Year: 1887

page_text: Date of Application, 17th Aug., 1887
Specification Accepted, 11th Oct., 1887
I PHILIP MIDDLETON JUSTICE of 55 and 56 Chancery Lane in the County of
Middlesex Fellow of the Institute of Patent Agents 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 relates especially to that class of engines wherein the piston is moved
under the explosions of mixtures of gas and air, and also to a combined pump and
engine and consists in constructing the engine and the parts thereof and in regulating
the operations of the same, as fully set forth hereinafter and as illustrated in the
accompanying drawing, in which,
Figure 1 is a side elevation of the improved gas engine.
Figure 2 is an end view.
Figure 2 shows a portion of a belt shifting device.
Figure 3 is a plan view of Figure 2.
Figure 4 is a longitudinal sectional elevation.
Figure 5 is a longitudinal section showing the engine and combined.
pump
Figure 6 is an enlarged cross section on the line a, Figure 1.
Figure 7 is an enlarged cross section on the line b, Figure 1.
Figure 8 is an enlarged section of the inlet valve, valve casing and regulating
wedge.
Figure 9 is an enlarged section of the cylinder head showing the igniter.
Figure 10 is a vertical section of the cock.
gas
Figure 11 is a section on the line Figure 10.
Figure 12 is a detached view in part section of the cock plug.
Figure 13 is an enlarged view of the regulator.
Figure 14 is a section on the line d, Figure 13.
Figure 15 is a plan of the end of the regulator rod.
Figure 16 is a face view of one of the driving-pulleys of the armature shaft.
Figure 17 is a section on the line e, Figure 16.

page_text: The bed A of the engine is a hollow case supporting at one end the cylinder B, at
the other the pillow blocks in which turns the crank shaft C, carrying a fly wheel 15,
the crank being connected by a rod 2, with the piston rod 3, attached to the piston 4.
In the bed A is a casing D, Figure 5, which has seats for valves covering ports 8
and 50, Figure 4, and this casing D communicates through a pipe 9 with a casing 10,
preferably formed by the bed of the engine and upon which the cylinder B rests.
The casings D and 10, and tube 9, constitute a reservoir X, into which gas and air
are admitted, the air entering the port 8, and flowing over a perforated gas pipe 7.
The air and gas are drawn into the reservoir by the backward movement of the
piston 4, the mixture flowing into the reservoir X, and from the latter through two
ports 13, Figures 4 and 7, into the cylinder.
On the forward movement of the piston the valves in the casing D close, and the
mixture is compressed in the reservoir X.
The head E of the cylinder, Figures 4, 5 and 9, is detachable and contains a
chamber 14, which communicates with a channel 16 in the cylinder leading to a
port 18, between the channel and the reservoir X, and the chamber communicates
also with a central port 216, in the end of the cylinder, which end has a concave
face x, Figures 4 and 9, and opposite this face is a cup-like retarder or hold back F,
with a surrounding series of perforations or ports 17.
A valve G closes the port 18 and is held down by a spring 19, Figure 8, that bears
on the valve case and on a hollow nut 29 on the valve stem, and when the valve
is raised the mixture compressed by the forward movement of the piston in the
reservoir X, flows out through the port 18, channels 16 and 14, and ports 216 and 17
into the cylinder. The valve rises automatically whenever the exhaust is opened, so
that the pressure in the reservoir exceeds that in the cylinder.
Near the forward end of the cylinder at the lower side in a line between the
ports 13, 13, Figures 4, 6 and 7, is an exhaust port 20, communicating with a
transverse exhaust pipe 21 and when the piston, by the explosion of the gaseous
charge, is forced forward beyond said port 20, it is uncovered and opened for the
escape of the spent gases, and at the same time the valve G is lifted for the entrance
of a new charge, so that the latter flows in under pressure and aids to drive forward
the old spent charge which flows out at the exhaust. The retarder F holds back the
new charge and prevents it mixing with the old charge, and thus escaping before it
is burned. This results because the mixture rushing from the port 216 strikes the
retarder and is thrown back against the rounded face z, of the cylinder end and is
thereby caused to flow inward towards the front and centre of the retarder instead of
rushing forward with the spent gases.
The piston 4, carries a valve projection 22, at the lower part of the forward face
which slides over the port 20, as the piston moves back and closes said port, and a
hollow casing 23, on the forward piston head receives this valve when the piston
moves forward, thus avoiding all valve packings. By placing the valve and the
port 20 at the bottom of the cylinder it tends to pack more closely to the face than
when placed at the side, while the arrangement of the ports 13, prevents their being
closed by the valve 22.
It has been found that by the use of a mixture of the highest explosive quality,
that is, a mixture which will explode most rapidly or violently, all parts of the entire
volume igniting instantaneously, the most economical and effective results are secured,
the inlets for gas and air are therefore so proportioned as to maintain generally in the
reservoir a mixture of the highest explosive effect. As however, it is necessary to
vary the force of the explosions in proportion to the work to be done this result is
secured by varying the charges or volumes of mixture admitted to the cylinder. The
valve G is therefore lifted to a greater extent or held up for a longer time when the
charge is to be increased and is lifted to a less extent or for a shorter time if the charge
is to be decreased. This variation in the lift of the valve is effected by introducing
a curved and slotted wedge H, Figure 8, between the nut 29, and the valve casing.
The valve is lifted by the pressure of the mixture in the reservoir as before described,
the wedge limiting the upward movement, the spring 19 closing the valve when the

page_text: pressure in the cylinder is about equal to that in the reservoir. The wedge H is moved
automatically by a regulator so as to increase the volume of the charge if the engine
begins to run too slowly or decrease it if the engine runs too fast. The peculiar
construction of the regulator and its connection with the wedge will be set forth
hereinafter, but it will be evident that different means may be adopted to vary
automatically the lift of the valve. To allow of a slight play of the valve independently
of the wedge and avoid noise and too abrupt an action, a buffer may be interposed.
Thus a sleeve 24 may surround the valve stem with a spring 25, interposed between
the sleeve and the nut 29, and a shorter and stronger spring 30, may surround the
spring 25 so that the valve is under constant spring tension and there is no free play
between the bearings on the wedge, but when the latter is moved forward the spring
resistance to the lift of the valve gradually increases until the sleeve is depressed into
contact with the spring 30 which is of such strength that the valve can rise only under
a heavy pressure and then only to a very limited extent, thus reducing the charge to
a minimum without ever wholly cutting it off.
While the variation of the volumes of highly explosive mixture will regulate the
engine when operating under different resistances, the use of such a mixture when
the engine is running free and doing little or no work would be wasteful and it would
be difficult to sufficiently decrease the speed, means are therefore provided for reducing
the strength of the mixture in such cases by decreasing, for the time being, the quantity
of gas in the mixture, and this decrease is automatically effected by means of the same
regulator that controls the action of the valve G.
One means of decreasing the gas consists in cutting off the flow of the gas from the
source of supply through the pipe 7, and preferably by means of a peculiar stop cock I,
having a casing J arranged in the line of the pipe 7 as shown in Figures 2 and 3.
The details of the cock are shown in Figures 10 to 12. The cock I consists of two
parts 31, 35, the part 31 is an ordinary taper hollow plug having a port 32 and fitting
the casing J, the latter having a port 33, that communicates with the pipe 7 leading
to the casing D and a port 34 communicating with the inlet part of the pipe 7.
The part 35 is an inversely tapered hollow plug that fits nicely within the plug, and
has a port 36, and the stem 37 of the part 35 extends through the hollow stem 361,
of the part 31, and carries an arm 38, à spring 39 bearing on the arm and on the end
of the stem 361 and holding the part 35 up into place. A pin 40 extending from the
part 35 into a slot 41 of the part 31 is so arranged that the part 35 can turn to a
limited extent independent of the part 31 and then must carry the latter with it.
To cut off the flow of gas and stop the engine the portion 31 is turned by means
of a handle 19 to such an extent as to carry the port 32 wholly from the port 33.
To start the engine the part 31 is turned by the handle to an extent to bring the
port 32 into more or less coincidence with the port 33 and the part 35 by the contact
of the pin 40 with the end of the slot 41 is turned with the part 31, the ports 32, 36,
being so arranged that when the part 31 is turned to the left both ports will be full
open, and the full volume of gas will pass to the reservoir.
If now all load is removed from the engine and it begins to race or run too fast,
the part 35 of the valve will be turned by the regulator to carry the port 36 to one
side and thus reduce the volume of gas until the engine slows down to the desired
extent.
The pin 40 and slot 41 are so arranged that the port 36 can never be wholly removed
from opposite the port 32 so that when the engine is running there will always be
sufficient gas admitted to make an explosive mixture, the lowest proportion making
a mixture of low effect, this insures an explosion at each stroke and prevents loss of
gas, and explosions in the exhaust, which often result, if any unburned gas passes
from the cylinder.
It will be understood that the reduction in the strength of the mixture is not
effected during the normal working of the engine, and only begins after the lift of
the valve G has been reduced to near a minimum and when it is desired to continue
the motion of the engine while doing but little if any work.
By connecting the devices for varying the throw of the valve G, and for varying

page_text: the flow of the gas to an automatic regulator the latter not only varies the quantity
of highly explosive mixture to proportion the explosion to the force of the load, but
also varies the quality of the mixture when running with light loads.
To further prevent the waste of gas when the engine is running unloaded, or with
little or no resistance, there is a cut off," that is a device which will absolutely
prevent for the time the passage of air or gas or both to the reservoir or cylinder. A
suitable valve device may be used for this purpose at any suitable point in the gas and
air passage. In the construction shown in Figure 4, the casing D of the reservoir
has a perforated bottom, or valve seat above the conduit 51 through ports 50, in which,
the air and gas flow into the reservoir. A flap valve 52, is hinged below the valve
seat and closes upward against the latter under the action of any moving part of the
contrivance operated from the regulator.
Thus a shaft 54 oxtonds through the conduit 51 and has an internal arm 55,
connected to the valve 52 and an external arm 56, shown in dotted lines, connected
by a rod 57 with a lever 58, the rod having a slot 59 to receive a pin 60 on the lover
to permit the latter to vibrate to a limited extent without moving the rod, so that the
lever may first move to regulate the quality of the mixture, and then on the pin 60
reaching the end of the slot, move the rod 57, rock the shaft 54, and close the valve 52,
to cut off the mixturo altogether.
The lever 58 is operated by a spring in one direction and by a tappet 63, on a
sliding rod k, Figures 1 and 3, in the other; said rod being connected at one end to
a lever 64, which carries the curved and slotted wedge H (Figure 3) and the
tappet 63 is so arranged as not to make contact with the lever 58 until the wedge has
been set to reduce the throw of the valve G, to the lowest point, after which the
lever 58 will be swung to close the valve 52 and wholly cut off the supply of gas and
air. The lever is also connected by a rod 65, Figures 1 and 3, with the arm 38 of
the valve cock I, so as to first turn the latter and reduce the supply of gas before the
mixture is entirely cut off.
The rod k, slides under the action of the regulator so that the latter first regulates
the quantity of the mixture, then the quality and then wholly cuts it off.
Regulating devices of different constructions automatically operated by the engine
to move the valves G, 52, and cock I may be employed, but the construction best
illustrated in Figures 1, 4, 13 and 14, is most effective.
Within a flange 70 of a casting carried by the fly wheel 15 are pivoted at 71, 71,
two levers 72, 72, each carrying a heavy weight 73, which tends to fly outward with
the lovers when the fly-wheel rotates, and a strong spring 74 connected to the outer
end of each lever and to the opposite lever near the pivoted end thereof, tends to
draw the levers inward, and a set screw 75 on each weight is set to limit the outward
movement thereof.
Upon the shaft C turns a ring K having a peripheral groove v to receive swivelling
lugs 76, 76, extending from opposite sides of a yoke L suspended from a rocking
pin 77 passing through a rock rod 78 supported by one of the pillow blocks 79.
The ring K has slots w shown in dotted lines Figure 13, into which extend lugs 80
on the hub of the wheel, and the ends of the slots and lugs are bevelled so that a very
slight turning of the ring will bring the bevelled faces together and thus cause the
ring to move outward, carrying with it the yoko L. A spring 81, Figure 14 between
the yoke and the pillow block forces the yoke and ring inward as soon as the ring is
turned to carry the bevelled faces from contact.
The turning of the ring is effected by the action of the weighted levers which are
connected by rods 82 with lugs on the ring.
The face of the recess is eccentric to the shaft C as shown by dotted lines,
Figure 13, so that the yoke L is vibrated with its supporting rocking rod 78 as the
ring K is turned by the movement of the weighted levers and the lower end of the
yoke terminates in a fork the two prongs 83, 84 of which project past and upon
opposite sides of the rod k. The end of the rod k is formed into steps or provided
with shoulders u receding.in opposite directions, as shown in Figures 13, 14 and 15.
When the parts are in the position shown in Figure 13, the vibration of the yoke

page_text: :
n the direction of the arrows 3-4, will have no effect on the rod, but when on the
outward or inward motion of the weighted lovers the ring K is turned and the yoke L
8 swung in the direction of the arrow 2, Figure 14, the prong 84, will catch on the
irst shoulder u, and as the yoke then swings in the direction of the arrow 3 it will
carry with it the rod k, and if the weighted levers continue to fly out the yoke will
move further, in the direction of the arrow 2, and the prong 84 will catch on the next
shoulder and feed the rod k further forward.
If, however, the weighted levers do not continue to move outward, the yoke will
simply play back and forth until the levers swing inward, when the yoke will swing
out in a direction the reverse of the arrow 2, and the prong 83 will engage with the
next shoulder u, on the opposito side and the rod will be moved step by step back in
the direction of the arrow 4, until the movement of the weighted levers is arrested or
reversed. As an extremely slight movement of the lovers will turn the ring K and
as a very slight turning of the ring will shift the lateral position of the vibrating-yoke
it is evident that a very slight increase or decrease in the speed of the engine will
vary the position of the rod k and of the regulating appliances to which it is
connected.
While different means of igniting the charge may be employed in connection with
the above described improvements it is preferable to use an electric spark and the
appliances whereby to effectually produce it at proper intervals-are illustrated in the
drawing.
One of the electrodes c is carried by a hollow screw plug M, Figure 9, screwing
into an opening extending through the head E, of the cylinder, the electrode c, being
insulated from the plug by an interposed non-conducting substance, and said electrode
is connected with one of the wires leading to a generator, the other wire being
connected to the frame of the engine.
The other electrode N, is movable, preferably in the form of a lever hung near one
end to a pin 95, in electrical connection with the frame, and its lower end is held
normally in contact with the electrode c, by a stiff spring 100, that effectually
inaintains the contact until the lever is positively vibrated. To effect this vibration
the piston 4, is provided with a finger P, arranged so as to strike the short arm of
the lever N, just as the piston completes its rear movement whereby the electrodes
are separated and a spark produced at the instant the engine crank is on its dead
centre, and this is found to result in the best effect, the engine operating with
greater power and regularity than when the explosion takes place with the parts in
another position.
The quicker the action in soparating the electrodes the more effectual is the
igniting action of the electric spark, for this reason the electrode lever N is pivotted
as near one end as possible, so that a very slight movement of the short arm will
produce a very quick and comparatively extended movement of the long arm of
the lever.
It will be seen that the electrodes are arranged at the rear of the retarder F, which
prevents the spent guses passing back and where the mixture is always the purest
and most explosive, and less likely to be diluted by the spent gases, so as to absolutely
insure a highly explosive mixture around the electrodes and the certain ignition
of the charge.
It is also important that the explosion shall take effect at the extreme rear of the
cylinder, when a retarder F is used, as otherwise the retarder might hold back some
of the unexploded gases, thereby reducing the force of the explosion.
that
As the movable electrode N, is at the rear of the retarder F, there is a channels,
made in the support for the retarder and in the head in line with the finger P,
the latter may pass into said channel as it approaches the electrode.
It would involve great delay and labor to remove the entire piston head E,
whenever it was necessary to reset or replace the movable electrode, the bearings of
which are subject to much wear, such bearings are therefore supported by a detachable
block Q, that fits an opening in the head, so that the block, and the lever electrode
may be removed and replaced without displacing the head E..

page_text: As shown the block Q, fits nicely in the opening without being packed, and is
covered by a plate R, the face of which fits a ground face of the head E and is
clamped thereto by means of a screw 102, carried by a yoke S, so connected with
the head that it may be swung into place as shown in Figure 9, to secure the plate
and block in position or may be swung to one side to permit the plate and block to
be removed.
While the electric current may be received from any suitable source or generator
it is preferable to use a dynamo or other mechanical generator carried and operated
by the engine.
As shown in Figures 1 and 4, the engine bed A, is sunken to form a recess within
which fits the hollow base T, of a dynamo V, in which base is a suitable condensor ;
the conducting wires lead from the dynamo to the electrodes C, N.
The armature is driven by belts 108, 118, 112, Figures 1, 3 and 4, passing round
grooved pulleys 110, 106, 111, 117, 107, 105, the latter on the armature shaft, and
the former 110 on a shaft 113, carrying a band pulley 114, driven by a belt from a
band wheel 115, on the crank shaft C, these pulleys being so proportioned as to
impart the desired speed to the armature when the engine shaft is revolved during the
operation of the engine.
With pulleys so proportioned, however, the armature could not be driven at a
proper speed to insure a spark when the fly-wheel is first turned slowly by hand to
start the engine, means are therefore provided to drive the armature more rapidly
when the shaft C, begins to revolve, and for reducing the speed of the armature as
the speed of the engine increases. Different appliances may be employed to effect
this result as cone-pulleys and belts shifted by governors, a preferable contrivance
however is shown in the drawings and will now be described.
The pulley 106 is on the shaft 116, of the smaller pulley 111, and the pulley 117
on the armature shaft is fixed, and the belt 118 passes from the pulley 117 to the
pulley 106.
The pulley 105 is loose and carries a spring actuated pawl 119, see
Figure 16, that engages with a ratchet wheel 120, on the armature shaft.
When the engine is first moved slowly by turning the fly wheel by hand the
armature shaft is driven rapidly from the larger pulley 106, and the requisite current
is generated, and as the pulley 105, turns comparatively slowly the ratchet wheel 120,
revolves past the pawl 119. But as the engine shaft begins to rotate rapidly the
speed of the armature increases and would soon be too great, the belt 118, is therefore
thrown off from the pulley 106, when the engine attains a proper speed, when the
armature will be driven from the smaller pulley 107, through the belt 112, and
pulley 105, the pawl 119 now engaging with and driving the ratchet wheel 120, and
turning the armature shaft. The belt 118 may be thrown off by hand, but it is
preferably moved automatically by the movement of a belt shifting rod V',
Figures 2, 2 and 3, wherein the rod is provided with an arm W', that is normally
held against the stop x, by a coil spring surrounding the rod, a second arm j, is
carried by said rod, and is contacted by the end of the wedge when it is moved as
before described, so as to vibrate the arm W₁, and free it from the stop r', when the
spring will draw the shifting rod longitudinally in the direction of the arrow,
Figure 2, and displace the belt 118, as soon as the engine has attained the
requisite speed.
When an engine is to be used for pumping water great economy of construction
and space is effected by the arrangement best illustrated in Figure 5. In this
construction the upper bed or frame A¹, of the engine consists of a single casting
constructed at one end to form a support for the cylinder B, adapted to receive either
steam or an explosive mixture, and having near the opposite ends bearings for the
crank shaft C, provided with a fly wheel 15, at one end and a hand wheel or
pulley 160 at the other.
The frame A, is supported upon the bed A, which is a hollow box or casing of
cast metal, before described, with parallel sides and rounded front end, the open top
being closed by the frame, which is securely fastened to the bed by bolts.
At the end of the bed nearest the crank shaft is an opening adapted to receive the

page_text: cylinder or casing J1, of a pump which may be of any suitable character, but as shown
it is the cylinder of a differential pump, having a trunk piston K³, which slides
through a packing box at the inner end of the cylinder, the latter having an external
flange which lies against and is bolted to the end of the bed A.
In brackets L', bolted to the end of the bed beneath the engine cylinder B, turns a
crank shaft N', a connecting rod M¹ being connected to the crank of the shaft N¹, at
one end and to a cross pin inside of the trunk piston K', at the other, and extending
longitudinally through the bed which has an opening at the rear end sufficient for the
passage and play of the connecting rod.
Upon one end of the crank shaft N₁, is a band pulley 161, (dotted lines,) around
which and round the pulley 160, passes a belt 162, through the medium of which
motion is transmitted from the driving crank shaft C, of the engine, to the shaft N¹
of the pump.
By the arrangement above described both the engine and the pump are supported
upon a single bed, while the entire apparatus occupies but little more space in length
than would be required for the bed of the engine alone.
This also secures an extended throw of the pump piston and enables the use of a
connecting rod longer than the bed itself thereby avoiding lateral thrust upon the
pump piston and greatly reducing friction and wear. In addition to this, the increased
weight upon the bed A, resulting from the attachment of the pump thereto imparts
increased stability and a better foundation for the frame of the engine, which is
desirable when the latter is run at high speeds and with a heavy fly wheel.
In the construction of pump shown, the pump cylinder is open at both ends and has
channels or passages, and ports and valves as shown, and the operation of which is
evident to those familiar with the art, and need not be described.
When a gas engine is used in connection with the pumping mechanism, the
reservoir D, may be arranged in and concealed by the bod, as shown.
Although the bed and frame are shown as formed in two parts, they may be
differently constructed and in one piece. It will be seen, however, that by forming
the two beds separately as described the engine may be removed and put upon
another bed for use as an engine alone and that the pumping device may be separated
from the bed, leaving the engine for use alone. The bed and its pumping devices
being detachable from the engine may be used alone as a pump, motion being
imparted to the pulley 161, from any other driving pulley.
Having now particularly described and ascertained the nature of the said invention
and in what manner the same is to be performed as communicated to me by my
foreign correspondent I declare that what I claim is :-
1. The mode of operating gas engines by means of new charges of uniform
mixture regulated in quantity according to the work to be done, each admitted to and
retained at the rear end of the cylinder while the spent gases are withdrawn at the
forward end, substantially as described.
2. The within described improvement in preventing the waste of gas in gas
engines, consisting in retaining the new charge at the rear end of the cylinder while
extracting the old charge at the forward end, substantially as described.
3. The improvement in regulating gas engines by means of varying volumes of a
constant mixture for high powers, and by a mixture of varying proportions for low
powers, substantially as described.
4. The use in a gas engine of a mixture of uniform proportions of gas and air in
connection with means for automatically varying the volumes of the charges during
the working of the engine, substantially as described.
5. The improvement in operating gas engines consisting in regulating the volumes
of charges of uniform quick explosive mixture under varying high resistance, and in
reducing the explosive quality of the mixture under low resistance and in cutting off
the supply of mixture at intervals when the engine runs unloaded, all the operations
being automatic, substantially as described.

page_text: 6. The combination with the cylinder and piston of a gas engine, of a supply
chamber or reservoir, ports to admit gas and air, a valve and regulator and connections
whereby the quantity and quality of the mixture is varied according to the load and
cut off when there is little or no load, substantially as described.
7. The combination with a reservoir and means for supplying gas and air in
uniform quantities thereto, of a cylinder and passage and valve regulating device
driven by the engine to govern the volumes of mixture admitted to the cylinder,
substantially as described.
8.-The combination in a gas engine, of a cylinder provided with a concave end, an
inlet port at said end, a retarder opposite said curved end, and an escape port at the
opposite end, substantially as described.
9. A gas engine provided with electrodes within the cylinder, means for holding
said electrodes positively in contact and a contact piece carried by the piston to
separate said electrodes, substantially as described.
10. The retarder within the cylinder, opposite the inlet port, combined with a
movable and a fixed electrode, between the retarder and the end of the cylinder,
substantially as described.
11. The combination of the cylinder, fixed electrode, movable electrode, spring
holding the electrodes in contact and finger carried by the piston and the retarder,
substantially as described.
'
12. The combination of the fixed electrode, the movable electrode pivotted near
one end and a finger on the piston arranged to inake contact with the short arm of the
electrode, substantially as described.
13. The combination of the cylinder head having an opening, of a detachable
block fitted to said opening and carrying an electrode, substantially as described.
14. The combination of the cylinder, inlet port and valve, regulator governing
said valve, and reservoir air and gas inlets, and a cock in the gas inlet pipe connected
to be operated by said regulator, substantially as set forth.
15. The combination with the cylinder, valve, reservoir, and regulator of a cut off
valve connected to be operated by said regulator, substantially as set forth.
16. The cylinder head provided with a chamber, communicating with the inlet
port, a retarder supported in front of the chamber and a fixed and a movable electrode,
substantially as described.
17. The combination of the cylinder having a concave rear end and a retarder in
front of said end and central port, substantially as described.
18. The combination of the cylinder, piston, exhaust port 20 at the lower side of
said cylinder, valve projection carried by the piston, and inlet ports 13 on opposite
sides of the path of said projection, substantially as described.
19. The inlet valve combined with a wedge and springs and regulator for moving
the wedge, substantially as described.
20. The regulator consisting of weights carried by a revolving shaft and retracted
by springs, a vibrating and laterally moving yoke and cams connected to be moved
by the weights for moving it laterally, fingers projecting from said yoke and a rod
connecting with the parts to be regulated and provided with shoulders น, substantially
as set forth.
21. The combination with the cylinder and piston and electrical ignitor of a gas
engine, of an electrical generator and two driving pulleys of different diameters
operated from the engine and means substantially as described for throwing the largest
driving pulley out of action as the speed increases, substantially as described.
22. The combination of the cylinder, generator, and two driving wheels of different
diameters, and belts 112, 118, a regulator and a shifting device connected to be
operated by the regulator, and to shift the belt from the larger driving wheel, substan-
tially as described.
23. The combination in a pumping engine, of a driving cylinder, piston, crank
shaft and connections, and a pumping cylinder, piston, crank shaft and connections,
all carried by a single bed or frame, the parts of the pump being supported thereby

page_text: beneath the parts of the engine, the two cylinders being at the opposite ends of the
structure, substantially as set forth.
24. The combination with a supporting bed or frame, of a driving cylinder and
crank shaft supported in bearings at the upper portion of the frame, a pumping
cylinder and crank shaft supported in bearings upon the frame below those of the
driving engine, and connections between the shaft of the driving engine and the shaft
of the pump, the two cylinders being at opposite ends of the structure, substantially
as described.
25. The combination with a driving engine, of a hollow bed supporting the driving
engine at the top of the bed, having bearings beneath the cylinder of the driving
engine for the crank shaft of the pump, a connecting rod extending between the pump
piston and the lower crank shaft through the bed, and connections between the two
crank shafts, substantially as set forth.
26. The combination with the driving engine, of a hollow bed supporting the
same at the top, a pump cylinder extending through an opening at one end of the bed,
and bolted to the latter, a crank shaft supported at the opposite end of the bed below
the cylinder of the driving engine, and a connecting rod extending between the piston
of the pumping cylinder and the lower crank shaft, substantially as set forth.
27. The combination with the driving engine, of a hollow bed supporting the
same, a pumping cylinder supported at one end of and extending into the bed and
provided with a trunk piston, a crank shaft supported at the opposite end of the bed
and connected to the trunk piston by a rod extending through the bed, substantially
as set forth.
28. The pumping cylinder, piston, crank shaft and connecting rod supported upon
a common bed, in combination with a separable frame or bed supporting the cylinder
and shaft and connections of a driving engine, and supported upon the bed of the
pumping cylinder, and connections between the engine shaft and pump shaft, substan-
tially as described.
29. The combination of the motor engine, hollow bed, pumping cylinder and
connections supported by the bed below the gas engine, band pulleys upon the crank
shafts of the pumping and gas engines, and a band extending round both pulleys,
substantially as set forth.
30. The several contrivances and improved combinations of devices hereinbefore
described constituting improvements in gas and pumping engines, substantially as
and for the purpose set forth.
Dated this 17th day of August 1887.
PHILIP M. JUSTICE