Improvements in and connected with Internal Combustion Motors.
Year: 1896

page_text: Date of Application, 27th Mar., 1896
Complete Specification Left, 26th Jan., 1897-Accepted, 26th June, 1897
PROVISIONAL SPECIFICATION.
Improvements in and connected with Internal Combustion Motors.
I, FREDERICK O'CONNOR PRINCE, of 37 Cursitor Street, London, E.C., Civil
Engineer, do hereby declare the nature of this invention to be as follows:
This invention primarily relates to oil engines, but parts of saine are equally
applicable to gas engines. The points of the invention are: 1. An improved con-
struction of engine, whether for gas or oil: 2. An improved manner of introducing
the charge: 3. A means for cooling the wall of the cylinder: 4. A new arrangement
of oil gas maker or vaporiser.
According to the first part the arrangement of engine is as follows: It is entirely
valveless, the movement of the piston opens and closes the exhaust and charging
ports. For the purposes of giving a practical instantaneous exhaust and inlet to the
charge, the ports consists of a series of openings round the inside of cylinder; first
the exhaust ports and next the ports for the inlet of charge. These ports it will
he readily understood are arranged near bottom of stroke of piston, and communicate
with a circular belt on outside of cylinder. To prevent any of the incoming charge
going out at the exhaust, I pass the charge through the piston as follows: The
piston is cut with a groove round it corresponding to the inlet ports when the piston
comes to the bottom of its stroke. Down the middle of piston from top is an opening
which may have a short length of tubing attached reaching beyond the exhaust or
the top of the piston may be so made. The groove round piston is bored through
with several port holes communicating with hole in middle of piston for the inlet
charge, which, on being pressed in, is by this arrangement deflected upwards towards
top of cylinder, and so escapes the exhaust which is quickly closed by the inlet
movement of the piston, which is made long enough to keep the exhaust and charg-
ing ports closed when the piston is at top of stroke.
I take a steel drawn
The cylinder is built up in the following simple manner:
tube having sufficient strength of metal to bear boring out, leaving no more metal
than is necessary for strength. By this means I obtain a very thin cylinder, which
is advantageous for the cooling water or air to act upon for engines having an impulse
at every revolution. To attach the cover and the tube to the bedplate, I screw cut
the tube externally at both ends, at the top I screw on a flanged collar, the flange of
which enables the necessary bolts to be passed through to secure cover. This screwed
on collar has the advantage of giving increased strength to the part of the cylinder
that requires to be strongest; that is, where the explosion takes place. The bottom
of tube I screw into a strong socket having legs connected to it, by which it is bolted
down to the bedplate. I form the exhaust and charge belts round the outside
of cylinder in the following manner: I form a collar of sufficient length to enable
two deep grooves to be made on the outside, what may be termed a three flange
collar: This collar I shrink on to the steel tube at the proper place, and then cut
the necessary ports through it and the steel tube. I then form the belts by
shrinking a band on the outside of the three flanges. I then form the water jacket
by a thin tube pressed over the flange or top collar and on to a socket recess on out-
side of socket bolted to bedplate. The diameter of top flange is slightly-less-than the
cover, so that the latter holds down the water jacket. It will be understood that the
cylinder and ports can be cast in one if preferred to being built up.
According to the second part, the charge is first drawn into a pump cylinder or
chamber by the outward movement of a piston or diaphragm, and at the right time

page_text: pressed into the cylinder either by direct acting pressure from a revolving part of the
engine, or by spring appliance; the latter being the plan I prefer to use. In carry-
ing out the same I use two pump pistons in one cylinder to each engine cylinder
attached to the side of latter, one piston being to draw in the charge, worked by
crank or eccentric from engine shaft, the other piston for introducing the charge into
the cylinder by spring pressure. As this pump cylinder is only subject to slight
pressure, I make it of as thin a metal tube as will stand boring out, and for the
purpose of reducing the length of stroke of the pistons, of a larger diameter than the
engine cylinder. In or about the middle of this pump cylinder is an opening or port
communicating with a belt round the engine cylinder, into which belt the charge is
expressed while passing into engine cylinder. When the pump has drawn in the
charge the upward movement of the pump piston slightly compressing the charge
forcing up the spring held down piston to the end of its stroke, and so placing
a spring pressure upon the charge. When the pump rises to the top of its stroke is
the right time for the charge to enter the engine cylinder, when the port opens and
the charge is instantly pressed in by the spring piston. A modification of the charg-
ing means hereinbefore described is to arrange a shallow pump at right angles to the
cylinder on the side having the piston normally held back by spring, which draws in
the charge: A cam arranged on side of flywheel acts upon the piston
rod and presses in the piston at the right time to introduce the charge. Instead of
a shallow cylinder a flexible bag may be employed, held apart by spring, and pressed
together by cam arrangement. Instead of the gas being drawn into pump with the
air, it may be passed into the piston and there mix with the air on passing into
cylinder.
According to the third part, I either surround the cylinder with a larger water
jacket than usual, and keep the water cool by blowing a blast of atmospheric air into
it by a fan worked from shaft of engine: a suitable outlet is made near top of jacket
for escape of air after passing through water. In some cases I use a shallow tank
for the cooling water, and blow the air into same and pump the water into water
jacket, from whence it runs back to tank. For sinall engines I may dispense with
water and put an air jacket round cylinder, formed circumferentially with longi-
tudinal openings, for the blown in air to impinge upon the outside of cylinder.
According to the fourth part, the use of mineral oil, particularly light oils such as
benzoline, for the production of gas or oil vapour (hereafter called gas), for motive
power purposes with appliances as at present known, present considerable liability to
explosive conflagrations, so that skilled attendants and careful watchings in the use of
such oil for the above purpose is now necessary.
The object of this part of my invention is to overcome the above objections
in the use of oil, and to enable the production of oil gas for motive power
purposes such as use in gas engines, to be carried on by unskilled people, and
in such a manner that the quantity of gas made is always kept down to the
exact quantity consumed, and when the consumption of gas is stopped partially
or wholly, the supply is correspondingly automatically stopped and also automati-
cally resumed when the consumption begins again. The gas making apparatus
consists of a suitable vaporising chamber heated in any suitable manner as
by oil lamp at starting, and afterwards by a burner consuming its own gas. This
vaporising chamber can be made in any suitable shape to give an increased heating
surface. Fitted in the top of the outside of vaporiser is the inlet for the oil, which,
as it runs in, falls upon the heated bottom. The supply of oil passes through a pipe
attached to the inlet mouth, fitted with two valves or taps one of which is operated
by hand to turn on the supply of oil, and the other is operated by the production of
gas and spring appliance to automatically regulate the quantity of gas to be made.
Connected close to the vaporiser is a shallow cylinder with gas tight piston, pressed
down or in by a spring. The rod-of-the-piston-passes through the back or bottom
cover of the cylinder and is connected to the second or lower valve on the oil supply
pipe. The vaporiser is in communication with the cylinder, so that the gas as made
passes into the cylinder and presses out the piston, which draws in the piston rod

page_text: connected to the valve and so cuts off the supply of oil to the vaporiser and stops the
further production of gas until the quantity passed into the cylinder and held under
pressure according to the strength of the spring acting on the piston is drawn off,
when the spring presses in the piston thereby opening the oil valve and admitting
a further supply of oil to the vaporiser. It will thus be understood that after the oil
has been turned on by the first tap, the apparatus requires no further attention
whatever, and the quantity of gas made up to the capacity of the apparatus is
automatically controlled to suit the consumption, and the gas is always at a practically
uniform pressure; no gasometer being required as the cylinder answers to this. A gas
maker as described is attached to the engine to supply the necessary oil gas.
Dated this 27th day of March 1807
COMPLETE SPECIFICATION.
Improvements in and connected with Internal Combustion Motors.
I, FREDERIC O'CONNOR PRINCE, of 37 Cursitor Street, London, E.C., Civil Engineer,
do hereby declare the nature of this invention and in what manner the saine is
to be performed: to be particularly described and ascertained, in and by the
following statement :-
This invention primarily relates to internal combustion Motors which may have
an impulse at every revolution but part of the same are equally applicable to gas
engines of all types, the points of the invention being :
1. An improved construction of engine whether for gas or oil-
2. The means employed to introduce the charge into the cylinder of engines
having an impulse at every revolution of crank shaft
3. The arrangements of means for giving a quick complete exhaust, and quick
inlet of charge.
4. A cheap and simple node of building up the cylinder which is equally
applicable for all classes of internal combustion motors-
5. An arrangement for vapourising oil and putting the vapour under spring
pressure by which the engine can be fed with oil vapourlike gas, the arrangement
being such that only the necessary quantity of vapour required by the engine is
generated, the generation being automatically stopped, when the engine stops, and
begins again when the engine starts -
6. A means for cooling the cylinder without water circulation.
The engine is valveless, the exhaust and inlet port being opened and closed by the
passage of the piston.
To enable the invention to be properly understood I will proceed to describe the
same with aid of the accompanying drawings.
Fig. 1, illustrates a sectional front elevation of an inverted type of motor according
to this invention.
Fig. 2, an outside elevation with the vapouriser attached.
Fig. 3, a cross section on line X.
Fig. 4, a similar view on line Y.
Fig. 5, is a detached plan of valpouriser.
Fig. 6, Sectional view elevation of Fig. 5.
Fig. 7, end view.
Figs. 8 and 9, Detached views of oil supply tap.
Fig. 10, A Modified arrangement of vapouriser.
Fig. 11, Cross section showing means for cooling the water or water jacket applied-
to a horizontally placed cylinder.
Fig. 12, Side view of same.
Fig. 13, A cross section showing means for cooling the cylinder by air alone.

page_text: Fig. 14, Sectional side view of same.
The engine cylinder and accessories are built up in the following way.
In
I first take a steel tube A to form the cylinder, this is turned on the outside,
preferably with a shoulder B to hold a ring part C which is pressed upon the tube A
after the two ring or ports D and E have been cut through the tube A, this ring C is
formed inside with the two grooves D1, and E1, the former being to receive the
exhaust which passes out at D 2 and the latter E', for the air of charge. Before the
ring C is put on the cylinder tube A, the top of the latter is screw cut for a flanged
collar F to be screwed on to secure the cover F 1; to enable this to be water-
jacketted a second cover F 2, is secured upon top. The water jacket is made by a
tube G, fitting on the top of ring C, and secured by coming under cover F. The
cylinder is secured to bed plate H, by standards J, either bolted to same and to ring
C, or may be cast in one with latter. Secured upon the side of the cylinder is the
arrangement of means for introducing the air of charge to cylinder. This consists of
a cylinder L, having two pistons L', and L 2; L1, being connected to shaft L 3 of
engine, and is reciprocated by the crank I. 4, this piston acts as an air pump. The
other piston L 2 is pressed down by a spring L 6, this piston has a piston rod L 7, the
outside end of which has an india rubber buffer M, secured by lock nut M¹
the position shown in drawings at Fig. 1, the piston L 2, is at the bottom of its
stroke, being pressed down by the spring L 6 and air the pump piston I., in the
middle of its up stroke having put the necessary pressure upon the air, on the further
upward movement of this piston, the air pushes up the spring piston 1.2, thereby
putting the air under spring pressure by which it is instantly pressed into cylinder A,
on the inlet ports being opened as hereafter explained. L 8, air inlet valve to air
pamp The piston K of engine has the top formed with a tubular extension K 1, the
outside of this part is cut through with ports K 2, for the inlet of charge of air and
oil vapour which meet each other in the part K, and are thus deflected up towards
the top of the cylinder to escape the exhaust while it is open. It will be understood
that the charge comes through the side of the piston, when the latter comes down to
near the bottom of its stroke, to bring the porta K 2, opposite the ports E. These
ports K 2, first enable the exhaust to take place when they reach the exhaust ports D
on the outstroke of piston, the oil vapour or gas passes into the tubular part K1,
through the supply pipe N 6. If the engine is to be worked by gas from a street
main the gas must be put under a sufficiently higher pressure than is given by the
main supply to enable the necessary quantity to be instantly injected. Or instead of
the gas passing into the part K', it may be passed into the belt D1, and there mix with
the incoming air of charge and the two pass into cylinder together.
Referring to Figs. 5, 6, 7, 8, 9, 10, which illustrate the means for evaporising
the oil. The use of mineral oil particularly light oils, such as benzoline, for the pro-
duction of gas or oil vapour (hereafter called gas) for motive power purposes with
appliances as at present known, present considerable liability to explosive conflagra-
tions, so that skilled attendants and careful watchings in the use of such oil for the
above purpose is now necessary.
The object of this part of my invention is to overcome the above objections in the
use of oil, and to enable the production of oil gas for motive power purposes such as
used in oil engines, to be carried on by unskilled people, and in such a manner that
the quantity of gas made is always kept down to the exact quantity consumed, and
when the consumption of gas is stopped partially or wholly, the supply is correspond-
ingly automatically stopped and also automatically resumed when the consumption
begins again.
The following is a description of a vapouriser for patting a considerable pressure
upon the oil vapour. N, is the heated chamber for vapourising the oil, the heating
may be started by a lamp N', (Fig. 2) and afterwards by a bunsen burner fed by the
oil vapour; N 2 a shield to concentrate the heat. This chamber N' has an opening N 3,
communicating with the inside of a cylinder N 4, in which is a spring controlled piston
N 5; N 6 pipe for conducting oil vapour to engine; O, oil container having connected
to underside a pipe P, for conducting the oil into the vapourising chamber N, this pipe is

page_text: fitted with two taps P1, P2; P is opened and closed by hand while P 2 is operated by
the piston N 5, as hereafter explained. The piston N 5, is fitted with a rod N 7, having
a portion formed as a rack N 8, the plug of the tap P 2, is connected to a portion of a
toothed wheel N 9, which engages the rack N 8. When the piston N 5, is in the position
shown in drawing, that is pressed in by the spring, the tap P 2 is at the position
shown at Fig. 9 to receive charge of oil in cavity P 5.
When sufficient oil vapour has been drawn off through pipe N 6, to allow the piston
to be pressed in, the plug of tap, P 2 is slightly turned as at Fig. 8, to allow the charge
of oil to run down into the heated chamber N; P 3 oil pipe to start the apparatus,
the tap P 4, being opened and closed by hand. For engines working on the "Otto
cycle" a less pressure of gas or oil vapour is sufficient on account of the sucking-in
action of the outstroke of piston. In an engine having this cycle, the vapouriser to
give the above described automatic action may be made as illustrated at Fig. 10. In
this arrangement O, is oil supply, P 6 oil supply pipe, P7 a rising and falling bell, the
lower portion dipping into liquid P 8, to seal the same. This bell is normally held
down by spring P 9, the top of bell is connected to the oil supply tap P 10, by a rod
P11, by which the tap is operated by the reciprocating action of the bell as described
for piston N 5. In this arrangement the vapourising chamber N, is fitted with a
tubular extension N 10, upon the outside of which is formed the liquid seal P 8. By
this means the engine will always be fed by oil vapour at a uniform pressure, and no
free oil will ever pass into cylinder of engine, and consequently no lamp black and
tar will be generated in cylinder.
Referring to figures 11 and 12 which illustrate the means for cooling the water of
cylinder by the introduction of air. A, Cylinder of an engine within a water jacket
Q, passing into the water is a pipe R, for air, the bottom of the pipe has an elongated
flat spout R', for the outlet of air, which, on passing through the water, keeps the
same cool; R 2, pipe for outlet of air after it has passed through water. The air will
be supplied from a sinall blast fan (not shown in drawings) worked by the engine,
When the engine is a vertical one it is preferred that the water from the jacket should
ran down into a shallow tank, be then cooled by the air, and after cooling be pumped
back to the jacket, by this means only a small quantity of water will be sufficient for
an engine.
Referring to figures 13 and 14 which illustrate a means for cooling the cylinder
by the application of air only. In this arrangement an air jacket S, is formed having
a number of longitudinal openings S, with tapered mouth; T, the air supply pipes.
The air being supplied by small blast fan. By this arrangement a large amount of
air will be caused to impinge direct against the outside of cylinder A, and in this way
keep it sufficiently cool for working. This plan is only proposed to be used with
small engines having a thin steel cylinder; T, outlet for air.
Having now particularly described and ascertained the nature of this invention and
in what manner the same is to be performed I declare that what I claim is:
1. In an internal combustion Motor having a receptacle to receive charge or air
of charge, preparatory to introduction of same into cylinder of Motor, of means to
act on the charge or air of charge by spring pressure to force the same into cylinder
of motor when the inlet port is opened, substantially as described, with reference to
Fig 1.
In an internal combustion Motor a charging means consisting of a cylinder
fitted with air inlet valve having two pistons, one being operated from engine shaft
to draw in and compress air or air and gas and the other by spring to put spring
pressure on air or charge to inject the same into cylinder of motor, through suitable
port as hereinbefore described and illustrated by the accompanying drawings at
Fig 1.
3. In an internal combustion motor, a piston controlling the exhaust and inlets
ports formed with hollow upper part open at top, lateral port or ports communicating
with hollow part, and with means for introducing charge, to enable the charge or air
of charge to be passed laterally through piston into cylinder of engine as described
and illustrated by the accompanying drawings at Fig 1.

page_text: 4. In an internal combustion motor the combination of a ring of ports round
cylinder for the exhaust cominunicating with a groove passage, a second ring of ports
below the other communicating with a groove passage, and the means for introducing
the charge or air of charge into the latter passage as hereinbefore described and
illustrated by the accompanying drawings at Figs 1, 3 and 4.
5. In an internal combustion motor the manner of building up a cylinder with
necessary accessories and connecting the whole to enable it to be bolted to bed plate
of frame, herein before described and illustrated by the accompanying drawings at
Fig 1.
6. In an internal combustion motor working with oil a vapouriser for the oil
consisting of a heated chamber N, in communication with a cylinder N 4, having a
spring controlled piston or a spring controlled bell P 7, a connection from either
operating a tap to allow oil to run into heated chamber as hereinbefore described.
With reference to Figs 5, 6, 7, 8, 9, 10.
7. In an internal combustion motor the provision of means for cooling the water
in water jacket by blowing atmospheric air into the water as described with reference
to Figs 11 and 12.
8. In an internal combustion motor the provision of means for cooling the
cylinder by blowing streams of atmospheric air against the outside as described with
reference to Figs 13 and 14.
Dated this 96th day of Januar 1907