Improvements in or relating to Internal Explosion Engines.
Year: 1899

page_text: Date of Application, 15th Aug., 1899
Complete Specification Left, 15th May, 1900-Accepted, 15th Aug., 1900
Improvements in or relating to Internal Explosion Engines.
We, EDWARD GARDNER, THOMAS HARRY GARDNER and LAWRENCE GARDNER, all
of Barton Hall Engine Works, Patricroft, Manchester, Engineers, do hereby
declare the nature of our said invention to be as follows:-
Our invention relates chiefly to the type of internal explosion or combustion
engine for which we obtained Letters Patent No. 18210/97 in which the various
functions or phases of the engine are controlled and operated by eccentrics on
the crank axle and do not permit of a separate cam for each valve as in engines
which have a lay shaft.
The object of our present invention is to provide for the more effective con-
trolling and timing of ignition by a simple arrangement of devices operated by
the eccentric which controls the inlet valve, and to this end our invention con-
or compound valve which under the action of the devices hereinafter described
sists of an ignition valve casing similar to what is now used, containing a double
is adapted to alternately open and close a port or passage leading to the compres-
sion or combustion chamber and simultaneously close or uncover an air vent and
passage leading into the ignition chamber.
Such devices comprise two levers, bereinafter called a carrier lever" and a
trip lever" respectively. The carrier lever, which is mounted upon a fulcrum
carried by a stationary support in close proximity to the valve casing, carries the
fulcrum of the trip lever. This trip lever lies in the plane of a spindle connected
with the valve aforesaid, and its position at the time of compression is with one of
its arms in abutment with the spindle. Under the pull of a strong spring, which
is of greater strength than the force of compression in the compression chamber,
the said arm of the trip lever holds the valve against the opening of port leading
to the combustion chamber and for the time being closes such opening. In
proximity to the said carrier lever is a rod or bar connected with the eccentric
which operates the inlet valve of the engine and under the movements of the
eccentric said rod or bar is adapted to slide to-and-fro. Near the free end of the
bar or rod are two projections or shoulders, with, or without regulating set screws,
and lying on opposite sides of the carrier lever.
With the valve aforesaid closing the passage to the combustion chamber, and
the bar making a stroke, one of the projections thereon (or its screw) presses
against the free arm of the trip lever, and pushing such arm forward causes the
other arm to slip its abutment with the valve spindle, and thereby allow the valve,
under the force of pressure from the compression chamber, to immediately open
the aforesaid passage and thus allow the charge to be ignited. Simultaneously
with such opening of the passage to the combustion or compression chamber the
valve closes the air vent and passage leading into the ignition chamber. With
the return stroke of the sliding rod or bar the other projection (or its screw)
comes against the carrier lever and pressing against it moves such lever and the
trip lever backwards until the arm of the trip lever again lies or is reset in contact

page_text: and direct abutment with the valve spindle when, by the next stroke of the bar,
and the pull of the spring on the carrier lever, the valve is again caused to close
ne passage to the compression chamber, until the trip lever again slips its abut-
ment, and so on continuously.
Suitably placed stops and a spring are used to keep the levers in their proper
relative positions, and to limit their movements.
According to a modification we may fulcrum the trip lever at the upper
extremity of the carrier lever, and mount the latter on two fixed studs or bolts,
which pass through slots in the lever, the trip lever slipping and renewing its
abutment with the valve spindle by the change of fulcrum under movements of
the sliding bar, which in this arrangement presses against the carrier lever only.
Dated this 14th day of August 1899.
EDWARD GARDNER,
THOMAS HARRY GARDNER,
LAURENCE GARDNER,
By John G. Wilson & Co.,
Patent Agents to the Applicants.
Improvements in or relating to Internal Explosion Engines.
We, EDWARD GARDNER, THOMAS HARRY GARDNER and LAWRENCE GARDNER, all
of Barton Hall Engine Works, Patricroft, Manchester, Engineers, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement-
Our invention relates chiefly to the type of internal explosion or combustion
engine for which we obtained Letters Patent No. 18210/97 in which the various
functions or phases of the engine are controlled and effected by eccentrics on
a stud parallel with the crank axle, which do not permit of a separate cam for
each valve as in engines which have a lay shaft.
The object of our present invention is to provide for the more effective con-
trolling and timing of the ignition by a simple arrangement of devices operated
by the eccentric which controls the inlet valve, and to this end our invention
consists of the arrangements of parts hereinafter more fully described and illus-
trated by the aid of the accompanying drawings, in which,
Fig. 1 is a longitudinal section and side view, and Fig. 2 an end or edge view
of the said devices.
Fig. 3 is a side view of a modification.
According to our invention we employ an ignition valve casing (A) similar to
that now used, containing a double or compound valve (B), which under the
action of the devices hereinafter described is adapted to alternately open and
close a port or passage (C) leading to the compression or combustion chamber,
and simultaneously close or uncover an air vent (D) and passage (D³) leading
into the ignition chamber (D").
"
"carrier
Such devices comprise two levers (E) and (F), hereinafter called a
lever," and a trip lever" respectively. The carrier lever which is, by preference
composed of two bars or plates braced together by cross-studs (E) is mounted
upon a fulcrum (G), carried by a stationary support in close proximity to the
valve casing (A), and carries the fulcrum (H) of the trip lever (F). This trip
. lever lies in the plane of a spindle (I) connected with the valve (B) aforesaid,

page_text: and its position at the time of compression is with one of its arms (or a wearing
plate thereon) in abutment with the spindle (I). Under the pull of a strong
spring (J), which is of greater strength than the force of compression in the com-
pression chamber, the said arm of the trip lever holds the valve (B) against the
seating or mouth (B) of the port (C) leading to the combustion chamber, and,
for the time being, closes such port. In proximity to the said carrier lever (E)
and passing, by preference, across and resting upon the cross-stud (E³) is a rod
or bar (K) connected with the rock lever (K) which operates the inlet valve of
the engine, and under the movements of one of the engine eccentrics the said
rod or bar is thereby adapted to slide to and fro. Near the free end of the bar
or rod (K) are two projections or shoulders (L) and (M), the former fitted with a
screw (N) and the projections lying on opposite sides of the carrier lever (E).
With the valve (B) closing the passage to the combustion chamber, and the
bar (K) making a stroke, the projection (L) thereon (or its screw) presses against
the free arm of the trip lever (F), and pushing such arm forward causes the other
arm to slip its abutment with the valve spindle (I), and thereby allow the valve (B)
under the force or pressure from the compression chamber to immediately open
the aforesaid passage (C), and thus allow the charge to be ignited.
With such opening of the passage (C) to the combustion or compression chamber
the valve closes the air vent (D) and passage (D*) leading into the ignition
chamber (D).
With the return stroke of the sliding rod or bar (K) the projection (M) comes
against the shorter arm of the carrier lever (E), or its stud (E), and, pressing
against it, rotates the carrier lever until the arm of the trip lever (or plate) again
lies, or is reset in contact and direct abutment with the valve spindle (I) when,
by the next stroke of the bar (K), and the pull of the spring (J) on the carrier lever,
the valve (B) is again caused to close the passage to the compression chamber,
until the trip lever again slips its abutment, and so on continuously. Stops (0)
and (P) serve to limit the movements of the levers (E) and (F) and the lever (F)
is held elastically against the stop (P) by a spring (Q).
According to a modification we may form the trip lever as shewn in Fig. 3,
mount it at the upper extremity of the carrier lever and mount the latter on two
fixed studs (R), ($) which pass through slots (T), (U) in the lever (E), the trip
lever slipping and renewing its abutment with the valve spindle by the changing
of the fulcrum from stud (R) to stud (S) under the movements of the sliding
bar (K), which in this arrangement (see Fig. 3) presses against the carrier lever
only.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
we claim is :-
1: In ignition timing devices for internal combustion engines, a valve casing,
a valve and spindle within such casing for controlling the communications between
the compression and ignition chambers and the outside atmosphere, a rock or
carrier lever mounted upon a fulcrum adjacent to the spindle end, a trip lever
mounted upon a fulcrum carried by the carrier lever and adapted to press against
the end of the spindle during the compression stroke of the engine under the
action of a spring and to lose and regain its abutment with the spindle by the
action of sliding bar or rod, substantially as herein described and illustrated
on the accompanying drawing.
2: In ignition timing devices for internal combustion engines, a rock or
carrier lever, a trip lever mounted axially thereon, and a bar or rod adapted to
engage the carrier and trip levers, substantially as and for the purposes herein
described and illustrated on the accompanying drawings.
3. In ignition timing devices for internal combustion engines, a rock or carrier
lever, and a trip lever, as and for the purposes set forth.
4. In ignition timing devices for internal combustion engines, a rock lever

page_text: operated by a sliding rod or bar and serving to help in controlling the ignition,
as and for the purposes set forth.
5. In ignition timing devices for internal combustion engines, the arrange-
ment and combination of parts, substantially as and for the purposes herein set
forth and illustrated in Figs. 1 and 2 of the accompanying drawing.
6. In ignition timing devices for internal combustion engines the arrange-
ment and combination of parts substantially as and for the purposes herein set
forth and illustrated in Fig. 3 of the accompanying drawing.
Dated this 14th day of May 1900
EDWARD GARDNER,
THOMAS HARRY GARDNER,
LAURENCE GARDNER,
By John G. Wilson & Co., Fels. I. P. A.,
Agents.
EDWARD GARDNER,
THOMAS HARRY GARDNER,
LAURENCE GARDNER,
By John G. Wilson & Co., Fels. I. P. A.,
Agents.