IMPROVEMENTS IN MOTIVE POWER ENGINES ACTUATED BY THE COMBUSTION OR EXPLOSION OF MIXTURES OF GAS OR COMBUSTIBLE VAPOURS WITH AIR PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER MOTIVE POWER ENGINES
Year: 1883

page_text: LETTERS PATENT to Walter William Tonkin, of 221 Brixton Road, in the
County of Surrey, Consulting Engineer for an Invention of IMPROVEMENTS
IN MOTIVE POWER ENGINES ACTUATED BY THE COMBUSTION OR EXPLOSION OF
MIXTURES OF GAS OR COMBUSTIBLE VAPOURS WITH AIR PARTS OF WHICH
IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER MOTIVE POWER ENGINES
PROVISIONAL SPECIFICATION left by the said Walter William Tonkin at
the Office of the Commissioners of Patents on the 31st December 1883.
WALTER WILLIAM TONKIN of 221 Brixton Road in the County of Surrey,
Consulting Engineer. "IMPROVEMENTS IN MOTIVE POWER ENGINES ACTUATED BY
THE COMBUSTION OR EXPLOSION OF MIXTURES OF GAS OR COMBUSTIBLE VAPOURS
WITH AIR PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER
MOTIVE POWER ENGINES
"
These improvements relate more especially to motive power engines of the kind
described in the specification of a patent granted to me and bearing date the
29th day of November A.D. 1881 No. 5201 but parts of such improvements are
also applicable to gas or other motive power engines generally, they consist as
follows:-
Instead of employing slide valves having a simple reciprocating or rotary motion
I employ a flat slide valve working on a corresponding face or between two faces
with a compound motion composed of reciprocating motions in two directions
producing a circular, elliptic, curvilinear or other motion such that any given point
on the face of the said slide valve always follows a definite path of such a character
that the said point does not pass over any other point in the valve face in opposite
directions, by this means the arrangement of the ports and passages in the valve
and valve face is greatly facilitated and simplified, as different port edges are used
in opening and closing the ports. The requisite motion of the valve in the circular,
elliptic, curvilinear or other path may be effected by cranks, eccentrics, cams, levers
or other suitable devices or by combinations of such devices.

page_text: Instead of employing a piston pump for forcing the gas or vapour into the engine
cylinder, or into a gas reservoir, I employ a pump containing a free piston, or a
chamber in which a flexible diaphragm takes the place of a piston in a cylinder,
such free piston or diaphragm pump may be provided with ordinary suction and
delivery valves; or the gas or vapour may be admitted to, and released from such
pump through suitable passages in the main or other slide valve of the engine.
The free piston or diaphragm of the aforesaid gas or vapour pump is actuated by
compressed air admitted to, and exhausted from the back of the said free piston or
diaphragm by means of a slide or other valves worked by the engine; and in order
to economise as much as possible the consumption of the said compressed air, used
for this purpose, I cause it to exhaust, after acting on the aforesaid free piston
or diaphragm, into one or more receivers or chambers successively, finally allowing
only the quantity of air to escape, which produces the excess of pressure in the
last receiver or chamber over that of the atmosphere; and for the next stroke of
the free piston or diaphragm I bring the said receivers or chambers, which then
contain air at various pressures above the atmosphere, successively into communi-
cation with it in the inverse order. When the pressure of the gas delivered to
the suction side of the above described free piston or diaphragm pump is not
sufficient to force the gas into the pump against the resistance of the free piston or
diaphragm itself, and of the air at atmospheric pressure behind it, a slight vacuum
may be created in the air exhaust from such pump either by an inducing current
of air, or by opening a communication through a lift or other valve with the
bottom of the working cylinder during its suction stroke, whereby the above
mentioned resistance of the air behind the free piston or diaphragm may be
diminished to any required extent. The delivery of gas from the aforesaid gas
pump to the engine may be assisted by the inducing action of the current of
compressed air entering the cylinder along with such gas, or by supplying the gas
pump with air at a pressure somewhat higher than that supplied to the engine.
When the engine is not using gas to the full capacity of the gas pump, instead of
exhausting the compressed air used in actuating the free piston or diaphragm at
each revolution of the engine, a non-return valve may be arranged in connection
with the air passage which freely admits compressed air but prevents its exhaust
until the free piston or diaphragm reaches a certain point, when a stem in connection
with the said free piston or diaphragm acts upon a tumbling lever which then
holds the valve open long enough to allow exhaust to take place; and as the
free piston or diaphragm goes back it releases and allows the said valve to close
again.
In large engines I sometimes employ two free piston or diaphragm gas pumps
each of half the size necessary when working the engine at full power; when the
engine is using only a small quantity of gas only one pump is in action, when more
gas is required the second pump is brought into action by the throttle valve
admitting thereto the compressed air necessary to work it.
Instead of using the compressed gas for the supply of the lighting jet, which is a
wasteful arrangement by reason of the difficulty of making a sufficiently minute
adjustment of the orifice through which the gas supply is controlled, I inject gas
supplied at the ordinary pressure of the gas main into the firing port by means of
the induced current caused by the jet of compressed air which mixes with it in the
firing port, and the admission of this compressed air jet commences before the
admission of gas for the purpose of clearing out products of combustion left by
the previous explosion in the said firing port. I find it preferable to cut off by the
slide valve all connection between the firing port and the gas and air inlet passages
before the explosion takes place to prevent the entrance of products of combustion
into such inlet passages.
In order to assist in starting a gas engine fitted with lighting arrangements
similar to those illustrated in Figures 16, 17 and 20 of the drawings annexed to
the specification of my aforesaid patent No. 5201 A.D. 1881 when there is no
pressure in the main reservoir I arrange the air connection to the port marked N

page_text: in the said figures in such a manner that at starting the engine the said port can
be connected to a small special air reservoir supplied by a hand pump or otherwise
with air at a few pounds pressure above the atmosphere.
When using lift valves instead of slide valves for admitting air and gas, for
exhausting products of combustion, and for igniting or firing, I employ compressed
air or water under pressure acting on a piston, or on a corrugated or other suitable
flexible diaphragm connected with each of the respective lift valves. The compressed
air for operating the said diaphragm is preferably admitted thereto and released
therefrom by suitable ports and passages in the main slide valve and face. By
these arrangements comparatively small ports may be used in the slide valves of
large engines.
I sometimes actuate the exhaust valve of the engine by a lever and roller or
other suitable mechanism operated by the first above, mentioned slide valve or by
some part of the mechanism giving motion to such slide valve.
In figures 16 and 16ª of the drawings annexed to the specification of my
aforesaid patent No. 5201 A.D. 1881. the numeral 15 indicates a small piston the
office of which is to regulate the relative pressures of the compressed gas and air.
Instead of this piston I now propose to employ a flexible diaphragm in order to
prevent leakage, the said diaphragm acting in a similar manner to the piston in the
said former arrangement.
Instead of employing a gas reservoir in connection with an ordinary gas pump
I sometimes arrange the pump so that it begins to deliver gas direct into the
engine at or about the beginning of the stroke thereof, and I arrange a safety or
relief valve actuated by a diaphragm to relieve any excess of pressure in the
gas delivery pipe by allowing the surplus gas to escape to the suction pipe, or to an
intermediate reservoir, from which it can re-expand into the pump during the next
suction stroke. Compressed air from the air reservoir or other source must be led
to the side of the diaphragm opposite to that against which the gas presses, and it
is advisable to arrange so that the pressure of the gas may be slightly above that
of the compressed air, such excess being regulated by an adjustable spring pressing
the diaphragm against the gas pressure.
An excess of gas during the charging stroke of the gas pump may also be
provided for in an ordinary gas pump by means of a flexible diaphragm adapted to
act as as a variable clearance space or reservoir, compressed air being admitted to the
opposite side of the said flexible diaphragm. Any excess of gas beyond what is
required by the engine is forced into this variable clearance space against the
pressure of the compressed air on the other side of the diaphragm, thus maintaining
the gas at a uniform pressure.
The gas pump when of the ordinary piston type may be operated from the
improved slide valve first above mentioned or from any suitable part of the
mechanism for actuating the same instead of being worked by an eccentric or
crank.
In figure 20 of the drawings annexed to the specification of my aforesaid
patent No 5201 A.D. 1881. the reference letter C indicates a central nozzle for
admitting the centre layer of gas mixture, I have found that the firing of the gas
mixture at this nozzle is facilitated by enlarging the said nozzle after passing the
firing port, or by continuing the said firing port into the cylinder.
For the purpose of insuring a more perfect revolving action of the centre layer
of gas mixture described in the specification of my aforesaid patent No. 5201.
A.D. 1881. I place screw or inclined vanes in the central admission nozzle, or I
provide therein a kind of whirlpool chamber wherein the revolving action initiated
by the tangential ports H is carried on and improved.
I also sometimes find it preferable instead of admitting an uniform mixture of
gas or vapour and air into the centre as described in the specification of my said
patent No. 5201. A.D. 1881. to admit, into the central port, pure gas or vapour or
a strong mixture of the same with air first, then an explosive mixture of gas or
vapour and air, and finally air only, the result of this being to produce as nearly

page_text: as possible a uniform mixture in the cylinder itself. The products of combustion
and air remaining in the cylinder and ports mix to a certain extent with the first
portion of the central layer admitted and unduly dilute it if a uniform mixture is
admitted at first. The admission of air only at the last is for the purpose of
clearing the port of gas.
In order to facilitate the maintenance of an uniform mixture of gas and air in
all positions of the throttle valve I make the air port into the throttle valve oblique
so that the air inlet is closed faster than the gas inlet.
In order to make up or restore more or less of the heat lost after and during
compression of the air, and while passing to and from the reservoir and while in
the latter, I employ a regenerator composed of an extended surface of metal or
other suitable substance placed in the tangential exhaust passage G illustrated in
figures 16 and 18 of the drawings annexed to the specification of my said patent
No. 5201. A.D. 1881. The air in entering the cylinder through the said passage
takes up heat from the regenerator which has been previously heated by the hot
products of combustion exhausted through it after the preceding stroke of the
piston.
I sometimes dispense with the central port described in the specification of my
said patent No. 5201. A.D. 1881 for introducing the central layer or core of gas
mixture and use instead thereof the tangential side ports into the cylinder for
introducing first gas mixture to form the central core, and afterwards air only
through the same ports to form the outside layer next to the cylinder sides, or I
may admit in the same way a certain quantity of air first, then gas mixture or
pure gas, and finally air only. It will be understood that when the regenerator is
used in this tangential port, the gas must be admitted at a point between it and
the cylinder, so as not to pass through the said regenerator. The power is varied
by cutting off the gas at various parts of the stroke. This arrangement allows the
main slide valve to be placed at the side of the cylinder instead of across the end,
and when the main slide valve is placed at the side three or more cylinders can be
. arranged somewhat similar to the cylinders in what is known as Brotherhood's
steam engine, the three slide valves being rigidly connected together and worked
by one eccentric or crank. When the slide valve is placed at the side of the
cylinder the firing port must be carried to the centre of the cylinder end, and
various devices may be employed for assisting or hastening the igniting through
the long firing port caused by this arrangement. In large engines the firing may
also be effected through the piston.
1 make the valves for the air compressing pump with inside and outside seatings,
the valves being guided and controlled by two crossed springs fixed to the seat by
a screw or otherwise. In some cases the valve may be made entirely of a flat
piece of vulcanite or vulcanized fibre. The advantages of this arrangement are
that there are no guide wings to stick and that the valve is free to tilt up at any
point of its circumference if any substance rests on its seat, while the opposite side
of its circumference remains down so that the valve more nearly closes in such a
case than any valve with guide wings or a central guide spindle.
To facilitate the starting of the engine when compressed air is employed in a
reservoir place a cock or valve in connection with the bottom of the working
cylinder, this cock or valve is opened when starting the engine and the resistance
due to the air compression stroke is removed; or the same effect can be produced
by tripping or holding open the air suction valve.
For effecting the lubrication of the cylinder I employ an arrangement whereby
oil is dropped into a cup and is drawn therefrom through a special suction valve
along with the air entering the cylinder by each suction stroke of the piston, the
entering passage for such oil and air being by preference pointed upwards towards
the upper side of the cylinder, in the case of a horizontal engine. For supplying
oil to the various surfaces when the main slide valve works in a vertical position, a
finger connected to the slide valve is dipped by the curvilinear or other motion
thereof into an oil cup at each stroke or revolution and delivers a drop of oil to

page_text: any surface required to be lubricated, or to an oil cup and tube leading to such
surface.
I arrange the Governor in the following way. The governor balls are connected
to a sleeve on the spindle this sleeve carries bevel wheels which drive a friction
plate in contact with a friction pinion having a screwed axis which acts on the
throttle valve. Any alteration of speed of the engine causes the sleeve, and with it
the friction plate to rise or fall so as to move its centre nearer to or further from
the point of contact with the friction pinion, so that the greater the variation
of the speed of the engine, the more quickly will the throttle valve be acted upon.
In a somewhat similar arrangement the friction pinion (actuated by a friction
plate) is connected with a worm, and both friction pinion and worm slide on the
governor spindle by the action of the balls. The worm engages with a toothed
sector connected with the throttle valve. When the governor acts it shifts the
friction pinion and worm bodily so as to move the sector quickly and thus to
partly close or open the throttle valve in response to a sudden alteration of speed
in the engine, the friction pinion then revolves and with it the worm, which acts
more slowly to continue the previous motion of the sector and throttle valve until
the balls and friction pinion return to their normal positions.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Walter William Tonkin in the Patent Office on the 30th June
1884.
WALTER WILLIAM TONKIN, of 221 Brixton Road in the County of Surrey,
Consulting Engineer "IMPROVEMENTS IN MOTIVE POWER ENGINES ACTUATED BY
THE COMBUSTION OR EXPLOSION OF MIXTURES OF GAS OR COMBUSTIBLE VAPOURS
WITH AIR, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER MOTIVE
POWER ENGINES"
These improvements relate more especially to motive power engines of the kind
described in the specification of a Patent granted to me and bearing date the
29th day of November A.D. 1881 N° 5201, but parts of such improvements are
also applicable to gas or other motive power engines generally; they consist
as follows:
Instead of employing slide valves having a simple reciprocating or rotary
motion, I employ a flat slide valve working on a corresponding face, or between
two faces with a compound motion composed of reciprocating motions in two
directions, producing a circular, elliptic, curvilinear or other motion such that any
given point on the face of the slide valve always follows a definite path of such
a character that the said point does not pass over any other point in the valve face
in opposite directions. By this means the arrangement of the ports and passages
in the valve and valve face is greatly facilitated and simplified, as different port
edges are used in opening and closing the ports. The requisite motion of the
valve in the circular, elliptic, curvilinear, or other path may be effected by
cranks, eccentrics, cams, levers, or other suitable devices, or by combinations of
such devices.
Figures 1, 2, 3, 6 and 7 of the drawings hereto annexed illustrate this arrangement
of valve adapted and arranged so that every point in it describes a circular path
of the same radius. The valve A shown is of the kind working between a port
face B on the cylinder D and a back or cover plate C kept up to the back of
the slide valve A by three studs and springs in the usual manner (see Figures 6
and 7).
In Figure 1 the port-face B and other parts on the cylinder D are shown by
full lines, and the valve A with the ports on that face of it A¹ which works
against the port face B on the cylinder D are shown in dotted lines, the circular
paths described by the centre of each of the ports in the said valve face A' being
also shown by dotted circles of the same radius as the cranks by which the valve
is driven.
In Figure 2 the back face A2 of the valve A with its ports are shown in full
lines, the circular paths described by the centre of each of such ports being shown
by dotted circles similar to those in Figure 1, and the face of the back or cover
plate C with the ports in it are shown by dotted lines.
Figure 3 is a section through the valve on line 1, 2, 3, 4 in Figure 7.
Figure 6 is an end elevation, and Figure 7 a horizontal section of an engine
showing the valve in place adapted to work across the end of the working
cylinder.
It will be understood that the ports or passages in the valve A being suitably
arranged in relation to the ports or passages in the port face B on the cylinder D
and in the back or cover plate C, such ports or passages in the valve A will, as
they describe their several circles during the motion of the valve, pass over their
corresponding ports or passages in the port face B on the cylinder and in the back

page_text: or cover plate C, and thereby allow of the passage to and from the cylinder as
required of the gases, air, or vapours, used therein.
The above mentioned Figures illustrate how a valve of this description can be
arranged and adapted with a series of ports and passages for performing functions
similar to those described in the specification of my aforesaid patent No 5201
A.D. 1881 and illustrated in Figures 16 to 20 of the drawings annexed thereto.
E is the port on the cylinder port-face B through which air is admitted to the
tangential passages in the cylinder described in the specification of my Patent
No 5201 A.D. 1881. E¹ is the port in the valve face A' which in its passage over
the port E admits compressed air from the hollow space in the valve A to the said
port E during a portion of the working stroke of the main piston, and then cuts it
off. The valve is shown in the position it assumes at the commencement of the
working stroke of the piston, the port E' having just begun to open to the port E.
The compressed air enters from the air reservoir into the hollow in the valve A
through the port F in the cylinder port face B and the port F1 in the face A¹ of
the valve A. G and G₁ are the ports for admitting gas mixture to the centre nozzle
in the cylinder. H and Hare the ports for admitting compressed air passing
through the air throttle valve (shown in Figure 4) from the air reservoir.
M and M are the ports for admitting compressed gas passing through the gas
throttle valve (also shown in Figure 4). The ports G³, H¹ and M' in the valve A
are connected together by a passage shown in dotted lines in Figure 3, in which
passage the mixture of gas with the air takes place before passing into the cylinder
through the ports G' G. The remainder of the ports shown in Figures 1, 2 and 3
relate to the firing arrangements.
P, P¹ and P are cranks by which the above described circular motion of the
valve is effected, the crank P is fixed upon a side shaft Q (see Figure 7) which is
caused to revolve at the same speed as the crank shaft of the engine by gearing or
other suitable means. The cranks are connected directly to the valve by their
crank pins working in bosses or bearings cast with or fixed to the valve (see
Figures 1, 2 and 7). The cranks P¹ and P2 are what may be called idle cranks,
and are so disposed in relation to the driving crank that dead points are avoided,
and the revolution of the driving crank causes the idle cranks to rotate at the same
rate, and thus to move the valve in its circular path always parallel to itself; or
one or both of the idle cranks may be connected to the driving crank P by gearing
if preferred.
If preferred two side shafts Q with a driving crank on each, acting one at each
end of the valve A, may be employed instead of one driving crank and two idle
cranks. Each of these side shafts may be driven directly from the crank shaft, or
one of them may be driven from the other through the intervention of return
cranks P¹ and P2, and connecting link R, as shown in Figure 17.
Figure 18 shows another arrangement for giving motion to the valve A. In this
arrangement one side shaft Q is employed with a crank P the pin of which works
in a boss or bearing in one end of the valve A, whereby the required motion is
given to that end of the valve. The similar motion of the other end of the valve
is effected by the two levers S S¹ and connecting links R R¹. The illustration
shows how the two levers S S¹ can also be utilized for working the gas compressing
pump U, the ends of the levers S S¹ being both connected to the hollow plunger of
the said pump by links as shown.
Figure 19 shows another arrangement for the same purpose. In this case the
driving crank P is connected to and imparts motion to one end of the valve A, the
other end of the valve being pin jointed to an arm R³ turning on an axis at R³. It
will be understood that in this arrangement the various ports on the faces of the
valve do not describe circular paths as in the arrangements before described, but
more or less elliptic or curvilinear paths of forms dependent upon the relative
positions of the said ports with reference to the two ends of the valve and the
paths passed over by the two points of support of the valve, the curvilinear
figures shown in dotted lines on the valve A illustrate the kind of motion abové

page_text: referred to. The ports in the cylinder port-face and on the back of the cover plate
are of course to be arranged to suit the form of path in each particular case.
Figure 20 shows another arrangement for the same purpose adapted to the case
where the valve A is placed at the side of the cylinder instead of across the end
thereof. In this case the valve A is operated horizontally by a crank pin or
eccentric P on the crank shaft by a rigid connecting piece A³, and vertically by a
system of bell crank levers and connecting links deriving their motion from the
same eccentric strap as shown, or otherwise.
I do not confine myself to the particular arrangements of cranks, levers and
links above described and illustrated, for the purpose of giving motion to the valve,
as they may be varied in a great variety of ways to suit various circumstances.
Instead of employing a piston pump for forcing the gas or vapour into the engine
cylinder, or into a gas reservoir, I employ a pump composed of a chamber U (see
Figure 9) in which a flexible diaphragm U¹ takes the place of a piston in a
cylinder; such diaphragm pump may be provided with ordinary suction and
delivery valves as shown; or the gas or vapour may be admitted to and released
from such pump through suitable passages in the main or other slide valve of the
engine. The diaphragm U¹ of the aforesaid gas or vapour pump U is actuated by
compressed air admitted to and exhausted from the back of the said diaphragm U¹
through a passage U₁ terminating in a port U2 in the cylinder port face with which
the ports Us, U³, U³, Uª and U' in the slide valve A come successively in commu-
nication in the order named; and in order to economise as much as possible the
consumption of the said compressed air used for this purpose, I cause it to exhaust,
after acting on the aforesaid diaphragm, into one or more receivers or chambers U³ U³
through the ports U U³ successively, finally allowing only the quantity of air to
escape through the exhaust hole and groove U which produces the excess of
pressure in the last receiver or chamber U° over that of the atmosphere; and for
the next stroke of the diaphragm I bring one of the said receivers or chambers (U³
in the Figure) which then contains air at a pressure above the atmosphere, into
communication with the pump through the port U7 before admitting compressed
air from the reservoir through port U³ again. The air at full pressure then passes
into the pump U through the port U on the cylinder port-face from the passage
and port U³ in the valve A. The air left in the chamber Uº in the Figure is not
passed again into the pump but may be utilized in any other desired way. When
the pressure of the gas delivered to the suction side of the above described
diaphragm pump is not sufficient to force the gas into the pump against the
resistance of the diaphragm itself, and of the air at atmospheric pressure behind it,
a slight vacuum may be created in the air exhaust from such pump either by an
inducing current of air, or by opening a communication through a lift or other
valve with the bottom of the working cylinder during its suction stroke, whereby
the above mentioned resistance of the air behind the free piston or diaphragm may
be diminished to any required extent.
The delivery of gas from the aforesaid gas pump to the engine may be assisted
by the inducing action of the current of compressed air entering the cylinder along
with such gas, or by supplying the air for working the gas pump at a pressure
somewhat higher than that of the air supplyed to the engine.
Instead of using the compressed gas for the supply of the lighting jet, which is a
wasteful arrangement by reason of the difficulty of making a sufficiently minute
adjustment of the orifice through which the gas supply is controlled, I inject gas
supplied at the ordinary pressure of the gas mains into the firing port by means of
the induced current caused by the jet of compressed air which mixes with it in the
firing port, and the admission of this compressed air jet commences before the
admission of gas for the purpose of clearing out products of combustion left by
the previous explosion in the said firing port. I find it preferable to cut off by
the slide valve all connection between the firing port and the gas and air inlet
passages before the explosion takes place, to prevent the entrance of products of
combustion into such inlet passages.

page_text: These arrangements are illustrated in Figures 1, 2, 3, 6 and 7. The injector
for injecting gas as above mentioned is clearly shown in section in Figure 3.
Compressed air contained in the hollow interior of the slide valve A passes at the
proper time through the small hole O in the valve face A' into the groove O³ on
the cylinder port face B (see Figure 1) which communicates at the same moment
with the small hole O leading to the inducing nozzle 0 of the injector. The gas
from the main is supplied to the curved slot J' in the face of the cover plate C (see
Figure 2) through the pipe J2 (see Figure 6). When the hole J in the valve face A* .
comes opposite the curved slot J the gas passes through the hole J to the back end
of the expanding nozzle 0 of the injector, where it mixes with the inducing air
current entering through 0%, and the mixture is driven through the expanding
nozzle 0s to the port 08 in the valve face A¹. At that moment this port 06 is over
the curved groove O' in the cylinder port face B, and through the said groove 07
the mixture has access to the end of the firing port K to be subsequently treated in
the manner described in the specification of my aforesaid patent No. 5201 A.D.
1881. When the valve A reaches the position shown in Figure 1 the ports K
and 0 have passed beyond the groove 03, thus cutting off the communication
between the said ports as and for the purpose above mentioned. I find in practice
that it is preferable to arrange the ports so that the supply of compressed air to
the injector shall be cut off a short time before the supply of gas is cut off, and that
this supply of gas shall be cut off while the end K₁ of the firing port K is still
open to the atmosphere.
The gas flame is caused to pass along the passage K into the cylinder by means
similar to those described in the specification of my aforesaid patent, but the
arrangement of the various parts may be modified (as illustrated in Figures 2, 3, 6
and 7) to suit the improved form of slide valve herein before described. N' is the
air passage in the valve A leading into the enlarged part K₁ of the passage K
(Figure 3). The non-return valve N is placed in this passage N', and provision is
also made for regulating the point of firing the explosive mixture in the cylinder
by varying the size of the hole in the removeable plug Nº. Compressed air is
admitted to the passage N¹ through the port N2 on the valve face A2 as soon as the
end of the firing passage K opens to the cylinder port I. For the purpose of
drawing the flame within the port K¹, as described in the specification of my
aforesaid patent, compressed air is admitted to this port N¹ through the groove and
port N³ on the valve face A2. On its way to passage N' this air is very
considerably reduced in pressure, and the quantity is regulated by its passage
through the small holes in one or more plugs N4, as shown in Figure 3. The
compressed air above referred to is taken from the hollow interior of the slide
valve A through either of the two ports N' in the valve face A2, into the port No in
the face of the cover plate C, thence into a small chamber N³ (Figures 6 and 7),
cast in the said cover. From the chamber N8 it passes through port N' in the
face C, to the ports N2 and N³ previously mentioned.
In starting the gas engine by hand, when, by negligence or otherwise, there is no
pressure in the main air reservoir, the above described arrangement of firing ports
would not begin to act until the air pressure in the main reservoir rose to a certain
pressure above the atmosphere. To avoid this inconvenience the chamber N8 in
the cover C can be connected, (for the purpose of starting the engine) to small
special air reservoir, supplied (by a hand pump or otherwise) with air at a few
pounds pressure above the atmosphere. The port No in the face of the plate C
must, in this case, be provided with a non-return valve in order to prevent the
escape of this special compressed air back into the interior of the valve A.
After a
few revolutions of the engine the pressure in the main reservoir will be sufficiently
raised to open the non-return valve, and supply the chamber N³ in the manner
previously described, and the supplementary air reservoir may then be shut off.
Instead of the firing port K being of the form shown in Figure 7, it may be carried
in a straight line from one face of the valve A to the other.

page_text: Figures 1 and 1B shew diagrammatically the cycles of operations connected
with the firing and working of the engine.
When using lift valves instead of slide valves for admitting air and gas, for
exhausting products of combustion, and for igniting or firing, I employ compressed
air or water under pressure, acting on a piston, or on a corrugated or other suitable
flexible diaphragm, connected with each of the respective lift valves. The
compressed air for operating the said piston or diaphragm is preferably admitted
thereto, and released therefrom, by suitable ports and passages in the main slide
valve and face. By these arrangements comparatively small ports may be used in
the slide valves of large engines. An example of this arrangement is shown in
Figure 16 which illustrates an arrangement of ports and passages in a slide valve
moving in a circular or curvilinear path as before described. A is the valve in
section showing the hollow interior supplied with compressed air, and B is the
cylinder port face as before. V is a port in the face of the valve, V¹ is a port on
the cylinder port face B, in connection with the pipe V2, in communication with
the space behind the piston or diaphragm actuating the lift valve for admitting
compressed air to the tangential ports. in the cylinder. V³ is another port on the
cylinder port face B leading to the pipe V4 in communication with the space
behind a similar piston or diaphragm for operating the exhaust lift valve. It will
be seen that as the valve A moves in its circular or curvilinear path, compressed
air is admitted through the port V in the valve to the port V and pipe V², to open
the air lift valve at the required moment. The further movement of the valve
cuts off this communication, and air is subsequently admitted, through the same
port V in the valve, to the port V³ and pipe V to open the exhaust valve at the
required moment. The lift valves may be closed by springs or otherwise, the air
pressure being released from behind the pistons or diaphragms, through the ports
and passages V5 and V, and through suitable openings into the atmosphere
through the valve cover. Or the compressed air may be economised by exhausting
same into receivers or chambers, as described in reference to Figure 9 of this
Specification.
I sometimes actuate the exhaust valve of the engine by a lever and roller, or
other suitable mechanism, operated by the slide valve A, or by some part of the
mechanism giving motion to such slide valve. In Figure 6, W is the lever acting
on the exhaust valve in the usual manner. W is a friction roller turning on the
idle crank P2, or on a pin fixed to any convenient portion of the slide valve A.
This roller W2, partaking of the curvilinear movement of the valve A, operates the
lever W¹, and, although connected direct to the said valve, the times for opening
and closing the exhaust valve can be arranged with the same facility as in the case
of a cam on a revolving shaft.
In Figure 16 of the drawings annexed to the specification of my aforesaid
patent N° 5201 A.D. 1881 the numeral 15 indicates a small piston, the office of
which is to regulate the relative pressures of the compressed gas and air. Instead
of this piston, I now propose to employ a flexible diaphragm in order to prevent
leakage, the said diaphragm acting in a similar manner to the piston in the said
former arrangement. The numerals of reference in Figure 11 of the accompanying
drawings are arranged to correspond with those of Figure 16 of the drawings
accompanying the specification of my aforesaid patent N° 5201 A.D. 1881, and the
description of same in such specification also applies to Figure 11 of the drawings
hereto annexed, with the exception that in the latter case the delivery valve 13 is
connected by any suitable means with the flexible diaphragm 15, which acts in a
similar manner to the sliding plunger 15 in the aforesaid patent. Figure 10
illustrates an arrangement whereby, instead of employing a gas reservoir in
connection with the ordinary gas pump U, the said gas pump is made to commence
to deliver gas direct into the engine, at, or about, the beginning of the stroke
thereof, and a small safety or relief valve 19, actuated by a diaphragm 15, is
arranged to relieve any excess of pressure in the gas delivery pipe 13, by allowing

page_text: the surplus gas to escape to the suction pipe 22, or to an intermediate reservoir 20,
from which it can re-expand into the pump U, through the ordinary suction
valve 18 during the next suction stroke. When the intermediate chamber 20 is
employed, it will be necessary to insert a non-return valve 21 between the said
chamber and the suction pipe 22. Compressed air from the main air reservoir, or
other source, must be led through a small pipe 17 to the side of the diaphragm 15
opposite to that against which the pressure of the gas acts, and it is advisable to
arrange so that the working pressure of the gas may be slightly above that of the
compressed air, which excess can be regulated by the adjustable spring 16, assisting
to press the diaphragm 15 against the pressure of the compressed gas in the delivery
pipe 13.
An excess of gas during the charging stroke of the gas pump may also be
provided for in an ordinary gas pump by means of a flexible diaphragm adapted
to act as a variable clearance space or reservoir, compressed air being admitted at
the opposite side of the said flexible diaphragm. Any excess of gas beyond what
is required by the engine is forced into this variable clearance space, against the
pressure of the compressed air on the other side of the diaphragm thus maintaining
the gas at an uniform pressure.
The gas pump, when of the ordinary plunger or piston type, as in Figure 6,
instead of being worked by an eccentric or crank, may be operated from the
improved slide valve A, as illustrated in the same Figure, in which the hollow
plunger of the gas pump U is operated by a rocking lever X, centred at X', and
connected by the link X2 to the projecting lug X³ on the slide valve A. The
centres of the rocking lever X are arranged so as to cause the pump to deliver the
compressed gas to the delivery pipe 13 at the rate required by the engine during
the admission of gas mixture to the cylinder, thus reducing to a minimum the
fluctuations of pressure in the said pipe 13.
In Figure 20 of the drawings annexed to the specification of my aforesaid patent
No. 5201 A.D. 1881, the reference letter C indicates a central nozzle for admitting
the centre layer of gas mixture. Figures 14 and 15 of the drawings hereto
annexed, illustrate a modification of this arrangement, in which the firing of the
gas mixture in the cylinder is facilitated by enlarging the opening in the said
central nozzle, as shown, after passing the end of the firing port I. The same
result may also be effected by continuing the said firing port I into the cylinder, as
shown, for example, in Figure 13. The gas mixture is admitted from the slide
valve through the passage G, into the snail shaped chamber G² (Figure 14), in
passing round which chamber, the necessary revolving motion is imparted to the
central layer or column of gas mixture as it enters the cylinder through the
aforesaid nozzle.
For the purpose of ensuring a more perfect revolving action of the centre layer
of gas mixture, described in the specification of my aforesaid patent N° 5201
A.D. 1881, I provide in the central admission nozzle a kind of vortex or whirlpool
chamber, wherein the revolving action initiated by the tangential ports H,
described in the aforesaid specification is carried on and improved. Figures 12
and 13 of the drawings hereto annexed illustrate a form of this latter arrangement.
I is the firing port, and G is the gas mixture passage into the snail shaped
chamber G². From this latter chamber the gas mixture passes, in a revolving
cylindrical sheet, into the conical whirlpool chamber G³, from the mouth G* of
which it is projected in a central direction into the cylinder, somewhat in the
manner indicated in the Figure. It is essential for the successful action of this
arrangement that the area of the entrance to the snail shaped chamber G³ shall
exceed that of the mouth G of the whirlpool chamber. If preferred, this last
described nozzle may be formed with an enlarged opening beyond the end of the
firing port I, similar to that described in relation to Figure 15.
I sometimes find it preferable, instead of admitting an uniform mixture of gas or
vapour and air, into the centre of the cylinder, as described in the specification of
y said patent N° 5201 A.D. 1881. to admit into the central port pure gas or

page_text: vapour, or a strong mixture of the same with air first, then an explosive mixture
of gas or vapour and air, and finally air only; all of which can be effected by
suitably arranging the edges of the ports of the valve A. The products of
combustion and air, remaining in the cylinder and ports, mix, to a certain extent,
with the first portion of the central layer admitted, and unduly dilute it, if an
uniform mixture is admitted at first. The admission of air only at the last is for
the purpose of clearing the admission passage G and end of cylinder of gas mixture,
and the attainment of this latter result is greatly facilitated by the use of the
arrangements described in relation to Figure 13.
In order to facilitate the maintenance of an uniform mixture of gas and air in
all positions of the throttle valve, I make the edge of the air port in either the
throttle valve or the cylinder port face oblique, or any other suitable means may
be employed, so that the air inlet is closed faster than the gas inlet. This is shown
in Figure 4, (which is a section on line 7-8 of Figure 7) where it will be seen
that one edge of the dotted cylinder port H is shown oblique. In this Figure, Y is
the air throttle valve, and Y the gas throttle valve, the opening in the latter being
preferably a very narrow slit, as shown in this Figure and also in Figure 5, which
is a cross section of the throttle valve Y' through this narrow slit. The connection
between these throttle valves and the governor is so arranged that, while a lowering
of the speed of the governor causes the ports to be opened as usual, the total
stoppage of the engine causes the governor to move the throttle valves still further,
and thus partially close the ports ready for a fresh start, thus avoiding the entrance
of two much gas on starting the engine.
In order to make up or restore more or less of the heat lost after and during
compression of the air, and while passing to and from the reservoir, and while in the
latter, I employ a regenerator composed of an extended surface of metal, or other
suitable substance, placed in the tangential exhaust passage, illustrated in
Figures 16 and 18 of the drawings annexed to the specification of my said patent
No 5201 A.D. 1881. The air, in entering the cylinder through the said passage,
takes up heat from the regenerator which has been previously heated by the hot
products of combustion exhausted through it after the preceding stroke of the piston.
Figures 7 and 8 show portions of an engine, in which these improvements are
embodied, Figure 7 being a horizontal section and Figure 8 a transverse section on
line 5-6 of Figure 7. a is the tangential passage, formed in this case in a separate
shell b secured in the cylinder cover. The space between the shell b and the sides
of the cylinder cover is filled with suitable non-conducting material, the ends of
the cylinder cover and the piston being also covered with non-conducting substance.
The internal diameter of the shell 6 is smaller than that of the cylinder, and the
end of the piston is reduced in diameter so as to pass freely within the same, the
object being to keep that portion of the piston which passes into the hot recess in
the cylinder cover, from coming in contact with the oily sides of the cylinder
during the stroke of the piston. In a horizontal engine this arrangement has also
the advantage of preventing the lubricating oil from flowing from the cylinder into
the heated chamber in the cylinder cover, a drain cock being provided for drawing
off the accumulated waste lubricant. e is the regenerator composed of a number of
thin metal plates fitted into a continuation of the tangential passage a leading to
the exhaust lift valve W, which passage is also lined with non-conducting substance,
shown in the Figures by double cross hatching. The compressed air is introduced
through the port and passage E into the space above the exhaust valve W, and
from thence it passes through the regenerator e and tangential passage a into the
cylinder. If preferred the regenerator chamber may be straight, instead of curved
as shown.
In consequence of the regenerator taking up heat from the whole of the products
of combustion whereas the heat is abstracted from the regenerator again by only a
portion of the charge of air entering the cylinder, the regenerator is not able to
reduce the temperature of the exhaust gases to the full extent. In some cases I
therefore propose to utilise this excess of heat left in the exhaust gases for the

page_text: purpose of heating the compressed air in the main air supply pipe F on its way
from the main reservoir to the slide valve A in any well known manner, the
advantage of this arrangement being that there is no danger of overheating the
slide valve as it is only the rejected heat from the regenerator e that is proposed to
be employed for this latter purpose. It will be readily understood that owing to
the action of the regenerator e the pressure of the air in the main reservoir will
vary with every variation in the supply of gas to the engine, but in some cases it
may be considered desirable to maintain the pressure in the air reservoir constant.
For this purpose I prefer to apply to the delivery lift valve f of the air compressor
a somewhat similar arrangement to that shown in Figure 11 as applied to the
gas pump for a similar purpose, the only difference being that the air pipe 17 must
be omitted and the spring 16 must be made sufficiently strong to resist the desired
constant air pressure.
To facilitate the starting of the engine when compressed air is employed I place
a cock or valve g in connection with the compressing portion of the cylinder.
This cock or valve is opened when starting the engine and the resistance due to the
air compression stroke is thereby removed; or the same effect can be produced by
tripping or holding open one of the air suction valves h h.
sometimes dispense with the central port described in the specification of my
said patent No 5201 A.D 1881 for introducing the central layer or core of gas
mixture, and use instead thereof the tangential side port a (Figure 8) leading into
the cylinder for introducing first, gas mixture to form the central core, and
afterwards air only through the same port a to form the outside layer next to the
cylinder sides, or I may admit, in the same way, a certain quantity of air first, then
gas mixture or pure gas, and finally air only.
It will be understood that when the regenerator e is used in connection with this
tangential port a, the gas, or gas mixture must be admitted at a point between it
(the regenerator) and the tangential passage a leading into the cylinder, so as not to
varied in this case
pass through the said regenerator. The power of the engine
by varying the point in the main piston stroke at which the gas is cut off.
In this arrangement it is preferable to place the main slide valve A at the side
of the cylinder instead of across the end thereof, and it can be operated direct from
the main shaft by an arrangement of parts as illustrated in Figure 20.
When the
slide valve is placed at the side of the cylinder the firing port must be carried to
the centre of the cylinder end, and various devices may be employed for assisting
or hastening the igniting through the long firing port caused by this arrangement.
In large engines the firing may be effected through the piston.
When the main slide valve A is placed at the side, three or more cylinders can
be arranged in a somewhat similar manner to the cylinders in what is known as
Brotherhood's steam engine, and as the three main slide valves have to move in the
same circular path, they can be rigidly connected together and worked from one
eccentric, proper provision being made by means of bridles or straps for keeping
each valve close against its face independently of the others. This rigid frame must
be guided in its circular path by at least two idle cranks similar to those shewn
at P1 P2 in Figure 6.
It will be seen that by a suitable arrangement of the ports in a slide valve
constructed to move in a circular or curvilinear path as herein before described such
slide valve may be utilized in place of the ordinary suction and delivery lift valves
in an air compressing cylinder, or the slide valves in engines generally in which a
fluid is used as the motive power.
Instead of employing a separate lift valve for the exhaust W the exhaust may be
arranged to pass through the slide valve A by providing a suitable port and
passage in the slide valve to work in connection with the port E on the cylinder
face.
The improved slide valve A herein before described besides possessing the
advantages mentioned in the second clause of this specification namely that it
facilitates and simplifies the arrangement of the ports and passages in the valve and

page_text: valve face, possesses also the further practical advantages that the curvilinear
motion has a tendency to keep the faces which work together perfectly true, and to
distribute the lubricant evenly over the whole surfaces.
I make the valves for the air compressing pump with inside and outside seatings,
the valves being guided and controlled by springs fixed to the seat by a screw or
otherwise. Figure 21 is a section of a valve and seating constructed in this
manner, Figure 22 a plan showing the valve and springs, and Figure 23 an
elevation of the valve, valve guard and part of the seating. A is the valve which
in this case is of annular form corresponding to that of the seatings B the inside
and B the outside seating. C C¹ are two springs secured to the seating by the
screw or stud D and bearing at their outer ends against the underside of the
valve A pressing the same against its seatings B. B'. The screw or stud D is also
used for securing the guard E. The ends of the crossed springs C and C¹ may be
secured loosely to the valve A by screws or rivets when the material of the valve
will admit of that mode of attachment, but in other cases, as for example when
the material used for the valve is vulcanite or vulcanized fibre, I prefer to effect the
attachment by means of thin brass clips F as shown, whereby deformation of
the valve face by partial or complete perforation is avoided. In some cases the
valve may be made entirely of a flat piece or disc of vulcanite or vulcanized
fibre. Figures 24 and 25 are respectively a section and elevation of a valve
constructed in this way, showing the application of the springs thereto. In this
case A is the valve, B the seating, which in this case is single, C C¹ the springs,
placed at right angles to each other as before, D the screw connecting the said
springs to the valve A, E is the valve guard. In this case the springs C C act
on the valve A at the middle of their lengths, and their ends take bearings in
slots G formed in the body of the seating.
The advantages of this arrangement are that there are no guide wings to stick,
and that the valve is free to tilt up at any point of its circumference if any
substance rests on its seat, while the opposite side of its circumference remains
down, so that the valve more nearly closes in such a case than any valve with
guide wings or a central guide spindle.
For effecting the lubrication of the cylinder I employ an arrangement whereby
oil is dropped into a cup, and is drawn therefrom through a special suction valve
along with a small portion of air entering the cylinder by each suction stroke of
the piston, the entering passage for such oil and air being by preference pointed
upwards towards the upper side of the cylinder in the case of a horizontal engine.
Figure 26 illustrates this arrangement, A is the oil cup screwed into the cylinder
cover F¹ and receiving oil, drop by drop, from any suitable source of supply. At
the bottom of the said cup is the passage B the lower end of which is closed by a
valve Cheld against its seating by a spring D. E is a passage leading from the
space below the valve C to the cylinder F, its inner end being pointed upwards as
above described. It will now be understood that as the working piston moves
from right to left in the Figure the valve C will be drawn downwards, and the oil
above it in the passage B will be sucked down past the valve and be drawn into
the cylinder, the inclined position of the passage E causing it to be projected
against the upper part of the cylinder. When the working piston reaches the end
of its stroke, and begins to return, the compression of the air aided by the spring D
closes the valve C and prevents the return of the air during the compression
stroke.
Figure 27 illustrates a somewhat similar arrangement, but instead of the oil cup
receiving oil, drop by drop, from some other source of supply, it is furnished
with a certain supply of oil and the valve C plays between seatings placed on
above and the other below. A small quantity of oil passes down to the under side
of the valve at each movement thereof, the movement of the said valve being
caused by the alternate vacuum and pressure in the cylinder. The quantity of
oil supplied to the cylinder at each movement is regulated by adjusting the travel

page_text: or lift of the valve C by screwing the oil cup A more or less into the valve
chamber G, the thickness of the packing H being varied accordingly.
Figure 28 illustrates how a similar arrangement of valve may be applied to the
lower end or side of a cylinder for clearing out or removing automatically the old.
oil from such cylinder.
Similar letters of reference relate to like parts in each of the Figures 26, 27
and 28.
For supplying oil to the various surfaces when the main slide valve hereinbefore
described works in a vertical position, a finger connected to the slide valve is
dipped by the curvilinear or other motion thereof into an oil cup at each stroke or
revolution, and delivers a drop of oil to any surface required to be lubricated,
or to an oil cup and tube leading to such surface.
Figures 29 and 30 illustrate this device, A is the main slide valve which receives
a circular or curvilinear motion as before described, A¹ is a fixed cup containing a
supply of oil, B is the finger connected to the slide valve A; on the end of the
finger B is fixed one or more spring wires B¹ and the lower ends of these wires
describe the circle C shown in dotted lines in Figure 30, dipping, while describing
the lower part of such circle, into the oil and delivering the portion of oil adhering
thereto into the inner cup D while describing the upper part of such circle, by the
spring wires B¹ coming in contact with the projecting side of the oil cup. From
the inner cup D the oil is conducted by any suitable channels to the surface to be
lubricated.
I arrange the governor in the following way: The governor balls A (see
Figure 31) are connected to a sleeve B on the spindle C; this sleeve carries bevil
wheels D which drive a friction plate E in contact with a friction pinion F, which
turns on a screwed axis or pin G, which acts on the throttle valve lever H through
the rod I. Any alteration of speed of the engine causes the sleeve B, and with it
the friction plate E, to move on the spindle C so as to move its centre nearer to,
or further from the point of contact with the friction pinion F and to either side
thereof, so that the greater the variation of the speed of the engine the more
quickly will the throttle valve be acted upon. J is a lever frame swinging on an
axis and pressed by a weight or spring so as to hold the friction pinion F constantly
against the friction plate E.
worm
In the arrangement shown in Figure 32 the friction pinion F (actuated by a
friction plate E fixed or formed on the shaft driving the governor) is connected
with a worm J, and both friction pinion and worm are moved vertically by the
action of the balls on the spindle K. The worm J engages with a
sector L connected with the throttle valve. When the governor acts it shifts the
friction pinion F and worm J bodily upwards or downwards, so that the worm
thread acts as a rack in the first instance to move the sector L, and thus to partly
close or open the throttle valve quickly in response to the alteration of speed
in the engine. As soon as the friction pinion F is moved from the centre of the
friction plate E it begins to revolve and with it the worm J. This revolution of
the worm J acts on the worm sector L to continue more slowly its previous motion
until the balls and friction pinion return to their normal position, the sector L
following but not returning quite to the same position as before owing to the
supplementary motion produced by the revolution of the worm, thus adjusting the
position of the throttle valve to suit the alteration in the work of the engine.
Figure 33 illustrates another arrangement of the parts shown in Figure 32
similar letters referring to like parts in both the Figures 32 and 33.
Having now described the nature of my said Invention and the manner in which
the same is to, or may be, carried into effect, I would have it understood that
I make no claim in this present specification to the various arrangements and parts
described or claimed in the specification of my aforesaid patent No. 5201 A.D. 1881
and referred to herein, but that so far as concerns those arrangements and parts,
I now claim only the improvements upon such arrangements and parts herein

page_text: scribed, and I would also have it understood that I do not confine myself to the
ecise details described and illustrated, as they may be varied without departing
rm the nature of my invention, but that what I do claim is :—
rst. The flat slide valve A working with a compound motion composed of
reciprocating motions in two directions, producing a circular, elliptic,
curvilinear, or other motion, such that any given point on the face or faces
of the slide valve always follows a definite path, substantially as herein before
described, and illustrated in Figures 1, 2, 3, 6, 7, 9, 16, 17, 18, 19 and 20 of
the drawings hereto annexed.
cond. The arrangements of cranks, or eccentrics, and combinations of cranks or
eccentrics with levers and links, or gearing, for imparting to the valve A the
circular, elliptic, curvilinear, or other motion, substantially as hereinbefore
described, and illustrated in Figures 1, 6, 7, 17, 18, 19 and 20 of the drawings
hereto annexed.
ird. The arrangements of ports and passages in the valve Å and the faces
against which it works, substantially as hereinbefore described, and illustrated
in Figures 1, 2, 3, 6, 7, 9 and 16 of the drawings hereto annexed, and for the
purposes specified.
urth The employment of gas engines of diaphragm pumps for the purpose of
compressing gas for use therein, such diaphragms being operated by compressed
air, the said compressed air being exhausted into, and stored up in successive
chambers, to be used again during the next stroke, substantially as hereinbefore
described, and illustrated in Figure 9 of the drawings hereto annexed.
th-The employment of an injector operated by a jet of compressed air, for the
purpose of introducing gas mixture to the firing port of a gas engine, as
herein before described, and illustrated in Figures 1, 2 and 3 of the drawings
hereto annexed.
th-The arrangements of ports and passages in, and connected with the
valve A, for the purpose of admitting compressed air to, and releasing the
same from pistons or diaphragms employed to operate lift valves, substantially
as hereinbefore described, and illustrated in Figure 16 of the drawings hereto
annexed.
venth. The employment of a flexible diaphragm 15, Figure 11, in place of the
sliding plunger 15, Figure 16, in the drawings annexed to the specification of
my patent N° 5201, A.D. 1881, for the purpose of regulating the relative
pressures of the compressed gas and air, as herein before described.
hth-The arrangements whereby a gas reservoir is dispensed with, and any
surplus gas, not required by the cylinder, is returned to the suction pipe, or
an intermediate chamber, through a relief valve, operated by a diaphragm,
which has the pressure of the compressed gas on one side, and the pressure of
the compressed air, supplemented by a spring, on the other side, substantially
as herein before described, and illustrated in Figures 6 and 10 of the drawings
hereto annexed.
ath. The arrangements for operating the gas pump from the valve A, as
herein before described, and illustrated in Figure 6 of the drawings hereto
annexed, and for the purpose specified.
th-In the central nozzle shown in Figure 20 of the drawings annexed to the
specification of my aforesaid patent N° 5201 A.D. 1881 for admitting the
central layer of gas mixture into the cylinder, the use of an enlargement of the
opening of the said nozzle at the end of the firing port I, as herein before 5
described, and illustrated in Figure 15 of the drawings hereto annexed, and for
the purpose specified.
venth. The improved nozzle with a vortex or whirlpool chamber, substantially
as herein before described, and illustrated in Figures 12 and 13 of the drawings
hereto annexed, and for the purpose specified.

page_text: Twelfth-In combination with the improved nozzle forming the subject of the
eleventh claim clause, the arrangements of ports and passages in the valve A,
and in connection therewith, whereby air is admitted to the cylinder last, for
the purpose of clearing the admission passage, and end of the cylinder, of gas
mixture, as herein before described.
Thirteenth-The employment of a regenerator in the tangential passage a,
substantially as hereinbefore described, and illustrated in Figures 7 and 8 of
the drawings hereto annexed, and for the purpose specified.
Fourteenth-The employment of the arrangements illustrated in Figure 11 of the
drawings hereto annexed, but modified as herein before described, for the
purpose of maintaining a constant pressure in the air reservoir notwith-
standing variations in the heating effect of the regenerator due to the varying
power exerted by the engine, as hereinbefore described.
Fifteenth The employment of the tangential port for admitting the central core
of air, gas, or gas mixture, before the outer layer of air, whereby the central
port for the admission of gas mixture is dispensed with, as hereinbefore
described.
Sixteenth-The construction of the valves for the air compressing pump with
closing springs which act also as guides, whereby guide spindles or wings are
dispensed with, substantially as hereinbefore described, and illustrated in
Figures 21 to 25 of the drawings hereto annexed.
Seventeenth-The arrangement of a governor with a friction pinion connected with
the throttle valve, such friction pinion being driven by the face of a friction
plate in such manner that the greater the variation of speed of the governor
the quicker will be the movement of the throttle valve, substantially as
herein before described, and illustrated in Figure 31 of the drawings hereto
annexed.
Eighteenth. The arrangement of a governor with friction apparatus similar to that
forming the subject of the seventeenth claim clause, but with worm gearing
interposed between the friction pinion and the throttle valve, such worm
gearing acting, firstly, as a rack and pinion to move the throttle valve quickly,
and secondly, as worm and worm wheel to complete the required adjustment
of the throttle valve, substantially as hereinbefore described, and illustrated
in Figures 32 and 33 of the drawings hereto annexed.
In witness whereof, I, the said Walter William Tonkin have hereunto set my
hand and seal this twenty-eighth day of June in the year of Our Lord One
thousand eight hundred and eighty four.
(87)
ΝΤΙΠΑΤΟΙ Μ
A