 constructed with a special burner like that
described with reference to Fig. 5° is used with this heater, but is not claimed as part
of the present invention. This lamp is arranged below a muffle or flue & enveloping the
lower portion of this heating apparatus, and serves to heat the same at starting.
The lamp may be extinguished after the engine has been working some time.
Figs. 8 and 9 are respectively a side elevation, and a plan of an engine adapted to
work on the improved three revolution cycle hereinabove referred to.

page_text: The cycle of operations in such an engine is as follows, referring to the successive
strokes of the piston.
1st. Drawing in the combustible material in the form of spray or dense vapour with
a restricted amount of air such that the motion of the piston results in the production
of a considerable vacuum in the cylinder.
2nd. Return of the piston, aided during the first portion of this stroke by the
external air pressure as long as there is a partial vacuum in the cylinder; and
compression of the contents of the cylinder into a suitable clearance space after
atmospheric pressure has been reached.
3rd. Re-expansion of the compressed contents of the clearance space until atmo-
spheric pressure is obtained, and then drawing in of air for the rest, or a
rest, of the stroke.
4th. Compression of contents into clearance space in cylinder.
portion of the
5th. Ignition of compressed charge and production of a working stroke.
6th. Exhaust and completion of the cycle. The cycle above described has the
distinctive feature of the production of a considerable vacuum or high attenuation
during stroke No. 1 which is of great importance in assisting the volatilization of the
hydrocarbon.
In the example illustrated the heating arrangement for the spray and measuring
device for the hydrocarbon are like those previously described with reference to the
engine illustrated in sheet 1 of the drawings but in the present case the valve Fis
driven at one third the speed of the engine shaft and is slightly altered to suit the
cycle. To this end the central bar of the valve has sufficient lap to ensure that,
during its passage over and whilst blinding the central port Fa leading to the
underside of the valve E, a whole revolution of the engine shaft shall take place.
During a part of this revolution the vacuum in the cylinder will be considerable, and
the check valve N will open automatically this valve afterwards closing when atmospheric
pressure is reached on the return stroke. The supply of air through the spray
injector being considerably restricted, the spray will be subjected to the action of the
rarefaction produced in the cylinder. This will cause the hydrocarbon, especially, the
lighter and more volatile kinds thereof, to be easily vaporised. On the next succeeding
outstroke the check valve N will be again opened after the slightly compressed contents
of the cylinder have attained to atmospheric pressure, which will not take place until
a certain part of the stroke has been accomplished; a further supply of air will then
be taken into the cylinder through the heated passages, and at the same time a further
supply of air will be admitted from the air pipe H, which supply will constitute the
main air charge. On the next instroke, the contents of the cylinder will be compressed
and afterwards exploded in the usual way.
It is to be understood that we do not confine ourselves to the hereinabove described
method of operating the valve N and the hydrocarbon measuring device or pump T,
but may obtain another and separate motion from the gearing R for working this valve
and pump.
In this case we should cause the valve N and pump T to be operated only
on the vacuum stroke of the engine; or we may dispense altogether with mechanical
means for operating the valve N and allow it to act automatically, and only provide
means, under the control of the governor, for operating the measuring device or
pump. In either of the above described engines, ignition of the explosive charge may
be effected in any well known way, such as by an electric spark, but the method of
automatic ignition herein before referred to is equally applicable, namely utilizing the
heater illustrated in Fig. 5, or that illustrated in Fig. 7, and which is intended
primarily to heat the spray, to also effect the ignition of the charge, which we have
found such a device as either of these will do as already stated.
We have described means for heating and vaporising the hydrocarbon used, and we
have also described two types of engine that will work with either a light hydrocarbon
such as benzoline, or a heavier hydrocarbon such as common paraffin or petroleum oil,
the triple cycle engine being as we consider the better adapted for working with the
lighter hydrocarbon.

page_text: As a general guide we may state that the heavier the hydrocarbon, the larger the
amount of heat will be desirable to apply to the vapour in the heater.
Where more
heat is required than can be obtained with the arrangements illustrated, additional
heaters such as herein before described, can be provided to afford the necessary heating
surface.
It will generally be found desirable at starting either engine when nearly cold, to
increase the rarefaction in the cylinder during the first few outstrokes in order to assist
the vaporisation of the hydrocarbon; this may conveniently be done by the cock I on
the air suction pipe H.
We have succeeded in working an engine on the two revolution cycle above
described with a consumption of oil of the kind known as Royal Daylight, amounting
to only 12 pints per brake horse-power per hour, the engine having a cylinder of
4 inches bore and 10 inches stroke and running at 240 revolutions per minute.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, we declare that what wo
claim is
1. A liquid hydrocarbon motor engine in which the quantity of hydrocarbon supplied
for each working charge of the engine is determined by an alteration in the capacity
of a tube or vessel caused by temporary change of form of such tube or vessel sub-
stantially as hereinabove described.
2. In a liquid hydrocarbon motor engine, the use of a heater substantially such as
described and illustrated in Fig. 5 for the purpose specified, with or without the spray
injector P.
3. In a liquid hydrocarbon motor engine, the combination and arrangement as and
for the purposes specified, of a pump of the kind illustrated in Fig. 6, with a heater
of the kind illustrated in Fig. 5.
4. In a liquid hydrocarbon motor engine, the use of a heater substantially such as
described and illustrated in Fig. 7 for the purpose specified, with or without the spray
injector P.
5. In a liquid hydrocarbon motor engine, the use in combination of a pump of the
kind illustrated in Fig. 6, with a heater of the kind illustrated in Fig. 7.
6. In a liquid bydrocarbon motor engine, a clearance space and a perforated nozzle
so relatively arranged as to admit of a portion of each charge exploded in the cylinder
passing through and heating the passage through which the succeeding charge of partly
heated gas or vapour will have to pass on its way through the perforated nozzle to the
cylinder substantially as and for the purposes specified.
7. A liquid hydrocarbon motor engine adapted substantially as hereinabove described,
to operate on the novel triple cycle set forth, the first outstroke of the piston in each
cycle being utilised to cause considerable rarefaction of the fluid contents of the
working cylinder and clearance space, for the purpose specified.
8. The improved liquid hydrocarbon motor engine hereinabove described with
reference to and illustrated in Figs. 1, 2, 3, 4, 5, and 6 of the drawings, or modified
by substitution of a heater such as illustrated in Fig. 7.
9. The improved liquid hydrocarbon motor engine hereinabove described with
reference to and illustrated in Figs. 8 and 9 of the drawings, or modified by substitution
of a heater of the kind illustrated in Fig. 7.
Dated his 6th day of Santambar 1880
H. LINDLEY.
W. Lloyd Wise,
Per F. J. Brougham,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicants.