Improvements in Governing Gas Motor Engines and in connection therewith.
Year: 1891

page_text: Date of Application, 13th Mar., 18911
Complete Specification Left, 13th Jan., 1892-Accepted, 13th Feb., 1892
PROVISIONAL SPECIFICATION.
Improvements in Governing Gas Motor Engines and in connection
therewith.
I SAMUEL GRIFFIN of Kingston Iron Works Bath in the County of Somerset
Engineer do hereby declare the nature of this invention to be as follows:-
My invention relates to improvements in apparatus and means for governing the
supply of combustible or working charge to the motor cylinder of gas motor engines
as also the discharge of the exhaust or burnt gases from the cylinder and has
reference to the governing arrangement described in the Specification of my appli-
cation for Patent No. 19962 of 1890 together with suitable means for the admission
of combustible gas for forming the working or combustible charge other than the
liquid hydro-carbon spray or vapour therein described.
This arrangement considerably simplifies and reduces the number of working
parts and also effects great economy in light and intermediate working of the gas
motor.
For this purpose I arrange inlet and exhaust valves (advantageously of the mitre
type) either in one casing or separately these valves being connected with the
motor cylinder and actuated by suitable cams and levers or other devices in any
convenient manner.
These valves are held down on their seatings by springs of sufficient strength to
resist any partial vacuum that may be formed by the action of the piston in the
motor cylinder and are simultaneously thrown into and out of gear with the before
mentioned cams and levers or other device which actuates them by means of
suitable mechanism actuated by the governors.
The admission of combustible gas for forming the working or combustible charge
is governed and controlled advantageously by the before mentioned inlet valve.
For this purpose according to one arrangement I form any suitable number of
small holes on the seating of the inlet valve these holes being in communication
with the gas supply. The supply of both air and gas are thus simultaneously con-
trolled by its action other arrangements of gas inlet may be employed either with
or without a separate gas valve without departing from the nature of my
invention.
The operation is as follows:-
When the engine is running at or below its normal speed the before mentioned
mechanism in connection with the governor holds the before mentioned inlet or
exhaust valves in gear with the before mentioned cams and levers or other device
so that the necessary motion for governing the inlet of the combustible charge of
gas and air as well as the exhaust is given them. When the normal speed of the
engine is exceeded the governor will interrupt the action of the before mentioned
valves which will now remain stationary on their seatings preventing ingress or
egress of gas or air until the normal velocity of the engine is again reached.
It will thus be obvious that during the light or idle running of the engine the
negative work of continuously charging and exhausting the motor cylinder with air
(as is usual) is entirely avoided considerable gain in economy and power being the
result.
Dated this 13th day of March 1891.
TONGUE & BIRKBECK,
34, Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Patentee.

page_text: COMPLETE SPECIFICATION.“
Improvements in Governing Gas Motor Engines and in connection
therewith.
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 :-
My invention relates to improvements in apparatus and means for governing the
supply of combustible or working charge to the motor cylinder of gas motor engines
as also the discharge of the exhaust or burnt gases from the cylinder and has
reference to the governing arrangement described in the Specification of my appli-
cation for Patent No. 19962 of 1890 together with suitable means for the admission
of combustible gas for forming the working or combustible charge other than the
liquid hydro-carbon spray or vapour described in the said Specification.
This arrangement considerably simplifies and reduces the number of working
parts and also effects great economy in light and intermediate working of the gas
motor and has other advantages.
For this purpose 1 arrange inlet and exhaust valves (advantageously of the
mitre type) either in one casing or separately these valves being connected with
the motor cylinder and actuated by suitable cams and levers or other devices in
any convenient manner.
These valves are held down on their seatings by springs of sufficient strength to
resist any partial vacuum that may be formed by the action of the piston in the
motor cylinder and are simultaneously thrown into and out of gear with the before
mentioned cams and levers or other device which actuates them by means of
suitable mechanism actuated by the governors.
The admission of combustible gas for forming the working or combustible charge
is governed and controlled advantageously by the before mentioned inlet valve.
For this purpose according to one arrangement I form any suitable number of
small holes on the seating of the inlet valve these holes being in communication
with the gas supply. The supply of both air and gas are thus simultaneously con-
trolled by the action of the inlet valve. Other arrangements of gas inlet may be
employed either with or without a separate gas valve without departing from the
nature of my invention.
The operation is as follows:
When the engine is running at or below its normal speed the before mentioned
mechanism in connection with the governor holds the before mentioned inlet or
exhaust valves in gear with the before mentioned cams and levers or other device
so that the necessary motion for controlling the inlet of the combustible charge of
gas and air as well as the exhaust is given them.
When the normal speed of the engine is exceeded the governor will interrupt the
action of the before mentioned valves which will now remain stationary on their
seatings preventing ingress or egress of gas or air until the normal velocity of the
engine is again reached.
It will thus be obvious that during the light or idle running of the engine the
negative work of continuously charging and exhausting the motor cylinder with air
(as is usual) is entirely avoided considerable gain in economy and power being the
result and also saving wear and tear.
In order to render the completion of the working cycle of the motor certain
under all conditions of governing I form the circular portions of the cam which
actuate the exhaust lever and valve of two different radii the larger of these radii
being arranged (by means of suitable mechanism) to hold the exhaust valve (or
apparatus connected therewith) in gear with the lever or other mechanism which
actuates it without lifting the valve during a certain portion of the compressing

page_text: and power strokes of the cycle the governors at the same time (by means of suitable
mechanism) being free to interrupt the action of the inlet valve.
This arrangement while leaving the governors free to interrupt the motion of the
miet valve during any portion of the cycle other than the charging period prevents
he interruption of the motion of the exhaust valve until the discharge of the burnt
gases has been effected.
It is obvious therefore that any opening of the inlet valve will necessarily be
followed by a corresponding opening of the exhaust valve under proper governing
conditions.
And in order that my present invention may be fully understood and readily
carried into practice I will proceed to further describe my said invention with
reference to the drawings hereunto annexed.
miet valve during any portion of the cycle other than the charging period prevents
he interruption of the motion of the exhaust valve until the discharge of the burnt
gases has been effected.
It is obvious therefore that any opening of the inlet valve will necessarily be
followed by a corresponding opening of the exhaust valve under proper governing
conditions.
And in order that my present invention may be fully understood and readily
carried into practice I will proceed to further describe my said invention with
reference to the drawings hereunto annexed.
DESCRIPTION OF THE DRAWINGS.
Figure 1 is the end elevation of a gas motor cylinder with governing gear
attached.
Figure 2 is the front elevation of valve casing with inlet and exhaust valves and
links for actuating same.
Figure 3 is the sectional plan of valve casing showing seatings of inlet and
exhaust valves and gas inlet passage.
Figure 4 is the exhaust lever in position on large diameter of cam with end of
valve link also in its relative position.
Figure 5 is the exhaust lever in position on small diameter of cam with end of
valve link also in its relative position.
Figure 6 is the plan of inlet valve link with governing rod attached.
Figure 7 is the plan of exhaust valve link with plan of governing rod
attachment.
The same letters of reference indicate corresponding parts throughout.
A motor cylinder. B casing containing inlet and exhaust valves.
C inlet valve. C'exhaust valve. D lever for actuating exhaust valve. D¹ lever
for actuating inlet valve (see Figure 2). E cam roller.
F exhaust cam.
F circular portion of cam with increased radius. F2 portion
of cam which opens the exhaust valve. G governors. G' lay shaft. H governor
lever. Hjoint.
I governing rod in connection with exhaust valve link.
governing rod in connection with inlet valve link.
J enlarged end of governing rod I. K spiral spring. L joint with hollow stem
in which the rod I slides.
L joint on vibrating link M which is jointed at M¹ to the exhaust valve
spindle C. N vibrating link jointed at N' to the inlet valve C.
Na joint on end of governing rod I' connected with vibrating link N.
O spiral springs which respectively hold the inlet and exhaust valves CC'
firmly on their seatings. P P respective seatings of inlet and exhaust valves.
Qholes in connection with the gas cavity R.
S S' steel contact pieces fitted respectively to ends of vibrating links N M and
respectively engaging with the corresponding female contact pieces T T' which are
fitted to the ends of the levers D' D respectively.
U air inlet passage.
V exhaust passage.
The action is as follows :-
--
When the engine is running at or below its normal speed the governor G will by
means of the lever H and rods I I' hold the swing pieces, M N (with which they
are connected) in such a position that motion will be imparted to them by the
levers D D through the medium of the male and female contact pieces S T S¹ T'.
The lever D receives the necessary motion for operating the exhaust valve C'
from the cam F the lever D¹ similarly receiving the necessary motion for operating
the inlet valve C from a suitable cam (not shown) on the lay shaft G'.

page_text: During the charging stroke of the piston the valve C will be lifted allowing air
to enter by the passage U gas at the same time flowing through the small holes Q
in the seating P and mixing with the air in the interior of the casing B whence the
mixture passes into the motor cylinder where it is afterwards compressed and
ignited in any convenient manner.
During the following exhaust stroke of the piston the exhaust valve C¹ will be
opened allowing the burnt gases to escape by the passage V..
The complete operation of charging firing and exhausting will thus proceed
continuously until the normal speed of the engine is exceeded when the governors
will at once rise altering the position of the swing pieces M N so that the contact
pieces S T S¹ T¹ are out of line and consequently no motion is imparted to the
valves C C which are now consequently held motionless on their respective
seatings by means of the spiral springs 001. During this period no air or gas can
enter or be discharged from the motor cylinder the negative work of charging and
exhausting the cylinder during the governing periods (i.e. during light running)
being thus obviated.
When the engine again falls to its normal speed the governors will drop engaging
the vibrating links M N by means of the contact pieces S T S¹ T' respectively
with the levers D D' thus recommencing the cycle as before described.
In order to ensure the completion of the cycle and the discharge of the burnt
gases under all proper conditions of governing I arrange the governing rod I with
an enlarged end which slides in the hollow stem of the joint L the spiral
spring K pressing against the enlarged end J holds the rod I in its normal position
at the same time allowing it to receive (if necessary) an endlong motion from the
governors without imparting any movement to the vibrating link M.
The cam F has an enlarged circular part of its periphery F' so arranged that at
some point during the compressing stroke and before the ignition of the charge
takes place it causes the lever D to rise and hold the contact pieces S¹ T¹ in the
relative positions shewn in Figure 4 in which the contact piece S¹ on link M
although sufficiently clear of the contact piece T¹ on the lever D to allow the
exhaust valve C' to remain firmly on its seating is yet held by the contact piece T¹
from being drawn out of position for lifting the exhaust valve C' so that when the
charge is ignited should the speed of the engine be thereby increased and the
governors withdraw the vibrating link N out of position for operating the inlet
valve C the link M cannot be withdrawn (the motion of the governing rod I merely
compressing the spring K). The necessary subsequent opening of the exhaust
valve is thus ensured.
At that point in the cycle of operation when the exhaust valve C¹ is closed after
releasing the burnt gases and during the charging stroke of the piston the lever D
cam F and contact pieces S¹ T¹ will be in the position shown in Figure 5 in which
the vibratory link M is free to and will assume a position corresponding with that
of the link N.
Thus the opening of the inlet valve is always followed by the opening of the
exhaust valve under proper governing conditions.
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 inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
.
1. In gas motors I claim the improved method of regulating and governing the
admission of the working charge to the motor cylinder in which the inlet and
exhaust valves are by the action of the governors rendered inoperative and remain
closed while the normal velocity of the engine is exceeded.
2. In gas motors I claim the improved method of ensuring the completion of the
cycle and the discharge of the burnt gases from the motor cylinder by means of

page_text: mechanism whereby the exhaust valve is kept in gear with the mechanism which
operates it during a certain portion of the cycle the governors at the same time
being left free to interrupt the motion of the inlet valve substantially in the manner
and for the purposes hereinbefore set forth.
3. I claim the improved method of governing gas motor engines in which the
supply of air and gas direct into the motor cylinder is opened or closed by the
action of a single valve the motion of such valve being controlled by the governors
substantially as and for the purposes herein described.
4. I claim the hereinbefore described arrangement whereby the entire operations
of charging the motor cylinder with gas or air and afterwards releasing the
products of combustion in proportion to the load on the engine is effected by two
valves the motion of such valves being rendered continuous or intermittent by the
action of the governors substantially in the matter and for the purposes herein-
before set forth.
Dated this 13th day of January 1809
TONGUE & BIRKBECK,
34, Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Applicant.