Improvements in Hydro Carbon Motors.
Year: 1896

page_text: Date of Application, 20th Oct., 1896-Accepted, 21st Nov., 1896
COMPLE
SP
HON.
Improvements in Hydro Carbon Motors.
We, THE MOTIVE POWER AND LIGHT COMPANY LTD., and JOHN EDWARD
FRIEND, both of 71 Cathedral Square, Christchurch, in the Colony of New
Zealand, do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement:-
This invention relates to motors in which an explosive mixture of hydro-carbon
gas and atmospheric air is employed as motive power. Such motors are commonly
known as "gas" and "oil" engines, and in connection therewith this invention
provides the following improvements:-
The more effectual clearing of the cylinder from the products of combustion
after an exploded charge has done its work. Better cooling of the cylinder by
air, which is passed through the cylinder for this and another purpose, as well as
through a jacket surrounding it.
In a motor in which vaporised oil is employed, the provision of an improved
vaporiser for oils volatile at low temperatures, and also an improved method of and
apparatus for vaporising oils volatile at a higher temperature consisting in combining
the ignition tube with a vaporiser.
An improved governor for regulating the supply of gas to the engine. Improved
method of combining gas with atmospheric air in producing an explosive charge
whereby the danger of premature explosion is avoided. An improved method of
and apparatus for igniting the explosive charge whereby a timing valve, cam and
cam rod are rendered unnecessary. And an improved method of heating the
ignition tube by gas conveyed to it from the vaporiser.
Another part of this invention consists in making a motor having two cylinders
of different diameters, each having a reciprocating piston, the pistons being integral
or fixed together and communicating motion through a connecting rod to a crank
shaft. The charge is exploded in the smaller cylinder, the larger cylinder and
piston being employed to draw air through a jacket surrounding the smaller
cylinder and to force air through the latter for cooling purposes, to compress the
explosive charge within the smaller cylinder, and to force air through the vaporiser
to volatilise oil.
Referring to the accompanying drawings:-
Fig. 1 is a side elevation.
Fig. 2 a sectional plan, and
Fig. 3 an end elevation of a motor embodying the improvements.
Fig. 4 vertical central sections of a vaporiser for oils volatile at a low temperature,
gas governor, gas regulator, and admission valve.
Fig. 5 section of a combined vaporiser and ignition tube.
Fig. 6 a section of air regulating valves.
Fig. 7 a section of an exhaust valve
Fig. 8 (Sheet 1) a vertical central section of an ignition tube and firing valve.
Fig. 9 detail views of cams operating the admission and exhaust valves.

page_text: The vaporiser (n) for oils volatile at a low temperature shown clearly in section
in Figure 4 is a cylindrical vessel tapering at one end and having a conical cover (n¹)
screwed upon it at the other.
The cover (n¹) has an inlet (n³) from an air pipe (m) and an inlet (1³) for
admission of oil to be vaporised.
A cone (n), made of thin metal, is secured within the cover (n¹) being provided
with a flange which is held between the cover and the end of the vaporiser; it
is furnished with a number of perforations for the purpose of diffusing the oil
and air as it passes into the vaporiser (n); which contains sponge or some analogous
material.
Certain oils, such as naphtha when thus brought into intimate contact with air
through being divided into fine spray are readily vaporised, the air being if
necessary slightly raised in temperature by passing it through a jacket surrounding
the motor cylinder or by other means.
The vaporiser for oils, such as kerosene, volatile at a high temperature, is clearly
shown in Fig. 5. It is mounted upon or made in combination with the ignition
tube, and is provided with an annular jacket (n) into which the heated products
from the ignition tube pass in order to heat the vaporiser. An outlet (1) permits
fumes to pass out of the jacket.
In this vaporiser the metal cone (n) is not perforated as in the vaporiser formerly
described, but has only a ring of holes (7).
The governor (o), clearly shown in section in Fig. 4, is a bell-shaped vessel fitted
with a flexible diaphram (o¹) forming a cover, which may be of leather, indiarubber,
metal, or other material.
The upper part of the vessel is provided with branches (03) for pipes at right
angles to its axis, and a piston valve (o) having a port way (o) working within a
valve chest (o) regulates the opening of ports (o) in the opposite branches (02).
The valve rod (08) connected to the flexible diaphram (o¹) at one end passes through
and is secured to the piston (03) and is surrounded by a spring (0) at its upper
end which bears against the top of the valve chest (o) and normally maintains the
piston (o) with its portway (o) opening communication between the ports (0°).
If for any reason pressure should increase within the chamber (o) beyond a
predetermined amount the diaphram will be distended and the valve (o) moved
down so as to close the ports (0°).
The regulator (9), clearly shown in Fig. 4, is employed to regulate the supply of
gas from the vaporiser to the ignition tube. It is similar to the governor (o) just
described, the piston valve (o) regulating admission of gas from the pipe (n) to
the vessel (g). A pipe (ns) is used to convey the gas to the ignition tube.
The valve (u) also shown in Fig. 4, which regulates the admission of gas to the
motor, is operated by a cam (t) upon a cam rod driven from the crank shaft (g). It
consists of a pistou valve (u') which works within a casing (2) a portway (u³)
opening communication, when the piston valve rod (u') is depressed by the cam
against the action of the spring (u); between the ports (u).
The air regulating valves (¹) (k) shown in Fig. 6, are ordinary non-return
valves acting in opposite directions from the port (k), the springs (4) tending to
keep them upon their seats. The valve () is provided with the set-screw (k) for
adjusting its lift.
The exhaust valve (s) shown in Fig. 7 is operated by a cam (s) (Fig. 9) upon
the same shaft as the cam operating the admission valve (u), the valve (s)
when lifted from its seat allows the exhaust gases from the motor cylinder to escape
into the air.
The ignition tube shown in Fig. 8 (Sheet 1) is constructed in the usual manner,
but the firing valve in connection with which it is used has a downwardly depending
valve lever (1) which projects into the explosion chamber, where it is operated by
a tappet carried by the piston in the motor cylinder.
The lever (r) when struck by the tappet opens communication between the
explosive charge in the explosion chamber and the ignition tube (r). The lever

page_text: returns to its normal position by gravity, assisted by a spring if necessary; and
closes the valve.
We will now describe the several parts, and also other portions of this invention
as applied to a motor, commonly known as an oil engine.
Referring to Figures 1 to 3-
An extension from a charging cylinder (a) is fitted with the motor cylinder (b)
in such fashion as to provide an annular jacket (c) surrounding the cylinder (b).
The piston (d) of the cylinder (b) is made integral with the piston (e) of the
cylinder (a) and a connecting rod (f), working through the open end of the
cylinder (a) connects the pistons with a crank shaft (g) having a fly wheel (gl).
The cover (h) upon the end of the cylinder (6) is dome shaped to provide an
explosion chamber (i), and is made hollow to form an air chamber (5) communi-
cating by small holes (1) with the jacket (c).
A pipe (k) fitted with a non-return valve (k) gives communication between the
jacket (c) and the cylinder (a) through a port (2).
The pipe (1) having a valve (1) at one end connects the pipe (k) above the
valve () and also beyond a valve (3) in a valve casing above the valve (k¹) with
the explosion chamber (i) through the port (1).
A branch pipe (m) from the pipe (1) communicates with the vaporiser (n) which
is in communication with the governor (o), and the admission valve (u) having a
pipe (p) returning to the pipe (1).
A branch pipe (n') leads from the vaporiser (n) to a regulating governor (g)
which controls the supply of gas through the pipe (n³) to the ignition tube (r)
which is fixed above, and has a valve lever (r) projecting into the explosion
chamber (i).
An exhaust valve (s) beneath the explosion chamber is operated by a cam (s¹)
through the lever (2) pivotted upon a bracket (83), the cam (s) is carried upon a
cam rod (s), driven by bevel gearing (s) from the crank shaft (g).
The cam rod (s) also has a cam (t) operating the gas admission valve (u) upon
the pipe (p).
Ribs (v) are cast upon the inside of the cylinder (a) within the jacket (c) to
form narrow circular passages for air round the cylinder (b) which is thereby more
effectually cooled.
We will now describe the operation of the motor :-On its first outward stroke,
the piston (e) draws in a charge of air from the atmosphere through the port (2),
pipe (k), jacket (c), and holes (1), in the hollow cover (), which has an opening (1)
communicating with the atmosphere. Upon the return stroke of the piston this air
is forced through the pipe (1), valve (1), and port (12) into the explosion chamber (i).
A certain portion of air is also forced through the pipe (m) and the vaporiser (n),
from which it takes up a charge of vaporised oil; and passes thence through the
governor (o), admission valve (u), which is regulated to be opened at the time by
the cam (t); the vapour and air mingling with the air in the pipe (1), and being
compressed with it into the combustion chamber (i).
When the piston (d) arrives at the end of its stroke, the tappet (d') attached to
its head strikes the valve stem (1), whereby communication is opened with the
ignition tube, and the charge exploded.
The piston (d) is forced forward by the explosion, the piston (e) as before taking
in a charge of air which on the return stroke, during which the gas valve (u) is
closed, due to the fly wheel (91) upon the crank shaft (9), is forced, with the
products of combustion in the cylinder (6); through the exhaust valve (*)
which is opened at the correct time by the cam (s) upon the cam rod (*).
The pistons now move out again, still under the influence of the fly wheel, and
ake in a charge of air, as in the first stroke, the operation as described, being
epeated.
It will be seen that an explosive mixture of vapour and air is formed only in the
combustion chamber (i), and in the pipe (1), beyond the junction of the pipe (p),
vhereby liability to premature explosion is avoided.

page_text: The ignition tube (r) is heated for ignition purposes by vapour from the
vaporiser (n), the governor (9) being placed between them to regulate the supply.
Figs. 10 and 11 illustrate a form of motor which is specially designed to obtain
steadiness in running.
In this motor, the side connecting rods (w) are respectively connected to
cranks upcn either side of a centre crank to which is attached the connecting
rod (f), the side cranks being opposite to the centre crank. The cylinder (b) is
extended rearwardly, and provided with a trunk (6'), and a second piston (d)
which carries the cross head (d), upon which are pivotel the connecting rods (w).
A combustion chamber (i) is provided between the two pistons, a space being
allowed for the purpose when they are nearest together.
The explosive charge is introduced between them by the piston (e) as in the
motor previously described, all the parts being similar, and when the charge is
fired by the tappet (d') upon the piston (d), the pistons move in opposite directions,
the crank shaft is revolved, and the pistons reciprocated.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what
we claim is:
1. A hydro-carbon motor, having two cylinders and corresponding pistons, one
cylinder and its piston being employed to charge the other cylinder with an
explosive mixture of gas and air upon one inward stroke, and to force air through
it upon the second inward stroke substantially as and for the purposes herein
described and illustrated.
2. A hydro-carbon motor, having two cylinders of different diameter, their
pistons being connected or integral. The smaller cylinder in which the explosive
charge is employed being provided with a jacket through which air is drawn by the
large piston upon an outward stroke, such air, with sufficient gas to form an
explosive mixture, being forced into a combustion chamber of the smaller cylinder
upon the return stroke of the pistons, a second charge of air being drawn through
the jacket by the larger piston upon a second outward stroke and forced through
the smaller cylinder upon a second return stroke substantially as and for the purposes
specified and illustrated.
3. The combination with the jacket (c) of a hydro-carbon motor cylinder (b) of
ribs upon the inside of the outer casing whereby narrow circular passages are
provided between the ribs and the motor cylinder through which air is drawn by
the piston of a charging cylinder substantially as and for the purposes specified
and illustrated.
4. The vaporiser for volatilising oil, consisting of a metallic cylinder containing
sponge, provided with an inlet for oil and air at one end, and an outlet for air and
oil vapor at the other, a perforated metal cone being provided at the conical inlet
end of the cylinder for the purpose of diffusing the air and oil as it enters the
cylinder substantially as herein specified and illustrated.
5. The combination with the ignition tube of a hydro-carbon motor of a vaporiser
for volatilising oil to produce gas for employment in the motor consisting of a
vessel, through which oil or oil and air is passed; surrounded by a jacket receiving
the fumes from the flame heating the ignition tube substantially as herein described
and illustrated.
6. The combination with the ignition tube of a hydro-carbon motor of a valve
for opening and closing communication between the ignition tube and the explosion
chamber, such valve having an operating lever projecting into the explosion
chamber, actuated by a tappet carried by the motor piston, substantially as described
herein and illustrated.
7. In a hydro-carbon motor, a regulating governor for shutting off the supply of
gas when
pressure in the motor cylinder exceeds a predetermined amount, consisting
of a vessel having a flexible cover, to which is connected a spindle operating s
piston valve. The valve opening and closing ports through which gas passes or

page_text: its way to the motor cylinder. The flexible cover being distended when the pressure
of gas within the vessel overcomes the resistance of a spring operating in the
opposite direction, substantially as herein specified and illustrated.
8. The combination with the ignition tube of a hydro-carbon motor of a vaporiser
supplying gas for producing the flame for heating such ignition tube, substantially
as specified and illustrated.
9. In combination, a vaporiser producing gas for heating the ignition tube of a
bydro-carbon motor and a regulator (g) for regulating the pressure of the gas
supplied to the ignition tube burner, substantially as herein specified and
illustrated.
10. In combination, a hydro-carbon motor, having two cylinders of different
diameters arranged one behind the other, their respective pistons being connected
or integral; a vaporiser (n) producing gas from oil for employment in the motor,
and a governor (o) for regulating the supply of such gas to the explosive chamber,.
substantially as and for the purposes herein described and illustrated.
11. In combination with the motor cylinder (6) a hollow cover forming an air
chamber, holes in the cover admitting air from the chamber to a jacket surrounding
the motor cylinder, substantially as specified and illustrated.
12. A hydro-carbon motor having two cylinders of different diameters, the
smaller cylinder having two pistons, one of which is integral with the piston of the
larger cylinder, forming a double piston, the explosive gases being employed
between the smaller pistons forcing them apart; connecting rods from the pistons
giving motion to a crank shaft which causes them to reciprocate in opposite.
directions, substantially as and for the purposes herein specified and illustrated.
Dated this Eighteenth day of August 1896.
W. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicants.