provements in Internal Combustion Engines.
Year: 1894

page_text: Date of Application, 15th Sept., 1894
Complete Specification Left, 17th June, 1895-Accepted, 14th Dec., 1895
PROVISIONAL DEECIFICATION
Improvements in Internal Combustion Engines.
I, PATRICK FRASER MACCALLUM of Fairbank Helensburgh in the County of
Dumbarton, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention relates to a heat engine for the combustion of liquid fuel, or of
sulid fuel in a finely divided state, as for instance coal or coke dust. The fuel is
burned in a hot combustion chamber or cylinder placed directly above a cool
working cylinder, preferably maintained in a vertical, or nearly vertical position.
The piston, preferably of the trunk type, may be regarded as consisting of two
parts, an upper part, which may be called the displacer piston, made somewhat
smaller in diameter thau the combustion cylinder, and a lower part, which may be
called the working piston, fitting closely into the working cylinder or into a gland
or contracted portion attached to or forming part thereof. Power is transmitted
from below to a crank or beam in any ordinary manner.
The Specification of my 8161 Patent describes, especially with reference to
Figures 1, 2, 4, 6, and 7, of the drawings accompanying that Specification, an
internal combustion engine with a hot combustion cylinder placed above and
attached to a cool working cylinder. The working piston is surmounted by a
somewhat smaller piston called, in that Specification, a float piston. The general
arrangement and mode of introducing the working charges is such that the float
piston especially at its lower end is always surrounded by comparatively cool gases.
The working piston is furthermore kept cool and protected from dust and dirt by
the circulation of water or other liquid carried up and down in the working cylinder
with the movement of the piston.
The present invention relates to a similar form of engine, but with the important
difference that the cooling and protecting liquid does not, as a body, move up and
down with the piston, but is retained in one or more grooves or spaces formed in
the sides of the working cylinder, the piston, preferably of the trunk type, moving
up and down through the liquid. For retaining and circulating the cooling liquid
two grooves or spaces formed in the cylinder walls may be employed, the seperating
The liquid may
part or division approaching very closely to the sides of the piston.
be forced by a pump or other means into the lower groove from which it ascends
through the narrow space surrounding the piston to the upper groove, from which
Above the level of the
it may be drained as necessary in any convenient manner.
cooling liquid a brush or scraper may be fixed to the cylinder walls to sweep from
the piston any superfluity of liquid carried up by capillary attraction; and in some
cases it may be advantageous to circulate the liquid so as to give it a gyratory
motion round the piston.
From the foregoing it will be seen that engines constructed according to the
present invention or to my 816" Specification will have pistons of considerable
depth. The pistons will commonly be of the trunk type, and their interior spaces
may be utilized as air pumps by placing therein suitable fixed pistons held in
position by supports attached to fixed parts of the engines. Or the spaces may, by
like means, be utilized as steam or vapour cylinders, so that working up strokes
could be made when steam or vapour was available. In such cases the mean
pressure of the down strokes could be augmented by condensing the steam or
vapour.

page_text: The combustion cylinders of engines constructed according to this invention have
a non-conducting lining of refractory material, the inner surface of which should
be vitrified at a high temperature, or formed of a dense porcelain like substance,
when no inner metal lining is employed, to prevent permeation by gases under
pressure.
Engines constructed in. accordance with the present invention may be arranged
to give a working impulse for every down stroke, or for every second down stroke,
according to what is known, as the four stroke cycle. The valves for the intro-
duction of the air supply and the emission of the waste gases, and the apparatus for
the injection of liquid fuel may be generally of the type employed in gas and oil
engines, and similarly operated by means of cams, levers, springs, and such like
devices. Valves and other parts where necessary may be protected from over-
heating by water-jacketting in the ordinary way, and exhaust valves may be cooled
by interior circulation of liquids or gases. In large engines, or when fuel containing
much ash is used the exhaust valves may be protected and made gas tight by
circulating, in any convenient way, round and about the exhaust valve seats a
definite quantity of water or other liquid. When the valve is closed the liquid
gathers round the valve and seals it. When the valve opens the accumulated liquid
is blown or passes into the exhaust pipe. To prevent the liquid interfering with
the hot parts of the engine, the valve seat may be placed in a recess of some depth,
and the circulating apparatus should be arranged to stop the flow of liquid when
the engine stops.
When powdered fuel is used it may be injected in several ways; but the inventor
considers that it may be most conveniently introduced into the combustion cylinder
by means of a revolving plate of suitable depth, which may be called a charge
plate, provided with a number of perforations or holes arranged in a circle round
the turning point, and each large enough to hold the amount of fuel required for
a working stroke. The vessel containing the fuel is made to cover several of the
charge holes to give time for their filling as the charge plate is moved round by
the mechanism provided for the purpose, which may be operated through some
suitable form of governor. The charge plate is arranged to bring the charge
holes successively over an opening to the combustion cylinder closed by a ball or
other valve. The upper part of the charge hole is at the same time brought
under an opening in connection with a high pressure air or gas reservoir. At the
proper moment communication is opened with the high pressure air or gas
reservoir and the charge of fuel is blown past the valve below the charge hole into
the cylinder.
The powdered fuel may be used in a dry state, or it may be wetted with any
suitable combustible liquid. The fuel, either before or after pulverization, may
be dried and heated by subjecting it to the waste heat of the gases from the
combustion cylinder, when the heat of the waste gases is not utilized in other
ways, as for instance in raising steam.
The air supply for each working stroke may be admitted to the combustion
cylinder through suitable valves, either from the outside of the cylinder, or from
the interior of the trunk piston; but in all cases it should be admitted at as low a
point or points as practicable, and as the thermodynamic and practical efficiency
of the engine largely depends on keeping the piston, above the cooling liquid,
always surrounded by comparatively cool gases, it may be advantageous, in some
cases, to force by means of a suitable pump an additional volume of cool air into
the space surrounding the piston, at or about the moment when the fuel is ignited.
By this means the squeezing of hot gases round the sides of the piston, during the
early stages of the combustion of the fuel, may be largely prevented.
The cool gases surrounding the piston are protected from the commotion of the
burning gases in the combustion cylinder by the piston, especially by the upper or
displacer portion thereof, and this action may be made more effectual by attaching.
to the displacer piston several vertical or nearly vertical strips or projections,
approaching closely to but not touching the sides of the cylinder.

page_text: In ordinary working of engines constructed in accordance with this invention
the heat of the upper part of the combustion cylinder will ignite the fuel when
injected into the cylinder; but an auxiliary electric or flash flame igniter may be
employed, or an incandescent surface may be maintained at any convenient point
by any of the well known means.
A very simple form of motor in accordance with this invention, capable of
giving a working down stroke for every revolution of the crank, may be con-
structed by enclosing the crank and connecting rod in an air tight chamber fitted
with a suction valve. This chamber acts as an air pump, air being drawn in
when the piston is making its up stroke, and compressed on the down stroke. One
or more automatic valves may be fitted at the junction of the working and
displacer pistons, communicating with the interior of the trunk piston and the
enclosed air chamber below. When the exhaust valve opens after a working
down stroke the compressed air within the trunk piston rushes through the
automatic air valves and up round the displacer piston into the combustion
cylinder. The air is then compressed in the combustion cylinder, by an up stroke,
a charge of fuel injected, and another working down stroke made. Steadiness of
motion is secured by the use of a suitable fly-wheel, and the movements of the
exhaust valve and fuel injector may be controlled by a cam shaft, taking power
from the crank shaft by means of a counter shaft and toothed wheels, or any other
convenient form of gearing.
Dated this 14th day of September 1894.
PATRICK FRASER MACCALLUM.
COMPLETE SPECIFICATION.
Improvements in Internal Combustion Engines.
I, PATRICK FRASER MACCALLUM, of Fairbank, Helensburgh, in the County
of Dumbarton, Engineer, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
This invention relates to a heat engine for the combustion of liquid fuel, or of
solid fuel in a finely divided state, as for instance coal or coke dust. The fuel is
burned in a hot combustion chamber or cylinder placed directly above a cool
working cylinder, preferably maintained in a vertical, or nearly vertical position.
The piston, preferably of the trunk type, may be regarded as consisting of two
parts, an upper part, which may be called the displacer piston, made somewhat
smaller in diameter than the combustion cylinder, and a lower part, which may be
called the working piston, fitting closely into the working cylinder or into a gland
or contracted portion attached to or forming part thereof. Power is transmitted
from below to a crank or beam in any ordinary manner.
The Specification of my 816" Patent describes, especially with reference to
Figures 1, 2, 4, 6 and 7 of the drawings accompanying that Specification an
internal combustion engine with a hot combustion cylinder placed above and
attached to a cool working cylinder. The working piston is surmounted by a
somewhat smaller piston called, in that Specification, a float piston. The general
arrangement and mode of introducing the working charges is such that the float
piston especially at its lower end is always surrounded by comparatively cool gases.
The working piston is furthermore kept cool and protected from dust and dirt by
the circulation of water or other liquid carried up and down in the working cylinder
with the movement of the piston.
The present invention relates to a similar form of engine, but with the important
difference that the cooling and protecting liquid does not, as a body, move up and
down with the piston, but is retained in one or more grooves or spaces formed in

page_text: the sides of the working cylinder, the piston, preferably of the trunk type, moving
up and down through the liquid. For retaining and circulating the cooling liquid
two grooves or spaces formed in the cylinder walls may be employed, the
separating part or division approaching very closely to the sides of the piston.
The liquid may be forced by a pump or other means into the lower groove from
which it ascends through the narrow space surrounding the piston to the upper
groove, from which it may be drained as necessary in any convenient manner.
Above the level of the cooling liquid a brush or scraper may be fixed to the
cylinder walls to sweep from the piston any superfluity of liquid carried up by
capillary attraction; and in some cases it may be advantageous to circulate the
liquid so as to give it a gyratory motion round the piston.,
From the foregoing it will be seen that engines constructed according to the
present invention or to my 816" Specification will have pistons of considerable
depth. The pistons will commonly be of the trunk type, and their interior spaces
may be utilized as air pun.ps by placing therein suitable fixed pistons held in
position by supports attached to fixed parts of the engines. Or the spaces may,
by like means, be utilized as steam or vapour cylinders, so that working up
strokes could be made when steam or vapour was available. In such cases the
mean pressure of the down strokes could be augmented by condensing the steam
or vapour.
The combustion cylinders of engines constructed according to this invention.
may have a non-conducting lining of refractory material, the inner surface of
which may be vitrified at a high temperature, or formed of a dense porcelain like
substance, when no inner metal lining is employed, to prevent permeation by gases
under pressure.
Engines constructed in accordance with the present invention may be arranged
give a working impulse for every down stroke, or for every second down stroke,
according to what is known as the four stroke cycle. The valves for the
introduction of the air supply, and the emission of the waste gases, and the
apparatus for the injection of liquid fuel may be generally of the type employed
in gas and oil engines, and similarly operated by means of cams, levers, springs,
and such like devices. Valves and other parts where necessary may be protected
from overheating by water-jacketting in the ordinary way,
and exhaust valves may
be cooled by interior circulation of liquids or gases. In large engines, or when
fuel containing much ash is used the exhaust valves may be protected and made
gas tight by circulating, in any convenient way, round and about the exhaust valve
seats a definite quantity of water or other liquid. When the valve is closed the
liquid gathers round the valve and seals it. When the valve opens. the accumulated
liquid is blown or passes into the exhaust pipe. To prevent the liquid interfering
with the hot parts of the engine, the valve seat may be placed in a recess of some
depth, and the circulating apparatus should be arranged to stop the flow of the
liquid when the engine stops.
When powdered fuel is used it may be injected in several ways; but the inventor
considers that it may be most conveniently introduced into the combustion cylinder
by means of a revolving plate of suitable depth, which may be called a charge
plate, provided with a number of perforations or holes arranged in a circle round
the turning point; and each large enough to hold the amount of fuel required for
a working stroke. The vessel containing the fuel is made to cover several of the
charge holes to give time for their filling as the charge plate is moved round by
the mechanism provided for the purpose, which may be operated through some
suitable form of governor. The charge plate is arranged to bring the charge
holes successively over an opening to the combustion cylinder closed by a ball or
other valve. The upper part of the charge hole is at the same time brought
under an opening in connection with a high pressure air or gas reservoir. At
the proper moment communication is opened with the high pressure air or gas
reservoir and the charge of fuel is blown past the valve below the charge hole into
the cylinder.

page_text: The powdered fuel may be used in a dry state, or it may be wetted with any
suitable combustible liquid. The fuel, either before or after pulverization, may be
dried and heated by subjecting it to the waste heat of the gases from the combustion
cylinder, when the heat of the waste gases is not utilized in other ways, as for
instance in raising steam.
The air supply for each working stroke may be admitted to the combustion
cylinder through suitable valves, either from the outside of the cylinder or from
the interior of the trunk piston; but in all cases it should be admitted at as low a
point or points as practicable, and as the thermodynamic and practical efficiency of
the engine largely depends on keeping the piston, above the cooling liquid, always
surrounded by comparatively cool gases, it may be advantageous in some cases, to
force by means of a suitable pump an additional volume of cool air into the space
surrounding the piston, at or about the moment when the fuel is ignited. By this
means the squeezing of hot gases round the sides of the piston, during the early
stages of combustion of the fuel, may be largely prevented.
The cool gases surrounding the piston are protected from the commotion of the
burning gases in the combustion cylinder by the piston, especially by the upper or
displacer portion thereof, and this action may be made more effectual by attaching
to the displacer piston several vertical or nearly vertical strips or projections,
approaching closely to but not touching the sides of the cylinder.
In ordinary working of engines constructed in accordance with this invention
the heat of the upper part of the combustion cylinder will ignite the fuel when
injected into the cylinder; but an auxiliary electric or flash flame igniter may be
employed or an incandescent surface may be maintained at any convenient point by
any of the well known means.
A very simple form of motor in accordance with this invention, capable of giving
a working down stroke for every revolution of the crank, may be constructed by
enclosing the crank and connecting rod in an air tight chamber fitted with a suction
valve. This chamber acts, as an air pump, air being drawn in when the piston is
making its up stroke, and compressed on the down stroke. One or more automatic
valves may be fitted at the junction of the working and displacer pistons, communi-
cating with the interior of the trunk piston, and the enclosed air chamber below.
When the exhaust valve opens after a working down stroke the compressed air
within the trunk piston rushes though the automatic air valves and up round the
displacer piston into the combustion cylinder. The air is then compressed in
the combustion cylinder by an up stroke, a charge of fuel injected, and another
working down stroke made. Steadiness of motion is secured by the use of a
suitable fly-wheel, and the movements of the exhaust valve and fuel injector may
be controlled by a cam shaft, taking power from the crank shaft by means of a
counter shaft and toothed wheels, or any other convenient form of gearing.
The invention is illustrated by the accompanying drawings.
Figures 1 and 2 shew two vertical sections, in line of, and transverse to the crank
shaft respectively of an engine arranged for burning powdered fuel of any kind,
the crank chamber being enclosed to form an air receptacle. Fig. 1 shews the
piston at the bottom of its stroke, and Fig. 2 shews the piston just commencing
the down stroke, after the injection of a charge of fuel.
A is the combustion chamber lined with non-conducting refractory material
vitrified on its inner surface. The working cylinder B fits accurately round the
working piston C, in the length below the grooves D and E for retaining and
circulating the cooling, protecting and lubricating liquid. Above the working
piston is placed the displacer piston F, with its upper portion covered with non-
conducting material. The automatic air valves G, G, admit air from the enclosed
crank chamber at or about the termination of each down stroke, the waste gases
from the combustion cylinder escaping through the exhaust valve H. An air
valve i shewn at the side of the crank chamber in Fig. 2 admits air during the up
stroke of the piston. J in Fig. 1 is an opening for the insertion of a burner or fire

page_text: to heat the upper part of the cylinder sufficiently to ignite the injected fuel, before
starting the engine. K is a hopper containing the powdered fuel which falls into
receptacles of suitable size in the rotating charge plate L. At each revolution of
the engine the cam M, operating a ratchet device-explained more fully with
reference to Fig. 3-brings a charge of fuel over the automatic valve N, closing
the passage to the cylinder. At the required intervals the charge of fuel is blown
past the valve N into the cylinder by compressed air taken from the vessel O,
through the valve P, momentarily opened by the cam R operating through the
governor Q. The exhaust valve is opened at the required intervals by the cam S.
The shaft operating the three cams S, R and M, is driven directly from the crank
shaft by a sprocket chain and wheels; but it may be turned by gear wheels and an
intermediate shaft, or by a couple of eccentrics placed at right angles on the crank
shaft and connected by rods to corresponding eccentrics on the cam shaft. The
cam shaft may also be placed in a lower position when desirable, and the various
motions transmitted by suitably shaped levers.
The compressed air used for injecting the fuel is taken from the comparatively
cool air surrounding the piston, at or about the time when the combustion pressure
is highest, through an adjustable check valve at Y, which prevents its after return,
but a separate pump may be used for charging the vessel O, or a small pump
placed above or near the charge valve N, operated in any convenient manner from
the cam shaft, may be used directly to force the fuel into the cylinder.
For circulating the cooling and lubricating liquid in the grooves D and E an air
vessel T provided with a check valve at the inlet is employed. The inlet pipe U
is arranged to supply the liquid somewhat faster than it can flow through the
pipe V into the lower groove D. When the pressure in the engine cylinder is low
the liquid rises in the air vessel T, but when the pressure increases beyond that of
the liquid supply the check or non-return valve closes, and the circulation is
continued by the head of liquid accumulated in the air vessel, the upper part of
which is connected with the engine cylinder by the air pipe W. The liquid is
drained from the upper groove E, at any desired speed by the pipe X; and a float
arranged to lift the non-return valve at the foot of the air vessel against an upper
seat or to operate a separate valve may be employed in the air vessel T to prevent
the liquid rising too high in the engine cylinder. The circulating liquid may be
taken from any convenient pressure supply; or a pump operated by the engine
may be used for its circulation. A stuffing box with suitable packing and gland
may be placed at the foot of the working cylinder to prevent over rapid leakage of
the lubricating liquid past the sides of the working piston.
To start the engine a suitable burner may be inserted through the door J to
heat the upper part of the combustion cylinder, or a fire of charcoal or other fuel
may be lighted on the top of the displacer piston. When the upper part of the
cylinder is sufficiently heated the door J is secured, and the piston placed at about
half stroke. A charge of fuel may then be injected by operating the valve P by
hand. The resulting combustion will give the moving parts sufficient momentum
to start the ordinary cycle. In ordinary working air is drawn into the crank
chamber through the valve I during the up stroke of the piston, a charge of air
being at the same time compressed to a tension of several atmospheres in the com-
bustion cylinder. As the down stroke of the piston commences, a charge of fuel is
injected, and a working down stroke made, the charge of air below the piston being
slightly compressed in the crank chamber. At or near the bottom of the stroke
the exhaust valve H is opened, and the waste gases escape, a fresh charge of coól
air at the same time rushing through the valves G, G, round the sides of the dis-
placer piston into the conibustion cylinder, to be compressed ready for another
working stroke. The speed of the engine is regulated by the governor Q which
when the normal speed is exceeded ceases to open the air valve P so that no fuel
is injected till the speed is reduced.
Liquid fuel may be burned in the engine described, the liquid being forced

page_text: into the cylinder at proper intervals by a pump, or the liquid may be injected
by a similar apparatus to that used for dust-fuel, the capacity of the charge holes
being proportioned to the calorific power of the fuel:
From the foregoing it is clear the engine described may be run in either
direction with equal facility, according to the arrangement of the valve gear; and:
that two or more engines may be advantageously connected to one crank shaft. It
is furthermore obvious that the engine may be operated on a four stroke cycle, ie.,
have an impulse only every second down stroke, without an enclosed crank
chamber, if the ram shaft be geared to have half the number of revolutions of the
crank shaft.
Fig. 3 is an enlarged section of the dust fuel injecting apparatus, and Figure 4 is
a plan of same shewing cam gear which may be employed for turning the charge
plate. The fuel is contained in the hopper K, into which it may be fed con-
tinuously by a spiral conveyor. Each revolution of the cam M moves the charge
plate round so as to bring another charge of fuel over the valve N, past which it is
blown at the required moment by the opening of the valve P. The charge plate L
working between the accurately faced surfaces of the upper and lower cover plates,
may be constructed of metal, or of any suitable substance, such as compressed.
graphite, or compressed and baked mixtures of graphite and steatite.
Figure 5 is a section of a similar injecting contrivance fitted with a ball valve
held up by a magnetized seat m and resting when forced down, to let the fuel pass,.
on a wire support n as shewn.
Figure 6 is an enlarged section of a convenient arrangement of the grooves
for containing and circulating the cooling, protecting and lubricating liquid.
The water or other liquid is forced either continuously or intermittently, by a
pump or other contrivance into the lower groove D, whence it passes upward
round the working piston B to the upper groove E from which it is drained
at any required speed. A scraper or brush e is shewn fixed a little above the
surface of the cooling liquid, which may be employed to sweep any superfluity:
of liquid from the working piston on the up strokes.
Figure 7 shews a section of the trunk piston of an engine constructed according
to my invention, fitted with a fixed piston to act as an air pump.
The fixed'
piston 1 is supported by two standards 2, 2, shewn in sectional plan in Figure 8,
which act as inlet and outlet pipes for the air supply. On the up stroke of the
piston air is drawn in through the suction valve 1, slightly compressed on the
down stroke, and when the pressure in the combustion cylinder A is sufficiently
reduced finds its way through the valve G into the combustion cylinders.
By similar means, and the provision of suitable valves and passages, the trunk
piston may be converted into a steam or vapour cylinder, so that working up-
strokes can be made by the trunk piston when steam or vapour is available, and
the mean down pressure can be augmented by condensing the steam or vapour.
Figure 9 is a section of an engine, constructed according to my invention, fitted
with an air pump placed at the side of the cylinder and operated from the
connecting rod pin by links and beam or lever as shewn. When the engine
piston is making its up stroke the pump draws in air through the valve 1, which
is compressed (but only slightly on account of the large clearance space in the
pump cylinder) as the engine piston makes its down stroke.
When the pressure
in the combustion cylinder is reduced sufficiently by the escape of the exhaust
gases, the air in the pump enters the combustion cylinder through the valve G.
The combustion cylinder A is shewn without any non-conducting lining, the
metal being made sufficiently thick to stand considerable heating without danger.
The fuel injecting pipe N is passed through the side of the cover box, an arrange-
ment which permits a downward view into the cylinder being readily obtained by
removing the top cover.
The displacer piston F is recessed as shewn, the recess being surrounded with
refractory material packed firmly into the metal casing of the displacer piston.
The contrivance shewn in dotted lines at fat the foot of the recess f¹ is a small

page_text: grate or furnace which may be used in conjunction with the recessed displacer
piston. Below the small grate is a ball valve g which prevents any escape of
pressure downwards. If a fire be lighted on the small grate and a current of air
by any means be caused to pass upwards past the ball valve it is evident that the
recess in the displacer piston will be rapidly heated to the temperature necessary
to ignite powdered or liquid fuel injected into the recess.
The strips 3, 3, shewn on the outside of the displacer piston are for the purpose
of preventing the commotion of the burning gases in the combustion cylinder
from distúrbing as far as possible the air or gases surrounding the displacer
piston F.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what 1
claim is :-
1. An internal combustion engine the several parts of which are constructed,
arranged and combined substantially as described with reference to the accom-
panying drawings.
2. The improved construction of internal combustion engine for the explosive
combustion of powdered or liquid fuel, having a hot combustion cylinder, and a
cool working cylinder, protected from the action of heat and dust by a body of
liquid, and a superimposed layer of comparatively cool air or gases, substantially
as hereinbefore described with reference to the accompanying drawings.
3. In an internal combustion engine operated by the explosive combustion of
powdered or liquid fuel, the provision of an internal cooling, protecting and
lubricating device consisting of a groove or grooves or annular receptacles formed
in the sides of, or attached to, the working cylinder for the retention and
circulation of water or other liquid substantially as described.
4. In an internal combustion engine of the class set forth the combination of a
working trunk piston encircled by grooves or receptacles for the circulation of
liquid, with a displacer piston fixed to, or forming the upper portion of, the
working trunk piston, and valves for introducing the main air supply either from
the interior of the trunk piston, or from the outside of the engine cylinder
substantially as described.
5. In an internal combustion engine of the class set forth the combination of
devices for injecting powdered fuel consisting of a rotating charge plate having a
series of charge orifices disposed circumferentially around the point of rotation,
and operating in conjunction with a jet of compressed air or gas, and a ball, cone
or other valve serving to close the passage to the combustion cylinder, except at
the moment of fuel injection, substantially as described.
6. In an internal combustion engine of the class set forth the combination with a
reciprocating trunk piston of a stationary piston or plunger serving to form an air
pump or auxiliary steam or vapour engine substantially as described.
Dated this 14th day of June 1895.
WALLACE FAIRWEATHER,
Chartered Patent Agent,
62 Saint Vincent Street, Glasgow, Agent for the Applicant.

page_text: Date of Application, 15th Sept., 1894
Complete Specification Left, 17th June, 1895-Accepted, 14th Dec., 1895
Improvements in Internal Combustion Engines.
I, PATRICK FRASER MACCALLUM of Fairbank Helensburgh in the County of
Dumbarton, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention relates to a heat engine for the combustion of liquid fuel, or of
solid fuel in a finely divided state, as for instance coal or coke dust. The fuel is
burned in a hot combustion chamber or cylinder placed directly above a cool
working cylinder, preferably maintained in a vertical, or nearly vertical position.
The piston, preferably of the trunk type, may be regarded as consisting of two
parts, an upper part, which may be called the displacer piston, made somewhat
smaller in diameter than the combustion cylinder, and a lower part, which may be
called the working piston, fitting closely into the working cylinder or into a gland
or contracted portion attached to or forming part thereof. Power is transmitted
from below to a crank or beam in any ordinary manner.
The Specification of my 816" Patent describes, especially with reference to
Figures 1, 2, 4, 6, and 7, of the drawings accompanying that Specification, an
internal combustion engine with a hot combustion cylinder placed above and
attached to a cool working cylinder. The working piston is surmounted by a
somewhat smaller piston called, in that Specification, a float piston. The general
arrangement and mode of introducing the working charges is such that the float
piston especially at its lower end is always surrounded by comparatively cool gases.
The working piston is furthermore kept cool and protected from dust and dirt by
the circulation of water or other liquid carried up and down in the working cylinder
with the movement of the piston.
The present invention relates to a similar form of engine, but with the important
difference that the cooling and protecting liquid does not, as a body, move up and
down with the piston, but is retained in one or more grooves or spaces formed in
the sides of the working cylinder, the piston, preferably of the trunk type, moving
up and down through the liquid. For retaining and circulating the cooling liquid
two grooves or spaces formed in the cylinder walls may be employed, the seperating
part or division approaching very closely to the sides of the piston. The liquid may
be forced by a pump or other means into the lower groove from which it ascends
through the narrow space surrounding the piston to the upper groove, from which
may be drained as necessary in any convenient manner. Above the level of the.
cooling liquid a brush or scraper may be fixed to the cylinder walls to sweep from
the piston any superfluity of liquid carried up by capillary attraction; and in some
cases it may be advantageous to circulate the liquid so as to give it a gyratory
motion round the piston.
it
From the foregoing it will be seen that engines constructed according to the
present invention or to my 816" Specification will have pistons of considerab.c
depth. The pistons will commonly be of the trunk type, and their interior spaces
may be utilized as air pumps by placing therein suitable fixed pistous held in
position by supports attached to fixed parts of the engines. Or the spaces may, by
like means, be utilized as steam or vapour cylinders, so that working up strokes
could be made when steam or vapour was available.
In such cases the mean
pressure of the down strokes could be augmented by condensing the steam or
vapour.

page_text: .
The combustion cylinders of engines constructed according to this invention have
a non-conducting lining of refractory material, the inner surface of which should
be vitrified at a high temperature, or formed of a dense porcelain like substance,
when no inner metal lining is employed, to prevent permeation by gases under
pressure.
Engines constructed in accordance with the present invention may be arranged
to give a working impulse for every down stroke, or for every second down stroke,
according to what is known as the four stroke cycle. The valves for the intro-
duction of the air supply and the emission of the waste gases, and the apparatus for
the injection of liquid fuel may be generally of the type employed in gas and oil
engines, and similarly operated by means of cams, levers, springs, and such like
devices. Valves and other parts where necessary may be protected from over-
heating by water-jacketting in the ordinary way, and exhaust valves may be cooled
by interior circulation of liquids or gases. In large engines, or when fuel containing
much ash is used the exhaust valves may be protected and made gas tight by
circulating, in any convenient way, round and about the exhaust valve seats a
definite quantity of water or other liquid. When the valve is closed the liquid
gathers round the valve and seals it. When the valve opens the accumulated liquid
is blown or passes into the exhaust pipe. To prevent the liquid interfering with
the hot parts of the engine, the valve seat may be placed in a recess of some depth,
and the circulating apparatus should be arranged to stop the flow of liquid when
the engine stops.
When powdered fuel is used it may be injected in several ways; but the inventor
considers that it may be most conveniently introduced into the combustion cylinder
by means of a revolving plate of suitable depth, which may be called a charge
plate, provided with a number of perforations or holes arranged in a circle round
the turning point, and each large enough to hold the amount of fuel required for
a working stroke. The vessel containing the fuel is made to cover several of the
charge holes to give time for their filling as the charge plate is moved round by
the mechanism provided for the purpose, which may be operated through some
suitable form of governor. The charge plate is arranged to bring the charge
holes successively over an opening to the combustion cylinder closed by a ball or
other valve. The upper part of the charge hole is at the same time brought
under an opening in connection with a high pressure air or gas reservoir.
At the
proper moment communication is opened with the high pressure air or gas
reservoir and the charge of fuel is blown past the valve below the charge hole into
the cylinder.
The powdered fuel may be used in a dry state, or it may be wetted with any
suitable combustible liquid. The fuel, either before or after pulverization, may
be dried and heated by subjecting it to the waste heat of the gases from the
combustion cylinder, when the heat of the waste gases is not utilized in other
ways, as for instance in raising steam.
The air supply for each working stroke may be admitted to the combustion
cylinder through suitable valves, either from the outside of the cylinder, or from
the interior of the trunk piston; but in all cases it should be admitted at as low a
point or points as practicable, and as the thermodynamic and practical efficiency
of the engine largely depends on keeping the piston, above the cooling liquid,
always surrounded by comparatively cool gases, it may be advantageous, in some
cases, to force by means of a suitable pump an additional volume of cool air into
the space surrounding the piston, at or about the moment when the fuel is ignited.
By this means the squeezing of hot gases round the sides of the piston, during the
early stages of the combustion of the fuel, may be largely prevented.
The cool gases surrounding the piston are protected from the commotion of the
burning gases in the combustion cylinder by the piston, especially by the upper or
displacer portion thereof, and this action may be made more effectual by attaching
to the displacer piston several vertical or nearly vertical strips or projections,
approaching closely to but not touching the sides of the cylinder.

page_text: In ordinary working of engines constructed in accordance with this invention
the heat of the upper part of the combustion cylinder will ignite the fuel when
injected into the cylinder; but an auxiliary electric or flash flame igniter may be
employed, or an incandescent surface may be maintained at any convenient point
by any of the well known means.
A very simple form of motor in accordance with this invention, capable of
giving a working down stroke for every revolution of the crauk, may be con-
structed by enclosing the crank and connecting rod in an air tight chamber fitted
with a suction valve. This chamber acts as an air pump, air being drawn in
when the piston is making its up stroke, and compressed on the down stroke. One
or more automatic valves may be fitted at the junction of the working and
displacer pistons, communicating with the interior of the trunk piston and the
enclosed air chamber below. When the exhaust valve opens after a working
down stroke the compressed air within the trunk piston rushes through the
automatic air valves and up round the displacer piston into the combustion
cylinder. The air is then compressed in the combustion cylinder, by an up stroke,
a charge of fuel injected, and another working down stroke made. Steadiness of
motion is secured by the use of a suitable fly-wheel, and the movements of the
exhaust valve and fuel injector may be controlled by a cam shaft, taking power
from the crank shaft by means of a counter shaft and toothed wheels, or any other
convenient form of gearing.
Dated this 14th day of September 1894.
PATRICK FRASER MACCALLUM.
COMPLETE SPECIFICATION.
Improvements in Internal Combustion Engines.
I, PATRICK FRASER MACCALLUM, of Fairbank, Helensburgh, in the County.
of Dumbarton, Engineer, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
This invention relates to a heat engine for the combustion of liquid fuel, or of
solid fuel in a finely divided state, as for instance coal or coke dust. The fuel is
burned in a hot combustion chamber or cylinder placed directly above a cool
working cylinder, preferably maintained in a vertical, or nearly vertical position.
The piston, preferably of the trunk type, may he regarded as consisting of two
parts, an upper part, which may be called the displacer piston, made somewhat
smaller in diameter than the combustion cylinder, and a lower part, which may be
called the working piston, fitting closely into the working cylinder or into a gland
or contracted portion attached to or forming part thereof. Power is transmitted
from below to a crank or beam in any ordinary manner.
The Specification of my 816 Patent describes, especially with reference to
Figures 1, 2, 4, 6 and 7 of the drawings accompanying that Specification an
internal combustion engine with a hot combustion cylinder placed above and
attached to a cool working cylinder. The working piston is surmounted by a
somewhat smaller piston called, in that Specification, a float piston. The general
arrangement and mode of introducing the working charges is such that the float
piston especially at its lower end is always surrounded by comparatively cool gases.
The working piston is furthermore kept cool and protected from dust and dirt by
the circulation of water or other liquid carried up and down in the working cylinder
with the movement of the piston.
The present invention relates to a similar form of engine, but with the important
difference that the cooling and protecting liquid does not, as a body, move up and
down with the piston, but is retained in one or more grooves or spaces formed in

page_text: the sides of the working cylinder, the piston, preferably of the trunk type, moving
up and down through the liquid. For retaining and circulating the cooling liquid
two grooves or spaces formed in the cylinder walls may be employed, the
separating part or division approaching very closely to the sides of the piston.
The liquid may be forced by a pump or other means into the lower groove from
which it ascends through the narrow space surrounding the piston to the upper
groove, from which it may be drained as necessary in any convenient manner.
Above the level of the cooling liquid a brush or scraper may be fixed to the
cylinder walls to sweep from the piston any superfluity of liquid carried up by
capillary attraction; and in some cases it may be advantageous to circulate the
liquid so as to give it a gyratory motion round the piston.
From the foregoing it will be seen that engines constructed according to the
present invention or to my 816" Specification will have pistons of considerable
depth. The pistons will commonly be of the trunk type, and their interior spaces
may be utilized as air pumps by placing therein suitable fixed pistons held in
position by supports attached to fixed parts of the engines. Or the spaces may,
by like means, be utilized as steam or vapour cylinders, so that working up
strokes could be made when steam or vapour was available. In such cases the
mean pressure of the down strokes could be augmented by condensing the steam
or vapour.
The combustion cylinders of engines constructed according to this invention
may have a non-conducting lining of refractory material, the inner surface of
which may be vitrified at a high temperature, or formed of a dense porcelain like
substance, when no inner metal lining is employed, to prevent permeation by gases
under pressure.
Engines constructed in accordance with the present invention may be arranged
give a working impulse for every down stroke, or for every second down stroke,
according to what is known as the four stroke cycle. The valves for the
introduction of the air supply, and the emission of the waste gases, and the
apparatus for the injection of liquid fuel may be generally of the type employed
in gas and oil engines, and similarly operated by means of cams, levers, springs,
and such like devices. Valves and other parts where necessary may be protected
from overheating by water-jacketting in the ordinary way, and exhaust valves may
be cooled by interior circulation of liquids or gases. In large engines, or when
fuel containing much ash is used the exhaust valves may be protected and made
gas tight by circulating, in any convenient way, round and about the exhaust valve
seats a definite quantity of water or other liquid. When the valve is closed the
liquid gathers round the valve and seals it. When the valve opens the accumulated
liquid is blown or passes into the exhaust pipe. To prevent the liquid interfering
with the hot parts of the engine, the valve seat may be placed in a recess of some
depth, and the circulating apparatus should be arranged to stop the flow of the
liquid when the engine stops.
When powdered fuel is used it may be injected in several ways; but the inventor
considers that it may be most conveniently introduced into the combustion cylinder
by means of a revolving plate of suitable depth, which may be called a charge
plate, provided with a number of perforations or holes arranged in a circle round
the turning point; and each large enough to hold the amount of fuel required for
a working stroke. The vessel containing the fuel is made to cover several of the
charge holes to give time for their filling as the charge plate is moved round by
the mechanism provided for the purpose, which may be operated through some
suitable form of governor. The charge plate is arranged to bring the charge
holes successively over an opening to the combustion cylinder closed by a ball or
other valve. The upper part of the charge hole is at the same time brought
under an opening in connection with a high pressure air or gas reservoir.
the proper moment communication is opened with the high pressure air or gas
resei voir and the charge of fuel is blown past the valve below the charge hole into
the cylinder.
At

page_text: The powdered fuel may be used in a dry state, or it may be wetted with any
suitable combustible liquid. The fuel, either before or after pulverization, may be
dried and heated by subjecting it to the waste heat of the gases from the combustion
cylinder, when the heat of the waste gases is not utilized in other ways, as for
iustance in raising steam.
The air supply for each working stroke may be admitted to the combustiou
cylinder through suitable valves, either from the outside of the cylinder or from
the interior of the trunk piston; but in all cases it should be admitted at as low a
point or points as practicable, and as the thermodynamic and practical efficiency of
the engine largely depends on keeping the piston, above the cooling liquid, always
surrounded by comparatively cool gases, it may be advantageous in some cases, to
force by means of a suitable pump an additional volume of cool air into the space
surrounding the piston, at or about the moment when the fuel is ignited. By this
means the squeezing of hot gases round the sides of the piston, during the early
stages of combustion of the fuel, may be largely prevented.
The cool gases surrounding the piston are protected from the commotion of the
burning gases in the combustion cylinder by the piston, especially by the upper or
displacer portion thereof, and this action may be made more effectual by attaching
to the displacer piston several vertical or nearly vertical strips or projections,
approaching closely to but not touching the sides of the cylinder.
In ordinary working of engines constructed in accordance with this invention
the heat of the upper part of the combustion cylinder will ignite the fuel when
injected into the cylinder; but an auxiliary electric or flash flame igniter may be
employed or an incandescent surface may be maintained at any convenient point by
any of the well known means.
A very simple form of motor in accordance with this invention, capable of giving
a working down stroke for every revolution of the crank, may be constructed by
enclosing the crank and connecting rod in an air tight chamber fitted with a suction
valve. This chamber acts as an air pump, air being drawn in when the piston is
making its up stroke, and compressed on the down stroke. One or more automatic
valves may be fitted at the junction of the working and displacer pistons, communi-
cating with the interior of the trunk piston, and the enclosed air chamber below.
When the exhaust valve opens after a working down stroke the compressed air
within the trunk piston rushes though the automatic air valves and up round the
displacer piston into the combustion cylinder. The air is then compressed in
the combustion cylinder by an up stroke, a charge of fuel injected, and another
working down stroke made. Steadiness of motion is secured by the use of a
suitable fly-wheel, and the movements of the exhaust valve and fuel injector may
be controlled by a cam shaft, taking power from the crank shaft by means of a
counter shaft and toothed wheels, or any other convenient form of gearing.
The invention is illustrated by the accompanying drawings.
-
Figures 1 and 2 shew two vertical sections, in line of, and transverse to the crank
shaft respectively of an engine arranged for burning powdered fuel of any kind,
the crank chamber being enclosed to form an air receptacle. Fig. 1 shews the
piston at the bottom of its stroke, and Fig. 2 shews the piston just commencing
the down stroke, after the injection of a charge of fuel.
A is the combustion chamber lined with non-conducting refractory material
vitrified on its inner surface. The working cylinder B fits accurately round the
working piston C, in the length below the grooves D and E for retaining and
circulating the cooling, protecting and lubricating liquid. Above the working
piston is placed the displacer piston F, with its upper portion covered with non-
conducting material. The automatic air valves G, G, admit air from the enclosed
crank chamber at or about the termination of each down stroke, the waste gases
from the combustion cylinder escaping through the exhaust valve H. An air
valve I shewn at the side of the crauk chamber in Fig. 2 admits air during the up
stroke of the piston. J in Fig. 1 is an opening for the insertion of a burner or fire

page_text: to heat the upper part of the cylinder sufficiently to ignite the injected fuel, before
starting the engine. K is a hopper containing the powdered fuel which falls into
receptacles of suitable size in the rotating charge plate L. At each revolution of
the engine the cam M, operating a ratchet device-explained more fully with
reference to Fig. 3-brings a charge of fuel over the automatic valve N, closing
the passage to the cylinder. At the required intervals the charge of fuel is blown
past the valve N into the cylinder by compressed air taken from the vessel O,
through the valve P, momentarily opened by the cam R operating through the
governor Q. The exhaust valve is opened at the required intervals by the cam S.
The shaft operating the three cams S, R and M, is driven directly from the crank
shaft by a sprocket chain and wheels; but it may be turned by gear wheels and an
intermediate shaft, or by a couple of eccentrics placed at right angles on the crank
shaft and connected by rods to corresponding eccentrics on the cam shaft. The
cam shaft may also be placed in a lower position when desirable, and the various
motions transmitted by suitably shaped levers.
The compressed air used for injecting the fuel is taken from the comparatively
cool air surrounding the piston, at or about the time when the combustion pressure
is highest, through an adjustable check valve at Y, which prevents its after return,
but a separate pump may be used for charging the vessel O, or a small pump
placed above or near the charge valve N, operated in any convenient manner from
the cam shaft, may be used directly to force the fuel into the cylinder.
For circulating the cooling and lubricating liquid in the grooves D and E an air
vessel T provided with a check valve at the inlet is employed. The inlet pipe U
is arranged to supply the liquid somewhat faster than it can flow through the
pipe V into the lower groove D. When the pressure in the engine cylinder is low
the liquid rises in the air vessel T, but when the pressure increases beyond that of
the liquid supply the check or non-return valve closes, and the circulation is
continued by the head of liquid accumulated in the air vessel, the upper part of
which is connected with the engine cylinder by the air pipe W. The liquid is
drained from the upper groove E, at any desired speed by the pipe X; and a float
arranged to lift the non-return valve at the foot of the air vessel against an upper
seat or to operate a separate valve may be employed in the air vessel T to prevent
the liquid rising too high in the engine cylinder. The circulating liquid may be
taken from any convenient pressure supply; or a pump operated by the engine
may be used for its circulation. A stuffing box with suitable packing and gland
may be placed at the foot of the working cylinder to prevent over rapid leakage of
the lubricating liquid past the sides of the working piston.
To start the engine a suitable burner may be inserted through the door J to
heat the upper part of the combustion cylinder, or a fire of charcoal or other fuel
may be lighted on the top of the displacer piston. When the upper part of the
cylinder is sufficiently heated the door J is secured, and the piston placed at about
half stroke. A charge of fuel may then be injected by operating the valve P by
hand. The resulting combustion will give the moving parts sufficient momentum
to start the ordinary cycle. In ordinary working air is drawn into the crank
chamber through the valve I during the up stroke of the piston, a charge of air
being at the same time compressed to a tension of several atinospheres in the com-
bustion cylinder. As the down stroke of the piston commences, a charge of fuel is
injected, and a working down stroke made, the charge of air below the piston being
slightly compressed in the crank chamber. At or near the bottom of the stroke
the exhaust valve H is opened, and the waste gases escape, a fresh charge of cool
air at the same time rusking through the valves G, G, round the sides of the dis-
placer piston into the combustion cylinder, to be compressed ready for another
working stroke. The speed of the engine is regulated by the governor Q which
when the normal speed is exceeded ceases to open the air valve P so that no fuel
is injected till the speed is reduced.
Liquid fuel may be burned in the engine described, the liquid being forced

page_text: into the cylinder at proper intervals by a pump, or the liquid may be injected
by a similar apparatus to that used for dust-fuel, the capacity of the charge holes
being proportioned to the calorific power of the fuel.
From the foregoing it is clear the engine described may be run in either
direction with equal facility, according to the arrangement of the valve gear; and
that two or more engines may be advantageously connected to one crank shaft. It
is furthermore obvious that the engine may be operated on a four stroke cycle, i.e.,
have an impulse only every second down stroke, without an enclosed crank
chamber, if the cam shaft be geared to have half the number of revolutions of the
crank shaft.
Fig. 3 is an enlarged section of the dust fuel injecting apparatus, and Figure 4 is
a plan of same shewing cam gear which may be employed for turning the charge
plate. The fuel is contained in the hopper K, into which it may be fed con-
tinuously by a spiral conveyor. Each revolution of the cam M moves the charge
plate round so as to bring another charge of fuel over the valve N, past which it is
blown at the required moment by the opening of the valve P. The charge plate L
working between the accurately faced surfaces of the upper and lower cover plates,
may be constructed of metal, or of any suitable substance, such as compressed
graphite, or compressed and baked mixtures of graphite and steatite.
Figure 5 is a section of a similar injecting contrivance fitted with a ball valve
held up by a magnetized seat m and resting when forced down, to let the fuel pass,
on a wire support n as shewn.
Figure 6 is an enlarged section of a convenient arrangement of the grooves
for containing and circulating the cooling, protecting and lubricating liquid.
The water or other liquid is forced either continuously or intermittently, by a
pump or other contrivance into the lower groove D. whence it passes upward
round the working piston B to the upper groove E from which it is drained
at any required speed. A scraper or brush e is shewn fixed a little above the
surface of the cooling liquid, which may be employed to sweep any superfluity
of liquid froin the working piston on the up strokes.
Figure 7 shews a section of the trunk piston of an engine constructed according
to my invention, fitted with a fixed piston to act as an air pump. The fixed
piston is supported by two standards 2, 2, shewn in sectional plan in Figure 8,
which act as inlet and outlet pipes for the air supply. On the up stroke of the
piston air is drawn in through the suction valve 1, slightly compressed on the
down stroke, and when the pressure in the combustion cylinder A is sufficiently
reduced finds it way through the valve G into the combustion cylinders.
By similar means, and the provision of suitable valves and passages, the trunk
piston may be converted into a steam or vapour cylinder, so that working up-
strokes can be made by the trunk piston when steam or vapour is available, and
the mean down pressure can be augmented by condensing the steam or vapour.
Figure 9 is a section of an engine, constructed according to my invention, fitted
with an air pump placed at the side of the cylinder and operated from the
connecting rod pin by links and beam or lever as shewn.
When the engine
piston is making its up stroke the pump draws in air through the valve I, which
is compressed (but only slightly on account of the large clearance space in the
pump cylinder) as the engine piston makes its down stroke.
When the pressure
in the combustion cylinder is reduced sufficiently by the escape of the exhaust
gases, the air in the pump enters the combustion cylinder through the valve G.
The combustion cylinder A is shewn without any non-conducting lining, the
metal being made sufficiently thick to stand considerable heating without danger.
The fuel injecting pipe N is passed through the side of the cover box, an arrange-
ment which permits a downward view into the cylinder being readily obtained by
removing the top cover.
The displacer piston F is recessed as shewn, the recess being surrounded with
refractory material packed firmly into the metal casing of the displacer piston.
The contrivance shewn in dotted lines at fat the foot of the recess f¹ is a small

page_text: '
grate or furnace which may be used in conjunction with the recessed displacer
piston. Below the small grate is a ball valve 9 which prevents any escape of
pressure downwards. If a fire be lighted on the small grate and a current of air
by any means be caused to pass upwards past the ball valve it is evident that the
recess in the displacer piston will be rapidly heated to the temperature necessary
to ignite powdered or liquid fuel injected into the recess.
The strips 3, 3, shewn on the outside of the displacer piston are for the purpose
of preventing the commotion of the burning gases in the combustion cylinder
from disturbing as far as possible the air or gases surrounding the displacer
piston F.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. An internal combustion engine the several parts of which are constructed,
arranged and combined substantially as described with reference to the accom-
panying drawings.
2. The improved construction of internal combustion engine for the explosive
combustion of powdered or liquid fuel, having a hot combustion cylinder, and a
cool working cylinder, protected from the action of heat and dust by a body of
liquid, and a superimposed layer of comparatively cool air or gases, substantially
as hereinbefore described with reference to the accompanying drawings.
3. In an internal combustion engine operated by the explosive combustion of
powdered or liquid fuel, the provision of an internal cooling, protecting and
lubricating device consisting of a groove or grooves or annular receptacles formed
in the sides of, or attached to, the working cylinder for the retention and
circulation of water or other liquid substantially as described.
4. In an internal combustion engine of the class set forth the combination of a
working trunk piston encircled by grooves or receptacles for the circulation of
liquid, with a displacer piston fixed to, or forming the upper portion of, the
working trunk pistor, and valves for introducing the main air supply either from
the interior of the trunk piston, or from the outside of the engine cylinder
substantially as described.
a
5. In an internal combustion engine of the class set forth the combination of
devices for injecting powdered fuel consisting of a rotating charge plate having
series of charge orifices disposed circumferentially around the point of rotation,
and operating in conjunction with a jet of compressed air or gas, and a ball, cone
or other valve serving to close the passage to the combustion cylinder, except at
the moment of fuel injection, substantially as described.
6. In an internal combustion engine of the class set forth the combination with a
reciprocating trunk piston of a stationary piston or plunger serving to form an air
pump or auxiliary steam or vapour engine substantially as described.
Dated this 14th day of June 1895.
WALLACE FAIRWEATHER,
Chartered Patent Agent,
62 Saint Vincent Street, Glasgow, Agent for the Applicant.