Improvements in Gas or Oil Motor Engines.
Year: 1890

page_text: Date of Application, 5th Apr., 1890
Complete Specification Left, 19th Dec., 1890-Accepted, 24th Jan., 1891
PROVISIONAL SPECIFICATION.
Improvements in Gas or Oil Motor Engines.
1, Dr. NICOLAUS AUGUST OTTO, of Cologne, in the Empire of Germany, Engineer,
do hereby declare the nature of this invention to be as follows:-
In my application dated 27th March 1890 No. 4823 was described an arrangement
of apparatus for working the discharge valve of four-stroke-cycle gas or oil motor
engines without the use of a countershaft driven at half the speed of the engine shaft,
such as is usually employed for this purpose, which apparatus consists of a flexible
diaphragm or piston subject to the variations of pressure either in the gas or air
supply pipes, or in the engine cylinder, and which was connected to a rod on a
reciprocating lever so as to cause the rod to open the discharge valve during the dis-
charging stroke of the engine but to leave it closed during the compression stroke. I
also described a modification whereby, when, owing to the engine running too fast,
the gas supply was cut off and only air was drawn into the cylinder, the said
diaphragm was made to open the discharge valve at each instroke of the piston, in
order to obtain a more uniform action of the engine. It was also stated that under
these conditions the discharge valve might be kept open also during the suction stroke
so as to draw in the previously discharged products of combustion, instead of or
together with air.
The present invention relates to various other modifications in the above mentioned
mode of regulating four stroke cycle gas or oil motor engines.
Referring first to the method of actuating the discharge valve by the decrease of
pressure produced in the gas or air supply pipes during the suction stroke, I,
according to one construction, arrange a vessel closed by a flexible diaphragm, or it
might be a cylinder and piston, to communicate with the gas supply pipe at a point
beyond the gas valve, and I connect the diaphragin by a rod with a catch-rod pivotted
to the stem of the discharge valve. When the diaphragm is not subject to a decrease
of pressure in the gas supply pipe, the gas valve being closed, it holds the catch rod
in line with a rod receiving a reciprocating motion from a crank, eccentric or cam on
the engine shaft, so that when this rod is moved forward during the instrokes of the
piston, it will force the discharge valve open by means of the catch-rod, so that the
charge of air previously drawn in by the outstroke will be expelled again, but when,
on the gas valve being opened during the suction outstroke, for drawing in a com-
bustible charge, the diaphragm draws the catch-rod out of line with the reciprocating
rod, this will fail to open the discharge valve on the following compression stroke.
According to another arrangement, I place the vessel and diaphragm in communi-
cation with the air supply pipe, and I connect the diaphragm both with the before
mentioned pivotted catch-rod and with a slide valve for admitting the combustible
gas. The pivotted rod is connected to a spring which tends to keep it in line with
the reciprocating rod, and I provide a catch or locking device which when the engine
is running too fast is caused by the governor to lock the pivotted catch in that
position.
Thus when the engine runs at the normal speed, the diaphragm, when subjected to
a reduction of pressure during the suction stroke, will draw the catch-rod out of line
with the reciprocating rod so as to prevent the discharge valve from being opened
during the following compression stroke, and will at the same time move the gas slide
into the position for admitting an explosive charge into the cylinder. If on the other
hand the engine runs too fast, the governor will cause the locking device to hold the
catch-rod in line with the reciprocating rod, so that the diaphragın, cannot draw it
out of line and can also not bring the gas slide into the open position during the

page_text: suction stroke, so that air alone will be drawn into the cylinder, and will be expelled
during the following instroke.
Referring to the method of actuating the discharge valve by the increase of pressure
during the compression and working strokes, I, according to one arrangement, connect
the diaphragm-vessel or cylinder and piston with the interior of the cylinder and I
arrange the diaphragm or piston in combination with the gas slide and with a loop or
frame that acts upon the pivotted catch-rod so that when the increased pressure acts
upon the diaphragm or piston during the compression and working strokes, it holds
the catch-rod in position for causing the discharge valve to be opened by the recipro-
cating rod during the following expelling stroke, the gas slide being then closed,
while when the piston or diaphragm is released from such pressure during the suction
stroke, it will allow the catch-rod to be moved by a spring or weight out of line with
discharge valve stem, so as to keep the valve closed during the following compression
stroke, and will also move the gas slide into the open position.
The governor is made to actuate a locking device, in such manner that when the
engine runs too fast the device will lock the loop or frame in the position in which it
holds the catch-rod in line with the discharge valve stem, and will thus also hold the
gas slide in the closed position.
According to another modification of this arrangement, the governor locking device
instead of acting upon the frame of the piston or diaphragm as described, is made to
act upon the catch-rod pivotted to the reciprocating rod when the engine runs too
fast, in such a manner that when the latter has moved the catch-rod forward so as to
open the discharge valve, the locking device holds it in that position, so as to prevent
the discharge valve from closing during the suction stroke, so that the combustion
gases are drawn back into the cylinder again. In order with this arrangement to
prevent air from being drawn in through the air supply valve, at the same time as the
products of combustion, the air supply pipe is made to communicate with the chamber
of the gas slide valve which is made with ports governing both the air and the gas
supply, so that when the gas supply is cut off by the slide valve, during the suction
stroke by the action of the governor as before described; the air supply will also be
cut off.
Dated this 5th day of April 1890.
ABEL & IMRAY,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Gas or Oil Motor Engines.
I, Dr. NICOLAUS AUGUST OTTO, of Cologne, in the Empire of Germany, Engineer,
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:-
In my application of 27th March 1890, No. 4823 was described an arrangement of
apparatus for working the discharge valve of four-stroke-cycle gas motor engines
without the use of a countershaft driven at half the speed of the engine shaft, such as
is usually employed for this purpose, which apparatus consists of a flexible diaphragm
or piston subject to the variations of pressure either in the gas or air supply pipes or
in the engine cylinder and which was connected to a rod on a reciprocating lever so
as to cause the rod to open the discharge valve during the discharging stroke of the
engine but to leave it closed during the compression stroke. There was also described
a modification whereby, when, owing to the engine running too fast the gas supply
was cut off and only air was drawn into the cylinder, the said diaphragm was made to
open the discharge valve at each instroke of the piston in order to obtain a more
uniform action of the engine. It was also stated that under these conditions the
discharge valve might be kept open also during the suction stroke, so as to draw in
the previously discharged products of combustion instead of or together with air.

page_text: The present invention relates to various other modifications in the above mentioned
mode of regulating four-stroke-cycle gas or oil motors.
A. REGULATION WHEN USING THE DECREASE OF PRESSURE DURING THE SUCTION
STROKE FOR ACTUATING THE DISCHARGE VALVE.
Fig. 1 of the accompanying drawings shews a diagram section of an arrangement
of regulating device similar to that described in the said application in which the
diaphragm his put in communication with the gas supply pipe on the outer side of the
gas valve w; the pivotted catch rod c to which the diaphragm is connected by a rod o
is in this case pivotted directly to the stem of the discharge valve f, while the opening
of the latter is effected by a rod b to which a reciprocating motion is imparted by a
crank eccentric or cam on the engine shaft.
If now, during the outstroke of the piston, a rod acted upon by the engine governor
is made to open the gas valve to, or if this is effected by the rod of a reciprocating
inertia governor of known construction so as to draw in an explosive charge, the
pressure in the gas pipe beyond the valve will be reduced, causing the diaphragin h to
be pressed inwards by the atmosphere, whereby the rod or pawl c will be drawn out
of line with the rod 6, so that on the forward inotion of the latter during the com-
pression instroke of the piston it fails to act upon c and consequently leaves the
discharge valve closed, so that the cylinder charge will be compressed. On the
following outstroke of the piston, the explosion of the charge and the expansion
of the gases takes place, performing work; meanwhile, the full pressure having been
restored in the gas supply pipe, the diaphragm h will have been moved outwards again
and will have thereby brought the rod e in line with the rod b so that on the following
instroke of the piston and forward motion of b the discharge valve will be forced
open so as to allow the combustion gases to escape.
When, owing to the engine running too fast, the gas valve remains closed, so that
only air is admitted to the cylinder by the valve d the rod c will not be moved out of
line with the rod b during the suction stroke by the diaphragm h, as this will not be
subject to any reduction of pressure, and consequently on the following instroke of
the piston the discharge valve will be again opened; so as to allow the air previously
drawn in to be discharged again. Consequently, at the following outstroke, a fresh
explosion charge can be admitted, if the speed of the engine has become sufficiently
reduced.
Figs. 2 and 2 shows an arrangement in which the diaphragm h is made to com-
municate with the air supply pipe, and is connected to a gas admission slide 9 which
is opened every time the diaphragm is forced inwards by the suction stroke of the
piston.
This movement of the diaphragm and the gas piston slide 9 is transmitted by a rod
to the pivotted catch rod c on the stem of the discharge valve, which rod is acted
upon by a spring u tending to keep it in line with the reciprocating rod b. If now by
a reduction of pressure in the air pipe during the suction stroke, the diaphragm h,
gas slide g and rod c are moved downwards as shewn in Fig. 2b an explosivo charge
will be drawn into the cylinder, and as the rod b cannot act on the discharge valve
during the return stroke, the charge will be compressed and then exploded.
During this time, as the full pressure will have been restored in the air pipe and
diaphragm casing, the spring u will have drawn the catch rod e back into the position
in line with the rod b as at Fig. 2* thereby also closing the gas slide so that at the
following instroke of the piston, the valve will be opened and the combustion gases
expelled. A rod n is connected in any suitable manner to the engine governor, so as
to be moved forward into the position Fig. 2 thereby when the engine runs too fast,
and to be withdrawn into the position at Fig. 2b when the engine is running at norinal
speed. Thus when the engine is running too fast, the rod n being in the position
Fig. 2 it will pass under the shoulder on the catch rod c and will lock this in the
position in line with rod b, so that the discharge valve f will be opened at every
instroke of the piston, the gas valve g being at the same time held in a closed position,

page_text: L
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so that only air is drawn into the cylinder. On the speed being reduced, the rod n is
withdrawn by the governor, so that the catch rod c can be acted upon by the diaphragın
again, and the gas valve be opened at the suction stroke, so as to admit an explosive
charge, as before described.
In the above described as also in the following arrangements, the regulation is
supposed to be effected by means of a centrifugal governor, but any other known
regulating device may be employed; thus for example an inertia governor might be
employed as shewn in Fig. 2.
Here the inertia governor acts on the notched end q of a double ended catch
lever n¹ which is acted upon by a spring so as to tend to catch with its upper end
under the shoulder on the catch rod c so as to hold it in the position in line with
rod b. The inertia governor, which receives a to and fro motion in any suitable
manner, is so arranged that it moves forward at the commencement of the suction
stroke of the engine, so that if the engine is running at normal speed, the governor
arm will push the catch n' out of gear with the catch rod c at the commencement of
the suction stroke, thereby allowing the latter to be drawn out of line with 6 by the
diaphragm, and keeping the discharge valve closed during the following compression
stroke.
If on the other hand the engine is running too fast, the inertia governor will fail to
act on the catch lever n¹ and consequently the discharge valve will be opened during
the compression instroke.
In all the above described arrangements the rod is assumed to receive its to and
fro motion directly from the engine shaft by a crank, eccentric, or cam a.
B. REGULATION WHEN USING THE INCREASE OF PRESSURE DURING THE COMPRESSION
AND WORKING STROKES FOR ACTUATING THE DISCHARGE VALVE.
Fig. 3 shews a side view partly in section, of an engine in which a rod 6 is moved
to and fro by the action of a cain a situated opposite the engine crank and carries the
pivotted catch rod c, which when held in the position in line with the notched rod d
connected to the bell crank lever i, acts upon these parts during its forward motion,
so as to cause the discharge valve e to be opened thereby but when the catch rod c is
moved to one side so as to escape the notch of the rod d, the discharge valve will
remain closed. An air and gas mixing inlet valve f communicating by a passage k
with the cylinder, admits an explosive charge into the latter during the suction stroke
as soon as the gas valve g is opened.
The movement of the gas valve g, as also of a frame surrounding the catch rod c,
is effected by a small piston in a cylinder that communicates by a passage h¹ with
the charging space of the cylinder.
The upward movement of the piston is limited by its coned end being made to
seat against a conical seat in the cylinder; in this raised position it causes the catch
rod c to gear with the rod d by pressing upon it with a part m, and at the same time
it causes the slide 9 to close the gas inlet, while when the piston is in the lowered
position it causes the gas slide g to open the gas passage, and at the same time it draws
down the frame I so as to allow the catch rod c to sink sufficiently under the action
of a spring, as shewn, to escape the rod d.
A double ended hooked lever n is actuated by the governor r in such a manner
that the rising of the governor sleeve causes the hooked end of the lever n to approach
and hook into the correspondingly shaped edge of the frame when this has been
raised to its highest position by the piston h.
With this arrangement it will be seen that when the engine is running at normal
speed, the piston h and consequently the gas valve 9 and frame will sink down
during the suction instroke of the engine piston, either by the action of the weight of
these parts, or by the suction produced, or by spring action; the catch rod c will
consequently also be depressed by its spring, so that on the following compressing
instroke of the piston, and the simultaneous forward movement of the rod 6 by the
cam a, the catch rod c will miss the rod d, and consequently the discharge valve will

page_text: remain closed, so that the charge previously drawn in will be compressed and then
fired. By the pressure produced during the compression stroke and working stroke
the piston h will be forced upward together with slide 9 and frame 1, thereby also
tending to bring the catch rod c in line with the rod d again, when in moving
backward it will have passed the notch of d, so that on the following expelling
instroke, the discharge valve e will be opened.
The part m of the frame that presses the catch rod c upward is provided with
spring action so that the frame can rise and press upon the rod while it is still sliding
against the underside of the rod d.
On the engine running too fast, the rising of the governor sleeve will cause the
hooked lever n to engage with the frame, thereby holding this, the slide g, and the
piston h, in the raised position, so that during the suction outstroke only air will be
drawn into the cylinder through valve f. and on the following instroke, the catch
rod c will be made to open the discharge valve again.
When, by the reduction of speed the governor withdraws the catch lever n again,
the parts hg, will be free to sink again at the ensuing suction stroke, and the
before described action for admitting an explosive charge and keeping the discharge
valve closed during the compressing stroke will again take place.
If it be desired to regulate the engine by drawing in the expelled products of
combustion instead of air this can be effected by the arrangement shewn at Fig. 4.
In this arrangement, when the speed rises above the normal, the lever n¹ is moved
by the governor so as to gear with the shoulder p of the catch rod c, thus pre-
venting the rod from being moved entirely back by its spring g after it has been
moved forward by the cam a, and causing the discharge valve, actuated by rod d to
be held open, so that the previously discharged products of combustion with or
without air, will be drawn into the cylinder, during the outstroke of the piston,
through the discharge valve, and will be expelled again during the return stroke.
When the governor sleeve sinks, consequent on a reduction of speed, the lever n'
will be disengaged from c at the moment when the cam a begins to press the rod b
to the right hand, against the action of the spring g, so that on the next ensuing
suction stroke the piston h, gas slide g, and catch rod c will move downwards, thus
admitting an explosive charge, and causing the rod c to miss the rod d as it is moved
forward by the cam a, during the following compression stroke, so that the discharge
valve will remain closed.
If the regulating arrangement shewn at Fig. 4 is made to act upon a valve
apparatus as shewn at Fig. 5, only combustion gases will be drawn in and expelled
again. For this purpose the gas and air mixing inlet valve f of Fig. 4 is replaced
by a simple inlet valve t and in place of the gas slide is employed a slide s which
governs the inlet of both air and gas, and which when in its highest position, shuts
off both the gas and the air supply so that when the valve is held in that position by
the governor gear when the engine runs too fast, (at the same time holding open the
discharge valve as described) only combustion gases will be drawn in.
In the above described constructions, the increase or decrease of pressure in the
engine cylinder are made to effect the movement of a catch rod c; it will be readily
understood that any other part of the mechanism that works the discharge valve
can be actuated by the above described means; thus for example, it may be made to
move the sleeve carrying the cam on the engine shaft so as to be put in or out of
gear with the rod b.
Having thus described the nature of this invention and in what manner the same
is to be performed, I declare that what I claim is :-
1. For carrying out the method of regulating a gas or oil motor engine referred to
in claim 2 of Specification No. 4283 of 1890, the combination, with the gas supply
pipe on the outer side of the gas valve, of a vessel with diaphragm h, connected by
a rod o to a pivotted catch rod c on the stem of the discharge valve f of the engine,
and a rod receiving reciprocating motion from the engine shaft, so that when the
catch rod c is in line with the rod b, the latter will open the discharge valve at its

page_text: forward stroke, but when the catch rod c is drawn out of line with the rod by the
diaphragm on the opening of the gas valve during the suction stroke of the engine,
the rod will fail to open the discharge valve, so that this will remain closed during
the compression stroke, substantially as described with reference to Fig. 1 of the
accompanying drawings.
2. For carrying out the method of regulating a gas or oil motor engine referred to
in claim 2 of the Specification to Patent 4823, the combination with the air supply
pipe of the engine, of a vessel with diaphragm h Figs. 2 2 2 which is connected both
to a catch rod e pivotted on the discharge valve f, and to a gas slide g, and a rod or
lever n Figs. 2 2b or n¹ Fig. 2, actuated by the engine governor in such a manner
that when the engine is running too fast, it keeps the catch rod c in line with the
reciprocating rod b, so as to cause the discharge valve to be opened at every instroke
of the piston and at the same time keeps the gas valve closed, while when the engine
is running at normal speed, the rod n or lever n¹ is withdrawn so as to leave the
catch rod free to be drawn out of line with rod 6 during the compressing instroke of
the piston, substantially as described.
3. For carrying out the method of regulating a gas or oil motor engine referred to
in claim 2 of the Specification to Patent 482300, the combination of a piston h Figs. 3,
4 and 5 or equivalent device actuated by the pressure during the compression and
working strokes of the engine piston, with a gas slide 9 Figs. 3 and 4 or with a gas
and air slide 9 Fig. 5 and a pivotted catch rod c in such manner that during the
compression and working strokes the catch rod c is maintained in line with the rod d
connected to the discharge valve, while during the suction stroke it is drawn out of
line with the rod d unless a catch device connected with the governor is made to keep
it in line, whereby the discharge valve will be opened during the following suction
stroke, while the gas slide, or the gas and air slide will remain closed, substantially as
described.
Dated this 19th day of December 1890.
ABEL & IMRAY,
Agents for the Applicant.