IMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR ENGINES
Year: 1880

page_text: LETTERS PATENT to Hugh Williams and James Malam, both of Southport,
in the County of Lancaster, and of 15, Water Street, Liverpool, also in the
County of Lancaster, for an Invention of "IMPROVEMENTS IN AND RELATING
TO ATMOSPHERIC AIR AND GAS MOTOR ENGINES."
PROVISIONAL SPECIFICATION left by the said Hugh Williams and James
Mallam at the Office of the Commissioners of Patents on the 10th September
1880.
HUGH WILLIAMS and JAMES MALAM, both of Southport, in the County of
Lancaster, and of 15, Water Street, Liverpool, also in the County of Lancaster.
IMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR
ENGINES."
•
Our Invention has for its object certain improvements in the construction and
method of action for working what are commonly known as gas motor engines,
and also in certain appliances connected therewith.
The principle upon which a gas motor engine according to our Invention works
is by the outward stroke of the working piston. An auxiliary piston working in an
exhausting cylinder exhausts a vacuum chamber which is in connection with the
cylinder of the working piston, so that at the end of the stroke a vacuum is
immediately produced in the working cylinder, which causes an inrush of a
combustible mixture of gas and atmospheric air; the further return or inward stroke
of the working piston compresses the charge of combustible fluid to the required
density, so that it is in a proper condition to be fired or ignited for the next
outward or effective stroke.
One method of constructing an engine for carrying our improved system into
operation consists in constructing a cylinder bored to two diameters; the smaller
diameter being the working cylinder is closed at its end and provided with suitable
admission and other valves, and the larger diameter being the exhausting cylinder
and open at its end. Two pistons are used, one working in the larger diameter,
the other working in the smaller diameter or working cylinder. These pistons are
connected by a trunk which forms an annular space between itself and the larger
diameter. This forms the exhausting portion of the cylinder, and is provided with

page_text: suitable discharge valves, and is connected to a vacuum chamber, which vacuum
chamber is provided with a non return valve in connection with the exhausting
cylinder, and also is in communication with the exhaust passages and valves of the
working cylinder.
The action is this: the exhaust is open to the working cylinder slightly before
the finish, and for a short time after the outward stroke, and the vacuum chamber
extracts the products of combustion, the communication with the vacuum chamber
being then cut off. The vacuum thus created in the cylinder causes an inrush of
combustible fluid and atmospheric air through a suitable valve, and the further
inward stroke of of the piston compresses this charge to the required density either
into a chamber formed at the end of the cylinder, and being a continuation thereof,
or into a chamber surrounding the end of the cylinder, and communicating through
ports and passages therewith, when it is ready for ignition or firing by a suitablo
ignition valve, such as those hereafter referred to. By this arrangement of
exhausting cylinder and exhausting chamber we are enabled to apply motive
force to every outward stroke of the working piston without having to resort to
forcing the combustible charge into the cylinder.
Another method of accomplishing the exhausting and condensing of the products of
combustion in the working cylinder consists in the use of a jet ejector with conoidal
nozzles centrally arranged. Cold water is passed through the nozzles which envelopes
the exhaust chamber, to which the products of combustion are conveyed from the
exhaust valve of the working cylinder. The condensation of the heated gases.takes
_place between the orifices of the cold water nozzles and the throat or bell mouth. By
this arrangement we are enabled to keep the exhaust-chamber in a sufficient state of
vacuum to dispense-with-the-exhausting cylinder, and simply substitute for such
cylinder a small double acting water pump. The influence of the condenser-on-the-
working cylinder is exactly the same as in the former arrangement of establishing
a vacuum in the chamber by an exhausting pump.
With a view of giving the most efficient effect to the influence of the exhaustion
chamber on the products of combustion. When the communication is formed
between it and the working cylinder we place the position of the exhaust valve
about midway of the length of the working cylinder. By this we minimise the
distance through which the products of combustion have to traverse at the inoment
when they are expelled from the cylinder. Another advantage is also gained by
this arrangement, a certain portion of the combustible fluid is compressed into the
exhaust passage by the instroke of the working piston. This is covered by the
piston when at the extent of that stroke, when the charge is ignited, propelling
the piston outwardly, it shall have again exposed the exhaust passage, when the
small quantity of combustible fluid contained therein is ignited by the remaining
flame due to the first ignition, and will thus give an additional impetus to the
piston when about midway of its outward stroke.
Where the engine is formed with the air and gas chamber round the end of the
cylinder and communicating therewith through ports, the following is the working
action-The piston on its inward stroke compresses the combustible charge which
has been previously drawn into the cylinder at an early part of the saine stroke
into the chamber until the piston shall have covered the ports; then on the return
or outward stroke the small quantity of combustible compound there may be
between the end of the piston and the end of the cylinder, and within the other
spaces, will on the first of the outward stroke and before firing expand and form a
partial vacuum, and in consequence will draw or suck in the igniting or firing
flame past a small suspended ball valve in the end of the cylinder, and will ignite
the expanded charge. This small ignited charge will continue fired until the piston
shall have exposed the main compressed charge within the chamber to the fire
charge within the cylinder. This should take place at about one sixth of the
outward stroke. The ordinary coal or other gas and atmospheric air are
admitted or drawn into the cylinder through a valve of the injector type, the gas
coming through the central nozzle and drawing in the air with it. The nozzle, or

page_text: its equivalent arrangement, are so fitted that the charge of gas and also the charge
of air can be regulated and cut off by the action of the engine governor. The
ignition valve which we prefer to use for the type of engine just described
consists of a small ball valve suspended inside and at the end of the cylinder over
the inlet port of the ignition flame. Across this port there slides a small rectangular
valve or its equivalent, through the cover of which and also through the valve
there is a small passage of gas at ordinary pressure. By the valve and over the
aperture to the cylinder there is a master light or flame, the volume of which is
increased at the time required of firing the cylinder by the action of the slido valve.
This flame is drawn into the cylinder, as before stated, and fires the charge.
It is well known in practice that in order to sustain the ignition of gas outside
of ordinary gas lighting burners, the pressure of the gas within the gas pipe or
behind the flame must be superior to that of the atmosphere in front of the flame,
therefore following the same rule we adopt, as an alternative mode of igniting the
charge, a similar principle to effect the ignition of the compressed charge of the
combustible compound in the cylinder.
In order to carry this into effect, valves of various forms may be constructed,
such as a conical semi rotary plug valve, a small slide valve, a semi rotary disc
valvo. In each case we forin a small chamber in the valve, in which an ignition
flame is sustained with gas drawn from the ordinary gas supply pipe, or a mixture
of gas and air from behind, at a pressure always superior to the atinosphere when
not exposed to the combustible compound, and at a relatively increased superior
pressure when exposed to the compressed combustible compound within tho
cylinder.
To ensure the above conditions appertaining to the valves, we construct a metallic
chamber in the form of the segment of a sphere. This chamber is hermetically
closed from the atmosphere by an clastic cover or a diaphragm. In front, or on the
outward side of the cover, we form the compressor of shape similar to a mushroom
valve. In the first instance raw gas is turned into the chamber, and from there is
passes on through a passage past a conical regulating spindle, and through a pipe to
sustain the ignition flaine at normal pressure within the igniting chamber of the
igniting valve when the flame is not exposed to the compressed charge in the
cylinder. When the working piston of the engine on its instroko is compressing
the mixed charge of air and gas within the cylinder, a portion of that charge may
or may not be, according to the desirability for a strong mixture, forced through an
orifice into and amidst the charge of raw gas already within the chamber, and
thereby forms a more strongly explosive charge behind the igniting flame than that
which exists in front of it. In order that the compressed charge may not rush
with unnecessary violence through the igniting orifice when the igniting chamber
of the valve is open to the atmosphere, the pressure within the chamber will act
on its elastic cover, and cause it to bulge outwards and reduce the passage, with the
conical regulating spindle acting in fact as a reducing valve. Just before the
igniting passage of the igniting valve and the flame therein is exposed to the com-
bustible charge within the cylinder, the mushroom headed spindle is being actuated
upon by a cam or its equivalent, which causes the buffer end thereof to bear on the
clastic cover or diaphragm, and compress the charge within the chamber. Thereforo
it can be readily seen that when the igniting flame is exposed to the compressed
charge within the cylinder, it will be sustained from behind by a charge much more
highly compressed than that in front, and a jet of highly explosive mixture may be
made to traverse the mass at a critical moment.
Another method by which the firing or ignition may be performed according to
our Invention consists in using a conical semi rotary plug valve, a slide valve, or
a disc valve, in a chamber of which the ignition flame is sustained against the
compressed charge in the cylinder by a small force pump, which forces a small
charge of raw gas, or a mixture of gas and air, behind the igniting flame, sustains
such flame, and ensures the flame firing the charge within the cylinder. When a
slide valve or a semi rotary disc valve is used, we prefer to actuate such slido valvo

page_text: by a crank pin working in the slot of an elbow lever. Our reason for adopting this
arrangement is to obtain a variable motion, and to bring the igniting flame quickly
to the charge, something like the variable motion connected with slotting machines.
Another method by which the ignition of the compressed mixture within the
working cylinder may be effected, is by electric sparks generated by a therino pile
on the principle that when two metals, whose susceptibility to heat are unequal,
are connected together and heat applied at the line of junction, an electric current
is produced. These sparks we produce within the combustion chamber of the
working cylinder. A successive production of sparks at the right period of the
revolution of the crank are effected by an insulated commutator attached to
the crank shaft or to a counter shaft. The generator of the electro thermo pile is
composed of antimony and bismuth, arranged radially around a geramic, or some other
non conductive holder. Within the non conductive holder we place two concentric
cylinders, in which we form a source of heat; the innermost cylinder may be
formed of the exhaust pipe, or other means of conveying the waste heat from the
engine. For the purpose of establishing a difference of potential, and to produce a
current of electricity for starting the engine, the necessary heat is produced by the
admission into the annular space between the central concentric cylinders or tubes.
The outer of these cylinders is perforated with holes, in order that the gas admitted
at the bottom may be equally distributed throughout the length of the cylinder.
The gas-in-issuing through these lateral perforations meets with a current of air
passing through the space between the elements and the -perforated-cylinder, and
produces a Bunsen fume, and radiates its heat in the opposite couples. When the
engine is worked for a short time-the-gas-may_be_turned off, sufficient beat being
generated within-the-innermost cylinder or the exhaust pipe to keep the thermo
pile going. Thus the waste heat given off by the working-of-the-engine-is-utilized.
to generate the electrical sparks.
Our Invention further consist in evolving gas for gas motor engines from hydro
carbon oils and spirits, by the heat generated by the working of the engine. Wo
form a chamber round the working cylinder, or some other portion of the engine
capable of giving off sufficient temperature of waste heat, which chamber we fill
with pummice stone, charcoal, or like absorbent. The gasoleine or other hydro carbon
oil drips into the chamber and is absorbed by the pummice stone; the gas evolved
by the heat of the engine is used either as, or to mix with, the combustible charge
in the working cylinder.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Hugh Williams aud James Malam in the Great Seal Patent
Office on the 10th March 1881.
HUGH WILLIAMS and JAMES MALAM, both of Southport, in the County of
Lancaster, and of 15, Water Street, Liverpool, in the County of Lancaster.
"LMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR
ENGINES."
Our Invention has for its object certain improvements in the construction and
method of action for working what are commonly known as gas motor engines, and
also in certain appliances connected therewith.
The principle upon which a gas motor engine according to our Invention works
is by the outward stroke of the working piston. An auxiliary piston working in
an exhausting cylinder exhausts a vacuum chamber which is in connection with
the cylinder of the working piston, so that at the end of the stroke a vacuum is
immediately produced in the working cylinder, which causes an inrush of a
combustible mixture of gas and atmospheric air; the further return or inward
stroke of the working piston compresses the charge of combustible fluid to the
required density, so that it is in a proper condition to be fired or ignited for the
next outward or effective stroke.
One method of constructing an engine for carrying our improved system into
operation consists in constructing a cylinder bored to two diameters; the smaller
diameter being the working cylinder is closed at its end and provided with suitable
admission and other valves, and the larger diameter being the exhausting cylinder
and open at its end. Two pistons are used, one working in the larger diameter,
the other working in the smaller diameter or working cylinder. These pistons are
connected by a trunk which forms an annular space between itself and the larger
diameter; this forms the exhausting portion of the cylinder, and is provided with
suitable discharge valves, and is connected to a vacuum chamber, which vacuum
chamber is provided with a non return valve in connection with the exhausting
cylinder, and also is in communication with the exhaust passages and valves of the
working cylinder.
The action is this: the exhaust is open to the working cylinder slightly before the
finish of and for a short time after the outward stroke, and the vacuum chamber
extracts the products of combustion, the communication with the vacuum chamber
being then cut off. The vacuum thus created in the cylinder causes an inrush of
combustible fluid and atmospheric air through a suitable valve, and the further
inward stroke of the piston compresses this charge to the required density either
into a chamber formed at the end of the cylinder, and being a continuation thereof,
or into a chamber surrounding the end of the cylinder and communicating through
ports and passages therewith, when it is ready for ignition or firing by a suitable
ignition valve, such as those hereafter referred to. By this arrangement of
exhausting cylinder and exhausting chamber, we are enabled to apply motive force
to every outward stroke of the working piston without having to resort to forcing
the combustible charge into the cylinder.
Another method of accomplishing the exhausting and condensing of the products
of combustion in the working cylinder consists in the use of a jet ejector with
conoidal nozzles centrally arranged; cold water is passed through the nozzles
which are in the exhaust chamber, to which the products of combustion are
conveyed from the exhaust valve of the working cylinder. The condensation of the
heated gases takes place between the orifices of the cold water nozzles and the
throat or bell mouth. By this arrangement we are enabled to keep the exhaust
chamber in a sufficient state of vacuum to dispense with the exhausting cylinder.

page_text: and simply substitute for such cylinder a small double acting water pump. The
influence of the condenser on the working cylinder is exactly the same as in the
former arrangement of establishing a vacuum in the chamber by an exhausting
pump.
With a view of giving the most efficient effect to the influence of the exhaustion
chamber on the products of combustion when the communication is formed between
it and the working cylinder, we place the position of the exhaust valve about
midway of the length of the working cylinder; by this we minimise the distance
through which the products of combustion have to traverse at the moment when
they are expelled from the cylinder; another advantage is also gained by this
arrangement, a certain portion of the combustible fluid is compressed into the
exhaust passage by the instroke of the working piston; this is covered by the
piston when at the extent of that stroke when the charge is ignited, propelling
the piston outwardly, and it shall have again exposed the exhaust passage; then
the small quantity of combustible fluid contained therein is ignited by the
remaining flame due to the first ignition, and will thus give an additional impetus
to the piston when about midway of its outward stroke.
Where the engine is formed with the air and gas chamber round the end of the
cylinder and communicating therewith through ports, the following is the working
action The piston on its inward stroke compresses the combustible charge, which
--has been previously drawn into the cylinder at an early part of the same stroke,
into the chamber until the piston shall have covered the ports; then on the return
or outward stroke the small quantity of combustible compound there may be
between the end of the piston and-the-end-of-the-cylinder-and-within_the_other_
spaces-will-on-the-first-of-the-outward stroke and before firing expand and form a
partial vacuum, and in consequence will draw or suck in the igniting or firing flame
past a a small suspended ball valve in the end of the cylinder, and will ignite the
expanded charge; this small ignited charge will continue fired until the piston shall
have exposed the main compressed charge within the chamber to the fired charge
within the cylinder; this should take place at about one sixth of the outward
stroke. The ordinary coal or other gas and atmospheric air are admitted or drawn
into the cylinder through a valve of the injector type; the gas coming through
the central nozzle and drawing in the air with it. The nozzle, or its equivalent
arrangement, are so fitted that the charge of gas and also the charge of air can be
regulated and cut off by the action of the engine governor. The ignition valve
which we prefer to use for the type of engine just described consists of a small ball
valve suspended inside and at the end of the cylinder over the inlet port of the
ignition flamo; across this port there slides a small rectangular valve or its
equivalent, through the cover of which and also through the valve there is a small
passage of gas at ordinary pressure. By the valve and over the aperture to the
cylinder there is a master light or flame, the volume of which is increased at the
time required of firing the cylinder by the action of the slide valve; this flame is
drawn into the cylinder as before stated and fires the charge.
It is well known in practice that in order to sustain the ignition of the gas
outside of ordinary gas lighting burners, the pressure of the gas within the gas pipe
or bebind the flame must be superior to that of the atmosphere in front of the
flame; therefore following the saine rule we adopt, as an alternative mode of
igniting the charge, a similar principle to effect the ignition of the compressed
charge of the combustible compound in the cylinder.
In order to carry this into effect valves of various forms may be constructed,
Buch as a conical semi rotary plug valve, a small slide valve, a semi rotary disc
valve. In each case we form a small chamber in the valve, in which an ignition
flame is sustained with gas drawn from the ordinary gas supply pipe, or a mixture
of gas and air, froin behind at a pressure always superior to the atmosphere when
not exposed to the combustible compound, and at a relatively increased superior
pressure when exposed to the compressed combustible compound within the
cylinder.

page_text: To ensure the above conditions appertaining to the valves, we construct a
metallic chamber in the form of the segment of a sphere. This chamber is
hermetically closed from the atmosphere by an clastic cover or a diaphragm. In
front or on the outward side of the cover we form the compressor of shape similar
to a mushroom valve. In the first instance raw gas is turned into the chamber,
and from there it passes on through a passage past a conical regulating spindle, and
through a pipe to sustain the ignition flame at normal pressure within the igniting
chamber of the igniting valve when the the flame is not exposed to the compressed
charge in the cylinder. When the working piston of the engine on its instroke is
compressing the mixed charge of air and gas within the cylinder, a portion of that
charge may or may not be, according to the desirability for a strong mixture, forced
through an orifice into and admidst the charge of raw gas already within the
chamber, and thereby forms a more strongly explosive charge behind the igniting
flamo than that which exists in front of it. In order that the compressed charge
may not rush with unnecessary violence through the igniting orifice when the
igniting chamber of the valve is open to the atmosphere, the pressure within the
chamber will act on its elastic cover, and cause it to bulge outwards and reduce
the passago, with the conical regulating spindle acting in fact as a reducing valve.
Just before the igniting passage of the igniting valve and the flame therein is
exposed to the combustible charge within the cylinder, the mushroom headed
spindle is being actuated upon by a cam, or its equivalent, which causes the buffer
end thereof to bear on the clastic cover or diaphragm and compress the charge
within the chamber. Therefore it can be readily seen that when the igniting flame
is exposed to the compressed charge within the cylinder, it will be sustained from
behind by a charge much more highly compressed than that in front, and a jot of
highly explosive mixture may be inade to traverse the mass at a critical moment.
Another method by which the firing or ignition may be performed according to
our Invention consists in using a conical semi rotary plug valve, a slide valve, or a
disc valve, in a chamber of which the ignition flame is sustained against the
compressed charge in the cylinder by a small force pump, which forces a small
charge of raw gas or a mixture of gas and air behind the igniting flame to sustain
such flame, and ensures the flame firing the charge within the cylinder. When
a slide or semi rotating disc valve is used, we prefer to actuate such slide valve by
a crank pin working in the slot of an elbow lever. Our reason for adopting this
arrangement is to obtain a variable motion, and to bring the igniting flame
quickly to the charge, something like the variable motion connected with slotting
machines.
The beforegoing being the nature, object, and purposes of our Invention, we will
now proceed to more particularly describe and illustrate the construction of
atmospheric air and gas engines according to our Invention, and show how our
improved system of working may be practically applied, and describe forms and
arrangements of parts suitable for being employed in carrying our Invention into
practice, and for that purpose we have hereunto attached eight Sheets of Drawings
illustrative thereof, marked with letters and figures of reference corresponding with
those in the following explanation, like letters and figures being used to denote
the same or corresponding parts throughout the various views and Figures.
One method of constructing an engine for carrying our improved system into
operation is illustrated at Figure 1, which is a sectional elevation of a gas engine
the cylinder of which is bored to two diameters, the smaller diameter A being
the working cylinder is closed at its end B, and is provided with a suitable
admission valve C, ignition valve D, and exhaust valve E. The larger diameter F
we use as an exhausting cylinder; it is open at its end F¹, as shown. Two
pistons are used, the piston G being the piston of the exhausting cylinder F, and
the piston H being the piston of the working cylinder A. These pistons are
connected by a trunk, as shown, which forms an annular space between itself and
the outside of the cylinder F. This annular space forms the exhausting portion
of the cylinder F, and is provided with a dischargo valve I, and is connected

page_text: through the pipe or passage J to the vacuum chamber K; J' is a non return valve
between the vacuum chamber K and the exhausting cylinder F; E¹ is a non return
valve between the vacuum chamber K and the working cylinder A; E" is an
exhaust passage from the cylinder A to the vacuum chamber K.
The action of this example of our Invention is thus:-The exhaust valvo E is
open to the working cylinder A slightly before the finish of and for a short time
after the outward stroke of the pistons H, C, and the vacuum chamber K extracts
the products of combustion from the cylinder A. The communication between the
cylinder A and the vacuum chamber K is then shut off by the closing of the
valve E. The vacuum created in the cylinder A hy this exhaustion causes an
inrush of combustible gaseous fluid, such as ordinary coal gas and atmospheric air,
through the the admission valve Cinto the cylinder A, and the further inward stroke
of the piston H compresses this charge to the required density, either into the
chamber A' formed at the end of the cylinder A, and being a continuation thereof,
or into a chamber A' surrounding the end of the cylinder A, as illustrated at 1
Figure 3, and communicating through ports and passages a therewith. After
compression into the chamber A' the charge is ready for ignition by the ignition
valve, such as D, hereinafter described. By this arrangement of exhausting
cylinder F and exhausting chamber K we are enabled to apply motive force to
_every outward stroke of the working piston H without having to resort to forcing
the combustible charge into the cylinder A..
Figure 2 is an elevation, and
Figure-3-a-sectional plan of our Invention as applied to a double acting
cylinder, or single piston cylinder, one end of which-A-forms-the-working cylinder
and the other end F-forms-the-exhausting cylinder. The cycle of operation is
similar to that described upon reference to Figure 1, namely, the vacuum chamber-K-
is actuated by the cylinder F, and extracts the products of combustion from the
cylinder A through the exhaust E.
The examples illustrated at Figures 1, 2, and 3, show the application of the
vacuum chamber K to the systems of exhaustion for which former Letters Patent &
were granted to us, No. 1692, dated 24th April 1880, and practically illustrated on
Sheets 1 and 3 of the Drawings annexed to the Specification thereof.
Another method of accomplishing the exhausting and condensing of the products
of combustion in the working cylinder A consists in the use of a jet ejector L. An
example of this system is illustrated in sectional elevation at Figure 4. Figure 5:
is a section through B, B, Figure 4; Figure 6 is a sectional plan of Figure 4;
Figure 7 is a section through the air and gas admission valve, Figure 4, showing
the governor in gear, having lifted the valve beyond its usual lift when admitting
air and gas. The gas is cut off and the air is admitted to pass to and fro into the
cylinder A when the engine is racing; the normal lift of the valve and lever is
shown in dotted lines. Figure 8 is a section through A, A, Figure 6, showing force
pump and air plunger valve; Figure 9 illustrates the inside face of the valve cover,
Figure 8.
Reference to Figure 4, it will be seen that the jet ejector L is connected to the
exhaust E of the cylinder A. It will be seen that the ejector L is formed with
conoidal nozzles M centrally arranged. Cold water is passed through the nozzles M
from the pipe and nozzle N, and the products of combustion are exhausted from the
cylinder A through the passage E" The condensation of the heated gases takes
place between the conoidal nozzles M. By this arrangement we are enabled to
keep the exhaust chamber L in a suflicient state of vacuum to dispense with the
exhausting cylinder F, and we simply substitute for the cylinder F a small double
acting water pump. The influence of the condenser L on the working cylinder A
is exactly the same as in the former arrangement of establishing a vacuum by the
use of the chamber K.
With a view of giving the most efficient effect to the influence of the exhaustion
chamber L on the products of combustion when the communication is formed
between it and the working cylinder A, we place the position of the exhaust valve E

page_text: about midway of the length of the working cylinder A. By this we minimise the
distance through which the products of combustion have to traverse at the moment
they are expelled from the cylinder A. Another advantage is also gained; .by this
arrangement a certain portion of the combustible fluid is compressed into the
exhaust passage by the instroke of the working piston. This is covered by the
piston when at the end of the stroke. When the main charge is ignited, propelling
the piston outwardly, the piston will again expose the exhaust passage, and the
small quantity of combustible fluid contained therein is ignited by the remaining
flaine due to the first ignition and will thus give an additional impetus to the piston
when about midway of its outward stroke.
In the example shown at Figures 4 to 9 inclusive the admission valve C is of the
nozzle type; b is the air inlet and d is the gas inlet, the gas issuing through the
perforations in the central nozzle, and mingling with the air as it is drawn into
the cylinder A. The valve C is kept up to its seat by the spring C. The ignition
valve D is of the slide valve type, and may be kept up to its valve face on the
cylinder A by means of the lever and spring gear D', as illustrated at Figure 6,
and is provided with two ignition flames or igniting chambers f, f, as shown at
Figure 4, and two master lights . g, which have communication through the
passages g with the chambers f. f. The valve travels half the speed of the engine,
so that the chambers f,f, alternately ignite the combustible charge in the cylinder A.
The ignition flame is sustained in the chambers f, f, by gas drawn from the gas
supply passage through the passage h', Figure 9. To support combustion in the
chambers, during the stroke of the valve air is supplied through the passages,
and to support combustion and ensure ignition of the charge in the cylinder A,
through the port g". When igniting the charge a mixture of gas, or gas and air, is
supplied to the chambers ff, through the passage i by mean of the force pump,
which forces a small charge of raw gas, or a mixture of gas and air, or air, behind
the igniting flame through the passage it. The slide valve D is actuated by a
crank pin working in the slot of an elbow lever, as shown at Figure 5. The force
pump is worked in a similar manner, as will be seen upon reference.
h
The gear for governing and operating the air and gas admission valve C is illus-
trated at Figures 6 and 7. According to our Invention when the engine is running
at its normal speed the admission valve C takes the position shown in dotted lines,
Figure 7, when admitting the charge of air and gas. Should the engine receive
increase of speed the valve C is lifted beyond its usual lift and cuts off the gas, and
the air is admitted to pass to and fro into the cylinder A when the engine is racing.
This operation may be effected by the governor and gear, as shown, or by like
mechanism.
A modification of slide ignition valve combination, according to our Invention, is
shown in Figures 10, 11, 12, 13, 14, and 15. In this example one master flame g
is used, as shown at Figure 10, which is a section showing one ignition port about
to expose the flame to the charge, and the other exposed to the master light and
being relighted, and Figure 11, which is a section through A, A, Figure 10;
Figure 12 is a back view of the front cover of valve; Figure 13 is a section at
B, B, Figure 11, through gas passages to supply slide valve lights. The gas is
shown cut off from the upper light, and that light is about to be exposed to the
charge; Figure 14 is a section through A, A, Figure 11, showing the passage of
forced gas, or gas and air, or air to sustain the ignition flame from behind against
the pressure of the explosive charge in front within the cylinder; Figure 15 is a
front view of the valve.
Upon reference it will be seen that the charges of combustible fluid in the
chambers ff, are relighted through the passage g³, the combustion of the charges
in the chambers f, f, is supported by air through the passage f¹, and the charges in
the chambers ff, ignite the charge in the cylinder A through the passages gl; the
superior pressure to ensure this ignition is supplied by the force pump / and
passages i, i¹, and h, h¹, in manner similar to that described and shown in the
arrangement, Figures 4 to 9 inclusive. The force pump in each case is run at

page_text: double the speed of the valve D, and therefore the compression will be in force
when each ignition port is exposing its flame to the charge. In the example shown
at Figures 104, 10B, and 10°, one master flame g and one flame chamber ƒ is used,
and the valve D and the force pump k are arranged to move at the same speed as
the engine.
Figures 16, 17, 18, 19, 20, 21, and 22 illustrate an example of our Invention as
applied to a semi rotary disc valve; Figure 16 is a front view of front cover,
showing the section through force pump and chimney; Figure 17 is a section
through B, B, Figure 16; Figure 18 is a back view of front cover, showing the
position of ports and passages; Figure 19 is a back view of valve showing the
position of firing passages; Figure 20 is a front view of valve showing the position
of vent passage, and gas passages to slide light and passages communicating with
the force pump; Figure 21 is a front view of the back cover, showing position of
firing passages; Figure 22 is a drawn out section through the central lines A, A,
elongated to show the relative positions of firing ports in valve and front and back
covers.
Upon reference it will be seen that the valve D is of the semi rotary disc type,
and has action and functions corresponding to the reciprocating slide valve described
in Figures 4 to 9. The principle of action will be understood upon reference to
the lettering which corresponds with that before used. It will also be seen that
the disc valve D is held up to its seat by the device D', which admits of coni-
pensation for expansion.
Figure 23, 24, 25, 26, and 27 illustrate an example of our Invention as applied
to a conical semi rotary plug valve; Figure 23 is a plan of this valve-arrangement;-
Figure 24-is-an-outside-elevation-of-Figure-23;-Figure_25_is_a_section at C, C,
Figure 23; Figure 26 is is a section at B, B, Figure 23; Figure 27 is a section at
D, D, Figure 26.
Upon reference it will be seen that the chamber in the valve D contains the
igniting flame. The combustible fluid for supplying the chambers f, f, enters
through the passage h. The superior pressure to ensure ignition when exposed to
the charge is forced through the passage connected to a force pump. The valve
is kept up to its seat, and is compensated for expansion by the adjustable spring
device D¹.
As a means to ensure the before defined conditions of having a superior pressure
in the igniting valve to that of the combustible fluid in the cylinder, we inay use
the device illustrated at Figure 28 in sectional elevation, and Figure 29 in plan.
This consists of a metallic chamber in the form of the segment of a sphere. This
chamber is hermetically closed from the atmosphere by an elastic cover or
diaphragm 8, in front or on the outward side of which we form a compressort of
shape similar to a mushroom valve. In the first instance raw gas is turned into
the chamber through the passage h, and from thence it passes through the passage ¹
past a small conical regulating spindle and through a pipe to sustain the ignition
flame at normal pressure within the igniting chamber of the ignition valve when
the flame is not exposed to the compressed charge in the cylinder. When tho
working piston of the engine on its instroke is compressing the mixed charge of air
and gas within the cylinder a portion of that charge, if desired, may be forced
through a passage into the chamber r, and thereby form a more strongly explosive
charge behind the igniting flame than that which exists in front of it. In order
that the compressed charge may not rush with unnecessary violence through the
igniting orifice in the passage h, the pressure within the chamber r acts on the
elastic cover a, and causes it to bulge outwards and reduce the passage by means
of the conical spindle. Just before the igniting passage of the igniting valve and
the flame therein is exposed to the combustible charge within the cylinder, the
mushroom headed spindle is acted upon by a cain, which causes the buffer end of
the mushroom t to bear on the diaphragm s and compress the charge in the
chamber r. Therefore it can be readily seen that when the igniting flame is
exposed to the compressed charge within the cylinder A, such igniting flamo will

page_text: bo sustained from behind by a charge much more highly compressed than that in
front, and a jet of highly explosive mixture may be made to traverse the mass at
the critical moment of ignition.
Where an atmospheric air and gas engine is formed with the air and gas
chamber A¹ round the end of the cylinder A, as illustrated in sectional elevation at
Figure 30, and sectional end view at Figure 31, and outside end view at Figure 32,
the following is the working action-The piston H on its inward stroke compresses
the combustible charge (which has been previously drawn into the cylinder A at an
early part of the same stroke) into the chamber A' until the piston H shall have
covered the ports a; then on the return or outward stroke of the piston H the
small quantity of combustible compound there may be between the end of the
piston H and the end of the cylinder, and within the other spaces, will on the first
of the outward stroke and before firing expand and form a partial vacuum behind
the piston H, and in consequence will draw or suck in the igniting or firing flame
through the port g" past a small suspended ball valve g in the end of the
cylinder, and thus ignite the expanded charge. This small ignited charge will
continue fired until the piston H shall have exposed the main compressed charge
within the chamber A' to the fired charge within the cylinder A. This should
take place at about one sixth of the outward stroke. The ignition valve which we
prefer to use for the type of engine illustrated at Figures 30, 31, and 32, consists
of the ball valve gl, suspended inside the cylinder over the port gl. Over this
port there slides a small rectangular valve D, or its equivalent, through the
cover of which, and also through the valve, there is a small passage of gas. By the
valve and over the aperture of the cylinder there is a master light g, the volume of
which is increased at the time required for firing the cylinder by the action of
the slide valve. This flame is drawn into the cylinder, as before stated, and fires
the charge.
Having now described and ascertained the nature of our Invention, and explained
our new system of working atmospheric air and gas motor engines, by which we
obtain an effective stroke for every revolution of the crank, and shown how our
Invention may be carried into practical effect, we would remark in conclusion that
our Invention is not limited to the construction and arrangement of the several
parts of the engines and apparatus herein described and shown, but consists also of
the system of working gas engines; and it will be understood that the details may
be readily varied to meet various requirements, and the improvements which
constitute our Invention can be applied to engines of various forms.
What we claim as our Invention is,-
First. Establishing a vacuum, or partial vacuum, in the working cylinder or
cylinders of air and gas motor engines by means of an exhaustion or extraction
cylinder or pump, which maintains a vacuum in an independent chamber or vessel,
which is connected with both the extraction cylinder and the working cylinder,
as herein described and shown.
Second. The use of an intermediate or vacuum chamber between the extraction
cylinder and the working cylinder of air and gas motor engines, for the purposes
herein described, and as shown at Figures 1, 2, and 3 of the Drawings hereto
annexed.
Third. The use of an ejector condenser, such as herein described and shown at
Figure 4 of the Drawings hereto annexed, for the purposes set forth.
Fourth. In ignition valves for air and gas motor engines, establishing a pressure
in the firing or ignition flame superior to the pressure of the combustible fluid
within the working cylinder.
Fifth. Effecting the ignition of the combustible fluid in air and gas motor
engines by a flame supported at superior prossure to the pressure of the combustible
fluid within the working cylinder.
Sixth. The construction, form, and method of working of ignition or firing valves,
and the means of establishing and supporting a superior pressure of firing or

page_text: ignition flame over the combustible charge in the working cylinder of air and gas
motor engines, as herein described and shown at Figures 4 to 0 of the Drawings
hereto annexed.
Seventh. The construction, form, and method of working ignition or firing
valves, and the means of establishing and supporting a superior pressure of firing
or ignition flame over the combustible charge in the working cylinder of air and
gas motor engines, as herein described and shown at Figures 10 to 15 of the
Drawings hereto annexed.
Eighth. The construction, form, and method of working ignition or firing valves,
and the means of establishing and supporting a superior pressure of firing or
ignition flame over the combustible charge in the working cylinder of air and gas
motor engines, as herein described and shown at Figures 10 to 10° of the Drawings
hereto annexed.
Ninth. The construction, form, and method of working ignition or firing valves,
and the means of establishing and supporting a superior pressure of firing or
ignition flame over the combustible charge in the working cylinder of air and gas
motor engines, as herein described and shown at Figures 10 to 22 of the Drawings
hereto annexed.
Tenth. The construction, form, and arrangement of working ignition or firing
valves, and the means of establishing and supporting a superior pressure of firing
or ignition-flame-over-the combustible-charge in the working cylinder of air and
gas motor engines, as herein described and shown at Figures 23 to 27 of the
Drawings hereto annexed.
Eleventh. The arrangement, construction, and form of combustible-fluid-admission_
valve for gas and air-motor-engines,-and-the-method.of operating and governing
the same, as herein described and particularly shown at Figures 4 and 7 of the
Drawings hereto annezed.
Twelfth. The use of a forcing apparatus, such as herein described and shown at
Figures 28 and 29 of the Drawings hereto annexed.
Thirteenth. The construction and system of working gas and air motor engines,
as herein particularly described in relation to Figures 30, 31, and 32 of the
Drawings hereto annexed.
In witness whereof, we, the said Hugh Williams and James Malam, have
hereunto set our hands and seals, this Ninth day of March, in the year of
our Lord One thousand eight hundred and eighty one.
Witness,
FREDERICK JOHN CHEESBROUGH,
Consulting Engineer and Patent Agent,
15, Water Street,
Liverpool.
HUGH (L.S.)
VILLIAMS.
JAMES (L.S.) MALAM.