Improvements in and relating to Gas or Liquid Fuel Engines.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in and relating to Gas or Liquid Fuel Engines.
I, SIDNEY ARMOR REEVE, of No. 210, West Street, Worcester, in the County of
Worcester and State of Massachusetts, United States of America, Gentleman, do
hereby declare the nature of this invention to be as follows :-
This invention relates to gas or liquid fuel engines in which a mixture of air and
fuel is continuously burned in a combustion-chamber connected with the working
cylinders of the engine, and it consists in certain improvements hereinafter described,
having for their general objects, first, the automatic and uniform reduction of the
fixed gases resulting from the combustion, to a predetermined working temperature
before they enter the working cylinders of the engine, and secondly, the control of the
proportion of fuel and air admitted to the combustion-chamber, so that the relative:
quantities of fuel and air shall not materially vary.
An apparatus embodying my invention includes a compressor or pump adapted to
supply a constant quantity of fuel, which may be either gaseous or liquid, and a
fuel-reservoir which receives said fuel, the fuel-supplying appliance being a
compressor when gaseous fuel is used, and a pump when the fuel is a liquid, such as
oil. As the apparatus hereinafter described is designed with reference to the use of
gaseous fuel, I will designate the fuel-supplying appliance as the compressor, although
I do not limit myself to an apparatus organized to use gaseous fuel, and may modify
the construction hereinafter described, so that it will utilize liquid fuel, without
departing from the spirit of my invention. The compressor draws fuel through a pipe
from a suitable source of supply, and delivers it to the fuel-reservoir through another
pipe.
An air-compressor is provided, which receives atmospheric air through a suitable
inlet, and supplies it through a pipe to an air-reservoir. The two compressors (fuel
and air) may be of any suitable construction, and may be operated by power applied
in any suitable way. The pistons of said compressors may be connected directly with
the pistons in the working-cylinders of the engine. I prefer to arrange the cylinder
of the air-compressor so that its piston will be operated directly by the movement of
the piston in one of the working cylinders, without change in the direction of
transmitted force or motion during transmission, this arrangement giving a desirable
degree of efficiency in the transmission of power. The fuel and air reservoirs are
provided respectively with outlets through which their contents pass to and through
a regulating-valve (forming an important part of my invention) to a combustion-
chamber, where combustion is continuously carried on, the said regulating-valve being
of such construction as to supply the fuel and air in such proportion (whatever the
quantity may be) as to insure perfect combustion.
The preferred construction of the regulating-valve is as follows: The casing of said
valve is enlarged at its upper end to form a chamber which receives fuel from the
fuel-reservoir. A diaphragm forming a flexible top or cover for said chamber is
attached by a stem to an annular plunger having a sliding fit in the interior of the
valve-casing, and is provided with a series of fuel-and-air mixing-ports extending from
its outer to its inner surface, said mixing-ports communicating with outlet-
passages extending through the lower end of the plunger. An annular air-passage

page_text: formed in the valve-casing receives air from the air-reservoir, and communicates
through fixed air-ports with the outer ends of said mixing-ports, when permitted by
the position of the plunger. A fixed gas-conducting tube located within the annular
plunger communicates at its upper end with the gas-chamber, and has gas-delivering
ports at its lower end arranged to deliver gas to the mixing-ports. A valve is affixed
to the plunger, and is located above the plunger and above the gas-conducting tube
and adapted to close upwardly against a fixed seat.
The plunger and the connected valve are governed by the gas pressure in the
gas-chamber. When the said pressure is not sufficient to affect the diaphragm,
the plunger and valve descend, the plunger uncovering the gas and air ports and
causing the mixing-ports to coincide therewith, so that gas and air can pass
As the gas pressure
freely through said ports to the combustion-chamber.
increases, and the diaphragm rises, the air and gas ports and the mixing-ports
are first partially closed, restricting the flow of gas and air, and if the upward
movement of the diaphragm be sufficiently continued, said ports are entirely
closed, and the plunger-operated valve is seated, thus entirely stopping the flow
of gas and the bulk of the flow of air. This construction of regulating-valve
provides for an absolute cessation of the gas-supply whenever the conditions are
such as to require it.
If desired, the plunger and valve above described may be controlled by air
pressure instead of gas pressure, the air-reservoir being connected with the
chamber under the diaphragm.
The utilization of the pressure in the system as the controlling factor in the
operation of this valve may be replaced by the utilization of the varying speed of the
engine, through the medium of any type of speed-governor, to so alter the valve that
it will open and raise the working pressure of the system when the engine runs slow,
and close with the opposite effect when the engine runs fast.
The essential features of the regulating-valve are, first, means for simultaneously
adjusting the air and fuel ports in such a manner that the open cross-sections always
bear a given mutual ratio; and secondly, means for the final absolute closure of the
gas-port. Any construction which embodies either of these features may satisfy my
requirements.
The combustion of the mixture of fuel and air produces a mixture of nitrogen,
carbonic acid, and superheated steam, which is conducted to a cooling-chamber,
hereinafter described, and from the latter to the working cylinders of the engine. It
is essential to complete combustion of the mixture of fuel and air, that the proportion
of said elements admitted to the combustion-chamber be closely controlled, and to
this end the pressures in the air and fuel reservoirs must not be allowed to differ in
any great degree from each other, however much the pressure of either may vary.
In other words, any considerable variation in the pressure in either reservoir should
be accompanied by a corresponding variation in the pressure in the other reservoir.
A suitable means for attaining this result will be next described.
I provide a tube or passage connecting the lower portions of said reservoirs,
said passage being filled with a body of liquid, such as water, which extends into the
lower portions of the reservoirs and constitutes a liquid seal which prevents the
mixture or osmose of the stored fuel and air, and stands at different levels in the two
reservoirs when the pressure in one exceeds that in the other. I utilize this difference
in level to practically equalize pressure in the two reservoirs. This equalization may
be effected by the co-operation with the liquid seal, of any suitable devices adapted
to be operated by the rise and fall of the liquid seal to either release the excess of
pressure from the reservoir containing it, or to admit an additional supply to the
reservoir needing it, or both. The equalizing devices may comprise a valve in the
fuel-reservoir, a float in the fuel-reservoir connected with said valve by a rod, a float
in the air-reservoir, and a lever pivoted in the passage connecting the reservoirs and
connected by rods with the said floats, each float being proportionate in volume to
the volume of the reservoir containing it, while each arm of the lever is inversely
proportional to the volume of the float with which it is connected, It will often be

page_text: sufficient to employ only one float, situated in the fuel-reservoir. The valve in the
fuel-reservoir controls a supplemental outlet or by-pass extending from the fuel-
reservoir to the fuel supply-pipe, so that when said valve is opened, fuel will escape
from the reservoir to the supply-pipe, thus reducing the pressure in the
reservoir.
Instead of the above-described liquid-sealed connection between the fuel and air
reservoirs as the means for controlling the proportion of fuel and air admitted
to the combustion-chamber, I may employ the alternative construction next
described.
Let the fuel-reservoir be of flexible or compressible construction, and located within
the air-reservoir, so that its external surface will be in contact with the compressed
air. The pipe which connects the fuel-reservoir with the regulating-valve (which
pipe is also connected with the fuel-compressor) is connected by a by-pass with the
primary source of fuel-supply. Said by-pass is controlled by a valve which is
connected by a rod with the lower portion of the flexible fuel-reservoir. The flexible
fuel-reservoir is of such construction that the portion to which the valve-rod is
attached is movable toward and from the seat of the by-pass valve. The said fuel-
reservoir may be a bag of any suitable flexible, but preferably inelastic, material
impervious to gaseous or liquid fuel under pressure, a suitable material being a
combination of layers of rubber and cloth. A bag thus constructed is adapted to be
collapsed by the pressure of the surrounding air upon it. The lower portion of the
fuel-reservoir to which the valve-rod is attached is normally depressed or forced away
from the said valve-seat, to hold the valve closed. This may be accomplished by
gravitation, due to the weight of the movable portions of the reservoir, and of the
valve and valve-rod, aided if necessary by a weight or by a spring which may be
substituted for said weight to exert a downward pull on the reservoir and valve-
rod.
Fuel passes from the fuel-reservoir, and air from the air-reservoir, to the
combustion-chamber (since pressure in said reservoirs is above that in the combustion-
chamber by practically equal differences), in relative quantities determined by the
construction of the regulator-valve, the fuel-reservoir being collapsed or contracted
by an excess of air pressure in the reservoir over the fuel pressure.
When the supply of fuel causes an excess of fuel-pressure in the fuel-reservoir over
the air pressure in the air-reservoir, the fuel-reservoir will be expanded, increasing
the air pressure, and thus tending to equalize the pressures, and at the same time
opening the by-pass valve and releasing the excess of fuel through the by-pass to the
primary supply-pipe. When the fuel pressure is sufficiently reduced, the fuel-
reservoir is contracted, and the by-pass valve closed, until the fuel-pressure again
becomes excessive.
It will be seen that by enclosing the expansible fuel-reservoir in an air-reservoir,
I utilize the pressure of both the fuel and air to equalize the supply of each element
to the engine, and am enabled to employ a relatively cheap and at the same time
safe fuel-reservoir of considerable size.
An important feature of this part of my invention is the utilization of the increasing
fuel pressure to partially compress the air in the air-reservoir, thus tending to
equalize the pressures and at the same time permitting considerable variation in volume
without material difference in pressure between the fuel and air. Conversely, a
decreasing fuel pressure leads to partial expansion of the air in the air-reservoir, and
thus to a similar tendency toward equalization.
The utilization of the expansion of the fuel-reservoir to actuate a fuel relief-
valve is another desirable feature, although the fuel pressure is reduced to a certain
extent by the expansion of the fuel-reservoir, and hence the relief-valve may not be
considered essential in all cases.
The combustion-chamber receives a mixture of gas and air from the regulator-
valve, and is provided with suitable means, as hereinafter indicated, for igniting said
mixture, the combustion of which is continuously maintained as long as the engine
develops power. The combustion-chamber is preferably a vertical tube communicating

page_text: at its upper end with the regulator-valve and at its lower end with a cooling-chamber
into which it projects at its lower end, discharging the products of combustion into
or above the body of water in said chamber. The combustion-chamber proper is of
course located above the water, and may be lined with refractory material, such as
fire-brick. The lower portion of the tube forming said chamber is submerged in the
water, and may be provided with numerous perforations, through which portions of
said products enter or pass over the water. A preferable construction, however, is to
cut the profile of the lower end of the tube into deep indentations, to form passages
for the gases. The cooling-chamber surrounds the said extension or outlet of the
combustion-chamber, and is provided with means for maintaining the water level in
said cooling-chamber. Said means may comprise a water-reservoir located beside
the cooling-chamber and having an inlet connected with a source of water supply, a
valve controlling said inlet and opened and closed by a float in the water-reservoir,
the float closing the valve when the water rises to a predetermined level in the
water-reservoir, and opening the valve when the water falls below said level, and an
outlet communicating with the bottom of the cooling-chamber. A pipe connects the
water-reservoir with the cooling-chamber above the water-level, to make the water
line uniform in the reservoir and chamber.
The upper portion of the cooling-chamber may be contracted by an inwardly
projecting shoulder, to force the products of combustion rising from said chamber
inwardly against the heated external surface of the combustion-chamber, for a purpose
hereinafter described. The contracted portion of the cooling-chamber is connected
with a tubular extension surrounding the combustion-chamber and extending to the
upper end thereof, where it is connected by a conduit with the working cylinders of
the engine.
It will be seen. that each of the alternative constructions above described,
namely, (a) the liquid-sealed connection, and (b) the flexible fuel-reservoir, acts to
prevent an excess of pressure in either reservoir, and therefore closely controls the
proportion of fuel and air admitted to the combustion-chamber.
The cooling-chamber having means for automatically maintaining a predetermined
quantity of water in position to act on the products of combustion, constitutes an
effective means for reducing the temperature of the mixed gases resulting from the
combustion of the fuel and air to a predetermined degree of working temperature
suitable for the working cylinders of the engine.
The combustion of the mixture of a hydro-carbon fuel and air produces a mixture
of fixed gases which, as already stated, includes superheated steam, nitrogen, and
carbonic acid, the gases being at a temperature excessively high for expansion in
working-cylinders. It is necessary to reduce this temperature to the predetermined
degree of working temperature before introducing the gases into the working
cylinders; and to this end it has been proposed to inject into the gases some diluent,
such as water or air, a jet or stream of the diluent being introduced into the moving
current of combined gases while they are on their way to the engine. It is
impossible, however, to meet in this way the constantly varying conditions as to
quantity and temperature of the flow of the hot gases, so that the reduction of the
gases to a uniform working temperature by the injection of a diluent into it is not
feasible. This part of my invention has for its object to automatically meet the said
varying conditions and to supply the gases to the engine at a uniform and practically
unvarying working temperature, by passing the heated gases from the combustion-
chamber continuously through a body of water contained in a cooling-chamber which
receives said gases from the combustion-chamber and discharges them to the engine.
The volume of water in the cooling-chamber should be much in excess of the
maximum quantity which the heated gases are able to evaporate from moment to
moment, the essential feature being that there shall be present in a suitable receptacle
or cooling-chamber a body of water sufficiently large to be in excess of the maximum
amount which the gases are able to evaporate. It is evident that no water could
exist in such a cooling-chamber at a temperature higher than that of saturated steam
of the pressure existing therein at any given time. Therefore the hot gases entering.

page_text: or
the body of water and passing through it must be somewhat cooled down by the
water, and must thereby evaporate a portion of the water. It is further evident that
the gases cannot possibly be cooled to a temperature lower than that at which the
water evaporates in the cooling-chamber, unless cold water is supplied to the chamber
faster than the hot gases can vaporize it and carry it away; in which case, the cooling-
chamber would be gradually filled with water to overflowing, and the process
therefore would not be continuous. The cooling-chamber should therefore be so
designed and operated as that, first, the hot gases shall be so finely divided and
forced to pass through the water through a path of such length that they shall have
ample time to give up to the water all of their heat above the temperature of water-
vapor saturation; and secondly, the cooling-chamber shall be supplied with water
in only such amount as will keep the water level approximately constant
controlled. These two conditions of design being fulfilled, the temperature of
mixed permanent gases and steam cannot vary perceptibly above or below that of
saturated steam of the pressure existing in the cooling-chamber. I thus avoid the
varying results which have attended all attempts heretofore to cool the hot gases by
injecting into the gases water, air, or any other diluent. In all such attempts, the
effort has been to supply the diluent in just such a quantity as will reduce the
temperature to the desired point from instant to instant, but without the employ-
ment of any accumulation of the cooling agent to automatically meet the constantly
varying conditions as to quantity and temperature of the flow of the hot gases. The
distinctive feature of this part of my invention is therefore the employment of an
accumulation of the cooling agent, and the consequent uniform and automatic
reduction of the gases to the desired working pressure. It is, moreover, important
to note a further distinction between my method and others,-that the control of
the store or stock of accumulated diluent is not attempted by any measurement or
estimate of the quantity of diluent momentarily absorbed, and its replacement in
accordance therewith. Such methods, although sometimes incidentally involving
the presence of an accumulation of diluent, are practically injections of diluent; for
it is evident that any inaccuracy in such estimate would ultimately result in a fatal
excess or paucity of diluent. In contrast, my method is to measure or observe the
quantity of diluent, on hand, and then to admit or debar, additional supplies
accordingly. It is evident that by this method danger of excess or paucity of diluent
is no longer to be feared.
.
By passing the heated gases from the combustion-chamber through and in direct
contact with the water in the cooling-chamber, I cool the gases down from the
temperature of combustion (about 2400° Fahrenheit), to the temperature of saturation
of water under the proposed pressure (about 400° F.), thus avoiding the necessity
of cooling the gases by injecting into them a diluent, such as water or air. The
temperature of saturation is, however, somewhat lower than is desired for the working
pressure, about 600° or higher being the desideratum. By locating the combustion-
chamber in close proximity to the cooling-chamber, and forming the upper portion
of the latter so that the cooled gases will pass along the external surface of the
combustion-chamber on their way to the engine, I raise the temperature of the gases
to the desired point by surface conduction, a process which is entirely suitable for the
adjustment of the temperature from the approximate goal of 400° to which it was
reduced by contact with the water, to the exact working temperature found desirable.
By thus first abruptly reducing the temperature by close intermixture of water and gases,
and then raising it by surface conduction, I am enabled to ensure stability of working
temperature of the gases, while avoiding the large surfaces essential to performing
the entire process by surface conduction. Also I jacket my combustion-chamber, and
utilize by re-absorption what else would be waste heat. The question of stability of
temperature under any and all conditions of service is one of great importance in
engines of this character. The contracting shoulder in the cooling-chamber permits
the combination of a large surface for the separation of the gases from the water in
which they have been cooled, with a close juxtaposition of the surfaces of the
combustion-chamber and the surrounding conduit. The two together lead to the

page_text: '
projection of the lumps of water thrown up by violent ebullition laterally against the
heated surface of the combustion-chamber, to their evaporation, and to the
superheating of the steam and its enveloping gases.
I do not limit myself to the location of the combustion-chamber within the
conduit extending from the cooling-chamber, as the combustion-chamber may be
entirely outside the cooling-chamber, in which case conduit extending from the
combustion-chamber would extend into the cooling-chamber and the conduit leading
therefrom, and would present a heating surface to the steam and gases rising from
said conduit. It will be understood, therefore, that the term "combustion-chamber"
is intended to cover also a conduit extending from a combustion-chamber into the
cooling-chamber.
In further carrying out my invention, I provide for the regulation of the pressure
of the compressed air in the air-reservoir by the pressure of the products of
combustion in and beyond the combustion-chamber. This regulation may be
accomplished by various means, two of which I will here describe :
First, a supplemental outlet or by-pass connecting the air-reservoir with the
conduit through which the products of combustion pass to the cooling-chamber, and
a lightly confined safety-valve in said by-pass, the chief object of such regulation
being the maintenance and control of a difference in pressure between the
air-reservoir and the combustion-chamber, upon which difference depends the
velocity and quantity of flow of air and fuel into the combustion-chamber. In order
that the proportion between the air and fuel may be controlled, this difference just
mentioned must be several times greater than the maximum difference between the
reservoirs of air and gas. In other words, if it is found impossible to maintain the
pressures in the two reservoirs within less than two ounces per square inch of each
other, both of them must be at least one pound above the pressure in the
combustion-chamber, in order that the proportion between air and fuel flowing into
the combustion-chamber may be certain, within close limits of variation. It will be
therefore, that I make the pressure in or beyond the combustion-chamber the
controlling factor, and cause the pressure in the air-reservoir to follow this at a
distance of, say, at least one pound higher by means of the safety-valve. It will
also be seen that by means of the liquid seal I cause the fuel pressure to closely
follow the air pressure. I find in practice that the fuel pressure follows the air
pressure at a distance of not more than two ounces above or below.
seen,
Secondly, instead of the above-described means for regulating the pressure of the
compressed air, I may employ a by-pass connecting the conduit through which air
passes to
the regulator-valve from the air-reservoir, with the bottom of the
cooling-chamber, said chamber and the lower portion of the by-pass containing a
body of water which acts as a seal, preventing the passage of air from the by-pass
to the cooling-chamber, until the air pressure is sufficient to displace the seal and
force its way through it into the cooling-chamber, said seal being a substitute for
the spring-controlled check or safety-valve above mentioned. The resistance of this
water-seal to the air pressure can be more simply and accurately controlled than a
metallic mechanical device like the said check-valve.
This
The by-pass extends a considerable distance below the cooling-chamber, so that
there is normally a column of water of considerable height in the by-pass. The
cross-sectional area of the by-pass is considerably less than that of the cooling-
.chamber and the water-reservoir supplying the cooling-chamber.
difference in cross-section and the height of the water-column in the
by-pass are factors of some importance in controlling the head or pressure which
forces the air and gas through the regulator-valve. It may be here noted that as the
loads become lighter and the flow of the gases through the combustion and cooling
chambers becomes less, the water will be crowded up into the cooling-chamber by the
increased air pressure covering a greater extent of the perforated or indented portion
of the combustion-chamber extension, and thus bringing the hot gases and water
into more intimate contact.
A principle of operation aimed at by me is, the stable equilibrium of all fluid

page_text: phenomena occurring in the apparatus, with as little control as possible by mechanical
devices involving frictional contact of one part with another.
The water-seal of the air by-pass, the expansible gas-reservoir located in the air-
reservoir, and the shut-off valve connected with the air and gas regulating plunger
in the regulating-valve, and permitting a comparatively loose fit of said plunger
between the air-ports and gas-ports, illustrate this principle.
My invention is not limited to the means above described for regulating and
controlling the pressure of a system under which a continuous combustion operates.
may use other methods of attaining such regulation, and other general plans of
maintaining such control, without departing from the spirit of my invention. One
inodification may be as follows:-
Let the air-compressor draw air from the atmosphere, and discharge it into the
combustion-chamber in a fixed quantity, either directly or by way of an air-reservoir
the products of combustion passing as above described through a cooling-chamber
to the working cylinders of the engine. Let the fuel-compressor draw gas or oil from
the main supply, and discharge the same either directly into the combustion-chamber
or into a regulator or escape valve of any ordinary construction, which is connected
with the combustion-chamber and with the main source of fuel-supply, and is
operated and controlled by the pressure in the pipe connecting the fuel-compressor
with the combustion-chamber, or by the speed of the engine, said valve permitting
fuel to escape back to the main source of supply when the pressure reaches the
desired point. The action of the said regulator or escape valve will be as follows:
First, to reduce the pressure in the pipe connecting the fuel-compressor with the
combustion-chamber, as compared with that in the combustion-chamber, and so
reduce or limit the amount of fuel entering the combustion-chamber; secondly, to
thereby limit the increase of volume resultant from combustion, and thus the pressure
in the system. The action of the rest of the system, without any regard to the
action of the regulator or escape valve, will be to make the pressure in the combus-
tion-chamber follow that in the pipe conducting fuel from the fuel-compressor, for
an excess of air coming from the air-compressor will check the flow of fuel into the
combustion-chamber, while a deficiency will operate oppositely, thus forcing a devia-
tion in either way to bring into operation a check upon itself, and so resulting in a
fluid-system which is in automatic stable equilibrium.
The regulator-valve may be connected with the pipe that conducts fuel to the
fuel-compressor, so that the pressure in the pipe conducting fuel from the fuel-com-
pressor to the combustion-chamber will be controlled by the regulator-valve,
by the control exercised by the latter over the fuel approaching the fuel-
compressor.
I prefer to admit air through the variable ports of the regulator-valve in sufficient
quantity only to form with the gas a mixture which is inflammable in air but is non-
explosive until the supply of air is increased. The mixture receives an additional
supply of air after it has entered the combustion-chamber, this supply being furnished
either by leakage of air through the valve, or by small air-passages communicating
with the air-conduit. These air-passages, like the air-ports, may be variable by
movements of the plunger. By this arrangement I provide for the thorough mixture
of the gas and air before combustion takes place.
To provide for the maintenance of combustion after a period of zero, negative, or
even very light load upon the engine, the apparatus must be equipped with an
igniter. This may be one of several forms, such as
.
(1) An ordinary electrical igniter, such as is used in gas-engines, located at the
upper end of the combustion-chamber. In order to avoid waste of battery by pro-
viding sparks during continuous combustion, when not needed, the circuit may be
carried through two breakers. One is closed by the engine every revolution (or
every two or three, etc.), periodically. The other is closed by the plunger 6 when at
or near the lower limit of its movement. Thus sparks will be supplied periodically
during any period when there might be danger of the flame in the combustion-
chamber being extinguished,

page_text: (2) An ordinary hot-tube can be set across the path of the entering mixture of gas
and air, and always kept hot by a permanent gas-flame traversing its interior or
exterior.
The water which is supplied to the cooling chamber may be warmed by heat from
the engine, and to this end the feed water may pass from the source of supply through
a water jacket surrounding the compressing cylinders of the engine, and from thence
through a conduit surrounding the exhaust pipe leading from the engine, the feed
water being thus warmed by heat that would otherwise be wasted. The warmed feed
water enters the reservoir which supplies the cooling chamber, the pipe which con-
ducts the feed water to said reservoir being preferably provided with an overflow or
relief valve which will automatically open and allow the feed water to escape when
the automatic valve of the reservoir is closed by a sufficient accumulation of
water.
I, SIDNEY ARMOR REEVE, of No. 210, West Street, Worcester, in the County of
Worcester and State of Massachusetts, United States of America, Gentleman, 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 gas or liquid fuel engines in which a mixture of air and.
fuel is continuously burned in a combustion-chamber connected with the working
cylinders of the engine, and it consists in certain improvements hereinafter described,
having for their general objects, first, the automatic and uniform reduction of the
fixed gases resulting from the combustion, to a predetermined working temperature
before they enter the working cylinders of the engine, and secondly, the control of
the proportion of fuel and air admitted to the combustion-chamber, so that the
relative quantities of fuel and air shall not materially vary.
Of the accompanying drawings, forming a part of this specification,―
Figure 1 represents a side elevation, partly sectional, of an apparatus embodying
my invention.
Figure 2 represents a sectional view of the fuel-reservoir and its relief-valve shown
in Figure 1.
Figures 3 and 4 represent diagrammatic views, illustrating my improvements
relating to the regulation of continuous-combustion engines.
Figure 5 represents a sectional view, on a larger scale, of the combustion and
cooling chambers, and the valve which regulates the adinission of air and fuel
thereto.
Figure 6 represents an enlargement of a portion of Figure 5.
Figure 7 represents an elevation of a detail of the igniter mechanism hereinafter
described.
Figure 8 represents a diagrammatic view illustrating a suitable arrangement of
the parts of another form of apparatus embodying my invention.
Figure 9 represents a sectional view of parts shown in Figure 8.
Figures 10, 11, 12, and 13 represent detached views of parts of the apparatus
shown in Figure 8.

page_text: The same letters of reference indicate the same parts in all the figures.
The apparatus embodying my invention shown in Figures 1 to 7, inclusive,
includes a compressor or pump G adapted to supply a constant quantity of fuel,
which may be either gaseous or liquid, and a fuel-reservoir G4 which receives
said fuel, the fuel-supplying appliance being a compressor when gaseous fuel is
used, and a pump when the fuel is a liquid, such as oil. As the apparatus
hereinafter described is designed with reference to the use of gaseous fuel, I will
designate the fuel-supplying appliance as the compressor, although I do not limit
myself to an apparatus organized to use gaseous fuel, and may modify the
construction hereinafter described, so that it will utilize liquid fuel, without
departing from the spirit of my invention. The compressor G draws fuel through
a pipe G from a suitable source of supply, and delivers it to the fuel-reservoir G⭑
through another pipe G³.
An air-compressor A is provided, which receives atmospheric air through a
suitable inlet A¹ and supplies it through a pipe A2 to an air-reservoir. The two
compressors (fuel and air) may be of any suitable construction, and may be
operated by power applied in any suitable way. The pistons of said compressors
may be connected directly with the pistons in the working cylinders of the engine.
The fuel and air reservoirs communicate with a regulating-valve R in which the
fuel and air mingle and from which the mixture passes to a combustion-chamber C²,
the regulating-valve being here shown connected with the fuel-reservoir by the
pipes G2 (³, and with the air-reservoir by the pipe At. The said regulating-valve
is of such construction as to supply the fuel and air in such proportion (whatever
the quantity may be) as to insure perfect combustion in the chamber C2, where
combustion is continuously carried.on.
The preferred construction of the regulating-valve is shown in Figure 6, and is as
follows: The casing 2 of said valve is enlarged at its upper end to form a chamber 3
which receives fuel from the fuel-reservoir. A diaphragm 4 forming a flexible top or
cover for said chamber is attached by a stem 5 to an annular plunger 6 having a
sliding fit in the interior of the valve-casing, and provided with a series of fuel-and-
air mixing-ports 7 extending from its outer to its inner surface, said mixing-ports
cominunicating with 'outlet-passages extending through the lower end of the plunger..
An annular air-passage 9 formed in the valve-casing receives air from the air-
reservoir, and communicates through fixed air-ports 10 with the outer ends of said
mixing-ports, when permitted by the position of the plunger 6.
A fixed gas-
conducting tube 12 located within the annular plunger 6 communicates at its upper,
end with the gas-chamber 3, and has gas-delivering ports 13 at its lower end.
arranged to deliver gas to the mixing-ports 10. A valve 14 is affixed to the
plunger 6, and is located above the plunger and above the gas-conducting tube 12,
and adapted to close upwardly against a fixed seat 15.
The plunger 6 and the connected valve 14 are governed by the gas pressure in the
gas-chamber 3. When the said pressure is not sufficient to affect the diaphragm,
the plunger and valve descend, the plunger uncovering the gas and air ports 10
and 13, and causing the mixing-ports to coincide therewith, so that gas and air can
pass freely through said ports to the combustion-chamber. As the gas pressure
increases, and the diaphragın rises, the ports 7, 10, and 13 are first partially closed,
restricting the flow of gas and air, and if the upward movement of the diaphragm be
sufficiently continued, said ports are entirely closed, and the plunger-operated valve
is seated, thus entirely stopping the flow of gas and the bulk of the flow of air. This
construction of regulating-valve provides for an absolute cessation of the gas-supply
whenever the conditions are such as to require it.
If desired, the plunger and valve above described may be controlled by air pressure
instead of gas pressure, the air-reservoir being connected with the chamber under the
diaphragın.
The utilization of the pressure in the system as the controlling factor in the opera-
tion of this valve may be replaced by the utilization of the varying speed of the
engine, through the medium of any type of speed-governor, to so alter the valvę.

page_text: that it will open and raise the working pressure of the system when the engine runs
slow, and close with the opposite effect when the engine runs fast.
The essential features of the regulating valve are, first, means for simultaneously
adjusting the air and fuel ports in such a manner that the open cross-sections always
bear a given mutual ratio; and secondly, means for the final absolute closure of the
gas-port. Any construction which embodies either of these features may satisfy my
requirements.
The combustion of the mixture of fuel and air produces a mixture of nitrogen,
carbonic acid, and superheated steam, which is conducted to a cooling-chamber, here-
inafter described, and from the latter to the working cylinders of the engine. It is
essential to complete combustion of the mixture of fuel and air, that the proportion
of said elements admitted to the combustion-chamber be closely controlled, and to
this end the pressures in the air and fuel reservoirs must not be allowed to differ in
any great degree from each other, however much the pressure of either may vary.
In other words, any considerable variation in the pressure in either reservoir should
be accompanied by a corresponding variation in the pressure in the other reservoir.
A suitable means for attaining this result will be next described.
The fuel-reservoir G is of flexible or compressible construction, and located within
the air-reservoir A³, so that its external surface will be in contact with the compressed
air. The pipe G³ which connects the fuel-reservoir with the regulating-valve (which
pipe is also connected with the fuel-compressor) is connected by a by-pass G5 with the
primary source of fuel-supply. Said by-pass is controlled by a valve G7, which is con-
nected by a rod G8 with the lower portion of the flexible fuel-reservoir G18, which is
of such construction that the portion to which the valve-rod is attached is movable
toward and from the seat of the valve G7. The fuel-reservoir may be a bag of any
suitable flexible but preferably inelastic material impervious to gaseous or liquid fuel
under pressure, a suitable material being a combination of layers of rubber and cloth.
A bag thus constructed is adapted to be collapsed by the pressure of the surrounding
air upon it. The lower portion of the fuel-reservoir to which the valve-rod is attached
is normally depressed or forced away from the said valve-seat, to hold the valve closed.
This may be accomplished by gravitation, due to the weight of the movable portions
of the reservoir, and of the valve and valve-rod, aided if necessary by a weight G° or
by a spring which may be substituted for said weight to exert a downward pull on
the reservoir and valve-rod.
Fuel passes from the fuel-reservoir, and air from the air-reservoir, to the
combustion-chamber (since pressure in said reservoirs is above that in the combustion-
chamber by practically equal differences), in relative quantities determined by the
construction of the regulator-valve, the fuel-reservoir being collapsed or contracted by
an excess of air pressure in the reservoir over the fuel pressure.
When the supply of oil causes an excess of fuel pressure in the fuel-reservoir over
the air pressure in the air-reservoir, the fuel-reservoir will be expanded, increasing the
air pressure, and thus tending to eqalize the pressures, and at the same time opening
the by-pass valve G7 and releasing the excess of fuel through the by-pass G5 to the
primary supply-pipe. When the fuel pressure is sufficiently reduced, the fuel-
reservoir is contracted, and the by-pass valve closed, until the fuel pressure again
becomes excessive. It will be seen that by enclosing the expansible fuel-reservoir in
an air-reservoir, I utilize the pressure of both the fuel and air to equalize the supply
of each element to the engine, and am enabled to employ a relatively cheap and at
the same time safe fuel-reservoir of considerable size.
Instead of the above-described means for controlling the proportion of fuel and air
admitted to the combustion-chamber, I may employ the alternative construction
shown in Figures 8, 11, and 12, and next described.
The air-reservoir A30 and the fuel-reservoir G30 are located side by side, and their
lower portions are connected by a tube or passage C30, which is filled with a body of
liquid, such as water. Said filling extends into the lower portions of the reservoirs,
and constitutes a liquid seal which prevents the mixture or osmose of the stored fuel
and air, and stands at different levels in the two reservoirs when the pressure in one

page_text: exceeds that in the other. I utilize this difference in level to practically equalize
pressure in the two reservoirs. This equalization may be effected by the co-operation
with the liquid seal, of any suitable devices adapted to be operated by the rise and
fall of the liquid seal to either release the excess of pressure from the reservoir con-
taining it, or to admit an additional supply to the reservoir needing it, or both. The
equalizing devices may comprise a valve K in the fuel-reservoir, a float H in the fuel-
reservoir connected with said valve by a rod I, a float H¹ in the air-reservoir, and a
lever Hs pivoted at H in the passage C30 and connected by rods H2 H² with the said
floats, each float being proportionate in volume to the volume of the reservoir con-
taining it, while each arm of the lever H³ is inversely proportional to the volume of
the float with which it is connected. It will often be sufficient to employ only one
float, situated in the fuel-reservoir. The valve K in the fuel-reservoir controls a sup-
plemental outlet or by-pass K¹ extending from the fuel-reservoir to the fuel supply-
pipe, so that when said valve is opened, fuel will escape from the reservoir to
the supply-pipe, thus reducing the pressure in the reservoir.
An important feature of this part of my invention is the utilization of the
increasing fuel pressure to partially compress the air in the air-reservoir, thus tending
to equalize the pressures and at the same time permitting considerable variation in
volume without material difference in pressure between the fuel and air. Conversely,
a decreasing fuel pressure leads to partial expansion of the air in the air-reservoir, and
thus to a similar tendency toward equalization.
The utilization of the expansion of the fuel-reservoir to actuate a fuel relief-valve
is another desirable feature, although the fuel pressure is reduced to a certain extent
by the expansion of the fuel-reservoir, and hence the relief-valve may not be
considered essential in all cases.
It will be seen that each of the alternative constructions above described,
namely, (a) the liquid-sealed connection, and (b) the flexible fuel-reservoir, acts to
prevent an excess of pressure in either reservoir, and therefore closely controls the
proportion of fuel and air admitted to the combustion-chamber.
The combustion-chamber B receives a mixture of gas and air from the regulator-
valve, which is ignited in said chamber, the combustion being continuously
Inaintained as long as the engine is desired to develop power.
The combustion-chamber is preferably a vertical tube communicating at its upper
end with the regulator-valve and at its lower end with a cooling-chamber C into which
it projects at its lower end, discharging the products of combustion into or above the
body of water in said chamber. The combustion-chamber proper is of course located
above the water, and may be lined with refractory material, such as fire-brick. The
lower portion of the tube forming said chamber is submerged in the water, and may
be provided with numerous perforations, through which portions of said products
enter or pass over the water. A preferable construction, however, is to cut the profile
of the lower end of the tube into deep indentations, to form passages for the gases.
The cooling-chamber C surrounds the said extension or outlet of the combustion-
chamber, and is provided with means for maintaining the water level in said cooling-
chamber. Said means may comprise a water-reservoir W located beside the
cooling-chamber and having an inlet W' connected with a source of water-supply, a
valve W2 controlling said inlet and opened and closed by a float W12 in the water-
reservoir, the float closing the valve when the water rises to a predetermined level in
the water-reservoir, and opening the valve when the water falls below said level, and
an outlet W3 communicating with the bottom of the cooling-chamber. A pipe W
connects the water-reservoir with the cooling-chamber above the water level, to make
the water line uniform in the reservoir and chamber.
The upper portion of the cooling-chamber may be contracted by an inwardly
projecting shoulder C¹, to force the products of combustion rising from said chamber
inwardly against the heated external surface of the combustion-chamber B, for a
purpose hereinafter described. The contracted portion of the cooling-chamber is
connected with a tubular extension C² surrounding the combustion-chamber and

page_text: extending to the upper end thereof, where it is connected by a conduit C³ with the
working cylinders of the engine.
The cooling-chamber C having means for automatically maintaining a predetermined
quantity of water in position to act on the products of combustion, constitutes an
effective means for reducing the temperature of the mixed gases resulting from the
combustion of the fuel and air to a predetermined degree of working temperature
suitable for the working cylinders of the engine.
The combustion of the mixture of a hydro-carbon fuel and air produces a mixture
of fixed gases which, as already stated, includes superheated steam, nitrogen, and
carbonic acid, the gases being at a temperature excessively high for expansion in
working cylinders. It is necessary to reduce this temperature to the predetermined
degree of working temperature before introducing the gases into the working
cylinders; and to this end it has been proposed to inject into the gases some diluent,
such as water or air, a jet or stream of the diluent being introduced into the moving
current of combined gases while they are on their way to the engine. It is impossible,
however, to meet in this way the constantly varying conditions as to quantity and
temperature of the flow of the hot gases, so that the reduction of the gases to a
uniform working temperature by the injection of a diluent into it is not feasible.
This part of my invention has for its object to automatically meet the said varying
conditions, and to supply the gases to the engine at a uniform and practically unvarying
working temperature, by passing the heated gases from the combustion-chamber continu-
ously through a body of water contained in a cooling-chamber which receives said
gases from the combustion-chamber and discharges them to the engine. The volume
of water in the cooling-chamber should be much in excess of the maximum quantity
which the heated gases are able to evaporate from moment to moment, the essential
feature being that there shall be present in a suitable receptacle or cooling-chamber
a body of water sufficiently large to be in excess of the maximum.amount which the
gases are able to evaporate. It is evident that no water could exist in such a cooling-
chamber at a temperature higher than that of saturated steam of the pressure exist-
ing therein at any given time. Therefore the hot gases entering the body of water
and passing through it must be somewhat cooled down by the water, and
It is further evident that the
must thereby evaporate a portion of the water.
gases cannot possibly be cooled to a temperature lower than that at which the water
evaporates in the cooling-chamber, unless cold water is supplied to the chamber faster
than the hot gases can vaporize it and carry it away; in which case, the cooling-
chainber would be gradually filled with water to overflowing, and the process therefore
would not be continuous. The cooling-chamber should therefore be so designed and
operated as that, first, the hot gases shall be so finely divided and forced to pass through
the water through a path of such length that they shall have ample time to give up
to the water all of their heat above the temperature of water-vapor saturation ; and
secondly, the cooling-chamber shall be supplied with water in only such amount as
will keep the water level approximately constant or controlled. These two conditions
of design being fulfilled, the temperature of mixed permanent gases and steam cannot
vary perceptibly above or below that of saturated steam of the pressure existing in
the cooling-chamber. I thus avoid the varying results which have attended all
attempts heretofore to cool the hot gases by injecting into the gases water, air, or
any other diluent. In all such attempts, the effort has been to supply the diluent in
just such quantity as will reduce the temperature to the desired point from instant to
instant, but without the employment of any accumulation of the cooling agent to
automatically meet the constantly varying conditions as to quantity and temperature
of the flow of the hot gases. The distinctive feature of this part of my invention is
therefore the employment of an accumulation of the cooling agent, and the consequent
uniform and automatic reduction of the gases to the desired working pressure. It is,
moreover, important to note a further distinction between my method and others,-
that the control of the store or stock of accumulated diluent is not attempted by any
measurement or estimate of the quantity of diluent momentarily absorbed, and its

page_text: replacement in accordance therewith. Such methods, although sometimes incident-
ally involving the presence of an accumulation of diluent, are practically injections of
diluent; for it is evident that any inaccuracy in such estimate would ultimately
result in a fatal excess or paucity of diluent. In contrast, my method is to measure
or observe the quantity of diluent on hand, and then to admit or debar additional
supplies accordingly. It is evident that by this method danger of momentary excess
or paucity of diluent is no longer to be feared.
By passing the heated gases froin the combustion-chamber through and in direct
contact with the water in the cooling-chamber, I cool the gases down from the
temperature of combustion (about 2400° Fahrenheit), to the temperature of saturation
of water under the proposed pressure (about 400° F.), thus avoiding the necessity of
cooling the gases by injecting into them a diluent, such as water or air. The tem-
perature of saturation is, however, somewhat lower than is desired for the working
pressure, about 600° or higher being the desideratum. By locating the combustion-
chamber in close proximity to the cooling-chamber, and forming the upper portion
of the latter so that the cooled gases will pass along the external surface of the
combustion-chamber on their way to the engine, I raise the temperature of the gases
to the desired point by surface conduction, a process which is entirely suitable for
the adjustment of the temperature from the approximate goal 400° to which it was
reduced by contact with the water, to the exact working temperature found desirable.
By thus first abruptly reducing the temperature by close intermixture of water and
gases, and then raising it by surface conduction, I am enabled to insure stability of
working temperature of the gases, while avoiding the large surfaces essential to
performing the entire process by surface conduction. Also I jacket my combustion-
chamber, and utilize by re-absorption what else would be waste heat. The question
of stability of temperature under any and all conditions of service is one of great
importance in engines of this character. The contracting shoulder in the cooling-
chamber permits the combination of a large surface for the separation of the gases
from the water in which they have been cooled, with a close juxtaposition of the
surfaces of the combustion-chamber and the surrounding conduit. The two together
lead to the projection of the lumps of water thrown up by violent ebullition laterally
against the heated surface of the combustion-chamber, to their evaporation, and to the
superheating of the steam and its enveloping gases.
I do not limit myself to the location of the combustion-chamber within the
conduit extending from the cooling-chamber, as the combustion-chamber may be
entirely outside the cooling-chamber, in which case a conduit extending from the
combustion-chamber would extend into the cooling-chamber and the conduit leading
therefrom, and would present a heating surface to the steam and gases rising from
said conduit. It will be understood, therefore, that the term "combustion-chamber"
is intended to cover also a conduit extending from a combustion-chamber into the
cooling-chamber.
In further carrying out my invention, I provide for the regulation of the pressure
of the compressed air in the air-reservoir by the pressure of the products of com-
bustion in and beyond the combustion-chamber. This regulation may be accomplished
by various means, two of which I will here describe:
First, the means shown in Figures 1 and 5 and comprising a by-pass A5 connecting
the conduit A through which air passes to the regulator-valve from the air-reservoir,
with the bottom of the cooling-chamber C, said chamber and the lower portion of the
by-pass containing a body of water which acts as a seal, preventing the passage of
air from the by-pass to the cooling-chamber, until the air pressure is sufficient to
displace the seal and force its way through it into the cooling-chamber. The
resistance of this water seal to the air pressure can be more simply and accurately
controlled than a metallic mechanical device like the check-valve A52 shown in
Figure 8 and hereinafter referred to.
The by-pass A5 extends a considerable distance below the cooling-chamber, so that
there is normally a column of water of considerable height in the by-pass. The
cross-sectional area of the by-pass is considerably less than that of the cooling-

page_text: chamber and the water-reservoir W supplying the cooling-chamber. This difference
in cross-section and the height of the water-column in the by-pass are factors of
some importance in controlling the head or pressure which forces the air and gas
through the regulator-valve. It may be here noted that as the loads become lighter
and the flow of the gases through the combustion and cooling chambers becomes less,
the water will be crowded up into the cooling-chamber by the increased air pressure
covering a greater extent of the perforated or indented portion of the combustion-
chamber extension, and thus bringing the hot gases and water into more intimate
contact.
Secondly, the means shown in Figure 8, comprising a supplemental outlet or by-
pass A50 connecting the air-reservoir with the conduit through which the products of
combustion pass to the cooling-chamber C, (the latter being shown in this figure as
located at a distance from the combustion-chamber B, and connected therewith by a
conduit A51), and a lightly confined safety-valve A52 in said by-pass. The chief object
of the regulation provided for by the two arrangements just described is the main-
tenance and control of a difference in pressure between the air-reservoir and
the combustion-chamber, upɔn which difference depends the velocity and
quantity of flow of air and fuel into the combustion-chamber.. In order
that the proportion between the air and fuel may be controlled, this
difference just mentioned must be several times greater than the maximum
difference between the reservoirs of air and gas. In other words, if it is
found impossible to maintain the pressures in the two reservoirs within less than two
ounces per square inch of each other, both of them must be at least one pound above
the pressure in the combustion-chamber, in order that the proportion between air
and fuel flowing into the combustion-chamber may be certain, within close limits of
variation. It will be seen, therefore, that I make the pressure in or beyond the
combustion-chamber the controlling factor, and cause the pressure in the air-reservoir
to follow this at a distance of, say, at least one pound higher by means of either the
liquid seal in Figures 1 and 5, or the safety-valve in Figures 8 and 13.
A principle of operation aimed at by me is the stable equilibrium of all fluid
phenomena occurring in the apparatus, with as little control as possible by mechanical
devices involving frictional contact of one part with another.
The water seal of the air by-pass, the expansible gas-reservoir located in the air-
reservoir, and the shut-off valve connected with the air and gas regulating plunger in
the regulating-valve, and permitting a comparatively loose fit of said plunger between
the air-ports and gas-ports, illustrate this principle.
My invention is not limited to the means above described for regulating and
controlling the pressure of a system under which a continuous combustion operates.
I may use other methods of attaining such regulation, and other general plans of
maintaining such control, without departing from the spirit of my invention. Two
of such methods are illustrated by diagram in Figures 3 and 4.
Let W (Figure 3) be the expansion or working cylinder of such an engine, and A
and G the air and fuel pumps, respectively. A draws air from the atmosphere and
discharges it into the combustion-chamber E in a fixed quantity, whence the products
of combustion pass through a cooling-chamber C to the working cylinder W. This
process may take place in connection with a reservoir of compressed air, or said
reservoir may be omitted. G draws gas or oil from a main supply G¹, and discharges
through G2 and G³, either into E or D. Dis a regulator-valve or escape-valve of any
ordinary construction, and operated and controlled by the pressure in the line G²,
which permits fuel to escape when the pressure reaches the desired point, back into G.
The action of D will evidently be, first, to reduce the pressure in G2, as compared
with that in E, and so reduce or limit the amount of fuel entering E; and secondly,
to thereby limit the increase of volume resultant from combustion and thus the
pressure in the system beyond G³. The action of the rest of the system, without
any regard to the action of D, will be to make the pressure in E follow that in G;
for an excess of air coming from A will check the flow of fuel into E, while a
deficiency will operate oppositely, thus forcing a deviation in either way to bring into

page_text: operation a check upon itself, and so resulting in a fluid system which is in automatic
stable equilibrium.
In the arrangement shown in Figure 4, the pressure in G2 is controlled by a
regulator-valve, such as that shown at R in Figure 5, which operates upon the
pressure of the gas approaching the pump, G4 being a conduit for the transmission
of pressure only, no appreciable volume of fuel passing through it. Otherwise the
effect of the pressure in G2 upon the phenomena in the remainder of the system is
that described above.
I prefer to admit air through the variable ports of the regulator-valve in sufficient
quantity only to form with the gas a mixture which is inflammable in air but is non-
explosive until an additional supply of air is mixed with it. The mixture receives
this additional supply of air after it has entered the combustion-chamber, either by
leakage of air through the valve, or by small air-passages communicating with the air-
conduit. These air-passages, like the air-ports, may be variable by movements of the
plunger. By this arrangement I provide for the thorough mixture of the gas and air
before combustion takes place.
To provide for the maintenance of combustion after a period of zero, negative, or
even very light load upon the engine, the apparatus must be equipped with an
igniter. Such an igniter is indicated in Figure 5, in which two movable terminals b
slightly separated from each other are shown. These in practice are insulated from
each other and from the walls of the combustion-chamber, and are connected with
circuit-wires x.
In Figure 7, I illustrate means for controlling the period and frequency of the
sparks according to the position of the regulator-valve. In said figure, 5 is the stem
of the plunger 6 shown in Figure 5. To the upper end of this stem is pivoted a link c,
the upper end of said link pivotally supporting a pawl a which is constantly
reciprocated by an eccentric a² that is rotated by suitable connections with the engine-
shaft. A contact-point a¹ is mounted in fixed position, said point a¹ and pawl a
being connected with the circuit-wires x and insulated from their supports.
When the regulator-valve is wide open, the situation is as shown in Figure 7, and
pawl a moves back and forth without completing the circuit. Should the valve so
nearly close as to render combustion uncertain, or be just opened after a period of
complete closure, the pawl a will be brought into line with point a¹, and cause a
spark at 6 in the combustion-chamber. The igniter will then be operated at every
rotation of the eccentric a². Should the valve close entirely, the pawl a will pass
above the point a¹; and should it open wide, making combustion too certain to need
ignition, the pawl will miss the point a¹ below, as indicated in Figure 7. In either
case, there is no waste of current by unnecessary sparks.
The water which is supplied to the cooling-chamber inay be warmed by heat from
the engine, and to this end the feed water may pass from the source of supply through
a water-jacket surrounding the compressing-cylinders of the engine, and from thence
through a conduit surrounding the exhaust-pipe leading from the engine, the feed
water being thus warmed by heat that would otherwise be wasted. The warmed feed
water enters the reservoir which supplies the cooling-chamber, the pipe which
conducts the feed water to said reservoir being preferably provided with an overflow
or relief valve which will automatically open and allow the feed water to escape when
the automatic valve of the reservoir is closed by a sufficient accumulation of water.
As already stated, the cooling-chamber C is shown in Figure 8 at a distance from
the combustion-chamber B, and connected therewith by a conduit A¹ extending from
the combustion-chamber downwardly into the cooling-chamber, nearly to the bottom
of the latter. In Figure 9, the conduit A is shown as entering the bottom of the
cooling-chamber. regulating-valve R' is shown in Figure 8, and is connected with
both the air and fuel reservoirs, the construction of said valve being shown in section
in Figure 10. This valve is intended to perform the same function as the valve R
shown in Figures 1 and 6.
It is obvious that any or all of the cylinders employed may be compounded, as in
ordinary steam practice, if desired.

page_text: For the purpose of relieving the pressure in the cylinder to enable it to perform its
back stroke I may make use of any of the well known forms of valves, valve-motions,
and governors now in use on steam engines.
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 is :-
1. The combination of a combustion-chamber, an air-reservoir and a fuel-reservoir
both connected with said chamber, means for supplying gaseous fuel and air to said
reservoirs under pressure, an engine, and a cooling-chamber having its interior
connected with the combustion-chamber, and with the engine, and containing a
body of water.
2. The combination of a combustion-chamber, an air-reservoir and a fuel-reservoir
both connected with said chamber, means for supplying gaseous fuel and air to said
reservoirs under pressure and for proportioning the pressure in said two reservoirs, an
engine, and a cooling-chamber having its interior connected with the combustion-
chamber and with the engine, and containing a body of water.
3. The combination of a combustion-chamber, an air-reservoir and a fuel-reservoir
both connected with said chamber, and means operated by variations of pressure
in said reservoir, whereby an excess of pressure in one of the reservoirs may be
released.
4. An apparatus of the character specified, comprising means for supplying air
and fuel under pressure, a pressure-equalizing apparatus comprising an air-reservoir
and a flexible expansible fuel-reservoir arranged to be acted on by the contents
of the air-reservoir, and a combustion-chamber connected with said air and fuel-
reservoirs.
5. In an apparatus of the character specified, a pressure-equalizing apparatus
comprising an air-reservoir, an expansible fuel-reservoir contained in the air-reservoir,
means for forcing fuel into the expansible reservoir under pressure, and a relief-valve
for the fuel-reservoir operated by movements of the latter.
6. In an apparatus of the character specified, a pressure-equalizing apparatus
comprising an air-reservoir, an expansible fuel-reservoir contained in the air-
reservoir, means for forcing fuel into the expansible reservoir under pressure, a
relief-valve for the fuel-reservoir operated by movements of the latter, and a return-
pipe between the relief-valve and the source of fuel-supply.
7. The combination of a combustion-chamber, means for forcing gas and air under
pressure to the combustion-chamber, and a valve controlled by the air-pressure for
releasing a portion of the compressed gas back to the original supply.
8. The combination of a pump or compressor adapted to supply a constant quantity
of fuel, a fuel-reservoir connected with said pump and provided with a primary or
normal outlet, a supplemental outlet or by-pass connecting said reservoir with the
source of fuel-supply, a valve in said by-pass, and automatic valve-operating means
through which an excess of pressure in the reservoir acts to open the valve and
reduce the pressure.
9. The combination of a combustion-chamber, an air-reservoir and a fuel-reservoir
both connected with said chamber, a liquid-sealed connection between said reservoirs,
and pressure-releasing devices co-operating with the liquid seal, whereby an excess of
pressure in one of the reservoirs may be released.
10. The combination of a combustion-chamber, an air-reservoir and a fuel-reservoir
both connected with said chamber, a supplemental outlet or by-pass connected with
one of the reservoirs, a liquid-sealed connection between said reservoirs, a valve
controlling said by-pass, and connections between the valve and the liquid seal, whereby
the valve is opened by a displacement of the seal caused by an excess of pressure in
one of the reservoirs.
11. The combination of a fuel-pump or compressor, an air-compressor, reservoirs
connected with said compressors, each reservoir having a primary or normal outlet, a
supplemental outlet or by-pass connecting the fuel-reservoir with the source of fuel-

page_text: supply, a liquid sealed connection between said reservoirs, a valve controlling said
by-pass, and connections between the valve and the liquid seal whereby the valve is.
opened by a displacement of the liquid seal caused by an excess of pressure in the
fuel-reservoir.
12. The combination of a combustion-chamber, a conduit leading therefrom for
the products of combustion, an air-reservoir and a fuel-reservoir connected with the
combustion-chamber, a supplemental outlet or by-pass connecting the air-reservoir
with said conduit and provided with a yielding valve adapted to release into said
conduit any excess of air pressure over the pressure of the products of combustion in
the conduit, a supplemental outlet or by-pass connecting the fuel-reservoir with the
source of fuel-supply, a liquid-sealed connection between the two reservoirs, a valve
controlling the by-pass or supplemental outlet of the fuel-reservoir, and connections
between the valve and the liquid seal whereby the valve is opened by an excess of
pressure in the fuel-reservoir.
13. The combination of a combustion-chamber, a conduit leading therefrom for
the products of combustion, an air-reservoir and a fuel-reservoir connected with the
combustion-chamber through a suitable pressure-regulator, a by-pass connecting the
air-reservoir with the said conduit, and a. liquid seal between said by pass and
conduit.
14. The combination of a combustion-chamber, a cooling-chamber communicating
therewith, a conduit for the products of combustion leading from the cooling-chamber,
an air-reservoir and a fuel-reservoir connected with the combustion-chamber through
a suitable pressure-regulator, a by-pass connecting the air-reservoir with the cooling-
chamber, and a body of water contained in said cooling-chamber and arranged to
receive the gases from the combustion-chamber and serve as a water seal for the by-
pass.
15. The combination of a combustion-chamber, a cooling-chamber having a body
of water arranged to receive gases from the combustion-chamber to reduce the
temperature of said gases to a stable point, and a conduit from the cooling-chamber
arranged to surround the combustion-chamber and cause the superheating of the
steam and gases from the cooling-chamber by surface conduction.
16. The combination of a combustion-chamber, a cooling-chamber arranged to
receive the combustion-chamber or an extension thereof, said chamber having a body
of water into which the gases are discharged from the combustion-chamber, the said
cooling-chamber being contracted above the water space, and a conduit connected
with the contracted portion of the cooling-chamber and arranged to conduct steam
and gases from the cooling-chamber along the heated external surface of the
combustion-chamber.
17. The combination of a combustion-chamber, separate conduits for supplying
said chamber with air and gas, means for separately forcing air and gas under pressure
through said conduits to the combustion-chamber, a regulating device comprising two
connected valve members, one controlling the air-conduit and the other controlling
the gas-conduit, and pressure-controlled means acting on said device for simultaneously
varying the flow of air and gas, one of said valve members having provisions for
entirely shutting off the flow of gas.
18. The combination of a combustion-chamber, means for forcing air and gas under
pressure to said chamber, said means including a series of gas-ports and a series of
air-ports, a plunger movable between the two series of ports and formed to simul-
taneously regulate the flow of gas and air through said ports, a valve connected
with said plunger and adapted to shut off the flow of gas, and pressure-controlled
means for operating said plunger and valve.
19. The combination of a combustion-chamber, means for admitting air and gas to
said chamber under (pressure, said means including an annular series of air-ports
and an annular series of gas-ports, the two series being separated by an annular space,
an annular plunger movable in said space and provided with a series of outlet-ports
arranged to coincide simultaneously with the gas and air ports and to cover and
C

page_text: uncover the same, a gas shut-off valve connected with said plunger, and a pressure-
actuated diaphragm connected with said valve and plunger.
20. The combination of a continuously operative isolated combustion-chamber,
means for forcing gas and air under pressure to the combustion-chamber, and a
regulator-valve controlled by the air pressure, adapted to release a portion of the
compressed gas back to the original supply.
21. The combination of a combustion-chamber, apparatus for forcing gas and air
under pressure to the combustion-chamber, and a regulator-valve having pressure-
controlled means for reducing the pressure of the gas-supply approaching said
apparatus.
22. The combination of a combustion-chamber, means for forcing air and gas under
pressure to said chamber, and a regulating-valve having pressure-controlled means for
simultaneously varying the flow of air and gas, and for dividing the air-supply, a
partial supply being mixed with the gas within the valve, and an additional supply
within the combustion-chamber.
Dated this 17th day of August 1897.
SIDNEY ARMOR REEVE.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.