Improvements in Hydrocarbon Engines, Partly Applicable to other Motor Engines.
Year: 1888

page_text: PROVISIONAL SPECIFICATION.
Improvements in Hydrocarbon Engines, Partly Applicable to other
Motor Engines.
I, GEORGE MARK RICHARDS, of Binghamton in the State of New York, United
States of America, Manufacturer, do hereby declare the nature of this invention to be
as follows:-
My invention relates to motor engines deriving their power from the combustion
of liquid hydrocarbons or other combustible liquids which are vaporized and
mixed with air in order to form a combustible mixture or vapor. It is also in
part applicable to engines for burning mixtures of gas and air and to other motor
engines.
The objects of my invention are to produce an engine for generating power by the
consumption of cheap liquid fuel, such as crude petroleum, which shall be economical
in its operation, convenient, easy to manage and portable, shall develop high efficiency
and shall yield large power in proportion to its weight.
Prior to this invention engines of various forms have been devised for generating
power by the combustion of hydrocarbon liquids such as petroleum, vaporized and
mixed with air to form a highly combustible mixture. In such engines the liquid
combustible is introduced in measured quantities into contact with a jet or stream of
compressed air in such manner that the liquid is sprayed or atomized, and forced
through heated diaphragms in order to vaporize it, after which the vaporous mixture
is ignited and in its combustion expands many times in volume and thereby generates
a considerable pressure which is utilized to drive piston forward in a power
cylinder, and through the piston to give motion to a crank. On the return stroke
of the piston the gaseous products of combustion are expelled from the cylinder
through an escape or exhaust valve.
My present invention aims to correct the defects to which such engines have here-
tofore been subject. It is especially directed to securing a thorough sub-division and
vaporization of the hydrocarbon liquid, to ensuring the retention of the flame so that
the engine shall not be stopped by the extinguishment thereof, to providing improved
means for ensuring the correct and easy starting of the engine, and in general to
improving the details of construction thereof.
an
My improved engine in its simplest form includes a power cylinder and piston, a
crankshaft, a pump cylinder and piston, or other air compressor, an oil injecting
exhaust valve for the power cylinder, and
pump, an
adinission valve
therefor, with suitable valve gear for operating these valves. The power cylinder and
piston are single acting and may be duplicated or triplicated in order to provide a
continuous forward impulse, if such be desired. If a single cylinder is employed a
heavy fly-wheel is used to store up momentum and effect the return stroke of the
piston. The power cylinder is arranged vertically and is provided with improved
means for lubricating it. Both the power and pump cylinders are water jacketed as
usual, an improved construction being employed to ensure a thorough circulation of
the water through their jackets in order that they shall be cooled uniformly and con-
tinuously. Improved means are provided for effecting the lubrication of the power
piston and pump plunger. The machine is provided with a governor as usual, to

page_text: determine the cut off of the air admission valve. According to the preferred con
struction the valve gear is operated by cams on an auxiliary cam shaft driven b
gearing from the power shaft and at the same speed, and this shaft also operates th
oil injecting pump.
The power cylinder is provided with air inlet and vaporizing chambers of improved
construction whereby the vaporization of the oil is made more complete, and whereby
the extinguishment of the flame is more effectually guarded against than in previous
engines. A lighting hole is provided communicating with the vapor chamber for
igniting the combustible vapors in order to start the engine, this hole being provided
with a valve or gate for closing it, as heretofore, and means being also provided, as
heretofore, for retaining the admission valve temporarily closed during the starting of
the engine. My improved engine is provided with automatic means for throwing
open the admission valve instantly upon the closing of the lighting hole so that no
skill on the part of the operator is demanded.
My improved engine may be constructed in various ways in order to adapt it for
different uses, it being understood that the arrangement and construction of its parts
may undergo such variation as engine designs are commonly subjected to.
The accompanying drawings show one construction by means of which my invention
may be carried into practice, the particular engine here illustrated being a singlo
acting engine with but one power cylinder, adapted for use as a stationary engine, or
for driving yachts or launches, the cylinders being arranged vertically with the crank
shaft beneath them.
In the accompanying drawings,
Figure 1 is an elevation of the left hand end of my improved engine, partly in
vertical section in the plane of the line 1-1 in Fig. 2.
Fig. 2 is a vertical mid-section thereof looking from the front and cut on the
line 2-2 in Fig. 1.
Fig. 3 is a plan
thereof.
Fig. 4 is a horizontal section cut in the plane of the lines 4-4 in Figs. 1 and 2.
Fig. 5 is a vertical mid-section of the pump cylinder, looking from the right hand 3
end of the machine, cut in the plane of the line 5-5 in Fig. 2, the pump plunger
being shown in elevation.
Fig. 6 is an elevation of the power cylinder looking from the right with the
upper portion thereof in section, in the plane of the axis of the exhaust valve,
and showing a fragment of the parts in section as indicated by the line 6-6 in 3
Fig. 2.
Fig. 7 is a fragmentary transverse section of the power cylinder on a larger scale,
looking from the left, the section being cut through the axis of the cylinder and
through the axis of the inlet valve.
Fig. 8 is an inverted plan of the inlet valve chamber (cut in the plane of the 40
line 8-8 in Fig. 7).
Fig. 9 is an elevation looking from the rear, showing the top of the power cylinder
with the inlet valve gear, the latter being partly in section on the line 9-9 in
Figs. 3 and 7.
Fig. 10 is a plan partly in horizontal section of a portion of the mechanism shown 45
in Fig. 9.
Fig. 11 is an enlargement of a portion of Fig. 7 showing the inlet valves open.
Fig. 12 is an elevation answering to Fig. 9 and showing a modified construction.
In order that the construction of my improved machine may be well understood I
will proceed to describe in detail the particular construction thereof shown in Figs. 1 50
to 11 of the drawings.
Let A designate the main frame of the machine, B the power cylinder, C the pump
cylinder, D the power shaft, E the fly-wheel mounted thereon, F and G cranks in said
shaft, and H and H' storage tanks for compressed air.
cylinder B, and M the pump piston or plunger in the cylinder C. P in Figs. 1 and 3 55
K is the power piston in the
s the oil-injecting pump and T is the auxiliary cam shaft or countershaft for driving
he valve gear.

page_text: The frame A is constructed in the form of a hollow base or shell enclosing
the lower working parts, and the cylinders B and C are mounted on it in vertical
position. These cylinders are water jacketted as usual in machines of this class.
The storage tanks H and H are arranged within the lower part of the shell or
casing A.
The main shaft D is hung in bearings a a at opposite ends of the casing A as shown
in Fig. 2, and its middle portion is reinforced by resting on pillows bb supported on
the cross frame c, Fig. 1, the ends of which are bolted to lugs c', Figs. 1 and 2,
formed on the inside of the shell A. The wrist of the crank F passes through a
rotary bearing in a block d which slides in a transverse slot d¹ in a cross head I fixed
to the lower end of the piston-rod J, the upper end of which is fixed to the power.
piston K which works in the power cylinder D. The front and rear ends of the cross
head I are guided by working between the opposite guido ways, or bearing surfaces e e
formed on the interior of the outer shell A. In lieu of this sliding block and cross-
head a pitman directly engaging the crank wrist may be employed, being well known
as an equivalent thereof.
The crank G connects by a pitman L with the pump plunger M which works in the
pump cylinder C. The upper end of this pitman is spherical and is seated in a semi-
spherical socket in the pump plunger, a ring being fastened to the under side of the
plunger and embracing the spherical end 7 closely enough to prevent its being pulled
out of its socket. This construction constitutes a ball and socket connection between
the plunger and the pitman L, whereby the latter is free to oscillate and the pump
plunger is free to rotate independently thereon.
The pump cylinder C is provided at its top with an air inlet valve N and an outlet.
valve O as shown in Fig. 5. The inlet valve opens inwardly to the cylinder from an
air chamber, into which opens an air passage f which leads from the space within
the shell A upwardly through the jacket surrounding the pump cylinder to the
chamber so that by the operation of the pump air is drawn up through this passage
and enters the pump cylinder through the valve N during the down stroke of the
plunger M, and on being compressed by the up-stroke of the plunger it escapes by
lifting the outlet valve S, which is a check valve opening outwardly, being pressed to
its seat by a spring o. The air on escaping through this valve passes into an air
chest g', from which leads the pipe i controlled by the throttle valve P', as shown in
Fig. 4. From the air chest g' three pipes g g extend downward, as shown in Figs. 4.
and 5, through the water jacket around the pump cylinder C, and terminate in a
pocket 92, as shown in Figs. 5 and 1, formed in the shell A. The outline of this.
pocket is shown in dotted lines in Fig. 4. From this pocket a pipe h, Fig. 1, extends'
down and opens into the compressed air reservoir H, and a branch pipe leads
from the pipe and opens into the compressed air reservoir H', this latter being
provided with a valve or stop cock 2 operated from the rear of the engine by a hand
wheel 3. The compressed air reservoir H acts as an air cushion for holding during
the operation of the engine a small reserve of air, and the reservoir H¹ serves as a
storage reservoir to hold a supply of compressed air to be employed for starting the
engine after it has been stopped, the compressed air being confined therein by the
closing of the valve h².
Referring to Figs. 3 and 4, the air pipe i leads from the outlet or compressed air:
chest of the pump across the front of the engine to the pump cylinder, where it com-
municates with the passage i¹ formed in the shell or jacket at the top thereof, as shown
in Figs. 4 and 7. This passage i extends upward and opens into the air chamber q
in the valve chest Q, as shown in Fig. 7.
The power cylinder is provided with admission and exhaust valves R and S, as
shown in Figs. 2 and 4. The admission valve R opens from the air chamber q, as
shown in Figs. 2 and 7 into a shallow commingling chamber V, from which a supple-
mental valve R' opens into a vapor chamber or passage W. These parts are best
shown in Fig. 7. Beneath the vapor chamber W is the usual intercepting diaphragm U
constructed preferably of one or more layers of fine wire gauze confined between
perforated plates u u above and below. Beneath the diaphragm U is an igniting
=

page_text: chamber for the vaporized fluid, and this chamber has free communication wit
the upper end of the power cylinder B through an opening j. A lighting port o
passage & communicates with the chamber W and extends thence to the outer ai
at the top of the cylinder, as shown in Fig 2, being provided with a valve or gate K
for closing it.
+
From the oil pump P a pipe p extends to the valve-chest Q and terminates in
nozzle pl, Figs. 7 and 8, which enters the latter and passes across the air-passage i
opening into the shallow commingling chamber V at
opposite side of this chamber is an air inlet tube which projects up into the
one side thereof. At the
chamber and has a small perforation adapted to admit the passage of a minute
stream of compressed air from the chamber into the chamber V when the valve R
is closed. In the bottom of the chest Q which is preferably one casting, as shown,
is formed a deep annular groove m, exterior to and enclosing the chamber W, as
best shown in Figs. 7 and 8. This annular groove communicates with the chamber V
by means of a series of small holes m² m², as shown in Figs. 7 and S. The groove m
is closed by the perforated plate of the diaphragmi U, so that it forms an annular
chamber, which chamber is filled or packed with some absorbent material capable of
holding a quantity of oil and sufficiently porous to admit the passage of air through
it. A thick felt answers the purpose well, but many other materials are admissible.
The bottom or floor of the chamber Vis made very slightly conical so that it shelves
or slopes away from the valve opening in its center and toward the holes m' near its
periphery. Thus when the valve R' is closed the oil which enters through the nozzlep¹
is caused to flow around the chamber V and to pass down the perforations m¹ into the
groove or annular chamber m, thereby saturating the absorbent filling in the latter.
At the same time a small stream of compressed air enters the chamber V through the
nozzle p, and, distributing itself in the chamber, passes down through the per-
forations m² m² and blows down through the saturated absorbent filling in the
Thus the air absorbs some of the oil with which this filling is saturated
and carries it through the diaphragm U, which during the operation of the engine is
highly heated, so that the vapor in passing through it is raised to a high temperature,
and the mixture of air and hydrocarbon vapor thus entering the chamber through
the diaphragm is ignited by the flame already existing in the chamber Wand burns,
thereby maintaining the flame therein during the period that the valves R R¹ are
closed. The products of combustion from the flame thus maintained, flow out from
the chamber W through the opening into the cylinder B, from which they escape
through the exhaust valve S (Figs. 2 and 6) into the exhaust chambers and up
the exhaust pipes through which they are led into a chimney or flue and thence to
the outer air.
groove m.
The inlet valve R, which when seated closes communication for the air from the
chamber to the commingling chamber V (except through the jet pipe q' as already
stated) is, in the construction shown, a tappet valve, pressed to its seat by a spring r
(Fig. 7) and having a stem n passing out through a stuffing box in the top of the
valve chest Q, as shown, through which stem the valve is lifted. The supplemental
valve R', which when seated closes communication between the chamber V and the
chamber or passage W, is also, in the construction shown, a tappet valve, being
pressed to its seat by a spring 1, and having a stem n¹ by which to lift it. In the
construction shown, which is the preferred construction, the lower portion of the
stem n is made tubular and the stem n' projets up into it, and the spring r², which
is of lighter tension than the spring r, presses upward against the under side of the
main inlet valve R.
q
It is neccesary that the valve R shall be first lifted to admit air from the chamber
into the chamber V, before the valve R' is lifted to admit the air or vapor into the
chamber W. This is best accomplished by the construction shown, wherein the
valve R is connected to the valve R through the medium of a slotted connection
or articulation, or by any other connection admitting a certain amount of lost 5
motion, so that when power is applied to the valve R to lift it, it will lift to the
extent of this lost motion before the valve R¹ will be lifted. In closing, the

page_text: valve R will close first, but this is merely incidental to the articulated connection.
In the particular construction shown this connection is made by means of a slot
in the stem n' entered by a pin passed diametrically across through the prolonged
lower end of the stem n, but any other suitable construction may be adopted.
The operation may now be understood in so far as the power piston and the inlet
and exhaust valves of the power cylinder are concerned.
0
I will assume that the engine has been started and is already running under full
speed. At each stroke a measured quantity of oil is injected from the pump P through
the pipe p and nozzle p into the commingling chamber V. During the exhaust or
up-stroke of the power piston the inlet valves R R are closed and the exhaust,
valve S is open. During this time a small flame is maintained in the chamber, W₁
(which may be called the ignition chamber) by means of a reduced stream of air
admitted through the nozzle q', perforations m³, grooves m and heated diaphragms U,
as already described. At the end of the up-stroke of the piston the exhaust valve S
is closed by the valve gear, or, in case it is desired to cushion the piston, the exhaust
valve may be closed shortly before the end of the stroke. Before (or immediately
after) the piston commences its down-stroke, and preferably shortly before it completes
its up-stroke the valve stem is lifted, thereby lifting the valve B and admitting
compressed air from the chamber into the commingling chamber V, and instantly
thereafter, by the continued lift of the stem n, the valve R' is lifted, thereby admitting_
air and vapor into the chamber or passage W. During the instant after the lifting
of the valve R and before the lifting of the valve R a rush of air occurs from the
chamber into the commingling chamber V, into which latter chamber a charge of
oil has already been injected, and this oil is thus driven by the air down the perfora-
tions m m³, and into the absorbent filling in the groove m. The air having for an
instant no other means of escape, forces its way through this absorbent filling, taking
up the oil with which the latter is saturated, and flowing with the oil which it thus
absorbs through the diaphragm U, which imparts heat to the vapor. Instantly there
after the valve R' opens and admits a large volume of air from the commingling
chamber V into the chamber or passage W, the air thus admitted carrying with it a
considerable part of the oil from the chamber V, which oil is carried with the air
down through the diaphragm U and is thereby vaporized, and emerges into the
ignition chamber W' along with the vapor formed by the flow of oil and air through
the saturated absorbent in the groove m. Thus a considerable volume of air and
hydrocarbon vapor or gas is rapidly admitted into the chamber W1, whereupon it is
ignited by the flame therein and its combustion is effected, so that it expands many
times in volume, and flowing through the opening into the cylinder B it exerts a
considerable pressure therein against the piston K and forces the latter on its down-
stroke. The admission of air and hydrocarbon vapor or gas continues as long as the
inlet valves remain open, a duration which if a cut off valve gear is employed, will
vary from time to time according to the work which the engine is performing. With
the construction of engine shown it is intended that the valves shall be closed at the
latest at five-eighths of the stroke, the remaining three-eights of the stroke being
effected by the expansion of the burning gases. During the power stroke the com-
bustion of the hydrocarbon vapor or gas is not confined to the ignition chamber W
but extends into the cylinder B. The action is not an explosive one, the power being
generated entirely by the expansion of the gases during their combustion, which
takes place slowly as compared with an explosive expansion, and is continuous as long
as mixed air and vapor are admitted through the valves and diaphragms. When the
piston reaches the end of its power stroke the exhaust valve S is opened, thereby
relieving the pressure in the cylinder, and during the return stroke the piston forces
the consumed gases or products of combustion out of the cylinder, wiping the latter
As soon as the inlet valves are
clean, and preparing it for the next power stroke.
closed, thereby arresting the large volume of inflowing air and vapor to the cylinder,
the flame which may have been expelled by the draft of inflowing gases from the
chamber Winto the cylinder, will burn back into the ignition chamber, and

page_text: WH be there maintained by the small inflow of air through the nozzle 7 as firs
described.
o
In the bottom of the ignition chamber W₁ is placed a washer-shaped plate
wrought iron or other suitable material, which plate is kept heated red. hot by the
flame in the chamber W' and acts as a further means of preventing the extinguish
ment of the flame, or to cause its instant relighting in case it should become extinguished.
This plate has a hole through its center corresponding in position to the opening
and either of the same size or slightly smaller, as shown, or even a little larger,
and the plate is preferably so arranged as to stand a little above the bottom of the
chamber.
The inlet and exhaust valves of the power cylinder may be operated by any suitable
valve gear. The gear for this purpose shown in the drawings possesses no especial
novelty, being of a construction commonly used in gas and other engines, and it
may Le substituted by any other suitable gearing that may be preferred as being
better suited for any particular type of engine. The lift of the valves is controlled
by cams on a shaft T which is driven from the main shaft D and at the same speed
through the medium of gears el e e³. The inlet valves R R are lifted by means of a
cam Ron this shaft (Fig. 7) the movement being transmitted to the valve stem n
through an elbow lever t, connecting rod and rock lever, the latter having its
forward end forked to straddle the stem and taking under a head a fixed on the
laiter and adjustable up or down thereon in order to determine the precise lift to be
given to the valves R and R. The elbow levert has a roller 3 mounted on one
which roller comes in contact with the cam R. This cam R2 is mounted on a
sleeve which can slide longitudinally on the shaft T in order to bring different portions
of the cam against the roller 3 and thereby determine the cut off of the inlet valves,
in the manner common in engines of this class. The longitudinal movement of the
cam is determined by the governor T', as shown in Figs. 2 and 3, which is of ordinary
construction, and from which longitudinal movement is imparted to the cam in the
well known manner.
arm,
The exhaust valve S is operated from the shaft T by the mechanism shown in
Fig. 6. It is closed by a spring sand opened forcibly by a cam S¹ on the
shaft T.
The inlet valve N of the air pump C is closed by a spring o¹ and opened forcibly
by a cam N on the shaft T, as shown in Fig. 5.
The oil pump P, the suction pipe p₁ of which leads from a suitable receptacle con-
taining a supply of oil, is operated from the shaft T by means of an eccentric a¹ (Fig. 3)
through a rod a", and its valves are worked by an eccentric through a rod, in
the usual manner.
I will now describe the means for starting the engine. The lighting hole or
port is formed entirely in the cylinder head and opens upwardly to the top thereof,
and a sliding valve or gate K' is provided to close it. This gate K is carried by a
horizontally swinging lever K" through the medium of an adjusting screw by
means of which any desired downward pressure may be given to the gate to enable it
to resist the upward pressure of the gases through the lighting port, this strain being
resisted by the lever, which is fulcrumed on a stud close to its connection with the
gate. In Figs. 3 and 10 the lever is shown in full lines in the position it occupies
when the gate is closed over the lighting port, and the dotted lines in Fig. 3 and full
lines in Fig. 9 show the lever swung out so as to open wide the lighting port. In
thus swinging out the lever the gate K¹ slides on an arc shaped bearing surface ¹
which is carried out by a bracket beyond the cylinder head.
In starting the engine it is necessary that the air inlet valve R shall be kept closed
while the lighting port k is open, as otherwise there would be so strong an outflow of
vapor through the lighting hole as to blow the flame outside and prevent its burning
back into the ignition chamber. The current due to the flow of air through the
nozzle q is sufficient for the purpose of ignition and is so reduced that the outflow
through the lighting port is slow and consequently the flame is enabled to burn down

page_text: into the chamber W¹. It is essential however that the inlet valve shall be opened wide
instantly after the closing of the lighting port, in order to give a powerful impetus to
the power piston so that the engine may acquire sufficient momentum to carry the
crank around for its first revolution. In oil engines prior to my invention means
have been provided for holding the air inlet valve closed while the lighting port was
open, but such means have been operated by hand and without any connection with
the nears for closing the lighting port. Hence in starting the engine it was necessary
to first close the lighting port by one hand manipulation and then throw open the
inlet valve by another, and great skill and experience were necessary in order to
perform this second manipulation with the requisite rapidity and properly timed to
the first. The result of an unskilful or unsuccessful manipulation was the stopping
of the engine before one revolution was completed, with the loss of the stored-up
compressed air which had been used in starting it. My invention, by the device which
I will now proceed to describe, provides for the correct successive manipulations of
the lighting port gate and the air inlet valve by automatic means and without the
necessity for any skill on the part of the operator.
The rock levert through which the inlet valves are opened, is fulcrumed on an
axis which is adjustable up and down as heretofore in order that by lowering its axis
the valves may be held closed nothwithstanding the effort of the valve gear to open
them. In the construction shown the lever is fulcrumed to an upright forked
standard A¹ (Figs. 7 and 9).which slides up or down in a fixed tubular socket A"
and the lower end of which rests on a sliding wedge or cam bar B', as shown in Fig. 9.
When this wedge is pulled out the standard A' is lowered so that the valve gear is
impotent to lift the valves. This is the position of the parts while lighting the vapors.
The sliding wedge or cam B is constructed to be operated by means of the lever K¹¹
which manipulates the gate K'. To this end the lever is provided with a lateral
arm w, which is hooked and engages a hook w¹, which is connected to the wedge B¹
through the medium of a flat or leaf spring w. Normally the parts are engaged
as shown in Fig. 10, but upon throwing the lever K to the right its hooked arm w
encounters the hook w' and thereby pulls out the wedge B₁ until the latter is arrested
hy a stop pin el (Fig. 9) whereupon the spring w" yields and frees the hook w¹ from
the arm w
so that the lever K" can be thrown around as far as may be desired in
order to open wide the lighting port. The wedge B₁ is thus pulled out and the
valve R consequently closed before the lighting port is opened. After lighting the
vapor which issues from the lighting port the lever K is thrown forcibly back to
the position shown in Fig. 10, whereupon the arm w displaces and passes the hook w
while the gate K' is closing and its end encounters an abrupt face w³ on the wedge B₁
whereby it drives or pushes the wedge back to its normal position, thereby lifting
the standard A' and consequently lifting the valves R R' (that is if the valve gear is,
as it should be, in the position in which these valves would be lifted or partially
lifted in the normal operation of the engine). The proportions of the parts are
such that the lighting port is closed before the valves R R' are opened, but the latter
operation occurs necessarily instantly after the former.
It will be obvious that the mechanical connections or expedients by means of which
this result is attained, may be variously modified without materially affecting the
operation. The distinctive feature of this part of my invention is that the manipula-
tion of a single lever or equivalent element such as the lever K" shall effect first the
closing of the lighting port and instantly thereafter shall restore the valve gear to its
normal condition so that if the cam R³ is in the proper position for opening the
inlet valve the latter will by this movement be opened. This novel feature in oil
engines having been disclosed by me and one method of carrying it into practice
having been fully shown and described in my present application it will be easy for
any intelligent mechanic or engine designer to devise or construct other mechanisms
for accomplishing the purpose according to the essential principle of my invention.
As an example of one modification that may be adopted I have shown the con-
struction illustrated in Fig. 12 where the lever is fulcrumed to a vertically
sliding block A capable of sliding in vertical ways in a fixed standard A" and

page_text: raised or lowered by a toggle arm B₁ pivoted at its upper end to the block A¹
and carrying at its lower end a roller which rolls on the flat surface of the cylinder
head. The arm B" is connected by means of a jointed link D' to the gate K¹
for closing the lighting port k, or to the lever K for operating this gate. As
the gate is opened the link D' pulls the arm B from its normal vertical position
so that it lets the block A' descend, thereby dropping the fulcrum of the lever (1
and closing the valve R. When the gate 'K' is moved back to close the lighting
port the arm B is pushed back to the vertical position, thereby again lifting
the block A and throwing the valve R open. It will be observed that in both
the constructions shown the movement for opening and closing the inlet valves is
communicated from the lever K" to the fulcrum of the rocking lever t¹¹. This
however is not essential as the action by which the valve R is closed and opened
may take place at any point in the connecting mechanism between the cam R³ and
the valve.
The cylinders B and C are water jacketted as usual, the water entering through
a pipe (Fig. 2) into the bottom of the pump cylinder jacket X, flowing upward
to the top thereof, flowing back downward through a tube which stands vertically
in the jacket on the opposite side, is open at its upper end, which is close to the top
of the jacket, and communicates at its bottom end with a passage a formed in the
cast base or shell A. This passage leads to the left in Fig. 2 and extends upwardly,
communicating with a passage ³ formed in the casting of the power cylinder Band
leading into the water jacket X' thereof, at the bottom. The water flows upward in
this jacket to the top thereof whence it flows through a vertical tube c', which projects
upwardly within the jacket and opens close to the top thereof, and the lower end of
which communicates with a passage formed in the cylinder casting from which a
water outlet tube 6 carries the heated water away.
y
The lubrication of the power piston in the cylinder has always been a matter of
difficulty in engines of this class on account of the heating of the interior of the
power cylinder by the combustion of the vapors therein and the condensation of
carbonaceous products on the walls thereof. My invention provides an improved
means of lubrication applicable to upright cylinders. The piston, in addition to
being formed with ring packings around it of any suitable or well known construction,
is prolonged downwardly around its periphery somewhat after the manner of a bucket
plunger, the annular prolongation being tapered or bevelled to an edge, as shown at
in Fig. 2. Just beneath the lower open end of the power cylinder is placed an oil
basin which is filled or partially filled with lubricating oil, the level of the latter
being such that at the extreme down stroke of the piston its bevelled edge y shall dip
into the oil for a short distance, sufficient to become moistened or smeared with the
oil, so that upon its up-stroke it shall carry up a small quantity of oil with it and
spread this oil upon the interior surface of the power cylinder. In the up-stroke of
the piston the oil which has adhered to the bevelled edge y runs down to the extreme
edge thereof and is thereby transferred to the surface of the cylinder.
I also provide novel means for lubricating the plunger M of the air pump or com
pressor and the ball and socket joint of its pitman L. An oil cup Y (Fig. 2) is
arranged exterior to the cylinder C, and from it an oil discharge pipe or nozzle Y
leads through the water jacket and opens into the cylinder against the plunger. The
plunger is provided with two sets of ring packings and ¹ which are spaced apart a
distance preferably equal or nearly so to the stroke of the plunger. The oil inlet Y
is arranged preferably about mid-way between the two packings when the plunger is
at mid-stroke, as shown, so that during the movement of the plunger it communicates
always with the space between the two sets of packing rings, and discharges oil
into this space, whence the oil is distributed over the surface of the cylinder. The
lubrication of the ball and socket joint is effected by an oil passage which leads
from any convenient point between the packing rings and ¹ and conducts the oil
thence to the ball socket. Preferably this passage leads from the socket of the lower
ring packing 2', as shown in Fig. 2. The pressure of the compressed air in the pump
cylinder leaking to some extent past the upper ring packing drives some of the of

page_text: from the space between the packings through the passage to lubricate the ball and
socket joint.
The tubes gg through which the compressed air passes on its way to the cylinders H H¹
extend through the water jacket X which surrounds the pump cylinder. This con-
struction causes the hot compressed air in passing down through these tubes to give
up a considerable portion of its heat to the water, so that it is cooled before it reaches
the cylinders.
COMPLETE SPECIFICATION.
Improvements in Hydrocarbon Engines, Partly Applicable to other
Motor Engines.
1, GEORGE MARK RICHARDS, of Binghamton in the State of New York United
States of America, Manufacturer, 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 motor-engines deriving their power from the combustion of
liquid hydrocarbons or other combustible liquids which are vaporized and mixed
with air in order to form a combustible mixture or vapor. It is also in part
applicable to engines for burning mixtures of gas and air and to other motor
engines.
The objects of my invention are to produce an engine for generating power by
the consumption of cheap liquid fuel such as crude petroleum-which shall be
economical in its operation, convenient and easy to manage, portable, shall develop
high efficiency and shall yield large power in proportion to its weight.
Prior to this invention engines of various forms have been devised for generating
power by the combustion of hydrocarbon liquids-such as petroleum-vaporized and
mixed with air to form a highly-combustible mixture. In such engines the liquid
combustible is introduced in measured quantities into contact with a jet or stream of
compressed air in such manner that the liquid is sprayed or atomized and forced
through heated diaphragms in order to vaporize it, after which the vaporous
mixture is ignited, and in its combustion expands many times in volume, and thereby
generates a considerable pressure, which is utilized to drive a piston forward in a
power-cylinder, and through the piston to give motion to a crank. On the return-
stroke of the piston the gascous products of combustion are expelled from the
cylinder through an escape or exhaust valve, and upon each successive power-stroke
of the piston a fresh charge of mixed air and vapor is admitted to the cylinder
through an inlet or admission valve and, being ignited, expands and forces forward
the piston. The ignition of the combustible charge is effected in various ways as
by a master-light brought into communication at proper intervals with the combustible
charge, or by the passage of electric sparks at the proper instant, or by the con-
tinuous inflow to the power-cylinder during both the power and exhaust strokes of a
sufficient jet of combustible vapor to maintain a flame. The latter method
considered the preferable one. Oil engines of this character include as essential
parts a power-cylinder with its piston, the power-shaft with its cranks and fly-wheel,
the pump or compressor for compressing air, and a pump for injecting the oil.
addition valves are necessary for determining the admission of air to the power
cylinder and the exhaust of the spent gaseous products therefrom. The exhaust
valve is opened mechanically during the entire or nearly the entire return stroke of
the power piston. The admission-valve should be operated with a varying cut-off,
determined by means of a governor, in order to graduate the quantity of air
supplied proportionally to the work being done by the engine. The stroke of the
oil-pump may also advantageously be varied in like manner in order to inject more
B
is
In

page_text: or less on as the work of the engine increases or diminishes. It is also customary t
provide engines of this class with a cylinder or reservoir for holding compressed ai
in order that during the operation of the engine a supply of air may be pumped int
this reservoir and there confined by the closing of a valve in order to be held in
readiness for use when it next is required to start the engine, and before the engine
has required sufficient momentum and energy to be able to pump the air for its use
under the requisite pressure.
They
Hydrocarbon-engines as heretofore constructed have been subject to certain defects
which have prevented their extended introduction.
unexpectedly and without apparent cause while in use.
They have been liable to stop
explosions, which at times have been so severe as to disable them, and which, if less
They have been subject to
severe, have had the effect of making the motion of the engine irregular.
have been difficult to start, requiring great skill and expertness to effect their proper
starting, and liable to be started with so little momentum as to stop before a second
or third stroke could be made, thereby wasting the supply of compressed air and
requiring to have a new supply pumped up by hand before the engine could
be finally started. They have been subject to considerable difficulty in the lubrication
of the power-cylinder, and in other respects the construction of such engines has
been defective and unsatisfactory in use, so that they have required close attention
to keep them running properly and have been liable to break down or wear out
prematurely.
My present invention aims to correct the defects to which such engines have
heretofore been subject. It is especially directed to securing a thorough subdivision
and vaporization of the hydrocarbon liquid, to insuring the retention of the flame, so
that the engine shall not be stopped by the extinguishment thereof, to providing
improved means for insuring the correct and easy starting of the engine, and in
general to improving the details of construction thereof.
My improved engine in its simplest form includes a power-cylinder and piston, a
crank-shaft, a pump cylinder and piston or other air compressor, an oil-injecting
pump, an exhaust-valve for the power-cylinder, and an admission valve therefor, with
suitable valve-gear for operating these valves.
are single-acting and may be duplicated or triplicated in order to provide a continuous
The power-cylinder and piston
forward impulse, if such be desired.
wheel is used to store up momentum and effect the return stroke of the piston. The
If a single cylinder is employed a heavy fly-
power cylinder is arranged vertically and is provided with improved means for 3
lubricating it. Both the power and pump cylinders are water-jacketted, as usual,
an improved construction being employed to insure a thorough circulation of the
water through their jackets in order that they shall be cooled uniformly and
continuously. Improved means are provided for effecting the lubrication of the power
piston and pump plunger.
The machine is provided with a governor, as usual, to determine the cut-off of
the air admission valve.
is operated by cams on an auxiliary cam shaft driven by gearing from the power
According to the preferred construction, the valve-gear
shaft and at the same speed, and this shaft also operates the oil-injecting pump. The
power-cylinder is provided with air-inlet and vaporizing chambers of improved 15
construction, whereby the vaporization of the oil is made more complete, and whereby
the extinguishment of the flame is more effectually guarded against than in previous
engines. A lighting hole is provided communicating with the vapor-chamber for
igniting the combustible vapors in order to start the engine, this hole being provided
with a valve or gate for closing it, as heretofore, and means being also provided, as 50
heretofore, for retaining the admission valve temporarily closed during the starting of
the engine. In starting it is necessary, after lighting the vapor, to first close the
lighting-hole and then instantly throw open the admission-valve, and if the latter
operation is not performed with the requisite quickness the engine will stop before
completing one revolution. As heretofore constructed, is has been necessary for the 55
operator to become very adept in performing this manipulation in order to insure the
correct starting of the engine.

page_text: My improved engine is provided with automatic means for throwing open the
admission-valve instantly upon the closing of the lighting-hole, so that no skill on
the part of the operator is demanded.
My improved engine may be constructed in various ways in order to adapt it for
different uses, it being understood that the arrangement and construction of its
parts may undergo such variations as engine designs are commonly subjected to.
The drawings which accompanied my provisional specification and to which I will
refer in this specification show one construction by means of which my invention
may be carried into practice, the particular engine illustrated being a single acting
engine with but one power cylinder, adapted for use as a stationary engine or for
driving yachts or launches, the cylinders being arranged vertically with the crank
shaft beneath them.
Figure 1 is an elevation of the left hand end of my improved engine, partly in
vertical section, in the plane of the line 1, 1, in Figure 2. Figure 2 is a vertical
mid-section thereof, looking from the front and cut on the line 2, 2, in Figure 1.
Figure 3 is a plan thereof. Figure 4 is a horizontal section cut in the plane of the
lines 4, 4, in Figures 1 and 2. Figure 5 is a vertical mid-section of the pump-cylinder,
looking from the right hand end of the machine, cut in the plane of the line 5, 5, in
Figure 2, the pump plunger being shown in elevation. Figure 6 is an elevation of
the power-cylinder, looking from the right, with the upper portion thereof in section
in the plane of the axis of the exhaust valve, and showing a fragment of the parts in
section, as indicated by the line 6, 6, in Figure 2. Figure 7 is a fragmentary
transverse section of the power cylinder on a larger scale, looking from the left, the
section being cut through the axis of the cylinder and through the axis of the
inlet valve. Figure 8 is an inverted plan of the inlet valve chamber cut in the plane
of the line 8, 8, in Figure 7. Figure 9 is an elevation looking from the rear,
showing the top of the power cylinder with the inlet valve gear, the latter being
partly in section on the line 9, 9, in Figures 3 and 7. Figure 10 is a plan, partly in
horizontal section, of a portion of the mechanism shown in Figure 9. Fig. 11 is an
enlargement of a portion of Figure 7, shewing the inlet valves open. Figure 12 is an
elevation answering to Figure 9 and shewing a modified construction.
In order that the construction of my improved machine may be well understood,
I will proceed to describe in detail the particular construction thereof shewn in
Figures 1 to 11 of the drawings.
Let A designate the main frame of the machine; B, the power cylinder; C, the
pump-cylinder D, the power-shaft; E the fly wheel mounted thereon; F and G,
cranks in said shaft, and H and H¹ storage tanks for compressed air.
;
K is the power piston in the cylinder B, and M the pump piston or plunger in
the cylinder C..
Pin Figures 1 and 3 is the oil injecting pump, and T is the auxiliary cam shaft or
counter-shaft for driving the valve gear.
The frame A is constructed in the form of a hollow base or shell inclosing the
lower working parts, and the cylinders B and C are mounted on it in vertical position.
These cylinders are water jacketed, as usual in machines of this class. The storage
tanks H and H' are arranged within the lower part of the shell or casing A.
The main shaft D is hung in bearings aa at opposite ends of the casing A, as
shewn in Figure 2, and its middle portion is re-enforced by resting on pillows bb,
supported on the cross frame e, figure 1, the ends of which are bolted to lugs cl,
Figures 1 and 2, formed on the inside of the shell A. The wrist of the crank F
passes through a rotary bearing in a block d which slides in a transverse slot d', in a
cross-head I, fixed to the lower end of the piston rod J, the upper end of which is
fixed to the power-piston K, which works in the power cylinder D. The front and
rear ends of the cross-head I are guided by working between the opposite guideways
or bearing surfaces e e, formed on the interior of the outer shell A In lieu of this
sliding block and cross-head a pitman directly engaging the crank wrist may be
employed, being well known as an equivalent thereof.
The crank G connects by a pitman L, with the pump plunger M, which works in

page_text: the pump cylinder C. The upper end 1, of this pitman is spherical, and is seated in
a hemispherical socket in the pump-plunger, a ring , being fastened to the under
side of the plunger and embracing the spherical end 1 closely enough to prevent its
being pulled out of its socket. This construction constitutes a ball and sccket
connection between the plunger and the pitman L, whereby the latter is free to
oscillate and the pump-plunger is free to rotate independently thereon.
The pump cylinder is provided at its top with an air inlet valve N, and an outlet
valve U, as shown in Figure 5. The inlet valve opens inwardly to the cylinder from
an air chamber f, into which opens an air passage f, which leads from the space
within the shell A, upwardly through the jacket surrounding the pump cylinder to
the chamber, so that by the operation of the pump air is drawn up through this
passage and enters the pump cylinder through the valve N during the downstroke of
the plunger M, and on being compressed by the upstroke of the plunger it escapes
by lifting the outlet valve O, which is a check valve opening outwardly, being pressed
to its seat by a spring o'. The air on escaping through this valve passes into an air-
chest g', from which leads the pipe i, controlled by the throttle valve P1, as shewn in
Figure 4. From the air-chest g' three pipes gg, extend downward, as shewn in
Figures 4 and 5, through the water jacket around the pump cylinder C, and terminate
in a pocket g, as shown in Figures 5 and 1, formed in the shell A. The outline of
this pocket is shown in dotted lines in Figure 4. From this pocket a pipe h,
Figure 1 extends down and opens into the compressed air reservoir H, and a branch
pipe, leads from the pipe h, and opens into the compressed air reservoir H¹, this
latter being provided with a valve or stop-cock 12, operated from the rear of the
engine by a hand-wheel ³. The compressed air reservoir H acts as an air cushion
for holding during the operation of the engine a small reserve of air, and the
reservoir H¹ serves as a storage reservoir to hold a supply of compressed air to be
employed for starting the engine after it has been stopped, the compressed air being
confined therein by the closing of the valve h2.
Referring to Figures 3 and 4, the air pipe i leads from the outlet or compressed air
chest of the pump across the front of the engine to the pump cylinder, where it
communicates with the passage i, formed in the shell or jacket at the top thereof,
as shown in Figures 4 and 7. This passage i¹ extends upward and opens into the air
chamber q in the valve chest Q, as shown in Figure 7.
The power cylinder is provided with admission and exhaust valves R and S as
shown in Figures 2 and 4. The admission valve R opens from the air chamber,
as shown in Figures 2 and 7, into a shallow commingling-chamber V, from which a
supplemental valve R', opens into a vapor chamber or passage W. These parts are
best shown in Figure 7. Beneath the vapor chamber W is the usual intercepting
diaphragm U, constructed, preferably, of one or more layers of fine wire gauze
confined between perforated plates u above and below. Beneath the diaphragm U
is an igniting chamber W, for the vaporized fluid, and this chamber has free com-
munication with the upper end of the power cylinder B through an opening j. A
lighting port or passage k, communicates with the chamber Wand extends thence
to the outer air at the top of the cylinder, as shown in Figure 2, being provided
with a valve or gato K', for closing it.
In the
From the oil pump P a pipe p, extends to the valve chest Q and terminates in a
nozzle pl, Figures 7 and 8, which enters the latter and passes across the air passage,
opening into the shallow commingling chamber V at one side thereof. At the opposite
side of this chamber is an air inlet tube y', which projects up into the chamber 7 and
has a small perforation adapted to admit the passage of a minute stream of compressed
air from the chamber 7 into the chamber V when the valve R is closed.
bottom of the chest Q, which is preferably one casting, as shown, is formed a deep
annular groove m, exterior to and inclosing the chamber W, as best shown in
Figures 7 and 8. This annular
of a series of small holes m', m³, as shown in Figures 7 and S.
groove communicates with the chamber V by means
The groove mis
closed by the perforated plate u of the diaphragm U, so that it forms an annular
chamber, which chamber is filled or packed with some absorbent material capable of
•

page_text: holding a quantity of oil and sufficiently porous to admit the passage of air through
it. A thick felt answers the purpose well; but many other materials are admissible.
The bottom or floor of the chamber V is made very slightly conical, so that it shelves
or slopes away from the valve opening in its centre and toward the holes m' near
its periphery. Thus when the valve R₁ is closed the oil which enters through the
nozzle p is caused to flow around the chamber V and to pass down the perforations m'
into the groove or annular chamber m thereby saturating the absorbent filling in the
latter. At the same time a small stream of compressed air enters the chamber V
through the nozzle q', and distributing itself in the chamber, passes down through the
perforations mm and blows down through the saturated absorbent filling in the
groove m. Thus the air absorbs some of the oil with which this filling is saturated
and carries it through the diaphragm U, which during the operation of the engine
is highly heated, so that the vapour in passing through it is raised to a high temperature,
and the mixture of air and hydrocarbon vapor thus entering the chamber W₁ through
the diaphragm is ignited by the flame already existing in the chamber W and burns,
thereby maintaining the flame therein during the period that the valves R R¹ are
closed. The products of combustion from the flame thus maintained flow out from
the chamber W through the opening into the cylinder B, from which they escape
through the exhaust valve S, Figs. 2 and 6, into the exhaust chambers and up the
exhaust pipe s', through which they are led into a chimney or flue and thence to the
outer air.
The inlet valve R, which when seated closes communication for the air from the
chamber to the commingling-chamber V, (except through the jet-pipe'q', as already
stated,) is in the construction shown a tappet-valve pressed to its seat by a spring,
Fig. 7, and having a stem n, passing out through a stuffing box in the top of the
valve chest Q, as shown, through which stem the valve is lifted. The supplemental
valve R, which when seated closes communication between the chamber V and the
chamber or passage W, is also in the construction shown a tappet valve, being pressed
to its seat by a spring, and having a stem n¹, by which to lift it.
In the con-
struction shown, which is the preferred construction, the lower portion of the stem n
is made tubular and the stem n¹ projects up into it, and the spring, which is of
lighter tension than the spring r, presses upward against the under side of the main
inlet-valve R.
It is necessary that the valve R shall be first lifted to admit air from the chamber 7
into the chamber V before the valve R¹ is lifted to admit the air or vapor into the
chamber W. This is best accomplished by the construction shewn, wherein the
valve is connected to the valve R through the medium of a slotted connection or
articulation, or by any other connection admitting a certain amount of lost motion, so
that when power
applied to the valve R to lift it, it will lift to the extent of this
lost motion before the valve R¹ will be lifted. In closing, the valve R will close
first; but this is merely incidental to the articulated connection. In the particular
construction shown this connection is made by means of a slot in the stem n¹ entered
by a pin passed diametrically across through the prolonged lower end of the stem n
but any other suitable construction may be adopted.
The operation may now be understood in so far as the power piston and the inlet
and exhaust valves of the power cylinder are concerned.
I will assume that the engine has been started and is already running under full
speed. At each stroke a measured quantity of oil is injected from the pump P through
the pipe p and nozzle p¹ into the commingling chamber V. During the exhaust or
upstroke of the power-piston the inlet-valves R R are closed and the exhaust-valve S
is open. During this time a small flame is maintained in the chamber W (which
may be called the "ignition chamber") by means of a reduced stream of air admitted
through the nozzle q', perforations m', grooves m, and heated diaphragms U, as already
described. At the end of the upstroke of the piston the exhaust valve S is closed by
the valve gear; or, in case it is desired to cushion the piston, the exhaust valve may
be closed shortly before the end of the stroke. Before (or immediately after) the
piston commences its downstroke, and preferably shortly before it completes its

page_text: upstroke, the valve-stem n is lifted, thereby lifting the valve R and admitting
compressed air from the chamber 9 into the commingling-chamber V, and instantly
thereafter, by the continued lift of the stem n, the valve R¹ is lifted, thereby admitting
air and vapor into the chamber or passage W. During the instant after the lifting
of the valve R and before the lifting of the valve Ra rush of air occurs from the
chamberg into the commingling chamber V, into which latter chamber a charge of oil has
already been injected, and this oil is thus driven by the air down the perforations m¹² m² and
into the absorbent filling in the groove m. The air, having for an instant no other means
of escape, forces its way through this absorbent filling, taking up the oil with which the
latter is saturated and flowing with the oil which it thus absorbs through the diaphragm U,
which imparts heat to the vapor. Instantly thereafter the valve R¹ opens and
admits a large volume of air from the commingling-chamber V into the chamber or
passage W, the air thus admitted carrying with it a considerable part of the oil from
the chamber V, which oil is carried with the air down through the diaphragm U
and is thereby vaporized and emerges into the ignition-chamber W along with the
vapor formed by the flow of oil and air through the saturated absorbent in the
Thus a considerable volume of air and hydrocarbon vapor or gas is
groove m.
rapidly admitted into the chamber W1, whereupon it is ignited by the flame therein
and its combustion is effected, so that it expands many times in volume, and, flowing
through the opening into the cylinder B, it exerts a considerable pressure therein
The admission of air
against the piston K and forces the latter on its downstroke.
and hydrocarbon vapor or gas continues as long as the inlet-valves remain open-a
duration which, if a cut-off valve gear is employed, will vary from time to time,
according to the work which the engine is performing.
With the construction of engines shown it is intended that the valves shall be
closed at the latest at five-eighths of the stroke, the remaining three-eighths of the
stroke being effected by the expansion of the burning gases. During the power-
stroke the combustion of the hydrocarbon vapor or gas is not confined to the
ignition-chamber W, but extends into the cylinder B. The action is not an explosive
one, the power being generated entirely by the expansion of the gases during their
combustion, which takes place slowly as compared with an explosive expansion, and
is continuous as long as nixed air and vapor is admitted through the valves and
diaphragms. When the piston reaches the end of its power-stroke, the exhaust-
valve S is opened, thereby relieving the pressure in the cylinder, and during the
return-stroke the piston forces the consumed gases or products of combustion out of
the cylinder, wiping the latter clean and preparing it for the next power-stroke. As
soon as the inlet-valves are closed, thereby arresting the large volume of inflowing
air and vapor to the cylinder, the flame which may have been expelled by the draft
of inflowing gases from the chamber Winto the cylinder will burn back into the
ignition-chamber and will be there maintained by the small inflow of air through the
nozzle ', as first described.
The lift of the supplemental valve R¹ is not sufficient to cause it to obstruct the
inflow of air through the seat of the valve R. It is to be understood, however, that
the valve R¹ when lifted will stand in the way of the direct flow of compressed air
from the chamber q into the chamber W and will deflect the air, and cause it to
circulate or reverberate in the chamber V, creating an outward or radial current at
the top thereof and an inward or centripetal current at the bottom thereof, flowing
towards the seat of the valve R. These currents are shown by the arrows in Fig. 11,
where the valves are shown fully lifted. By means of this circulation the compressed
air, which, in consequence of its compression, is highly heated, and consequently very
absorbent of vapor, is caused to take up considerable of the oil, which is spread in a
film over the lower surface or floor of the chamber V, and to carry the vapor thus
absorbed with it into the chamber W and through the diaphragm. The lift of the
valve R is sufficient to cause by far the greater portion of the air which enters the
chamber to pass down through its seat into the chamber W, so that perhaps nine-
tenths or more of the air passes thus directly through the diaphragm, and the smal
remaining portion passes through the absorbent filling in the chamber or groove m

page_text: The injection of oil into the chamber V continues for about half the revolution of the
main crank-shaft, so that if it commences shortly before the up-stroke of the piston
is completed it will continue during nearly or quite the time that the inlet-valves
remain open on the downstroke. Thus during the entire time that the valve R' is
lifted and the circulation of compressed air in the chamber V continues the film of
oil on the floor of this chamber is replenished by the continued injection of oil, so that
all the air flowing into the cylinder while the valve R¹ is lifted is enriched by absorbing
hydrocarbon vapor. The slight coning of the bottom of the chamber V, so that it
inclines upward toward the seat of the valve R', causes the oil to flow around the
circumference of the chamber and spread itself over the floor thereof, instead of
flowing mainly in one stream toward the valve-seat, as it would otherwise tend
to do.
The principal object of the supplemental valve R' is to cause the entire flow of
compressed air to be directed for a portion of cach stroke through the absorbent filling
in the annular chamber m. This results in forcing the oil which has been injected
into the chamber V to flow down the perforations m¹ into this chamber m in order to
saturate the absorbent filling therein. In this manner a charge of oil is stored up at
each stroke to enrich the small jet of air which flows through the nozzle q' and
chamber m to maintain the flame during the return-stroke of the piston.
This
construction ensures that the air admitted during this stroke shall carry with it
sufficient oil for this purpose, so that the flame is maintained with certainty and
the stoppage of the engine due to extinguishment of this flame is avoided.
Oil-engines made prior to my invention have had an air-chamber corresponding
to the chamber q in my engine, an air inlet-valve answering to my valve R, a
passage from this valve to the intercepting-diaphragm answering to the passage or
chamber W in my engine, and an igniting-chamber corresponding to my chamber W1
beyond the diaphragm. The oil has been injected into an annular groove or
chamber filled with absorbent material and answering to the chamber m in my
engine; but the air, instead of passing partly through the absorbent filling in this
chamber, has been brought in contact with the oil only by being caused to flow in a
choked stream across the end of the annular chamber, and consequently in contact
with the absorbent filling. Such a construction is shown in the United States Patent
of G. B. Brayton, No. 151468, dated June 2, 1874. Engines thus constructed have
proved defective in that the oil has not been sufficiently vaporized and absorbed by
the air and in that the small stream of air admitted to maintain the flame during the
exhaust-stroke was not sufficiently enriched by absorption of oil to enable it certainly
to maintain ignition within the cylinder, so that the engine was both inefficient or
uneconomical in its generation of power from the fuel consumed and liable to
frequent stoppages.
Oil-engines have also been made wherein the oil, instead of being injected directly
into an annular chamber or groove-such as m-was injected into a chamber somewhat
similar to the chamber V in my engine, and from which it flowed through perforations
into the filling in the chamber m; but in that engine there was no valve separating
the chamber V from the chamber W and the only means of forcing the oil into the
absorbent filling was by deflecting a portion of the stream of air entering the cylinder
during the power-stroke by means of an obstruction by which the area of the opening
from the chamber V to the chamber W was reduced. The construction of my engine
constitutes an important practical improvement on that of the engine just referred to,
since for an instant during each stroke the entire pressure of the air is caused to act
to force a charge of oil into the absorbent filling. In the engine referred to also
there was no means for causing the circulation of air in the chamber corresponding in
position to my chamber V, and the bottom of this chamber was not sloped upwardly
toward the outlet-opening therefrom, so that there was no such action as occurs in
the chamber V of my present engine-namely, the passage of a current of heated
compressed air over a film of oil on its way to the power-cylinder during the power-
stroke.

page_text: According to my present invention I place in the bottom of the ignition-chamber w
a washer-shaped plate, u, of wrought-iron or other suitable material which plate is
kept heated red-hot by the flame in the chamber W¹ and acts as a further means of
preventing the extinguishment of the flame or to cause its instant relighting in case
it should become extinguished. This plate has a hole through its centre corresponding 5
in position to the opening and either of the same size or slightly smaller, as shown,
or even a little larger, and the plate is preferably so arranged as to stand a little above
the bottom of the chamber.
The inlet and exhaust valves of the power-cylinder may be operated by any suitable
valve-gear. The gear for this purpose shown in the drawings possesses no especial
novelty, being of a construction commonly used in gas and other engines, and it may
be replaced by any other suitable gearing that may be preferred as being better suited
for any particular type of engine. The lift of the valve is controlled by cams on a
shaft, T, which is driven from the main shaft D and at the same speed through the
medium of gears el ee. The inlet-valves R R are lifted by means of a cam, R,
on this shaft, Fig. 7, the movement being transmitted to the valve-stem n through an.
elbow-lever, t, connecting-rod, and rock-lever 1, the latter having its forward end
forked to straddle tlie stem n, and taking under a head, ", fixed on the latter and
adjustable up or down thereon, in order to determine the precise lift to be given to
the valves R and R.
•
The elbow-lever has a roller ³, mounted on one arm, which roller comes in
contact with the cain R². This cam R2 is mounted on a sleeve which can slide
longitudinally on the shaft T in order to bring different portions of the cam against
the roller 3, and thereby determine the cut-off of the inlet-valves, in the manner
common in engines of this class. The longitudinal movement of the cam is determined
by the governor T, (shown in Figs.-2 and 3,) which is of ordinary construction,
and from which longitudinal movement is imparted to the cam in the well-known manner,
The exhaust-valve S is operated from the shaft T by the mechanism shown in
Fig. 6.
It is closed by a spring S"; and opened forcibly by a cam S¹, on the
shaft T, the movement of this cam being transmitted to the stem of the valve through
the medium of a rod j', having a cross-head or foot j, fixed on its lower end to
receive the thrust of the cam, and connected at its upper end to a rock-lever
forward arm of which is jointed to the valve-stem.
the
The inlet-valve N of the air-pump C is closed by a spring o', and opened forcibly
by a cam N¹, on the shaft T, the movement of which is transmitted to the valve-stem
through a lever e, carrying a roller c¹, against the cam, and jointed at its end to a
rode, which connects to the rear arm of a rock-lever ³, the forward arm of which
is jointed to the valve stem, all as shown in Fig. 5.
The oil-pump P, the suction pipe p" of which leads from a suitable receptacle
containing a supply of oil, is operated from the shaft T by means of an eceentric a',
Fig. 3, through a rod a", and its valves are worked by an eccentric ¹, through a
rod b, in the usual manner. The eccentrics a' and b' are, as usual, connected to
the shaft T through the medium of a ratchet, (not shown) so that they are turned
forward by the shaft, but may be themselves turned forward without rotating the
shaft. This is necessary in starting the engine in order to pump a charge of oil into
For this purpose a crank T, is provided
the chamber V before the first stroke.
which is fixed to the eccentrics a¹ b¹.
The lighting hole o
I will now describe the means for starting the engine.
port & is formed entirely in the cylinder-head and opens upwardly to the top thereol
and a sliding valve or gate K' is provided to close it. This gate K' is carried by
horizontally-swinging lever, K", through the medium of an adjusting screw k, b
means of which any desired downward pressure may be given to the gate t
enable it to resist the upward pressure of the gases through the lighting-port, thi
strain being resisted by the lever, which is fulcrumed on a stud close to its connectio
with the gate. In Figs. 3 and 10 the lever is shown in full lines in the position
occupies when the gate is closed over the lighting-port and the dotted lines in Fig.

page_text: and full lines in Fig. 9 show the lever swung out so as to open wide the lighting-port.
In thus swinging out the lever the gate K¹ slides on an are-shaped bearing-
surface k, which is carried out by a bracket beyond the cylinder-head.
In starting the engine it is necessary that the air-inlet valve R'shall be kept
closed while the lighting-port & is open, as otherwise there would be so strong an out-
flow of vapor through the lighting-hole as to blow the flame outside and prevent its
burning back into the ignition-chamber. The current due to the flow of air through
the nozzle q is sufficient for the purpose of ignition and is so reduced that the
outflow through the lighting-port is slow, and consequently the flame is enabled to
burn down into the chamber W. It is essential, however, that the inlet-valve shall
be opened wide instantly after the closing of the lighting-port, in order to give a
powerful impetus to the power-piston so that the engine may acquiro. sufficient
momentum to carry the crank around for its first revolution. It will be.understood
that, in starting, the engine is set with its crank just beyond the up-centre, and that
the engine will commence to move as soon as the vapor is lighted and the lighting-
port is closed. If, then, the opening of the inlet-valves is delayed beyond a very brief
interval, there will not be sufficient vapor admitted to the power-cylinder to force the
piston downward with energy enough to carry the crank back on its up-stroke and
open the valves for the second downstroke of the piston. In oil-engines prior to my
invention means have been provided for holding the air-inlet valve closed while the
lighting-port was open; but such means have been operated by hand and without any
connection with the means for closing the lighting-port. Hence in starting the engine
it was necessary to first close the lighting-port by one-hand manipulation and then throw
open the inlet valve by another, and great skill and experience were necessary in
order to perform this second manipulation with the requisite rapidity and properly
timed to the first. The result of an unskilful or unsuccessful manipulation was the
stopping of the engine.before one revolution was completed, with the loss of the stored-
up compressed air which had been used in starting it.
My invention, by the device which I will now proceed to describe, provides for the
correct successive manipulations of the lighting-port gate and the air-inlet valve
by automatic means and without the necessity for any skill on the part of the
operator.
41
The rock-lever ", through which the inlet valves are opened, is fulcrumed on an
axis which is adjustable up and down, as heretofore, in order that by lowering its
axis the valves may be held closed, notwithstanding the effort of the valve-gear
to open them. In the construction shown the lever t" is fulcrumed to an upright
forked standard A', Figs. 7 and 9, which slides up or down in a fixed tubular
socket A, and the lower end of which rests on a sliding wedge or cam-bar, B₁,
as shown in Fig. 9. When this wedge is pulled out, the standard A' is lowered,
so that the valve-gear is impotent to lift the valves. This is the position of the
parts while lighting the vapors.
The sliding wedge or cam B¹ is constructed to be operated by means of the
lever K, which manipulates the gate K. To this end the lever is provided with
a lateral arm w, which is hooked and engages a hook w¹, which is connected to
the wedge B¹ through the medium of a flat or leaf spring w. Normally the
parts are engaged as shown in Fig. 10; but upon throwing the lever K" to the
right its hooked arm w encounters the hook w¹, and thereby pulls out the wedge B
until the latter is arrested by a stop-pin c", Fig. 9, whereupon the spring wll yields
and frees the hook to from the arm wc, so that the lever K" can be thrown
around as far as may be desired in order to open wide the lighting-port. The
wedge B¹ is thus pulled out and the valve R consequently closed before the
lighting-port is opened. After lighting the vapor which issues from the lighting-
port, the lever K is thrown forcibly back to the position shown in Fig. 10, where-
upon the arm w displaces and passes the hook w while the gate K' is closing, and its
end encounters an abrupt face w³, on the wedge B', whereby it drives or pushes the
wedge back to its normal position, thereby lifting the standard A', and consequently
lifting the valves R R', (that is, if the valve-gear is, as it should be, in the position in
°

page_text: which these valves would be lifted or partially lifted in the normal operation of the
engine). The proportions of the parts are such that the lighting-port is closed beforo
the valves R R are opened; but the latter operation occurs necessarily instantly after
the former. It will be obvious that the mechanical connections or expedients by
means of which this result is attained may be variously modified without materially
affecting the operation. The distinctive feature of this part of my invention is that
the manipulation of a single lever or equivalent element-such as the lever K"-shall
effect first the closing of the lighting-port and instantly thereafter shall restore the
valve-gear, to its normal condition, so that if the cam R is in the proper position for
opening the inlet-valve the latter will by this movement be opened. This novel
feature in oil-engines having been disclosed by me and one method of carrying it into
practice having been fully shown and described in my present application, it will be
easy for any intelligent mechanic or engine-designer to devise or construct other
mechanisms for accomplishing the purpose according to the essential principle of my
invention. As an example of one modification that may be adopted, I have shown
the construction illustrated in Fig. 12, where the lever is fulcrumed to a vertically-
sliding block A', capable of sliding in vertical ways in a fixed standard A", and raised
or lowered by a toggle-arm B", pivoted at its upper end to the block A¹ and carrying
at its lower end a roller, which rolls on the flat surface of the cylinder-head. The
arm B is connected by means of a jointed link D¹, to the gate K³, for closing the
lighting-port k or to the lever K" for operating this gate. As the gate is opened
the link D pulls the arm B from its normal vertical position, so that it lets the
block A descend, thereby dropping the fulcrum of the lever and closing the
valve R. When the gate K¹ is moved back to close the lighting-port, the arm B is
pushed back to the vertical position, thereby again lifting the block A' and throwing
the-valve R open. It will be observed that in both the constructions shown the move-
ment for opening and closing the inlet-valves is communicated from the lever K" to
the fulcrum of the rocking lever ". This, however, is not essential, as the action by
which the valve R is closed and opened may take place at any point in the connecting
mechanism between the cam R and the valve.
The operation of starting my improved engine is as follows: First turn the crank
until it is just beyond its up-centre; then throw out the hand lever K" to close the
valves R R and open the lighting-port; then turn the crank T" about five or six
revolutions, so that the pump P shall inject a surplus of oil; then by means of the
hand-wheel P open the throttle-valve P' in the air-pipe h, thereby admitting air
from the compressed-air reservoir H₁ to flow into the air-chamber g, whereupon a
small stream of air will be admitted through the nozzle q', and, passing through the
chamber m,
it will vaporize some oil and flow out through the lighting-port; then
light the vapour at this port; then close or partially close the throttle-valve in order
to reduce the pressure and enable the flame to burn back through the lighting-port
into the ignition-chamber; then open the throttle-valve wide and immediately there-
after throw back the lever K, thereby closing the lighting-port and opening the
valves R R¹, whereupon the engine starts. These operations are simple in themselves,
are easily learned, and require no especial skill or dexterity to perform them.
The cylinders B and C are water-jacketed, as usual, the water entering through a
pipe, a, Fig. 2, into the bottom of the pump-cylinder jacket X, flowing upward to
the top thereof, flowing back downward through a tube x, which stands vertically in
the jacket on the opposite side, is open at its upper end, which is close to the top o
the jacket, and communicates at its bottom end with a passage ², formed in the cas
base or shell A. This passage leads to the left in Fig. 2 and extends upwardly, com
municating with a passage, formed in the casting of the power cylinder Band
leading into the water-jacket X thereof at the hottom. The water flows upward i
a vertical tube, which
this jacket to the top thereof, whence it flows through
projects upwardly within the jacket and opens close to the top thereof, and the lowe
end of which communicates with a passage, formed in the cylinder-casting, from
which a water-outlet tube.x, carries the heated water away. The circulation of wate
is caused by connecting the pipe with the city water-works or other source of water

page_text: The use of the tubes and insures the thorough circulation of the water from end
to end of the jackets and affords a very simple and cheap construction for that
purpose.
The lubrication of the power-piston in its cylinder has always been a matter of
difficulty in engines of this class on account of the heating of the interior of the
power-cylinder by the combustion of the vapors therein and the condensation of
carbonaceous products on the walls thereof. My invention provides an improved
means of lubrication applicable to upright cylinders. The piston, in addition to being
formed with ring-packings around it of any suitable or well-known construction, is
prolonged downwardly around its periphery somewhat after the manner of bucket-
plungers, the annular prolongation being tapered or beveled to an edge, as shown at y
in Fig. 2. Just beneath the lower open end of the power-cylinder is placed an oil-
basin, y', which is filled or partially filled with lubricating-oil, the level of the latter
being such that at the extreme downstroke of the piston its beveled edge y shall dip
into the oil for a short distance, sufficient to become moistened or smeared with the
oil, so that upon its upstroke it shall carry up a small quantity of oil with it and
spread this oil upon the interior surface of the power-cylinder. In the upstroke of
the piston the oil which has adhered to the beveled edge y runs down to the
extreme edge thereof and is thereby transferred to the surface of the cylinder.
The beveling of the downward prolongation y has a two-fold purpose, serving not
only to direct the oil as it thus runs down toward the surface of the cylinder,
but also acting as it dips into the bath of oil beneath at the extreme downstroke
of the piston to part the oil easily, so that it enters without splashing the oil and
creating unnecessary commotion and waste of oil. I also provide novel means for
lubricating the plunger M. of the air pump or compressor and the ball-and-socket
joint of its pitman L. An oil-cup Y. Figure 2 is arranged exterior to the
cylinder C, and from it an oil-discharge pipe or nozzle, Y, leads through the
The plunger is
water-jacket and opens into the cylinder against the plunger.
provided with two sets of ring-packings, z and z¹ which are spaced apart a distance
preferably equal, or nearly so, to the stroke of the plunger. The oil-inlet Y' is
arranged, preferably, about midway between the two packings when the plunger
is at midstroke, as shown, so that during the movement of the plunger it com-
municates always with the space between the two sets of packing-rings and discharges
oil into this space whence the oil is distributed over the surface of the cylinder.
The lubrication of the ball-and-socket joint is effected by an oil passage which
leads from any convenient point between the packing-rings and and conducts
the oil thence to the ball-socket. Preferably this passage leads from the socket
of the lower ring-packing z' as shown in Figure 2. The pressure of the compressed
air in the pump cylinder, leaking to some extent past the upper ring-packing,
drives some of the oil from the space between the packings through the passage
to lubricate the ball-and-socket joint.
The lubrication of the wrists of the cranks F and G is effected by the construction
clearly shown in Figure 2 with reference to the crank F. This crank is formed
on the side next the bearing a with a disk F¹, having on its face next the bearing
an undercut concentric groove, f, from which an oil-duct, f' leads radially out-
ward to the centre of the crank wrist and extends thence into the latter and to
the exterior thereof, as clearly shown. Oil which is introduced into the groove ƒ³,
either by working over from the bearing a or by the insertion of an oil-can nozzle
into it, is during the operation of the engine carried by centrifugal force through the
oil-duct out to the surface of the crank wrist. The lubrication of the crank G
is precisely, the same as that of the crank F.
In Figure 1, Z is a pressure-gauge which communicates by a pipe q", with the
air-pocket g, and serves to show the degree of pressure of the compressed air.
In the normal operation of the engine the air is compressed to from sixty to one
hundred pounds per square inch, although, of course, the pressure may vary
according to the design and proportions of the engine. It will be understood
that the working-pressure of the burning vapor in the power-cylinder must not

page_text: be as great as that of the compressed air, as if it were, the compressed air would
not flow into the power cylinder during the power-stroke. The power developed
by the engine due to the differential action of the two pistons, that in the power-
cylinder having a mechanical advantage over that in the pump-cylinder. In the
particular engine shown this mechanical advantage is due partly to the area of 5
the piston K being slightly in excess of that of the plunger M and partly to the
power-crank F being of much greater throw than the pump-crank G, their relative
throw being shown as two to one.
The tubes 9 g, through which the compressed air passes on its way to the
cylinders H H', extend through the water jacket X, which surrounds the pump-
cylinder. This construction causes the hot compressed air in passing down through
these tubes to give up a considerable portion of its heat to the water, so that it is
cooled before it reaches the cylinders.
It is not essential to my invention that the air compressor or pump shall be con-
structed as a part of the engine, since it may be an entirely distinct machine. In
fact any source whatever of compressed air may be used.
Throughout the Specification and the claims I have referred to "oil" as the fuel or
combustible to be employed for driving the engine. It is to be understood, however,
that any combustible liquid that can be vaporized or sprayed and mixed with air to
form a combustible mixture may be substituted for oil and will be the equivalent
thereof. Gaseous hydrocarbons may also be employed in place of oil or liquid fuel.
Those portions of my invention relating to the means for insuring the automatic
starting of the engine upon ignition of the combustible vapor, and to the means for
water jacketing the power cylinder &c., are applicable to other constructions of engines
designed not merely for burning hydro-carbon liquids, but for burning gaseous fuel
or mixtures of gas and air. Also if charges of gas instead of oil be injected into the
mixing chamber V through the pipe the engine will be worked, in this case the
pump p by which the charges are injected should be of larger capacity, and con-
structed after the manner of air or gas compressors as will be understood. My
engine, however, if operated in this manner will not exhibit the same degree of
advantage over previous gas engines that when fed with oil it exhibits as compared
with previous oil engines.
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 in respect of motor engines is :-
:-
1. In a motor engine, the combination with the power cylinder and its piston, its
inlet and exhaust valves, a source of compressed air, and a compressed air passage
leading. thence to the power cylinder and controlled by the inlet valve, of an oil com
mingling chamber communicating with. said passage having its bottom or floor formed
with a slight upward incline toward the outlet to the cylinder and arranged to be
traversed by the air flowing toward said outlet, a source of oil, and an oil duct leading
'to said commingling-chamber, substantially as described.
2. In a motor-engine, the combination with the power-cylinder and its piston, it
inlet and exhaust valves, a source of compressed air, and an air-passage leading
thence to the power-cylinder and controlled by the inlet-valve, of an oil commingling
chamber arranged to be traversed by the compressed air in its passage, having it
bottom or floor formed with an upward incline toward the outlet of the cylinder and
provided with a deflector for causing the air to circulate in said chamber, a source c
oil, and an oil-duct leading to said chamber, substantially as described.
3. In a motor-engine, the combination, with the power-cylinder and its piston, it
inlet and exhaust valves, a source. of compressed air, and an air-passage leading thenc
to the power-cylinder and controlled by the inlet-valve, of an oil commingling chambe
entered by said air-passage at its top and having an outlet through its bottom to th
cylinder, a valve for closing said outlet, adapted when lifted to act as a deflector f
causing the air to circulate outwardly and inwardly in said chamber, a source of
and an oil-duct leading to said chamber, substantially as described.

page_text: 4. In a motor-engine, the combination, with the power-cylinder and its piston, a
source of compressed air, and an air-passage leading thence to the power-cylinder, of
a commingling chamber communicating with said passage, a valve controlling the
admission of compressed air into said chamber, a valve controlling the outlet from
said chamber to the cylinder, a source of oil, and an oil-duct leading to said com-
mingling-chamber, whereby the oil in said chamber is vaporized by the circulation
of air therethrough and controlled by said valves, substantially as described.
5. In a motor-engine, the combination, with the power-cylinder and its piston, its
inlet and exhaust valves, a source of compressed air and an air-passage leading thence
to the power-cylinder and controlled by the inlet valve, a source of oil communi-
cating with said air-passage, whereby the air may absorb oil on its way to the
cylinder, and an oil chamber or groove having an absorbent filling and communicating
with said source of oil, of a restricted air-inlet duct extending from said air passage
through said oil-chamber to the power-cylinder, adapted to admit a reduced flow of
air through said absorbent filling while the inlet-valve is closed, whereby the injection
of combustible vapor into the cylinder during the exhaust-stroke is insured for the
maintenance of ignition therein substantially as described.
6. In a motor-engine, the combination with the power-cylinder, and its piston, its
inlet and exhaust valves, a source of compressed air and an air-passage leading thence
to the power-cylinder and controlled by the inlet-valve, and a source of oil communi-
cating with said air-passage, whereby the air may absorb oil on its way to the cylinder,
of an oil chamber or groove having an absorbent filling, an air-passage through said
oil-chamber to the cylinder, and a valve and valve gear constructed to admit a
momentary charge of compressed air into said oil-chamber at intervals in order
to drive the oil into and through the absorbent filling therein, substantially as
described.
7. The combination with the power-cylinder and its piston, its inlet and exhaust
valves, a source of compressed air and an air-passage leading thence to the cylinder,
and a source of oil communicating with said air-passage, whereby the air may absorb
oil on its way to the cylinder, of an oil-chamber or groove having an absorbent filling,
an air and oil chamber communicating with said oil-chamber through perforations,
and into which the oil is injected, a valve for admitting air from said air-passage into
said oil and air-chamber, an air-passage through said oil-chamber to the cylinder, and
a valve gear constructed to open said valve momentarily at intervals in order to admit
a charge of compressed air into said oil and air-chamber and cause the same to drive
the oil through said perforations into said oil-chamber and into and through the
absorbent filling therein, substantially as described.
8. The combination, with the power-cylinder and its piston, its inlet and exhaust
valves, a source of compressed air and an air-passage leading thence to the power
cylinder, and a source of oil communicating with said air-passage, whereby the air
may absorb oil on its way to the cylinder, of an oil chamber or groove having an
absorbent filling and communicating with the cylinder, an air and oil chamber into which
oil is injected and which communicates with said oil-chamber through perforations, a
restricted air-inlet extending from said air-passage into said air and oil chamber,
adapted to admit a reduced How of air through said absorbent filling and into the
cylinder to maintain ignition therein during the exhaust-stroke, a valve for admitting
air from said air-passage into said air and oil chamber, and a valve gear constructed
open said valve momentarily at intervals in order to admit a charge of compressed
air into said air and oil chamber and cause the same to drive the oil through said
perforations into said oil-chamber and into and through the absorbent filling therein
substantially as described.
tv
9. The combination, with the power-cylinder and its piston, a source of compressed
air and an air-passage leading thence to the power-cylinder, a commingling chamber
traversed by said air-passage, an oil chamber or groove having an absorbent filling
communicating with the power cylinder and communicating through perforations
with said commingling-chamber, a source of oil discharging into said commingling-
chamber, and a restricted air-inlet from said air passage into said commingling-

page_text: chamber, adapted to admit a reduced flow of air through said absorbent filling and
into the cylinder to maintain ignition during the exhaust-stroke, of a main and
supplemental air-inlet valve, the one adapted to control the flow of compressed air
into said commingling-chamber and the other to control its flow from said com-
mingling chamber to the cylinder, and a valve-gear constructed to open said inain 5
inlet-valve at each stroke in advance of said auxiliary valve and thereby to admit a
momentary charge of compressed air into said commingling-chamber to drive the oil
through said perforations into said oil-chamber and into and through the absorbent
filling therein, substantially as described.
10. The combination, with the power-cylinder and its piston, a source of compressed 1
air and an air-passage leading thence to the power-cylinder, a commingling chamber
traversed by said air-passage, an oil chamber or groove having an absorbent filling
and communicating with said commingling-chamber and, the cylinder, a source of oil
discharging into said commingling-chamber, and a restricted air-inlet from said air-
passage into said commingling chainber, of a main air inlet valve adapted to control
the flow of compressed air into said commingling-chamber and having a valve-stem, a
valve gear constructed to move said stem to open and close said valve, and a supple-
mental valve adapted to control the flow of air from said commingling-chamber to
the cylinder and connected to said main valve by a mechanical connection providing
some lost motion, whereby the main valve opens before and closes after the supple-
mental valve substantially as described.
11. The combination, with the power-cylinder and its piston, its inlet and exhaust
valves, a passage for compressed air controlled by the inlet-valve, and an ignition-
chamber between the inlet-valve and said cylinder and communicating with the latter
through a contracted opening, of a plate or diaphragm in said ignition-chamber
adjacent to the outlet therefrom adapted to be heated by the flame therein and to aid
in maintaining ignition, substantially as described.
12. In a motor-engine operating by the combustion of hydrocarbon vapor in its
power-cylinder, the combination, with the power-cylinder, its inlet and exhaust valves,
a valve-gear for operating them, a device connected with said valve-gear for rendering
the latter impotent to open said inlet-valve, a lighting-port communicating with the
power-cylinder and opening to the exterior thereof and a gate or valve for closing
said port, of a handle connected with and adapted to close said gate, and a con-
nection between said handle and said device for rendering impotent the valve-gear
operating substantially as described, to render the valve-gear operative and open the
inlet-valve by the act of closing said lighting-port gate, whereby the starting of
the engine is rendered automatic, substantially as described.
13. In a motor-engine operated by the combustion of hydro carbon vapor in its
power-cylinder, the combination with the power-cylinder, its inlet and exhaust valves
a valve-gear for operating them, a valve closing device connected with said valve-gea
for holding the inlet valve temporarily closed during the igniting of the vapor to
start the engine, a lighting-port communicating with the power-cylinder and opening
to the exterior thereof, and a gate or valve for closing said port, of a handle connecte
with and adapted to open and close said gate, and a mechanical connection betwee
said handle and said valve closing device adapted when moved to close said gate t
simultaneously throw said valve closing device out of operation and thereby open th
inlet valve by the act of closing the lighting port substantially as described.
14. In a moior engine operating by the combustion of hydrocarbon vapor in i
power cylinder, the combination with the power cylinder its inlet and exhaust valve
a source of compressed air and an air passage, leading thence to the power cylinde
a lighting port communicating with the power cylinder and opening to the exteri
thereof, a gate or valve for closing said port, and a valve closing device adapted
close temporarily a valve controlling the passage of compressed air or vapor into t
power cylinder of a handle for closing said lighting port gate, and a connecti
between said bandle and said valve closing device adapted to transmit to the latter t
movement of the handle when closing said gate and thereby to throw said device o
of action and consequently to effect the admission of compressed air or vapor to t

page_text: cylinder whereby such admission is effected automatically by the act of closing the
lighting port, substantially as described.
15. In a motor engine the combination with the power cylinder its inlet and
exhaust valves, a valve gear for operating them, a valve closing device connected with
said valve gear for holding the inlet valve temporarily closed during the igniting of
the vapor to start the engine, a lighting port communicating with the power cylinder
and opening to the exterior thereof and a gate or valve for closing said port of a
handle connected with and adapted to open and close said gate and also connected
with and adapted to operate said valve closing device the said connections being
arranged on the movement of said handle in one direction, to first throw said valve
closing device into action to close the valve and subsequently open the lighting port
gate and on the movement of the handle in the opposite direction to first close the
lighting port and subsequently open the inlet valve, substantially as described.
16. In a motor engine, the combination with the power cylinder, its inlet and
exhaust valves, and a valve gear for operating them, comprising a lever through
which movement is communicated to the inlet valve, a valve closing device engaging
the fulcrum of said lever and constructed when actuated to move said fulcrum and
thereby close the valve, whereby the valve gear is rendered impotent to open said
valve a lighting port communicating with the power cylinder and opening to the
exterior, and a gate for closing said port, of a handle connected with and adapted to
operate said gate and also connected with and adapted to operate said valve closing
device whereby the opening or closing of the lighting port, and the closing or opening
of the inlet valve are effected by a single stroke of said handle, substantially as
described.
17. The combination with the power cylinder its lighting port, its inlet valve and a
valve gear for operating said valve, comprising a rock lever a movable standard to
which said rock lever is fulerumed, a sliding wedge or cam engaging said standard
and adapted by its movement to raise or lower the latter and thereby to open or close
the inlet valve and a gate for closing said lighting port, of a hand lever for operating
said gate arranged to encounter said wedge in its movement of closing said gate
and thereby drive in said wedge and throw open the inlet valve, substantially as
described.
18. The combination with the power cylinder its lighting port a gate for closing
said port, the inlet valve and a valve gear for operating said valve comprising a rock
lever of an adjustable standard A¹ for moving the fulcrum of said lever a wedge B¹,
acting on said standard a hand lever K for opening and closing said gate and means
for engaging said lever with and disengaging it from said wedge, consisting of a
hooked arm w on the one part, a shoulder and a spring mounted hook w' on the
other part, operating substantially as described.
19. In a motor engine operating by the combustion of hydrocarbon vapor, the com-
bination with a cylinder constructed with a water space or jacket in its walls and
water inlet and outlet passages communicating with said jacket at one end of the
cylinder, of a tube within said jacket leading from one of said passages and extending
through the jacket and opening at or near the opposite end thereof whereby a
circulation of water from end to end of the jacket is assured, substantially as
described.
Dated the 20th day of In. 1900
J. C. MEWBURN,
55 & 56, Chancery Lane, London, Patent Agent.