William Dent Priestman
| William Dent Priestman | |
|---|---|
| Born |
23 August 1847 Sutton-on-Hull, Kingston upon Hull, England |
| Died | 7 September 1936 (aged 89) Kingston upon Hull |
| Education | Bootham School |
| Known for | internal combustion oil engine pioneer |
William Dent Priestman, born in 1847 near Kingston upon Hull was a Quaker and engineering pioneer, inventor of the Priestman Oil Engine, and co-founder with his brother Samuel of the Priestman Brothers engineering company, manufacturers of cranes, winches and excavators.
William along with ten other offspring was the son of Leeds corn-miller (and latterly NER director) Samuel Priestman.
He was educated at Bootham School in York, and then apprenticed at the Humber Iron Works, later at the North Eastern Railway (NER) in Gateshead. In 1869 He then joined the engineering company owned by William Armstrong. (William Armstrong & Company, later to become Armstrong Whitworth).
His father purchased the Holderness Foundry in Hull, and he began to do business independently; his brother joined him at the company, which later became Priestman Brothers.
In the 1870s a license to manufacture petrol engines (of a type designed by Eugène Etève, similar to Étienne Lenoir's engines) was obtained. The dangers and insurance costs of engines run on highly flammable petrol caused him to investigate the use of lamp oil in internal combustion engines. He obtained patents, including a patent for an oil vaporiser in 1885. His investigations led him to develop one of the first reliable engines to work on a fuel heavier (more viscous and with a higher boiling point) than petrol., known as the 'Priestman Oil Engine'.
In 1894 William and Samuel Priestman were given the John Scott Award for their engine.
Having lost control of the Priestman company in 1895 following insolvency William spent the rest of his life helping others. He died in Hull in 1936.
The Priestman Oil Engine used a pressurised fuel tank, and fuel injection through a nozzle into a chamber heated by exhaust gasses in order to create a suitably combustable mixture in the cylinder. Incomplete vaporisation of the fuel resulted in some condensation on the walls of the cylinder; as a result the fuel both lubricated the cylinder as well as providing power. The engine also controlled the speed by connections between valves on the fuel inlets and a speed governor. Ignition was by electric spark.
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