IMPROVEMENTS IN GAS-ENGINES
Year: 1882

page_text: LETTERS PATENT to John Henry Johnson, of 47, Lincoln's Inn Fields, in the
County of Middlesex, Gentleman, for an Invention of "IMPROVEMENTS IN
GAS-ENGINES." A communication from broad by Alexis de Bisschop, of
Paris, in the Republic of France.
PROVISIONAL SPECIFICATION left by the said John Henry Johnson at the
Office of the Commissioners of Patents on the 7th February 1882.
JOHN HENRY JOHNSON of 47 Lincoln's Inn Fields in the County of Middlesex
Gentleman. "IMPROVEMENTS IN GAS ENGINES." A communication from abroad
by Alexis de Bisschop of Paris in the Republic of France.
The
This Invention relates to improvements in Gas Engines of the type described in
the Specification to Letters Patent granted to E. P. Alexander and dated
December 15th 1875 No. 4342 (a communication from the said Alexis de Bisschop)
which was specially designed with a view to provide a simple and convenient
engine in which the gas is employed in the most advantageous manner.
present Invention has for its object improving the working and increasing the
power of engines of this class (known as the Bisschop Gas Engine) and rendering
them capable of being employed for purposes where more than one horse power is
required.
In order to lengthen or increase the stroke of the piston, the driving shaft
instead of being arranged at the side of the piston rod as in these gas engines as
heretofore constructed is placed according to the present Invention at the side of
the cylinder. By the increased length of cylinder the surface of the cooling or
radiating wings or projections can be increased and the gas is more advantageously
utilized.
The distribution is also improved being provided with a single escape valve
worked by a lever, the air and gas enter freely through orifices provided with india
rubber valves, nevertheless the gas only enters during a portion of the upward
stroke of the piston and even does not enter the cylinder at all when the speed is

page_text: increased beyond certain limits. This result is obtained by an improved governor
hereinafter described.
The actuating force in gas engines is produced by the great elevation of the
temperature of the gas. It is consequently desireable to maintain this temperature
elevated during the period when the gas is expanding under the piston but in all
gas motors heretofore constructed the gas is in direct contact with the cold metal
sides of the cylinder and thus becomes instantaneously cooled and their action upon
the piston consequently partakes more of the nature of a blow than of a gradual
expansion:-
With a view to obviating this defect the mixture is caused to be ignited
according to this Invention in a special chamber lined with fire clay and herein-
after termed the combustion chamber. This combustion chamber is formed in
a prolongation of the cylinder and is of less diameter than the latter. At the
extremity of the combustion chamber there is an orifice for the admission of
the explosive mixture which is drawn into the said chamber by the motion of the
piston. The burnt gas is discharged through the same orifice :-
The motion of the engine is produced in the following manner viz. the piston
draws in air and gas during its ascent and the burnt gas remaining in the com-
bustion chamber occupies a position immediately behind the piston so as to form a
cushion. When the combustion chamber is full the charge is ignited and the
ignition of the gas drives forward the piston the return stroke being effected by
the momentum of the fly wheel.
In the case of machines of considerable power the internal arrangement of the
cylinders is the same excepting that the orifices and the distribution are somewhat
modified as hereinafter described in consequence of a compressed mixture being
employed.
In order to employ the gas to greater advantage when great power is required a
mixture is employed which is compressed in advance in a novel inanner.
The gas and a small quantity of air are caused to enter the cylinder in the first
place by the ascent of the piston. When the-desired-quantity-has-been-admitted
compressed air is introduced from a reservoir and completes the composition of the
mixture with regard to its explosive properties and also compresses it to a degree
corresponding to the pressure in the reservoir of air. When this equilibrium of
pressure has been established the charge is ignited and drives up the piston to the
end of its stroke the return stroke being effected by the fly wheel or in the case:
of very powerful engines by the action of a vacuum.
The orifice through which the cylinder communicates with the reservoir of
compressed air is opened for the requisite period by the valve gear the escape of
the burnt gas being provided for in the same manner as before.
For the purpose of compressing the air the upper part of the cylinder is
employed as a pump and serves to force air into a reservoir formed in the hollow
bed plate of the engine. In order to avoid compressing during the whole of the
stroke of the piston, the piston rod is made hollow and is perforated at measured
intervals. These perforations establish communication between the interior of the
cylinder and the external atmosphere so that compression does not commence until
all the perforations have passed the stuffing box in the cylinder cover.
In powerful engines the cooling effect of radiating wings or projections on
the cylinder as described in the Specification herein before referred is found
to be insufficient unless the said projections are made of inconvenient dimensions.
According to the present Invention the cylinder is cooled by injecting water into
the cylinder in the form of spray at the end of the stroke of the piston. The
requisite pressure to effect this may be obtained by means of a pump or by the
direct pressure of the main or supply. The result is precisely similar to that
obtained in condensing steam engines and the cooling produces a vacuum below
the piston which increases the motive power of the engine.
This vacuum may be rendered more perfect by the addition of an ordinary air
pump driven by the engine.

page_text: In order to start the improved engine the fly wheel is caused to make a few
revolutions so as to compress the air in the reservoir the passage for the admission
of gas is then opened the fly wheel being still turned whereupon the piston
first draws in gas mixed with a small quantity of air, the valve admitting com-
pressed air then opens and admits the quantity of air requisite to complete the
mixture. This compressed air also compresses the mixture at the same time and
when an equilibrium of pressure is obtained between the cylinder and the reservoir
the charge is ignited and the pressure drives the piston to the farther end of the
cylinder. At this moment water is injected into the cylinder through small holes
drilled all round the upper part of the cylinder sides the burnt gas is thus con-
densed and the piston returns in consequence of the vacuum.
The igniting arrangements employed in the Bisschop engine as heretofore con-
structed are improved according to this Invention as next hereinafter described.
This improvement consists in supplying the ignitor with gas only during the brief
period immediately preceding and occupied by ignition. For this purpose a
small gas slide is employed which allows the gas to pass to the igniting jet at the
moment of igniting only. A small permanent jet supplied with gas by a special
branch pipe is provided in or near the orifice at the main igniting jet which is
suitably enlarged for the purpose and the said small permanent jet thus serves to
rekindle the main or igniting jet directly the gas is turned on at each revolution
of the engine.
When the compressed mixture is employed a small chamber hereinafter termed
the igniting chamber is provided at the point where the charge is to be ignited
and the igniting jet communicates through a suitable valve with the lower part of
one side of this chamber. The igniting jet delivers a cortain quantity of flame
at the proper time which fills the igniting chamber and a hole is provided in the
said chamber underneath the igniting jet through which a small jet of gas is
delivered under the same pressure as the air in the reservoir being compressed
by the same means as the explosive mixture. A hole provided with a valve
is arranged at the upper part of the igniting chamber and serves for the escape
of the burnt gas the discharge of which may be promoted by a sinall chimney.
The explosion takes place thus; the piston in moving upwards uncovers the port
of communication between the cylinder and the igniting chamber and the mixture
is ignited in this chamber.
In order to regulate the speed of the engine a governor of improved construction
is employed. This governor is provided with two spheres or masses of inetal fixod
upon two rods carried by and capable of sliding radially on the fly wheel. One of
the ends of each of these rods slides in the rim of the fly wheel and the other end is
connected to a bell crank lever which acts upon a cam or eccentric controlling the dis-
tribution of gas and carried on the centre or boss of the fly wheel. When the balls of
the governor are caused to fly away from the centre by the centrifugal force they
compress springs (the resistance of which is adjusted according to the normal speed)
bearing against the rim of the fly wheel. If the proper speed is exceeded the balls
fly still farther apart and by the intervention of bell crank levers cause the cam or
eccentric to occupy a position in which it is incapable of actuating the lever of the
gas valve and the supply of gas to the engine is thus cut off automatically.
The variation in the pressure at which the gas is supplied is a source of great
inconvenience in working gas engines especially in towns where there is little or
no pressure during the day time.
According to this Invention this objection is overcome by arranging india rubber
sacks or pockets in a novel manner, when there is no pressure of gas the sacks or
pockets as ordinarily arranged are not distended and are therefore, useless.
In order to obtain the desired effect, according to this Invention the sack or
pocket, is fixed to a support by the centre of one of its sides on each side of the
sack or pocket there are two uprights, the extremities of which are connected
together, by a spring, and the opposite side of the sack or pocket is attached to this
spring, so that when at rest, the sack or pocket is entirely distended whereby the

page_text: following effect is obtained viz. When at work the motor draws in gas from the
sack or pocket during one quarter of a revolution, and the sack or pocket contracts,
or becomes flattened: then during the remainder of the revolution the spring brings
back the sides of the pocket, to their original expanded position, which can only be
effected by drawing in gas from the supply pipe. India rubber sacks or pockets
thus arranged, act as very simple suction pumps.
Another or smaller sack or pocket, is provided for the supply of gas, for igniting,
and in order to obtain an increase of pressure at given periods, a lever actuated by
the engine bears against the centre of the pocket, and produces a large flame at
the required moments.
Another inconvenience attending the working of the gas engines in practice
arises from the liability of the shaft to break in consequence of the imperfect modo
of connecting it with the flywheel. In order to remove this objection, and enable
an unskilled workman to make a perfect connection, the flywheel in this
improved engine is screwed on to the shaft in a similar manner to the face
plate of a latho.
The driving gear connected with the engine is also fitted in the same manner.
In order to enable the piston rings to be adjusted without liability to distortion,
an improved construction of piston is adopted consisting in turning down the
piston to correspond with the internal diameter of the rings (instead of making
grooves for the reception of the rings) except at the upper edge which is turned to
correspond to the diameter of the cylinder.
The rings are then slipped on side by side, split flexible rings being arranged
alternately with endless rings. When the piston is nearly covered a final split
ring of smaller diameter is put on being sprung into a groove formed close to the
lower side of the piston.
The valves and their seatings are also improved, and rendered less liable to leak.
This improvement consists in forming a number of grooves in the valve seat, and
corresponding projections on the valve which fit into the said grooves, thus
-providing-the-valve, with-a-number-of-concentric.seats.or_bearings.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Henry Johnson in the Great Seal Patent Office on the
5th August 1882.
JOHN HENRY JOHNSON of 47 Lincoln's Inn Fields in the County of Middlesex
Gentleman. " IMPROVEMENTS IN GAS ENGINES," A communication from abroad
by Alexis de Bisschop of Paris in the Republic of France.
This Invention relates to improvements in Gas Engines of the type described in
the Specification to Letters Patent granted to Edwin Powley Alexander and dated
December fifteenth One thousand eight hundred and seventy five Number 4342 (a
communication from the said Alexis de Bisschop) which was specially designed with
a view to provide a simple and convenient engine in which the gas is employed in an
advantageous manner. The present Invention has for its objects improving tho
working and increasing the power of engines of this class (known as the ". Bisschop
Gas Engine") and rendering them capable of being employed for purposes where
more than one horse power is required. I will describe the improvements
according to the present Invention with reference to the accompanying Drawings.
In order to lengthen or increase the stroke of the piston the driving shaft B
(see Figure 1 which is an elevation of the motor partly in section) instond of bring
arranged at the side of the piston rod C as has hitherto been done in engines of
this class is placed according to the present Invention at the side of the
Cylinder A.
By the increased length of Cylinder the surface of the cooling or radiating wings
or projections on the Cylinder can be increased and the gas is more advantageou-ly
utilized. D is the inlet for air to the pump E is a pipe giving communication from
the pump to the Reservoir G of compressed air, F is the escape valve and U the
compressed air valve. H are the orifices by which the injection water for cooling
the cylinder gains access thereto I are orifices in the hollow piston Rod C for
regulating the compression of the air K is the inlet for Gas and L the compressod
air inlet to the cylinder A and M is the stuffing box.
For small engines the distribution is also improved being provided with a single
escape valve worked by a lever; the air and gas enter freely through orifices
provided with india rubber valves but the gas does not enter at all when the speed
of the engine is increased beyond certain limits. This result is obtained by an
improved governor hereinafter described.
The following modification is suited for engines of medium size say 3 or 4 horse
power. It consists in putting the escape orifice higher than the end of the piston's
down stroke (at least a third of the total length of the stroke) and making the
cylinder longer than the length of the stroke as shown in Figure 2 which represents
an engine in the act of compressing on the return of the piston.
The space comprised between the escape hole and cylinder bottom contains the
volume of gas and air of the charge whilst the space comprised between the
bottom of the piston stroke and the cylinder bottom constitutes the explosion
chamber.
When the piston passes the escape hole in descending it slightly compresses the
charge up to the end of its stroke and as soon as the dead point is passed ignition
takes place and the force of the explosion is exerted during the ascending stroke
of the piston (Figure 2).
In order to cause the explosive mixture to enter the cylinder the following
arrangement is employed.
The top of the Cylinder A is closed by a stuffing box and it communicates by

page_text: The
means of a pipe with two reservoirs I and K. The reservoir K is moveable or
elastic it being conveniently formed of an india rubber pocket or bag.
reservoir I is reserved for the charge of the explosive mixture and communicates
with the bottom of the cylinder as shewn. The Engine acts as follows.
When the piston descends the air contained in the Charge reservoir I is exhausted
into the top of the cylinder and this produces a vacuum in the reservoir which is
replenished with air and gas by two conduits.
When the piston is at the bottom of its stroke the top of the cylinder is filled
with air and the reservoir I is filled with an explosive mixture. The piston
reascends and the air which is in the top of the cylinder passes into the elastic
reservoir K and is compressed a little and when the piston is about to descend
again the valve opens and the cylinder is emptied on the one side by the descent
of the piston and on the other side because the air contained in the elastic
reservoir K has expanded impelling before it the explosive volume of the charge
reservoir into the explosion chamber G of the cylinder in the place of the burnt
gases which have escaped by the exhaust.
When the piston has arrived at the escape Orifice there is no longer any gas and
air to pass into the bottom of the cylinder the piston continuing to descend
compresses the explosive volume down to the bottom of the stroko and the dead
point once passed ignition takes place the piston ascends and the operations are
repeated.
The elastic reservoir K may be replaced by a large reservoir containing coin-
pressed air forming a cushion. The Charge reservoir I and the explosion reservoir
may be ordinary or serpentine pipes.
In order that the compression may be effected by the return of the piston the
transmitting mechanisin is modified in order to avoid the great strain of the
connecting rod at the end of the stroke. This transmitting mechanism consists of
a slotted arm C one of the extremities of which oscillates on a centre on the frame
opposite the cylinder the other extremity being coupled to the connecting rod D.
-The-Crank-pin_of_the_crank_B_engages in this slot and when the piston is
descending the crank by acting on the lever C at the part farthest from the fulcrum
of the said lever exerts the necessary force for compressing the mixture.
When
the piston ascends it will be seen that the mechanism transmits motion to the
crank B at a greate speed.
The advantages of this arrangement are that the power is well distributed with
but little lateral friction and at the moment of the explosion the piston moves with
great rapidity.
Instead of employing the crank in the slot a horizontal lever and a small
connecting rod coupled to the crank could be employed but the speeds would be
less advantageous.
In Figure 2 E is the escape Orifice l'is the line showing the end of the stroko
of the piston G is the explosion chamber lined with refractory material H.
This Engine can be worked without being cooled otherwise than by the wings
of the Cylinder but in certain cases for Engines working in buildings it is desirable
that the temperature should be lowered by additional means.
With this object I employ either together or separately the two following
methods.
The first consists in causing the gas to enter only once for several strokes of the
engine and each time that the gas does not enter the air is cooled in the interior
of the explosion Chamber G. The second Method consists in putting water in the
For this
base of the engine and causing the explosion chamber to dip into it.
purpose this chamber is formed of a serpentine pipe. The said water cools through
its vaporisation no accessory Reservoir being needed.
For great powers which are only possible with a great economy of gas the
explosive volume is energetically compressed to several atmospheres by the
following method.
This method consists in compressing pure air in the top of the Cylinder A and

page_text: from there into a compressed air cylinder and it is with this compressed air that
the mixture is compressed in the explosion chamber of the cylinder the gas
arrives beforehand without any pressure from the commencement of the stroke by
the exhaustion of the piston or else is exhausted in a charge Reservoir as before
mentioned.
The working of the engine is as follows.
The piston ascends, draws gas and a little air into the Cylinder then the air
valve opens the compressed air enters completes the mixture and compresses it at
the same time.
As soon as equilibrium of pressure is established between the interior of the
Cylinder and the compressed Air reservoir the valve is shut and ignition takes place
and the piston is thereby operated. In descending the piston drives out the
products of combustion and then it reascends and draws in the Gas and the
compressed air and so on as before described.
In order not to compress the entire volume in the cylinder the piston rod is
hollow and it is pierced with Orifices I at certain heights these orifices putting the
inside and outside of the Cylinder into communication and it is only when the
whole of the orifices have passed the stuffing box that the compression commences.
This manner of compressing utilises a greater part of the heat of the gas because
the air is compressed in a cold portion of the cylinder and this cold compressed
air expands on entering the explosion chamber of the Engine and produces a motive
power superior to its compression and in this fashion by the accelerated movement
of the Engine the Governor stops the admission of gas and the engine still produces
a certain power like a hot air engine and this so long as the cylinder possesses a
high temperature.
It is the considerablo elevation of the temperature of the gases which produces
power in gas engines. All that is possible is therefore done in carrying out this
Invention to cause this temperature to remain elevated. Whilst these gases are
expanding under the piston. Hitherto these gases came into contact with the
metallic walls of the cylinder which caused them to cool instantaneously and
produced on the piston a shock rather than a gradual expansion.
In order to avoid this defect a lining H of fire clay or the like is placed in the
inside of the explosion or combustion chamber which thus becomes a fire box
preserving the heat as much as possible. By this arrangement the escape gases
come out at a very high temperature and they may be employed to heat a special
generator which can be utilized in any suitable way for producing work.
This generator is arranged as shown in section Figure 10.
Cast iron serpentine plates B are arranged in a nonconductive envelope A
made of fire clay for example and above is a small metallic closed vase containing
air.
The serpentine B communicates on one side with a Water Reservoir D by the
pipe C and on the other side with the bottom of the cylinder by means of two
pipes supplied with valves.
The whole operate as follows.
E is the metallic vase containing air F is the pipe which directs the expanded
air and G is the pipo by which the piston exhausts the water in the serpentine
generator B, H is a valve moved exteriorily by the action of the governor and his
a retaining valve I is the opening at which the escape gases of the engine enter
and J is the opening for their exit. K are arrows which show direction taken by
the hot gases.
The escape gases of the engine enter from below heat the serpentine B and the
closed vase E and issue from above at J and when the air which this vase contains
has attained the temperature of 200° C. it compresses by its expansion a piston
placed in equilibrium which shuts the gas valve and opens the water conduit C of
the generator. The engine continuing to travel the piston draws in water instead of
gus at the beginning of its stroke and this water arriving at the heated serpentines
at 200° C. instantly turns into steam and produces a volume of steam which

page_text: expands under the piston up to the top of the stroke and so on so long as the
Serpentines have a high temperature. When this temperature decreases the gas
enters in the place of the water and so on.
Besides this, for very great powers when the high temperature of the generator
causes water to enter the engine in the place of gas, I inject water under pressure
(say from town mains) at the end of the stroke of the piston by small holes pierced
in the top of the cylinder (see H Figure 1). This water produces the same effect
as the rose-head in the steam condensers it condenses the vapor of the cylinder and
the vacuum causes the return of the piston. This vacuum may be made perfect by
means of an ordinary steam pump. A second cylinder may also be added in which
expand the hot gases issuing from the first cylinder and the vacuum is then
provided in this second cylinder as in ordinary steain engines.
In small engines igniting is performed in the same way as in the Bisschop
engines but a new arrangement is provided for the igniter. This improvement
consists in making an igniter with a much larger opening and putting the two
entries for gns in this opening G Figure 8 which represents a section of the
ignition chamber H contiguous to the cylinder A in which the piston B works.
One of the conduits or gas pipes brings the gas to the igniter D in an
intermittent manner. The other brings the gas to the igniter in a constant way.
The intermittent arrival of the gas to the igniter is produced at just the
moment that it becomes necessary to ignite and this is produced by the "cam
the governor.
" of
When the speed of the engine exceeds the regulation limit the admission of the
gas is no longer produced for the engine and the intermittent supply to the burner
is also stopped.
-
For more powerful engines which work with a compressed explosive mixture the
ignition is effected by means of special arrangements which together form an
ignition chamber (Figure 8).
This chamber H is fixed on the cylinder A and it is supplied with three of my
igniters-which-have each a "distinct function."
The first C is that of communication the second-D-is-that of the exterior ignition
the third E is that of the evacuation of the burnt gases.
The igniter C gives communication between the inside of the cylinder and the
inside of the ignition chamber H.
The igniter D causes the exterior flame of the ignition jet to enter the ignition
chamber H. The evacuation igniter E is placed above and it is by this that the
burnt gases issue from the ignition chamber and their exit is accelerated by a small
chimney F.
The vertical valve S of the igniter C is pierced by a small hole by which
the compressed mixture from the cylinder passes in order to be ignited in the
chamber H.
The ignition is caused in the following way.
The compressed explosive mixture holds down the communication valve S but
the small hole which is pierced in this valve allows a little mixture to pass into the
ignition chamber until this chamber becomes full of it.
At this moment the flame arrives at the ignition jet and ignites the mixture
which issues with very little speed. The flame is communicated from the outside
to the inside and produces a slight explosion in the ignition chamber H. This
explosion shuts the exterior igniters opens the communicating igniter C penetrates
into the inside of the cylinder A and produces the motive explosion. The piston
is driven up to the top and returns to the point of departure whilst the burnt
gases escape at F and so on.
To regulate the travel of the engine a centrifugal governor is arrange in a novel
way. This governor is represented in front elevation and in section at Figures 3
and 4. Two metallic masses B are fixed on two rods and one of the ends of each
of these rods enters and slides in a hole pierced in the rim of the fly wheel and the
other end of each rod is bound to a bent lever C, which by its movement

page_text: displaces the distributing cam E for the gas which cam is movable along the
shaft D.
This governor operates as follows:
The balls or masses B whilst receding from the centre through the centrifugal
force according to the speed of the engine compress springs between the rim of the
fly wheel A the strength of which springs is calculated for a given speed. If this
speed be exceeded the balls move outwards and draw backward the distributing
cam E which can in this new position no longer actuate the lever of the Gas
valve and thus the supply of gas is discontinued. If the speed diminishes,
the springs act to cause the replacement of the distributing cam E to its acting
position.
One very great inconvenience attending the working of gas engines is the
<lifference of pressure of the Gas and there are some towns where there is no pressure
of Gas during the day, this inconvenience is avoided according to the present
Invention by disposing India rubber pockets or bags in a novel manner.
When there is no pressure of gas the India rubber pocket or bag does not swell
and is inoperativo. In order to render it operativo arrange it as shewn in
Figures 5, 6, and 7.
The bag or pocket A is fixed on a support E through the middle of one of its
sides and on each side of the bag there are two uprights B whose extremities are
bound by a blade spring C. and to this spring is attached the other side of the bag
in such a way that when at rest the bag will be thoroughly swelled.
The engine when at work draws the gas from the bag during a quarter of the
revolution and the bag contracts or becomes flattened during the remainder of the
revolution. The spring plate brings back the sides of the bag to their original
expanded position which can only be effected by drawing in gas from the supply
pipe.
The India rubber bags thus arranged become very simple suction pumps.
For ignition another smaller bag is similarly disposed but in order to have a
greater pressure at a given moment, a lever D moved by the engine presses on the
front of the bag and produces a large flame at the desired moment.
Another practical inconvenience of gas engines is the rupture of the shafts
through the insufficiency of the joining of the shaft with the flywheel.
In order to avoid this defect and to make a perfect joining the shaft D is screwed
on the flyweel B in a manner shewn in Figure 4 and the parts of the transmission
gear of the Engine are joined together in the same manner.
In order to allow of the adjusting of the piston rings without distorting them
the improved construction of piston Figure 9 is employed. Instead of making a
groove in which to lodge the rings the piston A is turned to correspond to the
internal diameter of the rings except at the upper edge which is turned to corre-
spond to the diameter of the cylinder. The rings B are then slipped on side by
side, a split and elastic ring alternating with a ring not split.
When the piston is nearly covered, I employ a last split ring D of a smaller
internal diameter which springs into a groove formed near to the lower edge of
the piston.
This last ring is termed the "key ring" and the groove the "key ring groove
because it is this last ring that retains all the others in the manner of a key.
"
Having now described and particularly ascertained the nature of the said
Invention and the manner in which the same is or may be used or carried into
effect I would observe in conclusion that what I consider to be novel and original
and therefore claim as the Invention secured to me by the hereinbefore in part
recited Letters Patent is:
First. In gas engines of the type mentioned, arranging the crank shaft at the
side of the cylinder instead of at the side of the piston rod substantially as and
for the purpose hereinbefore described with reference to the accompanying
Drawings.
Second. The herein before described manner of making the mixture enter the

page_text: explosion chamber of the cylinder with the help of an intermediate charge reservoir
and another extensible reservoir.
Third. The herein before described manner of assisting the cooling effect of the
wings, consisting in making only one explosion for several turns or strokes of the
engine and also the cooling by vaporisation of water contained in a receptacle on
the Engine.
Fourth. The application to gas engines of the slotted rod C substantially as and
for the purpose hereinbefore described and illustrated in Figure 2 of the accom-
panying Drawings.
Fifth. Arranging the escape opening in a position before the end of the stroke of
the piston substantially as and for the purpose described and illustrated in Figure 2
of the accompanying Drawings.
Sixth. The manner of making the compressed mixture in the cylinder that is to
say, exhausting the gas by the ascension of the piston and completing the mixture
with the compressed air.
Seventh. The combination of the Steam generator heated by the escape and
comprising the Serpentine plates; the air regulating apparatus; the feeding of
water produced by the movement of the motive piston and the manner of cooling
by injection of water in the motive cylinder substantially as hereinbefore described
with reference to Figure 10 of the accompanying Drawings.
Eighth. Lining the combustion or explosion chamber with fire-clay or like
refractory material as hereinbefore described.
Ninth. The application of several of the ignitors to one ignition chamber
as herein before described and illustrated in Figure 8 of the accompanying
Drawings.
Tenth. The combination and arrangement of parts constituting the ignition
chamber illustrated in the said Figure 8.
Eleventh. Forming in the valve S, a small hole of communication, also causing
the intermittent supply of the Gas to the Gas jet and also its improved construction
as hereinbefore described.
Twelfth. The arrangement of the governor upon the fly-wheel substantially
as hereinbefore described and illustrated in Figures 3 and 4 of the accompanying
Drawings.
Thirteenth. The novel mode of fixing the flywheel on to its shaft as described
and illustrated in Figure 4 of the accompanying Drawings.
Fourteenth. The novel arrangement of the India rubber pockets or bags for
working in places where Gas is not supplied under pressure as described and
illustrated in Figures 5, 6 and 7 of the accompanying Drawings.
Fifteenth. The novel construction of the piston hereinbefore described and
illustrated in Figure 9 of the accompanying Drawings.
In witness whereof. I the said John Henry Johnson have to this my
Specification set iny hand and seal this first day of August One
thousand eight hundred and eighty two.
as herein before described.
Twelfth. The arrangement of the governor upon the fly-wheel substantially
as hereinbefore described and illustrated in Figures 3 and 4 of the accompanying
Drawings.
Thirteenth. The novel mode of fixing the flywheel on to its shaft as described
and illustrated in Figure 4 of the accompanying Drawings.
Fourteenth. The novel arrangement of the India rubber pockets or bags for
working in places where Gas is not supplied under pressure as described and
illustrated in Figures 5, 6 and 7 of the accompanying Drawings.
Fifteenth. The novel construction of the piston hereinbefore described and
illustrated in Figure 9 of the accompanying Drawings.
In witness whereof I the said John Henry Johnson have to this my
Specification set any hand and seal this first day of August One
thousand eight hundred and eighty two.