Year: 1895

page_text: Date of Application, 11th Oct., 1895
Complete Specification Left, 11th July, 1896-Accepted, 15th Aug., 1896
1, JOSEPH GROVE, 5 Douglas Terrace, Inchinnan Rad, Paisley, in the County
of Renfrew, North Britain, Engineer, do hereby declare the nature of this
invention to be as follows:-
This invention relates to oil or gas engines of the four-stroke-cycle type, and has
for its object to simplify the construction of parts of such engines and to increase
their efficiency.
In an oil engine made with my present improvements the oil enters a passage at
the side of the cylinder along with the air for a charge through a valve opened
inwards by suction due to an outward stroke of the piston. The oil under
atmospheric pressure is admitted from a valve controlled supply inlet int a space
in the air pipe outside of the valve and the quantity for each charge may be
measured by an adjustable cock or the like for this purpose. The air before it
reaches the valve passes through spaces around the exhaust pipe whereby it is
heated an inlet for cold air is interposed between the valve and the spices around
the exhaust pipe for the purpose of regulating the temperature of the heated air.
The ignition device consists of non-conducting metal or its equivalent of such a
size which after having been heatel by a lamp at starting is afterwards maintained
at a suitable heat by the action within the engine. The igniting metal is in a
chamber communicating with the passage at the side of the cylinder thigh a
small orifice of such a size as to cause the ignitions to take place at the proper
times on the combustible mixture of vaporized oil and air being compressed and
part of it forced back to the igniting metal, or the igniter may be adjustable in
position. The passage for exhaust is at the opposite side of the cylinder to the
passage referred to for oil and air and ignition chamber and is opened against a
spring by means of a trip gear actuated by an eccentric on the crankshaft of the
engine. When the speed of the engine becomes too great the exhaust valve
remains opened through the action of a vibrating governor interposed between the
guide bar of the exhaust valve and the trip gear which actuates it, or the exhaust
valve may be held open by a suitable form of detent motion operated by a
centrifugal governor.
Other improvements consists in making the cylinder of nickel steel or its
equivalent thereby reducing the walls of the cylinder to a minimum in thickness.
In this case the ignition chamber with the igniting device therein has an entirely
separate passage communicating with the cylinder. In practical working the
influence of the atmosphere combined with the cooling effect of the charges of oil
and air the cylinder and piston are retained at a working temperature without a
water jacket surrounding the cylinder for cooling purposes and the ignition device
is prevented from rapid cooling down.
D
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page_text: 1, JOSEPH GROVE, 5 Douglas Terrace, Inchiuman Road, Paisley, in the County
of Renfrew, North Britain, Engineer, do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
This invention relates to oil or gas engines of the four-stroke-cycle type and has
for its object primarily to simplify the combination and construction of those parts
of the engines relating to the induction of the oil or gas and air and the governing
of the exhaust valve with the ignition arrangement also the combination of certain
arrangements of air and gas or oil supply mechanism and a divided off ignition
chamber with a non-jacketed cylinder &c.
In order to make this my invention more clear I have appended hereunto
illustrative drawings upon which are figures and numbers of reference similar
numbers referring throughout the several views to the same thing or part.
Fig. 1 is a sectional plan view of one part of my invention showing the oil and
air supply and ignition chamber &c.
Fig. is a sectional view showing an arrangement of exhaust valve with detent
mechanism operated by a centrifugal governor, which may be used in combination
with the ignition device &c. as hereinafter explained.
Fig. 3 is a sectional view showing a modified arrangement of inlet and exhaust
valves and ignition chambers with a nonjacketed cylinder.
Fig. 4 is a sectional view showing a modified arrangement of the air and gas or
oil inlet and the ignition chambers &c. as applied to a jacketed cylinder.
Referring to Figs. 1 and 2. 10 is the cylinder. 11 is the piston. 12 is the oil
passage. 13 is the oil measuring cock. 14 is the induction valve. 15 is the
induction air chamber. 16 is the igniter. 17 is the ignition chamber. 18 is the
throatel passage from the ignition chamber to the cylinder. 19 is the oil supply
pipe. 21 is the exhaust passage from the cylinder. 22 is the exhaust valve.
The oil under atmospheric pressure, is supplied to the engine by the pipe 19, the
quantity of which is regulated by the cuck 13 or other suitable litting and passes
down the passage 12. It will be seen that the outlet of this passage is made upon
the seat of the valve 14 so that the said valve answers the two purposes of shutting
off the oil and the air supply at the same time.
The air which is to be mixed with the oil, passes through spaces around the
exhaust pipe before it reaches the induction chamber 15 whereby it is heated.
The temperature of this air may be regulated (if too great) by an inlet suitably
interposed between the valve 14 and the aforesaid space around the exhaust pipe.
As this inlet and the spaces around the exhaust pipe may be of ordinary well
known construction they are not shown upon the drawings. The ignition device
consists of the non-conducting metal 16, or its equivalent; of such a size, which
after having been heated by a lamp at starting, is afterwards maintained at a suitable
heat by the action within the engine. The metal 16 is within the chamber 17
which communicates by the contracted passage 18 with the passage 19 into the
cylinder 10, by which the ignitions take place upon the combustible mixture of
vaporized oil and air being compressed and part of it forced back to the igniting
metal 16. This piece 16 is preferably made adjustable in position by means of the
screw 20 or other suitable similar arrangement.
The passage 21, (see Fig. 2.) for exhaust is at the opposite side of the cylinder
to the oil and air passage 19, and the valve 22 is opened against a spring 23 by
means of suitable mechanism such for instance as that illustrated and described in
Fig. 2 in which a notch or tooth in the valve extended spindle 24 is made to
engage with the transverse locking spindle 25 carried in bracket 26 and operated

page_text: by the lever 27 which is under the control of the governor 28.
When the engine
is running at the proper working speed in which the load requires a constant
repetition of air and oil supply, the governors sustain the lever 27 in its raised
position and so keeps the tooth 29 clear of the notch 30 in the spindle, and thereby
allows the orderly intermittent opening and closing of the valve 22.
In case
however that the load is lightened and the speed thereby increased the tendency
from the governors upon the lever 27 is to force the tooth 29 into the notch 30
when the valve has been opened, and retains the valve in the opened position until
the speed has decreased so as to again raise the lever 27 clear of the spindle 24.
Or I may use other mechanism for retaining the valve open under light loads such
as for instance as that described and illustrated in Specification No. 20192 of 1894
for Letters Patent granted to another and myself. When the speed of the engine
becomes too great, the exhaust valve remains opened through the action of a
vibrating governor interposed between the guide bar of the exhaust valve and the
trip gear which actuates it or in conjunction therewith.
Instead of placing the air and oil or gas supply and the ignition chambers &c. at
the side of the engine, I may of course connect it up to or form it at the end of
the cylinder. In Fig. 3 I have shown an arrangement wherein a cylinder having
thin walls 31 nny be used whereby I may in some cases employ steel or other
suitable tube and preferably make in one therewith the ignition chamber 17b.
In this case the ignition chamber 17, with the igniter device therein, has the
separate passage 18 which said passage is throated or narrowed down to a
comparatively small diameter, the exterior metal following its course, and thus
forming as a break in the conductivity of heat from the chamber to the cylinder.
This break between the ignition chamber and the cylinder prevents the too rapid
cooling effect of the cylinder upon the ignition chamber, while at the same time
there is sufficient conductivity of the retained heat in the ignition chamber walls,
together with what heat there remains in the cylinder, to effect vaporization of the
fresh charges, there being also still ample bent in the ignition chamber for igniting
the charges.
In some cases it necessary may effect the more perfect vaporization of the
charges by means of the tongue like extension 32 which is connected to the
igniter 16 (see Fig. 4) and thence protrudes into the chamber where the air and oil
or gas are received from the induction valve.
In Fig. 4 I have shown this my arrangement of divided off ignition chamber
combined with the induction and exhaust valve in combination with a jacketed
cylinder which is very suitable for the larger class of engines.
The exhaust valve 22 and the induction valve 142 may be attached to the said
cylinder direct as shown, or to branches therefrom.
The system of governing with an open valve dispenses with the additional air
valve (at present in use) and also increases the efficiency of the engine whilst
governing by reason of there being no compression in the cylinder.
I am aware that engines similar to these herein described have been made having
an igniting mechanisin, and air and oil inlet mechanisin similar to that herein
described, but governed by cushioning upon the spent gases; also that similar
engines have been governed with an open exhaust valve, but having an igniter
needing a constant application of heat to effect ignition, and therefore I do not claim
these separate mechanisms broadly by themselves but,
Having now particularly described and ascertained the nature of this my said
invention and in what manner the same is to be performed, I declare that what I
claim is :-
1. In oil or gas engines the combination of the air and oil or gas induction
mechanism, with the governing mechanism under an open exhaust valve, of the
igniter 16 and chamber 17 all substantially as set forth and shown on the
drawings.
2. In oil or gas engines the combination with a nonjacketed cylinder, of the

page_text: induction valve, exhaust valve and ignition chamber with its igniter as shown and
described in Fig. 3.
3. In oil or gas engines the combination with a jacketed cylinder of the
induction valve, exhaust valve, and ignition chamber with its igniter as shown and
described in Fig. 4.
4. The general combination and arrangement of parts constituting these my
improvements in oil or gas engines substantially as described and illustrated upon
the drawings in Figs. 1 and 2, or the modifications shown in Figs. 3 and 4.
Dated this 9th day of July 1896.
CHARLES T. POWELL,
Applicant's Agent.