Improvements in Oil Engines
Year: 1899

page_text: Date of Application, 13th Nov., 1899
Complete Specification Left, 13th Aug., 1900-Accepted, 13th Feb., 1901
BACTERIAL DIVATION,
Improvements in Oil Engines,
CHARLES ERNEST DAWSON, of Hogarth Works, Chiswick, in the County of
Middlesex, Engineer, do hereby declare the nature of this invention to be as
follows:-
My invention relates to explosion oil engines in which the combustible mixture
is formed by vaporising heavy oil such as "Royal Daylight," and other lamp
oils. The object of my invention is to provide a vaporizer which will not decom-
pose the oil and produce tar, and also to provide an automatic arrangement for
circulating water through the water jacket of such an engine.
The first part of my invention consists in an arrangement of vaporizer which
is heated during the running of the engine by heat obtained from the exhaust
gases but the heat so obtained, and carefully regulated by limiting conduction,
that the vaporizer is always kept at a low temperature, sufficient for vaporizing
but not sufficient to cause destructive distillation, and the production of tar. I
have found by experiment that exhaust vaporizers are very easily overheated,
and I have so devised my new vaporizer that the heat reaching it from the
exhaust never exceeds the amount necessary to vaporize and heat the oil and
entering air charge to a temperature but little exceeding 212° F.
The second part of my invention consists in an arrangement of automatic
diaphragm pump actuated by pressure from the motor cylinder during the
working stroke or pressure from the exhaust gases during the discharge.
The third part of my invention consists in an improved construction of
governor. This governor has a number of sector shaped blocks forming together
in their closed position a ring between a pair of guiding discs.
The rings are controlled by a spring which is slipped over pins attached to
the sides of the sectors. The sectors are adapted to act against a plate and
thereby control the position of a governor rod actuating any of the well-known
governor devices.
The fourth part of my invention consists in an improved form of exhaust
cam in which the cam in addition to being eccentric on the shaft has two grooves
intercepting each other at one point, a sleeve or strap being provided on this
cam for a pivotted snail of a well known type; the whole being adapted to
operate either one exhaust valve in a single engine missing the alternate throw,
or to operate an exhaust valve on each throw alternately for each engine
cylinder in a double cylinder engine.
The fifth part of my invention consists in a combined exhaust and inlet valve
of improved form.
In carrying my invention into effect according to the first part, I provide a
vaporizer which I connect to an exhaust pipe by a metal feather which feather
conducts heat from the exhaust to the vaporizer. I preferably cast part of the
xhaust pipe and the vaporizer together, connecting the two, however, by this
eather only. The vaporizer itself consists of a chamber which may be cylin-

page_text: drical in section or it may be of any other convenient section. This chamber
I sometimes provide with baffle plates to cause the air to pass over an extended
surface. I arrange the vaporizer to be closed by a cover plate or I divide it
Whether I
into two or more parts to allow of ready access to the interior.
use baffle plates or not 1 fill the vaporizer space with coarse copper gauze, or
some metallic conducting material, having large surfaces and sufficient inter-
stices to allow the discharge of air and oil.
I provide the vaporizer with a charge admission passage and a passage opening
to the engine inlet valve, controlled, however by a throttle valve. To the inlet
passage or vaporizer I attach my oil supply device. This consists of a small
cylinder provided with wire gauze surfaces through which the air charge is
drawn. At the lower part of this cylinder I provide a disc loosely fitting the
cylinder and having perforations. This disc is drawn upwards by a spiral spring
and it carries with it a projecting turned pin which pin projects into a recess
somewhat wider than itself in the end of a central oil pipe proceeding from the
upper part of the small cylinder. At the upper end of the pin I place a small
ball valve which may be the ball of a ball bearing. The spring actuated per-
forated plate being thrust up by the spring presses the pin against the ball valve
and thrusts the ball valve against the aperture. This aperture in the stem
referred to leads to the oil supply vessel by means of a suitable pipe connection.
I keep petroleum oil in the supply vessel under pressure of, say, twenty pounds
per square inch above atmosphere. The spring and the ball valve is sufficient
to hold the oil against this pressure. When, however, the engine makes its
suction stroke it reduces the pressure within the vaporizer, the perforated disc
moves downwards, the ball valve thus opens and the oil is discharged on the
perforated plate and taken into the vaporizer with the air supply. Here the oil
is sufficiently heated to vaporize partly and partly by the air current it is
sprayed, and a combustible mixture is thus taken into the engine cylinder.
The mixture is compressed and exploded under compression by the electric spark
or other convenient means. I regulate the engine by throttling the total charge.
By connecting the exhaust pipe by a rib only to the vaporizer the heat supply
to the vaporizer is exactly proportioned to the temperature of the gases passing
through the exhaust. In this way whether running at light or heavy loads just
sufficient heat is always supplied to vaporize the oil and the temperature never
rises so high as to produce tar. I test the temperature of the entering charge
after it leaves the vaporizer and I so regulate the feather section of metal between
the exhaust and the vaporizer that the temperature of the charge leaving the
vaporizer never exceeds 212° F. At this temperature no tar is produced and
the engine works without blocking the piston. I adjust the section between the
vaporizer and exhaust valve by drilling holes in the rib connecting thereto. I
start the engine when cold either by heating the vaporizer by a lamp or by
supplying it with a little light oil such as " Petrol" until the engine is warm.
In carrying out the second part of my invention according to one modification
I provide a pump consisting of a cylindrical vessel having an elastic disphragm
such as leather or insertion cloth (formed of woven fabric embedded in rubber)
bolted across the vessel. In the interior space I provide a spring which thrusts
the diaphragm outwards. This space I fill with water and the space opens to
a valve chamber. The valve chamber is supplied with inlet and outlet ball
valves, preferably of rubber. A cover plate is arranged to enable, the ball valves
to be inserted and withdrawn when necessary. On the interior side of the dia-
phragm I provide a cover plate with a small water space, and I connect this
space to the engine cylinder or to the exhaust valve by means of a suitable pipe
having within it a differential check valve having a regulated aperture permitting
some of the combustion products to pass through it. The differential check
valve consists of an ordinary lift valve with a small hole through it. The bottom
of this valve communicates with the diaphragm chamber so when an explosion
takes place in the cylinder the pressure is transmitted through the small hole

page_text: to the diaphragm and when exhaust takes place the large opening caused by
the lift of the valve allows of immediate return of the diaphragm to its place.
This side and connecting pipe I fill with fluid, which may be water or oil. At
every explosion the pressure acts on the column of fluid outside of the diaphragm
and forces the diaphragm in against the spring. On the release of the pressure
the spring forces out the diaphragm. A pulsating action is thus produced
which pumps water through the water jacket and the flow of water is regulated
automatically in proportion to the pressure attained by the explosions within the
engine. By this device 1 am enabled to circulate water through the water
jacket of an oil engine positively without the necessity of applying a mechanically
operated pump.
It is to be distinctly understood that my new system of vaporizing may be
applied to any explosion oil engine whether of the "Otto" type or the "impulse
every revolution" type. My pump also may be applied to either type of engine.
In carrying the third part of my invention into effect according to one modifi-
cation, the governor has a number of sector shaped blocks forming together in
their closed position a ring between a pair of guiding discs. The rings are
controlled by a spring which is slipped over pins attached to the sides of the
sectors. Each of these sector-shaped blocks is pivoted at one of its outermost
corners to the guiding discs or plates and is provided with a pin which passes
through a curved slot in one of these plates. The two discs or guiding flanges
are united by a boss, which is keyed to a governor shaft, driven at a suitable
speed from the engine. The pins passing through the curved slots are held in
radially by means of an endless spiral or other suitable spring, so that as the
centrifugal force tends to throw them out above their pivots, the spiral spring
resists the motion equally on all the pivoted blocks. A curved plate bevelled
away at its ends has the governor rod attached at its centre, and this plate
passes between the flanges and the governor device, and takes up its position
by gravity or by a spring against the governor blocks. If these governor blocks
are thrown out by the centrifugal force due to the increased speed, then the
governor is brought into action to cut down the speed and if the blocks are com-
pletely contracted, then the governor rod is placed in such a position that it
allows of increase of speed. Any well-known governor devices may be employed
and actuated by this governor rod.
In carrying the fourth part of my invention into effect according to one modi-
fication form an exhaust cam fixed eccentric to the driving shaft with two
grooves intercepting each other at one point, a sleeve or strap being provided
carrying a suitable snail. This sleeve is adapted to operate a rod opening the
exhaust valve. When this device is used in connection with a single Otto cycle
engine, it provides a means for operating the exhaust valve from a shaft driven
at the same speed as the engine, each alternate stroke of the eccentric rod being
idle, or, in a double engine, every stroke of the eccentric rod may be active, the
exhaust valves of the two cylinders being operated alternately by the eccentric
rod. In this type of exhaust cam the eccentric does the work of opening the
exhaust valve. The suail working in the grooved eccentric merely acts to guide
the eccentric strap into the proper longtitudinal position. This does not involve
any expenditure of force as at the moment the longitudinal shift takes place
the eccentric rod is not acting on either valve.
In carrying the fifth part of my invention into effect, according to one modi-
fication, I provide a hollow exhaust valve with a very large stem. Inside this
exhaust valve, and opening into the cylinder, I provide an inlet valve also having
a hollow stem. This latter hollow stem is perforated with a number of holes
which open into an annular space provided in the hollow stem of the exhaust
valve. The vapour for combustion in the engine I carry through the hollow
stem of the inlet valve. It passes into this annular space in the exhaust valve,
and when the inlet valve is opened, passes out through it into the cylinder. The
exhaust valve itself moves in a socket provided with a large annular exhaust

page_text: passage and at its outer end a ring is provided in a groove on the exhaust valve
stem, by means of which a lever operates the exhaust valve against the force
of a spring applied to another part of the lever at the proper moment. A spring
is provided on the outer end of the exhaust valve bearing on a ring on the
tubular inlet valve stem. This holds the inlet valve shut, until decrease of
pressure in the cylinder sucks the inlet valve open, and takes in a charge.
3
1000
5
CHARLES ERNEST DAWSON, of Hogarth Works, Chiswick, in the County of
Middlesex, 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:
-
My invention relates to explosion oil engines in which the combustible-mixture
is formed by vapourizing heavy oil, such as Royal Daylight" and other lamp
oils.
The object of my invention is to provide a vapouriser which will not decompose
the oil and produce tar, and also to provide an automatic arrangement for cir-
culating water through the water jacket of such an engine. A further object
of my invention is to provide an improved governing device for controlling the
speed of the engine, and also an arrangement of inlet and exhaust valve suitable
for an engine in which light oils such as
" Petrole
are employed as the motive
"
power.
The first part of my invention consists in an arrangement of vapouriser which
is heated during the running of the engine by heat obtained from the exhaust
gases but the heat so obtained is carefully regulated by limiting conduction so
that the vapouriser is always kept at a low temperature sufficient for vapourising
but not sufficient to cause destructive distillation and the production of tar. I
have found by experiment that exhaust vapourisers are very easily overheated,
and I have so devised my vapouriser that the heat reaching it from the exhaust
never exceeds the amount necessary to vaporise and heat the oil and entering
air charge to a temperature but little exceeding 212° F. While this temperature
is suitable for heavy oils such as "Royal Daylight," Pennsylvanian, and other
similar oils, I find that with oils having the characteristics of Russian oils it
is necessary to increase the limit of temperature to which the vapouriser is
heated.
The second part of my invention consists in an arrangement of automatic
diaphragm pump actuated by pressure from the motor cylinder during the
working stroke or by pressure from the exhaust gases during the discharge:
The third part of my invention consiste in an improved construction of
governor which is composed of a number of sector shaped blocks forming together
In their closed position a ring between a pair of guiding discs. The rings are
controlled by a spring which is slipped over pins attached to the sides of the

page_text: sectors. The sectors are adapted to act against a plate and thereby control the
position of a governor rod actuating any of the well-known governor devices.
The fourth part of my invention consists in a combined inlet and exhaust
valve of improved form.
In the accompanying drawings:
Figure 1 is a vertical section through the centre of the vapouriser.
Figure 2 is an elevation of the same looking on the oil supply device.
Figure 3 is a sectional plan of the vapouriser on the line.
Figure 4 is a sectional elevation of the pump for automatically controlling
the. supply of water to the engine cylinder jacket.
Figures 5 and 6 are respectively side and sectional elevation of my improved
governing device, and
Figure 7 is a section of the combined inlet and exhaust valve.
In carrying the first part of my invention into effect as illustrated in Figures 1
to 3, I provide a vapouriser consisting of a vaporising chamber a and an oil
supply device b, the chamber a being connected by a metal web or feather e to
an exhaust pipe d. I preferably cast part of the exhaust pipe and vapourizer
chamber together, connecting the two by the feather only, which serves to
conduct the heat of the exhaust gases to the vapourizer. The vapourizer
chamber a may be cylindrical in section, or it may be of any other convenient
section; moreover it may be closed by a cover plate e, and divided into two or
more parts to allow of ready access to the interior. I sometimes provide the
chamber a and cover plate e with baffle plates f to cause the air to pass over
an extended surface. Whether using baffle plates or not, I may fill the vapourizer
space with coarse copper gauze h, or some metallic conducting material having
large surfaces and sufficient interstices to allow the discharge of oil and air.
I provide the vapourizer chamber a with a charge outlet passage k, leading
to the engine inlet valve; the passage being controlled by a throttle valve m.
Into the inlet passage I attach my oil supply and air admission device b.
This consists of a small cylinder n provided with wire gauze surfaces o, o, through
which the air is drawn. At the lower part of this cylinder n I provide a
perforated disc p, loosely fitting and free to slide in the cylinder n. It is pressed
upward by a spiral spring r The disc carries with it a pin q, one of whose
ends, projects into a recess t, bored in the end of a central oil pipe u. The
recess is of somewhat larger diameter than the ends and the bore of the pipe ",
so that a ball-valve, slightly smaller in diameter than the recess t, supported
on the pin-end s, may, when the spring r presses the disc p and pin g upward,
be forced against a valve face y at the upper end of the recess . The lower
end of the ping passes through a guide z, and then through a hole in the
bottom of the cylinder n.
The central oil pipe may be held in position by any suitable means such
as, for instance, by providing it with two small collars (2 and 3) one of which
(2) rests on a support 4, secured to the cylinder n by arms 5; while the other
collar (3) is arranged so that on screwing a cap 6 provided with a support 7,
similar to 4, into the cylinder n, the pipe u is firmly held in the position shewn
in Figure 1.
The pipe u is connected by any suitable means to an oil supply pipe 8. I
keep the petroleum oil in the supply vessel under pressure of, say, ten pounds
per square inch above atmosphere. The spring is sufficient to keep the ball
valve closed against this pressure. When, however, the engine makes its suction
stroke, it reduces the pressure within the vapourizer, the perforated disc p moves
downward, the ball valve thus opens and the oil is discharged on the perforated
disc p, and taken into the vapourizer with the air supply. Here vapourization
of the oil is effected by drawing the air over the heated surface wetted by the
oil.
The combustible mixture is now taken into the engine cylinder, compressed,
and exploded under compression by the electric spark or other convenient means.

page_text: I regulate the engine by throttling the total charge. This is effected by the
throttle valve m, which is closed or partly closed by a governor or other means
when the speed of the engine becomes excessive.
The area of the perforated disc p in relation to the area of the cylinder,
and the strength of the spring r are such that (when the charge is being drawn
into the vapourizer) the valve is opened just enough to pass the quantity of oil
necessary to form the desired proportion of oil to air. Regulation of the engine
is effected by throttling the total charge admitted to the combustion chamber;
consequently with a given area of disc and strength of spring, the proportion
of oil to air remains practically unaltered whether a full or a throttled charge
be delivered to the engine.
By connecting the exhaust pipe to the vapourizer chest by a regulated rib
only, the heat supply to the vapourizer is exactly proportioned to the tempera-
ture of the gases passing through the exhaust pipe. In this way, whether
running at light or heavy loads, just sufficient heat is always supplied to
vapourize the oils and the temperature never rises so high as to produce tar.
I test the temperature of the entering charge after it leaves the vapourizer, and
I regulate the rib section of metal between the exhaust and the vapourizer, s0
that the temperature of the charge leaving the vapourizer never exceeds 212° F.
Regulation of the rib section may be effected by drilling holes 11 in the rib
or feather connecting the vapourizer and exhaust pipe. At this temperature
212° F. no tar is produced and the engine works without blocking the piston.
It is obvious that instead of adopting a connecting web, as above described,
for conveying the heat from the exhaust to the vapouriser, I might surround
the vapouriser chamber with a water jacket which is open to the atmosphere,
and maintain the vapouriser at the proper temperature by passing the exhaust
products from the engine round the water jacket so as to cause the. water to boil.
With oils in which a higher temperature than 212° F. is required for vapourisa-
tion, the water jacket might be closed to the atmosphere and the water boiled
under pressure. Regulation of the pressure within the jacket and consequently
the temperature of the vapouriser could then be effected by means of a relief
valve fitted to the jacket.
I start the engine when cold, either by heating the vapouriser by a lamp or
by supplying it with a little light oil such as "Petrole" until the engine is
warm. This light oil may be supplied by any suitable means such as, for
instance, by a pipe 12 led into the top of the oil supply device b.
Referring to Figure 4 which illustrates my improved diaphragm pump a
casting 13 is formed with two valve chambers 14 and 15 communicating with
the inlet and outlet of the supply of water to the engine cylinder jacket. These
valve chambers are provided with ball valves 16 and 17, preferably formed of
rubber, and a cover plate 18 is fitted for the chambers to enable the valves to
be inserted and withdrawn when necessary.
The chamber 15 communicates by a passage 19 with a cylindrical vessel 20,
formed upon the casting, within which vessel is stretched a flexible diaphragm 21,
of leather or other suitable material, held circumferentially between a bolted
cover 22 and the body of the casting. On the side of the diaphragm adjacent
to the valve chamber I provide a spring 23 which assists to return the diaphragm
when it has been deflected from its unstrained position. To the space between
the diaphragm and the cover I connect a vertical pipe 24 which communicates
with the combustion space of the engine through a differential check valve 25.
This valve is of the ordinary lift type and is provided with a small hole 26
through it which permits some of the combustion products of the engine to
pass through at each explosion into the space communicating with the upper
side of the flexible diaphragm 21. A removable plug 27 is fitted to the valve
chamber which enables the valve to be withdrawn or replaced, and also serves
as a stop to limit its travel upwards. The pipe 24 may, if desired, be filled with
liquid, in which case the level should be some distance below the bottom of the

page_text: valve in order to prevent the passage of the liquid into the cylinder on the
charging stroke of the engine.
When an explosion takes place within the engine cylinder the pressure is
transmitted through the small hole 26 in the check valve to the diaphragm 21,
and when exhaust takes place the large opening caused by the lift of the
valve allows the spring 23 to return the diaphragm immediately to its place.
A pulsating action is thus set up which punips water through the cylinder
jacket, the passage of the water being controlled by the valves 16 and 17. The
How of water is thus regulated automatically in proportion to the pressure
attained by the explosions within the cylinder of the engine. By this device
I am enabled to circulate water through the water jacket of an oil engine
positively without the necessity of applying a mechanically operated pump.
It is to be distinctly understood that my new system of vapourising may be
applied to any explosion oil engine whether of the "Otto" type of the "impulse
every revolution" type. My pump also may be applied to either type of engine.
Referring now to Figures 5 and 6 which illustrate my improved governor,
this governor is composed of a number of sector shaped blocks 30, forming a
ring when in their closed position. These blocks are situated between two guid-
ing discs 31 which are joined together by a boss or sleeve 32 keyed to the
governor shaft 33 which is driven at a suitable speed by the engine. Each of
the blocks 30 is pivotted at one of its outermost corners by a pin 34 to the
discs 31 and has a pin 35 attached to one side projecting through one of the
guiding discs and free to move in a radial slot 36. Passing round the outside
of these pins 35 is an endless spiral spring 37 which tends to hold the blocks
in the closed position. As the governor shaft 33. revolves the blocks 30 tend
to fly out and come in contact with the end of the governor rod 38 which may
be in direct communication with a throttle valve, or some other means whereby
the charge entering the cylinder may be regulated.
Referring now to Figure which represents my combined exhaust and inlet
valve, I provide an exhaust valve with a large hollow stein 46. Inside this
exhaust valve stem and opening into the oil engine cylinder 47 I provide an
inlet valve 48 also having a hollow stem. This latter hollow stem is perforated
near its base by a number of small holes 49 which open into an annular space 50
and thence into the cylinder when the valve opens. The exhaust valve 46 is
surrounded by a large annular space 51 into which the products of combustion
escape on the exhaust stroke of the engine and from this space they are con-
veyed away by exhaust pipe 52. The exhaust valve is operated by a rod 54
and lever 53, which may be connected to the engine shaft by any well known
device which will reciprocate it at the required speed. The spring 55 is pro-
vided for returning the exhaust valve to and holding it in its position. The
lever 53 is attached to a ring 56 which is fitted into a groove turned in the stem
of the exhaust valve. A spring 57 is provided at the outer end of the valve 46
one end of which bears on the end of the exhaust valve and on a ring 58
fastened to the hollow stem of the inlet valve 48 thus keeping the valve 48
shut until the pressure inside the cylinder has decreased so far as to draw in
a fresh charge of combustible.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:-
1.--Controlling the temperature of vapourisation of the combustible in an oil
engine by limiting the conduction of heat to the vapouriser from the exhaust
gases or other source which varies directly with the power developed by the
engine, substantially as described.
2-A vapouriser for an oil engine consisting of a vapourising chamber con-
nected by a web of conducting material to the exhaust pipe of the engine,
substantially as described,

page_text: 3.An automatically acting oil supply device for the vapouriser of an oil
engine consisting of a spring-pressed valve stem which normally holds a valve
shut against the pressure within the oil container, but allows a charge to escape
to the vapouriser on the suction stroke of the engine, substantially as described.
4. In an oil supply device, as claimed in Claim 3, the employment of a disc
upon the valve stem, regulated to the area of the passage and controlled 30 as
to admit oil in proportion to the air being admitted, substantially as described.
5. The construction and arrangement of vapouriser, and oil supply device,
substantially as described with reference to Figures 1 to 3 of the accompanying
drawings.
6. Regulating the quantity of water supplied to the water jacket of an
explosion engine in proportion to the load on the engine by means of a flexible
diaphragm which is subject to the varying pressure within the engine cylinder,
substantially as described.
7. A water supply regulator for an explosion engine consisting of a vessel
divided by a flexible diaphragm into two chambers, one of which communicates
with the inlet and outlet respectively of two non-return valve.chambers con-
nected to the engine jacket, the other space being connected with the combustion
space of the engine through a differential check valve or its equivalent, substan-
tially as described.
8. An explosion engine governor consisting of a number of pivoted sector
shaped blocks and operating by centrifugal force against a retaining spring to
control a throttle valve or other speed regulating device, substantially as described.
9. An explosion engine governor constructed and arranged substantially as
described with reference to Figures 5 and 6 of the accompanying drawings.
10. In an explosion engine, the combination of an exhaust valve having a
hollow stem with an inlet valve, situated within the said stem, and free to move
independently of the exhaust valve, substantially as described.
11. The combined inlet and exhaust valve for an explosion engine, substan-
tially as described and illustrated in the accompanying drawings.
Dated this may go
MARKS & CLERK,
18, Southampton Buildings, London, W.C.,
13, Temple Street, Birmingham, and 25, Cross Street, Manchester,
Agents.
.