IMPROVEMENTS IN GAS MOTOR ENGINES
Year: 1880

page_text: LETTERS PATENT to James Charles Rhodes, of Revoc, Blackpool, in the
County of Lancaster, Mechanic, Walter Goodbrand, and Thomas Eccles
Holland, of the City of Manchester, in the said County, Engineers and
39
PROVISIONAL SPECIFICATION left by the said James Charlos Rhodes,
Walter Goodbrand, and Thomas Eccles Holland at the Office of the Com-
missioners of Patents on the 28th October 1880.
JAMES CHARLES RHODES, of Revoe, Blackpool, in the County of Lancaster,
Mechanic, WALTER GOODBRAND, and THOMAS ECCLES HOLLAND, of the City of
Manchester, in the said County, Engineers and Machinists. "IMPROVEMENTS IN
GAS MOTOR ENGINES."
Our Invention relates to improved combinations and arrangements of mechanical
parts, and one modification of our Invention consists in two cylinders, each with
a double acting piston and rod, which rods are jointed with connecting rods that
work upon cranks upon the same crank shaft, the crank for one piston being set
more or less in advance of the crank or excentric for the other piston.
One of the said cylinders we term the compression cylinder and the other the
explosion cylinder.
The piston for the compression cylinder is a solid or hollow cylinder with ports
and passages in it on one side, one passage from each end terminating in a port
about the middle of one side of the piston cylinder, and these ports come opposite
ports and passages leading to the explosion cylinder when the compression piston
arrives near the end of its stroke, so that the compressed air and gases will pass
through these ports and passages into the explosion cylinder when the piston in
the latter has begun or is about to begin its stroke.
There are ports in the compression cylinder to admit the combustible gas and
air thereto, the admission of which is regulated by a mushroom cone or other
valve or valves, opened or closed more or less by a governor according to the speed
of the engine, the air and gas passing into the port through perforations to mix it
together.
The ends of the compression piston when near each end of the stroke uncover
the admission ports in the cylinder to admit the air and gas, the ports being again

page_text: covered or closed shortly after the compression piston begins to make its return
stroke, and the air and gas which have entered are thus enclosed and compressed
and passed into the explosion cylinder as before explained.
At each end of the explosion cylinder there is a valve in the port or passage
leading from the compression to the expansion cylinder, which is or may be a
cylindrical or piston and cone valve moved end ways, or a rotating or oscillating
plug or disc, or other valve, which valve is actuated by a cam or gearing in
connection with the crank shaft or a lever in connection with the rod of the
compression cylinder.
The valve is made hollow and has ports in it, which, as it is moved, will come
opposite a port supplied with gas, and its further movement shuts off this supply
and brings the port opposite a small port in communication with the gases com-
pressed at the end of the compression cylinder, which communication is also cut
off by a further movement of the valve that brings a small port in the hollow valve
opposite the igniting gas flame, and at or about the same time the valve makes the
further movement to close the passage between the compression and explosion
cylinders, and also cuts off the communication with the igniting gas flame. When
this takes place the piston in the explosion cylinder has moved some distance from
the end of the cylinder to make space to receive the compressed air and gas which
explodes and propels the piston in the cylinder and gives motion to the crank
shaft, and while the piston of the explosion cylinder is moving from one end to the
other end of its cylinder the compression piston is compressing another charge
ready for the other end of the explosion cylinder, and so on.
The gases which have been exploded are driven out by the return strokes of the
piston through a mushroom or other valve at each end of the cylinder worked by a
cam or excentric in connection with the crank shaft.
The valves between the compression and explosion cylinders are or may be
mushroom valves opening from the compression to the explosion cylinder by the
pressure of the gases passing through and then closing against the return of
the gases, selfacting, or by the assistance of a cam in connection with the crank
shaft.
In this latter case the hollow or cavity valve above described is only used for
igniting the charges in the explosion cylinder.
In place of a gas flame for igniting the charges, electricity is or may be used,
together with any well known arrangements for making and breaking contact in
the electric current. The side of the explosion cylinder is made hollow so that
water may be caused to circulate in the hollow passages to keep it cool.
Another modification of our Invention consists in forming a small receiving
chamber at each end of the compression cylinder of sufficient capacity to hold a
compressed charge of air and gas which passes from the ports of the compressing
cylinder through a self acting mushroom or other valve, closing against its return,
and the compressed charge so stored up is admitted from the receiving chamber
or reservoir at the proper time by a valve worked by a cam into the exploding
cylinder where the charge is ignited by the means hereinbefore explained.
There are or may be pressure gauges in connection with each small reservoir for
charges of compressed gas and air to show what pressure is in each receiver.
The modification last described allows the engine to be stopped with a charge or
charges of compressed air and gas stored up ready to start the engine again.
Another arrangement to effect this object (starting the engine) consists in
arranging the engine according to the modification first described, and in providing
a receiver or chamber connected by a pipe or passage with each port or passage
between the compression and the explosion cylinders, and, in arranging a valve or
the valve in each passage, so that the compressed air and gas can be wholly or
partly prevented from entering the explosion cylinder. and thus be diverted into
the receiver or chamber, passing through lifting valves opening to the chamber,
which prevent its return.
When the engine is to be stopped the valves are wholly or partly shut, and this

page_text: diverts the compressed charges into the receiver, which is thus charged, and retains
the charge (if there is no leakage) until the engine is to be started again, when by
a cock or valve, and passages or pipes, the compressed charges are allowed to pass
out of the receiver, and are conveyed to one end or the other end of the explosion
cylinder as may be required and exploded, and this starts the engine. Another
modification of our Invention consists in combining together two cylinders with
pistons having rods connected to cranks on the same crank shaft, each cylinder
being both a compression and explosion cylinder, but having the ports and valves
so arranged that the mixed air and gas compressed in one cylinder is passed to the
other cylinder to be exploded. The exploded gases are driven out of each cylinder
by the return stroke of the piston through a lifting or other valve opened by a cam
or excentric, and while the burned gases are being discharged from the cylinder on
one side of the piston, a fresh charge of air and gas is admitted by a valve
(regulated by a governor as before explained) ready to be compressed by the return
stroke.
The air and gas is or may be admitted (after passing the governor valve) through
a lifting valve which closes against its return, and similar valves operated by cams
are or may be used for passing the compressed air and gas from one cylinder to the
other, these valves closing against the return of the gases when the explosion takes
place, or suitable slide valves are or may be used in place of the lifting valves.
The gases in this modification of engine are exploded by valves and arrangements
connected with an igniting gas flame or by electricity as herein before described.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said James Charles Rhodes, Walter Goodbrand, and Thomas Eccles
Holland in the Great Seal Patent Office on the 27th April 1881.
JAMES CHARLES RHODES, of Revoe, Blackpool, in the County of Lancaster,
Mechanic, WALTER GOODBRAND, and THOMAS ECCLES HOLLAND, of the City of
Manchester, in the said County, Engineers and Machinists. "IMPROVEMENTS IN
GAS MOTOR ENGINES."
Our Invention relates to improved combinations and arrangements of mechanical
parts, and our Invention consists in two cylinders, each with a double acting piston
and rod, which rods are jointed with connecting rods that work upon cranks upon
the same crank shaft, the crank for one piston being set more or less in advance of
the crank or excentric for the other piston.
One of the said cylinders we term the compression cylinder, and the other the
explosion or working cylinder. The piston for the compression cylinder is a solid
or hollow cylinder with ports and passages in it on one side, one passage from cach
end, terminating in a port at one side and near one end of the piston cylinder, and
these ports come opposito ports and passages leading to the explosion cylinder when
the compression piston arrives near the end of its stroke, so that the compressed air
and gases will pass through these ports and passages into the explosion cylinder
when the piston in the latter has begun or is about to begin its stroke. There are
ports in the compression cylinder to admit the combustible gas and air thereto, the
admission of which is regulated by a mushroom, cone, or other valve or valves
opened or closed more or less by a governor, according to the speed of the
engine, the air and gas-passing into the port through perforations if desired to mix
it together. The ends of the compression piston when near each end of the stroke
uncover the admission ports in the cylinder to admit the air and gas, the ports
being again covered or closed shortly after the compression piston begins to make
its return stroke, and the air and gas which have entered are thus enclosed and
compressed and passed into the explosion cylinder as before explained.
At each end of the explosion cylinder there is a valve in the port or passage
leading from the compression to the explosion cylinder, which is or may be a
cylindrical or piston valve moved endways, or a rotating or oscillating plug or disc
or other valve, which valve is actuated by a cam or gearing in connection with the
crank shaft, or a lever in connection with the rod of the compression cylinder.
The valve is made hollow and has ports in it, one of which as it is moved will
come opposite a port supplied with gas, and its further movement shuts off this
supply and brings the port opposite a port in communication with the gases
compressed by the compressing cylinder, and then immediately after the ignited
flame is forced through a port into the exploding or working cylinder; but before
this takes place, the ports admitting the compressed gases into the working
cylinder have been closed, and also the communication between the two cylinders.
When this takes place the piston in the explosion cylinder has moved some distance,
more or less, from the end of the cylinder, to make space to receive the compressed
air and gas, which explodes and propels the piston in the cylinder and gives motion
to the crank shaft, and while the piston of the explosion cylinder is moving from
one end to the other end of its cylinder, the compression piston is compressing
another charge ready for the other end of the explosion cylinder and so on.
The gases which have been exploded are driven out by the return strokes of the
piston through a slide, or mushroom, or other valve at each end of the cylinder,
worked by a cam or excentric in connection or in gear with the crank shaft.
The valves between the compression and explosion cylinders are or may be
mushroom valves opening from the compression to the explosion cylinder by the

page_text: pressure of the gases passing through, and then closing against the return of the
gases selfacting or by the assistance of a cam in connection with the crank
shaft.
In this latter case the hollow or cavity valve above described is only used for
igniting the charges in the explosion cylinder.
In place of a gas flame for igniting the charges electricity is or may be used
together with any well known arrangements for igniting combustible charges in
gas engines, and for making and breaking contact in the electric current.
The side of the explosion cylinder is made hollow, so that water may be caused
to circulate in the hollow passages to keep it cool.
Another improvement having for its object the starting of the engine consists in
arranging the engine as above described, and in providing a receiver or chamber
connected by a pipe or passage with each end of the compression cylinder or with
a port or passage between the compression and the explosion cylinder, and in
arranging a valve or the valve in cach passage, so that the compressed air and gas
will be allowed to enter the chamber or receiver through valves closing against its
return until the gas and air in the chamber has attained the working pressure,
when no more will enter, or the valves are arranged so that the air and gas
can be wholly or partly prevented from entering the explosion cylinder, and thus
be diverted into the receiver or chamber passing through lifting valves opening to
the chamber which prevent its return.
When the engine is to be stopped, or any time before it is stopped, the valves are
arranged to divert more or less of the compressed charges into the receiver which
is thus charged, and retains the charge (if there is no leakage) until the engine is
to be started again, when, by a cock or valve and passages or pipes, the compressed
charges are allowed to pass out of the receiver, and are conveyed to one end or the
other end of the explosion cylinder, as may be required, and the pressure of these
gases and their explosion starts the engine.
Fig. 1 is a plan sectional view, and Fig. 2 a side elevation of a gas engine
according to our Invention; Fig. 3 is a longitudinal section in a line from A to B,
Fig. 1; Fig. 4 is a cross sectional view in a line C-D, Fig. 1; Fig. 5 is a cross
sectional view in à line E-F, Fig. 1; and Fig. 6, a cross sectional view in a line
G―H, Fig. 1.
Fig. 5 also illustrates a modification in peculiar dotted line, which is or may be
applied for starting gas engines, more especially those of a larger size.
a, framing; b, crank shaft; b¹, fly wheel; b, crank for compressing cylinder;
6³, crank for explosion or working cylinder; c, compression cylinder; d, explosion
or working cylinder. Both cylinders are or may be of equal length and diaineter.
The gas and air are simultaneously adınitted by a double or equilibrium valve e;
the gas passes in at e', and the air at c², and they meet and mix and pass on to
the two ports c¹ in the side of the compression cylinder c.
The double valve e is attached to the spindle or rod of an ordinary speed
governor having arms from the levers of the governor balls, which both fit and act
on a groove in an adjustable collar at the upper end of the spindle, so that when
the balls fly outwards by increase of speed the rod is pushed downwards and shuts
off both the supply of gas and air more or less, and vice versa, when the governor
balls come inwards by decrease of speed.
Cocks or valves are or may be used to regulate and shut off when required the
supply of gas and air to the double governor valve c.
The piston c² of the compression cylinder is a long cylinder with two ports c³
and passages in it; one passage is open at one end of the piston and extends to
within a short distance of the other end of the piston, but terminates in a port in
the cylindrical side of the piston (c²), the other passage (c) in the piston is arranged
in like manner for the opposite end of the piston (c²).
The two ports c¹ for the gas and air to enter the compression cylinder (c) are on
one side, and there are two ports for it to pass out on the opposite side, and in
the middle of the cylinder (c), but these two ports c* are side by side, but so as not

page_text: to communicate, and the port (c) in the side of the piston for one end comes
opposite one of these ports (c) when the piston is near the end of its stroke, and
the other port (c) in the side of the piston comes opposite the other outlet port (c')
in the side of the cylinder (c) when the piston is at the opposite end of its stroke.
The outlet ports in the side of the compression cylinder each form one end of a
passage c, the other end of which terminates in a port to come opposite a valve,
one passage c being for one end and the other passage e for the other end of the
cylinder d, shown best in Figs. 1 and 3.
There is at each end, between the two cylinders c and d, a cylindrical slide
valve (before referred to) with cavities and ports.
These valves are piston valves made to fit cylinders bored out for them in the
metal between the cylinders, and made fluid tight by piston packing rings f¹.
There is a shaft (g) in suitable bearings driven from the crank shaft b by bevel
wheels, and this shaft drives the speed governor by bevel wheels, and also a cross
shaft g¹ in suitable bearings (see Fig. 5) which drives a shaft h under the cylinders
in suitable bearings (see Figs. 3, 4, and 5).
This shaft h has two cams '.upon it, one to actuate each valve (f) by working
against a bowl on a stud secured in the end of the valve, so as to lift the valve,
the return movement of which is produced by gravity assisted by the force of a
spring (see Fig. 1). Each piston valve has two cavities, and one cavity has two
ports, one f to allow the compressed gas and air to pass into it from one of the
passages co, and the other port fx to allow the gas and air to pass out to the port
and passage leading to the explosion or working cylinder d; the other or igniting
cavity in each piston valve has four ports, one f³ for gas to enter from a port in
the side of the cylinder for the piston valve, which port is in connection with a
passage (see Fig. 1) connected with a pipe for supplying gas.
A second port f' in the piston valve which when moved comes opposito a port or
hole in the cylinder for the piston valve, which port or hole opens into a cavity or
chimney, in which an igniting gas flame is kept burning, the flame being
opposite the said last named port.
A third port f in the piston valve comes by the movement of the valve opposite
a port to admit air to the igniting cavity, and this port f³ (as the valve moves)
also comes opposite a port co in the passage c for compressed air and gas, which
forces the gas flame in the cavity through the fourth port, which communicates
with the working cylinder d and thus ignites the charge. Under the latter cylinder
there are two slide valves d' arranged (see Figs. 2, 4, and 5), one for each end of
the cylinder d, which open and close the ports to exhaust the exploded gases; d² is
the exhaust passage.
Both valves are connected together by a rod d³ which passes through stuffing
boxes d in the chest d³ for each valve, and this rod d³ is connected to the end of
a lever do, having its fulcrum on a pin d', as shown in Fig. 4, and there is a double
acting drum cam h² that works the rod ³ to and fro, the cam groove being shaped
to give movement to open the exhaust at one end and close it at the other end of
the cylinder d; the exhaust valve for that end at which the explosion is next to
take place being closed before the compressed charge is admitted to that end of the
working cylinder.
•
In Fig. 1 the pistons c² and are shown at the extreme ends of their strokes, at
opposite ends of their respective cylinders c and d.
In the position in which they are shown a charge of mixed gas and air is
supposed to have been compressed at the outer end of the compression cylinder c,
and to have passed, or to be in the act of passing, through the passage c³ in the
piston c, and through the passage c to the inner end of the working cylinder d.
The movement at the beginning of the return stroke of the compressing piston c³
cuts off the communication with the compression cylinder (c), and the movement of
one of the piston valves finto the position in which it is shown in Fig. 5, cuts off
the working cylinder & from the passage c³, and the further movement of the piston
valve (f) brings the port fe of the igniting cavity opposite the admission port d*

page_text: in the side of the working cylinder d, at which time the port f is opposite
that c in the passage c³, which allows the compressed air and gas left in the passage
to force the igniting flame into the working cylinder.
When each piston valve f is in its lowest position, the ports f* are open to allow
the compressed gas and air to pass from one cylinder c to the other cylinder (d) and
the igniting cavity of the valve is receiving gas and air, and when the piston valve
is moved upwards quickly, those ports which were open in its lowest position are
closed, and in moving upwards the port f* comes opposite and opens communication
with the igniting flame and immediately closes it, and opens communication at
its highest position with the passage d* and working cylinder.
The same operations take place at each end of the cylinders c and d, so that
there are two compressions in one cylinder and two explosions in the other cylinder
for each revolution of the crank shaft b, and the cam shaft h makes the saine
number of revolutions as the crank shaft b.
The pistons and d are each connected by a piston rod with their respective
cranks; d is a cavity round the cylinder & through which water is circulated to
keep it cool.
Fig. 5 illustrates in peculiar dotted line a modification of our Invention applicable
for starting gas engines, useful more especially for large engines; j is a cylinder
which is or may be cast as part of the compression cylinder (c) or it may be
separate there from in any convenient position if connected by pipes or passages
therewith. This cylinder j is closed at both ends, and forms a chamber or reservoir
connected by a small passage at one or both ends with the compression cylinder.
In each of the passages connecting the the cylinders c and j there is a lifting
valve which opens from the compression cylinder into the reservoir j, and the
head of each valve has, or may have, an under cut slot across for the head of a
spindle, which screws through a boss 3 and passes through a gland packing j
and upon the outside end of the spindle there is a handle ja to rotate it, and thus
screw the spindle up to lift the valve j¹ off or force it down upon its seating, or
limit the height of lift which the valve shall have.
But the valve when the spindle j² is not screwed too much up or down can open
and close like an ordinary lifting valve.
Any time while the engine is working, or before it is stopped, the valves at one
or both ends of the reservoir j are allowed to lift more or less, and thus the
compressed air and gas will be forced through the valves into the reservoir, but the
valves will prevent the return of the compressed gas and air, which will continue
to enter at each stroke of the compressor while the engine is working, until the
pressure of the fluid in the reservoir has attained an equal pressure to the greatest
pressure in the compressor, when no more will enter, and the reservoir will be fully
charged.
The engine should in this case be stopped and started when the compressing
piston is at or near the end of the stroke, and when it is to be started that
valve (¹) in the reservoir (2) which is at that end where the compressor is at the
end of its stroke is lifted by screwing up the spindle j³ and lifting the valve from its
seating, which will allow the reserved compressed air and gas to re-enter the
compressing cylinder and to go along the passage in the compressor piston to the
working cylinder d, and this pressure will thus act to move both pistons (c² and d³)
so as to rotate the crank shaft (b) in the same direction, and after the piston begins
to move one or the other (as the case may be) of the piston valves f will act to cut
off the mixed gas and and air and ignite the charge in the working cylinder and
so start the engine.
The valve () in the reservoir (j) should be allowed to close before the com-
pressing piston has moved to uncover the port c¹, admitting gas and air to the
compressing cylinder to prevent unnecessary waste from the reservoir j.
We may here draw attention to some of the peculiarities of our improved gas
engine.
The speed governor and connected valves only admit gas and air required to

page_text: work the engine, and if the speed is greater than required it entirely cuts off, or is
or may be adjusted to entirely cut off, the supply of gas and air.
Thus the engine has only to compress for each stroke the amount of gas and
air required for working it at the speed required and no more, and there is thus no
waste of power.
The engine locks up or encloses and holds in reserve in the compression cylinder
a charge of gas and air at atmospheric pressure, and compresses one such charge for
cach single stroke of the working piston.
The compressing cylinder and piston with its ports and passages dispense with
special cut off inlet and outlet valves.
We have now particularly described the nature of our Invention and the mode
of carrying the same into effect, and claim as our Invention,―
Firstly. The combination and arrangement of the ports and their mode of action
by which charges of gas and air are compressed and exploded at both ends of the
working cylinder for each revolution of the crank shaft, substantially as herein-
before described and illustrated by the accompanying Drawings.
Secondly. The combination of valves with a speed governor to regulato the
supply of both the gas and air to a gas engine, substantially as hereinbefore
described and illustrated by the Drawings.
Thirdly. The combination and arrangement of a piston or plunger with ports
and passages, and combined with its cylinder for compressing combustible charges
for gas engines, substantially as hereinbefore described and illustrated by the
Drawings.
Fourthly. The valves (f) or their equivalents to shut off the communication
between the compressing and working cylinder and combined therewith, sub-
stantially as hereinbefore described and illustrated by the Drawings.
Fifthly. The combination and arrangement for exploding each charge by
admitting compressed gas and air from the compressor or from passages between
the compressing and working cylinder to drive the flame from the igniting cavity
into the working cylinder, substantially as hereinbefore described and illustrated
by the Drawings.
Sixthly. The system or mode of reserving compressed gas and air to be used for
starting the engine, substantially as hereinbefore described and illustrated by the
Drawings.
In witness whereof, we, the said James Charles Rhodes, Walter Goodbrand,
and Thomas Eccles Holland, or one of us, have hereunto set our hands and
seals, this Twenty sixth day of April, One thousand eight hundred and
eighty one.