Improvements in and relating to Gas or Vapour Engines for the Propulsion of Ships and for other Purposes.
Year: 1889

page_text: Date of Application, 26th Mar., 1889
Complete Specification Left, 24th Dec., 1889-Accepted, 25th Jan., 1890
PROVISIONAL SPECIFICATION.
[Communicated from abroad by THE SECOR MARINE PROPELLER COMPANY, Incor-
porated, of No. 69, Wall Street, in the City and State of New York, United
States of America, Manufacturers.]
Improvements in and relating to Gas or Vapour Engines for the
Propulsion of Ships and for other Purposes.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature of
this invention to be as follows:-
The improvement relates particularly to engines employed in the propulsion of
vessels. Certain features however are applicable to engines for other purposes.
In the present example of the improvement each of the combustion chambers is a
source of pressure for another but obviously the pressure generated in each combus-
tion chamber might operate a piston in a cylinder and the pistons so operated might
store up pressure in a receptacle from whence the pressure could be taken to effect
the feeding of the fuel to the different chambers.
The improvement comprises the combination in an engine, of a number of com-
bustion chambers, pipes or conduits leading thereto and connecting with a source of
pressure generated by the combustion chambers, a hydro-carbon receptacle connected
with said pipes or conduits so that the latter may cause the feeding of hydro-carbon
into the chamber. One of the chambers may be a source of pressure for causing the
feeding of fuel to another chamber, or it may store up pressure in a receptacle
onto all the chambers by communicating with a piston and cylinder, and thus causing
air to be compressed in the receptacle.
Each combustion chamber is provided with igniting apparatus for causing an
explosion after the charging of the chamber. Where each chamber is employed to
effect the charging of another chamber a pipe will be extended from the fuel feeder
of the chamber to be fed to the chamber which is to do the work, and to this end the
fuel feeder of each chamber will be connected to another chamber. The fuel may
advantageously be a hydro-carbon, and, when of such character the fuel feeders may
be injectors. Such injectors will be made of a character to effectively spray the
fuel as they feed it into the chambers.
Electric igniting apparatus is advantageous for the chambers and may consist of a
circuit comprising two electrodes, one of which is movable. Such electric apparatus
belonging to each chamber may be operated by a piston or like device actuated
through an explosion in another chamber, and to this end the electric apparatus of
each chamber will be connected with another chamber.
The improvement also comprises valves combined with the ends of the combustion
chambers for opening outwardly under the influence of explosions within the chambers,
and afterwards closing under water pressure to prevent the water from entering the
chambers. Other valves operated manually are combined with the chambers to put
them into or out of operation for propelling a vessel forwardly or rearwardly.
Dated this 26th day of March 1889.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements in and relating to Gas or Vapour Engines for the
Propulsion of Ships and for other Purposes.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex do hereby declare the nature of
this invention and in what manner the same is to be performed to he particularly
described and ascertained in and by the following statement :-
The improvement relates particularly to engines employed in the propulsion of
vessels. Certain features, however, are applicable to engines for other purposes.
In the present example of the improvement, each of the combustion chambers is a
source of pressure for another, but obviously the pressure generated in each com-
bustion chamber might operate a piston in a cylinder and the pistons so operated
might store up pressure in a receptacle from whence the pressure could be taken to
effect the feeding of the fuel to the different chambers.
The improvement comprises the combination in an engine, of a number of com-
bustion chambers, pipes or conduits leading thereto and connecting with a source of
pressure generated by the combustion chambers, a hydro-carbon receptacle connected
with said pipes or conduits so that the latter may cause the feeding of hydro-carbon
into the chamber. One of the chambers may be a source of pressure for causing
the feeding of fuel to another chamber, or it may store up pressure in a receptacle
onto all the chambers by communicating with a piston and cylinder, and thus causing
air to be compressed in the receptacle.
Each combustion chamber is provided with igniting apparatus for causing an
explosion after the charging of the chamber. Where each chamber is employed to
effect the charging of another chamber a pipe will be extended from the fuel feeder
of the chamber to be fed to the chamber which is to do the work, and to this end
the fuel feeder of each chamber will be connected to another chamber. The fuel may
advantageously be a hydro-carbon, and, when of such character the fuel feeders
may he injectors. Such injectors will be made of a character to effectively spray the
fuel as feed it into the climbers.
Electric igniting apparatus is advantageous for the chambers and may consist
of a circuit comprising two electrodes, one of which is movable. Such electric
apparatus belonging to each chamber may be operated by a piston or like device
actuated through an explosion in another chamber, and to this end the electric
apparatus of each chamber will be connected with another chamber.
The improvement also comprises valves combined with the ends of the combustion
chambers for opening outwardly under the influence of explosions within the chambers,
and afterwards closing under water pressure to prevent the water from entering the
chambers. Other valves operated manually are combined with the chambers to put
them into or out of operation for propelling a vessel forwardly or rearwardly.
In the accompanying drawing Figure 1 is a longitudinal section of the aft portion
of a marine vessel embodying the improvement. Figure 2 is a plan view of the marine
engine in said vessel. Figure 3 is a longitudinal section of an injector comprised in
the engine. Figure 4 is a face view of valves controlling the operation of the
engine, certain appurtenances of the valves being also shown. Figure 5 is a face
view of an automatically operating valve included in the engine, as also of certain
appurtenances of this valve. Figure 6 is a vertical, longitudinal section of certain
parts of the engine including this automatic valve. Similar letters of reference
designate corresponding parts in all the figures.
A designates the stern portion of a vessel which may be of any suitable type.
A designates tlie rudder thereof.
B designates chambers which may be made of any suitable metal and which are
arranged in the lower part of the stern portion of the vessel.
In the chambers B explosions are repeatedly made and the force produced by these
explosions is caused to act upon the water adjacent to the vessel so as to effect the
propulsion of the vessel.

page_text: Each chamber B is approximately rectangular in the cross section. The rear end
extends through the stern of the vessel. The front end is bent or extended down-
wardly and opens through the bottom of the vessel. At the rear end each chamber
has combined with it a valve B'. At the forward end it has combined with it a similar
valve B.
When it is desired that the vessel shall be propelled forwardly, the valve B² must
be closed and the valve B' is opened.
The valves B B2 may be operated through the agency of any suitable mechanism.
The valve B is shown fitted in a slide-way b, so that it can he adjusted vertically
therein. Part of this slide-way is made in the form of a trunk extending above the
chamber B. The valve B₁ is provided with a rod which extends up through a stuffing
box with which the trunk is provided. This rod is shown as connected to the cord or
chain 62. This cord or chain passes around a pulley 3, and thence extends to the lower
end of a lever . The lever is fulcrumed to a stand 65, and is provided with a
locking catch 6, whereby the lever may be locked in different positions, to the stand.
The valve rod is also attached to a cord or chain 67, which passes around pulleys.68 6
and is attached to a weight 610. This weight partially counterbalances the valve B¹,
so as to reduce the labor of operating the lever 6.
The lever may be arranged in the pilot-room of the vessel and it is intended to
be represented as in a position accessible to the pilot. It may, however, be arranged
elsewhere if preferred. This mechanism provides for opening and closing the valve B¹
at pleasure.
The valve B is shown as operated in the same manner as the valve B₁, it having
connected to its rod a cord or chain 64, which passes around a pulley 61 and is con-
nected to a lever be. The lever 1 is combined with a stand 6" and locking piece b¹º.
The lever 6 is intended to be arranged close to the lever b.
At the forward extremity of the chamber B there is shown a gate B³, which is
hinged at the rear end to the chamber and connected at the forward end by a link b",
with a screw-rod 61%, that extends upwardly into the vessel through a stuffing box with
which the chamber is provided. A nut ¹s is combined with the screw-rod so that by
rotating this nut, the gate B³ may be lowered or raised to open or close the forward
end of the chamber B. The forward portion of the chamber B is so bent or extended
that in conjunction with the gate B³, when lowered at an angle to the vessel, it will
direct the force produced by explosions within the chamber B, properly to effect a
rearward motion of the vessel. The gate B, instead of being operated by the
mechanism described, might be operated by a cord or chain and lever in a manner
similar to the valves B₁ B⁹.
The valves B1 B2, which have already been referred, are as it will have been under-
stood, intended to operate solely at the will of an attendant. Each chamber B has
also combined with it valves C¹ which are intended to operate automatically. The
valves C will operate only when the valve B₁ is open, and the valves (2 will operate
only when the valve B and gate B³ are open. The object of the valves CC is to
permit of the force of an explosion to be exerted upon the water at either end of the
chamber B, and yet to prevent the subsequent influx of water into the chamber.
Therefore, these valves C¹ open outwardly under the influence of the force
produced within the chamber, and close inwardly when acted upon by the force of
the water outside the chamber.
The construction of the valves CC is somewhat peculiar. As the valves C¹ C*
are alike in construction, it will be necessary to describe but one in detail and
this may be done best by reference to Figures 5 and 6, where the valves Care
shown on an enlarged scale. e designates a frame preferably made of metal and
composed of two upright nails and three cross-rails, two of which connect the ends
of the upright rails and the third of which extends between the upright rails
equidistant from their ends. The frame, therefore, has two rectangular openings.
This frame c fits at the edges in recesses in the side walls and the bottom wall of
the chamber B. It also extends upwardly into a trunk 18; with which the chamber
is provided. A screw-rod c¹ is connected to the frame c and extends through a

page_text: stuffing-box with which the upper part of the trunk 618 is provided. Above the
stuffing-box a nut 2 is located." This nut engages with the screw-rod so that by
manipulating the nut, the screw-rod may be made to raise the frame c wholly into
the trunk, if desired, and to lower it into its normal position.
The valves C are connected to the frame c. The upper valve C is connected at
its upper edge to the top rail of the frame c. The lower valve C is connected at its
lower edge to the lower rail of the frame c. Both of the valves (close against the
middle rail of the frame c. Each of the valves C is composed of a thick sheet of
india rubber c, a sheet of leather ct, arranged adjacent to that side of the sheet of
india-rubber c³, which is next the frame c, a plate of sheet iron e arranged against
the piece of leather, a block or piece of wood es, arranged adjacent to the other side
of the sheet of india-rubber and a plate of sheet iron c', arranged against the outer
.side of the piece of wood. The plate of sheet-iron c³, is of such size that will not
come in contact with the frame c, but may pass into an opening thereof when the
valve of which it forms part is closed. It has been found that this combination of
materials is of great importance in making the valves (C³ for this engine. The
rubber through its elasticity saves the other parts. The leather protects the rubber
and the rubber, by preventing the leather from receiving concussions of violence to
which it would otherwise be subject, renders the leather durable. The sheet-iron and
the wood stiffen the valves, besides protecting the surfaces of the leather and rubber.
The various parts composing each of these valves, may be secured together by means
of screw-bolts and nuts or other analagous devices.
$
"
It will be observed that the several chambers B are numbered 1; 2, 3 and 4.
Each chamber B is provided with an air inlet B consisting, as here shown, of a
conduit arranged above the chamber, but communicating at the ends with the interior
of the chamber. One wall has perforations and combined with the latter are valves B
that are held to their seats by springs and by such pressure as may exist within the
chamber. These valves may be opened by atmospheric pressure outside the chamber
whenever the pressure inside the chamber becomes sufficiently reduced.
E designates injectors. One of these injectors is combined with each of the
chambers B.
"
F designates a receptacle containing a hydro-carbon, such, for instance, as kerosene.
Any fuel which could be used as an equivalent for the hydro-carbon is intended to be
covered by the term "hydro-carbon as, for instance, a gas or coal dust. The
receptacle F is connected by a pipe F¹ with each injector E. A number of
receptacles F corresponding to the number of chambers B would, of course, be the
equivalent of a single receptacle. Each pipe F1 is shown as extending from the lower
portion of the receptacle F to the corresponding injector E and as being provided
near the injector E with a check valve f which will open toward the injector E, hut
will close in the reverse direction. The office of this valve is to exclude from the
pipe F and receptacle any gases or gaseous pressure which may be generated in a
chamber B.
The
Each injector E consists of a shell e, a piece e¹ fitted in the end of the shell e,
which is the further from the pipe D₁ and a piece e³, fitted into the shell e.
piece is provided with two tapering portions which are largest at the ends of the
piece, and which, at their smaller diameters, meet and communicate. The piece e
extends into one of the tapering cavities of the piece e and itself has a tapering hole
throughout its length. It will be seen that the diameter of the outlet of the piece e
is less than the smallest diameter of the piece e'. The space between the piece e
and the tapering cavities of the piece e¹, into which it extends, communicates with the
pipe Fleading from the hydro-carbon receptacle F. The interior of the piece e*
communicates with the pipe D¹, leading from an air reservoir. The force of the com-
pressed air will draw the hydro-carbon into the injector and owing to the peculiar
construction of the piece e¹, will dash the hydro-carbon into a spray. In the form of
the spray, the hydro-carbon enters the chamber B, with the compressed air.
Now will be described an apparatus whereby the hydro-carbon and the air within
the chamber B may be periodically exploded.

page_text: G designates a source of electricity. It may be a battery or a dynamo-electric
machine. G' designates wires extending from the poles of the electric generator to
the electrodes GG. These electrodes extend through the wall of each chamber B
and are adapted to contact with each other within said chamber. They are insulated
from the chamber and from each other. The electrode G³ is stationary. The
electrode G is, however, vertically movable, in order that its inner end which is
bent upwardly toward the inner end of the electrode G may be made to contact
with the electrode G³, or may be separated from the latter, as occasion may require.
It is intended that normally, the electrodes shall be in contact and that they shall be
separated at the proper times to produce sparks whereby the air and sprayed or
vaporized hydro-carbon within the chamber B, may be ignited. A description of the
means whereby the separation of the electrodes and their subsequent contacting are
effected, will be given later.
In the present instance, the fuel feeders here shown as injectors E are combined
with the various chambers so as to be operated by a pressure of air or gas generated
in chambers other than those to which the fuel feeders are connected. It will be seen
that the injector E of the chamber 1 is connected by a pipe D' with the chamber 4,
that the injector E of the chamber 2 is connected by a pipe D with the chamber 3, that
the injector E of the chamber 3 is connected by a pipe with the chamber 1 and
that the injector E of the chamber 4 is connected by a pipe D' with the chamber 2.
When an explosion occurs in any combustion chamber a pressure of air or gas will
flow through the pipe D' connected with that chamber to the injector which is con-
nected with such pipe D, and in this way will cause such injector to introduce into
this combustion chamber a supply of hydro-carbon for an explosion.
Each pipe D has combined with it a check valve d opening toward the injector
belonging to such pipe so as to prevent the passage of any gas or gaseous pressure in
but one direction through such pipe D'. We have shown each injector pipe as pro-
vided with a valve or stop cock I which may be operated to admit a quantity of, air
to either of the combustion chambers for charging it.
The movable electrodes G2 of the igniting apparatus. are suspended by cords /
passing over suitable guide pulleys, springs being introduced between these cords and
the movable electrodes. The cords are connected with piston valves H arranged
in cylinders H connected to the combustion chambers. These cylinders are open to
the combustion chambers. Between the covers of these cylinders and the guides h¹
for the rods of the valve pistons, springs are shown as interposed.
When an explosion occurs in one combustion chamber the ensuing reduction of
pressure causes the descent of the corresponding valve piston. Thus the movable
electrode connected with that valve piston will be separated from those below. But
this will not be the movable electrode of the igniting apparatus belonging to the
chamber in which the explosion just occurred for the piston valve of one chamber is
connected with the movable electrode belonging to another chamber. It will be
seen that the movable electrode of chamber 1 is connected with the piston valve of
chamber 4, that the movable electrode of chamber 2 is connected with the piston
valve of chamber 3, that the movable electrode of chamber 3 is connected with the
piston valve of chamber 1 and that the movable electrode of chamber 4-is connected
with the piston valve of chamber 2.
It will be readily understood that each combustion chamber is charged with air
automatically through the opening of the valves of each chamber B after the
occurrence of each explosion and that each chamber will be charged with fuel and
will have its igniting apparatus operated by the explosion in another chamber.
.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, as communicated to me by my
foreign correspondents I declare that what l'claim is :
1. In an engine the combination of a number of combustion chambers, pipes or
conduits leading thereto and connecting with a source of pressure generated by the
combustion chambers, and a hydro-carbon receptacle connected with said pipes or
si

page_text: conduits so that the latter may cause the feeding of hydro-carbon into the chambers,
substantially as specified.
2. In an engine the combination of a number of combustion chambers, pipes or
conduits conveying the product of combustion from one chamber to another for
the feeding of fuel thereto and an igniting apparatus for said chambers, substantially
as specified.
3. In an engine, the combination of a number of combustion chambers, pipes or
conduits conveying the product of combustion from one chamber to another, igniting
apparatus for each of the chambers, the igniting apparatus of one chamber being
operated from another chamber, substantially as specified.
4. In an engine, the combination of a number of combustion chambers, pipes or
conduits conveying the product of combustion from one chamber to another, pipes
or conduits for conveying a hydro-carbon to the said chambers, the igniting
apparatus of one chamber being operated from another chamber, substantially as
specified.
5. In an engine, the combination of a number of combustion chambers, pipes or
conduits conveying the products of combustion from one of said chambers to another,
an apparatus for igniting the contents of the chamber and motors for operating said
igniting apparatus, substantially as specified.
6. In an engine, the combination of a number of combustion chambers, pipes or
conduits conveying the product of combustion from one chamber to another, pipes or
conduits for conveying a hydro-carbon to the said chambers, injectors for feeding the
hydro-carbon into the chambers and an igniting apparatus for each of the chambers,
substantially as specified.
7. In an engine, the combination with a combustion chamber and an igniting
apparatus therefor, of a motor for operating the igniting apparatus and consisting of
a piston valve operating in a cylinder on the chamber, substantially as specified.
8. In an engine, the combination with a combustion chamber, of a pipe or conduit
leading from a source of air or gas under pressure, an injector communicating with
said pipe or conduit, a receptacle for hydro-carbon communicating with the injector,
the said injector having an outlet comprising two reversely arranged communicating
tapering cavities, one receiving a nozzle that receives air from the said pipe or conduit
and the other opening into the combustion chamber, the diameter of the outlet of
said nozzle being less than tho smallest diameter of the said outlet for the injector,
substantially as specified.
9. In a marine engine, the combination with a combustion chamber opening to
the water, of a source of air or gas under pressure, an inlet for the air or gas to the
combustion chamber, a hydro-carbon inlet, an igniting apparatus, openings for
establishing communication between the combustion chamber and the atmosphere and
valves that will open upon reduction of pressure in the combustion chamber below
atmospheric pressure for allowing the admission of atmospheric air to the said
chamber, substantially as specified.
10. In a marine engine, the combination with a combustion chamber opening to
the water, of an inlet for air or gas under pressure, a hydro-carbon inlet, an igniting
apparatus and a valve located at one end of the chamber and controlling communication
with the water, said valve being capable of opening outwardly when subjected to
excessive pressure within the chamber and of closing inwardly under pressure of the
water, substantially as specified.
11. In a marine engine, the combination of a combustion chamber, an inlet for
air and a hydro-carbon, igniting apparatus, valves for controlling the communi-
cation of the chamber with the water and mechanism extending to the pilot's position
whereby the pilot is enabled to operate said valves, substantially as specified.
Dated this 24th day of December 1889
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.