Improvements in Gas and like Engines, and in the Method of Mixing and Volatilizing the Gases in the same.
Year: 1895

page_text: Date of Application, 28th Oct., 1895-Accepted, 30th Nov., 1895
Improvements in Gas and like Engines, and in the Method of Mixing
and Volatilizing the Gases in the same.
I, THOMAS KANE, of 139 Wabash Avenue, Chicago, Cook County, Illinois,
United States of America, Manufacturer, 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 especially to that class of engines in which the useful work
is to be effected by the explosion of a mixture of combustible fluid and air at the
back of a reciprocating piston, and particularly to that class of engines in which
hydro-carbon oils are used for the purpose of enriching a certain amount of air to
make an explosive mixture.
The object of my invention is to provide a simple, economical and efficient gas or
explosion engine, adapted to vaporize the hydro-carbon liquid, perfect the mixture
of the gases and air and the volatilization of the explosive mixture within the
cylinder, so as to cool the cylinder after each explosion of the mixed vapor and air,
thus increasing the efficiency of the engine and economy of construction; and the
invention consists in the features and combinations hereinafter described and
claimed.
In the accompanying drawings, Figure 1 is a longitudinal sectional view of so
much of an engine as is necessary to show the adaptation of my improvement;
Fig. 2 a horizontal sectional plan; and Figs. 3 and 4 details hereinafter
described.
In describing my improvement, it will be understood that I illustrate only one
form of an engine to which it may be applied, and that the engine may, by slight
mechanical changes, be adapted and attached to all kinds of wheeled vehicles,
boats and stationary engines, without departing from the spirit of my invention, it
being understood that the invention is here claimed for all purposes to which it may
be found applicable.
In the ordinary type of gas or explosive engines, the gas or explosive mixture is
either partially or wholly formed outside of the cylinder-various forms of
carburettors, vaporizers and volatilizers being used for that purpose, so that when
the explosive mixture is admitted to the chamber a single ignition-produced
either by a flame, heated tube or electric spark-explodes the mixture and drives
the piston so as to operate an engine. The successive explosions of the gas act to
heat the cylinders so rapidly, and keep the same heated, that very soon the
efficiency of the engine is impaired and it cannot be used. To obviate this
objection various expedients have been resorted to, such as cooling the cylinder
with a stream of water, or water-jacketing the same to keep the cylinder at an
average temperature, and thus obtain a fairly average result.
Another great objection to the present type of engines is that in excessive cold
weather as the explosive mixture is admitted to the cylinder, it does not volatilize
with sufficient rapidity to be exploded by the firing device. To overcome this
objection, the cylinder has been heated primarily, or operated by outside means
until sufficient heat has been stored in the cylinder jacket to complete the
volatilization of the explosive mixture, so that it can be exploded to actuate the
engine.
The difficulties incident to the use of hydro-carbons in explosive engines will
probably be more thoroughly appreciated and understood when it is known that

page_text: (1) hydro-carbons vaporize more readily in warm weather than in cold; (2) the
liquids used for carburetting air are not homogeneous, so that the lighter vaporize
or volatilize first, leaving a heavier and less volatile residuum which is only
consumed after the explosion takes place, and then imperfectly; (3) the amount
of vapor taken up by the air depends on the length of time they are left in the
same chamber; and (4) where carburettors are used the chief difficulty arises from
the fact that the volatilization is materially affected by the intense cold produced
by the evaporation of the liquid.
My present improvements are intended to obviate the above objections, and to
provide a simple, economical and efficient explosion engine and method of mixing
the gases and air, whereby the cylinder combines and becomes, as it were, its own
vaporizer, carburettor and volatilizer, so that the cylinder is alternately cooled and
heated by the action and reaction taking place therein, thereby dispensing with all
extraneous cooling devices. Further, by constructing and arranging the firing
device as hereinafter described, the mixing and perfect volatilization of the
explosive mixture is provided for in the cylinder just before the final compression
of the gases and exploded after they have attained their final compression.
A represents the engine frame, or so much of it as is necessary to be shown for
the present purpose. B is the cylinder, which may be made of thin steel if
desired, although any suitable material may be employed and the cylinder
thickened. The cylinder is applied to or mounted upon the frame in the drawings
in a horizontal position, though it may be mounted in a vertical or an inclined
position. The cylinder, as is usual in explosion engines, is closed at one end and
open at the other, and is provided with a reciprocating piston, C, movably mounted
therein. The piston, C, is connected with the crank, D, of the crank shaft, d, by
means of the connecting rod, E, which projects out of the cylinder, so that the
reciprocating movements of the piston serve to impart the usual rotary motion to
the crank shaft.
In Fig. 2, I have shown the inlet valve, G, which is preferably, for the sake of
clearly illustrating the same, shown at the side of the cylinder, though it is usual
to place the same at an inclined position and near the top, so that the hydro-carbon
may be dropped into the valve, to be sucked in as hereinafter described. This
valve may be of any usual form, though I have shown it in the drawings as
provided with a valve stem, g, kept normally closed by means of the helical coiled
spring, g', which is inserted between the body of the valve and a screw collar, g²,
at the outer end of the stem. This coiled spring is of sufficient strength to keep
the valve normally closed; but when a vacuum or partial vacuum is created in the
cylinder by the movements of the reciprocating piston, the valve is opened
automatically and the desired quantity of carbon and atmospheric air drawn in to
form an explosive mixture.
The cylinder is also provided with an exhaust valve, H, preferably located in
the drawings for the sake of clearness on the opposite side of the cylinder; but it
will be understood that it may be located in any desired position. This valve is
shown as made of substantially the same general structure as the inlet valve, and
its stem, h, is kept normally closed by means of a coiled spring, h¹. A sliding
tappet, I, is arranged to one side of the engine frame and adapted to be actuated
from the crank shaft by means of the gearing, i i, at each alternate stroke of the
engine, so as to mechanically open such valve at the desired time during the
backward stroke of the engine and permit the consumed gases and products of
combustion to escape. This sliding tappet is provided with a roller, 4, which
enters a cam recess, &, of one of the gears to operate the slide at the desired time
and for the desired purpose. This structure, however, is merely shown and
described for the purpose of showing how the exhaust valve may be opened
mechanically, and I do not desire to be understood as limiting myself thereto, as
such structures are well known in the art and made of various styles and kinds, the
attachment of which to an engine would involve merely mechanical skill. The
spiral spring, h, in this valve is made of such strength that the valve is kept

page_text: closed at all times, and can only be opened by extra force above atmospher
pressure.
To volatilize the hydro-carbons and perfect the enrichment of the air, and
afterwards to explode the same, I preferably arrange a rigid electrode, K, in the
cylinder portion and near one end, or about one-eighth of the movement of the crank
from the final ending of the backward stroke of the piston. This electrode is
preferably insulated from the engine frame and connected by means of a wire, k,
with the battery, K'. To the inner end of the reciprocating piston, I attach a
second electrode, L, which is in this instance a flexible-or what I term an
"elastic" electrode. During the desired backward stroke of the piston a primary
spark is formed, which perfects the volatilization of the hydro-carbons and the
admixture of the air therewith, so that during the succeeding forward stroke of
the piston a secondary spark is formed which explodes the mixture and drives the
engine.
One
In Fig. 3 the rigid electrode, K, is shown enlarged and detached, the inner
end as at k, being preferably made in the form of a yoke; but I do not desire to
be limited to this particular form, as it may be varied to suit circumstances and
conditions. The flexible electrode is preferably made in the form of a bridge, L,
and holds in place the coiled spring portion, l, particularly shown in Fig. 4.
end of the electrode, as at ', projects therefrom so as to contact the rigid electrode
on the cylinder during the reciprocations of the piston. This coiled spring
electrode-or, as I term it elastic electrode-is made of sufficient length, or of a
sufficient number of coils to allow it to stretch out and recoil at each contact with
the rigid electrode, or more properly speaking to be coiled and uncoiled at each
contact, thus rendering the tempering or hardening of such electrode unnecessary.
The advantage of this structure of electrode is, that it is always adapted to make a
flexible and uniform contact with the rigid electrode. Further, by being made
elastic, the speed of contact is uniform and independent of the speed of the piston,
thus producing at all times what is known as a long spark-the reason being that
the free edge of the elastic electrode is held by the edge of the rigid electrode
until the limit of tension of the coiled portion is reached, when the free end is
snapped over rapidly and uniformly, whether the speed of the piston be fast or
slow.
In ordinary spring or flexible contacts, the flexible electrode-especially where
it is located within the cylinder and exposed to the heated gases rapidly parts
with its temper and sooner or later becomes "set" and inefficient to perform the
results desired. The rigid electrode is described as being attached to the cylinder
at or near its closed end, and the elastic electrode is attached to the reciprocating
piston. It will be understood, however, that these parts may be reversed. The
principal result, however, which should be obtained is that the electrodes should be
so constructed and arranged-one on the cylinder and the other on the reciprocating
piston that the flexible electrode is snapped over and forms what I term a
‘primary” spark just before the ending of the backward or before the explosive
mixture attains its greatest compression, and is snapped back after the cylinder has
started on its forward motion and forms a "secondary or explosive spark just
after the mixture has attained its greatest compression, the advantages of which
will be hereinafter more fully set forth.
"
While I prefer to arrange the electrodes as illustrated and described, I do not
desire to be confined strictly thereto, as it may be found that in adapting it to
various circumstances and conditions the same result is obtained by locating and
arranging the electrodes so that a primary spark is formed at any time previous to
final compression of the gases, and the secondary or explosive spark formed at any
time after such final compression.
The other pole of the battery is connected by means of the wire, k², preferably
with a sparking coil, K, and by means of the wire, k³, connected with a brush, k,
adapted to contact the cam, k, at each alternate stroke of the engine to close the
electric circuit with the engine frame and piston, and thereby permit the electrodes

page_text: as they contact with each other to form the desired spark. This kind of structure,
however, is well known in the art, and I merely show it to illustrate one form,
though I do not desire to be limited thereto, as any kind of a mechanical circuit-
maker and breaker may be attached to the engine to alternately open and close the
electric circuit independent of the electrodes at the desired time.
In operation, the crank or fly wheel is operated by hand, so that the piston
will partake of its first forward movement. During this forward movement the
mechanical circuit-breaker keeps the electric circuit broken, and prevents the
electrodes as they pass and contact from the formation of a spark. This forward
movement of the piston creates a vacuum in the cylinder, so that atmospheric
pressure tends to automatically open the inlet valve and admit hydrocarbon and
air in explosive proportions, which are immediately partially vaporized and
volatilized. The backward motion of the reciprocating piston tends to compress
this vaporized explosive mixture, and as now the electric circuit is closed, the
electrodes coming into contact with each other-just previous to the greatest
compression of the explosive mixture-form a primary spark, which perfects the
volatilization of the hydro-carbon and accomplishes what might be termed the
complete enrichment of the air. The motion of the piston continuing to the end
of the rearward stroke, it immediately returns in its forward motion, and the
electrodes again contacting form a secondary or explosive spark and actuate the
engine. The forward motion of the piston being energized by the exploded
mixture, the piston again returns in its backward motion, and, opening the exhaust
valve mechanically, the products of combustion are forced out into the open air.
The electric circuit being broken by a proper circuit connector, the engine
completes its backward motion and starts its return motion, when the inlet valve
opens automatically and admits a fresh supply of hydro-carbon oils and air in the
proper proportions. These elements mixing immediately partially vaporize during
the forward movement of the piston. The piston returning and a primary electric
spark being formed, as the piston nears the limit of its backward motion-just
before the mixture_reaches its greatest compression-it perfects the volatilization
of such mixture. During such volatilization the cylinder is cooled, due to the
cold produced by the complete evaporation of the liquid hydro-carbons which
takes place in the cylinder. On the piston returning to another forward_stroke,
and immediately after the final compression of the mixture, the secondary or
explosive spark is formed, and the mixture exploded and the engine re-energized.
These actions and re-actions take place as long as it is desired to run the engine
and as long as the proper supply of oils or gas and electric current or fire is
furnished.
The principal advantages due to the use of my improvement are, that I have
provided an explosive engine that is alternately cooled and heated during the
operation of the engine, due to the complete evaporation and volatilization of the
hydro-carbons and explosion of the gases in the cylinder, which renders the use
of hydro-carbon oils, gases, &c., more economical in explosive proportions with
atmospheric air, in that all the elements of the hydro-carbons are vaporized-the
heavier as well as the lighter; and, further, the gas is more economically formed
by using an electric spark just before the mixture has been finally compressed.
I have further provided an economical means or method of preparing and exploding
a mixture of hydro-carbon and air in an engine by (1) heating and volatilizing the
explosive mixture by the use of a primary electric spark just previous to its final
compression; and (2) igniting or exploding the same after it has reached its
final compression, which alternately cools the cylinder after each explosion, thus
insuring a more complete combustion of the explosive mixture. Further, by the
use of my improvement-constructed and arranged as above described-all
extraneous means of cooling an engine are dispensed with, which renders the use of
hydro-carbon oils or compressed gases economical and practical, especially in
portable machinery and vehicles. Finally, the arrangement of the firing device
operates to complete or perfect the volatilization of the hydro-carbon and enrichment

page_text: or the air, and explodes the mixture with equal facility in any temperature. It
operates as efficiently in an extremely cold temperature as in a warm temperature,
so that the condition of the surrounding atmosphere in no manner affects the
efficiency of the engine.
While I have described my invention with more or less minuteness and as being
embodied in precise forms, I do not desire to be limited thereto unduly, any more
than is pointed out in the claims. On the contrary, I contemplate all proper changes
in form, construction and arrangement, the omission of parts and substitution of
equivalents, as circumstances may suggest or necessity render expedient. And
while I have given my theory of the actions and re-actions which take place in the
cylinder, I only advance such actions and re-actions as theories and do not desire
to be limited thereby; for it may be found that other actions and re-actions take
place differing radically from what I have set forth, so I do not desire to be in any
way limited or bound by my statements regarding actions..
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. The herein described method of perfecting the volatilization of liquid hydro-
carbons, which consists in first compressing a charge of liquid hydro-carbon and air,
and then applying an electric spark to the mixture of air and hydro-carbons before
final compression thereof, substantially as described.
2. In explosion engines, the herein described method of volatilizing and exploding
a mixture of gas and air, which consists in first admitting a charge of hydro-carbon
and air, then applying an electric spark to the charge previous to final compression
thereof, and then igniting the explosive charge by a second electric spark after
final compression to explode the same, substantially as described.
3. In explosion engines, the method herein described of first admitting an
explosive mixture of hydro-carbon oils and air into a cylinder or other receptacle,
then primarily heating the explosive charge by an electric spark just previous to
the final compression thereof, and then secondarily igniting the explosive mixture
by an electric spark after the final compression of such mixture to explode the
same, substantially as and for the purposes set forth.
4. In an explosion engine, the combination of a frame portion provided with a
cylinder, a reciprocating piston moving in such cylinder, a rigid electrode on one of
such portions-the cylinder or reciprocating piston--an elastic electrode formed of a
helically coiled spring on the other portion with its free end arranged to contact
the rigid electrode and be snapped thereby during the reciprocation of the piston,
substantially as described.
5. In an explosion engine, the combination of a frame portion provided with a
cylinder, a reciprocating piston movably mounted therein, an electrode on such
cylinder portion and an electrode on the reciprocating piston, both of such
electrodes so constructed and arranged that when in an electric circuit they form a
primary spark previous to the ending of the backward movement of the piston,
and a secondary spark after the piston has begun its forward motion, substantially
as described.
6. In an explosion engine, the combination of a cylinder portion, a reciprocating
piston mounted therein, a rigid electrode on such cylinder portion and an elastic
electrode on the piston portion, both of such electrodes being so arranged when in
electric circuit that a primary electric spark is formed previous to the ending of
the backward stroke of the piston, and a secondary spark is formed after the piston
has begun its forward motion, substantially as described.
7. In an explosion engine, the combination of a cylinder portion, a reciprocating
piston mounted therein, a rigid electrode mounted in such cylinder portion, and an
elastic helically coiled electrode mounted on such piston portion, both of such
electrodes being so arranged that when an electric circuit is formed a primary
spark is formed just previous to the end of the backward motion of the piston, and

page_text: a secondary electric spark is formed immediately after the piston has begun its
forward motion, substantially as described.
8. In an explosion engine, the combination of a cylinder, a reciprocating piston
mounted therein, a rigid yoke electrode mounted in the cylinder portion, a
supporting bridge mounted on the piston portion, and an elastic helically coiled
spring electrode on such supporting bridge portion arranged in connection with
the rigid electrode to form an electric spark just previous to the ending of the
backward motion of the piston, and a secondary electric spark immediately after
the piston has begun its forward motion, substantially as described.
9. In an explosion engine, the combination of a cylinder made of thin material
adapted to rapidly radiate heat, a rigid electrode projecting within the cylinder at
or near its head portion, a reciprocating piston mounted in such cylinder, and a
spring electrode projecting from the piston portion to contact the rigid electrode
just before the piston reaches the final limit of its backward motion and form a
primary electric spark, and to form a secondary electric spark immediately after
the piston has begun its forward motion, substantially as described.
10. In an explosion engine, the combination of a frame portion provided with a
cylinder, a piston movably mounted therein, and two electrodes arranged to contact
with each other during the movements of the piston and form a primary spark
previous to final compression of gases and air, and a secondary exploding spark
after such final compression, substantially as described.
Dated this 28th day of October 1895.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.