Improvements in Oil Engines.
Year: 1897

page_text: Improvements in Oil Engines.
We, WILLIAM BAINES, Gentleman, and WILLIAM NORRIS, Engineer, both of 5
and 6, Great Winchester Street, in the City of London, do hereby declare the nature
of this invention to be as follows:-
Our invention relates to oil engines, and our object is to improve upon the con-
struction and arrangement of the vapourising and igniting parts, and in the oil
feeding arrangement connected with those parts.
One part of our invention consists in improved vapourising and igniting arrange-
ments, and another part consists in improved oil supply devices, whilst a third part
of the invention consists in an improved general arrangement of engine.
In constructing our improved vapouriser and igniter we arrange a vapourising
chamber with a lamp of the Etna type below it. This lamp first heats the igniter
tube, which is preferably open from the combustion space of the cylinder, and the
same lamp further heats the vapouriser, which is preferably of simple tubular or
spherical form. All the air supply admitted to the engine is passed through the
vapouriser but the flame due to the explosion within the engine cylinder is not
permitted access to the vapouriser, that is the charge inlet valve to the engine
cylinder is placed between the cylinder and the vapouriser, and not at the back of
the vapouriser. By this arrangement no loss of heat is incurred, because of the
surface of the vapouriser.
Our improved vapouriser is preferably fed with oil by means of a small valve
communicating with an oil reservoir containing a considerable supply of oil, the
said oil being placed under pressure by means of air above it. The air supply to
keep the oil under constant pressure is supplied by means of a small pump which
automatically operates to keep the air pressure constant.
In constructing our oil engine according to our improved arrangement, which
is specially applicable for marine purposes we provide two inverted cylinders radiat-
ing from one crank shaft at a convenient angle, and so arranged that the connecting
rods of both pistons attach to the same crank pin. The two cylinders at the com-
pression space ends or cylinder cover ends are thus some distance apart, and we
mount between those two cylinders one vapouriser of the kind herein before described.
This vapouriser serves to supply both cylinders with vapour, as it opens alternately
to one or other cylinder. Both ignition tubes, that is, the ignition tube of each
cylinder, are heated by the one flame, and the oil supply valve is opened to feed
the vapouriser the requisite number of times. By this device the one vapouriser
serves both cylinders, and the one oil flame serves for heating both ignition tubes
and the vapouriser. We provide the cylinders with exhaust valves of the usual
type, preferably operated from a crank pin on a toothed wheel driven from the
crank shaft at half the rate of revolution of the crank pin. That crank pin connects
by a rod to a rocking lever, one end of which lever operates one exhaust valve, and
the other end operates the other exhaust valve.
The exhaust and inlet valves are of the usual lift type.

page_text: The small air pump for supplying the oil reservoir with air under pressure is
operated from one end of this lever.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents.
We, WILLIAM BAINES, Gentleman, and WILLIAM NORRIS, Engineer, both of 5
and 6, Great Winchester Street, in the City of London, 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 oil engines, and its object is to improve upon the con-
struction and arrangement of the vapourising and igniting parts, and in the oil
feeding arrangement connected with these parts.
One part of this invention consists in improved vapourising and igniting arrange-
ments, and another part consists in improved oil supply devices, while a third part
consists in an improved general arrangement of engine. The different methods of
carrying this invention into effect are illustrated in the accompanying drawings
as follows,-
Figure 1 is an elevation of the upper parts of a twin cylinder engine partly in
section, with the improvements applied.
Figure 2 is an elevation partly in section, at right angles to Figure 1.
Figure 3 is an elevation of the upper parts of a quadruple cylinder engine showing
the application of the improvements.
Figure 4 is an elevation at right angles to Figure 3.
Figures 5 and 6 are respectively end and side elevation of the improved arrange-
ments as applied to one form of a motor car or a launch engine.
Figures 7 and 8 are respectively side and end elevation of the improved arrange-
ment as applied to the direct driving of a dynamo.
Figures 9 and 10 are respectively side elevation and plan showing the application
of the improved arrangement to a tricycle.
Figures 11, 12 and 13, are respectively side elevation, end elevation and plan of
an engine embodying the improvements, and so arranged that it can be applied
to a motor car.
Figures 14 and 15 illustrate the application of the engine shown in the previous
Figures 11, 12, and 13, to a vehicle.
Figures 16, and 17 illustrate the improvements applied to a portable engine and
pump combined.
Figures 18 and 19 are respectively sectional elevation and plan of a single cylinder
engine embodying the improvements, and so arranged that it can be applied to
a motor car.
Figures 20, 21 and 22, illustrate a slight modification of the vapourising arrange-
ments on Figures 18 and 19..
Figures 23, and 24 illustrate the application of the engine shown in the previous
Figures 18 and 19 to a vehicle.'
Figures 1 and 2 of the drawings clearly illustrate the application of the improve-
ments in valve gear applied to a twin cylinder engine. Two similar overhead
cylinders A A¹ radiate from a single crank shaft to which they are connected in
such a manner that alternate "Otto cycle" impulses are provided for in the upper

page_text: ends B B forming the explosion chambers of the cylinders; the precise arrangement
of these cylinders about the crank shaft with the two to one gearing for actuating
the valves being hereinafter fully described. A single vapourising chamber C is
arranged between the two cylinders, and it is formed of a cast tube bellied out at
the centre, the opposite ends of this tube being connected by flanges to the
passages DD, which lead to admission valves E E opening into the combustion
spaces B B of the cylinders.
Disposed centrally underneath the vapouriser is a blast lamp J', of the type,
wherein, oil by air pressure over it, is forced through hot tubes and ignited, the
burning jet drawing in sufficient air to produce a Bunsen flame, and at the same
time keeping the tubes hot by which the jet is produced. Immediately over the
flame as it issues from the lamp J' are the ends of the ignition tubes F, F, screwed
directly into the sides of their respective combustion chambers, and these tubes
project through slits formed in a hood extension R on the bottom side of the
vapouriser, so that the flame in its passage upwards impinges on and heats the
vapouriser as well as the ignition tubes, the funnel or chimney G finally carrying off
the burned gases. All the air supply admitted to the engine is passed through the
vapouriser C, and enters from the atmosphere on the suction stroke of the engine
by way of a passage H formed on the side of the casting I, (more clearly shown in
section in Figure 3). The air passes into the annulus J, and rises up over the outer
edge of the compound tube K, and finally down the inner portion of that tube into
the vapouriser. This compound tube K is made in two pieces as shown, the outer
piece either screwing or sliding on the inner piece, and it is evident that by screwing
the outer piece in either direction the dimension of the air passage can be increased
or decreased at the point L, and so the velocity of the influx of the air against the
vapouriser walls regulated. The flame due to the explosion within the engine
cylinders A A¹ is not admitted to the vapouriser, because the supply valves EE¹
automatically open inwards on the suction stroke of the piston, but the valves are
non-return to the vapouriser, and close at the finish of the suction stroke, so that
by this arrangement during combustion no loss of heat is incurred due to the
increased cooling which would take place if the flame were admitted to the
vapouriser surface.
The oil supplying devices are fixed centrally upon the top of the vapouriser and
form a portion of the casting I, and the supply of the oil is regulated by a centri-
fugal ball governor M rotated by a belt from the crank shaft. As the oil supplying
and vapourising devices are similar in the modifications shown in Figures 3 and 4, and
in some cases more fully shown there in section, reference should also be made to these
drawings, where similar letters denote similar parts. The oil for supplying
the engine is kept in a tank or reservoir not shown, under a slight air pressure or
as a substitute for the air pressure the reservoir may be kept a few feet above the
level of the vapouriser. In either case it is connected up to a pipe N leading to
an angular groove O turned in a hole drilled centrally in the casting I. In this
centrally drilled hole a spindle P fits, and has its extremity Q formed into a cone
shaped valve, which projects into a small perforation leading through into the
inner portion of the pipe K. Grooves or flats a are cut in the spindle P extending
from the annulus O to the cone shaped valve Q so that when the spindle P is lifted
for a given predetermined time the air pressure in the oil reservoir or the head of
oil being constant sends into the vapouriser C a fixed quantity of oil. The spindle I'
is attached at its upper extremity to a rocking lever R pivotted at the end S, and
this rocking lever at its free end carries the vee portion T of the usual hit-and-miss
governing device common in gas engines. Also attached to the free end of the
lever R is a restraining spring U, which holds the valve end Q of the spindle P
down against the perforation, and closed, and the upward movement of the rod V
at proper intervals operates the knife edge portion W of the hit and miss device,
and opens the valve Q for a predetermined time, allowing a small portion of oil to
escape through the aperture into the vapouriser. The governor M, when the speed
is excessive, pulls the sleeve X, and swings the lower end of a short lever Y carrying

page_text: the knife edge W in such a direction that the knife edge falls clear of the vee
portion T on the lever R, and thus on the upward movement of the rod V, the oil
valve Q is not operated, thereby governing the speed of the engine by cutting out
explosions. It will thus be seen that the vapouriser is open to atmosphere, and
the timing of the oil admission is so arranged that the oil is admitted into the
vapouriser and converted to vapour before the commencement of the charging stroke,
and that on the charging stroke the mixture of air and vapour is drawn into the
cylinder together with the additional air necessary for combustion. The exhaust
valves ZZ of the engines are situated upon the side of the explosion chambers, and
they are non-return lift valves of the usual type, and are operated by the end of a
rocking lever C¹ pivotted centrally at G', and carrying at either extremity screws
whose points come in contact on their alternate upward strokes with the stems of
the valves, Z, Z¹.
The operation of the hereinbefore described valve mechanism is as follows,-
The vapouriser C acts for both cylinders, and into it at the time hereinbefore
referred to a small quantity of oil is admitted. The cylinders are arranged by their
valve gearing to operate alternately, and thus on the suction stroke say of the
cylinder A the valve E¹ automatically opens and air is sucked in by way of the
passage H, annulus J, opening L, and pipe K, and striking the bottom of the heated.
vapouriser, completes the vapourisation of the oil, and carries it forward with the
necessary air into the cylinder. The compression stroke now takes place and the
valve E closes, and at or about the termination of the compression stroke the hot
tube F causes ignition, thus producing the explosion and working stroke of that
cylinder, followed in the usual way by the return exhausting stroke expelling the
gases out through the valve Z¹. As the rocking lever Coperates the exhaust
valves ZZ alternately by reason of its being coupled by a single rod H' to the two
to one gear to be hereinafter described it is evident that alternate impulses take
place in the cylinders BB, and that as the vapouriser is never open either to the
exhaust or explosion strokes, one governor and one oil supply arranged as described
and shown is sufficient to meet the demands of both cylinders.
Figures 3 and 4 of the drawings illustrate the application of the improvements
as applied to an overhead quadruple cylinder engine. In this arrangement the
cylinders radiate from a centrally disposed single shaft, and the devices for operating
the valve mechanism are actuated by a two-to-one gear to be hereinafter described.
The cylinders are arranged in pairs, having situated between each pair a vapouriser
and lamp, disposed in a precisely similar way to the herein before described modifica-
tion. Thus there are two vapourisers and two lamps, with two oil supplying devices,
to the four cylinders, while between the pairs of cylinders a governor is arranged
which simultaneously operates upon hit-and-miss devices, and thus governs simul-
taneously the quadruple cylinder engine. The governor M (see Figure 3) has, in
this modification, a short link K' attached to the lever Y at one end, while the other
end is attached to a lever Y' carrying the knife edge W of the second hit-and-miss
device, so that as the other portion T has its re place situated towards the outside,
the operation of one simultaneously effects the operation of the other, and thus
governs both pairs of cylinders at the same time. As the construction and operation
of the valve gear in this modification is similar to the last described, no further
description is necessary, similar letters in every instance denoting similar parts,
the only difference being the arrangement of these parts whereby a single governor,
two vapourisers, two lamps, and two oil supplying devices, operate four cylinders.
Figures and 6 of the drawings illustrate a twin cylinder engine so arranged
that it drives directly the shaft I suitable for one type of motor-car or marine
purpose such as a launch engine. The two cylinders A A' are disposed as shown
radially about the shaft, and they have situated between them a vapouriser C, oil
feeding device I, automatic inlet valves E El, and exhaust valves ZZ, all operated
and constructed in a similar manner to the previously described modifications.
The two-to-one gear employed consists of a spur pinion L' meshing into another
pinion M with double the number of teeth, while fixed eccentrically to this

page_text: pinion M is an eccentric sheave N' which drives the rod O' at half the speed of
the engine, and this rod is coupled as shown to the rocking lever C' which operates
the two exhaust valves ZZ alternately in the manner hereinbefore described.
The two-to-one gear is preferably employed on all the modifications, although any
other well known two-to-one gear may be substituted. The cooling of the engine cylin-
der is partly effected by a water circulation in the usual manner and also assisted by
the placing of a series of cooling rings P" about the outside of the water jacket. The
crank shaft is enclosed within the casing Q, and has an adjustable cover R' which
may be removed when required, and this crank shaft is arranged with one pin only
to which both the connecting rods of the trunk pistons are attached, the construction
in this instance not being shown, as it is well known to engineers.
Figures 7 and 8 illustrate the application of the improved overhead twin cylinder
engine to the direct driving of a dynamo. The cylinders A A' drive my two con-
necting rods coupled on to the crank pin S, and they are supported by vertical
pillars attached to the bed plate V upon which the dynamo W is also fixed.
Thus the crank shaft X is coupled to and in line with the dynamo shaft X2, and
as the engine and dynamo are all firmly attached to one bed plate steady running
and compactness of construction are thereby ensured. In this modification the
vapourising, governing and other valve gear arrangements are precisely similar
to that herein before described with reference to Figures 1 and 2 of the drawings.
Figures 9 and 10 illustrate the application of the twin cylinder engine to a tricycle,
and this construction of engine is almost precisely similar to that employed in a
launch engine, with the exception that the parts are lightened wherever possible.
Two cylinders A A' are mounted on the rear of the tricycle as shown, and have two
connecting rods working upon a single crank pin enclosed within a casing Q'R¹,
while the crank shaft is coupled by any suitable gearing to the rear or driving
wheels A. The lamp vapouriser and valves are constructed and operated in a
similar manner to that herein before described with reference to Figures 1 and 2,
while the oil supply for the engine and lamp is carried in a flat double overhead
reservoir B, B, placed immediately underneath the top horizontal tube of the frame-
work of the machine, the natural head in the reservoir B2 supplying the engine,
while a small air pump C is used to put the required pressure upon the surface of
the oil in the second reservoir 133 and thus supply the lamp.
Figures 11-12, and 13 illustrate the construction of a twin cylinder engine
placed horizontally and arranged in such a manner that it can be applied to a motor
car, while the succeeding Figures 14 and 15 illustrate that application. The
cylinders A A operate two discs D2 D3 fixed on either extremity of a crank shaft I²,
these discs having pins which are coupled by connecting rods in the usual way to
trunk pistons within the cylinders AA. Near the termination of the water jackets
of the respective cylinders side brackets are formed, which are bolted in turn to
suitable clamps embracing the two tie pieces, F, F, of the framework, while a
bolt G2 shown clearly in Figure 15 connects the extremity of the cylinders by
passing over studs H2H fixed thereon. The vapouriser C is arranged almost
similar to the previously described modifications, having an extension hood R²
projecting over the lamp 1, and also having ignition tubes protruding into that
extension from the sides of the cylinders. The admission of the air, however,
(referring to Figure 11), is past an annulus K² formed between an overhead screw
cap L2 and a pipe M² cast upon the vapouriser, so that the screwing of the cap in
either direction alters the dimension of the annulus K2 and therefore alters and
regulates the influx of air into the vapouriser C. The oil is fed in any suitable
manner through an aperture N2 forined in the centre of the screw cap. The two-to-
one gear is the same as that described with reference to Figures 5 and 6, with the
exception that the rod is a plain connecting rod B fastened at one extremity to a
crank pin upon the gear wheel M', and the outer extremity to the rocking lever C¹
which operates the exhaust valves alternately in the usual manner. The double
oil reservoir B2 B3 with the air pressure pump C (see Figure 14) is precisely similar
in its arrangement and action to the modification previously described with reference

page_text: to Figures 9 and 10, so that the whole features of departure in this modification
consists in the disposition of the cylinders horizontally, and in arranging and
modifying the vapouriser and valve gear to meet that contingency.
Figures 14 and 15 illustrate the application of the hereinbefore described hori-
zontal twin cylinder engine, and this engine drives by any suitable concentric form
of gearing contained within the case 6 the axle E2 of the driving wheel d, while the
front or steering wheels ee are operated by the driver seated upon the saddle f, who
thus overlooks the passengers, upon the lower or stepped seat h.
Figures 16 and 17 of the drawings illustrate the application of the improved twin
cylinder engine to a portable pump. The overhead cylinders A A¹ carrying the
hereinbefore described valve gear are fixed to vertical pillars T', which in turn are
bolted to a casing W²; the said casing having a flange V³ at one side, which carries
the centrifugal type of pump shown in the drawings. The crank shaft X' of the
engine is in line with and attached to the shaft X2 of the pump, and both these
shafts XX are prolonged and carry upon their outer extremities wheels T2 TT.
The wheels T2, T3, form the traction wheels of the combined device, and T forms the
flywheel of the engine, but when in operation the traction wheels are out of gear
and also act as an additional support to the device now to be described. To fix the
pump in one position when in use the bottom portion of the framework W2 is
attached to a long timber baulk S2 running transversely to the direction of the shaft,
and having at its outer extremities two swing rests RR which when put in the
position shown in Figure 17, render the pump steady and ready for work, but which
can be swung to one side, when it is desired to transport the pump for use elsewhere.
Figures 18, 19, 20, 21 and 22 illustrate the construction of a single cylinder
engine embodying the improvements and arranged in such a manner that it can be
applied to a motor-car, while the succeeding Figures 23 and 24 illustrate that
application. A cylinder A has an extension F4 formed on its open end (Figures 18
and 19) and this extension is secured to one of the bearings carrying the combined
engine crank shaft and wheel axle E3, while the valve end of the cylinder is fixed
to a suitable bolt G2 passing through the vehicle frame work as shown on Figures 23
and 24.
The valve mechanism as illustrated on Figures 18 and 19 is constructed as
follows, The vapouriser C is of a similar interior contour to the previously described
modifications, but has only one passage D leading to a non-return valve E opening
out into the combustion space B, while it is heated along with the ignition tube by
the blast lamp J enclosed within the hood R2 and the waste gases from the lamp
are carried off by the chimney G in the usual manner. The oil and air supply
to the vapouriser is precisely similar to that used in the modifications hereinbefore
described with reference to Figures 1, 2, 3 and 4 similar letters denoting similar
parts, and the single exhaust valve Z is actuated at the proper moment by the
connecting rod 73 and two-to-one gear wheels M'L'.
A slight variation of the arrangement of the several parts in the vapouriser and
oil and air devices is illustrated on Figures 20, 21, and 22 of the drawings.
The blast lamp ignition tube, and extension hood are similarly constructed, but
the chimney G is placed centrally over the vapouriser C, and two passages g
conduct the waste gases from the hood R2 to the atmosphere. The oil supply is
also similarly constructed, but is arranged behind instead of centrally on the
vapouriser, and it feeds by an aperture N³ in a screw cap L2 placed a short distance
above a pipe M² formed on the vapouriser, so that an adjustable air regulating
annulus K is formed, constructed and acting in a similar manner to that herein-
before described with reference to Figures 11-12 and 13 of the drawings.
The application of the single cylinder engine embodying the improvements and
applied to the propulsion of vehicles is clearly shown at Figures 23 and 24. The
method of attachment of the engine and its construction has already been described
with the exception that the motor as shown applied has a series of cooling rings P
placed outside the water jacket in a similar manner to the modification hereinbefore
described with reference to Figures 5 and 6 of the drawings. The remaining parts

page_text: and construction of the vehicle are similar to the modification hereinbefore described
with reference to Figures 14 and 15 of the drawings similar parts being similarly
Jettered.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is :-
1,In a twin cylinder oil engine with a single crank shaft and having alter-
nate Otto" cycle impulses arranging the cylinders to radiate from the crank
shaft in order to produce a space between their outer ends and providing in this
space a single vapouriser communicating by oppositely disposed passages through
non-return valves with the respective combustion chambers of the cylinders as a
means of supplying all the oil vapour and air required all substantially as and for
purposes hereinbefore described.
the
2. In twin cylinder oil engines providing as a means of reducing the working
parts and the weight of the motor the specific arrangement and combination of
valve and controlling gear hereinbefore described with reference to Figures 1 and 2
of the accompanying drawings.
3. In quadruple cylinder oil engines the arrangement of the cylinders in pairs
provided as a means of reducing the working parts and the weight of the whole
motor with the specific arrangement and combination of valve and controlling gear
herein before described with reference to Figures 3 and 4 of the accompanying
drawings.
4, The improved twin cylinder engine specially adapted for marine propulsion
and the like arranged with radiating cylinders and connecting rods attached to one
crank pin and as a means of reducing the working parts and weight provided with
a specific form of valve and controlling gear, and all substantially as herein before
described with reference to Figures 5 and 6 of the accompanying drawings.
D09.1 ... of Dreamhan 1007
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents.