Improvements in and connected with Gas or Vapour Engines.
Year: 1889

page_text: Date of Application, 18th Oct., 1889
Complete Specification Left, 18th July, 1870-Accepted, 23rd Aug., 1890
PROVISIONAL SPECIFICATION.
Improvements in and connected with Gas or Vapour Engines.
We, JOHN HENRY HAMILTON and ARTHUR ROLLASON both of Sandiacre in the
County of Derbyshire, Engineers do hereby declare the nature of this invention to
be as follows:-
This invention has special reference to an improved construction of gas or
vapour engines with novel methods of arranging and operating the valves of
governing of effecting the ignition in and of starting such engines as well as to
modifications of constructive details.
We shall describe our improvements as applied to engines of the three cycle
though they are equally applicable to engines of the two cycle type and some
of them are applicable to all compressive gas or vapour engines.
In engines of the three cycle type it is usual to operate the valves from a lay
shaft driven by screw gearing from the crank shaft and our first improvement
consists in dividing one of the crank shaft bearings and placing the driving screw
wheel in the gap so formed. The cap or cover is however in one piece only and
is secured to the framing of the engine by bolts in the usual manner. The driven
screw wheel is placed inside the engine frame and the lay shaft to which it is
secured passes backward also inside the engine frame and through a bearing
secured to the back end of the same through which it projects and has secured
to it the cam or cams which operate the valves and ignition apparatus etc.
The admission and exhaust valves are of the usual lifting type and we prefer to
arrange them in radial positions on the combustion chamber at any suitable angles
the former being preferably the nearer to the lay shaft. Both valves may then
be operated by one lever arranged and acting as follows: Between the centre lines
of the two valves is a fixed pin upon which the lever is pivotted one end thereof
carrying a roller which is kept pressed against the cam on the lay shaft by a
spring acting on the lever the other end operating the exhaust valve. Thus the
permissive movement of the lever in one direction opens the admission and the
positive movement in the opposite direction opens the exhaust valve.
There may be a separate throttle valve on the gas supply similar to those
described in our specification of 1888 No. 3546 and in this case we may lead the
air to the admission valve through an oblong rectangular port opening laterally
into the casing of the same the gas valve being disposed so as to open into th
port or we may lead the air through an annular passage around the gas valve
casing the air stream being in the direction of the axis. In connection with this
disposition we prefer to extend the gas valve casing beyond the valve seat and
bore out the extension so that the valve may slide in it like a piston; the gas may
be allowed to issue through lateral slits uncovered by the valve as it is lifted.
In certain classes of work however we may adopt another disposition of gas
valve consisting of an annular ring placed concentric with but below the admis-
sion valve the spindle of the latter passing through the centre of the former which
may be operated from below by means of for example two spindles secured to it
parallel to and on opposite sides of the spindle aforesaid.
The gas may be admitted to an annular passage below the annular valve passing
up to the latter through an annular port or ring of ports the edges of the gas
valve having grooves cut therein through which the gas shall be delivered in fine
streams. The air in this case is admitted to the space between the admission and
gas valves by lateral ports through the admission valve casing.
For controlling the speed of the engine we may use a novel form of horizontal
centrifugal governor which is similar to certain forms of vertical governor in that
it has a pair of cranked levers pivotted to a casting which revolves freely in a
fixed bearing. One arm of each cranked lever carries at its extremity a ball

page_text: weight and the other has formed at its extremity a 'raised bearing piece which
presses against the T end of a spindle capable of sliding in a hole through the
centre of the revolving casting.
The other end of this spindle has formed in it a cup shaped recess into which
fits the bell end of a thrust rod which at its other end is jointed to one arm of
a bent lever the other arm of which carries an adjustable weight which thus opposes
the end pressure on the T headed spindle.
By varying the angle between the arms of the bent lever and that between the
thrust rod and the arm to which it is jointed we obtain any desired variation in the
leverage of the latter as it passes from one of its extreme positions to the other and
in consequence any desired variation in the thrust along the rod which opposes the
centrifugal force of the balls. Thus the governor may be made as sensitive as
desired.
For the purpose of preventing-the gas valve remaining open should the engine
accidentally stop we provide as is usual that the push piece which opens the gas
valve when the governor is in an intermediate position shall not do so when the
governor balls are nearest to the axis as well as when they are furthest therefrom.
But we adopt the following novel device to ensure a great reduction of speed
before the gear shall be thus disconnected. On each of the arms of the governor
cranked levers which bears at its extremity on the T end of the sliding spindle
we form another bearing piece at an intermediate point and as the governor balls
collapse the bearing piece at the extremity of the arm being at a greater radial
distance recedes faster than the intermediate bearing piece so that the Tend of the
sliding spindle as it were overtakes this intermediate bearing piece and transfers
the pressure to it which acting now at a shorter radius is unable to overcome the
centrifugal force of the balls till the speed has fallen to an extent depending on
the ratio of the radial distances of the bearing pieces.
It is the last inward point of the motion of the governor balls which causes the
gear to be disconnected and thus the speed can be reduced to any desired extent
before the disconnection shall take place the danger of the engine being stopped by
a sudden addition to its load being thus obviated. This device may also be applied
to various common forms of governors. Where it is not specially advantageous
to use a separate throttle valve on the gas supply we propose to adopt a more
simple and novel form of governor and gas valve operating gear which in its
simplest form consists of a light bar freely jointed to the end of the gas valve
spindle which we shall suppose horizontal in position and pointing towards the
centre of the lay shaft from which it is operated. This bar has at its other or
free extremity a notch or recess and rests on a fixed stop when in its lowest
position. A pin fixed in the face of a disc or cam plate on the lay shaft as it
comes round engages the notch and lifting the bar off the stop gives it also a
longitudinal or end motion so opening the gas valve. The motion while the pin
and notch are engaged is similar to that of a crank and connecting rod and when
the dead centre is passed the valve begins to close. When the bar has been lifted
to its highest position the pin leaves the notch and the bar is supported by another
pin fixed in it and resting on the edge of the disc or cam plate.
A portion of this disc or cam plate is cut away and when this portion comes
round to the pin the support of the latter is removed and the bar drops. Should
the engine be going too slow the bar will drop on the stop and so the pin will
again engage the notch; but should the engine be going too fast the bar will
drop on the pin in the disc or cam plate and will then be simply raised without
receiving the longitudinal motion necessary to open the gas valve.
Various modifications may be introduced without affecting the principle of this
governor. Thus the gas valve spindle might be vertical or inclined at any angle to
the vertical and in this case a spring or a weight on an arm fixed to the bar
might be used to bring back the latter when released. Obviously the bar might
be jointed not to the gas valve spindle but to a lever or system of levers and rods
which would communicate the longitudinal motion of the bar to the gas valve
spindle or a series of notches may be cut in the end of the bar and if these be
arranged so that any notch shall be at a greater radial distance from the centre

page_text: around which the bar swings than that of the notch next it a graded series of lifts
may be imparted to the gas valve and thus the strength of the explosive mixture
may be varied.
We may also provide in this case that after the speed of the engine shall have
been considerably reduced the gas valve shall cease to lift and for this purpose
the stop is made a movable one which may be swung clear after the engine shall
have been started and instead of a simple notch the portion of the bar forming
the upper side of the notch or of the last notch if there are more than one is
produced to form a projecting tongue which will fall on to the pin through a
considerable range of speed within which the gas valve will be lifted; but should
the speed fall below the lower limit of this range the end of the tongue will drop
past the pin the latter will not engage in the notch and the bar will not be lifted
again.
The adjustments for varying the speed of the engine with this governor may be
made by varying the time which the bar takes to drop or execute its free move-
ment or by varying the time at which it is released. In the former case a weight
adjustable on the bar or on an arm attached or formed on it may be used or the
tension of a spring connected with the bar may be varied or any other method of
varying the time which the bar takes to execute its free movement may be used
to vary the speed which may also be adjusted by making the part of the disc or
cam plate which by moving from under the pin allows the bar to drop a separate
portion adjustable circumferentially thus varying the time at which the bar is
released.
Another modification of the above governor would consist in forming the notches
in the disc or cam plate instead of in the bar and a spin or its equivalent in the
latter to engage with these notches.
For effecting the ignition in our improved engine we may adopt any kind of
igniting apparatus in common use but we prefer to use the following novel.
arrangement or some of its modifications.
In connection with the motor cylinder is a small cylinder in which works a
plunger or piston and this cylinder we shall term the igniting cylinder. The
plunger or piston therein by its outward movement allows to enter or draws in a
portion of the contents of the motor cylinder. This movement of the plunger or
piston takes place in two steps so that the piston pauses when a portion of its out
stroke has been made and a pin hole drilled through a part of the piston allows
some of the compressed contents of the igniting cylinder to pass into a lateral port
in the igniting cylinder which port forms a part of a chamber communicating
with the atmosphere by means of another orifice. This chamber we call the
igniting chamber the orifice being adapted to be closed when required by a valve
near which buns an outside jet which ignites the issuing combustible mixture.
The plunger or piston is attached or pressed against one arm of a three armed
lever a second arm carrying a roller kept pressed against a cam by means of a
spring attached to the plunger or piston or to the lever while a third arm is
connected to the valve closing the orifice of the igniting chamber but through the
interposition of a spring the lever is allowed a small amount of free movement
after the valve is closed.
The second portion of the motion of the plunger or piston closes the valve and
compresses the spring at the same time completely uncovering the lateral port
in the igniting cylinder thus causing the ignition of the contents of this and of the
motor cylinder. The pressure on the plunger or piston communicated to the valve
through the three armed lever serve to keep the valve tight against the internal
pressure and the cam which operates the three armed lever causes the plunger or
piston to be pushed in during the exhaust stroke of the engine thus expelling the
products of combustion from the igniting cylinder.
If it should be necessary to
have a port leading from the motor cylinder or combustion chamber we may cause
the plunger or piston to make a partial outward and inward stroke during the
charging stroke of the motor cylinder for the purpose of cleaning out the products
of combustion from this port but we may in some cases make the igniting cylinder
open directly into the combustion chamber and in this case the above described

page_text: second out and in stroke will not be necessary. Instead of the pin hole as above
described we may cut a fine groove longitudinally in the plunger or piston and
fix a metal tongue in the igniting cylinder which projecting into the groove shall
clean out the latter at each stroke of the plunger or piston.
We do not necessarily employ a three armed lever for operating the plunger or
piston and valve for we may dispense with one of the arms and use instead
some suitable device for connecting the plunger or piston and the valve or we may
use a system of catches and springs whereby the plunger or piston shall on being
released shoot out with a rapid motion and to prevent undue noise and shock we
may adopt an air dash pot to check the motion.
This igniting arrangement may be modified when it is desired to effect the
ignition by means of an externally heated tube in which case the latter takes the
place of the igniting chamber valve and light nor is there a pin hole or groove
in the plunger or piston which may make a complete outward stroke without the
pause described above. For the easy removal and replacement of the heated tube we
may form on or secure to the open end of the latter a faced collar or flange making
with a face on the igniting cylinder casting a tight joint; on the back of this
collar or flange press the jaws at one end of a lever which is fulcrumed on a pin
passing through the free end of a pair of swinging links and which has a hand
or thumb screw through its other end. The end of the latter bears on a fixed
support and the swinging links are also pivotted at their lower ends to a fixed
part of the engine so that the screw serves to put the required pressure on the
collar or flange and when it is slacked off the swinging links allow the lever to
be drawn clear and the tube readily removed.
For starting the larger sizes of engines we propose to use a hand gas pump by
which to inject gas into the combustion chamber of the engine, the latter being
turned into the proper position and liaving the combustion chamber filled with air
before the gas injection. A catch adapted to the above described igniting apparatus
may serve to hold it in a suitable position and when the ignition is effected by
means of an outside flame the flaring up of the latter will serve to show when
the mixture shall have become explosive. The pumping may then be discontinued
and the catch released and the plunger or piston allowed to complete its out stroke
thus effecting the ignition. A handle may be attached to the lever which operates
the plunger or piston whereby the speed with which the plunger or piston moves
out may be modified or by which other desired motions may be given thereto
independent of those derived from the engine or where it is advisable to use a
small motive power engine or any power driven shaft for the purpose of starting
the engine we may make the temporary required connection between the revolving
shaft and the engine to be started by means of a friction pulley freely turning on
a pin carried by a pair of links which are pivotted to the end of a hand lever so
that when the latter is depressed the friction pulley is pressed simultaneously
against a friction wheel on the driving shaft and the flywheel or other wheel
or pulley keyed to the crank shaft of the engine. By suitably proportioning the
diameter of the friction pulley to the space between the driving and driven
friction wheels it may be so arranged that very little pressure on the hand lever
shall suffice to obtain the required pressure between the contact surfaces. When
the engine receives an impulse the driven wheel tends to become the driving and
this relieves the pressure at the contact surfaces and thus permits the engine to get
up speed more quickly. In adapting our engines for use in a portable form we may
dispense with the separate water tanks usually employed by forming on or in con-
nection with the bedplate a tank preferably of smaller capacity through which the
cylinder barrel passes and so formed as to expose a large free evaporating surface.
This tank may or may not have a top cover but in the latter case it is essential that
there should be a clear steam space left between the water surface and the top and
that a hole or pipe be provided for carrying away the steam or vapour. A glass
water gauge may also be provided for indicating the position of the water level
and the water may be replenished through another hole or pipe closed by a cock
valve or door. We prefer to cast the combustion chamber as a part of the motor
cylinder barrel above mentioned and also to cast with it an outer shell having a

page_text: flange by which it is secured to the back of the tank the cylinder barrel as before
described passing forwards through the tank and through its front end so that
the space between the outer shell and the combustion chamber forms a water
jacket for the latter and is in free communication with the tank.
In
We do not propose to use this construction exclusively for portable engines but
may adopt it where want of space or other consideration shall render it advisable
to do so and we may in such cases apply a ball cock and float to keep the water
in the tank at the proper level. Thus for vertical engines of small power it would
be an advantageous mode of construction as the weight of the water in the tank
would help to steady the engine if the latter be not bolted to a foundation.
vertical engines the combustion chamber may have a separate cover carrying the
admission and exhaust valves which may be operated by one lever as described
above but instead of this lever carrying a roller it may have jointed to it one end
of a connecting rod which carries at its other end the roller kept pressed against a
cam driven from the engine crank shaft by spur gearing.
The above described method of casting the combustion chamber with its outer
shell and flange all in one piece with the cylinder barrel may be adapted in ordinary
engines and we may make the combustion chamber of a spherical form preferably
the frustrum of a sphere of larger diameter than the cylinder thus reducing the
cooling surface and obtaining a symetrical arrangement of valves etc.
We would have it understood that though we have described our improvements
as applied to engines of the three cycle type yet they are also substantially applic-
able to engines of the two cycle type and the methods of governing igniting the
charge and starting as well as the last described modifications in constructive detail
are applicable to all compressive gas or inflammable vapour engines.
Dated this 17th day of October 1889.
A. CRAWHALL CHAPMAN,
2, St. Nicholas' Buildings, Newcastle-on-Tyne,
Patent Agent for Applicants.
We, JOHN HENRY HAMILTON and ARTHUR ROLLASON both of Sandiacre in the
County of Derbyshire, Engineers do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
This invention has special reference to an improved construction of gas or vapour
engines with novel methods of arranging and operating the valves of governing of
effecting the ignition in and of starting such engines.
We shall describe our improvements as applied to engines of the three cycle
though they are equally applicable to engines of the two cycle type and some of
them are applicable to all compressive gas or vapour engines.
In engines of the three cycle type it is usual to operate the valves from a lay
shaft driven by screw gearing from the crank shaft and our first improvement
consists in dividing one of the crankshaft bearings and placing the driving screw
wheel in the gap so formed..
The cap or cover is however in one piece only and is secured to the framing of the
engine by bolts in the usual manner. The driven screw wheel is placed inside the
engine frame and the lay shaft to which it is secured passes backward also inside
the engine frame and through a bearing secured to the back end of the same
through which it projects and as secured to it the cam or cams which operate the
valves and ignition apparatus etc..
The admission and exhaust valves are of the usual lifting type and we prefer to
arrange them in radial positions on the combustion chamber at any suitable angles

page_text: the former being preferably the nearer to the lay shaft. Both valves may then be
operated by one lever arranged and acting as follows:
Between the centre lines of the two valves is a fixed pin upon which the lever is
pivotted one end thereof carrying a roller which is kept pressed against the cam
on the lay shaft by a spring acting on the lever the other end operating the exhaust
valve. Thus the permissive movement of the lever in one direction opens the
admission and the positive movement in the opposite direction opens the exhaust
valve.
There may be a separate throttle valve on the gas supply similar to those
described in our specification of 1888 No. 3546 and in this case we lead the air
through an annular passage around the gas valve casing the air stream being in
the direction of the axis. In connection with this disposition we prefer to extend
the gas valve casing beyond the valve seat and bore out the extension so that the
valve may slide in it like a piston; the gas may be allowed to issue through lateral
slits uncovered by the valve as it is lifted. In certain classes of work however we
may adopt another disposition of gas valve consisting of an annular ring placed
concentric with but below the admission valve the spindle of the latter passing
through the centre of the former which may be operated from below by means of
for example two spindles secured to it parallel to and on opposite sides of the
spindle aforesaid.
The gas may be admitted to an annular passage below the annular valve passing
up to the latter through an annular port or ring of ports the edges of the gas valve
having grooves cut therein through which the gas may be delivered in fine
streams. The air in this case is admitted to the space between the admission and
gas valves by lateral ports through the admission valve casing.
For controlling the speed of the engine we may use a novel form of horizontal
centrifugal governor which is similar to certain forms of vertical governor in that
it has a pair of cranked levers pivotted to a casting which revolves freely in a fixed
hearing. One arm of each cranked lever carries at its extremity a ball weight and
the other has formed at its extremity a raised bearing piece which presses against
the T-end of a spindle capable of sliding in a hole through the centre of the
revolving casting. The other end of this spindle has formed in it a cup shaped
recess into which fits the ball end of a thrust rod which at its other end is jointed
to one arm of a bent lever the other arin of which carries an adjustable weight
which thus opposes the end pressure on the T-headed spindle. By varying the
angle between the arms of the bent lever and that between the thrust rod and
the arm to which it is jointed we obtain any desired variation in the leverage of the
latter as it passes from one of its extreme positions to the other and in consequence
any desired variation in the thrust along the rod which opposes the centrifugal
force of the balls. Thus the governor may be made as sensitive as desired.
For the purpose of preventing the gas valve remaining open should the engine
accidently stop we provide as is usual that the push piece which opens the gas
valve when the governor is in an intermediate position shall not do so when the
governor balls are nearest to the axis as well as when they are furthest therefrom.
But we adopt the following novel device to ensure a great reduction of speed before
the gear shall be thus disconnected. On each of the arms of the governor cranked
levers which bears at its extremity on une T-end of the sliding spindle we form
another bearing piece at an intermediate point and as the governor balls collapse
the bearing piece at the extremity of the arm being at a greater radial
distance recedes faster than the intermediate bearing piece so that the T-end of the
sliding spindle as it were overtakes this intermediate bearing piece and transfers
the pressure to it which acting now at a shorter radius is unable to overcome the
centrifugal force of the balls till the speed has fallen to an extent depending on
the ratio of the radial distances of the bearing pieces. It is the last inward part
of the motion of the governor balls which causes the gear to be disconnected and
thus the speed can be reduced to any desired extent before the disconnection shall
take place the danger of the engine being stoppd by a sudden addition to its load
being thus obviated.
This device may also be applied to various common forms of governor.

page_text: Where it is not specially advantageous to use a separate throttle valve on the gas
supply we propose to adopt a more simple and novel form of governor and gas
valve operating gear which in its simplest form consists of a light bar freely jointed
to the end of the gas valve spindle which we shall suppose horizontal in position
and pointing towards the centre of the lay shaft from which it is operated. This
bar has at its other or free extremity a notch or recess and rests on a fixed stop
when in its lowest position. A pin fixed in the face of a disc or cam plate on the
lay shaft as it comes round engages the notch and lifting the bar off the stop
gives it also a longitudinal or end motion so opening the gas valve. The motion
while the pin and notch are engaged is similar to that of a crank and connecting
rod and when the dead centre is passed the valve begins to close. When the bar
has been lifted to its highest position the pin leaves the notch and the bar is
supported by another pin fixed in it and resting on the edge of the disc or cam
plate. A portion of this disc or cam plate is cut away and when this portion.
comes round to the pin the support of the latter is removed and the har drops.
Should the engine be going too slow the bar will drop on the stop and so the pin
will again engage the notch; but should the engine be going too fast the bar will
drop on the pin in the disc or cam plate and will then be simply raised without
receiving the longitudinal motion necessary to open the gas valve.
Various modifications may be introduced without affecting the principal of this
governor. Thus the gas valve spindle might be vertical or inclined at any angle
to the vertical and in this case a spring or a weight on an arm fixed to the bar
might be used to bring back the latter when released. Obviously the bar might
be jointed not to the gas valve spindle but to a lever or system of levers and rods
which would communicate the longitudinal motion of the bar to the gas valve
spindle or a series of notches may be cut in the end of the bar and if these be
arranged so that any notch shall be at a greater radial distance from the centre
around which the bar swings than that of the notch next it a graded series of lifts
may be imparted to the gas valve and thus the strength of the explosive mixture
may be varied.
We may also provide in this case that after the speed of the engine shall have
been considerably reduced the gas valve shall cease to lift and for this purpose
the stop is made a moveable one which may be swung clear after the engine shall
have been started and instead of a simple notch the portion of the lar forming
the upper side of the notch or of the last notch if there are more than one is pro-
duced to form a projecting tongue which will fall on to the pin through a.
considerable range of speed within which the gas valve will be lifted; but should
the speed fall below the lower limit of this range the end of the tongue will drop
past the pin the latter will not engage in the notch and the bar will not be
lifted again.
The adjustments for varying the speed of the engine with this governor may be
made by varying the time which the bar takes to drop or execute its free movement
or by varying the time at which it is released.
In the former case a weight adjustable on the bar or on an arm attached to or
formed on it may be used or the tension of a spring connected with the bar may
be varied or any other method of varying the time which the bar takes to execute
its free movement may be used to vary the speed which may also be adjusted by
making the part of the disc or cam plate which by moving from under the pin
allows the bar to drop a separate portion adjustable circumferentially thus varying
The time at which the bar is released.
Another obvious modification of the above governor would consist in forming
the notches in the disc or cam plate instead of in the bar and a pin or its equivalent
In the latter to engage with these notches. The latter modification is not shown
n the drawings.
For effecting the ignition in our improved engine we may adopt any kind of
gniting apparatus in common use but we prefer to use the following novel arrange-
ment or some of its modifications.
In connection with the motor cylinder is a small cylinder in which works a
iunger or piston and this cylinder we shall term the igniting cylinder.

page_text: The plunger or piston therein by its outward movement allows to enter or draws
in a portion of the contents of the motor cylinder. This movement of the plunger
or piston may take place in two steps so that the piston pauses when a portion of its
out stroke has been made and a nin hole drilled through a part of the piston allows
some of the compressed contents of the igniting cylinder to pass into a lateral port
in the igniting cylinder which port forms a part of a chamber communicating
with the atmosphere by means of another orifice. This chamber we call the
igniting chamber the orifice being adapted to be closed when required by a valve
near which burns an outside jet which ignites the issuing combustible mixture.
The plunger or piston is attached to or presses against one arm of a three armed
lever a second arm carrying a roller kept pressed against a cam by means of a
spring attached or contiguous to the plunger or piston or to the lever while a third
arm is connected to the valve closing the orifice of the igniting chamber but
through the interposition of a spring the lever is allowed a small amount of free
movement after the valve is closed.
The second portion of the motion of the plunger or piston closes the valve and
compresses the spring at the same time completely uncovering the lateral port in
the igniting cylinder thus causing the ignition of the contents of this and of the
motor cylinder.
The pressure on the plunger or piston communicated to the valve through the
three armed lever serves to keep the valve tight against the internal pressure and
the cam which operates the three armed lever causes the plunger or piston to be
pushed in during the exhaust stroke of the engine thus expelling the products of
combustion from the igniting cylinder. We prefer to make the igniting cylinder
open directly into the combustion chamber so that the expulsion of the products
of combustion from this cylinder may be complete. Instead of the pinhole as above
described we may cut a fine groove longitudinally in the plunger or piston and
fix a metal tongue in the igniting cylinder which projecting into the groove shall
clean out the latter at each stroke of the plunger or piston the pause in the out
stroke above described in this case not being necessary.
We do not necessarily employ a three armed lever for operating the plunger or
piston and valve for we may dispense with one of the arms and use instead some
suitable device for connecting the plunger or piston and the valve or we may use
a system of catches and springs whereby the plunger or piston shall on being
released shoot out with a rapid motion and to prevent undue noise and shock we
may adopt an air dashpot to check the motion, but as the three armed lever is the
simplest and best design we know to effect the purpose in view, we do not consider
it necessary or beneficial to describe in further detail this arrangement.
This igniting arrangement may be modified when it is desired to effect the
ignition by means of an externally heated tube in which case the latter takes the
place of the igniting chamber valve and light nor is there a pin hole or groove in
the plunger or piston which also may make a complete outward stroke without the
pause described above.
For the easy removal and replacement of the heated tube we may form on or
secure to the open end of the latter a faced collar or flange making with a face
on the igniting cylinder casting a tight joint; on the back of this collar or flange
press the jaws at one end of a lever which is fulcrumed on a pin passing through
the free end of a pair of swinging links and which has a hand or thumb screw
through its other end.
The end of the latter bears on a fixed support and the swinging links are also
pivotted at their lower end to a fixed part of the engine so that the screws serves
to put the required pressure on the collar or flange and when it is slacked off the
swinging links allow the lever to be drawn clear and the tube readily removed.
For starting the larger sizes of engines we propose to use a hand gas pump by
which to inject gas into the combustion chamber of the engine the latter being
turned into the proper position and having the combustion chamber filled with air
before the gas injection. A catch adapted to the above described igniting
apparatus ma serve to hold it in a suitable position and when the ignition is
effected by means of an outside flame the flaring up of the latter will serve to show

page_text: when the mixture shall have become explosive. The pumping may then be dis-
continued and the catch released and the plunger or piston allowed to complete
its out stroke thus effecting the ignition. A handle may be attached to the lever
which operates the plunger or piston whereby the speed with which the plunger or
piston moves out may be modified or by which other desired motions may be given
thereto independent of those derived from the engine. Where however a small
motive power engine or any power driven shaft is available for the purpose of
starting the engine we may make the temporary required connection between the
revolving shaft and the engine to be started by means of a friction pulley freely
turning on a pin carried by a pair of links which are pivotted to the end of a
hand lever so that when the latter is depressed the friction pulley is pressed
simultaneously against a friction wheel on the driving shaft and the flywheel
or other wheel or pulley keyed to the crank shaft of the engine. By suitably
proportioning the diameter of the friction pulley to the space between the driving
and driven friction wheels it may be so arranged that very little pressure on the
hand lever shall suffice to obtain the required pressure between the contact
surfaces. When the engine receives an impulse the driven wheel tends to become
the driving and this relieves the pressure at the contact surfaces and thus permits
the engine to get up speed more quickly. We would have it understood that
though we have described our improvements as applied to engines of the three
cycle type yet they are also substantially applicable to engines of the two cycle type
and the methods of governing igniting the charge and starting are applicable to
all compressive gas or inflammable vapour engines.
We will now fully describe our improvements with reference to the accompany-
ing drawings in which Figs. 1 and 2 shew our improved arrangement of bearing
and lay shaft Fig. 1 being a longitudinal and Fig. 2 a transverse sectional
elevation.
a is the lay shaft to which is secured the screw gear wheel 6 which gears into
the screw wheel c, secured to the crankshaft of the engine between the bearings d
and e, these bearings as well as the wheel e being covered by one cap or cover f
secured to the frame by means of 4 bolts (not shown). The lay shaft a lies inside
the frame throughout its whole length except where it passes through a bearing g
attached to the back end of the frame and the cams hk which are secured to it.
Besides the compactness afforded by this arrangement there is no longer any
necessity for the lay shaft to be machine-turned.
Fig. 3 shews the arrangement of the valves and one form of ignition apparatus
being a transverse section through the combustion chamber.
m is the exhaust valve n the admission valve both arranged in radial positions and
having the fulcrum of the lever situated between them. This lever carries at
one end a roller o which is kept pressed against the cam by means of a spring S
attached to the lever and of sufficient strength to overcome the resistance of
the spring which closes the admission valve n. The positive motion of the lever
allows the admission valve to close and opens the exhaust valve and the opposite
or permissive motion allows the exhaust valve to close and opens the admission
valve.
The gas valve is annular in form and concentric with the admission valve n
and is secured to two spindles r, r (Fig. 4). The air comes along a passage P
(Fig. 3) and enters through lateral ports Q meeting the gas which having been
admitted to the passage passes up therefrom through the ports q. The gas
valve may have grooves cut in its edge as shewn in the sectional plan Fig. 5.
Figs. 8, 9, 10, 11, 12, 13, 14 and 15 shew modifications of our drop bar governor.
This in its simplest form is shewn in Fig. 14 and consists of a bar hinged to
the gas valve spindler and having a notch and backwardly projecting pin x.
This pin has preferably a flat cut on it and rests on the edge of a disc or cam
plate A which has another pin y projecting from its front face. The action is
as follows: When the cut away portion of the disc or cam plate A which is
secured to the lay shaft or other rotating part of the engine and which revolves
in the direction of the arrow comes round to the pin in the bar t the support of
he latter being removed it begins to fall; if the engine is going too fast the pin y

page_text: will have come round so far that the projecting point w on the bar t falls upon it
in which case the bar is merely lifted and held up by the edge of plate A till
the cut away part again comes round, when the bar again drops and if the
engine is now going slow enough the bar will drop on the stop B before the
pin comes round far enough to intercept it; in this case the pin y will engage
the notch and in raising the bar will also give it a longitudinal or end move-
ment similar to a crank and connecting rod motion and the gas valve will be
opened thus giving the engine a charge of gas.
By a modification instead of the point or pin y catching the notch z the pin y
might be notched to catch the point of the bar .
Referring now to Figs. 8, 9, 10, and 11 which illustrate a modification of this
governor suitable for the arrangement of valves shewn in Fig. 3, the bar t is
shewn jointed to a lever D which operates the gas valve by means of the spindler
the adjustable weight c on the lower end of the bar being used to vary the time
taken by the bar to drop and thus to regulate the speed.
Instead of the weight a spring of adjustable strength may be used either to
retard or accelerate the swing of the bar and may be applied in any convenient
manner.
In Fig. 10 the bar is raised and about to drop; Fig. 8 shows what happens
when the speed of the engine is too great and there is a charge to be cut out
Fig. 9 shewing the position at a slower speed when there will be a charge
admitted.
In these Figs. just described the projecting points w wol consists of a spring
fixed to the front of the bar the pin y being cut away to a knife edge at its
outer end though left round where it engages the notch as shewn in Fig. 11
which is a side elevation.
Instead of regulating the speed by varying the time of swing of the bar this
may be constant and the period of its release may be varied as shewn in Figs. 12
and 18. In this the disc A has behind it another disc E capable of angular
adjustment relatively to A the pin being made long enough to rest on both A
and E; by this contrivance the width of the gap or cut away portion and conse-
quently the time of release may be adjusted.
If the governing of the engine is to be effected both by cutting out the ignitions
and varying the strength of the charge we may use the modification shewn in
Fig. 15 in which the bar with pin acting as already described has a series of
notches, 22 at increasing distances from its pivotted end so that when the
pin y in its revolution engages with the notch the gas valve opens more than
when it engages with the notch and still more than with the notch z thus
giving a graded series of gas valve openings according to the speed.
We prefer however when the strength of the charge is to be varied to employ a
separate throttle valve and Fig. 19 shows in side sectional elevation a convenient
arrangement of gas and admission valve in connection with a throttle valve. In
this is the admission valve the gas lift valve and F the throttle valve. The
air enters by a lateral port and passes along the annular passage P while the gas
enters by the passage p through valve I passing thence into the gas chest behind
the gas valve so that when the latter is lifted, it slides like a piston within its
bored out casing and in uncovering the slits G in proportion to its lift allows the
gas to pass therethrough thus ensuring a complete and uniform mixture of air
and gas.
The speed may be governed by an ordinary centrifugal governor or we may use
the horizontal governor shewn in Fig. 16, which consists of a sleeve I carrying
a pair of cranked governor arms K caused to revolve in the fixed bracket J J
by means of a spur wheel or pulley H. Within the sleeve I slides a T-headed
spindle on the T-end of which bear as hereinafter explained the projec-
tions R R or S S. Into a cup recess in the end of the spindle L fits the ball
end of a connecting rod M jointed at its other end at an acute angle to one
arm of the bent lever N the other arm of which carries the weight W. It will
be seen from the diagram of the motion Fig. 17 that the leverage of the weight W,
as acting on the rod M increases as the weight is raised thus opposing an in-

page_text: creasing resistance to the increasing centrifugal force of the balls K. In this
diagram the full lines show the positions of the parts at the lowest and the dotted
lines those at the highest working speed of the engine. For the latter position
the gas valve operating gear is so arranged that the valve is not opened thus
cutting out charges but the former position corresponds to an ignition every
cycle. We however arrange, as is usual, that a further collapse of the balls to
the position shewn in Fig. 16 shall prevent the gas valve being opened and in
order that this (viz. the prevention of gas valve being opened) may not occur
owing to a slight lowering of the speed (such as that caused by a sudden increase
of the load, the very time when gas is required) we form on the governor arms
other projections S S at less radial distances from the fulcrum of the arm to
which projections the end pressure on the spindle L is transferred when the balls
collapse more than the minimum working limit and by this means the speed
will have to be greatly reduced before the gas valve ceases to lift.
Fig. 18 shews in sectional elevation this device applied to a common form of
governor and to illustrate the action part of a known valve operating mechanism
is shewn.
It consists of an arm or sector X secured to the valve spindler (Figs. 18 and
19) and rotated by the rise or fall of the governor. This sector is shewn in
the lowest working position and a further fall of the governor balls due to a
great reduction in speed would cause the push piece Y to go over the top of
sector X and thus the valve would not be lifted. In starting the governor may
be held up by a catch in the usual manner.
Our improved igniting arrangements which we will now fully describe are
shewn in Figs. 3, 6, 7, 20 and 21, Fig. 20 being an enlarged view with some
additions of the transverse section shewn in Fig. 3.
Referring now to these Figs. 1 is a casing secured to the combustion chamber
having a cylindrical hole in which works a plunger or piston; this hole we term
the igniting cylinder. Out of this igniting cylinder leads a lateral passage or
igniting chamber 3 opening to the atmosphere through the lateral port 10 outside
which burns a masterlight the products of combustion passing up through a
chimney or funnel 11.
A spring 12 may assist the compressed mixture in forcing out the plunger 2
when the cam k on the lay shaft a (which operates the roller 7 on the three
arm lever 6) permits such movement. To the third arm of the lever is jointed
a rod 5 the valve 4 adapted to close the end of the igniting chamber 3 being
connected to this rod by a pin passing through a slot therein as shewn in the
Figs. A small groove 8 is formed in the plunger 2 and into this projects a
The mode of action is as
tongue 9 which serves to keep the groove clear.
follows:-
As the inflammable mixture is compressed in the combustion chamber a small
portion escapes by the groove 8 into the ignition chamber 3 passing thence
through the port 10 where it is ignited by the masterlight; the flame passes back
into the chamber 3 but the fineness of the groove 8 prevents it passing into
the combustion chamber. When the time of ignition has arrived the cam k
permits a quick outward movement of the plunger 2 to take place first closing
the orifice 10 in the end of the chamber 3 by the valve 4 and afterwards com-
pressing the spring 13 and opening the smeller end of the chamber 3 by the
completion of the outstroke of the plunger so as first to shut in the flame and then
place it in free communication with the contents of the combustion chamber
thereby effecting the ignition. It will be here observed that the pressure in
the combustion chamber acting through plunger 2 on lever tends to keep
valve 4 tight on its seat.
Instead of the groove 8 in plunger 2 in Figs. 3, 20 and 21 a small hole 14
(see Fig. 7) may be used. In this case as the plunger 2 should on its in-stroke
completely clean out all products of combustion from the igniting cylinder it is
preferred to cause the outward stroke to be effected in two portions whereof the
first brings the hole 14 opposite the end of the ignition chamber 3 and the second
uncovers this end entirely. This is effected by corresponding alterations in the
contour of the motor cam k.

page_text: When the ignition is to be effected by means of an externally heated tube we
may use the arrangement shown in Fig. 6 for timing it. Referring to this Fig.
the lateral passage 3 and tube 15 take the place of the igniting chamber 3
(Fig. 20) but otherwise the arrangement is similar except in the omission of
the groove & or pin hole 14.
For quickly removing and replacing a tube we form a flange or collar on its
open end as shewn in Fig. 6 (preferably by upsetting the open end of the tube
and slipping a collar on from the other end) and on the back of this flange or
collar the forked ends of a lever 16 carried between two swinging links centred
on a pin 17 in the casing 1 are caused to bear with a pressure regulated by
screwing up the screw 18. To replace a tube this screw is slacked off and the
lever and links pulled back leaving the tube clear to be lifted out and another
to be dropped in when the lever is pushed back in place and screw 18 screwed
down.
This or a similar arrangement may of course be used in connection with any
other system of tube ignition.
For starting the larger engines we may use a separate hand pump to inject
sufficient gas to form an ignitable mixture and to effect the ignition we may
provide one of the above described igniting arrangements with a catch to hold
it in the non-igniting position after the crank has turned the centre. Such a
device is shown in Fig. 20 the catch 19" being pivotted on the casing 1 the
lever 6 being likewise provided with a handle 20 whereby it may be pressed in
or pulled out by hand as required.
If the mixture be burning in the chamber 3 the release of the catch will cause
the ignition of the contents of the combustion chamber.
If another source of power such as a small motor or any rotating shaft be
available for starting we adopt the arrangement shown in side elevation in
Fig. 22.
Referring to this Fig. the fly wheel 21 of the large engine is driven by a
friction wheel 22 on the rotating shaft. The friction pulley 23 is suspended by
a pair of links 24 from the shorter arm of a hand lever 25 fulcrumed on a fixed
stud 26; by raising the handle the pulley 23 is forced in between the fly wheel 21
and friction wheel 22 and by varying the proportions the pressure on the handle
required for starting may be varied.
When the large engine has started and becomes the driver instead of the driven
there is a tendency to relieve the contact pressure and thus to throw the wheels
out of gear.
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. The arrangement of lay-shaft and lay-shaft driving gear within the engine
framing by dividing one of the crankshaft bearings and placing the driving wheel
in the gap so formed one cap or cover only thus securing these parts while the
lay-shaft and its driving gear are concealed from view substantially as and for
the purposes herein before described and illustrated in Figures 1 and 2.
2. Valve operating mechanism consisting of the combination with a lever
actuated by a cam and centred between the admission and the exhaust valves of
a spring so that the permissive movement of the lever in one direction operates
the former valve while the positive movement of the lever in the opposite direction
operates the exhaust valve substantially as set forth with reference to Fig. 3.
8. The combination with exhaust and admission valves situated in a plane at
right angles to the axis of the motor and with their centre lines in radial
directions of a lever centered between the said valves and operating the same
substantially as described and illustrated in Fig. 3.
4. When a separate throttle valve is used to regulate the supply of gas arrang-
ing the gas valve casing in the centre of the air supply passage and providing
the casing beyond the valve with an extension having lateral slits within which
extended part the gas valve slides like a piston so as to uncover the said slits as

page_text: it is raised from its seat and thus deliver the gas in fine jets into the exterior
annular air stream passing to the engine substantially as and for the purposes
herein before set forth with reference to Fig. 19.
5. The arrangement of gas and air admission consisting of an annular gas space
situate behind an annular gas valve the said valve being concentric with the
admission valve and operated by a pair of spindles so that when the valve is lifted
gas may flow from the gas space through an annular port or ring of ports
into a chamber contiguous to the admission valve to which air has admission
through other lateral ports substantially as described and illustrated with reference
to figures 3, 4, and 5 of the accompanying drawings.
6. A combined governing and gas valve operating device consisting essentially
of a swinging bar connected at one end directly or indirectly to the gas valve
and having at the other end a notch and projecting point or a chisel point only
the notch in the former case being adapted to engage a pin in a rotary disc or
camplate and the chisel point in the latter alternative arrangement to engage a
notch in a similar disc or camplate a portion of the circumference of the disc or
camplate being cut away to release the bar and permit it to swing freely under
the action of its own weight an attached weight or a spring in such a manner
that the pin and notch or notch and chisel point shall engage when a charge of
gas is to be admitted but shall not engage when the speed of the engine is too great
substantially as and for the purposes set forth.
7. A combined governing and gas valve operating device consisting of a drop
bar connected at one end directly or indirectly to the gas valve the other end
having a projecting pin to engage the edge of a camplate and a projecting point
and notch to engage a pin in the face of the camplate a portion of the cam being cut
away so as to release the bar and allow it to fall on to a stop when the engine is
going too slow and thus permit a gas admission the catching of the bar in its fall
controlling the gas admission when the engine is going too fast substantially as
herein before described and substantially as illustrated with reference to the
accompanying drawings.
8. In a drop bar governing device the method of varying the time which the
bar takes to drop or execute its free movement substantially as herein set forth.
9. In a drop bar governing device the method of varying the time of release
of the bar by making the part of the disc or camplate which by moving from
under the pin allows the bar to drop a separate portion adjustable circum-
ferentially substantially as hereinbefore described and illustrated with reference
to figures 12 and 13 of the accompanying drawings.
10. In a drop bar governing device forming the end of the bar which engages
the camplate into a series of notches so arranged that the pin y on the camplate
shall engage the notch at the greatest radial distance from the centre of motion
of the bar when the engine is going too slow the notch at the least radial distance
when the engine is going too fast the notch at an intermediate radial distance
when the engine is running at an intermediate speed substantially as and for
the purposes hereinbefore described and substantially as illustrated with reference
to figure 15 of the accompanying drawings.
11. In a drop bar governing device the provision for preventing the gas valve
being opened after the speed of the engine shall have been considerably reduced
by making the stop B on or against which the drop bar falls a moveable one and
by extending the tongue or projection 10¹ forming the upper side of the notch
so that it will fall on the pin y through a considerable range of speed but will
miss the pin when the lower limit of this range is reached substantially as herein
set forth.
12. An horizontal centrifugal governor in which the varying centrifugal force
of the balls is opposed by the variable thrust along a rod the said rod being
jointed at an acute angle to one arm of a bent lever the other arm of which is
weighted substantially as herein set forth.
13. Engine governing mechanism consisting of a pair of cranked levers pivotted
to a casting capable of revolution in a fixed bearing the inner extremities of the
cranked levers having thereon raised bearing pieces R R arranged to engage

page_text: the T-headed end of a spindle capable of reciprocation within the revolving
casting aforesaid the opposite end of the spindle being recessed to take one end of
a connecting rod the other end of which is connected to one arm of a bent lever
the other arm of which is used for adjusting the pressure on the T-headed spindle
in opposition to the centrifugal force of the balls substantially as herein set forth
with reference to figures 16 and 17 of the accompanying drawings.
14. In centrifugal governors in which cranked arms are used the combination
with the said arms of raised bearing pieces S S situated at less radial distances from
the pivots upon which the arms work than the normal bearing pieces substantially
as and for the purposes herein set forth with reference to figures 16 and 18.
15. An igniting device consisting of an igniting cylinder containing a plunger
operated and arranged to reciprocate therein so that not only shall the timing of
the ignitions be mechanically regulated but the taking place of the ignition itself.
shall be rendered more certain by providing that the instroke of the plunger shall
so effectually expel the products of combustion from the igniting cylinder that
on the outstroke thereof the mixture which enters it directly from the combustion
chamber shall not suffer any dilution therefrom substantially as herein set forth.
16. In an igniting device arranged to operate as herein described and claimed
the use of a three-armed lever one of which arms operates the plunger or piston
a second arm being connected to a valve adapted to close the orifice of the
ignition chamber the third arm carrying a roller operated by a cam which controls
the motion of the three-armed lever substantially as herein set forth with reference
to figures 3 and 20 of the accompanying drawings.
17. In an igniting device in which a plunger or piston uncovers a lateral port
communicating with an ignition chamber forming a groove in the plunger or
piston and fixing a metal tongue só as to clean out the groove at each stroke of the
plunger or piston substantially as herein set forth.
18. For the easy removal and replacement of ignition tubes upsetting the open
end of the latter and providing a pair of swinging links pivotted at their lower
ends to a fixed part of the engine the upper ends thereof carrying a lever one
end of which is arranged with a pair of jaws to engage the collar on the base of
the tube the other end being provided with a screw the whole being arranged and
working substantially as hereinbefore described and illustrated with reference to
figure 6 of the accompanying drawings.
19. For starting the larger sizes of engines by means of hand-pump gas-
injection the combination with an igniting device such as hereinabove described
with reference to figures 3, 6 and 20 of a catch 19" to hold the lever 6 in the
non-igniting position until the mixture shall have become explosive arranged and
working substantially as herein described and illustrated with reference to figure 20
of the accompanying drawings.
20. For starting the larger sizes of engines by means of an auxiliary engine a
friction pulley centred in links attached to one end of a hand lever so mounted
that the elevation or depression of the longer arm of the hand lever puts the
friction pulley in or out of gear with a suitable driving surface on the starting
engine as well as with a suitable surface for being driven on the engine to be
started substantially as herein described and illustrated with reference to figure 22
of the accompanying drawings.
21. The general arrangement and combination of parts constituting the several
improvements in gas and vapour engines substantially as herein set forth.
Dated this 17th day of July 1890
A. CRAWHALL CHAPMAN,
3, St. Nicholas' Buildings, Newcastle-upon-Tyne,"
Patent Agent for Applicants.