Improvements in Hydrocarbon Engines.
Year: 1894

page_text: Date of Application, 17th Aug., 1894
Complete Specification Left, 16th May, 1895-Accepted, 22nd June, 1895
Improvements in Hydrocarbon Engines.
We, WILLIAM DENT PRIESTMAN and SAMUEL PRIESTMAN, Directors of
Priestman Brothers, Limited, of Holderness Foundry, in the Town and County of
Kingston-upon-Hull, Engineers, do bereby declare the nature of this invention to
be as follows:-
This invention relates to improvements in motor engines operated by the
combustion of hydrocarbon vapour mixed with air.
Our present improvements are principally but not exclusively applicable to motor
engines of large size and in which two cylinders are employed, each cylinder being
double-acting, so that a charge can be ignited alternately on opposite sides of the
piston.
As an engine of this character consumes a considerable quantity of combustible
vapour, we prefer to employ spraying or vaporising apparatus of the kind described
and illustrated in the Specification filed in pursuance of our application for Letters
Patent dated 2nd November, 1893, No. 20808.
In order to rapidly heat the vapour, we allow the flame from a heating lamp to
enter the space between the vapour-chamber and its jacket, the flame bathing the
outer surface of that chamber and the products of combustion escaping by way of
a chimney specially provided. After the engine has been started, the heating
lamp is extinguished and removed, and the orifice through which the flame from
the heating lamp passed is closed by a cover; the waste gases from the engine
thereupon escaping by way of the chimney, which then serves as an exhaust-pipe.
In starting the engine, we use a receiver surrounding the chimney or exhaust-
pipe. Compressed air is pumped into the receiver and becomes heated by the
products of combustion yielded by the lamp beneath the vapour-chamber. When
the air in the receiver is sufficiently compressed and heated, a charge of vapour is
forced into the heated vapour-chamber, and a mixture of air from the receiver and
vapour from the vapour-chamber is admitted, by means of a pipe or pipes
controlled by a cock, into one of the motor cylinder combustion chambers and
there ignited to afford an impulse to the piston.
In starting a hydrocarbon engine of large size and having two cylinders, each
working as regards each of its ends on what is known as the "four cycle "system,
it is found desirable to obtain an impulse in one cylinder and at the same time an
impulse from the opposite end of the other cylinder. As the ignition of a charge
would occur four times in. every two revolutions, and should take place once for
each piston stroke or half revolution, it follows that, whereas the exhaust-valve for
the chamber of one cylinder would be opened at the next half revolution, the
exhaust valve for the chamber of the second cylinder would be closed, and the
waste gases in the latter cylinder locked up, considerable "back pressure" being
presented to the piston and resistance offered to the starting of the engine. Te
obviate this, we employ a special device for opening the particular exhaust-valve
at the requisite time. This device may consist of au extra cam on the cam-shaft ;
such extra cam being kept in position on the shaft by a pin or catch. After the
extra cam has held the exhaust-valve open a sufficient time to permit the waste
gases to escape, the pin or catch comes into contact with a lever or equivalent
appliance attached to the engine. The extra cam having by means of the lever
or other appliance been released, is, under the influence of a spring, forced into
7

page_text: an inoperative position; whereupon the conditions of working assume an ordinary
character.
To keep the piston cool so as to regulate the expansion to correspond as nearly
as may be with that of the cylinder, we carry a hollow piston-tail-rod through the
cylinder-cover at each end of the cylinder; one tail-rod forming the plunger and
inlet passage and the other the passage for the delivery. Or a small force-pump
fitted to a hollow piston-rod near the cross-head may be used for forcing water
through the piston. Or a force-pump attached to and worked by the engine
may be utilized for forcing water by way of hollow piston-rods through the
piston.
In starting the engine, it is found advisable to prevent combustible vapour
entering one or more of the four chambers of the two working cylinders. To
enable this to be accomplished, we make the casings for the intake-valves so that
they can be screwed back to lock those valves against their seats. Thus either or
any of the intake-valves can be easily rendered inoperative; the charge or charges
of combustible vapour being consequently prevented from entering the chamber or
chambers.
We, WILLIAM DENT PRIESTMAN and SAMUEL PRIESTMAN, Directors of
Priestman Brothers, Limited, of Holderness Foundry, in the Town and County of
Kingston-upon-Hull, Engineers, 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 improvements in motor engines operated by the
combustion of hydrocarbon vapour mixed with air.
Our present improvements are principally but not exclusively applicable to
motor engines of large size and in which two cylinders are employed, each cylinder
being double-acting, so that a charge can be ignited alternately on opposite sides of
the piston.
As an engine of this character consumes a considerable quantity of combustible
vapour, we prefer to employ spraying or vaporising apparatus of the kind described
and illustrated in the Specification filed in pursuance of our application for Letters
Patent, dated 2nd November, 1893, No. 20,808.
In the accompanying drawings, which represent apparatus constructed according
to our improved method,
Fig. 1 is an elevation of a portion of a hydrocarbon engine embodying our
improvements in starting; Fig. 2 being a corresponding side view.
Fig. 3 is a view of the vapour-chamber and its communications with the
cylinders, showing the air receiver in section.
Fig. 4 is a longitudinal section through the vapour-chamber and its jacket and
showing the spray apparatus and air inlet valve in position; Fig. 5 being a
transverse section on the line 2-2 in Fig. 4.
"
Fig. 6 is a view partly in section and partly in elevation of the device for
operating the exhaust-valve and for preventing "back-pressure on the piston
when starting the engine. Fig. 7 is a corresponding side elevation thereof.
Fig. 8 is a longitudinal section through a cylinder and hollow piston and piston

page_text: cool and regulating the
Fig. 9 is a similar view
tail-rods showing one method of keeping the piston
expansion so as to correspond with that of the cylinder.
of a modified arrangement for effecting this object, and in which water is forced
into the hollow piston and piston tail-rods.
Fig. 10 is a sectional view drawn to a larger scale of the improved construction
of intake-valve (M) for preventing the combustible vapour entering one or more of
the combustion chambers of the working cylinders.
In order to rapidly heat the vapour in the vapour-chamber A, we allow the flame
from a heating lamp B to enter the space a between the wall of the vapour-
chamber and its jacket, the flame bathing the outer surface of that chamber, and
the products of combustion escaping by way of a chimney C specially provided.
After the engine has been started, the heating lamp B is extinguished and removed,
and the orifice b, through which the flame from the heating lamp passed, is closed
by a cover c; the waste gases from the engine thereupon escaping by way of the
chimney C, which then serves as an exhaust pipe. a' is a deflecting plate to
prevent the flame from burning the wall of the vapour-chamber. is the inlet for
the exhaust gases.
In starting the engine, we employ a heated air chamber or receiver D (Fig. 3),
which surrounds the chimney or exhaust-pipe C. Compressed air is pumped into
this receiver by way of the pipe D', fitted with a stop cock D, and becomes
heated by the products of combustion yielded by the lamp beneath the vapour-
chamber A. When the air in the receiver D has become sufficiently compressed
and heated, a charge of vapour is forced into the heated vapour-chamber A, and a
mixture of air from the receiver D (and vapour from the vapour-chamber A) is
admitted, by means of the pipe (or pipes) d controlled by a cock e, into one (or
both) of the motor cylinder combustion chambers and there ignited to afford an
impulse to the piston. F is the sprayer for supplying the mixture of oil and air
to the chamber or receiver D; ff being respectively the pipes for conveying air
and oil to said sprayer F. When the engine has been started, the heating lamp B
removed, and the cock e closed, the combustible vapour generated in the vapour-
chamber A flows into the combustion chambers of the working cylinders G, H, by
way of the communicating passages or pipes 9, 9, 9, 9..
In starting a hydrocarbon engine of large size and having two cylinders, each
working as regards each of its ends on what is known as the "four cycle" system,
it is found desirable to obtain an impulse in one cylinder, and at the same time au
impulse from the opposite end of the other cylinder. As the ignition of a charge
would occur four times in every two revolutions, and should take place once for
each piston stroke or half revolution, it follows that, whereas the exhaust-valve for
the chamber of one cylinder would be opened at the next half revolution, the
exhaust-valve for the chamber of the second cylinder would be closed, and the
waste gases in the latter cylinder locked up, considerable "back-pressure" being
presented to the piston and resistance offered to the starting of the engine.
To obviate this, we employ a special device for opening the particular exhaust-
valve at the requisite time. Referring to Figs. 6 and 7, this device cousists of an
extra cam which slides on a feather on the cam-shaft i; such extra cam / being
retained in operative position on the cam-shaft by a lever which engages under a
ledge in the lower part of the cam h. This lever is pivoted on a ring ³ attached
to the cam-shaft. After this cam has effected the opening of the exhaust-valve
and that valve has been held open a sufficient time to permit the waste gases
to escape, the lower end of the lever h¹ comes into contact with a pin or catch i*, or
any other equivalent appliance attached to the engine. The extra cam / having
been released, by the tilting of the lever on its coming into contact with the
pin *, is, under the influence of the spring , forced into an inoperative position ;
whereupon the conditions of working assume an ordinary character. are the
cams at present in use for actuating the exhaust-valves under the ordinary conditions
of working.
To keep the piston cool for the purpose of regulating the expansion so as to

page_text: correspond as nearly as may be with that of the cylinder, we carry hollow piston.
tail-rods I, K through the cylinder-covers 1', K, at each end of the cylinder (see
Fig. 8). The tail-rod 1 forms the inlet and is furnished with an extension I'
which acts as a plunger in the pump barrel L. The other tail-rod K forms the
passage for the delivery after the water has passed through both the hollow piston
tail-rods and circulated through the hollow piston 1°; the water being delivered
into a hollow casing K, attached to the cylinder-cover. K', and provided with an
outlet nozzle K³. If preferred, a small force-pump suitably connected with the
hollow piston-rod I near the cross-head may be used for forcing water through the
piston. Or a force-pump attached to and worked by the engine may be utilized
for forcing water by way of hollow piston-rods through the piston.
In the arrangement illustrated in Fig. 9, two hollow tail-rods K* K** are fitted.
to a hollow piston 1º, and carried through the cylinder cover K at one end of the
cylinder; the piston-rod I* being solid. The pump employed for forcing water
into the cylinder jackets, for keeping the cylinders cool, may be utilized in this
arrangement; the water entering the cylinder cover K° and passing by way of the
communication into the hollow casing k, thence through the tail-rod K, and,
after circulating in the piston 1º, escaping by way of the other tail-rod K** into a
second hollow casing and through the outlet nozzle 3. Or a suction valve k* and
a delivery valve k may be provided; thereby dispensing with a separate pump on.
the engine for the purpose of circulating water through the piston and other parts
which are required to be kept cool.
In starting the engine, it is found advisable to prevent combustible vapour
entering one or more of the four chambers of the two working cylinders. To
enable this to be accomplished, we construct the casings for the intake-valves so
that they can be screwed back to lock these valves against their seats. M is the
valve casing which screws on the sleeve for the valve stem m. The casing M is
formed with projections m³ for facilitating its rotation when locking or releasing the
valve. n is the spring which maintains the valve in its normal position. It will be
apparent that when the stop or casing M is screwed back against the button m² on
the end of the valve stem m, the valve will be prevented from opening. Thus,
either or any of the intake-valves can be easily rendered inoperative; the charge
or charges of combustible vapour being consequently prevented from entering the
chamber or chambers.
Having now particularly described and ascertained the nature of this invention
and in what manner the same is to be performed, we claim :-
1. In working a hydrocarbon engine, the herein described method of rapidly
beating the vapour in the vapour-chamber by causing the flame from a heating lamp
to enter the space between the vapour-chamber and its jacket and to impinge
against the exterior surface of the vapour-chamber, the flame passing thence to a
chimney; the heating lamp being removed when the engine has attained its
operative temperature, and the exhaust gases then traversing the same course,
substantially as set forth.
2. In a hydrocarbon engine, the combination with a vapour-chamber A of a
heating space a enclosing the said chamber, a heating lamp B, an inlet 6 for
admitting the lamp-flame to the heating space, a cover e for controlling the said
inlet, an inlet for the exhaust gases and an outlet for the same, substantially
as and for the purpose set forth.
3. The herein described method of starting a hydrocarbon engine consisting in
simultaneously heating in separate chambers a charge of combustible vapour and a
charge of compressed air mixed with hydrocarbon vapour and then admitting these
separately heated charges simultaneously into the combustion chamber of the
engine, substantially as set forth.
4. Iu a hydrocarbon engine, the combination with the chimney or exhaust
pipe C, of a compressed air chamber or receiver D traversed by the said pipe,, a
pipe d connecting the receiver D with the combustion chamber, a cock e controlling

page_text: said pipe, and a sprayer F for injecting oil and air to the compressed-air receiver,
substantially as and for the purpose set forth.
5. The herein described method of starting a hydrocarbon engine having two
double-acting cylinders consisting in opening one of the exhaust valves at such a
time as to produce in one cylinder an impulse at the same time that an impulse takes
place in the opposite end of the other cylinder, substantially as set forth.
6. In a hydrocarbon engine having two double-acting cylinders, the combination
with the cam-shaft i and cam h, of the lever and catch ix, substantially as and for
the purpose set forth.
7. The improved means for cooling the piston and regulating the expansion of
the parts to correspond as nearly as may be with that of the cylinder, arranged and
operating substantially as described with reference to Fig. 8, or Fig. 9 of the
accompanying drawings.
8. In a hydrocarbon engine, the combination with the hollow piston, of the
hollow tail-rods 1, K, the former passing through the cover I' and being provided
with an extension 12 which acts as a plunger and inlet, the other tail-rod K passing
through the cylinder cover K¹ and forming the passage for the delivery, substantially
as and for the purpose described with reference to Fig. 8 of the accompanying
drawings.
9. In a hydrocarbon engine, the combination with a hollow piston of two tubular
tail-rods K* K**, both of which pass through the cylinder cover K° and work in
tubular casings k¹ k², a valve k on the suction side and a valve on the delivery
side of the system, the whole operating to circulate water through the piston and
cylinder cover or other parts to be cooled, substantially as described with reference
to Fig. 9 of the accompanying drawings.
10. The improved means for preventing combustible vapour entering one or
more of the motor cylinder combustion chambers, when starting the engine,
arranged and operating substantially as described with reference to Fig. 10 of the
accompanying drawings.
11. In a hydrocarbon engine, the combination with the valve stem m of the
longitudinally adjustable body M and the button m³ secured to the said valve stem,
substantially as and for the purpose described with reference to Fig. 10 of the
accompanying drawings.
Dad he
1005