IMPROVEMENTS IN GAS MOTOR
Year: 1881

page_text: LETTERS PATENT to Joseph John Butcher, of Gateshead, in the County of
Durham, Engineer, for an Invention of "IMPROVEMENTS IN GAS MOTOR
"
LETTERS PATENT to Joseph John Butcher, of Gateshead, in the County of
Durham, Engineer, for an Invention of IMPROVEMENTS IN GAS MOTOR
ENGINES AND ARRANGEMENTS FOR STARTING AND RE-STARTING THE SAME.'
"
PROVISIONAL SPECIFICATION left by the said Joseph John Butcher at
the Office of the Commissioners of Patents on the 31st August 1881.
JOSEPH JOHN BUTCHER, of Gateshead, in the County of Durham, Engineer.
"IMPROVEMENTS IN GAS MOTOR ENGINES AND IN ARRANGEMENTS FOR STARTING
AND RE-STARTING THE SAME."
For the purpose of igniting the gaseous charges within gas motor engines I
employ a valve having a motion such that it makes one complete backward and
forward traverse for every two revolutions of the engine, and thus goes at one
half the speed at which it would move if actuated direct by an excentric or crank
upon the engine shaft. For driving this valve I usually employ a counter-shaft
driven by spur wheels from the engine shaft, so that the former makes' one
revolution for every two made by the latter.
To ignite the engine at every stroke by means of this valve I employ a pair of
flame pockets cast within it, so arranged that they will ignite the combustible
charges within the engine alternately, these flame pockets being themselves fed
with gas and air by passages and apertures on opposite sides of the induction port,
and each pocket having its charge of gas and air separately ignited by an
independent permanent jet of flame upon its own side of the induction port, such
permanent flame jet being preferably fixed within the slide valve cover. The
relatively slow travel of this valve allows the flame pockets to be each in its turn
sufficiently long open to the ventilating passages to ensure the proper ventilation
of the pocket and its supply with fresh gas and air, and the inflammation of the
same before the pocket has to be closed from communication with the atmosphere
immediately before bringing it opposite the feed port of the engine, so as to ignite
the combustible mixture therein.
I may employ this valve as an ignition valve only, but I generally prefer to

page_text: utilize it as an induction valve also. For this purpose I cast the induction port or
passage in the centre of the valve between the two flame pockets, so that this port
may pass the induction port in the cylinder twice during each complete backward
and forward traverse of the valve; or more clearly, once during the forward traverse
of the valve and once during its backward traverse. Thus, notwithstanding that
the valve only makes one complete backward and forward traverse for every two
revolutions of the engine, and has only one port for the admission of the gas and
air to the engine, it yet can be made to supply the engine at every stroke, in each
case doing so just before one of the flame pockets above described is brought into
connection with the engine supply port or passage. As in this form of valve the
supply port is in the centre of the valve and the engine is fed with gas and air at
the central portion of the valve travel; this port will pass the engine port just at
the time when the valve will have its maximum speed of traverse, the crank or
eccentric by which it is driven then moving almost in line with the motion of the
valve. Thus with a relatively slow valve travel a relatively quick feed and cut
off is attainable, so that the whole operation of the supply, cut off, and ignition of
the gaseous charge within the motor cylinder may be performed while the piston
is at or about the back end of its stroke, or at that end of its stroke which is
nearest the combustion or flame chamber in which the charge is to be ignited.
The induction port in the valve is so arranged that no portion of it at any point in
its travel comes opposite, so as to open to either of the ventilating apertures or the
apertures in front of the permanent flame jets and the flame pocket at either side
of the induction port; I prefer to so arrange that after it has ignited the gas
within the cylinder, it does not in its further travel open to the aperture opposite
.the permanent flame on the other side of the cylinder port.
In order both to obtain as high a temperature as possible in the compressed
combustible charge of gas and air prior to and at the moment of its ignition, and
for the sake of economizing the waste heat of the engine, I so arrange that the
exhaust gases are discharged through a passage through which are led the pipe or
pipes which convey the compressed charges of gas and air from the compressing
chamber to the combustion chamber immediately contiguous to the piston. The feed
pipe or pipes may be made of copper and coiled as a spiral to ensure a great surface
with simplicity of form, and they may be made to be readily attached to and detached
from a coupling screwed into the motor cylinder induction passage, the whole being
enclosed in a cast iron or other jacket through which the exhaust gases are ejected.
Thus not only-will-the heat of compression-be maintained in the combustible mixture,
but the latter will probably be superheated, a condition not only economical, but of a
character to render it more freely inflammable. The feed pipe may be also con-
nected with a receiver sufficiently large to prevent any considerable inequalities
taking place in the pressure of the compressed gases, due either to the admission
of a charge from the compressor or the withdrawal of a charge by the induction
valve to the combustion chamber or motor cylinder.
Where arrangements of engines have to be used as reversing and self-starting
engines on the principles set forth in the Specification of my former Patent, dated
3rd February 1880, No. 474, a reverse of incombustible high pressure gas may be
obtained for the purpose of re-starting them more simply than by the aid of an
air pump attached to some of the moving parts of the engine as therein described.
For this purpose I make a connection between the receiver containing the charge
of high pressure gas and the combustion chamber or clearance space of the motor
cylinder by means of a passage or pipe in which is a small back pressure valve
opening outwards from the motor cylinder, a stop cock being preferably placed
beyond it, or between it and the receiver, or both. When, therefore, the pressure
of the reserve of gas in the receiver is less than the pressure due to the combustion
of the charge or charges within the motor cylinder, a slight portion of each such
charge will escape through the back pressure valve before mentioned, and so
gradually augment the pressure of the starting reserve until it has attained a
pressure equal to the highest pressure due to combustion within the motor

page_text: cylinder. But any tendency of the reserve gases to re-enter the motor cylinder when
the excess of pressure is on the side of the reserve gases will be resisted by the
back pressure valve before named. When the pressure of the reserve gas has
attained the highest pressure due to combustion the back pressure valve will
remain permanently closed, until by use or leakage such pressure has been again
reduced. The stop cock before mentioned serves either to regulate the amount of
escape from the motor cylinder into the re-starting receiver, or to completely sever
the connection between the one and the other as convenience may dictate. For
first starting large engines this starting reserve may be obtained either by means
of compressing air with a hand pump or by other mechanical means.
As to obtain the nearly complete discharge of the gases compressed by the pump
it is essential that the clearance spaces in the latter shall be reduced as low as
possible, and as it is unsafe under the usual conditions to allow the piston to come
very near the head of the cylinder lest it should strike after wear and tear of
parts has taken place and do damage, I sometimes fit an india rubber or other
cushion of soft material either onto the piston or cylinder end so that it may be
safe to allow them to work almost in contact without the chance of doing damage
if they should ever strike.
I sometimes control the speed of gas motor engines by means of an ordinary
governor, so arranged as to act upon, and as the speed varies alter the position of
the piston travel within the cylinder, where such cylinder is constructed so as to act
as an air pump at one end and a motor cylinder at the other. In this case as the
speed of the engine rises above the normal speed the piston is so acted upon by
the governor through suitable gear as to be removed with or upon the piston rod
somewhat further away from the end of the air pumping part of the cylinder.
When so removed, and after compression and discharge have taken place, a clearance
space larger than the normal will be left at the end of this compressing portion of
the cylinder, so that the whole of the gases compressed within it will not be dis-
charged through the eduction valves and thus the compressor will not be doing its
full work. As, however, the longitudinal displacement of the piston will also have
somewhat reduced the clearance space or combustion chamber at the other end of
the cylinder, the outdraught of gas from the receiver for purposes of combustion
will not be so great and the pressure in such receiver will not therefore be so
greatly altered as would otherwise be the case. The diminished charge of inflamed
gases, however, acting upon the piston at each stroke must necessarily tend to
reduce the speed of the engine, which when sufficiently lowered will, through the
governor and its gear, produce a re-action in the position of the piston, and by
again enlarging the combustion chamber and reducing the clearance space at the
compressing end of the cylinder will restore the power available in giving motion
to the engine.
To cool the cylinders of gas motor engines I sometimes employ a current of cold
air where the use of a water jacket would be inconvenient. This current of air
circulating in an enclosed chamber or jacket around the cylinder may be actuated
by a blowing cylinder or a centrifugal or other fan blast driven by the engine or
otherwise.
In cases where gas motor engines are arranged to start incombustibly, as
described in the Specification of my said Patent, No. 474 of 1880, and in a former
part of the present Specification, it may be sometimes desirable for the sake of
economy of the starting reserve of incombustible gas to dispense with the use for
starting purposes of the motor parts of the cylinders, which, as they involve the
use of a considerable clearance space or combustion chamber, would be rather
wasteful of the starting reserve of incombustible gas. This purpose may be
effected by employing three or more cylinders, so disposed round the crank shaft,
or working upon separate cranks so disposed round the crank shaft, that
at whatever part of the entire crank traverse the engine may happen to be
standing when it is requisite to start the same some one or other of the air
pumping ends of the cylinders may be, when supplied with compressed gas from

page_text: the starting reserve by valves, as elsewhere described (its eduction air pumping
valve having been first properly closed), made to actuate the crank shaft either in
a forward or a backward direction.
In engines where the compressing of the combustible charge takes place upon
one side of the piston while its combustion takes place on the other, I so arrange
the piston packing as to prevent the leakage of flame and thus the communication
of ignition to the charge of combustible mixture which is being compressed. I
also provide when needed an efficient flame check of rather large area so placed as
to check the communication of ignition to the gas in the receiver should that in
the pipes be by any chance ignited. I preferably make this flame check detachable
so that the layer or layers of fine wire gauze may be easily replaced and also
support them at the back with an open frame or grid, so as to prevent a rush of
flame from blowing them either out of their places or otherwise injuring them.
The layers of fine flame checking gauze may be spaced apart and yet kept rigid
by means of intermediate layers of coarser gauze, the whole being suitably
clamped together and framed in and coupled onto the pipe. Where it is desirable
to prevent the back rush of flame through a back pressure valve acting as a cut off
valve, as described in the Specification of my Patent of 27th October 1879,
No. 4377, I arrange a gauze flame check immediately over the valve as a hood or
otherwise, so that the Hame may be checked before any speed has been attained by
the gases and above the valve which acts as a cut off.
I sometimes provide means for artificially ventilating the combustion chamber
of a gas motor cylinder by circulating air through it immediately prior to
supplying it with the combustible charge, the object of this process being to free
it from the greater part of the residue of the waste products of combustion
remaining in it from the last charge after the ordinary process of exhaustion is or
is almost completed. This process I may either accomplish by forcing air into it
at a pressure somewhat greater than that of the atmosphere by one aperture or
port while the cylinder is in communication with the atmosphere by another
aperture or port, or by withdrawing the waste products of combustion by means of
a vacuum pump through one aperture or port while the air is allowed to flow
freely in through another aperture or port. In the former case, and where a current
of cold air is circulated around the motor cylinder for cooling purposes, the air for
ventilating purposes may be drawn from the same source.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Joseph John Butcher in the Great Seal Patent Office on the 28th
February 1882.
JOSEPH JOHN BUTCHER, of Gateshead, in the County of Durbam, Engineer.
"IMPROVEMENTS IN GAS MOTOR ENGINES, AND IN ARRANGEMENTS FOR STARTING
AND RESTARTING THE SAME."
For the purpose of igniting the gaseous charges within gas motor engines I
employ a valve having a motion such that it makes one complete backward and
forward traverse for every two revolutions of the engine, and thus goes at one half
the speed at which it would move if actuated direct by an eccentric or crank upon
the engine shaft. For driving this valve I usually employ a counter shaft driven
by spur wheels from the engine shaft, so that the former makes one complete
revolution for every two made by the latter.
To ignite the engine at every stroke by means of this valve I employ a pair of
flame pockets cast within it, so arranged that they will ignite the combustible
charges within the engine alternately, these flame pockets being themselves fed
with gas and air by passages and apertures on opposite sides of the induction port,
and each pocket having its charge of gas and air separately ignited by an
independent permanent jet of flame upon its own side of the induction port, such
permanent flame jet being preferably fixed within the slide valve cover.
relatively slow travel of this valve allows the flame pockets to bo each in its turn
sufficiently long open to the ventilating passages to ensure the proper ventilation
of the pocket and its supply with fresh gas and air and the inflammation of the
same before the pocket has to be closed from communication with the atmosphere
immediately before bringing it opposite the feed port of the engine, so as to ignite
the combustible mixture therein.
The
I may employ this valve as an ignition valve only, but I generally prefer to
utilise it as an induction valve also. For this purpose I cast the induction port or
passage in the centre of the valve between the two flame pockets, so that this port
may pass the induction port in the cylinder twice during each complete backward
and forward traverse of the valve, or more clearly, once during the forward traverse
of the valve and once during its backward traverse. Thus, notwithstanding that
the valve only makes one complete backward and forward traverse for every two
revolutions of the engine, and has only one port for the admission of the gas and
air to the engine, it yet can be made to supply the engine at every stroke in each
case, doing so just before one of the flame pockets above described is brought into
connection with the engine supply port or passage. As in this form of valve the
supply port is in the centre of the valve, and the engine is fed with gas and air
at the central portion of the valve travel, this port will pass the engine port just
at the time when the valve will have its maximum speed to traverse the crank or
eccentric by which it is driven, then moving almost in line with the motion of the
valve. Thus with a relatively slow valve travel a relatively quick feed and cut
off is attainable, so that the whole operation of the supply cut off and ignition of
the gaseous charge within the motor cylinder may be performed while the piston
is at or about the back end of its stroke, or at that end of its stroke which is
nearest the combustion or fame chamber in which the charge is to be ignited.
The induction port in the valve is so arranged that no portion of it at any point in
its travel comes opposite so as to open to either of the ventilating apertures, or
the apertures in front of the permanent flame jets and the flame pocket at either
side of the induction port. I prefer to so arrange that after it has ignited the gas

page_text: within the cylinder it does not in its further travel open to the aperture opposite
the permanent flame on the other side of the cylinder port.
In order both to obtain as high a temperature as possible in the compressed
combustible charge of gas and air prior to and at the moment of its ignition, and
for the sake of economizing the waste heat of the engine I so arrange that the
exhaust gases are discharged through a passage, through which are led the pipe or
pipes which convey the compressed charges of gas and air from the compressing
chamber to the combustion chamber immediately contiguous to the piston. The
feed pipe or pipes may be made of copper, and coiled as a spiral to ensure a great
surface with simplicity of form, and they may be made to be readily attached to
and detached from a coupling screwed into the motor cylinder induction passage,
"the whole being enclosed in a cast iron or other jacket through which the exhaust
gases are ejected. Thus not only will the heat of compression be maintained in
. the combustible mixture, but the latter will probably be superheated, a condition
not only economical but of a character to render it more freely inflammable. The
feed pipe may be also connected with a receiver sufficiently large to prevent any
considerable inequalities taking place in the pressure of the compressed gases, due
either to the admission of a charge from the compressor, or the withdrawal of a
charge by the induction valve to the combustion chamber or motor cylinder.
Where arrangements of engines have to be used as reversing and self starting
engines on the principles set forth in the Specification of my former Patent, dated
3rd February 1880, No. 474, a reserve of incombustible high pressure gas may be
obtained for the purpose of restarting them more simply than by the aid of an air
pump attached to some of the moving parts of the engine, as therein described.
For this purpose I make a connection between the receiver containing the charge
of high pressure gas and the combustion chamber or clearance space of the motor
cylinder by means of a passage or pipe in which is a small back pressure valve
opening outwards from the motor cylinder, a stop cock being preferably placed
beyond it or between it and the receiver, or both. When therefore the pressure of
the reserve of gas in the receiver is less than the pressure due to the combustion of
the charge or charges within the motor cylinder a slight portion of each such
charge will escape through the back pressure valve before mentioned, and so
gradually augment the pressure of the starting reserve until it has attained a
pressure equal to the highest pressure due to combustion within the motor cylinder.
But any tendency of the reserve gases to re-enter the motor cylinder when the
excess of pressure is on the side of the reserve_gases_will_be_resisted-by-the-back-
pressure valve before named. When the pressure of the reserve gas has attained
the highest pressure due to combustion the back pressure valve will remain perma-
nently closed until by use or leakage such pressure has been again reduced. The
stop cock before mentioned serves either to regulate the amount of escape from the
motor cylinder into the restarting receiver, or to completely sever the connection
between the one and the other, as convenience may dictate. For first starting
large engines this starting reserve may be obtained either by means of compressing
air with a hand pump or by other mechanical means.
As to obtain the nearly complete discharge of the gases compressed by the
pump it is essential that the clearance spaces in the latter shall be reduced as low
as possible, and as it is unsafe under the usual conditions to allow the piston to
come very near the head of the cylinder lest it should strike after wear and tear of
parts has taken place, and do damage, I sometimes fit an india rubber or other
cushion of soft material either on to the piston or cylinder end, so that it may be
safe to allow them to work almost in contact without the chance of doing damage
if they should ever strike.
I sometimes control the speed of gas motor engines by means of an ordinary
governor, so arranged as to act upon, and as the speed varies alter the position of
the piston travel within the cylinder, where such cylinder is constructed so as to
act as an air pump at one end and a motor cylinder at the other. In this case, as
the speed of the engine rises above. the. normal speed, the piston is so acted upon.

page_text: by the governor through suitable gear as to be removed with or upon the piston
rod, somewhat further away from the end of the air pumping part of the cylinder.
When so removed and after compression and discharge have taken place, a clearance
space larger than the normal will be left at the end of this compressing portion of
the cylinder, so that the whole of the gases compressed within it will not be
discharged through the eduction valves, and thus the compressor will not be doing
its full work. As however the longitudinal displacement of the piston will also
have somewhat reduced the clearance space or combustion chamber at the other
end of the cylinder, the outdraught of gas from the receiver for purposes of com-
bustion will not be so great, and the pressure in such receiver will not therefore be
so greatly altered as would otherwise be the case. The diminished charge of
inflamed gases however acting upon the piston at each stroke must necessarily tend
to reduce the speed of the engine, which when sufficiently lowered will through
the governor and its gear produce a reaction in the position of the piston, and by
again enlarging the combustion chamber and reducing the clearance space at the
compressing end of the cylinder, will restore the power available in giving motion
to the engine.
To cool the cylinders of these gas motor engines I sometimes employ a current
of cold air, where the use of a water jacket would be inconvenient. This current
of air circulating in an enclosed chamber or jacket around the cylinder may be
actuated by a blowing cylinder or centrifugal or other fan blast driven by the.
engine or otherwise.
In cases where gas motor engines are arranged to start incombustibly, as
described in the Specification of my said Patent, No. 474, of 1880, and in a former
part of the present Specification, it may be sometimes desirable for the sake of
economy of the starting reserve of incombustible gas to dispense with the uso for
starting purposes of the motor parts of the cylinder, which as they involve the use'
of a considerable clearance space or combustion chamber, would be rather wasteful
of the starting reserve of incombustible gas. This purpose may be effected by
employing three or more cylinders, so disposed round the crank shaft or working
upon separate cranks so disposed round the crank shaft, that at whatever part of
the entire traverse the engine may happen to be standing when it is requisite
to start the same, some one or other of the air pumping ends of the cylinders
may be, when supplied with compressed gas from the starting reserve by valves, as'
elsewhere described (its eduction air pumping valve having been first properly
closed), made to actuate the crank shaft either in a forward or a backward direction.
In engines where the compressing of the combustible charge takes place upon
one side of the piston, while its combustion takes place on the other, I so arrange
the piston packing as to prevent the leakage of flame, and thus the communication
of ignition to the charge of the combustible mixture which is being compressed.
I also provide when needed an efficient flame check of rather large area, so placed
as to check the communication of ignition to the gas in the receiver should that in
the pipes be by any chance ignited. I preferably make this flame check detachable,
so that the layer or layers of fine wire gauze may be easily replaced, and also
support them at the back with an open frame or grid, so as to prevent a rush of
Game from blowing them either out of their place or otherwise injuring them. The
layers of fine flame checking gauze may be spaced apart, and yet kept rigid by
means of intermediate layers of coarser gauze, the whole being suitably clamped
together and framed in and coupled onto the pipe. Where it is desirable to
prevent the back rush of the flame through a back pressure valve acting as a cut
off valve, as described in the Specification of my Patent, of 27th October 1879,
No. 4377, I arrange a gauze frame check immediately over the valve as a hood or
otherwise, so that the flame may be checked before any speed has been attained by
the gases and above the valve which acts as a cut off.
I sometimes provide means for artificially ventilating the combustion chamber of
a gas motor cylinder by circulating air through it immediately prior to supplying
it with the combustible charge, the object of this process being to free it from the'

page_text: greater part of the residue of the waste products of combustion remaining in it
from the last charge after the ordinary process of exhaustion is or is almost
completed. This process I may either accomplish by forcing air into it at a
pressure somewhat greater than that of the atmosphere by one aperture or port
while the cylinder is in communication with the atmosphere by another aperture
or port, or by withdrawing the waste products of combustion by means of a
vacuum pump through one aperture or port while the air is allowed to flow freely
in through another aperture or port. In the former case and where a current of
cold air is circulated around the motor cylinder for cooling purposes the air for
ventilating purposes may be drawn from the same source.
Figures 1 to 7 of the annexed Drawings are various views of the head of a gas
motor engine arranged upon the plans herein before described. Figure 1 is a
horizontal section; Figure 2 is a view upon the face which is bolted onto the
cylinder to be subsequently described; Figure 3 is a vertical section; Figure 4 is
an elevation of the back of the head valve cover, &c.; Figure 5 is a plan; Figure 6
is a section through the line A, B, Figure 1, at the moment after ignition has
taken place; and Figure 7 is a section through the line B, C, Figure 3, with the
valvo in mid gear. Like letters indicate like parts throughout.
D, Figures 1 and 5, 18 and 19, is the piston in a position near the back end of
its stroke; E is the induction and igniting slide valve, of which detail views are
given in Figures 13 to 17. It is actuated by means of the crank F, connecting
rod F, and shaft F2, so that its centre travels between the two points marked by
the lines E¹, E', and E2, E2, Figures 1 and 7. The counter shaft F is driven at
half the speed of the engine by means of the pinion F gearing into the wheel F's,
which has exactly double the number of teeth formed upon the pinion which is
keyed upon the crank shaft of the engine F. E' is the induction port in the
slide valve, which as it passes through the central portion of its travel makes an
open connection between the induction passages E³, E³, and the port leading into
the cylinder E, which serves both for induction and ignition. By making this
port long and narrow compared with the length of the valve travel, as shown in
the Drawing, a sufficiently rapid induction and cut off of the combustible mixture
may be obtained accompanied by simplicity of form, while the split feed through
the passages E³, E³, (above and below the port E5 both ensures ample area of
opening and a balance of pressure upon the face of the slide. It will be clear on
inspection that whereas an ordinary slide valve opens to gas or steam and cuts off
the same by means of the same working edge of the valve port, this valve opens
_for_the_entry-of-the-gaseous-mixture by means of the most forward edge of the
port and cuts off the same by means of the more backward and opposite edge of
the port, the function of these two edges being respectively reversed during the
travel of the valve in its opposite direction.
G, G, are respectively flame pockets which may be made of any suitable shape.
They are so arranged that they make connection with the cylinder port E³ almost
immediately after the cut off of the gaseous mixture has been effected by the
port E. After igniting the gases in the cylinder these flame pockets pass straight
on across the port in the cylinder face, but do not travel far enough to come into
connection with the openings in the valve cover in which the permanent flame is
burning for re-lighting the flame in the flame pocket upon the opposite side of the
valve centre as if they did do so, as they during this half of their travel contain
gas at a pressure considerably above that of the atmosphere, they would have a
tendency to blow out the permanent flame above mentioned. These pockets may
be supplied with gas and air in any suitable manner for their igniting flames, and
in the Drawings they are shown as fed with air by natural ventilation through
the opening E, E, when the flame pockets are respectively opposite the apertures
E', the products of combustion brought back by the pocket from its last ignition
escaping by way of Es into the chimney E. Gas (coal gas or other that when
mixed with air is inflammable) is supplied to these pockets through the pipe e and
branches e', e', and ducts in the valve cover e², e2, and channels in face of valve

page_text: cover es, e³, and small ducts in valve e, e', (which latter ducts respectively break
connection from the channels in the face of the valve cover es, e³, just prior to such
pockets coming opposite to the port in the cylinder face Es to ignite the gases
within the same, as otherwise the increased pressure due to combustion would drive
the gas back along the channel e³, e³, and pipe c filling the same with neutral gas
and preventing subsequent ignition). The gas thus entering the flame pockets
through the channels e, e, slowly (the cocks e³, e³, being suitably regulated to effect
that end) rises with the ascending air towards the chimney E°, and is in its passage
ignited by the permanent flames e, e, respectively. These pockets as arranged
have no tendency to blow out these permanent flames, as after igniting the gas in
the cylinder and passing the cylinder port E5 each of the flame pockets G, G, in
its return travel passes the port in the cylinder during the exhausting or exhausted
period of the same, so that when it again comes opposite to the permanent flame
it contains only neutral gas at or near about at the atmospheric pressure. Suitable
oil grooves are cut in the valve cover face, the two valve faces and the cylinder
face in the usual manner connected with the oil chamber e7, so as to distribute the
lubricant regularly over all the working faces. The springs H, H, through the
bars h, h, and bosses h¹, h', press the valve cover tightly against the valve and the
valve against the cylinder face, and the check nuts h tightly screwed up against
the cover resist the occasional effects of heavy explosions. The branches es, ea, and
pipes and nipples e, e, supply the gas for the permanent flame mentioned, and the
apertures e, e, and e¹0, e¹0, within which it is burning may be partially closed so
as to avoid draught from without by means of a suitable cover.
A general arrangement of one form of engine to which my Invention is applied
is shown in Figures 18 to 22, but I do not confine myself to such an arrangement.
Figure 18 is a side elevation partly in section; Figure 19, a plan partly in section;
Figure 20, an elevation of the front of the engine; Figure 21, a view of the
cylinder and exhaust pipe faces where they join the head, partly shown as attached
at Figures 18 and 19; and Figure 22 is a vertical section through the line A, B,
Figures 18 and 19. D, Figures 18 and 19, is the piston, the function of which
in the present arrangement is to compress gas and air within the cylinder at D'
during its forward stroke, having drawn in gas and air during its last preceding
backward stroke. This latter operation it effects through the double valve d³.
The gas enters through the pipe d, which is made sufficiently large to supply far
more gas than is required, the quantity admitted being afterwards regulated by
means of the gas cock d'. The air enters through the annular space d² around the
gas pipe d¹ and the valve d³ is double seated, as shown one seat serving to close
the gas pipe and the other the air way, thus ensuring that both will close and open
simultaneously; d' is the eduction or outlet valve, which when the combustible
mixture has been compressed by the piston D to the same pressure as that above
the valve, or rather more than that pressure rises and admits of this compressed
mixture entering the passage d³, ds, and T piece, and pipe de, d, and receiver d8;
do is a coil of copper pipe coupled onto the T piece at one end and onto the flame
check casing do at the other by means of the faced couplings, and nuts d", d",
made so as to be readily detachable. Of these there is an internal and an external
coil, the internal coil being made of a pipe of smaller diameter to enable it to be
coiled the more readily. These coils are brazed at each of their ends onto the brass
coupling pieces d", d, after the nuts have been put onto the same; ¹³ is a flame
check to be subsequently described in detail, and when the cylinder port E³ is
opened to gas by the induction port E' in the slide valve, the combustible mixture
passes through the copper coil and flame check and through the passages in the
casting d¹³, d, d¹³, and 16, consecutively and respectively, and then through the
cylinder head face at the apertures shown to the induction ports in the slide valve
and cylinder E* and E, as previously described.
J is the exhaust valve, which is actuated at suitable times by the cam j twice
during each revolution of the countershaft F, the valve being arranged to lift just
as the piston is finishing its forward stroke and to close immediately prior to the

page_text: induction valve opening shortly before the piston has arrived at its end of its
return traverse. This cam j acts through the roller j¹, and lever j³, oscillating
upon the fixed pin ³, so as to raise and lower the adjustable set screw it, and
consequently the valve spindle j³ and valve J. The exhaust gases on emerging
from the cylinder pass outward in the reverse direction to the inflowing feed of
compressed combustible mixture, completely surrounding the flame check and copper
coil, and also having admission to passages in the casting marked J, J, which serve
as a hot jacket (complete or partial) for the continuation of the feed pipe as a cast
iron passage or passages in the cylinder head marked dis, d, ds, and 16, respectively.
Passing through the enlarged exhaust pipe marked J³, and still surrounding the
extension of the feed pipe, they descend at J into the bed plate and so clothe the
small receiver ds in a bath of hot gas. From thence considerably reduced in
temperature the gases pass to the exhaust pipe J. Where the engine stands upon
a wooden floor I prefer to fit an iron plate into the bed plate as a bottom to
prevent the hot gases from coming in contact with the wood, and this plate should
not itself touch the wood work but be raised some inches above it, a free circulation
of the atmospheric air being permitted between the one and the other. The
sectional view, Figure 6, shows how at the moment when the flame pocket crosses
the cylinder port and ignites the charge, all connection between it and the other
passages, whether those coming from the feed pipe marked E³, E³, or the small gas
channels on the valve cover marked es, es, or the apertures in the valve cover for
ventilation and re-ignition of the flames in the pockets marked respectively e³, es,
and e, e, is cut off so that none of the high pressure products of combustion
developed within the cylinder can escape therethrough if the valve faces have been
made properly tight to begin with.
In the foregoing paragraph the hot bath or jacket formed by the enlarged exhaust
pipe has been described, for the purposes of more simple explanation as applied to
a single cylinder only and to a cylinder in which the compression is effected upon
one side of the piston while the combustion takes place upon the other side of the
piston, but in cases where a pair or more (but in the case of a pair especially) of
such cylinders being placed side by side it is obvious that one enlarged exhaust
pipe might be made to suffice for both or all the cylinders which might also be
supplied with combustible mixture, or the principal part or constituent of such
combustible mixture through a feed pipe common to both of or to all the cylinders;
or in cases where it is desirable or convenient to compress the gaseous mixture, or
the principal part or constituent of the same in another chamber or cylinder, it is
also clear-that-the-feed-pipe-bringing it to the motor cylinder or cylinders might
be brought through an enlarged exhaust pipe and hot bath or jacket substantially
similar to the one herein described.
K is the cold jacket surrounding the motor cylinder, and supplied with either
cold air or water through the pipe k, such air or water afterwards discharging
itself through the pipe . Figure 21 shows how the liner is fixed steadily into
the cylinder, and secured there by such means as the screw bolts ³, k³, while yet
leaving free ways for air or water to circulate between the head and the cylinder,
as seen at ³, 1.3.
Figures 23 and 24 show a flame check of the type described in my Specification.
In it L and L' are two separate halves which may be made of brass and bolted
together, as shewn at 1, 1, . In Figures 1 and 19 at 12, this flame check is shown
attached to the cylinder head through the brass nipple , and to the coil by the
coupling before described. 12, 12, are brass or other grids of rectangular form for
supporting the enlarged surface of wire gauze 13, which is shown in 3 layers spaced
apart by layers of very much more open spaced gauze, or by simple coils of wire.
The whole are pressed tightly together by means of the bolts and casings L, L',
which may be packed themselves at by means of lead wire, or in any other more
convenient way. I think it is better to use iron wire gauze, as it will stand a
sustained flame impinging upon it longer before destruction and a rather fine mesh

page_text: is more effective in stopping quick flame currents, say, about 56 wires to the inch
and upwards. No definite line can be drawn however, as the more rapid and
intense the flame current to which it may happen to be subjected, the finer the
gauze that will be required.
In the tapered apertures 15, 15, in the cylinder head face plate shown in detail in
Figures 8 to 12, are also shown gauze flame checks, having been enlarged at the
back to prevent the gauze throttling the gases. In this case they are supported in
their recess by being soldered in, a small square brass ring having been soldered
above them to ensure firmness.
On Sheet 5, Figures 24 and 25, are respectively a sectional elevation and a plan
of the form of fame check described as applied to a back pressure cut off valve.
A is the valve, B the valve seat, and C the wire gauze hood. The layers of gauze
are first cupped by means of being forced with a die into a mould of the required
shape, and then attached at the centre in such a manner as at the same time to
support them, and to render them capable of resisting the tendency of the valve to
rise excessively where such tendency exists. In the Drawing they are shown
bolted together at D, two large washers being tightly drawn against the gauze
above and below so as to strengthen it. E is a turned brass ring with a groove in
the upper face to receive the edges of the gauze (the puckered part at the extreme
edges of which, resulting from the cupping process, has previously been cut off, so as
to leave an even edge), which is usually soldered into it, the edges being first
tinned and the gauze inserted, and the whole sweated together upon a hot plate in
the usual way.
Figures 26, 27, and 28, Sheet 5, are respectively an elevation partly in section, a
transverse sectional view, and a horizontal section of a governor arranged upon the
principle herein before described. A is the piston rod which is screwed at A¹, and
in this instance is prevented from turning round by the friction of the piston
against the sides of the cylinder only. B is a brass casting which is geared into
the piston rod end as an ordinary screwed nut, and into the crosshead C as a small
thrustblock (the crosshead being cast in halves bolted together and turned out to
receive it, as shown in the Drawing). This casting also carries upon its outer end
a small spur wheel, as shown at B', which gears into a pinion D turning within
the bearing E cast upon the crosshead, as shown by means of the projecting hollow
sleeve D¹ cast in one piece with the pinion. This sleeve is squared out and rides
upon the square shaft F, so that the pinion is at all times free to travel backwards
and forwards with the motion of the crosshead. The square shaft F has keyed
fast upon the end of it the friction wheel G, which is shown just clear of the two
friction discs H and H¹, which are respectively keyed fast upon the governor
spindle J. This spindle weighted on top at J' as required, and riding within the
spindle guide K and sleeve L, is driven by the links M, M', which hang from the
governor arins N, N', and both carry its weight and 'control its vertical position.
The sleeve L to the lugs cast upon which at L' the governor ball arms are attached,
is formed as a small thrust bolt within the brass guide (cast in halves) O, and has
cast upon the top of it at L³ a small bevil spur wheel which is driven by the spur
wheel P actuated through a spindle shown from the governor pulley Q. It is clear
therefore that as the governor balls rise or fall, they will, by lifting or lowering
the spindle J, bring one or other of the friction discs into gear with the friction
wheel G, so as to drive the thrust block nut B either forward or backward, and
alter the longitudinal position of the piston within the cylinder as described.
Figure 29 is a diagram illustrating in a roughly approximate manner the
behaviour of the combustible gases as they are admitted to the cylinder when the
induction port in the slide valve is opened. On the side of the Figure marked A
the small arrows indicate the direction of the neutral gas after the exhaust valve
is closed, and immediately prior to the opening of the induction port the movement
of this gas being then due to the slight compression momentarily set up during
the almost inappreciable interval between the closing of the exhaust valve and the

page_text: opening of the induction port.
In the Figure the lengths of the arrows are
intended to rudely suggest the speeds of the gases at the times and positions
indicated; and upon the side of the Figure marked A the eddying motion of the
neutral gas due to the after effects of the immediately preceding outrush from
the exhaust has been altogether neglected as tending to complicate the Figure.
Its motion however would tend somewhat to accelerate the ensuing mixture of
the gases.
Upon the side of the Figure marked B an attempt has been made to illustrate
the complicated gaseous currents at the moment succeeding the opening of the
induction valve, the fully drawn arrows representing the currents of combustible
mixture, and the dotted arrows representing. the induced currents set up in the
neutral gases. At the moment prior to the opening of the valve these latter gases
will be, comparatively speaking, quiescent compared with their conditions of
movement after that valve is opened. Their pressure being about that of the
atmosphere, or only slightly above that pressure, and the pressure of the com-
bustible gases entering the cylinder being much greater than that pressure (say,
for example, 30 lbs. above the atmospheric pressure), they will enter the cylinder
from the port c in a slightly divergent stream and at a very high velocity, which
velocity will be but little diminished when they come into contact with the piston
at D, from which they will therefore recoil or be deflected in the directions shown
by the arrows. During their progress towards and their return from the piston
they will become increasingly entangled with the displaced neutral gas in a manner
somewhat similar to that indicated by the dotted arrows, and towards the end of
their backward travel their conflicting currents will become too complex to be
safely indicated in direction, and their velocity will be reduced. At the moment
of the closing of the induction port and the opening of the igniting pocket a rapid
internal circulation of the gases will still be going forward.
Figures 30, 31, and 32, Sheet 6, are respectively a longitudinal section, a plan
partly in section, and a transverse section partly in elevation of a 3 cylinder
engine arranged for reversing and self starting purposes, as described. The general
arrangement and disposition of the pistons and cranks assumed in these views are
shown upon a smaller scale in Figures 33 and 34, the combustion being supposed
to take place at the back of each piston and the compression at the front or crank
shaft side of it. The cranks are disposed around the crank shaft at equal angles
of 120° from one another.
In Figures 30,-31,-and-32;-A-is-the-compressor eduction valve, which it is
requisite to keep tightly closed while utilizing the pumping ends of the cylinder
during the operation of starting. As shown in Figure 30, however, it is a freely
lifting mitred back pressure valve of ordinary type. B is a spiral spring which
presses upon the washer C, tending to force the point E strongly against the valve
top at a. It is however prevented from doing so by the suspending rod F, which
hangs by means of the strap ƒ from the eccentric G. The eccentrics G, G, are
formed upon the shaft G', which is suspended from the top of the casing by means
of the hanger H. Upon the shaft is formed an enlarged portion G2 to fit this
hanger, and corresponding hangers and other parts are formed above the other
cylinders, but are not shown in the Drawings. The gland and stuffing box J are
screwed into the hole K, which is made large enough to admit of the enlarged
portion of the shaft passing through it, and to avoid further stuffing boxes the
casings are connected by the gas tight pipes L, L, through which the shaft is passed.
The strap is also made large enough to admit of the shaft enlargements being
passed through it. The spring is made of sufficient strength to resist the pressure
of the starting reserve of gas, air, or steam. When this spring is desired to be
brought into play a handle is fitted onto the square G³ and the shaft partially
revolved, so that the eccentrics release the springs, which then press the spindle
points against the valves, making the latter operate much in the manner of an

page_text: ordinary safety valve, in which the spring is superior to the pressure of the contained
steam or gases.
M, M, M, are the self starting slide valves, which are of the single face type.
These valves are pressed against their faces by means of springs, or in any other
usual or convenient way, so as to make them gas tight. N is the passage to which
the starting reserve of gas or otherwise has access, and O is the induction port, and
P the exhaust way in the slide, shown in section. Q, Q, are the link motion gears
with pairs of eccentrics, one of each being set for forward travel and the other for
backward travel in the ordinary way. As it is not usual in these small slide valves
to give much lap in the exhaust side, I so arrange, where desirable, that when the
block is slid into the centre of the link, the latter will have just pushed the valve
into such a position that the cylinder port R lies midway between the ports O
and P in the valve. In the instance shown this is done by giving the slots in the
links a little more curvature than they would have if that curve were struck truly
from the shaft centre, the excess of curvature just equalling the displacement of the
valve from the central position required to give an equal lap of valve face upon
either side of the cylinder port R. The links are worked by hand levers, not shown,
in the usual way, and when the engine is seen to be going under gas are at once
neutralized by being put into midgear, the shaft G¹ being then returned to its old
position, so as to lift the suspended spindles F off the valves, and thus release them
and allow them to play their ordinary part as eduction valves. In some cases the
gastight casings for the eduction valve stopping springs, marked S, S, S, may be
enlarged, and made to take the place of an ordinary receiver for rendering the
pressure of the combustible mixture stored by the compressors fairly equal, not-
withstanding the sudden outdraughts from and indraughts to it, and when these
casings are utilized for this purpose they may, where desirable, be hot jacketted, as
the ordinary receiver was shown to be hot jacketted.
Having now described the nature of my said Invention, and in what manner the
same is to be performed, I declare that I claim,―
First. In gas motor engines of the kind in which the combustion takes place
within an enclosed cylinder in such a manner as to raise the pressure of the gases
within such cylinder considerably above their pressure in the supply pipe or pipes,
passage or passages, between which and such cylinder during the progress of
combustion all communication is cut off by means of a suitable valve, the whole of
the charge having been first supplied to the cylinder. I claim the use of a coil or
coils of pipe or pipes or other similar device hot jacketted for conveying the com-
bustible charges (or the principal constituent of the same) to the cylinder, so as to
prevent the reduction of temperature that would otherwise take place in such
combustible charges between the compressor and their entry into the combustion
chamber of (or clearance space at the back of) the gas motor cylinder, or even to
add to such temperature, and thus facilitate their ignition and thorough combustion,
substantially as hereinbefore described and illustrated in the Drawings.
Second. In gas motor engines of the kind in which the combustion takes place
within an enclosed cylinder in such a manner as to raise the pressure of the gases
within such cylinder considerably above their pressure in the supply pipe or pipes,
passage or passages, between which and such cylinder during the progress of com-
bustion, all communication is cut off by means of a suitable valve, the whole of the
charge having been first supplied to the cylinder, I claim the use of an enlarged
exhaust pipe forming a hot bath for the feed pipe, and also for the terminal portion
of the pipe and induction passage or passages forming part of the casting connecting
such feed or supply pipe with the induction valve of the gas motor cylinder,
substantially as herein before described and illustrated in the Drawings.
Third. The method of making a coil of feed pipe which is surrounded by a hot
jacket in a gas motor engine, readily detachable and attachable by means of forming
it with couplings at either end, substantially as hereinbefore described and illus-
trated in the Drawings.

page_text: .
Fourth. The use of a separate ignition valve for the inflammation of the separate
gaseous charges in a gas motor engine, such charges being contained within it at
the moment prior to their ignition at a pressure considerably above that of the
atmosphere, the said valve travelling at half the speed of such engine (that is, one
complete backward and forward traverse for each two complete revolutions of the
engine crank), and yet so arranged as to ignite the engine once in every revolution
(that is, twice for each complete backward and forward traverse of the valve) by
means of two flame pockets respectively, reignited by means of permanent flame
jets upon either side of the centre of the valve traverse, such valve being pressed
home against its face by means of springs, substantially as herein before described
and illustrated in the Drawings.
Fifth. The use of a valve for supplying gas motor engines with combustible
charges of gaseous mixture, where such gaseous mixture is compressed prior to
being supplied to the combustion chamber of the gas motor cylinder, the valve
making one complete backward and forward traverse for every two revolutions of
the engine crank shaft, and supplying the cylinder with gas during the central
portions of its backward and forward travels respectively by means of a D port
opening upon the front face of the valve only, making connection between the
passage or passages through which the gases are supplied to the valve, and
the passage or passages leading from the valve to the interior of the gas
motor cylinder, substantially as hereinbefore described and illustrated in the
Drawings.
Sixth. In a valve for the purpose, and travelling in the manner indicated in
claim 5, I claim the use of a pair of flame pockets flanking the feed port in the
valve on either side, and so arranged as to open to the passage or passages leading
to the interior of the gas motor cylinder almost immediately after the feed or
induction port has closed, but so formed as to avoid making an open connection
between such passage or passages leading to the interior of the cylinder of the gas
motor engine, and the passage or passages supplying the combustible mixture
to the valve, substantially as hereinbefore described and illustrated in the
Drawings.
Seventh. The method of starting and of reversing a gas motor engine incom-
'bustibly from a reserve of high pressure gas or air by means of 3 cylinders, which
under the normal conditions are used as compressing cylinders, the starting gas
being admitted into them from the receiver or receivers in such a manner that it
will actuate the crank shaft either in a backward or in a forward direction at
whatever point in its revolution the shaft may happen at the time to be standing,
substantially as hereinbefore described and illustrated in the Drawings.
"
Eighth. For the purpose of preventing a back rush of flame through the feed
pipe or pipes supplying a gas motor engine with combustible gaseous mixture, I
claim the use of a flame check constructed of a layer or layers of fine wire gauze of
larger area than is needful for the feed pipe, supported at the back or back and
front by grids of metal, and fixed in a suitable detachable casing, substantially as
herein before described and illustrated in the Drawings.
Ninth. In gas motor engines in which the cut off of the combustible mixture is
effected automatically by the rise of pressure within the cylinder due to combus-
tion, by means of a back pressure valve, I claim the employment of a wire gauze
hood suitably framed with a rigid ring of metal placed immediately over the valve,
and forming a stop to its lift, substantially as hereinbefore described and illustrated
in the Drawings.
Tenth. In gas motor engines of the class in which the combustible gases are
compressed upon one side of the piston, and the combustible charges inflamed upon
the opposite side of the piston, I claim the employment of governing gear so
arranged that as the speed of the engine rises, the position of the piston relatively
to the crank and crosshead is moved along the cylinder in a direction away from
the compressing end of it, and towards the end in which the combustion takes

page_text: place, for the purposes set forth and substantially as hereinbefore described and
illustrated in the Drawings.
In witness whereof, I, the said Joseph John Butcher, have hereunto set my
hand and seal, this Twenty seventh day of February, One thousand eight
hundred and eighty two.
JOSEPH J. BUTCHER.
(L.S.)