An Improved Gas Engine.
Year: 1891

page_text: Date of Application, 9th May, 1891
Complete Specification Lelt, 9th Feb., 1892-Accepted, 9th May, 1892
PROVISIONAL SPECIFICATION.
An Improved Gas Engine.
I WILLIAM WILSON HORN of the firm of Horn and Son of 151 Strand in the
County of Middlesex Patent Agent do hereby declare the nature of this invention
(a communication to me from Benjamin C. Vanduzen and Ezra W. Vanduzen
both of Newport in the State of Kentucky United States of America Inventors)
to be as follows:-
This my invention relates to an improved gas engine and it consists in the novel
features of construction, arrangement and operation of the several parts hereinafter
described.
In carrying my invention into practice I construct a bed which is preferably cast
in one piece to form a support for my improved engine. Above the upper portion
of this bed is the cylinder which is provided with a water jacket or casing the said
cylinder and casing being supported upon a suitable framing and within the
cylinder is a movable piston connected to the crank shaft of the engine in the usual
manner.
In the upper part of the foundation or pedestal is formed a recessed chamber
which contains a lubricant the crank in its rotation dipping therein and splashing
the lubricant on to the journal boxes forming the bearings for the crank shaft and
other parts within the chamber.
In the upper portion of the cylinder is located a water-jacketed exploding
chamber to which is connected the valve chamber of the engine.
Within the said valve chamber are arranged the valves for controlling the
admission of gas and air into the interior of the valve chamber and an exhaust port
controlled by a second valve. In the upper part of chamber is a movable plug
having an internal chamber formed therein and a central perforation in which is
fitted a valve provided with longitudinal channels and formed at its lower end with
an enlarged shoulder or head. Adjacent to the upper portion of the valve
chamber is an igniting chimney containing a flame for the ignition of the gas for
operating the engine a passage leading from the chamber within the plug to the
igniting flame.
Upon the admission of air to the valve chamber through the valve before
described the gas passes through the plug by means of the channels in the valve
seated therein and issuing from the said passage is ignited and the flame resulting
from the ignition of the gas ignites that in the valve and exploding chambers.
The valves are operated from the main shaft of the engine by means of cams
fixed to a shaft driven by suitable gear from the said shaft, the said cams in their
rotation operating the valve stems connected to and operating the several valves
before mentioned.
Dated this 9th day of May 1891
HORN & SON,
Applicant's Agents.
COMPLETE SPECIFICATION.
An Improved Gas Engine.
I WILLIAM WILSON HORN of the firm of Horn and Son of 151 Strand in the
County of Middlesex Patent Agent do hereby declare the nature of this invention
5 (a communication to me from Benjamin C. Vanduzen and Ezra W. Vanduzen
both of Newport in the State of Kentucky United States of America Inventors)
Price 3

page_text: and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
The several features of my invention and the advantages arising from their use,
conjointly or otherwise, will be apparent from the following description.
In the accompanying drawings, forming part of this Specification,
Figure 1 is an elevation of that side of the gas-engine embodying my improve-
ment which is on the left hand in Fig. 2.
Figure 2 is a vertical central section of the bed-plate, cylinder, water-casing,
piston and exploding chamber and spur-wheels in the crank-chamber the other
parts of the engine being shown in elevation, the view being taken in front of the
engine.
Fig. 3 represents a vertical enlarged section of the valve-chamber, ports, and
lighting-chamber, and the ignitor or igniting device, the several valves and the
devices for adjusting the valve of the ignitor being shown in elevation.
Figure 4 is a rear elevation of the governor and the devices for working the
valves and the ignitor.
Figures 5 and 6 are enlarged front views of parts of the devices for operating
the valve which admits the gas and air to the engine, and showing the construc-
tion of the cam whereby the governor is enabled to control the speed of the
engine by regulating the amount of combustible gas and air admitted to the
engine.
A represents the preferred form of bed-plate or support cast in one piece,
together with the lower half of the journal-bearings of the crank-shaft.
The cylinder and the upper half of the crank-case D are cast in one piece,
provided with an opening d, whereby convenient entrance can be had to the
interior of the crank-case. The opening d is covered by a cap . As it is
desirable to provide an opening for the free ingress and egress of air to and
from the interior of the cylinder below the piston, I utilize this opening d for
the purposes last named, forming the upper part of the cap d' with the opening d²
so that while the cap covers the greater portion of the opening d the passage d²
is present for the free ingress and egress of air, as aforementioned.
In the upper part of the bed-plate A-namely, that part which forms the lower
half of the crank-chamber D-I provide a chamber which contains oil and water.
The object of this oil and water is to lubricate the interior of the cylinder B
and the crank-wrist and the spur-wheels E¹ E² and the crank-shaft E and its
journal-bearings d³ including the caps d. A space is provided under each of
the journal-bearings d³, and is connected with the chamber a, containing the
lubricant above mentioned, by means of openings do, leading from the interior of
the journal-bearings d³ into their adjacent respective space d. Thus the lubricant
of the journals and the crank-shaft E, after lubricating said shaft and journals,
passes down through the openings into the space and then into the chamber a,
to be again used in lubricating the engine.
G represents a piston provided with suitable packing working in cylinder B.
The connecting-rod H is pivotally connected at one end to the piston and at the
other end to the crank-shaft I in any suitable manner. The crank I as it revolves
strikes and dips into the lubricant in chamber a and lifts and distributes this
lubricant on the interior of the cylinder and on the spur-wheels and journal
bearings of the crank-shaft, as well as on its own pivotal connections with piston
and crank.
of
The casing C surrounds the cylinder B, and the space between this casing and
the cylinder forms a water-space B2, which is filled with water for the purpose
keeping the cylinder cool when the engine is in operation. This casing is preferably
cast, as shown, in one cylindrical piece and separate from the cylinder. The
cylinder can therefore be cast without a core for the water-space, & the casing
can be readily slipped over the cylinder and adjusted in place.
On the top of the cylinder B is located the exploding chamber J, and this

page_text: chamber is provided with a water-jacket J₁ preferably cast with this chamber,
and a water-space J2 is present between the jacket and the chamber. This
space J is connected to the water-space B, surrounding the cylinder, by means
of small holes or passages J³, passing through the upper end wall of the water-
space B2 and the lower end wall of the water-space J2. Thus the cylinder and
exploding chamber are almost entirely surrounded by water. The lower part of
the water-space B2 is connected to an inlet pipe B³, and the upper portion of the
water-space J2 is connected to the exit-pipe J4. This inlet-pipe B³ may be
connected with any suitable supply of water. A water-tank K is preferably
present, as shown, and pipe B³ is connected to the lower part of its interior and
pipe J to the upper portion of its interior.
It is my object to prevent the cylinder and piston from becoming overheated, as
when these parts are overheated the lubricant would be destroyed. At the same
time it is also desirable that the cylinder and piston be kept at a uniform.
temperature, the degree of said temperature being that of about 212° Fahrenheit.
The temperature of water in the jackets and in the tank is soon raised in temperature
to 212°. The cylinder and piston will be prevented from being heated to a
temperature higher than 212°, for the reason that the water at this degree of
temperature will evaporate, and the extra heat will off with the evaporation of
water. At the same time the tank will furnish a continual supply of water to the
water-spaces B3 J4, and thus keep them full.
The valve-chamber L is connected to the exploding-chamber J by a passage way
or port L, located at the extreme upper part of the exploding chamber J. This
chamber J is purposely made deep, so that the lower portion J of it shall be
considerably below the point where the passage way L' enters said chamber.
The object of this construction and arrangement is as follows:
The upper
surface of the piston is intentionally made imperforate, so that when the mixture
of air & gas has been exploded in the chamber J there will remain in the chamber J
a certain amount of residual or consumed gas, which, being heavier than the fresh
supply of mixed air and combustible gas, will remain on the face of the piston
and in the lower part of the chamber J. As the piston descends, this residual or
consumed gas follows the piston and the combustible mixture of gas and air enters
the exploding chamber, and filling that also passes down into the cylinder B and
fills the space in the cylinder above the residual or consumed gases. Now as the
piston rises the combustible gas and air above the piston will be compressed into
the exploding-chamber J, the residual or consumed gases lying next to the piston.
When the combustible gases are ignited, an explosion ensues. The residual or
consumed gases form a cushion between the impact of the explosion and the face
of the piston, thus enabling any inertia of the latter to be gradually and effectively
utilized. These gases not only form a cushion but perform the office of a non-
conductor of heat and prevent the heat generated by the explosion of the
combustible mixture of gas and air from reaching the piston. The piston there-
fore remains cooler than it would were the combustible mixture in contact with
the piston and there exploded. As the volume of residual or consumed gases
increases, a part of the consumed gases will rise above the lower edge of the
passage L'. This part will be duly drawn off by the exhaust. Nevertheless there
will be always present in the lower part of the chamber J and next to the piston
a thick layer of these residual or consumed gases. This latter will perform the
function of the cushion aforementioned, each part or piece containing a valve-seat
and the parts connected therewith be preferably made in a single piece supported
from the valve-chamber L.
M' indicates the inlet-port, whereby combustible gas (preferably coal-gas) is
supplied to the engine. This inlet communicates with the annular chamber M².
From the latter extend small ways or ports M³, which terminate in an annular
groove M, lying in the face of the valve-seat.
N indicates the inlet for air, which communicates with the upright passage N',
which latter opens directly at the edge of the valve-seat. M is a valve, here

page_text: shown as conical, having the faces of its seat beveled to receive it. A flat valve
having a flat seat may be substituted for the conical valve and its beveled seat.
The combustible gases entering from port M' pass into the annular chamber or
passage way M², then through the ports M³ into the annular groove M, and as the
valve M is lifted from its seat the gas moves up around the valve and into
chamber L. The air having thus previously entered port N and having filled
passage and port N', then as the valve M is lifted passes up and around the valve
at the same time that the combustible gas is passing up and around said valve, and
the air and gas come into contact at the annular groove M and are most
thoroughly mixed before they enter the chamber L, and thus combined enter the
valve-chamber L and pass round the valve of the ignitor and carry all of the
residual or consumed gas before them into chamber J. Thus only the pure
combustible mixture of gas and air is present in chamber L. In exploding
chamber J this mixture of combustible gas and air lies above and upon but
without disturbing the residual or consumed gas lying below upon piston Ġ in the
lower part of the exploding chamber J.
It may be here remarked that the annular groove M is not essential to the
above-named process of mixing the combustible gas and air, but is preferably
present for a mechanical reason-viz., to better grind the valve-seat so as to form
a close fitting joint with its valve.
The construction and operation of the ignitor and its adjustment are as follows:
A valve P closely fits and reciprocates within a cylindrical tube P¹. This valve is
provided with an annular groove P3 and a head P3. The main portion P of the
valve has longitudinal grooves P5 at one end opening into the annular groove P
and at the other end opening into the chamber directly above the valve. The
upper part of the chamber Q is enlarged at Q and through the walls of this
second chamber Q2 are one or more passage ways Q3 connecting the chamber Q²
with the external atmosphere. Through the chamber Q2 plays the valve R,
provided at the lower end with an annular depression R', which depression, when
the valve is depressed to its seat, still allows of a free passage way from the
external air to the chamber Q through the opening or openings Q³.
This
depression R is not essential and may be dispensed with, and if the valve R is
raised above the floor of the opening or openings Q3 the lighter will ignite the
combustible mixture of gas and air in the chamber Q. The annular chamber Q2
is not essential, but is preferably present, as it enables the ignition to take place
all around the lower part of valve. When the valve R is depressed, it is seated
on the seat Qin the cylindrical passage way or chamber Q and completely cuts off
all connection between the chamber and its sub-chamber Q. The valve P rests
upon a suitable support, preferably an adjustable one, as shown in Fig. 3, which
adjusting device consists of the screw S, screwed up through the lower part of the
valve-chamber L. The lighter chimney T is located near passages Q³, leading
from the outer air to the chamber Q2, and is provided with an opening T for the
admission of air to the said chimney at a point below the flame, and also provided
with another opening T2, located preferably opposite the upper part of the
adjacent passages Q3 The nozzle T³ of an inlet gas-tube 1 projects within
chimney T, and the gas issuing from said nozzle fills the said chimney T, and
when lighted assumes the form of the flame T in said tube. A stop valve T' in
the tube T is present to admit, cut off and regulate the supply of gas to the
nozzle T³.
The operation of this part of my device is as follows: The valve M having
been lifted at the proper time, as aforementioned, and the mixture of gas and air
being compressed in the exploding-chamber and in the valve-chamber, and the
valve R being lifted, this compressed mixture of gas and air in chamber L raises
the valve P till the upper face or seat P of the head P³ reaches the lower face or
seat P. At this moment the combustible mixture passing through the passage
ways P issues from under valve R through the passages Q3 and is ignited from the
flame T of the lighter. All the openings for the passage of combustible gas and

page_text: air from chamber L to chamber Q are now cut off, except through the small
opening or openings P. The combustible gas and air through these small
openings and into the annular groove P2 and thus find their way through
longitudinal passage ways P5 into the chambers Q & Q%, and issue from
passages Q. This mixture of gas and air issuing from these passages Qis
reached through the opening T2 by the flame in chimney T and burning backward
instantly ignite the mixture of gas and air in the chambers Q2 and Q. Thereupon
the valve R immediately descends to its seat Q. The gas and air entering from
chamber L through opening or openings P' and passage ways P³, equalize the
pressure above and below the valve P and the latter drops by its own weight, thus
opening the connection between the valve-chamber L, groove P2, and passage-
ways Ps, to chamber Q and the burning gas and air in passage-ways Ps and
burning backward lights the gas and air in groove P6, and this in turn lights the
gas and air in valve-chamber L and exploding chamber J. This entire operation
is the work of an instant. The combustible mixture of gas and air in chambers L
and having been exploded moves the piston downward and thus operates
the engine. The chamber in which valve P moves, valve-face Po, and the
passage-ways 7, chambers QQ, valve face or seat Q passages Q³, and the
opening through which valve R plays are preferably present in a single case,
which may be termed the "ignitor-case.' The lower extension of this case
below the roof of chamber L is indicated by the letter P and has the
valve-face Po and the openings P. If the valve P is depressed too far, the gas
and air rushing through the groove P2 and the ways P5 fail to move the valve
down; but when the valve P is raised so that the opening between the lower
face P of the groove P2 and the face P of the seat is quite narrow, then the
friction of the gas and air rushing into this groove from chamber L and through
the ways P, together with the direct upward pressure of the compressed air and
gas in chamber L on the head P3 of the valve P, will raise the latter till its
further ascent is prevented by the lower face P of the groove P² striking against
the face P. The rapidity with which the valve rises will depend in some measure
upon how wide the opening between the lower face Ps of the groove and the
face P is made by means of the adjustment of the screw S.
The preferred means for operating the lighter and the inlet-valve M and the
exhaust valve N is as follows: The stem Me of the valve M extends downward
until it is in proximity to its operating lever M', resting on cam MB. So, also,
the stem U of the valve U is extended downward until it is in proximity to
its operating-lever U2, resting on its cam U³. The stem R2 of the valve R of
the igniting device extends up and is connected to the upper-cross piece of the
yoke R R R R₁, the said rods R₁ of which yoke reciprocate through the
guides R, preferably attached to the valve-chest or other supporting device.
The stem R extends from the lower cross-piece R³ downward until it rests upon
its operating-lever R, which latter in turn rests upon its operating-cain R7.
Provision for adjusting the valve R is made in the adjusting screw and nuts RB on
rcd R³. Each of the rods M, R50, & U carries springs lettered, respec-
tively, M, R, & U, compressed between the stationary arm and a projection,
preferably adjustable on the lower end of the rod. The rods M, R, & Ui
reciprocate through this arm t, which latter serves as a guide for them. On
the shaft W, journaled in the side of the upper half of the crank-box D, are
the cam-carriers, lettered respectively M & Z, the cam-carrier Mº carrying the
cam Ms and the cam-carrier Z carrying the cams R & U³.
I will now proceed to describe the mode and means whereby the governor is
enabled to regulate the speed of the engine and also to cut off all admission of
combustible gas and air to the engine when the latter is not running. The cam M
has a flat peripheral surface rising away from the periphery of the cam-carrier for
a short distance. The upper surface of the cam is straight on one side and parallel
to the line of direction in which the cam-carrier and cam revolve. The other side
of this upper surface is parallel to the other side for a short distance, and then

page_text: begins to approach the latter and continues to do so to the rear end of the cam.
That side of the cam which is continually running obliquely to the line of direction
of the revolution of the cam-carrier is beveled or inclined outward, so that the
bottom of this part of the cam is wider than the top of the cam. The lever M7 is
arranged to slide longitudinally on the journal-stud 12. This lever M' has a friction
wheel M³, and the latter runs on the cam-carrier and onto and over the cam when
the latter is in the same vertical plane with it. The governor is suitably located,
preferably attached to the guide or plate t. From the governor extends the usual
bell-crank lever X fulcrumed at X2. The other end of the lever X is notched
and this notch embraces a stud X3 on the other end of the sliding lever M'. When
the engine is running, the wheel M12 of the lever M' rides onto the cam M at
every revolution of the cam-carrier. As the cam-carrier M10 revolves, the cam M
comes under the lever M' and as the wheel rides up on the cam this lever M lifts
the valve stem Me and the valve M and admits the combustible mixture of air and
gas into the valve-chamber L. The amount of this combustible mixture intro-
duced into the engine will, other things being equal, determine the force and
the rapidity with which the piston descends and determine the capacity of the
engine for work. The longer the valve M is open the more of the combustible
mixture will be admitted. As the speed of the engine slackens, the balls of the
governor will drop and the governor, through the agency of lever X will move
the lever M' to the right, and thus bring cam M under the position shown in
Figure 5. The lever M now moves along a longer part of the high portion of the
cam MB and will then be raised for a longer period than when the left-hand side
portion of this cam was applied to said lever. Consequently the valve M will be
longer elevated and a greater quantity of the mixture of air and gas will enter the
engine and its working power will be increased. When the engine is running too
fast, the balls of the governor rise and the lever M' is moved to the left, (see the
dotted lines in Figure 6) and the cam M is brought under the lever M in the
position there shown. The lever M' will ride upon the short upper portion of
the cam M and then slip down the beveled side of the cam, and thus drop the valve M
on its seat and cut off the inflow of combustible gas and air to the engine sooner
than when the lever M' rode upon the full length of the upper surface of the
cam M, as shown in dotted lines in Figure 6.
Midway between the positions shown in solid and dotted lines in Figure 6, with
a proper amount of work to do, is the working position of the cam M³. Upon a
decrease of work to perform, the engine will increase in speed, whereupon the
governor moves the lever M', so as to decrease the amount of combustible mixture
fed to the engine, and thus decrease its speed. Upon an increase of work to be
performed the engine will slacken its speed and the governor then moves the
lever M', so as to increase the amount of combustible gas and air fed to the
engine, and thus increase its speed to the rate the engine is intended to run. When
the engine stops for any reason-as for instance, if the light T4 in chimney T is
intentionally extinguished or should accidentally go out, or the engine should miss
exploding for several revolutions, the engine will stop. It is possible that the
engine may stop when the lever M' is raised by the cam Ms and valve M is
admitting the combustible mixture of gas and air to the valve-chamber. This
mixture after filling the valve-chamber and exploding chamber and cylinder will
then leak out down under and past the valve M into passage N', and thence into
passage N and thence into the atmosphere. In order to prevent such a mishap,
I provide the following means: The left-hand upper corner M12 of the lever M
is cut away, as shown in Figures 5 & 6. When the engine stops, the balls of the
governor drop all the way down and move the lever M all the way to the right,
as shown in Figure 5. In this position the lever M' does not raise the valve-
stem M and the valve M rests upon its seat and shuts off all passage of the
combustible mixture into or from the engine. If the lever M' be constructed
without a recess in its upper corner and is still desired to provide for allowing the
valve M in every position of the engine when the latter is stopped to drop, the

page_text: lever M may be arranged to slide on its journal still farther to the right, in which
event the stem M, when the lever M' is slid clear to the left, will drop past the
side of the latter and the valve M will drop on its seat.
In starting the engine the flywheel is revolved, and after the cam M³ passes
from under the lever M' the latter is moved to the left, so that when the cam M*
again comes under the lever M' the stem will ride upon the upper surface of the
lever M. Various means for accomplishing this may be employed. One device
for the purpose consists of a suitable fulcrumed lever of V shape in cross-section,
the end of which is pressed down between the levers M' & R, and thus keeps the
governor raised and the lever M7 in working position until the engine has fully
started. The lever is then removed from between said levers M' & R.
It may be here remarked that the views taken in Figs. 5 & 6 represent the
lever M' immediately before it is to ride up upon the cam M. The lever M' is in
the same position with relation to cam M8 in Figs. 5 & 6 as it is in Fig. 1. Each
of the levers M', R, & U2 is preferably provided with a friction wheel, as shown,
which rotates upon its adjacent cam-carrier and cam as said cam-carrier revolves.
The shaft W is rotated by suitable means, the preferred mechanism for rotating
the shaft being a spur-wheel E2 geared into the spur-wheel E', the latter being
fixed upon and rotated by and concentric with the crank-shaft E. These gear
wheels E&E are intentionally located within the crank-box D for the purpose
of rendering the engine more compact, keeping said gear wheels free from dirt,
also enabling them to be duly oiled. The governor is preferably operated by a band-
pulley E, rotated by shaft E, which latter, through the agency of belt E*, rotates
pulley E, which latter in turn operates the governor. In Fig. 1 the belt E' is
omitted, in order to exhibit more clearly the mechanism lying behind said belt.
On this crank shaft E at the other side of the engine is the customary fly-wheel Y
and the usual pulley Y¹.
I will now proceed in general to describe the mode in which my machine operates.
The gas is now admitted through the nozzle T and there ignited. The fly-wheel Y
is so turned as to bring the engine into the position where the lever M' is about to
be raised by cam M8, as shown in Figs. 1, 2 & 4 and in dotted lines in Fig. 6. The
combustible gas is then admitted by turning the stop-valve W. The rotation of
the fly-wheel is now continued, and the cam M lifts lever M7 and valve M, thereby
admitting the combustible mixture of gas and air to the valve-chamber and the
exploding-chamber and cylinder. Meanwhile the piston G has descended, and as
it rises again it compresses the combustible mixture which has just filled the
cylinder & the chambers L & J. In the meantime the valve R, through the
agency of its stems and cam R, is lifted and the valve P rises instantly. At this
moment the crank I is passing its upper centre and the lighter flame T in the
chimney T ignites the gas in chambers Q and Q2, the valve R descends, the
valve drops, and the mixture of gas and air in the valve-chamber L and
exploding-chamber J is ignited, and the piston G is thereby propelled downward
by the force of this explosion and the engine is now working without extraneous
aid. As the fly-wheel continues to turn, the piston begins to rise and the cam U³
and the lever U2 operate to lift the stem U', and with it the exhaust valve U,
from its seat. Nearly all of the residual or consumed gases lying in chamber_L
and those in exploding-chamber J lying above the lower line of passage-way L',
connecting the exploding chamber to the valve-chamber L as the piston rises,
pass out under the exhaust valve U down through the passage way U* into the
pipe Us, & thus pass freely into the external atmosphere. As the piston starts to
descend, the valve U is closed and the valve M is opened, and the valve-chamber
and exploding-chamber and cylinder are again charged with the mixture of gas
and air. As the piston reaches the limit of its downward movement, the valve M
has closed. As the piston again reached the limit of its upward movement, the
combustible mixture in the engine has been compressed. The valve R now rises,
the valve P also instantly rises, and the combustible mixture in chambers Q Q³
ignited, the valve R descends, the valve P drops, and the combustible compressed

page_text: gas and air in chambers L & J is ignited and explodes and forces the piston down
with power, and said piston communicates its second positive impulse to the fly-
wheel and machinery to be operated. As it again rises, the exhaust is opened,
and in this manner, these successive steps in the process of operating it are
repeated, the piston receiving its forceful impulse every fourth stroke-namely it is
forced down after the explosion. This constitutes the first stroke. Next it rises
while exhausting all of the consumed gas and air, except a layer aforementioned,
close to the piston. This constitutes the second stroke. As it again descends the
cylinder and the exploding and valve chambers receive their fresh supply of com-
bustible mixture. This constitutes the third stroke. As the piston again rises,
the combustible mixture of gas and air is compressed, and this constitutes the fourth
stroke. Now at the beginning of its fifth stroke-that is, its next series of four
strokes it again receives its forceful positive downward impulse through an
explosion of the mixture of gas and air compressed within it.
It may be here remarked that in consequence of the rapid firing of the com-
bustible mixture in the valve-chamber L the exhaust valve U will become very
hot. This regard as a positive advantage in operating my engine. The heat
from this valve is imparted to the compressed combustible mixture passing over it
through chamber L on its way to the cylinder. Thus the temperature of the
combustible mixture is raised and the explosion develops greater energy than it
would were its own temperature and that of the valve-chamber and exploding-
chamber and cylinder at a lower degree of temperature, and economizes a certain
amount of heat in the operation of the engine.
It may be here remarked that the valve U is preferably one having a beveled
face fitting into a seat having beveled sides, as shown; but the valve may be a flat
one or of any other suitable configuration, the seat being adapted to the valve.
At each explosion a certain amount of heat is imparted to the walls of the valve-
chamber L, and to the valves M & P as well as to exhaust-valve U. The fresh
combustible mixture of gas and air entering through the valve M takes up a
portion of the heat from the walls of the chamber and from the valves. This
absorption of waste heat not only renders the operation of the engine more
economical, but also prevents the valve from becoming overheated, and thus
precipitating the ignition of the combustible mixture in the engine. For this
purpose I have arranged the valve P and valve U so that the inflowing combustible
mixture shall come into contact with them and pass round or over them on its way
to the cylinder.
To prevent the heat of the walls of the exploding-chamber from being com-
municated to the walls of the cylinder, I keep the former out of contact with the
latter by a layer of asbestos C, introduced between the lower end of the walls of
the exploding-chamber and the upper end of the walls of the cylinder. At the
same time
keep the water-spaces of both the chamber and the cylinder in
communication with one another by means of the small opening J heretofore
mentioned. I purposely avoid covering the valve-chamber with a water-jacket,
as I desire to keep this chamber as hot as possible to impart this heat to the
inflowing combustible mixture, and thus economize heat, as aforementioned.
For the purpose of carrying out that feature of my invention which enables me
to employ a certain portion of the residual or consumed gases as a cushion inter-
posed between the piston and the fresh incoming supply of combustible mixture of
gas and air as aforementioned, the cylinder should be vertical and be located
above the crank-shaft. It should be here remarked that the crank-shaft makes
two revolutions while the cam-carrier makes one revolution. A recess may be
present in the lower part of the interior of chamber P' and take the place of the
recess or groove P2 on valve P.
While the various features of my invention are preferably employed together,
one or more of them may be employed without the remainder, and in so far as
applicable one or more of said features may be used in connection with gas engines
other than the one herein specifically specified.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is
1. The inlet-passage communicating with the exploding-chamber, a reciprocating
valve P, having a stem with side grooves and a head within the inlet passage, and.
igniting means above the valve stem, whereby the flame from outside may com-
municate along the valve-stem to the inlet-passage, in combination, substantially
as described.
2. The combination with the inlet passage, of a valve as P, having a head in
the passage and a.grooved stem, a chamber above said valve P, a valve reciprocating
in and controlling said chamber, and igniting means in proximity to the grooved
valve-stem, substantially as described.
3. The combination of the inlet-passage, the valve P having a head in said
passage and a grooved stem, a chamber above said valve stem which is open or
closed by a reciprocating valve R, and a burner in proximity to said chamber and
in position to ignite the gas escaping round the grooved stem when the chamber
is opened by movement of valve R, substantially as described.
4. The combination of the inlet-passage, the valve P, having a grooved stem
and a head in said passage, igniting means near the valve stem, and an adjustable
support for the valve, whereby its initial position is determined.
5. The combination, with the inlet-passage of an inlet or supply controlling
valve M, a rod extending from said valve, a rotating cam in proximity to said rod,
said cam having actuating-surfaces of different lengths, and an intermediate lever
between the cam and rod, said lever movable into position to lift the valve-rod and
valve for a longer or shorter time, according to the cam surface which actuates it,
substantially as described.
6. The combination of the supply-controlling valve and its stem a moving cam
in proximity to said stem, having bearing surfaces of different lengths, a lever
between the cam and valve stem, the governor, and a connection from the governor
to said lever, whereby the governor determines the position of the lever and the
lever determines the length of cam-surface (and therefore of time) which is operative
to open the valve.
7. The combination of the inlet-controlling valve, its stem, and operating-cam,
an intermediate lever cut away at one side, and operative connections from the
governor to said lever, whereby the lever is shifted entirely out of contact with the
valve-stem when the engine stops, so that the valve will be closed automatically,
substantially as described.
8. The combination of the supply-valve, stem, and controlling-cain having
surfaces of different lengths to operate said stem, the exhaust valve and a cam to
operate the same, and the ignition-controlling valve and cam, said cams being in
proximity and having the described relation to the different valve-stems substantially
as described.
9. The combination with the valve P, having its head in the supply-passage, of
the adjusting screw S, extending into the valve-chamber and forming a rest for
said valve 1', substantially as described.
10. The combination of the cam R', lever R', stem R and valve R, having a
yoke connected to said stem, and means for depressing said valve R, substantially
as described.
1
TI
HORN & SON,
Applicant's Agents.