Improvements in Gas Engines.
Year: 1889

page_text: Date of Application, 24th June, 1889
Complete Specification Left, 3rd July, 1889-Accepted, 8th Feb., 1890
ROVISIONAL SPECIFICATION.
Improvements in Gas Engines.
We, NEWTON ROGERS and JAMES A. WHARRY, of Terre Haute, in the County of
Vigo and State of Indiana, United States of America, Machinists, do hereby declare
the nature of this invention to be as follows:-
Our invention relates to an improvement in Gas Engines, and has for its object to
produce a two cylinder engine, the connecting rods of which operate one crank pin,
the valves of the two cylinders being operated from a single way shaft ; and the speed
of the engine being controlled by mechanism which will exert its influence upon each
cylinder in a manner so as to throw one of them out of operation in advance of the
other on attaining a speed above the normal. The explosive mixture used in the
cylinders may be any fuel gas and air, but we preferably use a carburetter and manu-
facture the carburetted air on the spot.
The ignition is effected by means of an electric spark produced by a "dynamo””
operated by the engine.
By means of the mechanism hereafter described the engine may be operated with a
single cylinder if desired.
We accomplish these objects by means of the mechanism illustrated in the accom-
panying drawing, in which
Fig. 1 is an elevation, shewing one part in vertical section.
Fig. 2 is a plan.
Fig. 3 is an end elevation.
Fig. 4 is a sectional detail of the way shaft and governor connections.
Fig. 5 is a sectional detail of the cylinder head.
Fig. 6 is a section on the line a, x, fig. 4, but to a larger scale.
Similar letters of reference indicate like parts in all the views.
A represents the frame of the engine, and B the two cylinders bolted thereon.
Each cylinder is provided with a combustion chamber C, which is not entered by
the piston. D is the piston and E represents connecting rods from the two pistons to
the single crank pin F. The crank pin F is keyed or otherwise secured in the disc
crank G, on the main shaft H. Each cylinder is provided with a head I, suitably
cored for the circulation of water which enters at J, and passes out of the jacket K,
at L. The cylinder is provided with cooling ribs M which radiate the surplus heat to
the water and affords a large area of cooling surface. Each cylinder is provided with
pipe connections and a main valve N, thereon for the admission of the gaseous mixture.
The valve N is fed with carburetted air or with gas through a check valve O and stop
valve P by a pipe Q leading from the carburetter R and with air by means of a stop
valve S. The two stop valves serve to regulate the strength of the mixture, and the
check valve to prevent the return of any gas or flame to the carburetter, which may
leak past the main valve during compression and ignition. The main valves are
operated in a manner to be hereinafter described and the mixture passes from thence
by port T to the cylinder during the suction stroke, and is compressed in the com-
bustion space C, during the return stroke of the piston.
Each cylinder is provided with an exhaust valve U, operated as described hereafter,
and the exhaust from each cylinder passes into casing a, surrounding the air inlet
pipe 6 of the carburetter, by means of pipes c, and heats the air to be carburetted, and
finally leaves the casing by pipe d.
The main shaft is supported in bearings H1, H2, fixed to the main frame A and is
provided with a worm A¹, keyed thereon. This worm gears with a worm wheel A'
secured to a way shaft A³. This way shaft extends the full length of the engine and

page_text: -
is mounted in and secured to revolving bearings B' which revolve in bearings B²
fixed in the brackets B³ secured to the cylinder.
This way shaft is therefore revolved by the main shaft without longitudinal play or
movement. On the main engine shaft is mounted a centrifugal governor C³ which slides
a collar back and forth upon the shaft as the balls of the governor fly out or are
retracted. As the collar C2 imoves it communicates its motion to a double forked bell
crank to a collar D' which is rigidly secured to a sleeve D2 which slides upon the
way shaft A³. To the revolving bearings B are attached caps D³ which contain stiff
springs E2 which are caused to bear against the ends of the sleeve D2 and are adjusted
by means of bolts and jam nuts i,j.
The resistance to the centrifugal force of the governor balls is thus adjusted
according to the compression of these springs and the springs E2 cause the sleeve D³
to return to its normal position as the speed becomes normal.
Upon the way shaft A³ are rigidly secured two exhaust cams G¹ facing in opposite
directions to suit the operation of the two cylinders respectively. To permit the
sleeve D² to slide past these cams, the sleeve is slotted & is slightly swelled at these
points & let into the cams, as shewn at Dx (Fig. 6). On the sleeve D2 are secured
the two inlet valve cams G2 which aro provided with a series of steps 1, 2, 3, as shewn
if desired, or only a single cam surface can be used on each cam, according as the
engine is to be controlled by gradually reducing the inlet opening before finally
keeping it closed altogether as the speed increases or as the cut off is to be secured at
once on an increase of speed beyond the normal. The exhaust cams operate the
levers G³ to open the exhaust valves alternately.
The inlet cams operate the inlet valves N through the medium of levers I, I. These
levers are provided with friction rollers to roll upon the, surface of the cams.
The inlet and exhaust valves are provided with springs which keep the valve closed
unless opened by the levers as shewn.
The caps D³ are provided with cams pointing in opposite directions for operating
the igniter rods 12 which are each provided with a retracting spring 13, and adjusting
screw J. The rots 12 operate rock shafts 'K' connected with the curved electrode K
which makes and breaks contact with a fixed electrode K³. The fixed electrode and
moveable electrode are connected respectively with opposite poles of the dynamo M¹
so that when the electrodes are separated a spark passes between the same.
The engine shaft is provided with a pulley L' fixed to the shaft for transferring the
power to driven machinery; with the pulley L running loosely upon the shaft, but
turned thereby through connection with a spring held pawl for operating the
dynamo M and a fly wheel M² keyed to the shaft to provide the necessary means for
storing momentum and ensuring the even movement of the engine.
The dynamo M¹ is provided with a wide belt pulley M³ and belt N² connecting it
with belt pulley L, an idle wheel N³ can be thrown into and out of gear with the
fly wheel and the dynamo pulley.
The warm air inlet pipe to the carburetter is provided with a valve O' by means of
which cold air may be admitted to the warm air to regulate the temperature of the
carburetter and the gases evolved therein.
The operation of engine is as follows:-
The engine being turned by hand on the outstroke of each piston, in succession, a
charge of carburetted air of regulated strength and temperature and a charge of
atmospheric air are drawn by suction, through valves P, Q, S, & N into the
cylinders on the return stroke of each piston the charges are compressed into the
combustion chambers and then fired by the electric spark produced by the igniting
apparatus.
Thus while one engine is drawing its charge, the other is compressing its charge
and then fires it whilst the first engine compresses.
The second engine then exhausts whilst the first is making its power stroke then to
exhaust in its turn. The exhaust products serve to heat the carburetter, as already
described, before reaching the atmosphere. The regulation of the speed is effected by

page_text: the governor that is, each cam is moved to the left as the speed increases, and the
inlet valve lever drops from one cam step to the other, thus decreasing the lift of the
inlet valve, or if only one cam surface is used instead of the steps the gas inlet valve
will at once fail to open. The two cams occupy such a relative position with respect
to the inlet valves, that the right hand engine drops off the cam sooner than the left
hand engine, thus throwing it idle when excessive speed takes place, and at a still
higher speed both engines run idle.
Dated this 21th dove of June 1880
W. LLOYD WISE,
Per F. J. B.
COMPLETE SPECIFICATION.
Improvements in Gas Engines.
We, NEWTON ROGERS and JAMES A. WHARRY, of Terre Haute, in the County of
Vigo, and State of Indiana, United States of America, Machinists, 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:-
Our invention relates to improvements in Gas Engines, and has for its object to
produce a two cylinder engine, the connecting rods of which operate one crank
pin, the valves of the two cylinders being operated from a single way shaft; and
the speed of the engine being controlled by mechanism which will exert its
influence upon each cylinder in a manner so as to throw one of them out of
operation in advance of the other on attaining a speed above the normal. The
explosive mixture used in the cylinders may be any fuel gas and air but we
preferably use a carburetter and manufacturé the carburetted air on the spot.
The ignition is effected by means of an electric spark produced by a dynamo
operated by the engine.
By means of the mechanism hereafter described the engine may be operated with
a single cylinder if desired.
We accomplish these objects by means of the mechanism illustrated in the drawing
filed with our provisional specification, in which,
Fig. 1 is an elevation, showing one part in vertical section ;
Fig. 2 is a plan;
Fig. 3 is an end elevation ;
Fig. 4 is a sectional detail of the way shaft and governor connections ;
Fig. 5 is a sectional detail of the way shaft cylinder head.
Fig. 6 is a section on the line x x Fig. 4, but to a larger scale.
Similar letters of reference indicate like parts in all the views.
A represents the frame of the engine and B the two cylinders bolted thereon.
Each cylinder is provided with a combustion chamber C which is not entered by
the piston. D is the piston and E represents connecting rods from the two pistons to
the single crank pin F. The crank pin F, is keyed or otherwise secured in the
disc crank G, on the main shaft H. Each cylinder is provided with a head I,
suitably cored for the circulation of water which enters at J and passes out of
the jacket K and L. The cylinder is provided with cooling ribs M, which
radiate the surplus heat to the water and afford a large area of cooling surface.
Each cylinder is provided with pipe connections and a main valve N thereon for
the admission of the gaseous mixture. The valve N is fed with carburetted air
or with gas through a check valve O and stop valve P by a pipe Q leading from
the carburetter R and with air by means of a stop valve S; the two stop valves
serve to regulate the strength of the mixture, and the check valve to prevent the
return of any gas or flame to the carburetter, which may leak past the main
valve during compression and ignition. The main valves are operated in a manner
to be hereinafter described and the mixture passes from thence by port T to the

page_text: cylinder during the suction stroke, and is compressed in the combustion space C
during the return stroke of the piston.
Each cylinder is provided with an exhaust valve U operated as described hereafter
and the exhaust from each cylinder passes into casing a surrounding the air inlet
pipe 6 of the carburetter by means of pipes c and heats the air to be carburetted and
finally leaves the casing by pipe d.
The main shaft is supported in bearings H¹ H2, fixed to the main frame A and is
provided with a worm A¹ keyed thereon. This worm gears with a worm wheel A'
secured to a way shaft A³. This way shaft extends the full length of the engine and
is mounted in and secured to revolving bearings B' which revolve in bearings B³
fixed in the brackets B³ secured to the cylinder.
This way shaft is therefore revolved by the main shaft without longitudinal play or
movement. On the main engine shaft is mounted a centrifugal governor which
slides a collar C back and forth upon the shaft as the balls of the governor fly out or
are retracted. As the collar C2 moves it communicates its motion to a double forked
bell crank (3 to a collar D¹ which is rigidly secured to a sleeve D2 which slides upon
the way shaft A³3. To the revolving bearings B are attached caps D³ which contain
stiff springs E2 which are caused to bear against the ends of the sleeve D2 and are
adjusted by means of bolts and jam nuts i, j. The resistance to the centrifugal force
of the governor balls is thus adjusted according to the compression of these springs
and the springs E' cause the sleeve D2 to return to its normal position as the speed
becomes normal.
Upon the way shaft A³ are rigidly secured two exhaust cams G₁ facing in opposite
directions to suit the operation of the two cylinders respectively. To permit the
sleeve D to slide past these cams the sleeve is slotted and is slightly swelled at these
parts & let into the cams as shewn at D* (Fig. 6). On the sleeve D² are secured the
two inlet valve cams G2 which are provided with a series of stops 1, 2, 3, as shewn if
desired, or only a single cam surface can be used on each cam, according as the
engine is to be controlled by gradually reducing the inlet opening before finally
keeping it closed altogether as the speed increases or as the cut off is to be secured at
once or an increase of speed beyond the normal. The exhaust cams operate the
levers G³ to open the exhaust valves alternately.
The inlet cams operate the inlet valves N through the medium of levers I, I. These
levers are provided with friction rollers to roll upon the surface of the cams.
The inlet and exhaust valves are provided with springs which keep the valve closed
unless opened by the levers as shewn.
The caps D³ are provided with cams pointing in opposite directions for operating the
igniter rods I which are each provided with a retracting spring 13 and adjusting
screw J. The rods 12 operate rock shafts K' connected with the curved electrode K¹
which makes and breaks contact with a fixed electrode K. The fixed electrode and
movable electrode are connected respectively with opposite poles of the dynamo M
so that when the electrodes are separated a spark passes between the same.
The engine shaft is provided with a pulley L' fixed to the shaft for transferring the
power to driven machinery; with the pulley L running loosely upon the shaft, but turned
thereby through connection with a spring held pawl for operating the dynamo M' and
a fly wheel M keyed to the shaft to provide the necessary means for storing
momentum and ensuring the even movement of the engine.
The dynamo M¹ is provided with a wide belt pulley M³ and belt N' connecting it
with belt pulley L, an idle wheel N³ can be thrown into and out of gear with the fly
wheel and the dynamo pulley.
The warm air inlet pipe to the carburetter is provided with a valve O' by means of
which cold air may be admitted to the warm air to regulate the temperature of the
carburetter and the gases evolved therein.
The operation of the engine is as follows:-
The engine being turned by hand, on the outstroke of each piston, in succession, a
charge of carburetted air of regulated strength and temperature and a charge of
atmospheric air are drawn by suction, through valves P, O, S, and N, into the

page_text: cylinders; on the return stroke of each piston the charges are compressed into
the combustion chambers and then fired by the electric spark produced by the
igniting apparatus.
Thus while one engine is drawing its charge, the other is compressing its charge,
and then fires it whilst the first engine compresses.
The second engine then exhausts while the first is making its power stroke then to
exhaust in its turn. The exhaust products serve to heat the carburetter, as already
described, before reaching the atmosphere. The regulation of the speed is effected by the
governor, that is, each cam is moved to the left as the speed increases, and the inlet
valve lever drops from one can stop to the other, thus decreasing the lift of the
inlet valve, or if only one cam surface is used instead of the stops the gas inlet valve
will at once fail to open. The two cams occupy such a relative position with respect
to the inlet valves, that the right hand engine drops off the cams sooner than the
left hand engine, thus throwing it idle when excessive speed takes place, and at a still
higher speed both engines run idle.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
1. The combination with a gas engine, a main shaft thereof, a worm thereon, a
wheel gearing with said worm rigidly secured to a way shaft, an exhaust cam on said
way shaft, and a sleeve adapted to move longitudinally on and revolve with the way
shaft, an inlet valve cam on said sleeve, and revolving bearings in which the ends of
the way shaft are secured and in which the sleeves move longitudinally in the bearings
and on the way shaft upon a change of speed of said engine, substantially as
described.
2. In a gas engine, the combination of a way shaft operated from the main shaft,
revolving bearings in which the ends of the way shaft are secured, a sliding sleeve on
said way shaft and in said revolving bearings, an exhaust valve cam on the way shaft,
inlet cam on the sleeve, a cap secured to the end of the revolving bearings, and an
igniter cam on said cap, substantially as described.
3. In a duplex gas engine, the combination with a main shaft, a way shaft operated
thereby, revolving bearings in which the ends of the way shaft are secured, a sleeve
sliding on said way shaft and in said revolving bearings, exhaust cams on the way
shaft, inlet cams on the sleeve, caps secured to said bearings, containing springs
bearing on the ends of the sleeve, igniter cans on said caps, and connections with a
governor for sliding said sleeve independently of the way shaft, whereby the positions
of the inlet cams may be altered without altering the positions of the exhaust cams,
substantially as described.
4. In combination with the two gas engines, connections therewith and with a
single crank pin and crank shaft, a way shaft operated by this shaft, two exhaust cams
on the way shaft, a sleeve on the way shaft, two inlet cams on this sleeve, the distance
between them being less than the distance between the respective inlet valve levers
operated by said cains, means for shifting the sleeve lengthwise as the speed of the
engine varies, whereby the inlet valve of one engine is rendered inoperative in advance
of the other, revolving bearings and caps secured to the way shaft in which the sleeve
slides, having igniter cams thereon, and operating a reciprocating electric igniter,
substantially as described.
5. A gas engine cylinder provided with heat radiating surfaces, surrounded by a
water jacket whereby the cooling contact with the air circulating water is increased,
substantially as described.
6. In combination with the two cylinders of a duplex gas engine, inlet valves
therefor, connections between said valves and a carburetter, exhaust valves connected
with the cylinders and connections therewith and with a jacket surrounding the air
suction pipe of the carburetter, a common outlet from said jacket, and a cold air valve
in said suction pipe for varying the temperature of the heated air to the carburetter

page_text: and controlling the temperature of the charge admitted to the cylinders, and air valves
connected with the engine inlet, substantially as described.
7. In a gas engine igniter, the combination of a reciprocating spring held rod, a
rocker arm secured thereto and vibrating electrode attached to said rocker arm, and
a fixed electrode secured to the cylinder, substantially as set forth.
8. In combination with the main shaft of a gas engine, a worm wheel on said shaft,
gearing with a worm wheel on a way shaft, which operates the engine valves, a centri-
fugal governor on the main shaft, bell crank connections between the governor sleeve,
and a sleeve surrounding the way shaft and revolving with it, but capable of sliding
longitudinally thereon and a cam rigidly secured to said sleeve for operating the
engine inlet valve, substantially as described.
9. In combination with the fly wheel of a gas engine, a friction wheel mounted
adjustably, and a speed pulley on a dynamo shaft, said friction wheel being adapted to
transmit motion from the fly wheel to said speed pulley and to be thrown out of
by movement in said slot substantially as described.
Dated this 3rd day of June 1889
gear
W. LLOYD WISE,
Per F. J. B.,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicants.