Year: 1886

page_text: Date of Application, 15th June, 1886.
Complete Left, 15th Mar., 1887.
Complete Accepted, 22nd Apr., 1887.
I ELLIS BUTTERWORTH of Calder Cottage Rochdale in the county of Lancaster
Engineer, do hereby declare the nature of this invention to be as follows:―
I employ a working cylinder and a displacement cylinder preferably placed side by.
side and provided with pistons which may be connected in any convenient way to the
crank or driving shaft. The following describes my invention as applied to a vertical
Engine, but the same may be applied to other forms of Engines without departing
from my invention. In the working cylinder an explosive mixture of gas or vapor
and air is compressed and then ignited and power developed, but the displacement
cylinder is employed to effect displacement of the residual gases in the working
cylinder and supply it with the explosive mixture. The gas on vapor and air
is drawn into the displacement cylinder, and then sent through a plug, lift, or other
suitable valve, into the working cylinder or explosion chamber, and through a
port which is preferably in the side of the working cylinder and near the end of the
same. In order to destroy the inertia of the entering combustible mixture I form a
protecting ring or rib inside of the cylinder, just above the port through which the
combustible mixture enters it: by this means the combustible mixture first ejects the
products of combustion from underneath the ring or rib and itself fills the cavity. It
is itself in turn ejected from the cavity by the mixture which is still behind and rises
in a uniform stream through the hole in the ring or rib, pushing the products
of combustion or residual gases before it up the cylinder. The hole in the ring is so
large that the mixture does not rush through it rapidly, and it is thus enabled to push
the residual gases before it. The crank or piston of the displacement cylinder is
about of a revolution in advance of the crank or piston of the working cylinder, the
displacement cylinder piston being at the bottom of its stroke, when the piston
of the working cylinder is about half way down. The exhaust port is so placed in the
side of the cylinder that the piston just covers it by the time that the displacement
piston reaches the bottom of its stroke, and the amount of combustible mixture
sent into the cylinder by the displacement piston by the time it reaches the bottom of
its stroke is such that it expels (practically) the whole of the residual gases from that

page_text: gases
part of the working cylinder below the exhaust port, while at the same time little
or none of the combustible gases have entered the exhaust port owing to their being
prevented from mixing with the residual gases, by destroying their inertia as before
mentioned. But while the displacement piston has filled that part of the cylinder
below the exhaust port with combustible mixture and thus expelled the residual
from that part of the cylinder, the piston of the working cylinder has descended from
the top of its stroke and thus expelled the residual gases from that part of the cylinder
above the exhaust port so that by the time the working cylinder piston just covers
the exhaust port all the residual gases have been expelled from the working cylinder
and it is now full of combustible mixture up to the lower edge of the exhaust port, that
is to say up to the bottom side of the piston, which as before mentioned just
covers the port. The valve between the displacement and working cylinders is
now closed and the piston of the working cylinder compresses the combustible
mixture until it reaches the bottom of its stroke, when the combustible mixture
is ignited by suitable means, and pressure due to combustion drives the piston to the
top of its stroke.
The gases are thus expanded in the working cylinder to about double their original
volume at atmospheric pressure instead of being expanded to their original volume
only as is the case with other engines. When the working cylinder piston has got to
or near the top of its stroke the exhaust valve is opened and the residual gases allowed
to escape. The valve between the working and displacement cylinders is also opened
and the combustible mixture begins to enter the working cylinder, thus commencing
afresh the cycle of operations. In place of the piston in the working cylinder covering
the exhaust port when it has got about half way down to prevent the exit of the gases
out of the working cylinder when the piston begins to compress the gases in it; the
exhaust valve may be closed and thus prevent the exit of the gases. And in place of
sending into the working cylinder as much of the combustible mixture as would fill it
half the length of the stroke, it might have as much sent into it as would fill it more
than hal less than half the length of the stroke, when the exhaust port or valve
may closed sooner or later, and the piston of the displacement cylinder be more or
less in advance of the piston of the working cylinder, than as described according to
the quantity of explosive mixture sent into the cylinder. If required the exhaust port
or valve may be closed before all the residual gases have been sent out of the cylinder,
but I prefer it as described. Having now described the working of the engine I
proceed to describe the mechanism of the same.
As before mentioned the pistons of the two cylinders may be connected in any
convenient manner to the crank or driving shaft, but for displacement cylinder, I
prefer to use the ordinary crank, and for the working cylinder I prefer to connect the
piston by means of a connecting rod to a stud or crank which is fast to an oval wheel,
so that when the piston is being driven up the cylinder by the pressure due to the
combustion, the teeth in the oval wheel nearest the centre of rotation, geer into
the teeth that are farthest from the centre of rotation of another oval wheel which
is mounted on the driving or fly wheel shaft, and when the piston returns down
the cylinder the teeth of the oval wheel on the driving shaft, that are nearest the
centre of rotation geer into the teeth that are farthest from the centre of rotation of
the wheel to which is fixed the crank or stud taken hold of by the piston. The result
being that the piston goes faster when it is ascending, and the hot gases expanding
after the explosion, and slower when descending and compressing the combustible
mixture previous to explosion, as the driving or fly wheel shaft will be kept to
or about a uniform speed by the fly wheel.
On the driving or another shaft or stud is mounted a cam or other means which
actuates a rod or lever by means of which the exhaust valve is opened when the
working cylinder piston has got at or near the top of its stroke, and closed when
the piston has expelled the residual gases and begins to compress the explosive
mixture, or the exhaust port may be so placed in the side of the cylinder, that
the piston covers it immediately the residual gases have been expelled from the
cylinder as before mentioned. The above rod or lever by means of which the exhaust

page_text: valve is opened, actuates a plug or lift or other suitable valve so as to open up a
communication between the displacement and working cylinders when the explosive
mixture is required to pass into the working cylinder, and when the engine is running
at or above the speed required a governor of any suitable description actuates a catch
or other means so as to sever the connection between the valve and the rod, and thus
the valve is not opened and no explosive mixture will enter the working cylinder until
the speed is reduced.
This valve may if required be actuated by a cam or other means independent of the
exhaust valve. To ignite the charge in the working cylinder I fix a tube (which
is heated externally by any suitable means) on it, in such a manner that one end is in
communication with the contents of the working cylinder and the other is closed.
When the combustible mixture is compressed in the working cylinder part of it
is forced up the igniting tube and on reaching the heated portion of the tube it
is ignited, the flame travelling down the tube and inflaming the combustible
mixturo in the cylinder. For heating the tube 1 prefer to employ a Bunsen burner so
constructed as to cause the flame to impinge on all sides of the tube and also capable
of being adjusted so as to heat any portion of the tube, nearer or farther from the
closed end as required so as to ignite the mixture at the proper time.
Dated this 10th day of June 1886

page_text: I ELLIS BUTTERWORTH of Calder Cottage Rochdale in the county of Lancaster
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:-
In order that my invention may be thoroughly understood and readily carried
into effect, I will now proceed to describe the same reference being had to the
2 accompanying sheets of Drawings. Fig. 1 is a front elevation partly in section
Fig. 2 a side elevation Fig. 3 a plan partly in section and Fig. 4 a section of gas and
air valve and lever over ditto, of an Engine without the oval wheels, but with
the other parts of my invention applied.
Fig. 5 is an Elevation and Fig. 6a Plan of an Horizontal engine with the oval
wheels applied.
Figs. 7, 8 and 9 show the valve mechanism and igniter on a larger scale. Similar
letters and figures in all the Figs. represent similar parts. a is the working cylinder
which is shown with a cavity a¹ so that it may be surrounded with water to keep
it cool. In this cylinder an explosive mixture of the combustible gas or vapor and
air are compressed and then ignited and power developed.
bis the displacement cylinder to displace azote or incombustible gases in the
working cylinder, and supply it with the combustible mixture. They are both
provided with pistons of any suitable construction. The displacement cylinder might
form part of the working cylinder, thus one piston only would be required, when
power would be developed at one end of the cylinder, and the other end would form
the displacement cylinder, in this case the cylinder would require to have a lid on, or
the piston in the displacement cylinder and the piston in the working cylinder (where
there are two cylinders as shown) might go in and out together or the two cylinders
might be placed in a line, but I prefer it as shown in the drawings. The piston in the
working cylinder is connected to the crank shaft c by means of the connecting rod d
and the piston in the displacement cylinder, is connected to the stud or pine by
means of the connecting rod f. The stud or pin e is fast to the fly wheel, which is
mounted on the crank shaft c, or to the oval wheel i, which is on the crank shaft c, (in
place of being fixed to the oval wheel it might be fixed to the wheel k on the shaft
or in any other convenient manner). The stud e is about a of a revolution in
advance of the cranke (but it may be more or less as required). The gas or vapor
and air is drawn by the displacement piston through or under the valve 7 see Fig. 3
(which is shown without the cover over the valve) but the cover is shown in section
in Fig. 4, and has a screw g² to regulate the lift of the valve. The centre of this
valve covers the hole through which the gas or vapor comes, and the outer part
of the valve, covers the holes through which the air comes, holes or perforations
are formed through the valve, between the parts that cover the gas or vapor hole and
the air holes, so that gas and air can pass through the valve as well as under the outer

page_text: euges, communication is made between this valve 4 and the displacement cylinder, by
means of the passage m.
The working cylinder is placed in communication with the displacement cylinder by
means of the passage n and lift or mushroom valve o, (this might be a plug valve but
I prefer it as shown); To ignite the charge in the working cylinder a, I form a hole p
one end of which is in communication with the combustible mixture in the working
cylinder, and the other with one end of the igniting tube 7, the other end of
which tube is closed so that the gases cannot pass through it; into this tube, (when the
piston is compressing the charge in the working cylinder) is pressed some of the
explosive inixture, until this mixture reaches a part of the tube which is made so hot
by means of a "Bunsen" or other burner, that it ignites the mixture pressed into it,
and thus fires the charge in the working cylinder. This burner is fastened to the
cylinder in any convenient manner, but so that it can be regulated to heat the tube
nearer to, or further from the end, so that the gases can be ignited at the exact
time required.
The pin e, in the fly wheel or oval wheel which moves the piston in the displacement
cylinder, is shown a of a revolution in advance of the crank, to which the piston in
the working cylinder is attached, so that when the displacement piston is at the bottom
of its stroke, the piston in the working cylinder, will have got half way down,
when the lift or mushroom valve o (or plug valve) is closed so as to cut off
communication between the displacement cylinder, and the working cylinder, and as
the piston just covers the exhaust port r in the working cylinder it compresses the
charge in the working cylinder until the piston gets to the bottom of its stroke when
some of the explosive mixture will have been forced up the igniting tube 7, and
ignited, and power developed.
When the piston in the working cylinder has got to, or near to the top of its stroke, us
shown in Fig. 1, the cams will have pressed down the rod t, and by means of the
arm, have opened the exhaust valvo v, and thus allow the products of combustion to
escape out of the cylinder.
When pressed down by the cam s, the rod t, (the bottom end of which is formed
sharp or with a thin edgo) presses down the catch w, (if under it) this catch, is
mounted on one end of the cranked lever a, the other end of which presses against the
screw, in the end of the cranked lever y, the other end of which presses against the
end of the lift or mushroom valve spindle, and thus opens it and allows the combustible
mixture to pass out of the displacement cylinder, into the working cylinder.
This valve o is kept open until the piston in the displacement cylinder, has got
to the bottom of its stroke, when the cams, allows the rod t, to rise and thus closes the
exhaust valve, and the valve o, when the explosive mixture is compressed in
the working cylinder. If the engine is running too fast the governor 2 by means of
the lever 3 (see Fig. 2) rod 4, cranked lever 5, and connecting rod 6, pulls the catch wc,
from under the rod t, so that it does not open the valve o, and thus the combustible
mixture will be merely compressed into the end of the displacement cylinder, which is
prolonged for this purpose, and into the passages or chambers n, and m; thus doing
away with the necessity of a separate receiver, and connecting valve, as used in other
engines, and no explosion will take place, until the engine is running at the speed
required. This speed can be made more or less by tightening or slackening the spring 7
which is attached to the lever 3. Just above the port through which the combustible
mixture enters into the working cylinder, or between this port and the piston, in the
working cylinder, I form or fix a ring, round the inside of the cylinder, so that when
the gas is admitted into the cylinder, it first ejects the products of combustion, from
under the ring, and itself fills the cavity, it is itself in turn ejected from the cavity by
the mixture which is still behind it, and rises in a uniform stream through the hole, in
the ring, pushing the products of combustion or residual gases before it, up the
cylinder. The hole in the ring is so large that the mixture does not rush through it
too rapidly, and it is thus enabled to push the residual gases before it.
In place
of the exhaust port in the working cylinder being uncovered when the piston has got
half way up, as shown, it may be placed lower, and less of the explosive mixture sent

page_text: to
into the working cylinder, or it might be placed higher, so that the piston would have
go above half way up, before the bottom of it uncovered the exhaust hole r, and more
of the explosive mixture sent into the working cylinder; but I prefer it as shown.
Fig. 5 is an elevation and Fig. 6 a plan of an horizontal engine, with the oval wheels
applied, so that when the piston in the working cylinder is being driven up the
cylinder, by the pressure due to combustion, the teeth in the oval wheel i, on the
shaft c, that are nearest the centre of rotation, geer into the teeth that are farthest from
the centre of rotation, of the oval wheel k, which is mounted on the driving or
fly wheel shaft 9 and when the piston returns down the cylinder, the teeth in the oval
wheel &, on the driving or fly wheel shaft, that are nearest the centre of rotation, geer
into the teeth that are farthest from the centre of rotation of the wheel i, to which is
fixed the crank, or stud, which is connected to the piston. a is the working cylinder,
the displacement cylinder, c the crank shaft, the crank of which is taken hold of by
the connecting rod d, of the working cylinder; i is an oval wheel fast on the crank
shaft c, so that when the piston in the working cylinder is being sent out by
the expansive force of the gases, and power being developed, the small diameter of the
oval wheel i, geers into the large diameter of the wheel, which is fast on the shaft y,
on which the fly wheel is mounted, and as the fly wheel will run at or near a uniform
speed, the crank shaft and piston in the working cylinder will run faster, when the
piston is coming out, and power being developed, and slower when the piston is being
sent in, and compressing the gases previous to ignition. The shape of the wheels
and, may be different to that shown, but so that the piston in the working cylinder,
will move faster when the hot gases are expanding, after ignition and slower, when
compressing the combustible mixture previous to ignition. These wheels may
bo applied to other forms of Engines than as shown.
Having now particularly described and ascertained the nature of my said Invention
and in what manner the same is to be performed I declare that what I claim in
respect of motors worked by combustible gas or vapor is :—
1st. The combination of the working cylinder with the displacement cylinder, the
said cylinders and their accessories being constructed, arranged, and operating
substantially in the manner herein before shown and described, in Figs. 1, 2 and 3.
2nd. The arrangement for supplying the combustible mixture to the working
cylinder, whereby, when engine runs too fast, the valve o, is not opened, substantially
as shown and described.
3rd. Tho arrangement whereby when the valve o is not opened, the combustible
mixture is kept in the displacement cylinder b, or passages or chambers n m, which are
in constant communication with the displacement cylinder, substantially as shown and
described.
4th. The application of the wheels and whereby the speed of the piston is
increased during the time occupied by the combustion, and expansion of the gases in
the working cylinder, substantially as hereinbefore described.
5th. Forming a ring, between the port through which tho combustible mixture
enters the working cylinder and the piston; the ring having a hole in it large enough
to prevent a too rapid rush of the gases through it, thus preventing them from mixing
with the azoto or incombustible gases, between the ring and the piston, substantilly as
hereinbefore described.