Improvements in Internal Combustion Engines.
Year: 1898

page_text: Date of Application, 12th Jan., 1898
Complete Specification Left, 11th Oct., 1898-Accepted, 19th Nov., 1898
'
Improvements in Internal Combustion Engines.
We, JOHN EDWARD THORNTON, of Rokeby, Oldfied Road, Altrincham, in the
County of Chester, Manufacturer, and JAMES POLLARD LEA, of Worsley Mill, Worsley
Street, Huline, Manchester, in the County of Lancaster, Engineer, do hereby declare
the nature of this invention to be as follows:-
This invention relates to improvements in internal combustion engines and is
applicable with special advantage to such as work with heavy petroleuin oil or the
like combustible.
We will describe an oil engine designed to form a reliable, light and conipact motor
which includes the features of this invention.
A cylinder is secured in a casing which it divides into two parts, one end at the
back forming a water space surrounding the cylinder, the other at the front forms a
chamber in which the crank pin and connecting rod work. A piston is fitted to slide
to and fro in the cylinder. The rod which connects it to the crank has a boss at one
end bored to fit the crank pin; at its other end, the rod is formed to the shape of a
recessed cone. A similarly shaped piece forms part of the piston and a truly round
and hardened steel ball fits between these recessed pieces, which are also hardened
and forins the working joint within the piston for the oscillating connecting rod.
A crankshaft is held in a suitable bearing attached to the said casing so that the
crank and crank-pin are within the chamber. The said chamber is suitably closed
from free communication with the atmosphere.
The cylinder is closed at the end remote from the crank-chamber and a passage
leads from that end to a valve of the disc type. In the said passage a heat re-
generator of suitable dimension and surface is placed so that highly heated gases
passing through it deposit a great part of their heat and cool gases or vapour or
spray passing through it are heated thereby. The said regenerator or a part of or in
connection with it will be bot enough to ignite the charge whenever the engine has
been fully started to work.
Opening into the crank chamber is another cylinder placed nearly at a right
angle and in the same plane with the main cylinder. This secondary cylinder is
fitted with a piston which is worked from and controlled by the crank pin through
the intervention of a suitable rod. When this piston has made a certain part (about
three fourth's) of its full outward stroke it uncovers openings in its cylinder wall
which allow air to enter the crank chamber. The piston thus acts as a valve to
admit air to the crank chamber whilst the main piston is making its outward
stroke
The exhaust valve has a disc on its stein so that after rising a certain amount it
closes the exhaust outlet passages; thus leaving a comparatively small space beneath
the open valve cut off from the atmosphere except by a relatively small pipe, at the
base of which is a nozzle arrangement to draw and spray oil whenever air passes it
inwards to the cylinder. The exhaust valve is actuated by a suitably shaped cam.
The action of the engine is as follows-A working or power troke being near com-
pletion air has been slightly compressed in the crank chamber. The exhaust valve

page_text: is now opened, the hot gases pass the regenerator giving up much of their heat
before passing the exhaust valve into the atmosphere. Iminediately after, when the
main piston has traversed rather more than three fourths of its full inward stroke it
uncovers a groove turned inside the cylinder which communicates by cross cut
passages on the exterior with the crank chamber.
The compressed air rushes into the cylinder and pushes out the remaining waste
hot gases. Then the exhaust valve still further rises and cuts off the exhaust outlets.
At this point the secondary piston having made a small part of its outstroke rapidly.
proceeds and draws air into the main cylinder through the only opening available,
namely the pipe and spraying nozzle before described. To reach the cylinder this
mixture must pass through the regenerator where it is heated and the oil thoroughly
vaporized.
Simultaneously or nearly so the main piston on its return stroke re-covers the
groove and cuts off communication between the working end of the cylinder and the
crank chamber and the secondary piston as it nears the completion of its outstroke
uncovers the openings to admit air to the crank-chamber. Air is thus drawn into
the crank-chamber on the outward stroke of the main piston. When the main
piston approaches the end of its outstroke the secondary piston has commenced its
instroke and cut off the air inlet to crank chamber. The secondary piston then com-
pletes its instroke slightly compressing the air and the main piston following this
makes its instroke further compressing the air in the crank chamber. On the
uncovering of the opening in main cylinder by its piston as previously described all
this air passes into, and a small part of it through and out of the cylinder. On the
outward stroke of the main piston the charge in the cylinder is compressed, the
exhaust valve having closed at the proper time and at the completion of such stroke
the charge is ignited and the working stroke ensues.
To control the speed of the engine the crank-chamber is temporarily placed in free
communication with the atmosphere whenever the rate of revolution exceeds the
standard fixed by the governor.
A convenient method of effecting this is as follows.
The secondary piston is not subjected to any great pressure. It is made ex-
ceedingly light and an accurate but easy fit in its cylinder.
Alternatively it may be operated on its outstroke by a cam and lever and returned
by a spring.
Its operation may be suspended at the commencement of its instroke by the
insertion of a catch piece by the governor whenever moderation of the engine speed
is required. When thus suspended the secondary piston leaves the air openings to
crank chamber uncovered.
The modified operations of the engine resulting from this are as follows-
:
On the inward stroke of the inain piston the air in the crank chamber is expelled
through the inlet passages instead of being compressed slightly. The exhaust valve
opens as usual and relieves any excess pressure in the cylinder but when the main
piston uncovers the opening to the crank chamber no air is ready to rush in and
scavenge the main cylinder. There is also no drawing in of a charge by the secondary
piston. On the outward stroke of the main piston the waste gases thus left in the
cylinder are compressed, re-expanded on the inward stroke and this continues until
the secondary piston is allowed to resume its functions, when the charging of the
cylinder is effected as before described.
The oil used at each operation can be measured and forced if required by a pump
of the following construction :-
A plunger has a collar formed on it at one end and it fits a bush with a corres-
ponding collar on it. Between the collars india-rubber washers are placed alternately
with metal washers and the indiarubber washers are cemented to the metal surfaces.
The plunger is worked by a cam and lever and may have a movement variable at
will or under control of the governor. The movement is relatively small and is
permitted by the compressibility of the indiarubber washers. The bush is not bored
right through but is closed at one end except for a smaller opening which permits

page_text: oil to enter or leave the small pump. The nozzle is immersed sufficiently in the oil
or other liquid to be measured. When the plunger makes its stroke to expel liquid
from the pump it does so with comparative rapidity and the liquid issues as a jet
penetrating the liquid covering the orifice. The return stroke of the plunger is
comparatively slow and liquid enters through the orifice. The object is to prevent
any possibility of air interfering with the correct measurement of liquid discharged
at each operation, and to avoid the use of valves or ordinary stuffing box which are
sources of error by their possible erratic action in dealing with very small quantities.
The orifice is not necessarily immersed when the ejection of liquid from it is
progressing but it is immersed when liquid is entering through it into the pump.
The indiarubber is not allowed to come in contact with petroleum or the like but
it is separated from it by water or glycerine or like liquid which has no adverse
action upon it.
The regenerator is modified in dimensions to suit the class of oil or other com-
bustible to be used.
In an engine of this improved type working with gas the regenerator is dispensed
with unless it is desirable (which is not usually the case) to heat the incoming
charge.
For starting the engine the regenerator may be withdrawn or may be so disposed
as to permit of its being heated to the required degree in the first instance, sufficient
heat being imparted to it to maintain its action by the charge as described before
when once the engine is fully, started to work.
We, JOHN EDWARD THORNTON, of Rokeby, Oldfield Road, Altrincham, in the County
of Chester, Manufacturer, and JAMES POLLARD LEA, of Worsley Mills, Hulme,
Manchester, in the County of Lancaster, Engineer, late of 7, Southbank, Renshaw
Street, Altrincham, in the County of Chester, 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 improvements in internal combustion engines, and is
applicable with special advantage to such as work with heavy petroleum oil or the
like combustible.
The invention will be fully described with reference to the accompanying drawings.
Fig. 1 sectional elevation.
Fig. 2 sectional plan on line x-x Fig. 1.
Fig. 3 side elevation.
Fig. 4 end view of eccentric g and pawl R for actuating same.
The casing or casting A comprises a cylinder B in which the piston D works, a
closed or air-tight chamber in which the crank E rotates, a second or auxiliary
cylinder F with a piston G and a combustion chamber H with a vaporizer or charge
heater of special type.
The main or working cylinder B is separated or divided from the air chamber C
by the piston D and is connected thereto by the ports c through which air com-
pressed in the chamber C can at a certain position in the stroke of the piston D pass
into the cylinder B.
At the side of the main cylinder B is placed a secondary or auxiliary cylinder F

page_text: which communicates with the main cylinder B and the air chamber C by the
ports caud c¹.
It is also in connection with the outer atmosphere by the port f.
The piston G is moved to and fro in the cylinder F by an eccentric g and
connecting rod G¹.
The main cylinder at the end remote from the crank is connected with or opens
into a combustion or ignition chamber H at the other end of which is a port / closed
by a valve L of the usual disc type on the end of a reciprocating valve rod L' by
which it is opened and closed.
In the combustion or explosion chamber H is placed a vapourizer or charge heater K
consisting essentially of a block or piece of metal with a number of passages / which
present a large surface to such gases as pass through it in either direction. The
capacity of these passages is small compared to the contents of the main cylinder.
The vapourizer or charge heater K is so constructed and arranged or placed that it
absorbs heat from the intensely hot gases which are in it during the working stroke
of the main piston, and thus it may assume a temperature considerably higher than
that of its working charge when fully expanded. The expanded charge as it leaves
the cylinder passes through the charge heater and carries off any excess of heat.
Thus in ordinary work the vapourizer or charge heater K cannot fall in temperature
lower than that of the fully expanded charge at its moment of exhaust and cannot
rise considerably above it. The vapourizer or charge heater is thus maintained at a
practically uniform temperature. Finely divided oil mixed with a small amount of
air is drawn through the charge heater and heated thereby to vaporize the oil. The
heat thus abstracted is more than replaced during the subsequent explosion or work-
ing stroke.
A part of the vapourizer or charge heater need not be subjected to the
cooling agencies of either the outgoing hot exhaust gases or the cooler incoming
charge and thus part of the heater (advantageously a central hole) may be at a much
higher temperature and serve to ensure the rapid ignition of the compressed working
charge at the right moment.
The spindle or rod L of the exhaust valve L is fitted with a piston valve M which
opens and closes the exhaust port so that the port h serves both for exhaust and
the admission of part of the fresh charge. The oil enters from a pipe N connected
with the oil supply through a nozzle n into the ports n¹ into which air is admitted
through the port n¹¹.
The exhaust gases in escaping pass through the charge inlet port or nozzle h
which extending over the port n¹ is similar in its action to an injector, thereby
preventing the exhaust travelling down the inlet port 11.
The exhaust valve L is actuated by a cam 0 of suitable shape on the crank shaft e
and a spring o¹ on the spindle through a lever (1 pivoted to the side of the casing A
with an adjustable arm o which engages the end of the valve rod L.
The crank E is situated in the air chamber C and is connected to the piston by
the crank rod E¹ being actuated or rotated in the usual way therefrom the rotary
The side of
movement being transmitted to the fly wheel W on the crank shaft e.
the chamber C is made with a cover C through which the crank disc E is inserted in
position. At the opposite side of the chamber is a small shaft or spindle P rotated
as the crank rotates by a drag link or connecting link p fitted to the crank
pin e¹.
The eccentric g by which the auxiliary piston G is actuated is free to rotate
around the shaft and at one side is fitted with a boss with a ratchet notch g¹ therein.
In the notch g¹ a pawl or catch R carried round by the spindle P engages and rotates
the eccentric. Should the pawl R be thrown out of engagement the piston G ceases
to act.
On the end of the spindle P is placed a governor S which as the speed varies
s with a
moves the pivoted lever S¹ to and fro and with it the sliding piece
projection s¹. When the engine is running at normal speed the projection s¹ on the
sliding piece s is clear of the pawl R but when running at an excessive speed the
balls of the governor S expand and draw out the sliding piece s until the projection s¹
engages the tail piece of the pawl R and throws it out of the notch g¹ thus

page_text: allowing the main piston D to make a stroke without the auxiliary piston G being
moved.
The piston G stands when governing so as to leave the port f¹ open and the crank
chamber open to the atmosphere.
The auxiliary piston G performs the double function of a valve to admit air
to the air chamber C and to draw the charge of oil and air into the main
cylinder B..
The operation of the engine is as follows:-
In the position shown in the drawings the main piston D has nearly completed its
working or power stroke. The exhaust valve L is open and the auxiliary piston G
is near the end of its inward stroke, and the main piston has compressed the air
contained in the air chamber C. As soon as the exhaust valve Lis opened the heated
gases of combustion pass through the vapourizer or charge heater K carrying off any
excess of heat from it before passing the exhaust valve L leaving the charge heater K
at a high temperature as previously described. The compressed air in the chamber C
as soon as the upper ends of the ports c c¹ are uncovered, passes through
them into the main cylinder B and expels the remaining products of combus-
tion which have not escaped of their own pressure. As the piston D travels
further the lower ends of the ports c c¹ are closed by it thus shutting off the
crank chamber from the cylinder during the suction stroke of the auxiliary
piston G. At the same time the piston valve M on the exhaust valve spindle L¹
is raised and closes the exhaust port and the auxiliary piston G moves on sharply
its outward stroke. The outward stroke of the auxiliary piston G draws a charge of
oil and air through the port h and charge heater K into the interior of the main
cylinder before the main piston moves sufficiently far on its return stroke to close the
upper end of the port c. The exhaust valve Lis then closed by the operation of the
cam O on the crank shaft and the spring o¹ and the main piston D continues its
return stroke compressing the charge and drawing air into the chamber C through
the port which has been uncovered towards the close of the outward stroke of the
piston G. The combustible part of the charge is thoroughly heated and vapourised
by the charge heater K as it is drawn in, and at the completion of the compression
stroke of the main piston it is ignited and exploded, driving the main piston again
forward.
The auxiliary piston G commencing its return stroke closes the port f¹ as the main
piston approaches the completion of its compressing stroke. Whilst the main piston
is dwelling at its inner dead centre the piston G makes the greater part of its return
stroke forcing the air in the cylinder F into the air chamber through the port f, thus
increasing the amount of air compressed therein which at the end of the power
stroke rushes into the cylinder to force or sweep out the remaining exhaust gases.
The governor acts by stopping the movement of the auxiliary piston G in such a
position for one or more strokes when the speed is too high that air cannot be com-
pressed in chamber C, and also preventing the drawing of a charge into the
cylinder B.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is
1. An internal combustion motor constructed with an auxiliary cylinder and piston
placed at one side of the main cylinder and communicating with both sides of the
piston by suitable ports by which the combustible part of the charge is drawn into
the main cylinder and a quantity of air forced into the air chamber behind the
piston, substantially as described.
2. In an internal combustion engine a vapouriser or charge heater placed in free
communication with the main cylinder so that it absorbs an excess of heat from the
working charge which excess is carried off by the passage of the waste gases through
it in order to maintain the temperature at a uniform degree, substantially as
described.

page_text: 3. An internal combustion motor constructed with a main cylinder and piston, an
air chamber at the back of the piston communicating with the main cylinder by
ports c c¹ in which air is compressed and forced into the main cylinder at the com-
pletion of the stroke of the piston to drive out any waste gases remaining, an
auxiliary cylinder F and piston G communicating both with the main cylinder and
the air chamber by which the combustible part of the charge is drawn into the
main cylinder (and air forced into the chamber) a vapouriser or charge heater
K at the end of the cylinder by which the charge is vapourised and valve L
and port h by which the exhaust is discharged and the combustible part of the fresh
charge drawn in, substantially as described.
4. In an internal combustion motor constructed with main and auxiliary cylinders
the arrangement and combination of parts for actuating the auxiliary piston and
governing the speed of the engine, substantially as described.
5. An internal combustion motor having the several parts constructed and arranged
in combination, substantially as described and shown.
Dated this 10th day of October 1898.
WM. P. THOMPSON & Co.
6, Bank Street, Manchester, Patent Agents.