Improvements in Gas or Vapour Engines.
Year: 1896

page_text: Date of Application, 7th July, 1896-Accepted, 10th Oct., 1896
COMPLETE SPECIFICATION.
Improvements in Gas or Vapour Engines.
I, HURBERT CHARLES BAKER, of 30 Main Street, in the City of Hartford and
State of Connecticut, United States of America, Gentleman, do hereby declare
the nature of this invention aud in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
This invention relates to gas-engines, of that class in which the power for
driving the piston is derived from the explosion within the piston-cylinder of a
suitable combustible mixture-such, for instance, as a mixture of air and the
vapor of naptha or other volatile liquid hydrocarbon.
One object of my present invention is to produce an improved, compact, durable,
and efficient engine of the class specified, and one which will run at a high rate of
speed and develop the maximum amount of power for a given quantity of gas
consumed, and one which will also operate with a relatively-uniform rotative effect,
with little noise, and with a minimum amount of friction of the working parts.
Another object of my invention is to provide, in connection with the gas-engine,
improved means for the automatic production of the gas, or combustible mixture,
in quantities proportioned to the work performed by the engine; and whereby the
supply of gas-which, in this engine, is carried to, and is exploded in, the piston
cylinder or cylinders-is automatically decreased and increased in proportion to
the increase and decrease, respectively, in the speed of the engine, when said
engine is running below its speed limit, and is automatically shut off, when the
engine reaches its speed limit.
Another object of my invention is to furnish an improved gas-engine having a
series of cylinders substantially equidistantly disposed about a crank-shaft, with
their axes parallel to each other and to said crank-shaft; and having pistons
operatively connected with the crank-shaft by means of a universally-oscillating
connector, or compound-lever; and having improved means for producing the
explosive mixture, and introducing the same into the exploding ends of the
successive cylinders, alternately; and also having improved igniting means
controlled by the crank-shaft for alternately igniting the explosive mixtures in
the successive cylinders.
Another object of my invention is to so construct and organize the several
co-operative mechanisms of the gas-engine, that each piston will have a double
reciprocation between. each explosion, and will have an action in alternating
relation with the other pistons; and whereby the explosive mixture will be first
drawn into the exploding-chamber by one forward stroke of the piston, will then
be compressed by a backward stroke of the piston, after which, the igniting
mechanism will operate to explode the compressed combustible mixture, which will
drive the piston forward, after which the products of combustion are exhausted
upon the next backward stroke of said piston.
Another object of my invention is to furnish improved valve mechanism directly
actuated by the crank-shaft for properly controlling and timing the induction of
the explosive mixture to the combustion-chambers of the several cylinders, and for
controlling and timing the exhaust of the products of combustion; so that the
piston will, in point of time, have effective operations alternately.
In the preferred embodiment of my invention herein shown and described, the
gas-engine comprises, in part, a suitable bed or framework; a crank-shaft journaled
for rotation in suitable bearings in said bed; one or more cylinders substantially

page_text: in axial parallelism with the crank-shaft; one, or more pistons operatively
connected with the crank-shaft by means of a reciprocatory connector; an
induction and eduction port communicating with each cylinder; gas-producing
and controlling mechanism embodying a rotative feed-valve actuated by the crank-
shaft; and governor controlled by the speed of the crank-shaft, and having
means for effecting a variation in the feeding capacity of the valve, in proportion
to the speed of the crank-shaft; a rotative engine-valve driven from the crank-
shaft, and adapted for controlling the induction of the gaseous mixture to each
cylinder, and also for controlling the exhaust; and igniting apparatus controlled
by the crank-shaft for igniting the gaseous mixture in each cylinder to effect an
explosion of the same at the required time, and cause the piston to move forward,
all substantially as hereinafter described, and more particularly set forth in
the claims.
In the drawings accompanying and forming part of this specification,
Figure 1 is a sectional side elevation of the gas-engine; said section being taken
on the longitudinal line drawn through the center of the engine.
Fig. 2 is a sectional end view of the engine, taken in dotted line b-b, Fig. 1,
looking toward the right hand in said figure.
Fig. 3 is an end view of the engine, as seen from the right hand in Fig. 1; a
portion of the hood or end-casing being broken away.
Fig. 4 is a cross sectional view of the gas-engine, taken in dotted line c-e, Fig. 1,
and looking toward the right hand in said figure; parts thereof being broken
away to more clearly show the relations of the inlet and outlet passages of the
cylinders and the induction and exhaust ports of the engine-valve.
Fig. 5 is a cross-sectional view, on a relatively-small scale, of a portion of the
engine, taken in dotted line d-d, Fig. 1, and shows the position of the engine-
valve on the explosion of the mixture in the upper cylinder, in which position, the
induction-port of the valve is in communication with, and explosive mixture is
being drawn into, the lower left-hand cylinder; and the exhaust-port of said valve
is in communication with, and the products of combustion are being exhausted
from, the lower right-hand cylinder, said Fig. 5 being the first one of a series of
groups of figures illustrating successive positions of the engine-valve and the
relative positions of two pistons, during two complete rotations of the crank-shaft,
or one complete cycle of movements of the engine-valve.
Fig. 6 is a vertical longitudinal section of a portion of the engine, taken in
dotted line e-e, Fig. 5, looking toward the left hand in said figure, and shows the
upper and lower right-hand pistons in the relative positions they occupy, when the
engine-valve is in the position shown in Fig. 5.
Fig. 7 is a sectional view, similar to Fig. 5, showing the engine-valve advanced
sufficiently to bring its exhaust-port into communication with the upper cylinder,
and with its induction-port in communication with the lower right-hand cylinder.
In this position of the valve, the upper cylinder is being exhausted; the lower
right-hand cylinder is drawing in gaseous mixtures; and the mixture, which was
drawn into the lower left-hand cylinder on the preceding operation of the valve, is
being compressed.
Fig. 8 is a sectional view, similar to Fig. 6, showing the relative positions of the
same piston, when the valve is in the position shown in Fig. 7.
Fig. 9 is a cross-sectional view, similar to Figs. 5 and 7, showing the engine-
valve advanced sufficiently to bring its induction-port partly in communication
with the upper cylinder. In this position of the valve, the upper cylinder is
drawing in explosive mixture; the lower right-hand cylinder is compressing the
mixture drawn into it on the last preceding operation of the valve; and the
gaseous mixture, which was compressed in the lower left-hand cylinder, on the last
preceding operation of the valve and cylinder piston is being exploded.
Fig. 10 is a vertical section, similar to Figs. 6 and 8, and shows the relative
positions of the two pistons shown in Figs. 6 and 8, when the valve is in the
position shown in Fig. 9.

page_text: Fig. 11 is a cross-sectional view, similar to Figs. 6, 7, and 9, showing the next
succeeding or third position of the engine-valve, and shows the exhaust-port of
the valve in communication with the lower left-hand cylinder, and the ports of the
other cylinders closed. In this position of the valve, the piston of the upper
cylinder is on its return or backward stroke, and is compressing the gaseous
mixture contained in the exploding end of said cylinder; while the gaseous
mixture compressed in the lower right-hand cylinder by the last preceding
operation of the piston of said cylinder is being exploded, and the products of
combustion in the lower left-hand cylinder are being exhausted.
Fig. 12 is a vertical section, similar to Figs. 6, 8, and 10, and shows the relative
positions of the two pistons shown in said figures, when the valve is in the position
shown in Fig. 11.
Fig. 13 is a vertical longitudinal section of a portion of the engine, on a
relatively-large scale, showing the construction and organization of the feed-
valve, or what will be sometimes herein termed the "naptha-valve"; said figure
being intended to illustrate the arrangement and operation of the feed-
regulator.
Fig. 14 is a cross-sectional view, taken in dotted line ff, Fig. 13, looking
toward the left-hand in said figure, and showing a portion of the parts in the same
position shown in said Fig. 13.
Fig. 15 is a sectional side elevation of the valve and feed-regulator detached
from the valve-chest, and shows the feed-regulator in an intermediate or middle-
position, or in the position it occupies when the engine is running at a moderately-
high rate of speed, and the feeding capacity of the valve is reduced as
compared with its capacity when the feed-regulator is in the position shown
in Fig. 13.
Fig. 16 is a sectional side elevation, similar to Fig. 15 of the valve, showing
the feed-regulator in the position it occupies when the engine has reached its
speed limit, and the regulator is in the position to cut off the supply of liquid.
Fig. 17 is a side elevation, on a relatively-large scale, of the engine-valve
detached.
Fig. 18 is an end view of said engine-valve, as seen from the left hand
in Fig. 17.
Fig. 19 is an end view of said engine-valve, as seen from the right band
in Fig. 17.
Fig. 20 is a cross-sectional view of the engine-valve, taken in dotted line g―g,
Fig. 17, looking toward the left hand in said figure.
Fig. 21 is a cross-sectional view of said valve, taken in dotted line g―g, Fig. 17,
and looking toward the right hand in said figure.
Fig. 22 is a side view, on a relatively-large scale, of the igniter, or spark-
producing device of the ignition apparatus.
Fig. 23 is a longitudinal section of said igniter.
Fig. 24 is a cross-sectional view of said igniter, taken in line h-h, Fig. 22,
looking toward the right hand in said figure.
Fig. 25 is a plan view of a portion of the gas-engine, as seen from above
in Figs. 1, 2, and 3; said figure being intended to illustrate the relative positions
of the gas-producing and igniting apparatuses.
Figs. 26, 27, and 28 are similar graphic diagrams, illustrating, in the order of
their numeration, three successive explosions of the mixtures in the three engine-
cylinders, and illustrating the alternating order of explosions relatively to the
three successive cylinders; the group of figures illustrating one cycle of explosions
alternately in successive cylinders during one and one-third of a revolution of the
crauk-shaft of the engine.
Fig. 29 is a diagrammatic view illustrating one form of electric ignition
apparatus in circuit with the three cylinders of the gas-engine.
Fig. 30 is an end view of one form of revoluble commutator, or three-way
switch, as seen from the left hand in Fig. 31.

page_text: Fig. 31 is a side view of said three way-switch; and Fig. 32 is a cross-sectional
view of said threeway-switch, taken in dotted line I-1, Fig. 31, and looking
toward the left hand in said figure.
Similar characters designate like parts in all the figures of the drawings.
As a preliminary to the general description, construction, and mode of operation
of the several mechanisms of my inproved gas-engine, it is desired to state, that,
while I prefer to use a mixture of naptha and air for generating a highly-
combustible gas for operating the engine, any suitable liquid hydrocarbon mixed
with air may be employed for this purpose-for instance, a combustible gas may
be generated for this purpose by forcing air through such liquid hydrocarbons as
petroleum, rock-oil, kerosol, rhigol, gasoline, canodol, benzine, ligroine, petroline,
petroleum-ether, spirits of petroleum, &c., the volatile products of which, when
mixed with air, form explosive mixtures adapted for the purposes of the present
invention; and inasmuch as all hydrocarbons which can be employed for this
purpose, will, when mixed with air, generate an explosive gas, this product-
which constitutes the explosive charge for the cylinder or cylinders of the engine
will, for convenience, be hereinafter referred to as "gas.'
In the preferred embodiment thereof herein shown and described, the gas-
engine has three cylinders, which are designated by C, C, and C³, respectively,
which are equidistantly disposed about, and are in parallelism with, the main or
crank shaft (designated by D). It will be understood, however, that one or any
suitable number of cylinders, arranged in any suitable manner, may be employed
within the scope and limits of my invention, although in most cases, it is preferable
to employ three cylinders arranged as shown in the drawings; therefore I do not
desire to limit my invention to any particular number of cylinders, or to the
particular arrangement thereof.
In the present instance, the cylinders C1, C2, and C of the engine are shown
integral with a base or framework. This framework or base-which is designated
in a general way by F, and which may be of any suitable construction for carrying
the fixed and operative parts of the engine-will preferably comprise the bed-
plate 3, the rear end wall 4, the two side walls 5 and 6, which rear and end walls are
shown flanged at their upper ends, as at 7 and the main body portion 8; in which
body portion 8, the cylinders C1, C2, and C3 are formed, and in which the ports of
the cylinders are located, as will be understood by reference to Figs. 1 to 5,
inclusive, of the drawings.
It will be understood, that while it is desirable to cast the cylinder and frame-
work in one piece, the framework might be made in several pieces bolted together,
and the cylinders might be made separately and secured to the framework in any
suitable manner.
The main-shaft D of the engine, which will be herein termed "the crank-shaft,"
is shown supported at its rear end in a suitable bearing 9, formed in the rear
wall 4 of the framework, and is shown supported at its forward end in a bushing 10,
secured in a bore in the main body portion of the framework. This shaft is
preferably located in horizontal parallelism with the axes of, and midway between
the three cylinders C1, C2, and C3, and is provided at its forward end with a
crank 12, as will be understood by reference to Fig. 1 of the drawings.
As a simple and convenient means for supplying gas in regulated quantities,
alternately, to the three cylinders C, C, and C3 at regular intervals, 1 have
shown the engine provided with one engine-valve (designated in a general way
by E,) which will preferably be located in a valve-chest E' intermediate between
two cylinders, and communicates with said three cylinders through port-passages c²,
c2, and 3, respectively; but it will be obvious, that a separate valve might be
employed in direct communication with each cylinder.
In the preferred form thereof herein shown, this engine-valve E, which is in the
nature of a rotary plug-valve, and which is seated for rotation in the conical
valve-chest E', is peripherally grooved slightly remote from its opposite ends
thereof, to form, when said valve is seated in the valve-chest, a gas-supply

page_text: chamber 13 of considerable area near the rearward end of said valve, and an
exhaust-chamber 14 of considerable area at the forward end of said valve, as will
be readily understood by reference to Fig. 1 of the drawings. By grooving the
valve slightly reinote from its opposite ends, as described, cylindrical journals 131
and 14' are formed at the extreme end of the valve body, which have bearings at
the extreme ends of the valve-chest; the gas-supply or inlet pipe P' leads into the
supply-chamber 13 or supply end of the valve-chest E' from one side thereof, as
shown most clearly in Fig. 4; and exhaust-pipe P leads out from the exhaust-
chamber 14 or exhaust-end of the valve-chest at one side thereof, as shown in said
Fig. 4, and as will be hereinafter more fully described.
At the requisite points in the periphery of the engine-valve E are located the
inlet and exhaust ports 15 and 16, respectively; the inlet-port of which, is open
at one end to the supply-chamber 13, and the exhaust-port of which is open at one
end thereof to the exhaust-chamber 14, as will be understood by comparison of
Figs. 1 and 4. These ports 15 and 16 are in the nature of recesses of the requisite
area formed longitudinally in the periphery of the valve.
This valve E is actuated directly from the crank-shaft D through the medium
of a driving-pinion 17, fixed to said crank-shaft, which meshes with a driven-
pinion 18, fixed to the rearward end of the valve-stem 19, which valve-stem is
seated in an elongated bearing 20 of a cap-plate 21, fixed to the open end of the
valve-chest.
As a means for keeping the plug-valve E to its seat, the interior of the valve-
stem bearing 20 is enlarged at its inner end to receive a seating-spring 22, which
is in the nature of a spiral-spring carried upon the valve-stem intermediate to the
reduced outer end of the bearing 20 and journal 131 of the valve E; said spring.
having a bearing at its outer end against a washer 23 loosely mounted upon the
valve-stem 19, as will be understood by reference to Fig. 1 of the drawings.
This valve is geared to the crank-shaft and timed to make one complete rotation
to every two complete rotations of said shaft, and rotates in an opposite direction
to the crank-shaft, so as to supply gas alternately to the three cylinders at each
two complete reciprocations of the pistons of said cylinders.
To prevent overheating of the cylinders and valve-chest, a water-space 24 is
formed around said cylinders and valve-chest, after the usual manner of engine
construction; a constant circulation of water being maintained in the water-space
around the cylinders and valve-chest through the inlet and outlet opening 24' in
any suitable manner.
The pistons G', G³, and G³ of the cylinders C1, C2, and C³, respectively-which
pistons may be of any suitable general construction--are each shown tubular and
open at the forward ends thereof; and each piston has an adjustable ball-socket 25
in the forward face of the piston-head thereof adapted to receive a ball upon a
piston-rod. The piston-rods (designated in a general way by g', g, and g³,
respectively,) are each shown provided with a ball 26 and 26', one at each end
thereof; the balls 26 of which are seated for universal movements in the ball-
sockets 25 of the piston-head; and the balls 26¹ of which are seated for universal
movements in ball-sockets 27, formed in the outer end of the radially-disposed
arms 28 of the universally-oscillatory crank-shaft actuator or rock-beam, com-
prising two members (designated in a general way by H and K, respectively,)
the actuating-member H of which has a stem 29, concentric to the centers of
the ball-scckets 27, and is connected at its rearward end to the crank 12 of the
crank-shaft D, as will be readily understood by reference to Fig. 1 of the
drawings.
As a novel and convenient means for supperting the oscillatory actuator or
rocking-heam in operative relation with the longitudinal axes of the three cylinders,
and at the same time, facilitate a free universal movement or rocking beam of said
actuator while preventing the same from turning, I have provided, in connection
with the main actuating-member H, a universally-movable carrying member
(designated in a general way by K,) which, in the preferred form thereof herein

page_text: shown, comprises four radially and rectangularly disposed arms 30 and 301, and 31
and 311; the ones 30 and 30', being normally vertically disposed, and having their
outer ends pivotally seated in bearings 32 and 32' upon the crank-shaft actuator H;
and the arms 31 and 31', being horizontally disposed, and having their outer ends
pivotally supported in fixed bearings 33 and 331 upon the frame-work of the
engine, as will be readily understood by a comparison of Figs. 1 and 3 of the
drawings.
By the construction and organization of connecting and actuating mechanism
between the piston and crank-shaft, I am enabled to maintain a fixed operative
relation between the parts of said connection, and effect a uniform movement of
said parts with comparatively-little lost motion.
As a convenient and improved means for supplying liquid hydrocarbon to the
engine, and also as a means for increasing and decreasing the quantity of the
supply in proportion to the speed of the engine, and for cutting off the supply
when the engine has reached its speed limit, I have provided, in connection with
the induction-chamber of the engine-valve, a rotative supply-valve, which will be
herein termed "the feed-valve" or "the naphtha-valve" (designated in a general
way by L,) which feed-valve is actuated directly upon the crank-shaft, as herein-
after described; and in connection with said feed-valve, I have provided a
regulating or feed-valve regulator apparatus (designated in a general way by M,)
which is controlled in its operation by the movement of the crank-shaft D.
Before describing the construction and mode of operation of the feed-valve and
regulating apparatus, it is desired to state, that the working strokes of the pistons
are relatively short as compared with the length of their cylinders, and have
their extreme backward stroke terminated at points remote from the inner end of
the cylinders, so as to leave a space of considerable area at the inner end of said
cylinders, as shown at 35, which spaces constitute the explosion-chambers for the
explosive charge.
Briefly stated the liquid hydrocarbon is supplied to the feed-valve from a suitable
supply pipe, as P2; is carried around by the feed-valve and deposited in a mixing
chamber or passage P', where it is mixed with air introduced by a suitable air-
supply pipe, as P³, which leads from the mixing-chamber to the outer atmosphere.
This mixing chamber or passage P¹ communicates with the interior of the engine-
valve chest E', and, therefore, the gas-and-air mixture is introduced through said
passage into said valve-chest E', where it is conducted through the induction-port
of the valve E into the port-passage c', c, and c³, in alternating order, and thence to
the explosion-chambers 35 of the piston-cylinders C1, C2 and C³, respectively,
where said gas is compressed, ignited, and exploded in a manner more fully set
forth.
The naphtha or liquid-supply apparatus, in the preferred form thereof herein
shown and described, is located at one side of, and slightly above, the engine-
valve E, and comprises, in part, a rotative feed-valve L, seated in a valve-case 36,
which in this instance constitutes a part of the frame-work of the engine, gearing
operatively connecting the valve L and crank-shaft D and adapted for rotating
said valve, and maintaining a predetermined ratio of movement between the valve
and crank-shaft; means for supplying liquid to the valve; and means for supplying
air to the valve-case to effect a mixture between the liquid and air, to generate the
gas for operating the engine.
This feed-valve, which is preferably of the "plug-valve" variety, has an axial
recess, as at 36' at its inner end, and also has a series of liquid receptacles or
pockets herein shown as three in number, and designated at 37, 38, and 39,
respectively which pockets open to the periphery of the valve and are shown
extending radially toward the centre of said valve.
The valve-case 36 is shown having a relatively small reservoir 40 at the upper
side thereof, which has a funnel-shaped outlet 40' with which the pockets of the
valve L successively register during the rotation of said valve; and said valve-case
also has an inlet-opening 41, leading to said reservoir, through which opening the

page_text: liquid is introduced to the reservoir from the liquid-supply pipe P². The valve-
case 36 also has at the lower side thereof an outlet-opening which com nunicates.
with the mixing chamber P, and with which outlet the pockets of the valve L
successively register and deposit their contents during the rotation of the valve.
The liquid is then drawn from the outlet-opening into the mixing-chamber Pl where
it is mixed with the incoming air introduced by the supply-pipe P3, and is thence
conducted to the engine-valve case to be introduced to the proper cylinder, as will
be understood by reference to Figs. 1, 4, and 14 of the drawings.
The feed-valve L, in the form thereof herein shown, has an axially-bored
stem 43, which extends through a bearing 44 on a cap 45, secured to the open end
of the feed-valve case 36, and has fixed to the outer end thereof a spur-wheel 47,
which meshes with the pinion 17 on the crank-shaft D. A spring 48 is interposed
between the valve L and the cap 45 for keeping the valve to its seat.
As a convenient means for spreading the liquid as it is delivered from the
pockets of the feed-valve L. and for holding the liquid near the axis of the volume
of air as it passes through the mixing-chamber in the feed-valve case, I have.
provided a liquid-spreader (designated in a general way by S,) which, in the
preferred form thereof herein shown, is in the nature of an angle-plate, and is
secured in the mixing-chamber of said case with the free end thereof extending
upward, and terminating in the outlet-opening of said valve-case in close proximity
to the periphery of the valve and with its angle, substantially in aligninent with
the axis of the air-supply. The angle of the spreader is preferably looped or
U-shaped, as shown at 49, to form a temporary retainer for the liquid, and so as to
prevent said liquid dropping to the bottom of the mixing-chamber before being
acted upon by the inflowing air.
As a convenient means for automatically regulating the supply of liquid, the
feed-valve is preferably provided with a regulator or cut-off (designated in a
general way by Ps) which constitutes one member of the feed-regulating apparatus,
and is adapted for increasing and decreasing the capacities of the liquid-receiving
pockets 37, 38, and 39 of the valve. This regulator, in the form thereof herein.
shown, comprises a series of slides or cut-off plugs 371, 381, and 391, having a
sliding-fit in the pockets 37, 38, and 39, respectively-which pockets extend.
through, and communicate with, the exterior and interior of the valve, as shown.
most clearly in Figs. 13 and 14; and a sliding actuating-member 50 for the cut-off
slide, which actuating-member consists, in the form thereof herein shown, of a series
of radially-disposed arms 51, 52, and 53, secured to an actuating-rod 54, extending
through, the axial bore of the valve-stem 43; and each of said arms 51, 52, and 53.
having a transverse cam-groove 55, in which is seated a pin 56 at the lower end of
each cut-off slide, respectively; said cut-off slide actuator being guided in its
movements, and held against rotation, preferably by means of an arm 57, seated in
a longitudinal guideway 58, formed in the interior of the feed-valve L.
As a means lor automatically operating the cut-off slides of the regulator P5, the
actuating-rod of the sliding actuating member 50 of said regulator is operatively
connected by means of a lever 59 with a reciprocatory member 60, mounted upon.
the crank-shaft D, which member constitutes a part of, and is operated by a.
governor (designated in a general way by R,) carried upon, and rotating with, the
crank-shaft, which governor may he of any suitable or usual construction for
automatically reciprocating the actuating-rod of the regulator. The reciprocatory
member of the governor is in the nature of a sleeve fitted to said shaft, and has a.
peripheral groove in which a pin 61 upon the free end of the lever 59 is seated..
This lever 59 is pivotally carried near the middle portion thereof upon a crank or
eccentric 62 at the lower end of an actuating-rod 63, journaled in bearings on a.
bracket 64, which constitutes a part of the framework of the engine, and has a.
pivotal connection with the regulator-actuating rod 64. The lever-shifting rod 63
is provided at the upper end thereof with a hand-wheel 65, by means of which, the
same may be turned to shift the lever, and to reciprocate the cut-off-slide actuator.
As a means for holding the lever-shifting rod 63 against accidental movementi

page_text: about its axis, I have provided a spring-actuated detent 66, which normally
engages in a notch in a fixture on the bracket 64, as will be readily understood by
a comparison of Figs. 1 and 2 of the drawings. The mechanism here described
constitutes a means for starting and stopping the engine by hand. By operating
said handle, the parts are actuated to reduce to zero the feeding capacity of the
feed-valve; and by thus shutting off the supply of explosive, the engine is allowed
to come to rest; and this action at once results, whatever may be the position of
the governor when the handle is operated.
The governor R, which may be of any construction suitable for actuating the
regulator P 5, comprises, in the form thereof herein shown, the cylindrical case 70,
fixed to the crank-shaft and having two outwardly-extending brackets 71, one at
each side of said crank-shaft; a bell-crank 72, pivotally carried on each bracket
and having its inner end in engagement with the reciprocatory member 60; a
ball 73, secured to each bell-crank at the outer end thereof; and connecting-
springs 74 between the two balls. It will be obvious that any form of governor
adapted for actuating the regulator-feed may be employed, in lieu of the governor
herein shown and described, without departure from my invention.
As a convenient means for igniting the gas in the exploding-chambers of the
cylinders C1, C2, and C3, alternately, and at the required intervals, I have provided
an ignition apparatus (designated in a general way by W,) which, in the preferred
form thereof herein shown, comprises a series of igniters (designated in a general
way by M¹,) extending, one into the exploding-chamber of each cylinder, as shown
most clearly in Figs. 1 and 4; and a spark-generating electrical apparatus having the
terminals of its electrical circuit in connection with the igniter, and embodying a
circuit-maker-and-breaker (herein shown as a threeway-switch, designated by N,)
which is controlled in its movements by the rotation of the crank-shaft D of the
engine.
In the preferred form thereof herein shown, the electrical apparatus for producing
the spark for exploding the gas in the several cylinders of the engine, alternately,
comprises an alternating electrical circuit having a pair of electrical conductors in
engagement with the spark-producing terminals 77 and 78 of each igniter M',
a dynamo M2 for generating the electrical current; a transformer M³ in said
circuit; a condenser M 4 in said circuit; a circuit-maker-and-breaker N, herein
shown as a rotative threeway-switch having a contact-point 75 in position and
adapted for successively engaging the alternately-arranged contact-points 76 of
the branch-conductor of the electrical circuit which leads to the successive igniters,
and said contact-maker being adapted for alternately closing the short circuits
between the several igniters and the switch at the requisite intervals; and means
for actuating the dynamo and circuit-maker-and-breaker from the crank-shaft D of
the engine.
As one convenient means for actuating the dynamo and circuit-breaker, the
circuit-maker N is carried upon a counter-shaft 80, supported in suitable brackets
upon the framework of the engine, which shaft carries a driving-pulley 81,
connected by a belt 82 to a driven-wheel 83 upon the dynamo-shaft 84; and said
countershaft is rotated by means of a spur-wheel 85, carried thereon, which meshes
with a pinion 17 upon the crank-shaft D, as will be understood by reference to
Figs. 1, 2, and 25 of the drawings.
It will be understood, that where it is preferable to employ the ignition apparatus,
herein shown and described, for producing the explosions of the gas in the several
cylinders, any suitable apparatus might be employed for this purpose, within the
scope and limits of my invention; and that while certain features of said apparatus
constitutes sul ject-matter of certain claims herein, 1 do not desire to limit myself
to the en ployment of any of the specific elements of said electrical apparatus in
connection with the other specific features of my present invention, as such elements
may be variously modified.
The igniter M2, wbich is herein shown in the nature of a plug, and which is fitted
in the combustion end of the cylinder, as illustrated in Fig. 1, consists, in the

page_text: preferred form thereof, shown most clearly in Figs. 22, 23, and 24, of an outer and
inner member 86 and 87, respectively; the one 86 of which will preferably be made
of metal or other suitable conducting material, will be externally screw threaded to
fit a screw-threaded hole formed in the engine-cylinder, and will also have a conical
axial bore therethrough; and the inner member 87 of which will preferably be
constructed of porcelain or non-conducting material, will be fitted to the axial
bore of the outer member, and will have a longitudinal recess through the center
thereof.
Extending through the inner member 87 of the igniter is one of the spark-
producing terminals 78, which is secured therein; and secured to the outer
member 86 is the opposite spark-producing terminal 77. The spark-producing
terminals 78 is shown in the nature of a rod having a flange 781 near the inner
end thereof, and having its outer end screw threaded to receive a nut 78", which
has a bearing against a piece of insulating material at the forward end of the
igniter, and is adapted to draw the rod forward' to bring the flange 781 tightly
against the inner end of the central member' 87, as will be herein under-
stood by reference to Figs. 22 and 23 of the drawings. The inner spark-producing
ends of the two terminals will préférably be bent inward toward each other to
bring the points thereof into the requisite proximity to provide a spark-gap 89 of
the desired length. The spark-producing terminal 77, may, if desired, constitute
an integral part of the outer member 86; but it is herein shown as an elongated plate
let into the periphery of said outer member, where it will be secured by soldering or
brazing. As represented by full and dotted lines in Figs. 22 and 23, one of the
conductors of the electrical circuit is fixed directly to the inner terminal 78';
whereas a connection between the other conductor of the electrical circuit is formed
between the outer terminal 77 and said, conductor by the cylinder-casing; the
conductor being secured to a plug 90, which is screwed into said casing. It will
be obvious, however, that the two conductors might be connected directly with two
terminals, if desired.
The engine-valve E and the feed-valve L are so organized and' timed in their
movements, as to make one complete rotation every two complete rotations of the
crank-shaft and the liquid-receiving pockets of the feed-valve are so disposed as to
successively deposit their contents upon the spreader in the mixing-chamber simul-
taneously with the opening of the induction-port of the engine-valve to the successive
induction-passages of the cylinder.
During the operation of the engine, the liquid hydrocarbon is admitted through
the supply-pipe P2 into the reservoir 40, whence it passes to the feed-valve L, and
is carried around and deposited, drop by drop, and at regular intervals on to the
liquid-spreader S in the mixing-chamber P, where it is spread and mixed with the
air introduced through the air-supply pipe P, whence it is conducted to the engine-
valve chest E', and is admitted to the successive cylinders alternately and at
regular intervals during the rotation of the engine-valve E, where it is exploded
through the medium of the ignition' apparátus W to drive a piston" and rotate' the
crank-shaft D, which crank-shaft controls the operation of the" feed-valve L and
engine-valve E; one explosion taking place at every two-thirds of a revolution of
the crank-shaft, as will be more fully understood by reference to Figs. 26, 27,
and 28 of the drawings, which figures represent, respectively, by dotted radial
lines k, k, and k³, three successive positions of the crank 12 during three successive
explosions of the gas; the cross-sectioned circles C, C, and C'in said Figs. 26, 27,
and 28, respectively, representing the alternating order of the explosions in the
successive cylinders C, C, and C³.
Fer a more particular understanding of the cycle of operations, reference is
made to Figs. 5 to 12, inclusive,, which represent four successive "quarter"
positions of the engine-valve E and 'two of the pistons of the engine! The rotation
of the crank 12 is divided into four quarter "stages" or "cycles"; the 'dotted
lines k, k', 2, and 3, designating the four successive positions of the crank, when
the engine-valve E is in the four successive positions illustrated in Figs. 5, 7, 9,
B'

page_text: and 11, respectively; the respective directions of movement of the crank 12 and
the valve E designated by the arrows J and J¹, respectively.
Referring to Figs. 5 and 6, which I may, for convenience, assume to be the
"first" positions of the crank, engine-valve and pistons, the crank is in a vertical
position corresponding to the position shown in Fig. 26; the engine-valve is closed
to the port-passage c, which leads to the cylinder C'; has its exhaust-port open
to the port-passage c', which leads to the cylinder C2; and has its induction-port
open to the port-passage c³, which leads to the cylinder C³, as shown in Fig. 5.
In this position of the valve E, the piston of the cylinder C¹ is slightly remote
from its extreme backward position ready to be forced forward by the explosion of
the combustible material in the rear end of said cylinder; and the piston of the
cylinder C2 is at the extreme forward position ready to exhaust the products of
combustion upon its backward movement. When the valve E is in the position
shown in Fig. 5, the explosion in the cylinder C' will take place, which will drive
the piston in said cylinder C¹ to its extreme forward position illustrated in Fig. 8,
which forces the piston C2 backward and exhausts the products of combustion
contained in C; and during this operation, the piston of cylinder C has also been
moved forward, which will cause gas to be drawn into said cylinder C³.
Referring to Figs. 7 and 8, which illustrates the "second" successive positions
of the crank 12 and valve E, the valve E in this position is closed to the port-
passage of the cylinder C³, has its exhaust-port open to the cylinder C', and its
induction-port open to cylinder C2. In this position of the valve, the products of
combustion created by the explosion of the gases in the preceding operation are
exhausted from the cylinder C by the return or backward movement of the piston
in said cylinder; the cylinder C² is drawing in gas by the action of the piston in
said cylinder; and the gas drawn into the cylinder C by the preceding operation
is being compressed by the retractive movement of the piston in said cylinder C³.
Referring to Figs. 9 and 10, which illustrate the "third" positions of the crank 12
and the engine-valve E said engine-valve has its induction-port open to the
cylinder C, and closed to the cylinders C and C. In this position of the valve,
the gas is being drawn into the cylinder C¹ by the advancing of the piston in said
cylinder; the gas drawn into the cylinder C by the preceding operation is being
compressed by the retractive movement of the piston in said cylinder,; and the gas
in the cylinder C3 is being exploded..
Referring to Figs. 11 and 12, which illustrate the "fourth" positions of the
crank 12 and engine-valve E, the valve E has its exhaust-port open to the
cylinder C3 and is closed to cylinders C and C. In this position of the valve,
the gas is being compressed in cylinder C; the gas is being fired in cylinder C²;
and the products of combustion are being exhausted from cylinder 3; the pistons
of cylinders C¹ and C2, being in the positions illustrated in Fig. 12 during this
operation.
By comparison of Figs. 5 to 12, inclusive, and Figs. 26, 27, and 28, and by
reference to the preceding description, of the operation of the engine, it will be
seen, that in one cycle of operations-and correspondingly in the successive cycles
of operations-the gas is first drawn in, then compressed, and then exploded in each
cylinder; but these operations take place alternately with respect to similar
operations in the other cylinders; that is to say, when the gas is being exploded
in cylinder C, the products of combustion are being exhausted from cylinder C²,
and gas is being drawn into cylinder C³; next, cylinder C' is being exhausted, the
gas in cylinder C2 is being exploded, and the gas in cylinder C³ is being compressed
next, gas is being drawn into cylinder C, is being compressed in cylinder C³, and
is being exploded in cylinder ; and next, gas is being compressed in cylinder C¹,
is being fired in cylinder C2, and the products of combustion are being exhausted
from cylinder C3. From this description of the alternating order of operation of
the successive pistons in the cylinders, it will be apparent, that the work is uniformly
distributed, that the engine is well balanced and will run with uniformity and with
'little vibration.

page_text: The working parts of the engine will be lubricated in any usual or suitable
manner.
The crank-shaft D is, for convenience, provided with a fly-wheel O.
By the construction and organization of valves and valve-actuating mechanism
herein described, it will be seen, that the engine-valve and feed-valve are rotated
synchronously in the same direction and at coinciding velocities, and that the
crank-shaft simultaneously rotates in a direction opposite to the direction of
rotation of said valve and at a different rate of speed; the shaft and valves being
so connected and timed in their movements, that the ratio of comparative
moveinents between the shaft and valve, respectively, shall be as two is
to one.
In some cases; that is, when certain kinds of liquid fuel is employed to generate
an explosive gas by being mixed with air, as herein described, it may be desirable
to employ means-other than that herein shown-for heating the air to evaporate
the liquid; but usually, sufficient heat is created by exhausting the products of
combustion through the engine-valve, as herein before described, to effect the
required evaporation of the mixture before the same enters the induction-port of
the cylinder; and this method of evaporating the liquid in engines of this class is
well known in the art. The foregoing statement is considered adequate for a full
understanding of this particular feature of the engine.
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. The combination with an engine-cylinder, and with a crank-shaft supported
for rotation in substantial parallelism with the cylinder, and with means for
rotating said crank-shaft; of a liquid-feed valve and an engine-valve in co-operative
connection, and adapted for intermittent communication with the cylinder; and
means controlled by the crank-shaft for simultaneously actuating said valves,
substantially as described, and for the purpose set forth.
2. In an engine of the class specified, the combination with an engine-cylinder
and a crank-shaft, supported in longitudinal parallelism with each other, and with
means for rotating "said crank-shaft; of a rotative liquid-feed valve; a rotative
engine-valve intermediate to, and adapted for intermittently establishing com-
munication between, the feed-valve and cylinder; and rotary driving mechanism
connecting the crank-shaft and valves, and adapted for simultaneously rotating said
valves, substantially as described, and for the purpose set forth.
3. In an engine of the class specified, the combination with an engine-cylinder and
a crank-shaft, supported in substantial longitudinal parallelism with each other,
and with means for rotating said crank-shaft; of a rotative liquid-feed valve baving
one or more liquid-receiving pockets; a rotative engine-valve having a port in
communication with the feed-valve, and adapted for intermittently establishing
communication between the feed-valve and cylinder; and rotating driving
mechanism connecting, and adapted for effecting, a simultaneous rotation of the
crank-shaft, feed-valve, and engine-valve, substantially as described, and for the
purpose set forth.
4. In an engine of the class specified, the combination with an engine-cylinder
having a port-passage leading thereto; of a rotative engine-valve having a port
adapted for intermittently communicating with the port-passage of the cylinder; a
rotative feed-valve having peripherally-disposed liquid-receiving pockets; a conduit
between, and intermittently communicating with, the port of the engine-valve
aud a pocket of the feed-valve; a liquid-supply in communication with the pockets
of the feed-valve; an air-supply communicating with the conduit between the
feed-valve and engine-valve; a crank-shaft for rotating the feed-valve and engine-
valve in synchronism; a cut-off device carried by the feed-valve and adapted for
varying the capacities of the liquid-receiving pockets; a governor in operative

page_text: connection with the crank-shaft and cut-off device, and adapted for automatically
controlling the movements of said cut-off device, substantially as described, and for
the purpose set forth.
5. In an engine of the class specified, the combination with an oil-conduit and
au air-conduit; of a feed-valve case located between, and in communication with,
said oil-conduit and air-conduit; a continuously-rotative valve supported in said
case, and having a series of slide-regulated feed-pockets; slides fitting said feed-
pockets; and means for rotating said feed-valve, and for automatically actuating
the slides to increase or decrease the capacities of the feed-pockets.
6. In an engine of the class specified, the combination with the cylinder or
cylinders thereof; of an apparatus for generating an explosive-mixture, which
apparatus consists of a liquid-supply conduit and an air-supply conduit; a normally
continuously-rotative feed-valve having a plurality of radially-disposed feed-
pockets open to the periphery of the feed-valve, and adapted for intermittently
communicating with the oil-supply conduit and air-supply conduit, alternately;
means for continuously rotating said valve; and means for increasing or
decreasing the capacities of the feed-pockets, substantially as described, and for
the purpose set forth.
7. In an engine of the class specified, a rotative feed-valve having a plurality of
relatively-independent feed-pockets; an automatically-operable cut-off device
carried by said feed-valve, and comprehending a plurality of cut-off slides
fitting the feed-pockets; and means for automatically actuating the cut-off device.
8. In an engine of the class specified, the combination with a crank-shaft, and
with a series of cylinders disposed about said crank-shaft with their axes in
substantial longitudinal parallelism with said crank-shaft; of pistons located in
said cylinder; a universally-movable actuator, supported for movement about a
fixed axis located in the plane of the crank-shaft and operatively connecting said
piston and crank-shaft; a rotative feed-valve in geared connection with the crank-
shaft; and adapted for intermittently communicating with the cylinders in
alternating order; an oil-supply and liquid-supply in communication with the
feed-valve; and a governor in operative convection with the feed-valve and crank-
shait and adapted for controlling the feed, substantially as described, and for the
purpose set forth.
9. An engine of the class specified, comprehending a suitable framework; a crank-
shaft journ aled for rotation in said framework; a series of piston-cylinders disposed
about said crank-shaft with their longitudinal axes in substantial parallelism with
said shaft, and each cylinder having an explosion-chamber at one end thereof;
an ignition device projected into each explosion-chamber; reciprocatory pistons
supported in said cylinders; a universally-movable crank-shaft actuator operatively
connecting the pistons and crank-shaft; a rotative liquid-feed valve in geared
connection with the crank-shaft, and having a series of feed-pockets corresponding
in number to the number of engine-cylinders; an oil-conduit in communication
with said valve; an air-conduit also in cominunication with said valve, and in
intermittent communication with the engine-cylinders; cut-off slides in operative
connection with the feed-pockets of the feed-valve; means controlled by the
crank-shaft for automatically actuating the cut-off slides to regulate the feed; and
an electrical spark-generating apparatus controlled by the crank-shaft and having
electrical terminals in connection with the ignition devices, and adapted for
intermittently producing a spark within the explosion-chambers of the several
cylinders, substantially as described.
10. In an engine of the class specified, the combination with the engine-cylinder
having a suitable induction-port, and with the cylinder-piston; of a crank-shaft
supported with its axis in substantial parallelism with the longitudinal axis of the
cylinder; an actuator between the piston and crank-shaft; a rotative engine-valve
having a port adapted for intermittently communicating with the engine-cylinder,
and having its axis of movement in parallelism with the shaft; and a train of gears

page_text: operatively connecting the engine-valve and crank-shaft, and adapted for rotating
said valve in synchronism with the crank-shaft and in direction opposite to the
direction of rotation of said crank-shaft, substantially as described.
11. In an engine of the class specified, the combination with the engine-cylinder
having a suitable induction-port; of a rotative valve having a port adapted for
intermittently communicating with the port of the cylinder; a crank-shaft; means
for rotating the crank-shaft iu one direction; and driving means operatively
connecting the crank-shaft and rotative valve, and adapted for rotating said valve
in a reverse direction from, and at a different rate of speed than, the crank-shaft
substantially as described.
12. In an engine, the combination with the cylinder having an induction-port,
and with the cylinder-piston; of a crank-shaft operatively connected with said
piston; a rotative liquid-feed valve; a rotative engine-valve having a port adapted
for intermittently communicating with the port of the cylinder, and also for
intermittently communicating with the feed-valve; and gearing operatively
connecting the engine valve, the crank-shaft, and the feed-valve together, and
synchronously rotating the engine-valve and feed-valve in the same direction at
corresponding velocities, and at a different velocity from the velocity of the
crank-shaft.
13. In an engine, the combination with the engine-cylinder having an induction-
port, and with the piston; of a crank-shaft in substantial axial parallelism with
the cylinder; a connector between, and operatively connecting, the piston and
crank-shaft; a rotative engine-valve having its axis in substantial parallelism with
the crank-shaft, and having a port adapted for intermittently communicating with
the port of the cylinder; and actuating mechanism operatively connecting the
crank-shaft and engine-valve, and rotating the engine-valve in an opposite direction
relatively to, and in synchronism with, the crank-shaft, and for effecting a two to
one ratio of movement between said crank-shaft and engine-valve, substantially as
described.
14. In an engine, the combination with the cylinder and its piston; of a crank-
shaft and a rotative engine-valve having their axes in substantial parallelism, and
in substantial parallelism with the axis of the cylinder, and actuating mechanism
connecting the piston, crank-shaft, and engine-valve, and adapted for effecting a
synchronous rotation of the crank-shaft and engine-valve in opposite directions,
and at comparative speeds of relatively-different velocities, substantially as
described, and for the purpose set forth.
15. In an engine, the combination with the cylinder and its piston; of a crank-
shaft and a rotative engine-valve having their axes in substantial parallelism, and
substantially parallel to the axis of the cylinder; and actuating mechanism
operatively connecting the piston, crank-shaft, and engine-valve, and embodying
means for rotating the crank-shaft and engine-valve in opposite directions,
respectively, and at comparative velocities, the ratio of which is two to one,
substantially as described."
16. In an engine of the class specified, the combination with the frame-work; of
a horizontally-disposed crank-shaft; a series of cylinders having their axes in
substantial parallelisin with, and disposed about, the axis of the crank-shaft ;
pistons working in said cylinders; and a universally-movable crank-shaft actuator
supported for movement about a fixed axis located in the plane of the crank-shaft,
and operatively connecting the crank-shaft and pistons, and comprehending an
actuating-member having a stem connected with a crank on the crank-shaft, and
also having a series of radially-disposed arms which are operatively connected
with the pistons; and a carrying member for the actuating-member having a pair
of horizontally-disposed arms and a pair of vertically-disposed arms, one pair of
which are pivotally supported in fixed bearings on the frame-work, and the other
pair of which are pivotally supported in bearings on the actuating-member,
substantially as described.

page_text: 17. In an engine of the class specified, the combination with the engine-cylinder
having an explosion-chamber at one end thereof, and having an induction-port
opening into said explosion-chamber, and with the piston crank-shaft, and
connections; of a feed-valve actuated by the crank-shaft; and engine-valve
actuated by the crank-shaft and having ports adapted for intermittently establishing
communication between the feed-valve and the explosion-chamber of the cylinder;
an igniter having ignition-points located in the explosion-chamber; ignition
apparatus in connection with said igniter; and means in connection with, and
controlled by, the crank-shaft for actuating the ignition apparatus, and for
intermittently creating a spark between the ignition-points of the igniter to ignite
and explode the gas in the explosion-chamber, substantially as described, and for
the purpose set forth.
18. In an engine of the class specified, the combination with the engine-cylinder
having an induction-port, and with the engine-valve adapted for communicating
with the port of the engine-cylinder; of a rotative feed-valve located at one side
of the engine-valve, and having a slide-regulated liquid-receiving pocket located in
a plane intersecting the axial plane of the feed-valve; an automatically-operable
cut-off' slide fitted for sliding movement in said liquid-receiving pocket; means for
continuously rotating the feed-valve; a slide-actuator controlled by the movements
of the feed-valve-rotating means; an oil-supply in communication with the feed-
valve; an air-supply in communication with the feed-valve, and adapted for
intermittently communicating with the engine cylinder through the engine-valve;
and means for continuously rotating the engine-valve, substantially as described,
and for the purpose set forth.
19. In an engine of the class specified, the combination with the engine-cylinders,
pistons, engine-valve, and crank-shaft, and with the universally-movable actuator
operatively connecting the pistons and crank-shaft; of a continuously-rotative
feed-valve in geared connection with the crank-shaft, and having a series of
radially-disposed elongated feed-pockets; cut-off slides fitted for sliding movement
in said feed-pockets; means controlled by the crank-shaft for automatically
operating the cut-off slides to increase or decrease the capacities of the feed-pockets;
a mixing-chamber communicating with the feed-valve and engine-valve; means
for supplying air through said mixing-chamber; an oil-supply in communication
with the feed-valve; and means controlled by the crank-shaft for continuously
rotating the engine-valve, substantially as described.
20. In an engine of the class specified, the combination with the cylinder having
induction-ports, and with the engine-valve and its actuator; of a liquid-supply
conduit; an air-supply conduit; a mixing-chamber in communicative relation with
the liquid-supply conduit and air-supply conduit, and with the engine-valve chiest
and a feed-valve chest; a rotative liquid-feed valve located between the liquid-
supply conduit and air-supply conduit, and having a series of slide-regulated feed-
pockets adapted for transferring liquid from the liquid-supply conduit to the
air-supply conduit in regulated quantities; an automatically-operable cut-off device
embodying cut-off slides fitting the feed-pockets of the feed-valve; and rotative
means controlled by the engine-valve actuator for rotating the feed-valve in
synchronism with the engine-valve, and for automatically actuating the cut-off
device, substantially as described, and for the purpose set forth.
21. In an engine of the class specified, the combination with the cylinder and
with the engine-valve, and with a liquid-supply conduit, and with an air-supply
couduit; of a mixing-chamber between, and connecting, the air-supply conduit and
engine-valve chest; a rotative feed-valve located between the air-supply conduit
and the discharge-end of the liquid-supply conduit, and having one or more
peripheral feed-pockets adapted for transferring liquid during the rotation of the
valve, from the liquid-supply conduit to the air-supply conduit; a cut-off device
carried by the valve and adapted for varying the capacity of the liquid-receiving
pocket or pockets; a shaft for rotating the engine-valve and the feed-valve; a

page_text: governor in operative connection with the shaft, and adapted for controlling the
movements of the cut-off device; and an actuating-connector operatively connecting
the cut-off device and governor, substantially as described.
22. In an engine of the class specified, the combination with the engine-cylinder
having an induction-port, and with the engine-valve and its chest; of an air-
conduit in communication with said engine-valve chest; a feed-valve chest having
an outlet-opening at the lower side thereof in communication with the air-conduit,
and also having an inlet-opening at the upper side thereof; a rotative feed-valve
seated in said chest, and having feed-pockets adapted for successively communicating
with the inlet and outlet openings of the feed-valve chest; a liquid conduit in
communication with the inlet-opening of said feed-valve chest; and means for
simultaneously actuating the feed-valve, and engine-valve, substantially as
described, and for the purpose set forth.
23. In an engine of the class specified, the combination with the engine-cylinder,.
and with a liquid-supply conduit and an air-supply conduit; of a rotative feed-
valve having one or more peripheral feed-pockets adapted, during the rotation of
the valve, for intermittently communicating with, and for transferring liquid from,
the liquid-supply conduit to the air-supply conduit; an automatically-operative
cut-off device carried by the valve, and adapted for varying the capacity of each
feed-pocket; a shaft for rotating the feed-valve; and a governor in operative
connection with the shaft and cut-off device, and adapted for controlling the
movements of said cut-off device.
24. In an engine of the class specified, the combination with the engine-cylinder;
of an air-conduit and a liquid-conduit; a rotative feed-valve between the air-
conduit and the discharge-end of the liquid-conduit, and having a series of liquid-
receiving pockets; cut-off slides shiftably in connection with said pockets, and
adapted for varying the capacities of said pockets; aud actuating mechanism in
connection with, and adapted for operating said cut-off slides, substantially as
described.
25. In an engine of the class specified, the combination of a frame-work, a crank-
shaft, and a series of cylinders, each having an explosion-chamber at one end
thereof and disposed in substantial parallelism about said crank-shaft; pistons.
located in said cylinder; a universally-movable crank-shaft actuator operatively
connecting the pistons and crank-shaft; means for intermittently supplying a
combustible mixture in regulated quantities to the explosion-chambers of the
several cylinders in alternating order; igniters having ignition-terminals located in
the several explosion-chambers of the cylinders; and electrical spark-producing
apparatus in operative connection with the crank-shaft, and comprehending an
electrical circuit having electrical conductors in connection with the terminals of
the igniters and also having in said circuit a transformer, a condenser, and a.
contact maker-and-breaker adapted for intermittently making and breaking the
circuits to effect ignitions of the explosive-mixtures in the several cylinders in
alternating order, substantially as described.
26. In an engine of the class specified, the combination with the frame-work; of
a horizontally-disposed crank-shaft journaled in said frame-work; a series of three
cylinders having their axes disposed in parallelism about the axis of the crank-
shaft; pistons working in said cylinders; a universally-oscillatory actuator
operatively connecting said pistons and crank-shaft; a rotative engine-valve having
ports adapted for intermittently communicating with the three cylinders alternately;
a rotative feed-valve in communication with the engine-valve; a regulator in
connection with said feed-valve, and in operative connection with the crank-shaft ;..
gearing operatively connecting the two valves to the crank-shaft, and adapted for
effecting a simultaneous rotation of said valves at a different velocity from, and in
a different direction to, the crank-shaft; and an electrical ignition apparatus
embodying an electrical circuit having terminals projected into the three cylinders;
a threeway-switch in said circuit, and actuating mechanism operatively connecting

page_text: the ignition apparatus and the crank-shaft, substantially as described, and for the
purpose set forth,
Dated this 10th day of June 1896.
HURBERT CHARLES BAKER.
Haseltine, Lake & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.