IMPROVEMENTS IN THE METHOD OF AND MEANS FOR OPERATING GAS ENGINES AND IMPROVEMENTS. IN THE CONSTRUCTION AND MODE OF OPERATION OF SUCH ENGINES
Year: 1883

page_text: LETTERS PATENT to Lewis Hallock Nash of Brooklyn in the county of Kings
and state of New York in the United States of America for an Invention
of "IMPROVEMENTS IN THE METHOD OF AND MEANS FOR OPERATING GAS
ENGINES AND IMPROVEMENTS. IN THE CONSTRUCTION AND MODE OF OPERATION
OF SUCH ENGINES
"
COMPLETE SPECIFICATION filed by the said Lewis Hallock Nash at the
Office of the Commissioners of Patents on the 22nd May 1883.
LEWIS HALLOCK NASH of Brooklyn in the county of Kings and State of New
York in the United States of America, IMPROVEMENTS IN THE METHOD OF
AND MEANS FOR OPERATING GAS ENGINES AND IMPROVEMENTS IN THE
CONSTRUCTION AND MODE OF OPERATION OF SUCH ENGINES
My invention relates to engines which work upon the principle of the expansive
force of gas or liquid fuel ignited within the power cylinder. The object of my
invention is to adapt this principle for the development of high power in a
comparatively light engine and to secure great efficiency under all conditions of
use. To provide against the destructive effects of too great heat of the cylinder
its piston and rod, provision is made to maintain these parts at a uniform
temperature. My invention comprehends a system or method in which separate
and complete working parts are combined so as to act in concert to develop power,
each complete member operating independently to perform its function without
complicating the other members of the system. This system of cooperating separate
and distinct members gives the advantage of being able to locate them in the most
advantageous position which is an important matter in distributing the weights in
a marine engine and for which use my system is especially adapted.
My system comprehends as cooperating members an engine adapted to work
with a supply of compressed air and gas, an independently operating air compressor
serving both as a motor for starting the engine and supplying it with compressed
air when running and means for converting the fuel into a gas under sufficient
pressure to be supplied direct to the engine and of burning without smoke the
several members working independently and combined to produce a motor capable

page_text: of being always under perfect control and having capacity to adapt itself, to
work with economy and efficiency under varying conditions of use. In carrying
out this motor system, I can use any suitable air compressor and operate it in any
suitable way that is to say by steam generated by a boiler encasement of the
working cylinder, by an independent boiler or by both combined or by an inde-
pendent gas engine. The advantages of running the engine by means of an
independently operating air compressor are among others that the engine may be
started at any time and in marine engines, when it is desired to run at a slow
speed in shifting the vessel from one position to another as from an anchor to a
dock, or from one dock to another the air compressor will be a sufficient motor to
drive the engine without bringing into action the gas generator, for the working
cylinder; it also serves as a starting power while preparing to operate the power
cylinder with gaseous fuel and in this particular my engine system can be used
advantageously for various purposes such as starting and operating elevators
pumping engines and the like. The method effected by my system of co-operating
members is the compression of air by means of a motor operating independently
of the engine conducting the air so compressed to the working cylinder for
operating the same for a given time, and continuing such operation by admitting
a combustible mixture into the cylinder with compressed air. In such method the
liquid fuel is conducted with steam into a fuel converter and the gas thus produced
is mixed with a portion of the compressed air which absorbs the products producing
a mixture which will burn without smoke and which is admitted to the engine
cylinder in quantities regulated by a governor which controls the supply of com-
bustible gas and air separately or together the combustible gas being formed under
pressure and so conducted to the power cylinder thus avoiding, the necessity of
compressing the gas after its production. My invention also comprehends a gas
engine in which the working cylinder is totally enveloped by a boiler encasement
which also envelopes flues for the escape of the waste gases, whereby the heat of
radiation and of conduction is utilized with great advantage in the development of
power from the products of the combustion of the gases within the cylinder. I
produce a double acting boiler encased explosive gas engine of simple and compact
construction in connection with the utilization of the waste heat from the products
of combustion. The working cylinder is not only totally enveloped by the boiler
encasement, but the valves and the flues communicating therewith for the escape
of the waste gases, thus utilizing the entire surface of the engine for the
production of heat to produce steam and to maintain a uniform temperature of the
working cylinder.
My invention also comprehends a gas engine in which provision is made for
producing a slow combustion of the gases within the cylinder in contradistinction
to an explosion, and for this purpose the compressed air and gas are introduced
into the cylinder in separate and distinct streams and in such volume as to cause
the charge to burn without smoke to avoid the deposit of carbon in the cylinder,
In such provision the gas enters the volume of air, to complete the charge so
gently as to be enveloped by and to flow with the air and not mix or form, eddies
in the cylinder. In an engine running two hundred revolutions per minute the
mixing of the two comparatively large volumes of air and gas could not occur in
the instant during which the charge is being admitted and the larger the volume
of the streams of air and gas, the less liable will they be to admix as the flow will
be greater.
These separate air and gas volumes can be admitted either through
separate ports in the same valve or by separate valves. I have illustrated in the
accompanying drawings the independently operating members of my gas engine
system grouped together for joint operation in which Figure 1 sheet.1 represents
in longitudinal section the power cylinder with a boiler encasement; Figure.2
the fuel converter or gas producer of which two forms are shown in section
both producing gas from different kinds of fuel; Figure 3 an elevation of
the air compressor and Figure 4 the independent boiler for starting. the
air compressor; Figure 5 sheet 2 a longitudinal sectional view showing the

page_text: method of cooling the power cylinder its piston and rod. Figure 6 a cross
section on the line xx of figure 5. Figures 7 and 8 show detail modifications
of the water conducting plungers of the piston rod of the working cylinder.
Figure 9 sheet a longitudinal sectional view of the governor for controlling the
cut off. Figure 10 an end elevation of the governor connections with the link
motion for operating the engine valve and Figures 11, 12 and 13 show a series of
cards illustrating the working of the system under different conditions and showing
how the points of cut off of the engine are regulated by the governor.. Figure 14
sheet represents in elevation the engine boiler encasement and the governor
attached thereto Figure 15 a vertical section of the same. Figure 16 the
governor in longitudinal section and Figure 17 shows the operating mechanism of
the governor valve. In
are represented in detail the construction of
the boiler encasement of the engine; the method of introducing the gas and air
into the cylinder in separate and distinct volumes to effect combustion without
explosion (and the converters or gas producers for solid and for liquid fuel as
separately applied to the engine) are shown in sheet 1. Referring to figures 1, 2, 3, & 4
I will first describe the engine and its co-operating members shown in figures 1 to 17
inclusive and embracing what I have termed my system of independent members
operating conjointly for the development of high power in a comparatively light
engine. The working cylinder B shown in figure 1 is constructed with a boiler
encasement A for generating steam as a power independent of the engine the
steam being generated in the encasement by the waste heat of the gases rejected
by the engine and accumulates within a steam dome A' from which it is used as
may be required and such boiler encasement serves to maintain a uniform tempera-
ture of the cylinder. The engine is provided with any suitable valve movement and its
boiler encasement with suitable boiler attachments. In connection with maintaining
the cylinder of a gas engine at a uniform temperature I provide means for also
maintaining its piston and piston rod at the same temperature by a water circulation.
I obtain such water circulation in the piston and its rod by hollow plungers B² B³
working into plunger chambers C₁ C' and communicating with the hollow piston
P by means of its hollow rod R and its crosshead S as shown in Figure 5 As
shown in this figure the hollow plungers B' B₁ are supported by. the cylinder
encasement and open into the plunger chambers and the latter which are carried
by the cross head S communicate by suitable passages with the chambers of the
piston rod. These hollow plungers are arranged on each side of the piston rod and
communicate with the water space of the cylinder encasement. The plunger B' has
a check valve v arranged to open outward from the cylinder while the plunger B²
has a check valve v² arranged to open inward towards the cylinder. The piston P
moving in the direction of the arrow 1, the chambers C¹ C² are forced over the
plungers closing valve v¹ so that the water escapes out of the plunger chamber C¹
which opens into the piston rod chamber as shown by the arrows and passing
through the piston rod into the piston by the holes bb passes through the holes & d
of the piston and returns to the cross head passage by means of a tube T centrally
placed within the piston rod from which tube it escapes into the plunger chamber C³
which communicates with said tube. From thence the circulation is through the
plunger B back into the cylinder encasement the valves v¹ and v² controlling such
circulation. Upon the return stroke of the piston the valve v² closes and the
valve v opens producing the circulation in the same direction constituting a double
acting plunger pump taking the water from and returning it to the cylinder encase-
ment The centrally arranged pipe T within the piston rod is supported at each
end by collars I, I which with the tube T divide the inflowing from the out-
flowing water. In such division the plunger chamber C¹ communicates with the
chamber of the piston rod by a lateral passage in the cross head and the plunger
chamber C2 communicates with the central tube T by a lateral passage in the cross
head, while the hollow piston is formed with a central hub and a plate so as to
divide it into receiving and outflowing chambers on each side of the hub, the
former opening into the piston rod chamber and the latter into the central tube by

page_text: lateral passages in the piston hub, I have shown in figures 5 and 6 the plungers
B1 and B2 as being attached to the engine encasement A and the plunger
chambers C¹ and C2 as being secured to the cross head S but such construction
might be reversed as shown in Figures 7 and 8, In the modification shown in
figure 7 the plunger chambers are arranged to extend within the water space of
the cylinder encasement and the valves must be placed upon these chambers
and the pump is double acting as in the construction shown in figure 5 In
the arrangement of the valves shown in figure 8 the operation is single acting
in which B2 becomes a carrier pipe to convey the water from the cross head
to the cylinder casing. The exact position and construction of the valves are not
important provided they act together to force the current of water as shown by the
arrows The engine works on the principle of receiving a mixture of air and
combustible within its cylinder through a portion of its stroke and igniting it
therein driving the piston by expansive force, any suitable valve system may be
provided for admitting the combustible fuel. To protect the piston and the
cylinder heads from the direct contact of the hot gases in the cylinder. I cover
the piston faces and the inner sides of the cylinder heads with thin plates a a e of
sheet metal. These plates becoming rapidly heated by contact with the charge
present a hot surface to the gases and thus prevent absorption of heat from the
charge. The combustible fuel must be admitted to the engine in a gaseous state
and I provide means for effecting. this before its entrance into the cylinder so that
it will burn clean with a smokeless flame without explosion and produce little or
no deposit of solid matter within the cylinder. In such preparation the gas may
be produced from solid or liquid fuel will contain a comparatively small amount of
carbon and is introduced into the power cylinder direct from the converter or
producer. In such engines as now used, a residuum of carbonaceous matter is left
in the cylinder after explosion from each charge and retains its high temperature
rendering it liable by a spark to ignite the incoming charge prematurely, By my
inethod of preparing the gas all the constituents of the fuel which will not
evaporate or reduce are left in the converter and can be removed so that the gas
leaving the converter or producer will be in condition to ignite readily and burn
with a non-luminous and smokeless flame and without leaving a deposit of matter
in the communicating passages or pipes This previous preparation of the fuel is
effected under a sufficient pressure to cause it to enter the engine and in this
particular I effect an important advantage in dispensing with the employment of
separate compressing mechanism for the gas or of effecting its compression within
the air compressor or within the power cylinder by the back stroke of the piston,
as now practised in explosive engines. I have shown two forms of converters one
being the equivalent of the other in producing the gas and rendering it non-
explosive as a preparatory process. They are both connected with the gas engine
and can be worked together, but their use is more particularly to meet a
- contingency of using liquid fuel or solid fuel when one or the other kind of fuel is
not obtainable as for marine engines and for cleaning out the converter so that
there must be no interruption in the production of gas. The converter may be
adapted for the production of gas from coal and other solid or carbonaceous fuel, or
from highly carbonaceous liquid fuel as crude petroleum or from the light and more
volatile oils each converting the combustible into a gaseous state before allowing it
to enter the engine and to form such a gaseous mixture that it will burn readily
without smoke. A good converter for liquid fuel is shown in figure 2 and consists
of an air tight heated mixing cylinder c capable of sustaining the pressure of the
gases; a heated pipe F or a system of pipes connecting the oil reservoir (not
shown) with the mixing cylinder and supplying oil thereto under pressure
sufficient to cause it to enter said mixing tube; a heated pipe, s, or system of pipes
connecting the mixing cylinder c with a steam chamber so that the steam is
brought into contact with the fuel issuing from the pipe F mixed thoroughly
while highly heated and completing such admixture in the converter chamber by a
chemical union of the steam and the hydro carbon; an external fire of gas jets I, I

page_text: .
or other fuel for heating the three members just described and an air pipe A³
connecting the mixing cylinder with the air compressor so as to admit a sufficient
amount of air under compression to introduce the fuel from the converter into the
working cylinder under pressure. The admission of the air into the converter
chamber is at a point where the temperature of the gases is low enough to allow
the air to mix without ignition of the gases for the purpose of further reducing
and absorbing the gases and vapors while serving the purpose of a vehicle to carry
the gases under pressure into the working cylinder. The oil and the steam pipes
are so arranged to enter the cylinder that the steam pipe will act as an ejector and
send out the hot liquid fuel in the form of jets or spray into the heated compressed
air within the mixing cylinder the air thus becoming saturated with the
vapor of the fuel, passes off through the pipe G to the engine as required:
A gas burner D is placed upon this supply pipe G as a means of testing the
quality of the gas being produced, the supply of air being regulated so that
this flame burns without smoke to determine the proper quantity of air to be
admitted to the converter. The heads H H of the mixing cylinder are made
removable to allow for cleaning out any accumulation of matter which may be
deposited within the converter chamber. The converter is enclosed within a
heating chamber M having a top opening m for air for the gas jets surrounded with
non conducting material M¹ to prevent loss of heat which is supplied by the gas
jets II to the converter. The heating gas jets I I¹ may be supplied from the
engine connecting pipe G or from any other source. The fuel and the steam enter
the mixing or converter chamber c together in a highly heated condition, the steam
taking up some of the carbon of the fuel and producing a mixture containing
carbonic oxide, carbonic acid, hydrogen and some of the lower hydro carbon gases
and vapors of the oil. The intermingling of air with this mixture absorbs the
gaseous vapors which might condense in the engine and passages and thus forms
gaseous fuel which will be consumed without depositing matter in the working
cylinder and the communicating pipes. As the steam is only required to take up
the bulk of carbon from the fuel, it is important to use only sufficient steam
for this purpose and then add enough air to continue the absorption and produce
the non-luminous flame required. Gas Engines as now constructed admit a mixture
of air and gas into a cylinder and then compress them to the required degree
whereas in my method the air only is compressed and the gas is formed in the con-
verter under a sufficient pressure to be used directly thus avoiding the danger arising
from the explosion of a reservoir containing a mixture of air and combustible under
high pressure. The same results are produced by the solid fuel converter shown.
which consists of a magazine R¹ for containing coal which supplies the combustion
chamber cc which with the magazine is enclosed within an air tight case B*
having a grate O and ash pit P¹ at the bottom and provided at the top with an
air tight cover H¹ for the magazine and an air tight door for the ash pit. The air
pipe A and the steam pipe, 8, enter the ash pit and the gas pipe G connects with
the air tight case at the top of the combustion chamber. The fuel being started
the air is admitted and as soon as the fire is hot enough, steam is admitted admixing
with the air, but not in sufficient quantity to lower the temperature of the fuel
serving only to produce the gas under pressure sufficient to cause it to be supplied
directly to the engine or collected in a reservoir for that purpose. I prefer to use
two or more converters or gas producers in my system so that one of them can be
filled and the accumulation of ashes removed while the other converter or producer
is supplying gas. Steam may also be admitted in the combustion chamber by
pipes 88 extending into the centre and hottest part of the solid fuel. Both the
converters which I have described are shown in connection with the engine and the
air compressor and with the steam boiler encasement of the engine, and with an
independent steam boiler so that the steam for the converters can be used from
either. The air compressor shown in figure 3 may be of any approved construction
and is shown as receiving steam from two sources to operate it, one being the boiler
encasement of the engine for continuing to run the air compressor after it has
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page_text: .
.
I
been once started; and the other being an independent boiler or boilers shown in
figure 4 used for starting the compressor, so that the compressor is driven by a
primary and a secondary steam boiler the former of which must be provided as the
starting power. As a separate and independent source of power, the air compressor
may be run by a gas engine using gaseous fuel from the same source as the boiler
encased engine, and in such case it becomes the starting power for the air
compressor. The compressed air is received into a reservoir R2, which connects by
the pipes As with the power cylinder but the compressor may be of such construc-
tion as to render a reservoir unnecessary, that is to say when the compressor is
capable of maintaining a constant pressure of air then a reservoir is unnecessary.
have shown a vertical boiler as the primary or starting power for driving the air
compressor but any form of boiler may be used and my system contemplates the
use of the auxiliary boiler power of the vessel, as for instance, that required to run
the bilge pumps, donkey engines, steering apparatus etc, With such independent
source of power, for operating the air compressor, the engine may be run by
compressed air while the system is being got under way, to run the engine with
gaseous fuel. The converters or gas producers are shown as receiving steam from
either generator and air from the compressor, but separate sources of steam and air
may be used if desired. As before stated I provide a governor which shall so control
the point of cut off of the admission of the gases to the power cylinder, that the
engine will always be working at its greatest efficiency. The governor is controlled
in its action by the final pressure in the power cylinder at the end of the stroke.
It can be adjusted to respond to any desired pressure, or it can be so adjusted as to
indicate the pressure at any instant of the stroke and when it is so adjusted it will
so regulate the point of cut off that the pressure at the point of the stroke indicated
by the governor shall be always the same, whatever be the amount of compression
of the gases or the quantity of fuel used. The governor will also perform the
office of a gauge to indicate the pressure at this point in the stroke. The governor
shown in figure 9 is adapted to record the pressure from one end of the power
cylinder only but it may be made to record the pressure from both ends by pro-
viding a valve for each end of the cylinder. The governor consists of a device
that receives and is controlled by the action of the gases in the engine and a
connecting device by which this action is communicated to the valve system of the
engine. The first device or part consists of a cylinder C2 having a plunger P² fitting
it steam tight but free to move as acted upon by the pressure of the gases in the
engine which is communicated to it from the valve chamber H2 of the plunger
.cylinder whenever the valve is lifted. The valve chamber H³ communicates by
a pipe 82 with the engine cylinder and the valve is preferably arranged in a part of
the cylinder chamber at right angles to the plunger. The valve, v³, is operated by
a cam k secured upon a shaft driven by the engine and the motion of said cam is
such that it lifts the valve at a given instant of the piston stroke closing it
again quickly. The pressure of the gases when admitted behind the plunger P¹
drives it forward against a spring G₁ which is thereby compressed in proportion to
the pressure upon it and this movement of the plunger is used to regulate the cut
off of the engine. The second part or device of the governor consists of means by
which it is connected to the well known link motion. The stem of the plunger
carries a clutch T which engages with one end of a lever L which carries at its
other end two spur pinions D' D2 which are driven by the engine by any con-
venient connection through the shaft R³ so as to be revolved in opposite directions
as shown by the arrows. They are arranged to drive another spur pinion O¹ when
brought into gear with it by the rocking movement of the lever. This pinion O¹
has a nut running on a screw-rod M2 and when it is turned it moves the screw-rod
forward or backward according to the direction of the rotation of the nut.
screw rod is connected by the rod W to the link y thus moving the link according
as the screw is moved and regulating the cut off of the engine valve with which
the link y is connected by the stem. B' as shown in figure 10 When the pressure
in the engine is not as great as desired the pressure in the plunger chamber does
This

page_text: not force the plunger out and the clutch T¹ pulls the lever. L so that the pinion D'
engages the pinion O¹ which therefore begins to move the link to allow the gases
to follow further in the stroke.. But when the pressure in the plunger chamber
becomes too great the lever L is moved over so as to engage the pinion D thus
reversing the motion of the pinion O¹ and thereby the link is adjusted to cut off
shorter. The pressure at which the governor is required to act may be adjusted
by varying the tension of the spring G₁ and the point in the stroke which it is
desired to indicate may be determined by connecting the cam k with the engine so
that it will lift the valve at the required portion of the stroke. The mechanical
connections for controlling the cut off may be varied and any suitable valve may
be used with suitable operating connections with a plunger combined with an
independent valve controlled by the engine so as to open and close quickly letting
in the pressure of the gas. for an instant. I have stated that the degree of com-
pression of the charge, the point of cut off and the supply of fuel, are each separately
under the control.of the engineer and it will be understood that by operating the
compressor independently of the engine the amount of compression can be main-
tained at any point without any change in the point of cut off or in the quantity
of fuel used in the engine. Hence the amount of fuel supplied to the engine.or the
point of cut off does not affect the degree of compression under which the engine
is working such compression, being maintained. constant by the independently
working compressor. In the drawings I have shown the engine with a governor
controlling the point of cut off by ineans of the valve mechanism. The supply
of fuel is regulated by the cock 12 figure 15 the fuel from pipe G entering
the pipe A2 and mixing with the air passes into the valve 13 which is
operated by the eccentric and link motion in figures 16 and 17 and operates as a
cut off in a manner well known. This cut off valve 13 admits the charge at the
proper time through the main valve 14, to the engine cylinder. The pressure from
the cylinder to the valve chamber H2 of the governor is conveyed by the pipe 15
Figure 14 which. enters the power cylinder and the said chamber and from the
latter it is admitted by the valve v³ through a pipe 16; to the plunger chamber C³,
The governor is shown as attached to the engine and as being operated by the
shaft 17 which is geared to the engine shaft by gear wheels 18 and 19 and driving
the counter shaft 20 by gears 21 and 22.
+
The cam or eccentric k is secured to the shaft, 20, as shown in figures 9. and 17
and it is set so as to operate the valve at the desired instant of the stroke while
the gear wheels D1 and D2 are operated through bevel gear, 23, and, 24, which are
driven by the shaft, 20. The gear wheels, D¹, and, D, have their bearings in the
lever L so placed that they will alternately mesh into and drive the gear, O, when
the lever L is moved by the governor as already described. While I have shown
the governor as being attached to the engine and adapted to control a cut off
operated by the well known link motion, I do not confine myself to this particular
construction, for my governor. may be adapted to control any form of cut off valve
motion by a special adaptation to each particular case. The valve may also be
placed at any convenient point upon the pipes which connect the cylinder with
the governor chamber C². By disconnecting the governor, the engineer can adjust
the point of cut off to that point which in his judgment may be most favorable
for the operation of the engine at the required power, while the supply of fuel may
also be regulated by the cock, 12, or by an independent cut off valve; for in my
gas engine system it is a distinctive point that the adjustment of the cut off does
not affect the degree of compression of the charge as this is maintained by the
separate compressor. It is this independently operating air compressor that gives
the engineer power to control the cut off without at the same time changing the
degree of compression. In engines where the. air compression pump is connected
to and driven by the engine itself, a certain quantity of air at atmospheric pressure
is taken in at the compression cylinder at each stroke, and it must be compressed
to such a degree that it will fill the space occupied by the charge in the power
cylinder. Now if the cut off is made shorter so as to leave less space for the

page_text: charge, then the air must be compressed more so as to enter this space in the power
cylinder, and then the charge will be under greater compression. But with the
independently operating compressor the cut off has no influence upon the degree of
compression. I have described in general the particular office of each member of
the system and will now describe the operation of the system as illustrated in the
drawings sheet 1, in connection with the cards illustrating the action of the
governor in controlling the cut off of the valve. The engine system being started
and in running order, the independent steam generator need not be used, but steam
from the engine boiler encasement is used to drive the compressor. In this system
the compressor is designed to use all the steam generated in the engine boiler
encasement and its speed and the pressure of the air in the reservoir R² will depend
upon the amount of steam generated in such boiler encasement. In adapting an
air compressor to this system I provide it with the governors now in use so that it
will run whenever there is a pressure of steam in the engine boiler encasement
Fuel being supplied to the engine through the pipe G and air through the pipe A*
the valve system of the engine regulates its supply according to the demand
required by the power developed by the engine Now of the heat developed by
the combustion of the fuel within the engine a certain portion is utilized in pro-
ducing power in the engine. The other portion is taken up by the boiler encase-
ment and develops steam therein. Experiments with gas engines have shown that
when running under the most favorable conditions, the quantity of heat utilized
to produce power in the engine is about twenty per cent and the waste heat
about eighty per cent. When the compression is less the quantity of beat
utilized is less, while the waste heat is correspondingly.greater. The above
facts determine the action of my system and its power to adapt itself to the
most favorable conditions for the utilization of the fuel used. Let the system
be running uniformly under a steady supply of fuel, then a certain portion
will be utilized in the engine and the remainder of the heat will develop steam
in the boiler encasement and be utilized in the compressor, in compressing air in
the reservoir. Now let it be required to increase the power of the system
and for this purpose let more fuel be supplied. Under this increase there will be
a greater amount of heat generated in the engine and the quantity of waste heat
given into the boiler encasement will be correspondingly greater. Hence the
compressor will compress the air in the reservoir to a greater extent and the
engine will therefore be working under greater compression and will utilize more
heat. When the generation of steam in the encasement becomes constant the
amount of compression of air will be constant and the system will have thus
adapted itself to the new conditions The power of the system is reduced by
decreasing the supply of fuel which will lessen the heat generated in the engine
and less steam will be supplied to the compressor, so that the amount of compression
of air in the reservoir will be less, the engine will be running under less compression
and thus have adapted itself to the new conditions. The power of the engine is
illustrated as being controlled by the amount of fuel supplied by the cards shown
in figure 11, the point of cut off being regulated by the governor. The straight
portion of the line of pressure a b shows the portion of the stroke when the charge
is being admitted; b c represents the rise of pressure produced by the combustion
of the fuel and cd represents the fall of pressure while the charge is expanding,
d being the point of the stroke at which the governor is set. The area of this card
I abcdo represents the total work of the gases in the cylinder of which the
portion I a b c is the work of the air compressor. The similar cards I a b c d o
etc show cards where the supply of fuel is less. It will be seen that the compression
of air is less as shown by I a² that it is allowed to follow in the stroke as shown
by a b; that the pressure due the combustion of the fuel is less as shown by
b² ² and that the expansion lines pass through the point d, the point of cut off
being regulated and determined by the governor. These cards represent the
condition wherein the supply of fuel is. varied the point of cut off being fixed
by the governor the amount of compression being determined by the amount of

page_text: steam generated in the boiler encasement. The line Ia b c d o represents a
card taken when the governor has been set at a higher pressure and shows the
conditions when the engine is driven to its full capacity the gases being discharged
from the cylinder at a pressure o d³. From this system of cards it will be seen
that the more work done in the engine cylinder, the more steam will be generated
in the boiler encasement and hence the higher will be the compression of the
charge which are conditions favorable to the economy of the system. While the
boiler encasement can be relied upon to drive the compressor as stated, yet there
are various uses to which the system can be applied where it is desirable to havê
the air compressor operated by an independent source of power by which the
degree of compression can be maintained at any desired point. Figures 12 and 13
illustrate two series of cards taken under these changed conditions of constant
compression in which the compressor is run by a separate boiler power or by a
gas engine so that the compression of air in the reservoir may be maintained
constant, as contradistinguished from compression depending upon the power
developed by the engine. In figure 12, I a¹ illustrate the compression of the
entering gases, the lines b³ ca etc show the increase of temperature and pressure
due the combustion of the fuel and the point b b³ etc are the points of cut off as
determined by the governor, when it is required to have the gases expand down to
point d. The card I a¹b do shows when no fuel is supplied to the engine. The
card I a¹ b c do shows when a small amount of fuel is supplied,. 62 c² shows
the rise of pressure due this combustion and the similar cards show cases where
the amount of fuel is greater and the rise of the pressure due the combustion
of the fuel is greater as for instance 6* c*. The cards I a² B² C² do, etc represent a
similar series of cards taken when the compression of the charge is greater as
shown by I a². It will be seen that in every two such series of cards there will
always be two cards of equal area as I a³ B³ C³ do and I a' b c d o and for a
series having any other initial pressure there will be another card of equal area.
This shows that the engine may be made to develop a given amount of power
under various different conditions of compression of the charge. Figure 13 shows
a series of cards of equal area, representing different conditions of supply of fuel,
compression of the charge and point of cut off. But although these cards represent
equal powers developed by the engine they do not represent the expenditure of
the same amount of fuel in each case. On the contrary there would be a very great
difference in the amount of fuel used. Card I a³ ³ ³ d³ o¹ represents when the initial
pressure is very high, the amount of fuel very small and the point of cut off very
early in the stroke so that the pressure falls rapidly by expansion and sinks below
the atmospheric pressure line I o' before the completion of the stroke as shown by
the line c cl³ 01. Card. I a b c d² o' shows a small compression following far in
the stroke and a high degree of expansion due the combustion of the fuel as
at b³ ³ the gases being discharged under high pressure as at o¹ d². Between these
extremes are a series of cards corresponding to each degree of compression and
somewhere within the limits will be a card which will use the ininimum amount
of fuel considering the fuel used in both air compressor and engine. This card
will be determined by actual experiment for each condition in particular so that
the best point of cut off, degree of compression and amount of fuel supplied will
be known for each engine system which will be the most efficient to develop the
desired amount of power and the engine can be run in accordance with the best
conditions. These figures are not accurate representations of actual cards made by
the pressure of the governor on a paper roll. but designed to exaggerate and
show the various features which effect the power of the system and the effect, of
the various parts of the system in controlling the result desired It is this
adjustability and adaptability of this engine system to meet the various conditions
of varying power required in practice that constitutes one of its valuable. features.
In driving the engine by the compressor operated by the independent boiler the
speed will be slow and there will be no more expenditure of fuel than is required
by the independent boiler while the engine will be in readiness to develop power

page_text: :
whenever it is required to do so by admitting a charge of the combustible
mixture within the cylinder and igniting the same by an electric spark or other
approved means. In starting, the independent boiler drives the compressor,
compressing the air in the reservoir to a degree sufficient to drive the piston
through a portion of its stroke and then the inlet being cut off by expansion
through the remainder of the stroke, the same being. repeated upon the return
stroke. The engine being in motion a small quantity of fuel is admitted with the
air and ignited. As the engine heats up the point of cut off of the admission of
the compressed air is gradually changed by the valve connecting mechanism and
as the supply of fuel is increased the admission of air is cut off shorter so as to
keep the pressure of the waste gases at the end of the stroke at about the pressure
of the atmosphere This adjustment of the valve is continued until the engine is
at the temperature at which it will remain while running. The engine now
running in order there are three elements which act together to determine the
speed and power, developed by the engine and the engineer has them each at his
control to adjust each and all of them at his pleasure. These elements or factors
are. ; the degree, of compression of the air in the reservoir, the quantity of fuel
supplied to the engine and the point of cut off of the admission of the air to the
engine. In general the first two factors should determine the third. and the point
of cut off as stated before should be so adjusted, that when the gases have
expanded throughout the stroke, they shall have just pressure enough to escape
from the engine. The method by which this final pressure is indicated to the
engineer, has been described.. The pressure of the air in the reservoir can always
be kept at the point desired whatever be the speed of the engine, or the power
developed since the air compressor runs independently of the engine and is
separately under the control of the engineer. The degree of compression to be
used in any given case having been determined by the engineer the supply of fuel
and the point of cut off may be mutually adjusted so as to give the best results
for any given case, the object being to use the least possible amount of fuel to
develop a given amount of power. and by looking at the power indicator the
engineer can determine how much power the engine is developing. For every
given amount of fuel being supplied to the engine at any given time, there will be
a corresponding point of cut off where the engine will develop the greatest power.
The position of this point of cut off will be determined by the following
conditions., If there were no heat given up by the gases to the engine walls the
most efficient point of cut off would be very early in the stroke when the
temperature of the gaseous products at the instant of ignition should be the
highest possible and could not be allowed to expand the most but since the gases
rapidly loose their heat by conduction, the best point of cut off in practice would be
later in the stroke and the engineer will adjust the point of cut off by the valve
gearing of the engine in view of the power indicator until the engine is developing
its greatest amount of power possible under these conditions. The higher the pressure
of the entering air the more efficient will the engine be when running with full
'power. When running light, the pressure should be adjusted to that point which
shall be found in practice to be most efficient.. It will thus be seen, that by my
combined system I am enabled to adapt my engine to any of the various conditions
under which the engine is required to run, and to adapt it so that it shall always
work under the most favorable conditions as to efficiency. the whole being always
under the control of the engineer. To operate the system by the air compressor
steam is made in the independent boiler Figure 4 and the cocks K¹ and K² are
opened while cock Ke remains closed. Steam is admitted through cocks K¹ and K²
driving the air compressor compressing the air in the reservoir. The liquid fuel
converter can now be operated receiving steam through cock K' and air through
.cock K8. If using solid fuel the converter receives its steam through cock K10
and its air through cock K As soon as the converters either separately or
together begin to develop the fuel gas, it is admitted to the engine together with a
charge of air from the reservoir and the engine begins to develop power and steam

page_text: will be formed within its boiler encasement. When the steam is under sufficient
pressure in the boiler encasement the cock K is opened and steam therefrom will
assist in driving the compressor. As soon as steam in the boiler encasement is
generated fast enough, the cock K' is shut off and the fire allowed to go out in the
independent boiler. The compressor is now driven by steam from the engine
boiler encasement. The compressor may be run and receive its source of power
from a gas engine and be capable of maintaining the pressure of the air in the
reservoir at any desired point. in which case the temperature of the engine its
piston and rod may be kept from being unduly heated by a circulation of cold
water. Referring now to the boiler encasement for the power cylinder shown in
sectional views in Sheet number, 3, figure 18 represents a vertical longitudinal
section of the power cylinder and its boiler encasement, Figure 19 a vertical cross
section of the same taken through the boiler flues for the escape of the waste
products of combustion from the cylinder; Figure 20 a horizontal section taken
through the line y y of Figure 19.; Figure 21 a horizontal section taken through
the line A B of Figure 19 and figure 22 a horizontal section taken through the
boiler flue space showing the arrangement of fuel jet pipes by which the boiler
encasement flue space is made the receiver for combustible fuel for producing com-
bustion, therein to generate steam for starting the engine
These views represent
a horizontal engine but my invention may be applied to engines of the vertical
type as well. The heated parts of the engine are surrounded by a steam tight
casing into which water is admitted as to a steam boiler. The casing is filled to a
point where it is desired to maintain the water level and sufficient space is provided
into which the steam can collect as in the steam space of a boiler so that the steain
generated can pass off either by providing a steam dome for the purpose or by.
taking the steam from an enlarged portion of the casing.. The whole is provided
with the necessary gauge cocks, feed apparatus and other appliances necessary to a
steam boiler, The heat radiated and conducted through the walls of the engine is
communicated to the water within the encasement and thus produces steam therein.
The waste gases and heat passing off therewith are also caused to pass over the
boiler flue surfaces in the encasement of the engine and thus give up their heat to
the water. The steam thus generated may be used in any suitable way to start
the engine, since there will always be a reserve of power in the engine encasement
to start the engine when only stopped for a short time. In order to start the
engine at any time a secondary source of heat may be applied to the boiler encase-
ment so as to raise steam to a pressure required to start. the engine.
All the
heated parts of the engine being surrounded by the boiler casing, the temperature
of the gas engine is not allowed to raise above that of a steam engine using steam
at a pressure high enough to start the engine, hence lubricating oils can be used in
the working cylinder. In small engines I prefer to cast the encasement with the
castings of the engine as shown in the drawings, but for large engines I prefer to
surround the engine with a boiler shell of sheet metal suitably secured to the
castings of the engine. In figure 18 the engine cylinder c is shown with its piston P
and piston rod connections and the casing 6 completely enveloping the cylinder so as
to form a surrounding space for the water which is indicated by W and is maintained
at a level I; therein to envelop the cylinder and leave a steam space 8 at the top of
the casing communicating with a dome d within which the steam collects. The
piston rod passes through one end of the cylinder and its casing by a stuffing box
connection. Any suitable feed water connections may be made with the casing
which is provided with suitable steam and water try cocks G preferably arranged
in the casing b at one end of the cylinder, The waste gases after being discharged
from the cylinder pass through flues F arranged within the water space preferably
at the lower side of the cylinder where the casing is enlarged for this purpose as
shown in figures 18 and 19 and escape at some portion of the casing as at E.-A
represents the pipe through which the air and combustible gases are introduced into
the cylinder, through a proper valve o working in a suitable case or cylinder by a
rod L. connecting with the crank shaft or operated in any suitable way..
The

page_text: mixture of gas and air is admitted to the engine and ignited in any of the well
known ways in gas engines so as to utilize its expansive force to drive the piston.
The cylinder walls take up a portion of the heat from the hot gases and com-
municate it to the surrounding water developing steam, To this utilization
of the heat of radiation and conduction I add the heat of the waste gases from the
engine by conducting them through the flues passing through the lower portion of
the encasement and giving up the heat to the water through the flue walls and thus
aid in the generation of steam, which collecting in the steam dome d passes by the
pipe Has a power to start the engine or for other purpose. I have shown the
waste gases as passing through a system of flues within the boiler-casing, but the
gases may be passed into a chamber containing a system of tubes as in any approved
form of tubular boiler. The boiler case which envelopes the engine cylinder
also envelopes the cylinder within which the valve o operates, the valve-cylinder
being mounted within the casing so that its surface gives out the heat it receives
from the gases and the valve is kept from being too greatly heated. In figure 22
I have shown means of heating the boiler encasement by injecting combustible
fuel into the flue space F and thus converting this space into a combustion chamber
for generating steam for starting the engine and for this purpose I provide means
for supplying.combustible fuel and jets of air, in the encasement flue space which
means consist of a pipe E¹ for injecting a suitable gas, and jet pipes J'J' for
injecting air the combustion being effected within the flue space F by.igniting the
gases in any suitable manner. In using the boiler encasement as a power in
driving the engine the operation is as follows:-At each stroke of the piston a
quantity of air and combustible is admitted to the power cylinder with an
amount of steam from the boiler encasement., The charge being now ignited, the
piston is driven and the waste heat rejected by the engine develops an additional
amount of steam in the boiler casing to be utilized in continuing the operation.of
the engine. Since a large portion of the gaseous fuel is composed of hydrogen;
the products of the combustion of the fuel will be largely steam, and in gas engines
which are cooled by a water jacket the hot aqueous vapor within the cylinder is
rapidly condensed by contact with the cylinder walls. The rise in temperature is
sudden caused by the explosion of. the combustible mixture and is followed by an
instantaneous, fall of temperature and pressure. This is due to the fact that the
gases are ignited within a comparatively cold chamber which is practically a
condenser and the sudden fall is due to the almost instantaneous condensation of
the aqueous portions of the products of combustion. By enveloping the power
cylinder with the steam generator it is obvious that the cylinder cannot have a
temperature lower than the surrounding steam, and hence the products of combus-
tion cannot condense so rapidly and in any case the aqueous portion of the charge
will not have a lower temperature than that of the steam in the boiler encasement
The absorption of the heat therefore from the charge by the cylinder walls will be
very much slower and the work done by the gases in the engine cylinder will be
correspondingly greater. Hence if the steam generated in the boiler is.not utilized
as a power to start the engine or to assist in operating it or used to operate an
independent machine, but allowed to escape through a safety valve, a great
benefit would still result in the increased efficiency of the engine When
starting steam in the boiler encasement the gaseous fuel will be injected under
pressure in jets, the issuing orifices of which are shown as being within pipes Z
through which the force of the fuel jets draw in a sufficient quantity of air to
secure its combustion. It will be understood that suitable valves and pipe
connections with stop cocks are provided for the supply of steam air and gaseous
fuel. to the working cylinder. A governor operated by the pressure of the steam
in the boiler encasement may be used to regulate the quanty of gas supplied to
the jets JJ so that the pressure of the steam will not rise above the given
pressure and if such pressure falls, such governor will supply more combustible to
the jets JJ hence there will always be a pressure in the steam boiler dome d
ready to start the engine-no matter how long it has been idle. The engine thus

page_text: started its operation is continued by steam, air and combustible. When the engine
is stopped the jets J¹ J¹ will be used to insure there being always a sufficient
pressure of steam to start the engine when required, it being understood that the
air, gas and steam, are admitted at a given stroke of the piston and ignited at a
given part of such stroke and in this way the steam can be used as an independent
power to start the engine. In this method of operating a gas engine live steam is
introduced into the cylinder by suitable valves to start the engine and
subsequently a charge of air and combustible is admitted by a suitable system of
air and gas valves and ignited to continue the development of power by the direct
pressure of the exploded gases of separate charges upon the piston. Referring to
the method of operating a gas engine by a slow combustion of the charge within
the power cylinder as contradistinguished to an explosion of the charge, I have
shown in Sheet 3 figures 23 and 24 a construction by which such method is
effected. Figure 23 shows an engine adapted for the admission of gas and air in
separate streams of such volume as not to intermix but to remain in separate
strata and to produce a slow combustion. Figure 24 a cross section of the
power cylinder showing by lines the gaseous stream surrounded by a stream of air,
Figure 25 shows a method of effecting the ignition of the charge. The preparation
of the gaseous fuel so that it will burn with a non luminous and smokeless flame
yet readily ignited is, as stated, effected in a converter or. gas producer shown in
figure 2.
A sufficient quantity of gas so prepared is introduced into the cylinder with a
charge of pure air under compression so as to surround the gas so that the heat
from the combustion will be given to the surrounding volume of air and not
entirely to the engine walls; By this method a comparatively small quantity of
gaseous fuel may be made to do efficient work since it can be constantly and
completely burned and, its heat given directly to the air to be expanded thus
avoiding the sudden explosion which would result from a perfect admixture of air
and gas and the subsequent sudden loss of heat from the highly heated products
of combustion. The cylinder is constructed with ports A A for the admission of
air into each end of its chamber; and with separate and distinct ports B B for the
admission of the gas into the ports B B at or near their opening into the cylinder
chamber. The ports B B terminate in tubes C C which extend into the ports AA
so that the flow of the fuel will be in the direction of the flow of the air and
together enter the cylinder and circulate around so that at the moment of ignition
the stream of fuel will be coiled within the body of air and when such ignition
takes place, the heat from these lines of fuel will be given out to the surrounding
air. The ports for the admission of air under compression are of greater area
than those for the admission of the fuel, the terminal tubes of which latter project
within the ports for the air so as to deliver the stream of fuel within a body of
flowing air at a point just before the two streams enter the chamber of the cylinder
whereby the stream of gaseous fuel is the better caused to maintain its character
as a separate strata within a volume of compressed air to produce the best results
in the production of heat directly within the body of air, the gas being distributed
through the air charge ready to be ignited at the proper time. This method of
first preparing the gases and then admitting them without admixing with the
charge of air can be applied to any form of engine using gaseous fuel. Any
suitable construction and arrangement of valves may be provided for separately
admitting the combustible fuel and the compressed air as stated. As shown the
valves for these ports are in four sections carried and operated by the same stem
and the ports for the gaseous fuel are shown as being outside of the ports for
the air and the tubes CC stand at an angle to direct the fuel into the cylinder
with the flow of air leaving the ports A-D represents the pipe communicating
with the air compressor, E E are the valves for the air ports. F F are the pipes
communicating with the gas producer and converter and G.G are the valves for
the fuel ports the said valves being arranged within the same valve chest.
The ignition of the charge is effected by the electric spark and such ignition is

page_text: made at the point at which the gaseous fuel issues from the tube. Any suitable
means may be employed for conducting the electric current to produce the spark or
any other approved method may be adopted for lighting the charge. A convenient
and effective way is shown in Figure 25 in which C represents the tube of the gas
port in end and partial section views and in which a is the conducting wire
leading to the battery, and connected to the tube by a non conducting support b
so as to extend partly over the end of said tube, and c is the spark receiving
point attached to the tube so that the spark must cross the issuing stream of gas,
at the proper moment. The preliminary preparation of the fuel before entering
the engine is an essential feature in the plan of admitting the gas and the
compressed air into the power cylinder in separate streams to complete the charge.
In completing the charge the pure air flows in a solid stream into and through the
ports A and at a point outside of the cylinder chamber surrounds a stream of fuel
and both then flow in together filling the cylinder so that at the moment of
ignition there is a line of fuel extending all through the volume of air and the
combustion of this line of fuel gives its heat to the surrounding air expanding it.
Thus a small charge of fuel will give heat enough to increase the pressure of the
gases as high as it. is practicable to use them and hence it will not be necessary to
raise the temperature high enough to compensate for the abstraction of the heat by
the walls of the engine. The advantages of effecting a slow combustion in the
power cylinder as distinguished from explosion are, that in the latter method at the
instant of ignition, the temperature produced is very high and it falls almost
instantly through the absorption by the engine walls, so that almost the whole of
this heat at the highest temperature is lost. But by my method of preparing and
burning the gases since they do not contain sufficient air to burn instantly no such
high temperature is attained, but the heat developed by the combustion of the fuel
is rapidly absorbed by the gases as they expand driving the piston, so that when
the combustion of the fuel has been completed the piston will have already made
a portion of its stroke, and the heat absorbed by the work done by the piston in
moving the distance between the time when the combustion begins and is completed
has been expended in doing work in the engine instead of (as would have been the
case if the combustion had been instantaneous) increasing the initial temperature
of the gases. The amount of time required for the combustion may be regulated
to some extent by the amount of air supplied to the fuel entering the engine A
large amount of air will produce a quicker combustion.
the slow combustion is effected by the combustible mixture containing an excess of
gaseous fuel over air and hence cannot burn until it can obtain this necessary air
from the surrounding charge of air separately introduced into the cylinder. That
is to say I concentrate the fuel first with a small admixture of air to support
complete combustion which can only take place by the fuel matter coming in
contact with a sufficient quantity of the air in the cylinder so that there can be
no sudden combustion or explosion of the charge. After the air which is admixed
with the fuel is burned the combustion can only proceed as fast as it can come in
contact with the surrounding air and this short interval of time is sufficient to
prevent a sudden explosion of the charge. While I prefer to admit the fuel into
the air passage through a tube or nozzle as shown yet in carrying out my invention
it is only necessary to allow the fuel to flow quickly in a large stream into the air
stream so that both streams may flow along together. It is obvious that I may
use ordinary illuminating gas by admixing a sufficient quantity of air with it to
cause it to burn without smoke. This adxmixture of air with the gas may be
effected either in a passage of the engine or in the pipe supplying fuel to the engine,
I prefer the latter so that by placing a test burner upon the pipe the quality of the
mixture may be known by the flame. The mixture of air and gas passes into the
power cylinder with the separate stream of air under compression.
-
It will be understood that
I claim 1 The method substantially herein described of operating gas engines
which consists in compressing air by means of a motor operated independently of
the engine, conducting the air so compressed to the working cylinder for operating

page_text: the same for a given time and then continuing. the operation of the engine
by a combustible mixture and air separately admitted to the power cylinder.
2nd The: method substantially herein described of operating gas engines which
consists in compressing air by a motor independently of the engine conducting
a portion thereof to a converter where it is mingled with hydrocarbon gas
which is then admitted to the power cylinder in regulated quantities together
with a regulated supply of compressed air. 3rd The method substantially
herein described of operating gas engines which consists in producing the com-
bustible mixture within a converter under pressure sufficient to drive it into the
power cylinder in regulated quantities together with a supply of compressed air
from a compressor operating independently of the engine. 4th The method sub-
stantially herein described of operating gas engines which consists in producing*
the combustible mixture within a converter under pressure sufficient to drive it
into the power cylinder, admitting steam into said converter, admitting the com-
bustible fuel so prepared to said power cylinder in connection with air from a
compressor operated independently of the engine and controlling and regulating
the supply of both fuel and air to the working cylinder. 5th The method sub-
stantially herein described of operating gas engines which consists in producing
the combustible mixture in a converter by introducing therein heated hydrocarbon
oil under pressure in spray or jets intermixed with steam as the injecting agent
and intermixing with such combustible a sufficient amount of air under compression
to serve as the vehicle for driving the fuel from the converter and to aid in
absorbing the vapors of the gas, driving such combustible mixture into the power
cylinder by the same pressure which supplies the charge of the combustible mixture
with a separate charge of air under compression in the cylinder and regulating and
controlling such supply of combustible and air. 6th The method substantially
herein described. of operating a gas engine which consists in decomposing hydro-
carbon oil under pressure within a heated converter and supplying said engine
with a gaseous, fuel so prepared under pressure as to burn with air under com-
pression without smoke and the deposit of carbon. 7th The combination in a gas
engine of an air compressor, an independent motor for operating it, a converter for
producing and preparing the gaseous fuel under pressure and a power cylinder
adapted to receive the air and combustible in separate charges with means sub-
stantially described for effecting a definite supply of fuel and by which the degree
of compression of the fuel in the cylinder and the point of cut off may be each
regulated independently to secure the greatest economy of fuel. 8th The combi-
nation in a gas engine, of an air compressor operated by an independent motor a
gas producer and converter, a power cylinder having a boiler encasement and a
governor for regulating and controlling the supply of combustible and compressed
air to the engine substantially as described for the purpose specified..
9th The combination in a gas engine system of a compressor operated by an
independent motor, a reservoir for the compressed air, a converter for preparing the
fuel for use, as described, a power cylinder separately supplied by fuel and com-
pressed air with suitable pipe connections for the compressor, its independent
motor, the converter and the engine, provided with cocks arranged to place the
control of the several independent factors of the system under the control of the
engineer substantially as herein described.
10th The combination with the power cylinder of a gas engine, of a governor
device consisting of an enclosed spring actuated plunger connected by suitable
mechanism with the valve system of the engine and a valve automatically operated
by the engine communicating with the chamber within which the plunger works,
and with the chamber of said power cylinder whereby to allow an instantaneous
pressure from the cylinder to act upon the plunger for the purpose specified:
11th The combination of a power cylinder of a gas engine with a governor attach-
ment consisting of a plunger P2 the chamber C within which it operates
communicating with the power cylinder, a bearing and retracting spring G¹ for
said plunger a valve v³ automatically operated by the engine in communication

page_text: with said plunger chamber adapted to allow an instantaneous pressure to the
plunger from the power cylinder at a given point of the stroke and means substan-
tially such as described for connecting said governor plunger, with the valve
system of the engine whereby to control the point of cut off for the purpose
specified. 12th In combination with the power cylinder of a gas engine of a
governor for regulating the supply of gas and air thereto consisting of a cylinder C"
a plunger P2 a bearing baving a clutch connecting stem, a bearing and retracting
spring G therefor, a valve v arranged within the chamber of the plunger cylinder
communicating with the chamber of the working, cylinder, the cam k operated by
the engine to open said valve, the plunger clutch connecting lever L. having the
pinions D1 and D2 adapted to engage with the pinion O and means substantially
described for connecting the governor plunger with the link motion of the engine
valve, 13th The hollow piston-rod having a centrally arranged tube T and end
dividing collars I I one arranged within its piston connecting end and the other
within its cross head connecting end in combination with a water encased cylinder
hollow plungers and plunger chambers communicating with the water space of the
cylinder and valves suitably arranged to effect a flow in one direction through the
communicating parts by the pumping action of the piston. 14th The combination
with the water encased cylinder of a gas engine, the chambered piston and its
hollow rod, of hollow plungers B¹ and B² plunger chambers C₁ and C³ communi-
cating therewith a central central tube within the piston rod dividing the water
flow, and valves suitably arranged to produce a water circulation through the com-
municating parts by the pumping action of the piston, one of said hollow plungers
communicating with a chamber of the piston through the piston rod and the other
hollow plunger communicating with a separate chamber of the piston through the
central tube of the piston rod. 15th In combination the water encased working
cylinder of a gas engine, a chambered piston P having a hollow piston rod R
provided with a central dividing tube T, the hollow plungers B1 B2 fixed to the
cylinder encasement and communicating with its water space, the plunger chambers
C¹ and C² carried by the cross head and communicating with the hollow plungers,
the hollow piston rod and the chambered piston and the valves v' and v² arranged
within the plungers all constructed and arranged to produce a water circulation for
the purpose specified. 16th The power cylinder of a gas engine provided with
thin metal plates on the inner sides of its heads, for the purpose specified, 17th
The piston of a gas engine having its opposite ends provided with thin metal
plates for the purpose specified, 18th The combination with the power cylinder of
a gas engine having the inner sides of its heads provided with metal plates of the
piston having its opposite ends provided with thin metal plates for the purpose
specified. 19th In combination, the following instrumentalities namely, the power
cylinder of a gas engine, a plunger operating within a chamber in communication
with the power cylinder, a valve communicating with said chamber automatically
operated by the engine to admit an instantaneous pressure from the power cylinder,
to the plunger chamber, a spring for regulating the movements of said plunger and
means substantially such as described for connecting said plunger with the valve
mechanism of the engine whereby the plunger is caused to operate said valve
mechanism for the purpose specified. 20th The combination herein before described
of a gas engine with an air compressor and a motor therefor operating indepen-
dently of the engine and without regard to the quantity of compressed air consumed
thereby, and means substantially herein described whereby the point of cut off may
be independently adjusted to that point in the stroke which will give the greatest
economy in the use of the fuel.
21 That improvement in the method of operating a gas engine which consists in
admitting into the cylinder a single stream of air under compression in large volume
and simultaneously therewith admitting a single stream of gas in large volume
directly within the flowing volume of air so that the latter will surround and carry
the volume of gas with it into the cylinder 'in a single enveloped strata substan-
tially as described for the purpose specified. 22nd That improvement in the

page_text: method of operating a gas engine which consists in admitting into the cylinder a
single stream of air under compression in large volume and simultaneously there-
with admitting in a single steam of large volume, the gaseous fuel mixed with a
quantity of air less than that required to effect the complete combustion of the
fuel charge, enveloped and carried by the air charge as a distinct volume substan-
tially as described for the purpose specified, 23rd The power cylinder of a gas
engine constructed with separate ports for the separate admission therein of air
under compression and gaseous fuel, the issuing orifice of each gas port terminating
within each air port so as to be surrounded by a flowing volume of air in combina-
tion with suitable valves for controlling the admission of the air and gas volumes
substantially as described for the purpose specified. 24th The combination in a
gas engine of the power cylinder constructed with the ports A A for the admission
therein of air under compression and with ports B B for the admission of gaseous
fuel each in single volumes, the latter ports being separate and distinct and having
terminal tubes CC projecting within the air ports at or near the entrance of the
latter into said cylinder with a valve or valves substantially as described for the
purpose specified. 25th The combination in a gas engine of the power cylinder having
separate ports for the admission therein of air and gaseous fuel in separate single
volumes with extension tubes of said gas ports arranged to project within the air
ports at or near their entrance into the cylinder the lighting wires connected with
the issuing orifices of said terminal tubes and a suitable valve or valves substan-
tially as described for the purpose specified. 26th In combination in a gas engine
the power cylinder having the air ports A A the gas ports B B, the latter having the
terminal tubes C C, the lighting wires connected with said terminal tubes at their
outlet orifices, a valve or valves and the piston, all constructed and adapted for
operation substantially as set forth. 27th The combination substantially herein
described of an air, gas or liquid fuel double acting explosive engine, with a boiler
encasement totally enveloping the working cylinder in which the water is heated
by the gas engine and flues communicating with the valve chamber of the engine
passing through said boiler encasement for the purpose specified. 28th The boiler
encased double acting explosive engine herein described having the working
cylinder the valves and the flues for the escape of the waste gases totally enveloped
by the said boiler encasement substantially as described for the purpose specified.
29th The combination substantially herein described of an air gas or liquid fuel
engine with a boiler encasement for said engine, flues for conducting the waste
gases from the engine cylinder, and a valve also enveloped by said engine boiler
encasement for the purpose specified. 30th The combination of a gas engine, a
boiler encasement therefor, and flues or passages for the escape of the waste gases
from the engine with means substantially such as described for producing com-
bustion within said flue-space, for the purpose specified. 31st In combination in a
gas engine, the power cylinder, the boiler encasement therefor the flues or passages
for the escape of the waste gases arranged within the water space of said boiler
encasement, and the fuel and air injecting pipes arranged within said flue space
whereby to form a combustion chamber within said boiler encasement for the
purpose specified. 32nd That improvement in operating an explosive gas engine
which consists in admitting live steam into the power cylinder to start the engine
and then admitting air and gas as an explosive charge to continue the development
of power substantially as described for the purpose specified.
In witness whereof I the said Lewis Hallock Nash have hereunto set my
hand and seal this tenth day of May in the year of our Lord, One
thousand, Eight hundred and Eighty three.