Improvements in and Connected with Motor Engines Operated by the Combustion of Fluid Hydrocarbon.
Year: 1886

page_text: Date of Application, 16th Oct., 1886
Complete Left, 16th Aug., 1887.
Complete Accepted, 16th Sept., 1887.
Improvements in and Connected with Motor Engines Operated by
the Combustion of Fluid Hydrocarbon.
I, JOHN JOSEPH REVELEY HUMES, of 18 Lilford Road, Camberwell, in the County
of Surrey, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention consists of certain improvements in the construction and working of
hydrocarburetted-air engines, and has special reference to an improved method of
arranging the tank or tanks for the reception of the liquid hydrocarbon, circulating
water or compressed air, in relation to the framing of the engine; to improved
mechanism for effecting reversal in the direction of rotation of the shaft or apparatus
driven without stopping the engine; to improved means for facilitating the starting
of such engines; and to an improved general arrangement of the vapour-chamber and
other appliances, with a view to securing neatness, compactness and greater economy
in working.
In a hydro-carburetted-air engine having the tank or tanks for the reception of the
liquid hydrocarbon, circulating water or compressed air, arranged in accordance with
my improved method of construction, the framing of the engine is of a hollow or
cellular character, and the tank or tanks are formed by or inserted within the hollow
spaces so constituted. Besides neatness and compactness of construction being
secured hereby, various connections between different parts of the engine may be
made before the latter leaves the manufactory; loss of time and risk of error in
erecting and starting the engine being by these means avoided or diminished.
For reversing the direction of rotation of the first-motion shaft without stopping the
engine, I employ means of the following description. Upon the crank-shaft, which is
at right angles to the first-motion shaft, is secured a mitre or bevel wheel; and loose

page_text: upon the first-motion shaft are mounted two mitre or bevel pinions arranged to gear
with opposite sides of the wheel. The inner face of each pinion is furnished with a
friction-clutch (hereinafter more fully described); corresponding parts or members of
the two clutches being connected to a body which embraces and slides upon the
portion of the shaft intervening between the two clutches. This body may be pro-
vided at each extremity with a collar and engage with a forked lever whereby the
body may be moved longitudinally upon the shaft towards one or the other of the pinion
clutches. Each clutch consists of two main parts, one of these being formed on or
attached to the pinion and having a laterally projecting rim which surrounds the other
part. The latter is secured to the shaft and consists of a body formed or provided
with two segmental arms arranged circularly and approaching one another at their
extremities, but leaving an interval of sufficient length to admit a wedge-shaped
piece which projects from and is carried by the movable body which slides upon
the intermediate portion of the shaft. Upon the wedge-shaped piece being forced
between the extremities of the arms, the latter are driven outwards and become
tightened within the recess formed by the circumscribing flange of the other portion
of the clutch. The two members of the clutch thereupon become firmly connected
together, and the pinion on that side of the wheel communicates the motion of the
crank-shaft to the first-motion shaft. Upon the wedge-shaped piece referred to being
withdrawn, and a similar instrument applied, with like effect, to the inner member of
the clutch on the opposite side, the motion of the crank-shaft is communicated through
the pinion gearing with the opposite side of the wheel to the first-motion shaft ; the
direction of rotation being, under these circumstances, reversed. By these means,
the teeth of both pinions are constantly retained in gear with those of the wheel.
For effecting reversal in the direction of rotation in cases where the main shaft of
the engine is arranged in line with the secondary shaft (or that whereby the motion
of the engine is communicated to the apparatus or machinery to be driven), I employ
means of the following description; the same being applicable for the purpose of
reversal without stopping the engine. First, for rotating the secondary shaft in the
same direction as the main shaft, a friction or other coupling is employed which may
be thrown into or out of gear. Whilst in gear, the secondary shaft is driven direct;
but, upon the clutch being released, the secondary shaft becomes disengaged and in-
operative, although the engine may continue in action. Secondly, for rotating the
secondary shaft in the reverse direction, the clutch for direct driving is thrown out of
use, and a train of gearing is brought into operation. This mechanism comprises a
subsidiary shaft, mounted parallel with the main shaft and furnished with two pinions,
one of which gears with a spur wheel on the engine shaft, whilst the other engages
with an internally geared toothed wheel on the secondary shaft. If preferred, the
spur wheel and the internally geared wheel may be transposed. Both of these wheels
connect with their respective shaft through clutches permitting of their being con-
nected and disconnected. The striking-gear is preferably arranged in such a manner
that it operates primarily to disconnect the secondary shaft from the main shaft, and
subsequently to bring into action the train of gearing whereby the motion of the
engine-shaft is reversed in course of transmission through the said mechanism to the
secondary shaft. By suitably proportioning the gearing, the speed of the secondary
shaft when running in the reverse direction may be less than, equal to, or greater than
that of the engine shaft.
For altering the direction of rotation in instances where the engine-shaft and first-
motion shaft are parallel with one another, I employ reversing gear of the following
description, the same being adapted for use without stopping the engine. Secured
upon the engine-shaft and first-motion shaft respectively are two spur wheels, arranged
in the same plane but at a certain distance apart. Upon one of the shafts is freely
mounted a frame which carries two other spur wheels, these gearing with one another
and being located in the space intervening between the two wheels first referred to.
All four wheels are in the same plane and may be of the toothed or friction type.
Means are provided for imparting to the frame a slight vibratory or rocking motion
about the shaft or other pivot whereon it is mounted.

page_text: When the frame is moved in one direction, one of the intermediate wheels carried
by it gears with both the wheels mounted on the engine-shaft and first-motion shaft
respectively, the other intermediate wheel running idly. Under such circumstances,
the first-motion shaft is rotated in the same direction as the engine-shaft. Upon the
rocking frame being moved into its opposite position, the wheel on the engine-shaft
remains in gear with the intermediate wheel it previously geared with, whilst the latter
is released from gear with the wheel on the first-motion shaft, and the other inter-
mediate wheel is brought into gear therewith instead. Under these circumstances, all
four of the wheels are operative, instead of three as previously; and the primary and
secondary shafts revolve in opposite directions.
The shafts may be arranged to run at the same or at different speeds, or at different
relative speeds in opposite directions, by suitably proportioning the diameters of the
wheels comprising the train of gearing.
In starting hydro-carburetted-air engines in which the inflammable charge is com-
pressed previously to being fired, the resistance to be overcome in turning the engine
by hand is considerable and increases with the size thereof. With a view to
facilitating the starting of such engines, 1 provide means whereby a portion of the
charge may be released from the motor or other compressing cylinder whilst the
piston is performing what in ordinary working would constitute its compressing stroke.
Assuming this feature of my invention to be applied to an engine of the type illustrated
in the drawings appended to the specification to my Letters Patent dated 11 July
1885, No. 8411, I mount, near the extremity of the thrust-rod operating the exhaust-
valve, a rocking lever, one arm of which bears against the exhaust-valve-lever and
holds the valve open, whilst the other arm is engaged behind a pin projecting laterally
from the extremity of the said thrust-rod. Thus, when the thrust-rod moves forward,
it opens the exhaust valve; and as the rod approaches the end of its stroke in the
opposite direction, it engages with the rocking lever and again opens the exhaust-
valve, the latter operation coinciding with the period during which compression of the
charge would in ordinary working take place. The rocking lever is thrown into or
out of gear with the thrust-rod by means of a screw or other suitable device adapted
for manual adjustment.
According to a modification of the apparatus last described, one arm of the rocking
lever may be temporarily attached to the thrust-rod, whilst the other arm carries a bar
projecting in the same direction as the thrust-rod and of sufficient length to reach and
bear against the exhaust-valve-lever at the proper moment. Under such circumstances,
the thrust-rod at one extremity of its motion bears directly against the exhaust-valve-
lever and holds the valve open. At the opposite extremity of the thrust-rod's motion,
the rocking lever and bar come into operation, and the exhaust-valve is again opened
at and during the requisite period.
In working hydrocarburetted-air engines, particularly those in which petroleum or
a heavy distillate is employed as the combustible agent, it is not only advantageous to
heat the inflammable vapour previous to ignition, as explained in the Provisional
Specification accompanying my Application for Letters Patent filed 4th September
1886, No.11269, but it is expedient to provide against the escape by radiation of the heat
so applied. With this object, I enclose within or beneath the bed-plate of the engine,
the vapour-chamber and its appurtenances; as also the air-heating vessel when such
is employed. The enclosed space is provided with a door or doors for affording access
to the parts. Besides conducing to economy in working, this arrangement secures
neatness of appearance and compactness of construction, whilst affording protection
against injury.
The lamp hereinbefore referred to for use in heating the combustible mixture con-
tained in the vapour-chamber may be of any known description adapted for burning
methylated spirit or other suitable inflammable fluid. Or it may consist of a burner
or series of burners connected with the vapour-chamber and supplied with hydro-
carburetted-air therefrom. In such a case, it is expedient to provide the passage from
the vapour-chamber to the burner or burners with means, such as described in the

page_text: Provisional Specification filed with my application for Letters Patent, 22nd April,
1886, No. 5597, for preventing back ignition.
In some instances, instead of drawing from the vapour-chamber the combustible
fluid for supplying the burner or burners, I provide an independent vapouriser for the
purpose; the construction whereof may be substantially as described in the Pro-
visional Specification filed with my application for Letters Patent 1st February 1886,
No. 1464. The delivery nozzle of the vapouriser may form the burner.
When the apparatus is arranged as last described, the liquid hydrocarbon may be of
a lighter or different description to that mainly employed for working the engine, and
may be contained in a supplementary vessel specially provided for the purpose; the
compressed air for operating such vapouriser being, however, drawn from the source
whence the vapouriser appertaining to the vapour-chamber, is supplied.
Dated this 16th day of October 1886
G. G. M. HARDINGHAM,
191, Fleet Street, London, E.C.,
Agent for the Applicant.
Improvements in and Connected with Motor Engines Operated by
the Combustion of Fluid Hydrocarbon.
I, JOHN JOSEPH REVELEY HUMES, of 18, Lilford Road, Camberwell, in the County
of Surrey, 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 consists of certain improvements in the construction and working of
hydrocarburetted-air engines, and has special reference to an improved method of
arranging the tank or tanks for the reception of the liquid hydrocarbon, circulating
water or compressed air, in relation to the framing of the engine; to improved
mechanism for effecting reversal in the direction of rotation of the shaft or apparatus
driven without stopping the engine; and to an improved general arrangement of the
vapour-chamber and other appliances, with a view to securing neatness, compactness
and greater economy in working.
In order that this invention may be readily understood, I will proceed to describe
the same with reference to the accompanying drawings.
In Figure 1 is represented in side elevation a hydrocarburetted-air engine having
tanks a for the reception of the liquid hydrocarbon, circulating water or compressed

page_text: air, arranged in accordance with my improved method, the framing 6 of the engine
being of a hollow or cellular character and the tanks a being formed by the hollow
spaces so constituted. The said tanks may, however, be separately made and inserted
within the hollow spaces previously referred to. Besides neatness and compactness of
construction being secured hereby, various connections between different parts of the
engine may be made before the latter leaves the manufactory; loss of time and risk
of error in erecting and starting the engine being by these means avoided or
diminished.
In applying hydrocarburetted-air engines for actuating machinery or apparatus the
action whereof requires to be frequently reversed, the stopping of the engine itself and
the restarting thereof in the opposite direction of rotation is attended with considerable
inconvenience. With a view to overcoming this objection, I interpose, between the
crank-shaft of the engine and the shaft communicating the power to the machinery or
apparatus driven, means whereby the direction of rotation of the latter shaft may be
reversed, whilst that appertaining to the crank-shaft of the engine in normal working
is preserved. The means 1 employ for the purpose described are of three kinds,
according to whether the shaft driven-hereinafter termed the first motion shaft is
arranged at right angles to the crank-shaft of the engine, in line therewith or parallel
thereto.
C
In Figure 2 is represented in longitudinal section apparatus such as I employ for
reversing the direction of rotation of the first motion shaft when the same is arranged
at right angles to the crank-shaft. Figure 3 is a sectional elevation of the same
mechanism. Upon the crank-shaft C is secured a mitre or bevel wheel c and loose
upon the first motion shaft Care mounted two mitre or bevel pinions c² c², arranged
to gear with opposite sides of the wheel c. The inner face of each of the pinions c² c²
is furnished with a friction-clutch (hereinafter more fully described); corresponding
parts or members of the two clutches being connected to a body which embraces
and slides upon the shaft C¹, the said body being actuated longitudinally upon the
shaft by means of a forked lever (not shewn in the drawings). Each clutch consists
of two main parts cc, one of these being formed on or attached to the pinion (c¹ or c²)
and having a laterally projecting rim which surrounds the other part. The latter is
secured to the shaft C₁ and is formed or provided with two segmental arms arranged
circularly and approaching one another at the extremities, as shewn in Figure 3, but
leaving an interval of sufficient length to admit a wedge-shaped piece c which projects
from and is carried by the sliding body c³. Upon the wedge-shaped piece co being
forced between the extremities of the arms of the member c, the latter are driven
outwards and become tightened within the recess formed by the circumscribing flange
of the other member of the clutch. The pinion (c' or c², as the case may be)
thereupon becomes firmly gripped to the shaft C¹ and communicates thereto the
motion of the crank-shaft C. Upon the clutch above referred to being released and
that appertaining to the other pinion (c² or c¹, as the case may be) being brought
into action, the motion of the shaft C is communicated to the shaft through the
pinion gearing with the opposite side of the wheel c, the direction of rotation of the
shaft being thereupon reversed whilst that of the shaft is maintained. One
advantage incidental to this construction is that the teeth of both pinions c¹ c² are
constantly in gear with those of the wheel c.
In Figure 4 is represented in side elevation and in Figure 5 partly in plan and
partly in section means of the kind I employ for reversing the direction of rotation of
the first motion shaft when the same is arranged in line with the crank-shaft. D is
the engine-shaft, or a shaft coupled thereto, the same revolving in one direction only.
D' is a shaft in line therewith and required to be rotated in either direction. First,
for rotating the shaft D₁ in the same direction as the shaft D, a friction or other
coupling d is employed to connect the extremities of the two shafts. Whilst the clutch
is in gear, the secondary shaft is driven direct; but, upon the clutch being thrown out
of gear by means of the hand-lever d', or otherwise, the shaft D' becomes disengaged
and inoperative, although the engine may continue in action. Secondly, for rotating
the shaft D' in the reverse direction, the clutch d remains out of use and a train of

page_text: gearing is brought, by means of the clutch d² (actuated by the lever d³) into
operation. This mechanism comprises a subsidiary shaft D2, parallel with the main
shaft, and furnished with two pinions d' ds; one of these (d) gearing with a spur-
wheel de formed on or attached to the freely mounted member of the clutch d² on the
main shaft, whilst the other pinion (d') engages with an internally geared toothed
wheel d freely mounted on the shaft D₁, but capable of being coupled thereto through
a clutch d³. If preferred, the spur-wheel d and the internally geared wheel d' may
be transposed. The striking gear and clutches are preferably arranged and operated
in such a manner as primarily to disconnect the shaft D' from the shaft D, and
subsequently to bring into action the clutches d2 and do, whereby the motion of the
shaft D is transmitted in a reverse direction to the shaft D₁ through the train of
gearing d³ d d³ d'. Under such circumstances, the shafts D and D' are entirely
disconnected when the lever d is at mid-stroke. By suitably proportioning the train
of gearing, the speed of the shaft D', when running in the reverse direction, may be
less than, equal to or greater than that of the shaft D.
In Figure 6 is represented in side elevation and in Figure 7 in end elevation
reversing gear of the description I employ when the engine-shaft and the first motion
shaft are parallel with one another. Secured upon the engine-shaft E and the first
motion shaft E are two spur-wheels e and e¹ arranged in the same plane, but at a
certain distance apart. Upon the shaft E is freely mounted a frame e which carries
two other spur-wheels ee, these gearing with one another and being located in the
space intervening between the two spur-wheels e and e¹. All four wheels are in the
same plane. Friction wheels may, if preferred, be substituted for the spur-wheels
herein before referred to. Means, such as the worm e and quadrante, the latter
forming part of the frame, are provided for imparting to the said frame a slight
vibratory or rocking motion about the shaft E or other pivot whereon it is mounted.
The action of the parts is as follows:- -When the frame e² is moved far enough in one
direction, the intermediate wheel gears with both the wheels e and e¹, the other
intermediate wheel e running idly. Under such circumstances, the shafts E and E¹
are rotated in the same direction. Upon the frame being moved into its opposite
position, the wheel e remains in gear with the intermediate wheel e³, whilst the latter
is released from gear with the wheel el, the other intermediate wheel et being brought
into gear therewith instead. Under these circumstances, all four of the wheels are
operative, instead of three, as previously, and the shafts E and E¹ revolve in opposite
directions. The wheel e¹ and shaft E' are preferably connected through a clutch (not
shewn in the drawings) in order to enable the wheel to be released from the revolving
shaft whilst the additional wheel e in place of the wheel e³ is thrown into or out of
gear with the wheel e'. The shafts E E¹ may be arranged to run at the same or at
different speeds, or at different relative speeds in opposite directions, by suitably
proportioning the diameters of the wheels comprising the train of gearing.
In working hydrocarburetted-air engines, particularly those in which petroleum oil
or a heavy hydrocarbon distillate is employed as the combustible agent, it is not only
advantageous to heat the inflammable vapour previous to ignition, as explained in the
Complete Specification filed in pursuance of my application for Letters Patent of the
4th September, 1886, No. 11,269, but it is expedient to provide against the escape
by radiation of the heat so applied. With this object, I enclose within or beneath the
bed-plate of the engine, the vapour-chamber and its appurtenances, as also the
air-heating vessel, when such is employed. The enclosed space is furnished with a
door or doors for providing access to the parts. Besides conducing to economy in
working, this arrangement secures neatness of appearance and compactness of
construction, whilst affording protection against injury.
In Figure 8 is represented partly in section and partly in side elevation a hydro-
carburetted-air engine in which the vapour-chamber fand air-heating vessel 9, with
their appurtenances, are enclosed within the bed-plate h, according to the improved
arrangement above referred to. Figure 8ª is an end elevation of the vapour-
chamber f. The exhaust pipe is marked f¹, the pipe for the heated supplementary
air-supply, and the mixing apparatus or vapouriser f*³.

page_text: The lamp (Figure 8), for use in heating the combustible mixture contained in the
vapour-chamber, may be of any known description adapted for burning methylated
spirit or other suitable inflammable fluid. Or it may consist of a burner or series of
burners connected with the vapour-chamber and supplied with hydrocarburetted-air
therefrom by means of a pipe k¹. In such a case, it is expedient to provide the
passage from the vapour-chainber to the burner or burners with ineans k², such as
described in the Specification to Letters Patent granted to me A.D. 1886, No. 5,597,
for preventing "back ignition."
In some instances, instead of drawing from the vapour-chamber the combustible
fluid for supplying the burner or burners, I provide an independent vapouriser for
the purpose, the construction whereof may be substantially as described in the
Specification to Letters Patent granted to me A.D. 1886, No. 1,464.
Apparatus arranged as last described is represented partly in section and partly in
side elevation in Figure 9, the delivery nozzle of each vapouriser being utilised as a
burner. L is a reservoir; partially charged with liquid hydrocarbon (which may be of
a lighter or different description to that mainly employed for working the engine),
the portion of the reservoir above the liquid being supplied from the compressing
pump attached to the engine with air at a pressure slightly above that of the
atmosphere. The top of the reservoir carries one or more mixing or vapourising
nozzles, each of which consists of a hollow body 7, whereof the upper end is closed
with a cap provided with a small orifice surrounding or immediately opposite the
extremity of a tube 12. This tube is mounted in the perforated diaphragm 13 and
extends downwards into the liquid contained in the reservoir L. Under the influence
of the pressure within the reservoir, the liquid hydrocarbon is forced up the tube 12,
whilst air passes up the interior of the body through the perforated diaphragm 1³ and
meets the liquid issuing from the upper extremity of the tube 12; the two fluids
becoming thoroughly mixed as they escape together through the orifice in the cap l.
The inflammable mixture thus formed possesses, when ignited, considerable heating
power.
The reservoir L may, if preferred, be provided with special means for generating the
requisite air pressure; such means being adapted for manual operation or otherwise
independently of the working of the engine. Such provision is convenient for use
in heating the inflammable vapour previously to starting the engine.
Having thus particularly described and ascertained the nature of this invention
and in what manner the same is to be performed, I claim :-
1. In motor engines operated by the combustion of hydrocarbon-vapour, forming
the air, petroleum or circulating-water tanks in the framing of the engine or
constructing the latter for their reception, substantially as described with reference to
Figure 1 and for the purposes herein set forth.
2. For use with motor engines operated by the combustion of fluid hydrocarbon,
the improved means, substantially as described with reference to Figures 2 and 3, for
reversing the direction of rotation of a shaft arranged at right angles to the main
shaft of the engine and actuated therefrom; such means being adapted for operation
without arresting the engine, and comprising a toothed or friction-wheel rigidly
mounted upon one of the shafts and gearing on opposite sides with two similar wheels
loosely mounted upon the other shaft, but respectively capable of attachment thereto
by means of clutch mechanism.
3. For use with motor engines operated by the combustion of fluid hydrocarbon,
the improved means, substantially as described with reference to Figures 4 and 5, for
reversing the direction of rotation of a shaft arranged in line with the main shaft of
the engine and actuated therefrom; such means being adapted for operation without
arresting the engine, and comprising suitable clutch mechanism for direct driving, as
also a train of gearing, furnished with suitable clutches, for indirect driving, the said
train including an externally and an internally geared wheel respectively mounted on
the two shafts and engaging with opposite sides of two pinions mounted upon a
subsidiary shaft.

page_text: 4. For use with motor engines operated by the combustion of fluid hydrocarbon, the
improved means, substantially as described with reference to Figures 6 and 7, for
reversing the direction of rotation of a shaft arranged parallel with the main shaft
of the engine and actuated therefrom; such means being adapted for operation without
arresting the engine, and comprising two spur-wheels one mounted upon each shaft
and a pair of intermediate spur-wheels permanently in gear with one another and
mounted upon a rocking frame; means being provided for enabling the motion to be
communicated either through one or through both of the intermediate wheels
according to whether the direction of rotation is required to correspond with or be
opposed to that of the main shaft.
5. In motor engines operated by the combustion of hydrocarbon-vapour, enclosing
the vapour-chamber or the air-heating vessel within or beneath the bed-plate of the
engine, substantially as described with reference to Figure 8 and for the purposes
herein set forth.
6. For use with motor engines operated by the combustion of hydrocarbon-vapour,
the improved construction of lamp applicable for heating the vapour-chamber and
supplied with inflammable vapour therefrom or provided with independent vapourising
appliances for mixing liquid hydrocarbon drawn from the lamp-reservoir with air
supplied by the compressing-pump appertaining to the engine.
Dated this 8th day of August 1887.
G. G. M. HARDINGHAM,
191, Fleet Street, E.C.,
Agent for the Applicant.