Improvements in and relating to Petroleum and similar Engines.
Year: 1889

page_text: Date of Application, 14th May, 1889
Complete Specification Left. 12th Mar. 1890-Accented 14th May 1890
PROVISIONAL SPECIFICATION.
Improvements in and relating to Petroleum and similar Engines.
I GEORGE WILLIAM WEATHERHOGG of Swinderby in the County of Lincoln
Engineer, do hereby declare the nature of this invention to be as follows:-
My Invention relates to motive power engines operated by an explosive mixture of
air or other gas capable of supporting combustion combined with the vapour of
benzoline naptha crude petroleum or other hydrocarbon oils and to apparatus for the
production of gas therefor.
The object of my Invention is to more fully utilize the energy developed by the
combustion of such mixtures and to means whereby such engines are rendered safer
and more applicable for general purposes than heretofore.
In petroleum or hydrocarbon engines hitherto constructed great loss of power is
occasioned oweing to the waste heat evolved by combustion of the heavy vaporous
charges, upwards of fifty per cent. constantly escaping through the walls of the
engine and a considerable portion through the exhaust.
The temperature produced in the cylinders of such engines being so high that the
valves and working surfaces of the cylinder and pistons would rapidly deteriorate
unless special provision were made for keeping the heated parts sufficiently cool.
Such provision usually being water circulation around the cylinder in which case
the escaping heat passes away with the cooling water into the atmosphere. Moreover
imperfect combustion usually occurs chiefly oweing to wet precipitation of the vaporous
mixture upon admission into the working cylinder, in which case, when ignition is
effected a sudden expansion of the mixtures ensues developing a large amount of
uncontrollable heat the bulk of which is also lost by radiation or conversion with the
cooling water and exhaust unless special provision be made to use it regeneratively,
and in some cases oweing to the difficulty of firing such charges the greater portion of
the charge passes through the exhaust unconsumed, the results of which are that
the advantages derivable from the expansive principle of working is not fully obtained
and a considerable loss of fuel and power ensues thereby.
In engines of the type in which an explosion takes place once every alternate revo-
lution, or in which a portion of the vaporous products of a previous explosion are
retained in the combustion chamber forming a portion of the next combustible charge,
it is found that if running at a high rate of speed too slow combustion of the charge
also takes place and fouling of the explosive or combustible mixture with the vaporous
products frequently occur whereby the charge sometimes misses fire altogether, or
fires at the wrong time and the best results derivable from a high grade of expansion
is not obtained. Also when such charges are fired by means of a heated tube the
impurity of the charge when in contact with the tube has a tendency to miss fire or.
cause too slow firing, which makes the engine work irregular unless special provision
be made for ventilating the tube after each explosion. Moreover if the charges be of
an uniform composition when ignited; they must of necessity be so rich in hydro-
carbons in order to effect ignition that a sudden explosion ensues causing a heavy
shock to the working parts.
Heretofore it has been customary when working petroleum or hydrocarbon engines
by gas or vapour obtained from petroleum or other hydrocarbon oils or spirits to
employ special vaporizers for generating the gas or vapour on a comparatively large
scale and to store it in a holder from which the engine draws its charge such holder
being liable to take fire when the admission valve of the engine opens to admit the
next charge after an explosion, which seriously affects the working of the engine and
endangers the firing of the reservoir from which the engine draws its oil supply, the
vaporizers being liable to derangement by clogging with the thick residuary of the
oils employed.

page_text: In order to overcome the above defects and obtain the best results derivable from
the use of petroleum or other hydrocarburets according to the present Invention the
gaseous mixtures are introduced into the working cylinder of the engine at a pressure
slightly above the atmosphere and in such a manner as to produce upon ignition a
quiet but rapid combustion of the charge in centradistinction to an explosion. In
charging the cylinder a charge of pure atmospheric air is first adinitted therein,
preferably in a heated state, and the bulk of the explosive mixture afterwards. The
mixtures are compressed into a combustion chamber forming part of the cylinder
along with the air, but these engines run at upwards of 300 revolutions per ininute
the air and gas or vapour would not have time to materially mix so that the
explosive, portion of the charge becomes localised near the point of ignition although
without any sharp limit, when upon ignition the explosive portion of the charge is
almost instantly burned and the products being at a very high temperature more
readily unite with the heated air without condensation, whereby the whole air charge
is heated and employed in producing a gradual development of heat with a corre-
sponding variable expansion of the charge to the termination of the stroke.
The heat evolved by combustion is to a considerable extent regeneratively employed
in the engine, one portion of which warms fresh air which is used so as to cleanse the
cylinder and firing apparatus from the residual products of a previous explosion
without condensing or overcooling of the cylinders internal surfaces, and a further
portion is employed in heating the next incoming charge.
The mode of generating the gases and the arrangement of the engine may be
variously modified in carrying out the invention.
According to one arrangement in a two cycle engine the vaporous products may
be ejected from the engine by means of separate air or vacuum pumps.
The gaseous charges may also be injected into the engine by a separate pump. I
prefer however to dispence with separate air and gas compressing inechanism the
engine being operated in the following manner :-
In a single acting engine the operations of the motor take place in the following
order. Starting from that part of the cycle in which it may be assumed the piston
has completed a stroke and has behind it a compressed charge ready for ignition :-
1. Ignition of the charge imparting expansion of the air and consequent outstroke
of the piston.
2. Instroke of piston partially expelling products of combustion from the cylinder
and combustion chamber..
3. Outstroke of the piston taking in a cleansing charge of air.
4. Instroke of the piston driving out remaining products of previous charge and
purifying the firing apparatus.
5. Outstroke of the piston taking in a second charge of air and the explosive
mixture.
6. Instroke of piston compressing the combustible charge, when the cycle is
complete,
There would thus occur but one impulse or explosion every third revolution of the
engine when in full work.
The Invention however admits of the engine being made double-acting, the impulses
taking place alternately on each side of the motor piston in which case two impulses
are imparted to the engine in three revolutions.
The Invention further consists in improved means of automatically regulating the
oil supplies and in the generating and firing of the combustible charges.
Beyond the end of the combustion chamber of a single-acting engine, or it may be
a prolongation thereof, is fixed a separate casting containing the induction and
eduction valves they being operated by levers and cams upon a second motion shaft
geared to the crank shaft whereby it revolves one third speed of the latter. An air
jacket or hot air chamber, preferably formed around the cylinder and combustion
chamber dividing them into two distinct parts having suitable openings for ingress
and egress of air and warming the combustion chamber by external means previous
to starting the motor.

page_text: The air charges requisite for working the engine are preferably sucked through
that part of the jacket in which the piston works, a pipe or passage communicating
with the jacket and the inlet valves at such times as the air is required to be passed
into the cylinder, by which arrangement the heat evolved by combustion through the
cylinder is to a certain extent trapped in the air space where it mingles with and
heats the air regeneratively. A light check valve, a metalic, woolen or other porous
substance being placed upon the air inlet so as to screen the air from any impurities
and prevent any unnecessary escape of heat therefrom.
By this method of working it will be observed that twice the quantity of air is
constantly drawn through the air jacket than can be drawn by motors in which the
combustible charges are drawn in, compressed by the power piston and fired once
every alternate revolution, whereby the over heated parts may be kept sufficiently
cool without the aid of circulating water.
This part of the invention may however be considerably modified for instance in a
portable engine or where the cylinder would be subject to constant draughts and
especially if working with heavy or non volatile oils, the air may be drawn through a
chamber surrounding the working rods and valves, which would prevent the overheating
of those parts and also enable the air to be warmed before passing into the engine.
To aid in preventing wet precipitation of the gaseous charges I sometimes place
obstructors consisting of perforated plates rings, cones, or rods within the combustion
chamber whereby the mixtures are momentarily deflected and retained therein. These
deflectors retain a portion of the heated products the increment of heat being again
imparted to the next incoming charge.
The air requisite for forming the combustible charges passes through narrow slits
or openings on its way to the cylinder so arranged whereby it forms itself into thin
sheets or films and the gas or vapour is sprayed into it, cominencing when the piston
has travelled about four fifths of its stroke, the gas or vapour being of sufficient
pressure to force itself into the air charge even after the cylinder is filled with air and
in some cases even after the piston has somewhat compressed the air charge, a check
valve being sometimes placed in the air supply passage to prevent any backward flow
up this pipe.
To further prevent precipitation, or any globules of unevaporated liquid passing
into the combustion chamber, I place a ring or series of plates upon the spindle of the
inlet valve, arranged so that when the valve opens to admit a charge the plates pass
into the valve opening and form narrow spaces whereby the globules are crushed and
broken up in passing through the sinall interstices of the valve..
The combustible charge may also consist of a weak but noninflammable charge of
pure air and gas or vapour, the explosive part being adinitted last, as before
described.
The object here being to avoid the shock resulting from a heavy explosion which
would otherwise necessarily result from a perfect admixture of the whole charge, and
the subsequent great loss of heat arising from its combustion.
It will be obvious that the engine may be worked with cold air although at an
increased cost of fuel and complication.
By the present arrangement the gas is produced chiefly by the heat of the engine
itself.
The oil is placed in a reservoir apart from or placed in the framing of the engine.
a small vessel
small force pump, which is also placed in the reservoir or in
connected therewith, forces the oil into a heated chamber or retort consisting of pipes
or a coil of piping formed upon or connected with the exhaust piping whereby the
liquid becomes vaporous or highly superheated by the heat derivable froin the escaping
products of combustion, the vapour of which may he mixed with air and passed direct
into the cylinder. In some cases I prefer however to pass the vapour through a
second heating or drying chamber which may be formed within or connected with
the combustion chamber, or through a coil of piping formed into a retort and
heated by the burner of the igniting flame.
Experience has demonstrated that it is very difficult to employ heavy or non volatile

page_text: oils such as the ordinary petroleum of commerce, I therefore when using such oils
employ a specially constructed retort, heated by extraneous means, consisting of a
box into which the exhaust pipe coils, or dips nearly to the bottom having an outlet
near the top to the atmosphere into which may be fixed a swing or other automatic
valve, so as to prevent the cool air passing into the box, or any unnecessary escape of
heat therefrom. In this box is placed a coil or series of piping so connected that one
end leads to the drying retort or chamber.
Connected to this box is a small kettle or semi-vapourer beneath which are placed
one or more oil burners-hereafter more fully described-the flames of which play
upon the kettle for a short time previous to starting the engine. The coil or piping
last referred to and the oil supply pipe also opens into this kettle; a few charges of
oil being previously pumped therein by hand, the apparatus is sufficiently heated to
vaporize the oil, the vapour gradually expanding passes through the coil or piping of
the retort to the drying chamber thence direct to the cylinder, when on turning the
fly wheel a few times by hand the engine commences to work with the vapour in a
more or less heavy or unevaporated state, but when the engine has been at work some
little time the retort and other parts become further heated and the vapour more
thoroughly gasified before passing into the engine.
The burners are then shut off and the engine works by the gas thus produced with
the heat of the engine.
In order to prevent the oil from leaving the kettle or retort before it becomes
vapourised the ends of the piping are packed with short lengths of fine wire, shot, or
other packing so that the globules of oil are broken up in passing through the
contracted orifices. As in the preceding arrangement a small quantity of air may be
forced into the retort amongst the gaseous vapour.
This may be accomplished by the motor piston driving in a portion of the cleansing
air, the valves being arranged accordingly, or by a small pump worked by the
engine.
The retorts are provided with regulating taps whereby the oil and gas or vapour
are retained therein at a predetermined pressure.
In order to prevent loss of the heated vapour by its passing back up the oil
supply pipe, this pipe is also packed with short lengths of fine wire, shot or other
packing by which means refrigeration is set up in the pipe near the retort which
always keeps it cool and arrests the flow of vapour at that particular part. To prevent
any tar or other impurities passing into the retort, or the cylinder, a small closed
vessel is screwed into the supply pipe near to where refrigeration is set up into which
the sediment collects which is drained off from time to time.
By placing the oil pump amongst the liquid no glands or packings are required the
oil forming its own packing. This pump may be constructed with either a continuous
or intermittent plunger, or rotary feed motion, the feed being regulated by an ordinary
centrifugal governor and trip gear, I may hower automatically regulate both the oil
supply, the generating and the supply of gas or vapour, also the speed of the engine
by the pressure of the oil in the following manner:-
In a plunge pump the plunger may be operated by a graduated cam upon the
second motion shaft geared so as to force a charge of oil into the retort during the air
and gas charging stroke.
A small pressure rod connected to a floating mercurial bell, diaphragm, or piston
and loaded by a weight or spring opens into the delivery valve chamber of the pump
and passing through the cover of the pump box is connected to a rocking lever and
oil supply valve, or tap, the latter being adjustable by hand according to the full
amount of oil required. This pressure rod is weighted to a predetermined pressure at
which it is desired to feed the retort, the whole being arranged whereby when the
engine exceeds its normal speed the pump has a tendency to increase the supply of oil,
but the moment the pressure of oil increases in the delivery valve chamber it raises
the loaded rod causing the rocking lever to more or less close the oil supply valve
checking the generating and supply of gas and the speel of the engine accordingly.

page_text: If the oil pump be worked by a continuous feed motion then when the speed increases
the weighted rod closes the supply valve, but opens a spring valve permitting the oil
to flow. back into the pump box, or the supply valve may have a two way plug and
piping arranged therefor.
When a rotary feed pump is used it is by preference geared to frictional or spur
gearing arranged whereby the pressure rod lessens the feed or stops the generation
and flow of gas or vapour, as in the preceding arrangement.
I would here remark that by pumping only a few charges of oil into the generating
retort at a time or only as it is required in accordance with the power developed by
the engine any risk of accident which might otherwise occur from heating large
bodies of oil and gas or vapour are according to the present arrangement entirely
obviated.
The combustible charges may be fired by means of electricity or other known
means, I prefer however in most cases to fire them by means of a heated plate or
tube, said plate or tube being cleansed after each explosion whereby the charges
are fired without the interposing of a slide or valve between the combustible
mixture and the heated substance. The composition of the charge being such as to
prevent premature ignition.
The retorts and also the igniting plate or tube are heated by a burner specially
constructed to burn with a sinokeless flame. A syphon tube is connected to an oil
vessel containing benzoline or other volatile oils, upon the end of this tube is placed
a regulating and stop tap, screwed into this is a short length of tube packed with
cotton wick or other porous substance. Upon the end of this tube is placed the
burner consisting of a sinall gas generating retort held in a vertical position, the top
part being removeable for cleaning, having an aperture for the outlet of the flame
in the centre. The oil flows upwards into the retort through a very fine orifice
adjusted by a needle valve placed in a vertical position, the bottom part of the retort
is pierced with a number of small holes.
When the retort is heated, which may be done by allowing some of the oil to flow
into the bottom part of the retort and lighted, the draught caused by the burning oil
sucks up the air through the small holes where it becomes mixed with the oil producing
a gaseous flaine of great intensity. A slide or shutter may be placed over the air
openings whereby the flame is made more or less luminous at will.
The burners may
be applied singly or in clusters for heating the vapourizer. It will be obvious that
these burners may be applied for generating steam or other heating purposes.
In a single-acting fixed engine the front end of the cylinder is sometimes made to
open into a closed receptacle or box, which may conveniently form the framework of
the motor in which the crank works
This receptacle is provided with a suitable air inlet covered by fine woven wire, or
a flap valve through which the air is sucked for working the engine thereby taking
away any vaporous air or smell from the engine room.
The engine may be made to work either way about by supplying two sets of cam
motions placed upon a sleeve sliding in a feather on the second motion shaft. The
cains acting upon intermediary levers which operate the respective valve levers
arranged so that when it is required to reverse the motor these levers open the air
and exhaust valves simultaneously.
In cases where it is requisite to reverse and start the motor a reservoir of coin-
pressed air, or the gaseous products, which is charged by the motor piston through
suitable valves, is employed therefor.
In a double-acting engine the front end of the cylinder is closed by a cover in
which is placed a long tubular sleeve through which the piston rod works, this sleeve
has annular grooves formed therein so as to prevent leakage, a conical metallic or
other packing is fitted into a gland box, the packing is pressed into the gland box by
a strong spring held in place by an ordinary screw or other gland. The sleeve has
an outer casing through which air or oil may be passed for keeping the rod cool.
The combustion chamber is formed partly alongside the cylinder opening into each

page_text: end cover by suitable passages, a partition being cast therein so as to divide the
chamber into two distinct parts.
When the charges are fired by means of heated plates or tubes, two plates or
tubes, one for each chamber, open into a single chimney or retort whereby they may
be heated by a single burner.
The valves and other parts being suitably arranged therefor. The action of the
valves being similar to those described for single action will be understood without
further description.
The pistons of both single & double-acting motors are connected to the crank
shaft by ordinary connecting rods. The pistons are tightened externally by the
following means:-A conical plate fitting upon angular glut pieces, or a conical ring
in the head of the piston and covered by an outer plate. The conical plate is provided
with a central draw bolt which passes through one part of the cross head, and also
through a hollow piston rod, when the latter is employed. The plate is drawn
through the head of the piston by the draw bolt, which laterally expands the rings of
the piston, the cone being held in position by lock nuts upon the bolt and cross head.
In some cases, as in a portable engine, or when using thick heavy oils, one part of
the bed plate may be formed into a water tank over which the oil reservoir is placed.
The outer end of the exhaust pipe is provided with a large conical or other casting
which delivers the exhaust products over the surface of the water heating it until a
steamy vapour arises therefrom, the vapour of which passes around the oil reservoir
and warms the oil somewhat before being pumped into the vaporizing retort whereby
the oil is more readily vapourised, the steamy vapour escapeing into the atmosphere at
about atmospheric pressure.
In this arrangement the oil reservoir may consist of a series of piping so as
to prevent a larger heating surface, or the piping may be placed amongst the
water therefor.
When the latter plan is adopted a shutter or bye pass plate is arranged so that the
whole or any portion of the exhaust products may pass direct into the atmosphere in
order to prevent the oil from becoming overheated before leaving the reservoir.
In a portable engine the combustion chamber, retorts & similar working parts are
housed over to keep out the wind and rain.
The fact of being able to work the engine by means of producer or water gas gives
to this system the advantage of the motors being employed for all purposes and at
any time where either coal or petroleum is obtainable.
It will also be obvious that ordinary coal gas may be employed therefor.
TX
14th day of Nov 1980
COMPLETE SPECIFICATION.
Improvements in and relating to Petroleum and similar Engines.
I GEORGE WILLIAM WEATHERHOGG of Swinderby in the County of Lincoln
Engineer do hereby declare the nature of my invention for IMPROVEMENTS IN AND
RELATING TO PETROLEUM AND SIMILAR ENGINES 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 motive power engines operated by an explosive mixture of
air or other gas capable of supporting combustion with the vapour of benzoline
naptha crude petroleuin or other hydrocarbon oils and to apparatus for the production
of gas therefor parts of which are applicable for other heating purposes.
The object of my Invention is to more fully utilize the energy developed by the
combustion of such mixtures and to means whereby such engines are rendered safer
and more applicable for general purposes than heretofore.
In petroleum or other hydrocarbon engines hitherto constructed great loss of

page_text: power is occasioned oweing to the waste heat evolved by combustion of the heavy
vaporous charges, upwards of fifty per cent. escaping through the walls of the
engine and a considerable portion through the exhaust, the temperature produced in
the cylinders of such engines being so high that the valves and working surfaces
of the cylinder and pistons would rapidly deteriorate unless special provision be made
for keeping the heated parts sufficiently cool, such provision usually consisting
of a water jacket around the cylinder great loss of heat being thus unavoidably
involved. Moreover imperfect combustion usually occurs partly oweing to wet
precipitation of the vapour in the cylinder prior to ignition and partly oweing to
imperfect mixture of the explosives thereby rendering the charges difficult and
uncertain in firing at the proper time, a further loss of heat and power being thus
unnecessarily involved.
In some petroleum engines a considerable quantity, or large bodies, of the explosive
mixture is stored in a reservoir from which it is admitted into the cylinders such
mixtures being at times liable to take fire in the reservoir which when occuring
considerable danger and risk of breakage is involved; moreover when the latter plan
is adopted vaporisation is incomplete oweing to the walls of the reservoir being
incapable of imparting sufficient heat to rapidly vaporise a large body of liquid,
hence it follows that a considerable portion of the hydrocarbons pass into the
cylinder in a heavy or non vaporous state which partly precipitates. before ignition
whether the samne be admitted along with a body of atmospheric air or separately, such
precipitation causing incomplete combustion until nearly the end of the stroke and in
some cases a considerable portion passes through the exhaust unconsumed, the results
of which are that the advantages derivable from the expansive principle of working is
not fully obtained and a considerable loss of power ensues thereby.
In the arrangements which are the subject of my invention I endeavour to obviate
the disadvantages of existing petroleum, or hydrocarbon engines, above referred to
without the countervailing defects occurring thereby.
I employ a cylinder having one or more combustion chambers in connection there-
with for containing the combustible charges it being arranged to fire the charges
alternately on each side of the motor piston, or one side only as desired. The charges
may be fired every alternate revolution, but I prefer to adopt the method of working
known as the three cycle arrangement whereby a charge of air is introduced and
expelled from the cylinder prior to the introduction of the explosive charge by which
means two impulses are imparted to the crank shaft in three revolutions of the
engine, when the charges are fired alternately on each side of the piston, or one
impulse when fired on one side only. When fired on one side of the piston the
action of the air and gas or vapour takes place in the following order, assuming the
combustion chamber to contain a compressed charge ready for ignition :-
(1) Ignition of the charge which forces the piston outwards.
(2) Instroke of the piston partially expelling the products of combustion.
(3) Outstroke of the piston taking in a cleansing charge of air.
(4) Instroke of piston expelling air charge and more products.
(5) Outstroke of the piston taking in the combustible charge.
(6) Instroke of piston compressing the previous charge when the cycle of
operations are complete.
Similar action taking place when fired alternately each side of the piston.
In describing more fully the working of the engine during the six divisions
of the cycle of operations, the ignition takes place at about the commencement of
the stroke which causes it to explode at once producing a high degree of pressure
and temperature, but as a volume of non-explosive air, equal to or greater than
the cube of the combustion chamber, remains in front of the more explosive portion
of the charge the latter imparts a considerable portion of its heat to the volume
of air which reduces the temperature and expands the air to the termination of the
stroke.
On the return stroke of the piston the exhaust products are exhausted into a
closed receptacle, or evaporator, for vaporising the oil previous to their passing

page_text: into the atmosphere. Upon the next, or third outstroke, the piston draws in the
fresh air charge and also sucks out any products remaining in the firing apparatus.
This air takes up considerable heat from the hot walls of the cylinder and may
be driven through the evaporator, or direct into the atmosphere as desired. Upon
the next or fifth outstroke of the piston the air and combustible vapour requisite
for the next combustible charge is taken in, the working valves being arranged
accordingly, but as the engine runs at a considerable speed and the explosive
portion of the charge is taken in during the latter part of the stroke it will not
have time to materially mix with the volume of air next the pisten before ignition
thereby saving a portion of heat which would otherwise be lost.
Circulating water may be employed in the engine for preventing overheating
but in some cases such as for portable purposes and where the engine is placed
in exposed situations or a low temperature of the atmosphere, I inay surround
the walls of the cylinder and combustion chamber with an outer casing formning
one or more air spaces between which and the atmosphere is placed an automatic
valve, woolen or other porous substance, it being arranged whereby the heat com-
municated to the cylinder walls may be trapped, or retained therein as far as
possible instead of being conducted away and lost. When so arranged I. preferably
draw the cleansing air, and sometimes also the air required for forming the com-
bustible charges through that portion of the air space, or jacket, in which the
piston works by which means the working parts are kept sufficiently cool without
the aid of water. Moreover by these means the separate air charges become warmed
before passing into the cylinder which prevents condensation of its inner walls,
especially when the engine is working intermittently with a light load. This
caloric insulation of the cylinder serves a twofold purpose. a. By arresting the
escaping heat as far as practicable I prevent loss of energy which would other-
wise be wasted. b. By cleansing the cylinder with warm air the non-cooling
of its inner walls tends to prevent wet precipitation of the explosive vapour upon
its entry into the cylinder. Also the engine may be worked with greater certainty
of ignition at the proper time and with the full advantages of a higher grade of
expansion and economy by the regenerative action which is effected in utilizing a
portion of the evolved heat. I would here remark however that I lay no claim
to the means described. of warming the air requisite for forming the combustible
charges alone, neither do I confine myself solely to the means described of admitting
to the cylinder a charge of warm cleansing air as cool air inay be used therefor.
Jn the three Sheets of Drawings accompanying this specification are shewn the
various arrangements of parts of an engine embodying my invention similar
letters of reference indicating like parts throughout in which Fig. 1 is a
sectional elevation of a single-acting engine and Fig. 2 end views of same partly
in section. A is the cylinder a¹ the combustion chamber B a prolongation thereof
upon which are fixed the induction and eduction valves, which are of the ordinary
lift type, b¹ is a separate air inlet valve which may also be used for exhausting
the air charges from the cylinder, when not passing it through the evaporator,
6 is the exhaust valve. The valves are operated by cams and levers C from the
side shaft D which is geared to the crank shaft by suitable wheels (not shown)
in such a manner whereby it makes one revolution to three of the engine. The
cylinder is shewn bolted to a box shaped casting E having passages et communi-
cating with the air spaces ell and a flap valve F through which air is drawn into
the cylinder. The air charges in passing through the box takes back any vaporous
fumes from the cylinder from whence it escapes through the exhaust into the
atinosphere whilst the closed box to a great extent prevents dust or grit getting
into the cylinder. f are removable perforated plates which retain some of the heat
of combustion, the increment of heat being again imparted to the next incoming
charge. G is a vapour and air mixing chamber The air is sucked through the valve gi
and passes through a narrow opening g formed by the casting glii above which
is placed the vapour inlet valve H the air thus momentarily forms itself into a

page_text: thin sheet or film whereby on opening of the valve H the vapour is sprayed
through the air and becomes thoroughly mixed therewith. The charge then passes
into the cylinder by way of valve, both the latter valves being operated by
levers and cains from the side shaft D at this juncture, h are perforated plates
or rings secured upon the spindle of the valve h¹ so that when this valve opens
the plates pass into the opening forming a narrow space whereby any globules of
unevaporated oil are crushed and broken up in passing through the
interstices. If cooling water be employed in the air jacket spaces of the cylinder
I may dispense with the air valve bi the air then being taken through the valve h',
a suitable projection being made on the cam when so arranged.
narrow
I is the oil reservoir which slides within the bed plate and is secured therein
by a door . A small oil forcing pump it is bolted by a flange to the bed plate
and is immersed in the oil in cistern I which obviates the use of packings for
the pump. This pump is connected to the lever of the vapour inlet valve by a
rocking shaft and rods J which are under the control of an ordinary governor
(not shewn) which regulates the speed of the engine and generation of gas or
vapour by cutting off both the vapour and oils supplys upon excess of speed.
The plunger of the oil pump is held up by the action of a spring, to the lever
which enables the pump to be operated by hand, when desired. K is a regulating
screw for adjusting the stroke of the pump plunger.
776
M is an evaporator for vaporising the oil consisting of a closed vessel in which
are placed a number of pipes m preferably flattened or elongated. m³ ³ are removable
covers having ports and passages formed therein corresponding to the openings of
the pipes, the lower one forming a semivapourer which is temporily heated before
starting to work so as to vaporize sufficient vapour to work the motor. The tubes
and the lower part of the evaporator are preferably made of copper or other good
conducting material. The pipes are preferably provided with central cores (not
shewn) consisting of metal wood, or other heat-resisting substances so as to contract
their areas and respective outlets. These cores are preferably made with serated
sides so that any fatty substances may adhere thereto and are easily renovable
for cleaning. The exhausts of the engine pass amongst & around the pipes
previous to passing into the atmosphere. I sometimes fix a check valve N upon
the outlet. pipe so as to retain a portion of the gases therein at a slight pressure
and prevent the cool air passing into the evaporator at any unnecessary escape of
heat therefrom, by which means the temperature of the evaporator is considerably
augmented. The pump forces the oil into the evaporator through the pipe and
then traverses through the pipes as indicated by the arrows. To prevent the oil
from leaving the evaporator until it becomes fully vaporised the outlet pipes are
packed with wire gauze, cotton waste or other equivalent substances. Some of the
pipes m may also be tightly packed therefor. In order to prevent loss of vapour
by its passing back up the oil supply pipe n this pipe is packed with short lengths
of fine wire, shot, or other packing, by which means refrigeration is set up in the
pipe arresting the flow of vapour therein. To prevent any impurities passing into
the cylinder a small closed vessel may be screwed into the supply pipe, or into
the semivapourer into which the sediment may collect and be drained off by a
cock.
The
For starting purposes a small quantity of air may be driven into the evaporation
along with the oil, the vapour inlet valve being held open during the compression
stroke by a tempory cam (not shewn). When thick heavy oils are used I prefer to
pass the vapour through a second drying chamber or retort which as shewn in Fig. 1
is. constructed of a coil of piping connected to the evaporator by a pipe O.
top of the coil is provided with a stop cock near of which leads the vapour to the
supply valve.
In this arrangement I shew a heated tube for firing the charges, this
tube is cleansed after each explosion (as before described) and in some cases such
as where light oils or spirits are employed is designed to work without the inter-
vention of a valve between the tube and the explosive charges, but where heavy oila
are used especially in a three cycle engine-I preferably employ a valve P which is

page_text: worked by a cam from the shaft D the cam being arranged to raise the valve so as
to prevent any cooling of the tube by the charges of air, which would otherwise
pass up during the cleansing and compression strokes of the engine, when slightly
before the proper time for ignition the cam permits the valve to drop on its sent
which opens communication with the tube & the explosive mixture. When the valve
is raised towards its upper seating the top part of the spindle nearly fits the hole p¹, and
in case of the valve not fitting tight on its upper seating any leakage of air is carried off
by small chases cut in the valve spindle which assists in keeping the spindle cool. It
will be understood however that in the latter arrangement, the valve opens communication
with the cylinder and tube for cleansing it of products, and that the charges may be fired
by means of electricity, or other known means. For heating the tube and evaporator
I may employ vapour generated from the working fluids in any well known inanner.
I also construct a smokeless burner for heating the firing tube as shewn in Fig. 8.
A syphon tube S is connected to a small vessel's holding naptha or other volatile
oils or spirits. One end of the tube (next the burner) contains a regulating tap T
into which is screwed a short piece of pipe t¹ packed with fine wires, cotton wick, or
other porous substance, connected to this pipe is a small egg shaped retort U opening
near its centre & placed in a vertical position, the bottom part has a number of
small holes u¹ which admits air therein, and the upper part has a central opening
about half an inch in diameter. When the retort is heated, which may be done by
allowing some of the liquid to flow therein through the needle regulated opening V
the draught caused by the burning oil sucks in the air through the small holes
where it becomes mixed with the oil producing a flame of great intensity.
A number of these burners may be connected to one vessel for heating the
evaporator as shewn in plan Fig. 9. Figures 3. 4. 5. 6 and 7. shew a method which
I sometimes adopt for tightening the piston rings in the larger sizes, Fig. 3 being
a section through the piston. Figs. 4 and 5 plan and front end views, whilst 6 and 7
are views of the plates for same. Q is a conical plate fitting into angular glut
pieces a square headed central drawbolt qfits into the plate Q which when in
position is covered by a plate R secured by studs to the head of the piston as shewn.
To set up the rings the draw bolt is set up by the lock nuts as shewn which expand
the rings laterally as required. This arrangement is equally applicable to the piston
of a double-acting engine the draw bolt passing through a hollow piston rod is
secured to the cross head similar to the arrangement shewn. When the engine is
constructed to fire the charges on each side of the piston the front end is closed by
a cover in which is preferably fixed a long tubular sleeve having annular grooves
formed therein to prevent leakage, a conical metallic or other packing is fitted into
a gland box held in position by a strong spring. The combustion chambers are
preferably placed along side, or underneath the cylinder, the other parts and action
of the engine being similarly arranged-as before described. The engine can be
worked with water gas, producer gas, or ordinary lighting gas.
In my provisional specification I referred to a modification of regulating the speed
of the engine by the pressure of the oil and to other means of supplying the oil,
also to means for reversing the engine; but as I do not now consider such arrange-
ments so advantageous in practice I lay no claim thereto.
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 in respect of my improvements in engines or notors of the class herein before
described is :-
(1) A petroleum or other liquid hydrocarbon engine arranged to utilize part of
the heat evolved by the combustion of a previous explosion in order to raise the
temperature of the next incoming charge substantially as described and shewn.
(2) A pump for the supply of petroleum which pump is immersed in the oil cistern
of the engine to prevent leakage of the working fluid without the aid of glands or
other packings.substantially as described and shewn.
(3) The arrangement of the pump constructed whereby its plunger moves in

page_text: conformity with the six periods of the cycle of operations the supply being regulated
by a valve located in the supply pipe and operated by the governor so as to cut out
the charges from the evaporator and stop the supply of vapour to the cylinder upon
excess of speed the quantity of supply being regulated by hand, substantially as
described and shewn.
(4) The evaporating device comprising a box containing a number of flattened
or elongated tubes arranged whereby the vapour flows through the whole of the
tubes and a small quantity falls to the semi-vapourer, or bottom of the apparatus
substantially as and for the purposes described.
(5) The combination with the mechanism described in the preceding clauses of a
packed tube for preventing the vapour flowing back up the supply pipe sub-
stantially as described and shewn.
(6) The peculiar construction of the air and vapour mixing chamber whereby the
air momentarily passes the vapour inlet valve in a thin sheet or films substantially as
and for the purpose herein described.
(7) Providing the evaporator with a check valve N or its equivalent substantially
as and for the purposes herein described.
(8) Drawing back into the cylinder any vaporous air or products from the box E
with the cleansing air charge and afterwards sending it through the exhaust sub-
stantially as and for the purpose herein described.
(9) Placing plates or rings upon the charging valve substantially as and for
the purpose herein described.
(10) Tightening the piston rings substantially as described and shewn in
Figures 3. 4. 5. 6 and 7 of the drawings.
(11) Constructing the heating burners substantially as and for the purposes herein
described and set forth.
(12) The improved engine or motor consisting of the parts constructed and combined
substantially as described with reference to Figures 1 and 2 of the accompanying
drawings and operating as set forth.
Dated this 12th day of March 1890.
GEORGE WILLIAM WEATHERHOGG.