Improvements in Petroleum and like Internal-combustion Engines.
Year: 1898

page_text: Date of Application, 13th Dec., 1898
PROVISIONAL SPECIFICATION.
Improvements in Petroleum and like Internal-combustion Engines.
I, RANDALL SEPTIMUS BLACKWOOD, of Park Place West, Sunderland, in the
County of Durham, Engineer, do hereby declare the nature of this invention
(as communicated to me by George Henry Rogers, of Pretoria, in the South
African Republic, Engineer) to be as follows:
This invention which relates to petroleum and like internal-combustion
engines embraces means for regulating the supply of the liquid hydrocarbon
employed, for gasifying the said hydrocarbon and for compensating for the
variation in pressure of the gas generated due to the conversion of a liquid
to a gas, for the mode of governing the engine and the construction of the
governor, and also the general arrangement of the engine as a whole.
In carrying out the invention and for the purpose of regulating the supply
of the hydrocarbon fuel to a petroleum engine, the liquid fuel, fed by gravity
or otherwise passes through a valve, which consists intrinsically of a casing
containing a disc seat, perforated at the centre and pierced concentrically by
a tapered spindle, whose greatest diameter is sufficiently large, that the spindle
entirely closes the perforation when urged forward by a screw and hand wheel
in the ordinary manner of a stop valve. The taper of the spindle is so gradual
that an appreciable rotation of the hand wheel alters but little the area of the
annular orifice presented to the passage of the liquid fuel: thus allowing the
supply to be very delicately adjusted. The rim of the hand wheel may be
provided with nicks, notches or holes which engage with an automatic locking
knife-edge, tooth or pin, as the wheel rotates: and the said nicks, notches or
holes, may be graduated, with reference to the supply of liquid fuel.
For the purpose of gasifying the hydrocarbon fuel passages are arranged in
the combustion chamber wall or in an annex thereto by which the liquid hydro-
carbon, leaving the supply valve, flows axially through a roll of wire gauze
with (or without) a solid wire core, and is converted therein into true oil gas,
by the combined effect of the conducted heat of combustion and the disin-
tegrating action of the gauze. From the gauze roll the oil gas escapes into a
compensating tube attached to and formed in the combustion chamber wall,
the "tube" being open to the atmosphere by a small orifice or orifices at its
upper or outer end. This compensator is composed of a tube or tubular stem
open to or communicating with the passage in the combustion chamber wall
containing the wire gauze and extending through an external casing so fitted
with a tubular cover as to leave an adjustable opening or openings for the
admission and egress of air, whilst the gas from the central tube must flow by
a tortuous passage through the annular space between that tube and the
tubular cover before reaching the outer casing. The gas rises within the internal
tube of the compensator except when the sucking action of the cylinder piston
draws the gas downward into the combustion chamber during the whole or a
part of the induction stroke. While in the compensating tube any pressure
of the oil gas is assimilated to atmospheric pressure by contact with the

page_text: fluctuating volume of atmospheric air in the outer casing and hence an uniform
pressure of the igniting charge is maintained, which passes into the combustion
chamber during the induction stroke, beneath an automatic ball valve fitted at
the bottom or inner end of the compensating tube, which valve closes com-
munication between the latter and the combustion chamber during the compres-
sion, motor and exhaust strokes of the piston. The formation of oil gas in
the gauze and its escape into the compensating tube is continuous, but owing
to the intricate passages in the compensating tube through which it would
have to pass on its way to the atmosphere, the gas has not time, under ordinary
working conditions, in the intervals between the induction strokes, to reach
the outer atmosphere before being drawn back into the combustion chamber by
induction only in case of excessive pressure being generated in the gas is
the latter likely to expel all air from the outer casing and escape into the
atmosphere. Although from each charge drawn in beneath the ball valve, a
surplus is frequently (if not always) left in the tube, the said surplus remains
a gas, does not mix with air and is drawn in during the succeeding induction
stroke.
Ignition of the charge is effected by means of a needle fixed to the inner
surface of the exhaust valve, at its centre, forming a prolongation of the
valve's axis beyond the valve seat, into the exhaust port. In form it is a small
sphere made of iron, steel, porcelain, kaolin, or any other refractory material
attached by a narrow neck to the valve, and having one radiating point on
that side of it furthest away from the valve. By the flames of successive
explosions the needle is maintained at igniting temperature; and owing to
its position in the contracted exhaust port, which is always full of the inert
products of combustion previous to compression of the explosive charge, ignition
of the latter does not take place until the moment of greatest compression,
when the said inert products are compressed, into the port, below the point
of the needle-which then, uncovered as it were, fires the compressed charge
as the piston commences to advance. The length of the needle is such that
neither misfiring nor premature firing ever occur.
Governing is effected through the exhaust. When the normal speed of the
engine is exceeded, a centrifugal governor, acting through a movable cam on
the lay shaft, holds the exhaust valve open for a variable portion of the induc-
tion stroke, and thus by allowing some of the inert products of combustion to
return to the cylinder, lessens the length of the explosive charge drawn in after
the exhaust valve is shut; so diminishing the force of the explosion, but not
cutting it out altogether.
A bell-crank lever which opens the exhaust valve has two rollers, one on
each side of its outer arm. One roller is actuated by the positive exhaust cam
fixed on the lay shaft in the ordinary way. A cam, rotating round the lay
shaft, and controlled by the governor, operates the other, holding open the
exhaust valve for a portion of the induction stroke as above described. Normally
the two cams operate simultaneously. When the speed becomes abnormal the
governed cam hangs back, as it were, and prevents the exhaust valve from
closing, until the piston has advanced so far as is necessary to
requisite curtailment of the induction of the explosive charge.
ensure the
The governor consists essentially of a disc fixed on to the end of the lay
shaft, and having pivoted near its circumference, at opposite ends of the same
diameter, two heavy curved levers of identical size and shape, which extend
around the disc, on opposite halves of the same side thereof, towards each
other's pivots, being connected and prevented from flying asunder by a spiral
spring across the centre, and at the back side, of disc. The tension of the
spring is adjusted by means of a thumb screw and nuts, which adjustment
regulates the speed of the engine. The ends of the spring are attached to two
pins projecting from the levers, through the disc, wherein slotted arcs are pro-
vided for the pins' centrifugal motion. A projecting finger or tooth on each

page_text: of the levers, equidistant from the centre of the disc, gears into a corresponding
notch, slot or tooth space on opposite sides of the cylindrical body of a cam,
causing the latter to rotate slightly in one direction when the levers move
centrifugally. The cam rotates upon the central boss of the disc, which in
turn is fixed to, and rotates with, the lay shaft.
WALLACE FAIRWEATHER,
Of the Firm of Cruikshank & Fairweather,
Chartered Patent Agents, 62, Saint Vincent Street, Glasgow,
Agent for the Applicant.
Improvements in Petroleum and like Internal-combustion Engines.
I, RANDALL SEPTIMUS BLACKWOOD, of Park Place West, Sunderland, in the
County of Durham, 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: -
This invention which relates to petroleum and like internal combustion
engines embraces means for regulating the supply of the liquid hydrocarbon
employed for gasifying the said hydrocarbon and for compensating for the
variation in pressure of the gas generated due to the conversion of a liquid
to a gas, for the mode of governing the engine and the construction of the
governor, and also the general arrangement of the engine as a whole.
The invention is illustrated by the accompanying drawings, Fig. 1 being an
elevation partly in section, Fig. 2 a plan, and Fig. 3 a transverse vertical
section of the improved internal combustion engine, and Figs. 4, 5, 6 and 7
are detail views of certain parts of the engine.
In carrying out the invention and for the purpose of regulating the supply
of the hydrocarbon fuel to a petroleum engine, the liquid fuel, fed by gravity
or otherwise passes through a valve A which consists intrinsically of a casing
containing a disc seat, perforated at the centre in the ordinary manner, and
pierced concentrically by a tapered spindle B, whose greatest diameter is
sufficiently large, that the spindle B entirely closes the perforation when urged
forward by a screw and hand wheel C in the ordinary manner of a stop valve.
The taper of the spindle is so gradual that an appreciable rotation of the
hand wheel alters but little the area of the annular orifice presented to the
passage of the liquid fuel, thus allowing the supply to be very delicately
adjusted. The rim of the hand wheel may be provided with nicks, notches
or holes which engage with an automatic locking knife-edge, tooth or pin, as
the wheel rotates: and the said nicks, notches or holes may be graduated, with
reference to the supply of liquid fuel.
For the purpose of gasifying the hydrocarbon fuel passages are arranged in
the wall of the combustion chamber D or in an annex E thereto by which the
liquid hydrocarbon, leaving the supply valve A, flows axially through a roll
of wire gauze F with (or without) a solid wire core, and is converted therein
into true oil gas, by the combined effect of the conducted heat of combustion
and the disintegrating action of the gauze. From the gauze roll F the oil
gas escapes into a compensator G attached to and formed in the combustion
chamber wall or the annex E, the compensator being open to the atmosphere
by a small orifice or orifices G at its upper or outer end. This compensator
is composed of a tube or tubular stem H open to or communicating with the

page_text: passage in the combustion chamber wall containing the wire gauze F and
extending through an internal casing G so fitted with a tubular cover Gas
to leave an adjustable opening or openings G for the admission and egress
of air, whilst the gas from the central tube. H must flow by a tortuous passage
through the annular space between that tube H and the tubular cover G before
reaching the outer casing G. The gas rises within the internal tube" of the
compensator except when the sucking action of the cylinder piston draws the
gas downward into the combustion chamber D during. the whole or a part of
the induction stroke. While in the compensator G any pressure of the oil gas
is assimilated to atmospheric pressure by contact with the fluctuating volume
of atmospheric air in the outer casing G and hence an uniform pressure of
the igniting charge maintained, which passes into the combustion chamber ])
during the induction stroke, beneath an automatic ball valve I shewn at Fig. 4,
and fitted near the bottom or inner end of the tube H, which valve I is forced
upwards against its seat I', and closes communication between the latter and
the combustion chamber 1), during the compression, motor and exhaust strokes
of the piston. The formation of oil gas in the gauze F and its escape into the
compensating tube G is continuous, but owing to the intricate passages in the
compensating tube through which it would have to pass on its way to the
atmosphere, the gas has not time, under ordinary working conditions, in the
intervals between the induction strokes, to reach the outer atmosphere before
being drawn back into the combustion chamber D by induction: only in case
of excessive pressure being generated in the gas is the latter likely to expel
all air from the outer casing G and escape into the atmosphere. Although
from each charge drawn in beneath the ball valve, a surplus is frequently (if
not always) left in the tube, the said surplus remains a gas, does not mix with
air and is drawn in during the succeeding induction stroke.
Ignition of the charge is effected by means of a needle J fixed to the inner
surface on the exhaust valve K, at its centre, forming a prolongation of the
valve's axis beyond the valve seat L, into the exhaust port M. In form it is
a small sphere made of iron, steel, porcelain, kaolin, or any other refractory
material attached by a narrow neck to the valve, and having one radiating
point on that side of it furthest away from the valve K. By the flames of
successive explosions the needle J is maintained at igniting temperature: and
owing to its position in the contracted exhaust port M, which is always full of
the inert products of combustion previous to compression of the explosive
charge, ignition of the latter does not take place until the moment of greatest
compression, when the said inert products are compressed, into the port M
below the point of the needle-which then, uncovered as it were, fires the
compressed charge as the piston commences to advance. Or as shown, the
igniting needle placed in the exhaust valve is preferably surrounded by a tube
which projects into the combustion chamber, the inner end open to the explosive
mixture and the inert gases must be compressed in this tube until the igniting
point is reached by the explosive charge when it is fired. The length of the
needle is such that neither misfiring nor premature firing ever occur.
Governing is effected through the exhaust. When the normal speed of the
engine is exceeded, a centrifugal governor N, acting through a movable cam O,
shewn at Figs. 3 and 5, on the lay shaft P, holds the exhaust valve K open
for a variable portion of the induction stroke, and thus by allowing some of
the inert products of combustion to return to the cylinder D, lessens the
length of the explosive charge drawn in after the exhaust valve is shut; so
diminishing the force of the explosion, but not cutting it out altogether.
A bell-crank lever Q which opens the exhaust valve has two rollers Q', Q²,
one on each side of its outer arm. One roller Q is actuated by the positive
exhaust cam O' fixed on the lay shaft in the ordinary way.
"The cam 0,
rotating round the lay shaft, and controlled by the governor, operates the other
roller Q², holding open the exhaust valve K for a portion of the induction

page_text: stroke as above described. Normally the two cams 0, 01, operate simultaneously.
When the speed becomes abnormal the governed cam hangs back, as it were,
and prevents the exhaust valve K from closing, until the piston has advanced
so far as is necessary to ensure the requisite curtailment of the induction of
the explosive charge.
The governor consists essentially, as shown at Figs. 6 and 7, of a disc N fixed
on to the end of the lay shaft P, and having pivoted at Ní near its circum-
ference, at opposite ends of the same diameter, two heavy curved levers N2 of
identical size and shape, which extend around the disc N, on opposite halves
of the same side thereof, towards each other's pivots, being connected and
prevented from flying asunder by a spiral spring N³ across the centre, and at
the back side of the disc N. The tension of the spring is adjusted by means
of a thumb screw and nuts N, which adjustment regulates the speed of the
engine. The ends of the spring N are attached to two pins № projecting from
the levers N2, through the disc, wherein slotted arcs N are provided for the
pins' centrifugal motion. A projecting finger or tooth N on each of the
levers N equidistant from the centre of the disc N, gears into a corresponding
notch, slot or tooth space 02 on opposite sides of the cylindrical body of a cam 0.
causing the latter to rotate slightly in one direction when the levers N2 move
centrifugally. The cam O rotates upon the central boss Ns of the disc N, which
in turn is fixed to, and rotates with, the lay shaft P.
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. A petroleum or like internal-combustion engine, the several parts of which
are constructed, combined and arranged to operate, substantially as described.
2. In a petroleum or like internal-combustion engine, the combination with
a cylinder having an annex at the rear end thereof, of a compensator for
regulating the pressure of the igniting charge, and an exhaust valve con-
trolled by a governor acting upon a loose cam on the lay shaft in order to delay
the closing of the exhaust valve during a variable portion of the induction
stroke, substantially as described.
3. In petroleum and like internal-combustion engines, a compensator com-
prising an inner open-ended tube communicating with a wire gauze inlet tube
and receiving therefrom the gasified charge, a casing enclosing the said tube
and forming a chamber around it. said casing having a cover partially envelop-
ing the tube, orifices being provided for the admission of air at atmospheric
pressure whereby a uniform pressure of the ignition charge is obtained substan-
tially as described.
4. In petroleum and like internal-combustion engines, a governor arranged
to hold open the exhaust valve for a variable portion of the induction stroke,
and consisting of a disc having weighted lever arms pivoted thereon, each
adapted to engage with and turn a loose cam on the lay shaft, substantially as
described.
!
Dated this 12th day of September 1899.
WALLACE FAIRWEATHER,
Of the Firm of Cruikshank & Fairweather,
Chartered Patent Agents, 62, Saint Vincent Street, Glasgow,
Agent for the Applicant.