Improvements in Liquid Hydro-carbon and other Motor Engines.
Year: 1892

page_text: Date of Application, 13th Sept., 1892
Complete Specification Left, 13th June, 1893-Accepted, 15th July, 1893
PROVISIONAL SPECIFICATION.
Improvements in Liquid Hydro-carbon and other Motor Engines.
SAMUEL GRIFFIN of The Kingston Iron Works Bath in the County of
Somerset, Engineer do hereby declare the nature of this invention to be as
follows:-
The first part of my present invention relates to improvements in apparatus for
controlling the supply of liquid hydro-carbon to the spraying nozzles of petroleum
or other liquid hydro-carbon engines similar to that described in my Patent
No. 19962 of 1890.
According to the method there described the petroleum (by the inductive action
of the current of air) is drawn up from a reservoir in which the liquid is main-
tained at a constant level by a method requiring the use of a storage tank not open
to the atmosphere, and which therefore cannot be replenished with oil whilst the
engine is working. In order to avoid this inconvenience I place an open storage
tank at any convenient level so that the liquid hydro-carbon contained in it may
gravitate to the said spraying nozzles, and I so arrange the said apparatus that
when the current of compressed air which atomizes the liquid hydro-carbon is shut
off, the flow of liquid hydro-carbon to the said nozzles is simultaneously cut off by
a piston valve, the stem of which working air tight in the casing to which it is
fitted forms a piston on which the pressure of the current of compressed air passing
to the spraying nozzles acts to open the said valve, and allow the liquid hydro-
carbon also to How to the spraying nozzles. When the current of compressed air
ceases. the pressure is removed from the piston of the valve which is then closed
and held on its seat by a spring, and in this position it prevents any passage of
liquid hydro-carbon to the spraying nozzles. This valve is placed advantageously
as close to the spraying nozzles as possible.
In engines of this type, air is supplied to a reservoir by a compressing pump and
when the required pressure is reached the superfluous air ordinarily passes through
a loaded valve and escapes uselessly into the atmosphere.
Now this invention further relates to the application of a valve in connection
with the compressing pump, so arranged that when the required pressure in the
reservoir is reached the said valve opens and allows the excess air to pass back
into the pump, following the piston on its outward stroke and converting what is
ordinarily a suction stroke of the pump, more or less into a power stroke. The
advantage resulting from this is two-fold for whereas by the ordinary method the
maximum quantity of air is continually passed through the pump, pipes, and
reservoir carrying a proportionately large quantity of floating particles of dust etc.
and thus increasing the tendency to clog the smaller passages of the sprayer etc.,
by this improvement only the quantity of fresh air actually required is drawn in
through the suction valve of the air pump and the tendency to clog by the
accumulation of floating particles in the air is proportionately decreased, whilst at
the same time the pressure of the excess air is utilized in the pump to reduce the
power required for compressing it, thus the amount of power absorbed by the pump
is absolutely pro rata to the amount of air used.
Another feature of this invention is the employment of a valve automatically
worked by the action of the engine for timing the ignition of the working charge
in the cylinder. The ignition being effected by means of an incandescent tube
into which the charge admitted at the proper time. A valve having a long and
enlarged stem working air tight in a suitable casing is pressed by a spring capable
of adjustment against a seating, closing the entrance to the ignition tube. When

page_text: the pressure in the cylinder towards the close of the compression stroke reaches
a certain point (the said spring being suitably adjusted) it acts upon the area due
to the enlargement of the valve stem and causes the valve to lift, thus unclosing the
opening to the ignition tube and establishing communication between the said
ignition tube and the working charge in the cylinder, which is consequently
ignited. When the pressure in the cylinder falls the valve is returned to its
seating by the spring, thus closing the connection between the ignition tube and
the cylinder. Thus without the intervention of any external actuating gear, a full
and free access of the working charge to the ignition tube is ensured at precisely
the right moment at each cycle of the operations. This last portion of the
invention would apply also to ordinary gas motor engines.
Dated this 12th day of September 1892.
SAMUEL GRIFFIN.
COMPLETE SPECIFICATION.
Improvements in Liquid Hydro-carbon and other Motor Engines.
I, SAMUEL GRIFFIN of Kingston Iron Works, Bath in the County of
Somerset, 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 :-
The first part of my present invention relates to improvements in apparatus for
controlling the supply of liquid hydro-carbon to the spraying nozzles of petroleum
or other liquid hydro-carbon engines similar to that described in the Specification
of my Patent No. 19962 of 1890.
According to the method there described the petroleum (by the inductive action
of the current of air) is drawn up from a reservoir in which the liquid is main-
tained at a constant level by a method requiring the use of a storage tank not open
to the atmosphere and which therefore cannot be replenished with oil while the
engine is working. In order to avoid this inconvenience I place an open storage
tank at any convenient level so that the liquid hydro-carbon contained in it may
gravitate to the said spraying nozzle and I so arrange the said apparatus that when
the current of compressed air which atomizes the liquid hydro-carbon is shut off.
The flow of liquid hydro-carbon to the said nozzle is simultaneously cut off by a
piston valve the stem of which working air tight in the casing to which it is fitted
forms a piston on which the pressure of the current of compressed air passing to
the spraying nozzle acts to open the said valve and allow the liquid hydro-carbon
also to flow to the spraying nozzle. When the current of compressed air ceases
the pressure is removed from the piston of the valve which is then closed and held
on its seat by a spring and in this position it prevents any passage of liquid hydro-
carbon to the spraying nozzle. This valve is placed advantageously as close to
the spraying nozzle as possible.
And in order that this part of my said invention may be easily understood and
readily carried into practice I will proceed to describe same with reference to
Figure 1. Sheet 1. of the drawings hereunto annexed which is a sectional view
showing the petroleum cut off valve in an advantageous position with regard to the
spraying nozzles.
A is a cavity into which compressed air (on its way to the spraying nozzles) is
admitted intermittently by the action of suitable mechanism as described in the
Specification of my Patent No. 19962 of 1890.
B. is a casing having a hole through it one end of which communicates with the
said air space A.
C. is a valve the stem of which forming a piston fits air tight in the said casing B
and has a mushroom head C' with a seating on it formed to fit a corresponding seat
made in the casing B. This valve is habitually closed by a spring of suitable
strength D.

page_text: Petroleum is admitted from a suitable reservoir into the cavity E. When the
air under pressure is admitted to the cavity A. it acts also on the end of the piston
stem of the valve C and overcomes the pressure of the spring D thus forcing the
mushroom head C¹ of the valve from its seat and allowing the petroleum to pass
through the passage F to the spraying nozzles where it is converted into spray.
When the compressed air is cut off the pressure is removed from the piston stem
and the spring D forces the valve head C¹ to its seat thus cutting off (practically
simultaneously) the supply of oil to the spraying nozzles also.
In engines of this type air is supplied to a reservoir by a compressing pump
and when the required pressure is reached the superfluous air ordinarily passes
through a loaded valve and escapes uselessly into the atmosphere. Now this
invention further relates to the application of a valve in connection with the
compressing pump so arranged that when the required pressure in the reservoir
is reached the said valve opens and allows the excess air to pass back into the
pump following the piston on its outward stroke and converting what is ordinarily
a suction stroke of the pump more or less into a power stroke.
The advantage
resulting from this is twofold for whereas by the ordinary method the maximum
quantity of air is continually passed through the pump pipes and reservoir carrying
a proportionately large quantity of floating particles of dust etc. thus increasing the
tendency to clog the smaller passages of the sprayer etc. by this improvement
only the quantity of fresh air actually required is drawn in through the suction
valve of the air pump and the tendency to clog by the accumulation of floating
particles in the air is proportionately decreased while at the same time the pressure
of the excess air is utilized in the pump to reduce the power required for com-
pressing it thus the amount of power absorbed by the pump is absolutely pro rata
to the amount of air used.
And in order that this part of my said invention may be easily understood and
readily carried into practice I will proceed to describe same with reference to
Figure 2 Sheet 1 of the drawings hereunto annexed which is a sectional view
showing a portion of the air pump and valve casing. The air pump is fitted with a
suction and delivery valve of which the suction valve is not shown."
A is the delivery valve habitually held on its seat by a suitable spring and
through which air is delivered during the compressing stroke of the pump into the
air receiver B which is in communication with and open to a reservoir of suitable
capacity.
C is a valve opening inwards to the air pump from the receiver B and held on
its seat by a spring D of suitable strength this spring being adjustable to any given
pressure. The action of the valve C is as follows:-When the pressure in the
receiver B rises above the pressure to which the spring D is adjusted the valve C
opens and allows air to pass from the receiver B into the air pump during a portion
or the whole of what is ordinarily a suction stroke. During this action the
ordinary suction valve is not opened and no fresh air is drawn in through it. On
the return stroke the air is forced back into the receiver through the delivery
valve A. As long as the pressure in the receiver B is not in excess of the pressure
to which the spring D is adjusted the valve C is held to its seat and does not affect
the ordinary working of the suction valves.
When
Another feature of this invention is the employment of a valve automatically
worked by the action of the engine for timing the ignition of the working charge
in the cylinder the ignition being effected by means of an incandescent tube into
which the charge is admitted at the proper time. A valve having a long and
enlarged stem working air tight in a suitable casing is pressed by a spring capable
of adjustment against a seating closing the entrance to the ignition tube.
the pressure in the cylinder towards the close of the compression stroke reaches a
certain point (the said spring being suitably adjusted) it acts upon the area due to
the enlargement of the valve stem and causes the valve to lift thus unclosing the
opening to the ignition tube and establishing communication between the said
ignition tube and the working charge in the cylinder which is consequently ignited.

page_text: When the pressure in the cylinder falls the valve is returned to its seating by the
spring thus closing the connection between the ignition tube and the cylinder.
Thus without the intervention of any external actuating gear a full and free access
of the working charge to the ignition tube is ensured at precisely the right moment
at each cycle of the operations. This portion of the invention would apply also to
gas motor engines.
This part of the invention is illustrated in Figure 1 Sheet 2 of the drawings
which is a sectional view.
A is a passage in free communication with the motor cylinder.
B is a casing in which the enlarged stem of the valve C works air tight the
valve itself being habitually held on its seat by the spring D the pressure of which
can be adjusted by the adjusting screw G.
E is a passage closed by the valve C leading to the ignition tube F which is
kept at a proper heat in the ordinary way.
HH are lock nuts forming a suitable stop on the adjusting screw G.
The action of the apparatus is as follows:-
When (in course of the compression stroke of the engine) the pressure in the
motor cylinder reaches a certain point (determined by the adjustment of the
spring D) it acts on the available area of the enlarged sten of the valve C and
opens the valve allowing communication between the passages A and E.
In con-
sequence of this the compressed and inflammable charge is admitted to the igniting
tube and fired. The valve C is held open by the pressure in the cylinder until the
exhaust valve is opened when it is gradually returned to its seat by the spring D
thus again cutting off communication between the ignition tube and the motor
cylinder.
The valve C is thus opened at the same point of each recurring compression
stroke thereby exactly timing the firing of the charge. In starting (owing to the
slower speed when turning the engine by hand) it may be necessary to temporarily
relieve the pressure on the spring D. This is done by turning back the adjusting
screw G until the stop nuts H H reach the position shown in the drawing. When
the engine is running the adjusting screw is turned in the reverse direction until
the stop nuts H H reach the opposite limit of their movement.
It is to be understood that I do not limit myself to the precise arrangements and
details herein described as these may be considerably varied without departing
from the nature of my invention.
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. In a liquid hydro-carbon engine a piston stem valve opened by the pressure
of compressed air and arranged to control the passage of the hydro-carbon to the
spraying nozzles substantially as and for the purposes hereinbefore described.
2. In a liquid hydro-carbon engine a suitably loaded valve situated between
the air pump cylinder and the air reservoir substantially as and for the purpose
herein before described.
3. In a liquid hydro-carbon or other motor engine a valve arranged to control
the communication between the igniting tube and the motor cylinder and actuated
substantially as and for the purpose herein described.
Dated this 13th day of June 1893.
TONGUE & BIRKBECK,
34, Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Applicant.