IMPROVEMENTS IN GAS MOTOR ENGINES IN PART APPLICABLE TO OTHER ENGINES
Year: 1883

page_text: LETTERS PATENT to John Fielding of the Atlas Works, Gloucester, in the
County of Gloucester for an Invention of IMPROVEMENTS IN GAS MOTOR
ENGINES IN PART APPLICABLE TO OTHER ENGINES.
PROVISIONAL SPECIFICATION left by the said John Fielding at the Office
of the Commissioners of Patents on the 20th June 1883.
JOHN FIELDING of tho Atlas Works Gloucester. in the County of Gloucester
"IMPROVEMENTS IN GAS MOTOR ENGINES IN PART APPLICABLE ΤΟ
ENGINES
"
OTHER
In gas motor engines wherein the explosive charge is compressed before ignition
there is usually provided a clearance space to contain the compressed charge. In
lieu of this according to my invention I provide a supplementary cylinder the area
of which may conveniently be about one fourth that of the main cylinder,-the
two cylinders are in direct and constant communication with each other, one end
of the supplementary cylinder projecting some distance into the rear end of the
main cylinder. A piston working within the supplementary cylinder is connected
to and reciprocates with the main piston. The main cylinder is formed similarly
to those of the gas motors described in the specifications of former Letters Patent
granted to me and dated respectively the 8th day of February 1881 N° 532, and
the 1st day of March 1882 N° 994 with an annular port whereby the frosh charges
enter the cylinder when the piston is at or near the end of its acting stroke. Near
the inner end of the suppleinentary cylinder is formed an annular port that is
uncovered by the supplementary piston when the latter is noar or at the end of its
forward stroke (which corresponds to the acting stroke of the main piston). This
annular port serves for the escape of the products of combustion which pass out
through the supplementary cylinder into the escape pipe which is connected to its
outer end. The annular port in the supplementary cylinder and that in the main
cylinder may be open at about the same time, but I prefer that the former should
be opened slightly in advance of the latter and closed slightly after thus allowing
[Price 107
:

page_text: more time for the escape of spent products. The supplementary piston can further-
more be made to serve as an ignition valve in the following manner. At a point
near the outer end of the supplementary cylinder, a port is formed connected to
which is a pipe made either of iron or steel or of some metal less easily oxidizable:
this pipe is heated to redness and is stopped or plugged at its outer end. When
the supplementary piston approaches the outer end of its cylinder it uncovers the
said port, a portion of the compressed explosive charge enters the heated pipe
and ignition is effected. Instead of the pipe being plugged at its outer end, a
smaller pipe connecting it with the supplementary cylinder at a point nearer to the
main cylinder may be used for the purpose of allowing a small portion of the
explosive mixture_to_escape_into_the_heated pipe during a part of the compressing
stroke thus causing a flame to pass through which when the ignition port is
uncovered by the supplementary piston ignites the charge. An adjusting plug may
be provided for the purpose of regulating the amount of escape into the heated pipe.
By providing the pipe with an air inlet valve air will be drawn through it and
into the supplementary cylinder during the forward stroke of the supplementary
piston thus expelling products of combustion from the pipe. One heated pipe may
be arranged to serve two, or more cylinders by suitably arranging tappet or other
valves to place it successively in communication with each of the several
cylinders.
In a modification of the above described engine I provide a partition between
the main and supplementary cylinders and establish communication between them
at the required times by a valve. The arrangement in this case is such that whilst
a combustible charge is entering the auxiliary cylinder air will be entering the
main cylinder at one side of its piston and the spent products of combustion from
the previous explosion will be exhausting from the other side. The explosion
takes place in the supplementary cylinder and the main piston is propelled by the
action of the exploded charge on so much of its area as is in excess of that of the
supplementary piston. Whilst this stroke is being effected the air previously
drawn into the main cylinder is being compressed into a reservoir and as the end
of the stroke is approached some of this compressed air is admitted behind the
main piston as a scavenger charge that aids in forcing out the spent products of
combustion, and also provides an air cushion between the main piston and the
'succeeding combustible charge. As the pressure is the same on both sides of the
.partition between the two cylinders, and as the pressure of air in the main cylinder
on the outer end of the piston is never high, packing may be dispensed with in
this arrangement.
In gas motor engines of the kind wherein a separate pump is used to deliver the
combustible charge to the cylinder as described with reference to Figs 6 and 7 on
sheet 2 of the drawings of the specification of the Letters Patent No 994 of 1882
hereinabove mentioned, in lieu of operating the charging pump piston by means of
a separate crank and connecting rod as therein shewn I according to my present
invention employ an arrangement as follows.
At a point about midway of the length of the main connecting rod I provide a
bearing that takes hold of a gudgeon formed on the side of a block, able to slide
reciprocally within the groove of a slotted lever one end of which is pivottod on a
stud situated near the crank shaft. By this arrangement the connecting rod
imparts to the slotted lever a vibratory motion of an irregular nature such that
when the crank and connecting rod are nearest to the cylinder the sliding block is
at the outer end of the slotted lever and the angular motion of that lever is at a
minimum as compared to the angular motion of the crank. When the crank and
connecting rod are at the opposite ond of the stroke, the sliding block is much
nearer to the pivotted end of the slotted lever and consequently the angular motion
of the lever is proportionately increased as compared with that of the crank. The
result of this arrangement is that the pump piston, which is connected to the
slotted lever, performs the whole of its delivery stroke during the period that the
annular port in the main cylinder remains open, corresponding to about one third

page_text: of the crank shaft's revolution, the remaining two thirds of the revolution being
occupied by the pump's drawing in stroke.
I construct a gas motor engine with three acting cylinders and three charging
pumps as follows;-The cylinders aro substantially such as described in the
specification of my above named Patent N° 994 of 1882 and shewn at Figs 6 and 7
on sheet 2 of the drawings thereof, and the relative action of the cylinders and
pumps is similar, but the charging pumps are formed by enlarging the front ends
of the acting cylinders and their pistons are connected to and move with the
pistons of the acting cylinders. Neither pump supplies the working cylinder of
which it forms a part, but each acts in conjunction with one of the other two
working cylinders. Which of the two it acts with depends upon the direction of the
rotation of the crank shaft. The cranks are placed at angles of 120° to cach
other and the pump that is in front of one working cylinder acts in connection
with the cylinder which drives the crank immediately following that driven by the
first named cylinder. Thus N° 1 pump is connected to N° 2 working cylinder;"
No 2 pump to N° 3 working cylinder; and N° 3 pump to N° 1 working cylinder
when the engine is running in one direction.
I provide a suitable cock or valve for the purpose of reversing the engine, and
the arrangement is such that all the three passages between the pumps and
cylinders pass through it-the valve is so formed that when in one position the
passages will suit the relative action of the cylinders and pumps as above
described. When turned into another position the passages are diverted so that
N° 1 pump acts in connection with N° 3 cylinder, N° 2 pump with N° 1 cylinder,
and N° 3 pump with N° 2 cylinder. When using with such threo cylinder engines
the combined ignition and exhaust valve above described the means of ignition
may be simplified as follows:-An ignition valve or apparatus is fixed in connection
with one cylinder only, and to ignite the charge in the second cylinder a passage is
formed between the first and second cylinders, one end of this passage enters the
first cylinder at a point in its working barrel where it will bo uncovered by the
piston slightly before the piston of the second cylinder arrives at the end of its
compressing stroke.-the other end enters the combustion chamber of the second
cylinder and is provided with a non-return valve that prevents the escape of
pressure from the second to the first cylinder. The action is as follows, vis,
When the first piston uncovers the end of the passage, the pressure in the first
cylinder being greater than that of the compressed charge in the second cylinder,
Hame passes from the first cylinder to the second, and thus ignites the charge, tho
non return valve preventing tho escape from the second cylinder to the first. A
similar arrangement is provided between the second and third cylinders and also
between the third cylinder and the first, so that after the engine has been started
no external igniting apparatus is necessary. A valve or cock may be provided for
the purpose of reversing the ignition passages similar to that described above in
connection with the pump passages.
1
In order to facilitate the starting and reversal of a three cylinder gas motor
engine such as above described the charging pumps may be arranged in such a
manner that the passages leading to the acting cylinders can be readily closed,
and other passages opened, in connection with which a valve or valves is or are
provided. Conveniently a rotary valve may be employed.--it is driven by suitable
gearing from the main crank shaft means being provided whereby the position of
the valve can be altered at will. When in one position it acts as suction and
delivery valve, the pumps then drawing in, compressing and delivering air into a
reservoir. When the valve is in another position it acts as a distributing valve
admitting compressed air from the reservoir to and exhausting from the pump
cylinders, which in this case act as motor cylinders for the purpose of starting the
ongine. After it has attained sufficient velocity, the rotating valve is put out of
action, the ports or passages there with closed and the passages between pumps and
cylinders opened, gas being at the same time turned on, when the engine will
continue to run as a gas motor engine. Two of the cylinders may be used for the

page_text: purpose of driving one pump when compressing, or one only may be used driving
two pumps, in either of which cases external means of ignition are necessary.
By the aid of a rotating valve as above mentioned when such an engine is used
for tramcar or such like purposes the reservoir can be charged with air at such
times as the vehicle is running down inclines thus economizing power.
In a similar manner gas motor engines such as shewn in Figs 14 and 15 of the
drawings to the specification of my above named patent N° 994 of A.D. 1882 may
be arranged as self starting engines. For example by providing suitable means for
_ closing the passages between the pump and main cylinders, and providing also a
rotating valve or its equivalent as above-described in connection with the three
cylinder engine, the charging pump may be used as an air compressor delivering
into a reservoir in one case and for starting it may be used as an air engine in
a manner similar to that above described.
In like manner a single engine such as shewn in Figs 6 and 7 on sheet 2 of the
drawings of the same specification may be arranged so as to.greatly facilitate the
operation of starting by hand. In this case by a suitable arrangement of valve
gearing working at half the speed of the engine, the pump may alternately act as a
charging pump delivering explosive mixture into the cylinder, and as an air com-
presser delivering into a reservoir. An alteration in the position of the rotating or
other valve, will enable the pump to be used as an air engine during one revolution,
and as a charging pump during the next, and so on. In order to attain greater
regularity of working than obtains in gas motor engines wherein the supply of gas
is cut off for the purpose of governing the speed I find it advantageous to allow
gas to be drawn in at every stroke varying the amount by a suitable governor to
regulate the speed, and in order to maintain the proportions of gas and air most
suitable for ignition and explosion, I cause the cylinder to be fully charged at
every stroke aud when working at full power; the whole charge is compressed and
exploded. When however the load is reduced I cause the governor to bring into
operation a by pass valve which allows a portion of the charge to be returned to
the pump that is then performing its drawing in stroke, the arrangement is such
that the lighter the load the greater will be the amount of charge allowed to return
to the pump. The variation is accomplished by keeping the by pass valve open
during more or less of the compression stroke. After it closes, what is left of the
charge is compressed & ignited. I so arrange the governor and the gear for
opening the by pass and the gas inlet valve that the latter shall not open until the
former is closed so as to prevent the charge in the pump from receiving too great a
proportion of gas.
For the purpose of preventing the ignition of the charge in the pump, I connect
the latter to the annular port in the cylinder by a pipe or passage of considerable
length and place the inlet gas valve close to the pump cylinder so that when the
pump piston has completed its drawing in stroke, the pipe or passage shall contain
atmospheric air only.
A suitable form of governor is constructed as follows;-A pair of supplementary
arms or links is added to an ordinary pendulum governor. The upper ends of
these arms or links are pivotted on a common pin placed at a point immediately
below the upper joint of the main pendulum, whilst their lower ends are provided
with rollers. The upper edges of the pendulum arms bear against the lower parts
of the peripheries of the rollers, which support the governor weight, and by
suitably proportioning the various parts, the governor weight acting through tho
rollers upon the pendulum arms is caused to exactly balance the centrifugal power
of the governor balls at a given speed at every position of the governor arms.
cataract cylinder and piston may be provided to prevent a hunting action of the
governor.
A
The advantage of this form of governor is that it will always remain in a given
position corresponding to the load on the engine so long as the latter runs at the
normal speed. As is obvious this form of governor is applicable to steam air and
other engines.

page_text: In order to lubricate the pistons and valves of gas motors such as above referred
to I consider it advantageous in many cases to employ lubricators of the kind
wherein a cylinder for containing the lubricant is fitted with a movable piston
that receives a very slow motion for the purpose of expelling the lubricant through
suitable pipes or channels to the points requiring lubrication, such motion being
transmitted to the piston by worm or ratchet wheels or other suitable means as
well understood. With such an arrangement by properly proportioning the capacity
of oil cylinder and the speed of its piston relatively to the speed of the engine tho
lubrication may be rendered automatic for a given period of time, and by placing
adjusting valves in the various pipes, the relative amount of lubricant issuing from
the several pipes may be regulated.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Fielding in the Great Seal Patent Office on the
19th December 1883.
-JOHN-FIELDING of the Atlas Works, Gloucester, in the County of Gloucester
IMPROVEMENTS IN GAS MOTOR ENGINES-IN-PART-APPLICABLE TO OTHER ENGINES
In gas motor engines wherein the explosive charge is compressed before ignition
there is usually provided a clearance space to contain the compressed charge. In
lieu of this according to my invention, I provide a supplementary cylinder the
area of which may conveniently be about one-fourth that of the main cylinder :-
the two cylinders are in direct and constant communication with each other, one
end of the supplementary cylinder projecting some distance into the rear end of
the main cylinder. A piston working within the supplementary cylinder is
connected to and reciprocates with the main piston. The main cylinder is formed
similarly to those of the gas motors described in the specifications of former Letters
Patent granted to me and dated respectively the 8th day of February 1881 N° 532,
and the 1 day of March 1882, Nº 994, with an annular port whereby the fresh
charges enter the cylinder when the piston is at or near the end of its acting
stroke. Near the inner end of the supplementary cylinder is formed an annular
port that is uncovered by the supplementary piston when the latter is near or at
the end of its forward stroke (which corresponds to the acting stroke of the main
piston). This annular port serves for the escape of the products of combustion
which pass out through the supplementary cylinder into the escape pipe which is
connected to its outer end. The annular port in the supplementary cylinder and
that in the main cylinder, may be open at about the same time, but I prefer that
the former should be opened slightly in advance of the latter, and closed slightly
after, thus allowing more time for the escape of spent products. The supplementury
piston can furthermore be made to serve as an ignition valve in the following
manner. -At a point near the outer end of the supplementary cylinder, a port is
formed connected to which is a pipe made either of iron or steel, or of some metal
less easily oxidizable; this pipe is heated to redness and is stopped or plugged at
its outer end. When the supplementary piston approaches the outer end of its
cylinder it uncovers the said port, a portion of the compressed explosive charge
enters the heated pipe and ignition is effected. Instead of the pipe being plugged
at its outer end, a smaller pipe connecting it with the supplementary cylinder at a
point nearer to the main cylinder may be used for the purpose of allowing a small
portion of the explosive mixture to escape into the heated pipe during a part of
the compressing stroke, thus causing a flame to pass through, which, when the
ignition port is uncovered, by the supplementary piston, ignites the charge. An
adjusting plug may be provided for the purpose of regulating the amount of
escape into the heated pipe. By providing the pipe with an air inlet valve air
will be drawn through it and into the supplementary cylinder during the forward
stroke of the supplementary piston thus expelling products of combustion from the
pipe. One heated pipe may be arranged to serve two or more cylinders by suitably
arranging tappet or other valves to place it successively in communication with
each of the several cylinders.
In gas motor engines of the kind wherein a separate pump is used to deliver
the combustible charge to the cylinder as described with reference to Figs 6 and 7
on sheet 2 of the drawings of the specification of the Letters Patent N° 994 of 1882
hereinabove mentioned, in lieu of operating the charging pump piston by means of
a separate crank and connecting rod as therein shown, I, according to my present

page_text: invention, employ an arrangement as follows:-At a point about midway of the
length of the main connecting rod I provide a bearing that takes hold of a gudgeon
formed on the side of a block, able to slide reciprocally within the groove of a
slotted lever, one end of which is pivotted on a stud situated near the crank shaft.
By this arrangement the connecting rod imparts to the slotted lever a vibratory
motion of an irregular nature such that when the crank and connecting rod are
nearest to the cylinder the sliding block is at the outer end of the slotted lever, and
the angular motion of that lever is at a minimum as compared to the angular
motion of the crank. When the crank and connecting rod are at the opposite end
of the stroke, the sliding block is much nearer to the pivotted end of the slotted
lever, and consequently the angular motion of the lover is proportionately increased
as compared with that of the crank. The result of this arrangement is that the
pump piston, which is connected to the slotted lover, performs the whole of its
delivery stroke during the period that the annular port in the main cylinder
remains open, corresponding to about one third of the crank shaft's revolution,
the remaining two thirds of the revolution being occupied by the pump's drawing
in stroke.
Referring to the accompanying three sheets of drawings, Fig 1, sheet 1, is a
longitudinal section of a gas motor engine according to my invention.
A is the supplementary cylinder formed at the outer end of the main cylinder B
Near the inner end of A is formed a series of ports C open at one end to tho
supplementary cylinder, and at the other end to the main cylinder. When
uncovered by the small piston A' they permit the escape of the spent products of
combustion from one cylinder to the other, and in order that the final pressure may
be relieved prior to the admission of the fresh charge, I arrange the ports C so that
they are uncovered by the piston A' as it approaches the end of its outward stroko
slightly before the ports D in the main cylinder, which act as inlet ports are
uncovered by the piston B' as described in specifications Nos 532 of 1881, and 994
of 1882. The spent products of combustion escape through the cylinder A into
the exhaust pipe A2 and thence into the atmosphere. Upon the ports C being
re-closed by the return stroke of piston A¹ compression of the fresh explosivo
charge which has entered through the port D D, takes place, and continues until
the end of the return stroke when the charge is ignited, preferably in the manner
hereinafter described.
Near the outer end of cylinder A are formed two small ports and passages E E',
Fig 2, which are so situated relatively to each other and to the stroke of piston A¹
that the former is opened slightly before the latter is closed, and shortly before the
piston A¹ reaches the end of its return or compression stroke. In communication
with the ports E E' is provided an ignition apparatus shewn in Figs 2 and 3. This
consists of a block F, a chimney F¹ lined with refractory material F, and a tube G
(made preferably of platinum) held in place by a bush G³ made of porcelain or
other suitable refractory substance. A smaller tube H is also provided projecting
into the tube G. The adjusting screw E³ serves to regulate the area of passage E.
The action is as follows-when the piston uncovers the port E, a small amount
of explosive mixture escapes from the cylinder through E and H and impinges
against the inner surface of the tube G which is heated to redness by a Bunsen or
other suitable burner I. By this means the escaping explosive mixture is ignited,
the flame then traverses the passage E' into the cylinder A and exhaust pipo A³,
and as soon as the piston A¹ uncovers the port E', which it does immediately before
it reaches the end of the compressing stroke, the charge is ignited by the flame
which is issuing from the port El into the cylinder A. This arrangement of igniting
apparatus I believe to be the most advantageous for the purpose, but any other
suitable arrangement may be used for igniting the compressed charge in con-
junction with the supplementary cylinder and piston used for the purpose of an
exhaust valve
i
In Figs 1 and 5, sheet 1, is shown my improved method of actuating the
charging pump piston of a gas motor engine. Jis a bearing formed about mid

page_text: length of the connecting rod J; this bearing takes hold of pins J Ja formed upon
the blocks J³, which are free to slide within the slotted or grooved levers K K.
The latter are pivotted upon gudgeons K' working in suitable bearings placed
immediately beneath the crank shaft bearing. By this means an irregular vibratory
motion is imparted to the levers K, which they transmit by means of the pins L L
and link L' to the pump piston N¹.
Fig 4 represents diagrammatically the relative action of the main piston B¹,
connecting rod J', slotted or grooved levers K K and pump piston N¹. The full
lines shew the various parts in their relative positions when the main piston B¹
begins to uncover the ports D D to admit the fresh charge to the cylinder B from
the pump N. At this point the piston N¹-has-completed-its-drawing-in-stroke.and
is commencing its delivering stroke. Whilst the crank M is moving from the
position indicated by the full lines to that shewn by the dotted lines, the piston N'
performs the whole of its delivering stroke, and the piston B₁ opens and closes the
ports D D, whilst during the time that the crank M is moving from the position
shewn in dotted lines to that shewn by full lines the piston N¹ performs its drawing
in stroke. In Fig 1, N is the charging pump; N is a perforated bush through
which the gas enters the pump. O is the gas valve which may be operated by any
suitable means, such as a cain or eccentric through the medium of the gear herein-
after described in relation to the by-pass valve P. Q is a pipe of some considerable
length which connects the charging pump N to the chamber D' and ports D D.
The gas inlet being placed close to the pump N, it is evident that at the end of
the drawing in stroke of the pump, the pipe Q, chamber D', and ports D D contain
atinospheric air only. This air serves as a barrier betwixt the heated products of
combustion and the fresh explosive charge when the latter is delivered into the
cylinder B through ports D D.
I construct a gas motor engine with three acting cylinders and three charging
pumps as follows:-The cylinders are substantially such as described in the
specification of my above named patent No 994 of 1882 and shewn at Figs 6 and 7
on sheet 2 of the drawings thereof, and the relative action of the cylinders and
pumps is precisely similar, but the charging pumps are formed by enlarging the
front ends of the acting cylinders, and their pistons are connected to and move
with the pistons of the acting cylinders. Neither pump supplies the working
cylinder of which it forms a part, but each acts in conjunction with one of the
other two working cylinders. Which of the two it acts with depends upon the
direction of the rotation of the crank shaft. The cranks are placed at angles of
120° to each other, and the pump that is in front of one working cylinder acts in
connection with the cylinder which drives the crank immediately following that
driven by the first named cylinder. Thus N° 1 pump is connected to N° 2 working
cylinder; No 2 pump to N° 3 working cylinder; and N° 3 pump to N° 1 working
cylinder when the engine is running in one direction.
I provide a suitable cock or valve for the purpose of reversing the engine, and
the arrangement is such that all the three passages between the pumps and
cylinders pass through it, the valve is so formed that when in one position the
passages will suit the relative action of the cylinders and pumps as above described.
When turned into another position the passages are diverted so that N° 1 pump
acts in connection with N° 3 cylinder, No 2 pump with N° 1 cylinder, and N° 3
pump with No 2 cylinder.
In order to facilitate the starting and reversal of a three cylinder gas motor
engine such as above described, the charging pumps may be arranged in such a
manner that the passages leading to the acting cylinders can be readily closed, and
other passages opened, in connection with which a valve or valves is or are provided.
Conveniently a rotary valve may be employed, it is driven by suitable gearing
from the main crank shaft, means being provided whereby the position of the
valve can be altered at will. When in one position it acts as suction and delivery
valve, the pumps then drawing in, compressing and delivering air into a reservoir.
When the valve is in another position it acts as a distributing valve admitting.

page_text: compressed air from the reservoir to and exhausting from the pump cylinders,
which in this case act as motor cylinders for the purpose of starting the engine.
After it has attained sufficient velocity, the rotating valve is put out of action,
the ports or passages therewith closed, and the passages between pumps and
cylinders opened, gas being at the same time turned on, when the engine will
continue to run as a gas motor engine. Two of the cylinders may be used for the
purpose of driving one pump when compressing, or one only may be used driving
two pumps.
By the aid of a rotating valve as above mentioned when such an engine is
used for tramcar, or such like purposes, the reservoir can be charged with air
at such times as the vehicle is running down inclines, thus economizing power.
Figs 1 to 8, sheet 2, shew a treble cylinder gas motor constructed according to
this part of my invention. Fig 1 is an elevation partly in section and partly
complete. Fig 2 is a plan of the same shewing the three cylinders. In Fig 1
the main cylinder B and the supplementary cylinder A are of a similar construction
to the corresponding parts of the engine shewn in sheet 1, and act in the same
manner relatively to each other. C is a charging pump which forms a portion of
the engine frame and serves as a guide, the pump piston D acting as the cross head
to which the connecting rod is coupled. The arrangement of inlet ports b b in the
main cylinder B, is similar to that already described in an earlier part of this
specification, and also in' specifications N° 532 of 1881 and 994 of 1882. The
three cylinders B B B and charging pumps C C C³ are of identical construction.
Assuming that the crank shaft is rotating in the direction indicated by the arrow
in Fig 1 the pump C acts as charging pump in connection with the cylinder B³
which drives the crank U³. C'acts with B, and C with B. When the crank shaft
is rotating in the reverse direction C acts with B, C with B, and C with B. The
reversal of the communications between the several cylinders and pumps is accom-
plished by means of the reversing valvo E, Figs 1, 2, 3, 4, 5, and 6 (sheet 2). Fig 3
is a section through the pump cylinders C C and C³, and reversing valve E. Tho
communication between the pumps and cylinders takes place through the passages F
F F³, G G G³, in the reversing valve E, the passages H H H³, and the pipes h h³ h³
Fig 3 gives a longitudinal section of reversing valve E. Figs 4, 5 and 6, give three cross
sections of the same, through the ports F³ and H³, F2 and H2, and F and H respec-
tively. In these sections the valve E is shewn in mid-position, all the ports H H H³,
leading to the pumps C C C³, being closed. When the valve E is in this position
the engine cannot be run as a gas motor, but may be put to work as a compressed
air engine for the purpose of starting, in which case the pumps C C³ C³, are made
to act as the motor cylinders for the time being. The radial dotted lines 1, 2, 3,
and 4, 5, 6, in Fig 4, indicate the positions into which valve E must be turned in
order to place one, two, or all the pairs of cylinders and pumps in communication
for the purpose of being worked as gas motors. The lines 4, 5 and 6 correspond
with the crank shaft's motion in the direction of the arrow in Fig 1, and the
lines 1, 2 and 3 with the reverse motion. If the valve E be moved into position 4,
the ports F and H³, Figs 4 and 6, place C in communication with B³ through the
passage G in the valve E; by moving E into the position 5, the ports F³ and H²,
Figs 4 and 5, open comniunication between C3 and B2; whilst C and B³ remain
also in communication with each other. Further movement of E to position 6
puts C and B in communication. In order to run the engine in the opposite
direction the valve E must be turned into positions 3, 2, and 1, by which means
the connections are reversed and C and B2, C³ and B, and C and B³ are succes-
sively placed into communication. The valve I, Figs 1, 3, 7, (Sheet 2) is for the
purpose of acting as a distributing valve to the pumps C, C2, C3, when the latter
are used as motor cylinders for the purpose of starting the engine, and also as a
suction and delivery valve when they work as air compressing pumps.
Valve I is a rotating valve revolving within a casing 11; it is provided with two
pairs of ports J J and K K', either of which pairs may, by imparting endlong
motion to the valve, be made to control the ports f,ƒfƒ³, leading to the passages

page_text: F, F, F, and the pumps C C³ C³. The pair JJ' may act as suction and delivery
ports when the engine is revolving in the direction indicated by arrow in Fig 1
and K K¹ may serve the same purpose when the engine is running in the opposito
direction. Or the ports K K' may act as inlet and exhaust valve ports when the
engine is desired to run in the direction indicated by the arrow in Fig 1, J and J¹
acting similarly for the reverse motion. When I is in its mid position length wise
the ports fff are all covered, and lines 7, 8, 9, and 10, 11, 12, Fig 7, indicate
the three points on either side of the middle position to which the valve I must
be moved in order that the passages leading to one, two or all of the several pumps
may be controlled by the ports J J₁ or K K. Of these ports J and K are in
communication with the air reservoir T, and Jland KL are in-communication-with-
the atmosphere. Of the ports in casing 1', f, ff, lead respectively to C, C², C³,
When the engine is running entirely as a gas motor engine the valve I is placed in
mid position or it may be disconnected entirely from its driving gear if preferred.
It may be driven by any suitable gearing from the crank shaft such as the spur
wheels L L L and bevil or mitre wheels M M. The levers N N¹ control the
longitudinal motion of I. The supply of compressed air from the reservoir T to
valve I may be conveyed through the pipe T', chamber 13, und hollow valve
spindle 1. When the pumps work as compressing pumps, air is drawn in through
the open end of the valve I, and when they are used as air engines the exhaust air
issues from this end into the atmosphere.
Fig. 8 (sheet 2) shews a gas valve P which is also a rotating valve and which
may be driven by the pair of spur wheels QQ Valve P takes its supply of gas
from the chamber P. It has only two ports R R¹, one of which is arranged to
suit rotation in one direction, and the other to suit the reverso direction of rotation.
Endwise motion is also imparted to this valve P by hand for the purpose of bringing
either port, R or R¹, in a position to control the supply of gas to one or more of
the small ports 8.83 82, which lead, as-shown in dotted lines in Fig 3, respectively-to
passages F F F³. Proferably a small channel V is cut out of each face where the
casting containing the three valves E, I and P is bolted to the pumps. A series
of holes lead from each of these channels into the ports F F F³, thus acting as
sprays for the purpose of thoroughly mixing the gas and air as they enter the
pumps. When the valve P is in mid-position endways the whole of the ports
8828 are closed, and the engine then ceases to act as a gas motor engine. If
desired, two of the cylinders may be used as gas motor engines, whilst the third
may be rendered inoperative by means of the reversing valve E. The third pump
may in this case be used as a compressing pump, thus there will be two gas motors
driving one air compressing pump. By this means a greater pressure in the
reservoir may be obtained than by driving two pumps by one gas motor engine.
In commencing to charge the reservoir however two pumps may be used as com-
pressors until a certain pressure has been obtained, after which one only may
be used, being driven by two gas motor cylinders and a higher pressure thus
obtained.
When running in the direction indicated by the arrow in Fig 1, and it is desired
to use two pumps to charge the reservoir, the valve E is placed in position 4 Fig 4,
the air valve I into position 9, and gas valve P into position 15 when C aud B³
will work as a gas motor engine, and C² and C³ will work as compressing pumps
delivering into reservoir T.
When it is desired to use one pump only as a compressor, the engine running
still in the saine direction, the valves E'I and P are put respectively into positions
5, 8 and 14, when C2 will work as a compressor,, and C and B, and C and B2 will
work as gas motors. If the engine be running in the opposite direction the proper
positions of the valves E I and P will be in the first instance 3, 10 and 16, and in
the second instance 2, 11 and 17 respectively. In the first instance C² and C³ will
work as compressors, and C and B2 as gas motor, and in the second instance C³ will
be the compressor and C and B and C and B the gas motors.
Assuming the engine to be running in the direction indicated by the arrow in

page_text: Fig 1, and all three cylinders to be working as gas motor engines, the relativo
positions of the valves E I and P will be 6, mid position, and 13. If running in
the opposite direction their positions will be 1, midposition, and 18 respectively.
To enable the engine to be started by compressed air and to run in the direction
shewn by the arrow, valves E and P will be in mid position and valve I in
position 7, and as soon as the engine has got up the desired speed, valve I is placed
in mid position, valve E is put into position 6, and gas valve P into position 13
when it will continue to run, but as a gas motor engine. To start the engine in
the opposite direction the valves E and P are put in mid position, and valve I into
position 12, and, as soon as the engine has got up to proper speed, I is put into mid
position, and valves E and P are put into positions 1 and 18 respectively.
In gas motor engines of this construction the pumps C, C2, C3, may all be used
as compressors, when the engines are used to propel locomotives or tramcars. For
instance, when descending inclines the gas may be shut off, and valves E and P
placed in mid position, I being put into cither position 7 or 12 according to the
direction of rotation. By the same means the pumps C, C2, C3, may be used for
the purpose of gradually arresting the motion of the carriages, the momentum of
the latter thus storing up power in the reservoir T
Figs 5 and 6, sheet 3, shew a form of ignition apparatus adapted for igniting
the charge in multiple cylinder.gas engines. A is the Bunsen or other suitable gas
burner provided to heat the several pipes B B' B' to a red heat, the outer ends of
these pipes lead to the ignition ports of the supplementary cylinders A A described
and shown in reference to Fig 1 of sheet 1, and Fig 1 of sheet 2; it is evident that
any desired number of ignition tubes B may be heated by the same burner in such
an apparatus
.
Figs 7 and 8 (sheet 3) shew another form of ignition apparatus for auch gas
motor engines, In this case A is the heating burner, B the ignition tube, Ca
rotating valve driven by any suitable gearing from the main crank shaft of engine.
D D¹ D are tubes leading to the several ignition ports of the engine as above
inentioned in reference to Figs 1 of sheets 1 and 2.
In a similar manner gas motor engines such as shewn in Figs 14 and 15 of the
drawings to the specification of my above nained patent No 994 of A.D. 1882 may
be arranged as self starting engines. For example, by providing suitable means
for closing the passages between the pump and main cylinders, and providing also
a rotating valve or its equivalent as above described in connection with the three
cylinder engine, the charging pump may be used as an air compressor delivering
into a reservoir in one case, and for starting it may be used as an air engine in
a manner similar to that above described. This portion of my invention is shewn
in Figs 1, 2, 3 and 4 on sheet 3 of the drawings accompanying this specification,
in theso A A are the working cylinders, A¹ A¹ their pistons. B is the double
acting charging pump, C a valve casing containing the movable valve lining C¹,
within which rotates the valve C³, driven by gearing D and D¹ from the main
crank shaft of the engine. E E¹ are passages connecting this valve casing with
the ends of the pump B. F F are valves provided for the purpose of shutting off
either passage between the ends of pump B and the annular passages H, H¹, of
cylinders A A. Referring to the valve C, the two ports I I¹ are in communication
through the hollow spindle 1' and the pipe 1ª with any suitable reservoir. The
ports JJ are in constant communication with the atmosphere. In Fig 2 the
movable valve lining C¹, and the handle Cs which is connected to it, are shewn in
mid position, the communication between the valve C³ and_the_passages E E¹ E²
being thus cut off, and the valve C³ rendered inoperative. In Fig 3 the movable
casing is shewn in such a position that port K is opened to E². When in this
position; and the valve F¹ in passage G₁ being closed, the end of pump B com-
municating with port and passage E E¹ commences to act as an air compressing
pump drawing air from the atmosphere through the ports J J, and delivering
it into the reservoir through the ports I I¹, hollow spindle I³, and pipe Is.
When working under these conditions it is to be understood that the gas valve

page_text: in connection with that end of the pump acting as an air compressor is shut off
or put out of gear.
When starting the engine from a state of rest by means of compressed air from
the reservoir the valve lining C¹ is put into the position shewn in Fig 4, the
ports K and K' being respectively in communication with the ports and
passages El E, which communicate with the ends of the pump B. The valves F F¹
are made to close the passages G G¹. Air being admitted to the centre of valve C³
froin the reservoir is distributed by it to the ends of the pump B, which thus acts
as a compressed air engine. When the engine has attained the requisite velocity,
the lining C is placed into mid position as shewn in Fig 2, the valves F F' aro
opened, the gas turned on and the engine continues to run as a gas motor engine.
When it is not required that the engine should be self starting the compressed
air receiver and rotating air valve and reversing valve are omitted, suitable pipes
being arranged to connect the pumps and cylinders in proper sequence. This
arrangement may be employed with any suitable arrangement of igniting and
exhaust valves.
In order to attain greater regularity of working than obtains in gas motor
engines wherein the supply of gas is cut off for the purpose of governing the speed
I find it advantageous to allow gas to be drawn in at every stroke varying the
amount by a suitable governor to regulate the speed, and in order to maintain the
proportions of gas and air most suitable for ignition and explosion I cause the
cylinder to be fully charged at every stroke and when working at full power,
the whole charge is compressed and exploded. When, however, the load is reduced
I cause the governor to bring into operation a by-pass valve which allows a portion
of the charge to be returned to the pump that men performing its drawing-in
stroke, or to a chamber from which the amp draws, the arrangement is such
that the lighter the load the greater be the amount of charge allowed to return
to the pump. The variation accomplished by keeping the by pass valve open
during more or less of the compression stroke. After it closes, what is left of the
charge is compressed and ignited. I so arrange the governor and the gear for
opening the by pass and the gas inlet valves that the latter shall not open until
the former is closed so as to prevent the chargo in the pump from receiving too
great a proportion of gas.
For the purpose of preventing the ignition of the charge in the pump, I connect
the latter to the annular port in the cylinder by a pipe or passage of considerable
length and place the inlet gas valve close to the pump cylinder, so that when the
pump piston has completed its drawing in stroke the pipe or passage shall contain
atmospheric air only as already described with reference to Fig 1 sheet 1
Figs 6 and 7 sheet 1 shew one arrangement of gear for operating the by-pass
valve P, Fig 1-In Fig 6 R. is a rod receiving reciprocating motion from a suitable
cam or eccentric driven by the crank shaft. R¹ is a lover transmitting this motion
to a catch or pawl R²; this catch engages with a crosshead S connected to the
spindle S¹ of by-pass valve P which is kept closed by a strong spring. S' is a rod
connecting one end of a lever S³ to a suitable governor, the other end of the
lever S³ has formed upon it an inclined surface, and according to the position of
the governor, this incline acts upon the pawl R₁ in such a manner that the period
during which the valve P remains open is varied. When the governor is in its
lowest position the pawl R² is not permitted to open the valve P, but when in the
highest position the valve remains open during the whole of the compressing
stroke of piston B', so that the charge is returned through valve P and pipe P¹ to
the pump N, which at the same time is performing its drawing in stroke.
Fig 7 shews the pawl engaging the crosshead S and opening the valvo P. Fig 6
shews the pawl arrived at a part of the incline where it becomes disengaged from
the crosshead S, which permits the valve P to close. In the same figures T is a
lever operating the gas inlet valve O; in Fig 7 this lever is shewn idle acting
simply as a connecting link between lever R¹ and rod T' which leads to and
operates the gas valve O. So soon however as the pawl R³ becomes disengaged

page_text: from crosshead S, the swell U comes into contact with S which then serves as a
fulcrum, enabling the lever T to open the gas valve O. The latter is opened
immediately the valve P is closed, the closing spring of the latter being stronger
than that which holds the gas valve against its seat. By means of this arrangement
of gear the amount of explosivo mixture allowed to escape back to the pump may
be regulated to any desirable extent, and the period during which the gas valve
remains open is regulated to a corresponding degree.
A suitable form of governor is constructed as follows:-A pair of supplementary
arms or links is added to an ordinary pendulum governor. The upper ends of
these arms or links are pivotted on a common pin placed at a point immediately
below the upper joint of the main pendulum, whilst their lower ends are provided
with rollers. The upper edges of the pendulum arms bear against the lower parts
of the peripheries of the rollers, which support the governors weight, and by
suitably proportioning the various parts, the governor weight acting through the
rollers upou the pendulum arms is caused to exactly balance the centrifugal power
of the governor balls at a given speed at every position of the governor arms.
A
cataract piston and cylinder may be provided to prevent a "hunting" action of the
governor.
The advantage of this form of governor is that the varying power of the governor
balls is compensated, so that their centrifugal power is always balanced by the
gravitating force of the weight raised, the result being that, given a normal speed
of rotation, the balls and arms will remain in any position within their range, a
very slight increase in the speed being sufficient to cause the governor arms to riso
to their extreme height unless the speed be once more reduced to the normal, the
slightest decrease below the normal speed causing the opposite effect.
As is obvious, this form of governor is applicable to steam air and other
engines.
Figs 9, 10 and 11, sheet 3, shew two modifications of my improved governor.
Fig 9 shews diagrammatically the action of the governor. The spindle A, the
arms B B, and the balls B' B₁ being similar to those in the ordinary pendulum
governor; the weight C is also similar to that used in some known forms of
governors. Instead however of the arms B B acting directly upon the undersido
of weight C, a second pair of arius or links D D is introduced their inner ends
being pivotted at the centre of the spindle A at a distance below the top joint A'
of spindle A exactly equal to the length between the centres of the short links D D.
This length is immaterial so long as the distance between centres A¹ and A³ exactly
equals the distanco between A2 and D. The joint pins D² D² carry rollers upon
which bears the weight C. To the latter is connected, by a suitable sleeve as in.an
ordinary governor, the lever acting upon the regulator. The joints D³ are so
arranged as to slide upon the governor arms B B.
Figs 10 and 11 shew another form of governor, which, however, involves the
same principles, but instead of having a pair of pendulum arms, it has one
gyroscopic arm B having a weight or ball B₁ at each end, this arm is made to
embrace the governor spindle A, and is pivotted upon a frame E sliding upon the
governor spindle A. Upon the same frame at a distanco equal to their length.are
pivotted by means of pins D' two links D D, the other ends of which take hold of
a pin D³ working in a sliding block D³. (For the latter there may, if desired, be
substituted a roller). This block or roller rests upon a projection F formed upon
one side of spindle A. Upon the pin D2 are also two slide blocks G G sliding in
grooves formed in the arms B. In this governor, the weight of the arm B
weights B', frame E and links D acts as the dead load of the governor resting
upon the projection F. A casing E' may if desired be added to form additional
weight and encase the working parts. Both forms of governor are equally adapted
to control steam as well as gas and other motor engines.
In my provisional specification I described a modification of my improved gas
motor engine in which there was to be a partition between the main and
supplementary cylinders, and communication was to be made between by a valve,

page_text: The explosion was to take place in the supplementary cylinder, the main piston
being propelled by the action of the exploded charge, or so much of it as should be
in excess of the supplementary piston.
I also described a means of ignition for three cylinder engines in which an
ignition apparatus was to be fixed in connection with one cylinder only, a passage
being made between the first and second cylinders provided with a non-return
valve. A similar arrangement was to be made between the second and third
cylinders, and also between the third and first, and when the engine was started
external lighting apparatus was no longer necessary for reasons set forth at
length.
I also described_how-a-single-engine-such-as-shewn-in-Figs-6-and-7-of-sheet-2-of-
the drawings of my former specification N° 994 A.D. 1882 could be arranged to
facilitate the operation of starting. To this end I proposed to use a suitablo
arrangement of valve gearing by which the pump was to be made to deliver
explosive mixture to the cylinder alternately with compressed air to the receiver.
I do not now, however, consider the above arrangement so advantageous as those
described in this specification, and I therefore lay no claim to them.
I also described an apparatus for lubricating the pistons and valves of gas motor.
engines, but I no longer attach importance to this arrangement and do not
claim it.
Having described the nature of my said invention and the manner of carrying it
into practical effect I would have it understood that what I consider to be novel
and original and therefore claim as secured to me under the Letters. Patent first
hereinabove in part recited is:-
In a gas motor engine:-
1. The use for controlling the emission of the exhaust gases from the working
cylinder of a supplementary piston and cylinder substantially as described.
2. The use for controlling the admission of the igniting flame to the combustible
inixture in the cylinder or combustion chamber of a supplementary piston and
cylinder substantially as described.
3. The use for the purpose of igniting the compressed combustible charge of the
arrangement of parts shewn in and described with reference to Figs 2 and 3,
sheet 1 of the drawings.
•
4 The method of working the pump piston substantially as described with
reference to Fig 1, sheet 1 of the drawings, whereby the drawing-in stroke is mado
to occupy a considerably longer time than the forcing out stroko.
I also claim:—
5 The combination in a gas engine of three working cylinders, and three charging
pumps such as herein above referred to formed by enlarging the front ends of the
working cylinders the pump pistons being connected to and moving with the pistons
of the working cylinders and the pumps and working cylinders being so connected
that neither pump supplies the working cylinder of which it forms a part but
cach acts in conjunction with one of the other working cylinders substantially as
described:
6. The combination in a gas engine of three working cylinders, three supple-
mentary cylinders and pistons, and three charging pumps such as herein above
referred to formed in connection with the said working cylinders, and delivering
combustible mixture into them through ports alternately covered and exposed by
the working pistons substantially as described
'
7. The combination in a gas engine of three working cylinders, three supple-
mentary cylinders and pistons and three annular pumps the latter formed in con-
nection with the said working cylinders and capable of being used as air motor
engines for starting purposes, or as compressors for the purpose of storing up air
or gases under pressure for starting substantially as described and illustrated
8 In a gas motor engine having three working cylinders and three pumps
capable of being used as air motor engines and air compressing pumps the use
of the reversing valve, air valve and gas valve described with reference to

page_text: Figs 1, 3, 4, 5, 6, 7 and 8 sheet 2 of the drawings, whereby two cylinders may be
used as gas motors and the third as an air compressor and vice versd
9 In a double cylinder gas engine the use in combination with the two working
cylinders and one pump of the valve C² movable casing or lining C¹ and valves FF1
substantially as and for the purpose specified
10 The use for regulating a gas engine of the by pass valve P (Fig 1, sheet 1) in
combination with the gear shewn in Figs 6 and 7. (sheet 1) and a suitable governor
acting in connection therewith for the purpose of allowing a part or the whole of
the charge to be returned to the pump or to a chamber from which it draws
substantially as described
11 In.a.governor-the combination-with-a-dead weight or load, and balls or weights
subject to the action of centrifugal force, of arins or links, such as D, so arranged
that the gravitating and centrifugal forces balance each other at the normal speed
of the governor in all positions of the arms within their range substantially as
described.
In Witness whereof I the said John Fielding have hereunto set my hand and
seal this Seventeenth day of December in the year of our Lord one thousand
eight hundred and eighty three.