Improvements in Gas or Combustible Vapour Engines.
Year: 1891

page_text: Date of Application, 21st Jan., 1891
Complete Specification Left, 16th Oct., 1891-Accepted, 21st Nov., 1891
PROVISIONAL SPECIFICATION.
Improvements in Gas or Combustible Vapour Engines.
1 HORACE ROBINSON 9 Albert Square Manchester Engineer do hereby
declare the nature of this invention to be as follows:-
My invention relates to improvements in engines in which the piston is propelled
by the ignition and expansion of an explosive mixture of gas and air or other
supporter of combustion or combustible vapour and air or other supporter of
combustion.
The piston of my engine may be propelled as is usual at every second revolution
of the crank shaft.
I use an eccentric or cam or equivalent preferably upon the crank shaft of the
engine a rod or equivalent from this eccentric operates the exhaust valve of the
engine at the required times in the following manner-I mount a wheel or its
equivalent upon an axis in such a manner that the said rod rests by gravity or
otherwise against teeth or cavities or their equivalent formed on the said wheel.
The pitch of these teeth may be a little less than the travel of the before mentioned
rod and upon the rod a projection may be formed in such a manner that it engages
with the before mentioned teeth or cavities. A spring or its equivalent may be
employed to bear upon the said wheel or a pawl or retaining catch may be employed
the object being to prevent the rotation of the wheel except in one direction.
The before mentioned rod moved at each revolution of the engine engages as
before mentioned with the teeth or cavities of the wheel and moves it onward
preferably one tooth or cavity at each revolution of the engine. The said teeth or
cavities are formed of different depths and the said rod is thus held in different
positions according to the depth or shape of the tooth or cavity upon which it is
acting. The exhaust valve of the engine is preferably placed with its axis about
in line with the before mentioned rod the said rod can thus act directly upon the
exhaust valve stalk or elongation of the valve stalk or its equivalent when the said
rod is in contact with certain of the teeth or cavities of the before mentioned
wheel but when other teeth or cavities are in contact with the rod they cause the
rod to work in such a position that it misses the said valve stalk or its prolongation
or equivalent and so no opening of the exhaust valve takes place. In the well
known cycle consisting of an ignition at every other revolution of the engine,
every other tooth or cavity on the before mentioned wheel is of the form necessary
to bring the eccentric rod or equivalent into position to actuate the exhaust. The
inlet valve or valves for the admission of the charge may be allowed to open
automatically by the piston drawing in its charge through or past it or them.
The gas or vapour and air may both enter the cylinder through or past the same
valve the gas or vapour being admitted through one or more holes and the air
through several or one large hole of suitable proportionate area the same valve
covering all.
The exhaust valve by means of its stem or a prolongation or equivalent is held
open by a catch or detent when the speed of the engine rises and this prevents a
fresh charge being drawn into the cylinder as the suction valve or valves is or are
held to or may have a tendency given to it or them to come to the seat or seats
either by gravity or a spring or otherwise.
A light valve may be provided in the exhaust opening inwards and placed
preferably near to the exhaust valve on its exit side. The object of this said light
valve is to admit air into the exhaust and into the cylinder in place of or along
with the products of combustion when the exhaust valve is open and the piston is
making its outward stroke also the air thus admitted may have a cooling effect

page_text: upon the exhaust valve &c. The before mentioned catch or detent may be pivoted
to the exhaust valve stem or a prolongation or its equivalent in such a manner
that when in certain positions it comes in contact with a stop or projection from
the engine bed or cylinder or otherwise but when in another position it passes the
said stop.
The aforesaid catch or detent may be so arranged that when the exhaust valve
is opened the catch comes against a fixed stop which moves it into such. a-position
that it would come in contact with the first mentioned stop or projection during
the early part of the action which would otherwise close the exhaust. A spring or
gravity or a combination of these forces or their equivalent tend or tends to again
move the catch or detent into such a position that it will miss the first mentioned
stop or projection and when the engine is working below a certain speed it or they
will have time to accomplish this motion and the exhaust will be closed by a spring
or its equivalent but should the speed of the engine rise the momentum or inertia
or the combination of the momentum and inertia of the catch or detent will
prevent it from moving out of the way of the first mentioned stop or projection
and the exhaust will be held open. The said stop or projection may be formed
in such a manner that it will also act as a guide for the valve stem or its
prolongation or equivalent and thus relieve the valve stem from side or vertical
strains or wear and especially is this important in the part of the valve stem which
may rise in temperature to a point which would make it difficult to lubricate.
The ignition of the charge may be effected by any known means I prefer
however to use the well known ignition tube. This tube I may attach and
construct in the following manner however.
Upon or near to the end of the tube nearest to the charge to be ignited a nut or
its equivalent may be screwed or a suitable collar formed upon it a flange may be
fitted loosely over this tube so that it bears upon the said nut or collar. The end
of the tube may be formed conically or otherwise made to fit air tight against
or into a socket or bracket formed on or attached to the cylinder or cylinder
cover.
The before mentioned flange may be formed with the uptake tube which
surrounds the ignition tube and bolts or screws or their equivalent draw the flange
and tube towards the before mentioned socket this tightens the tube end against
the socket making it air tight and at the same time it is easy to remove the tube
or replace by a new one when necessary.
Dated this 20th day of January 1891
HORACE ROBINSON.
COMPLETE SPECIFICATION.
Improvements in Gas or Combustible Vapour Engines.
I HORACE ROBINSON of 78 Great Bridgewater Street Manchester formerly of
9 Albert Square Manchester Engineer do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:—
My invention relates to improvements in engines in which the piston is propelled
by the ignition and expansion of an explosive mixture of gas and air or other
supporter of combustion or combustible vapour and air or other supporter of
.combustion.
The piston of my engine may be propelled as is usual at every second revolution
of the crank shaft.
I use an eccentric or cam or equivalent preferably upon the crank shaft of the
engine a rol or equivalent from this eccentric operates the exhaust valve of the engine
at the required times in the following manner-I mount a wheel or its equivalent upon
an axis in such a manner that the said rod rests by gravity or otherwise against
teeth or cavities or their equivalent formed on the said wheel, The pitch of these

page_text: teeth may be a little less than the travel of the before mentioned rod and upon the
rod a projection may be formed in such a manner that it engages with the before
mentioned teeth or cavities. A spring or its equivalent may be employed to bear
upon the said wheel or a pawl or retaining catch may be employed the object
being to prevent the rotation of the wheel except in one direction. The before
mentioned rod moved at each revolution of the engine engages as before mentioned
with the teeth or cavities of the wheel and moves it onward preferably one
tooth or cavity at each revolution of the engine. The said teeth or cavities are
formed of different depths and the said rod is thus held in different positions
according to the depth or shape of the tooth or cavity upon which it is acting.
The exhaust valve of the engine is preferably placed with its axis about in line
with the before mentioned rod the said rod can thus act directly upon the exhaust
valve stalk or elongation of the valve stalk or its equivalent when the said
rod is in contact with certain of the teeth or cavities of the before mentioned
wheel but when other teeth or cavities are in contact with the rod they cause
the rod to work in such a position that it misses the said valve stalk or its
prolongation or equivalent and so no opening of the exhaust valve takes place.
In the well known cycle consisting of an ignition at every other revolution of the
engine every other tooth or cavity on the before mentioned wheel is of the form
necessary to bring the eccentric rod or equivalent into position to actuate the
exhaust. The inlet valve or valves for the admission of the charge may be
allowed to open automatically by the piston drawing in its charge through or past
it or them.
;
The gas or vapour and air may both enter the cylinder through or past the same
valve the gas or vapour being admitted through one or more holes and the air
through several or one large hole of suitable proportionate area the same valve
covering all.
The exhaust valve by means of its stem or a prolongation or equivalent is held
open by a catch or detent when the speed of the engine rises and this prevents a
fresh charge being drawn into the cylinder as the suction valve or valves is or are
held to or may have a tendency given to it or them to come to the seat or seats
either by gravity or a spring or otherwise.
A light valve may be provided in the exhaust opening inwards and placed
preferably near to the exhaust valve on its exit side. The object of this said
light valve is to admit air into the exhaust and into the cylinder in place of or
along with the products of combustion when the exhaust valve is open and the
piston is making its outward stroke also the air thus admitted may have a cooling
effect upon the exhaust valve etc. The before mentioned catch or detent may be
pivoted to the exhaust valve stem or a prolongation or its equivalent in such a
manner that when in certain positions it comes in contact with a stop or projection
from the engine bed or cylinder or otherwise but when in another position it
passes the said stop.
The aforesaid catch or detent may be so arranged that when the exhaust valvė
is opened the catch comes against a fixed stop which moves it into such a position
that it would come in contact with the first mentioned stop or projection during the
early part of the action which would otherwise close the exhaust. A spring or
gravity or a combination of these forces or their equivalent tend or tends to again
move the catch or detent into such a position that it will miss the first mentioned
stop or projection and when the engine is working below a certain speed it or they
will have time to accomplish this motion and the exhaust will be closed by a spring
or its equivalent but should the speed of the engine rise the momentum or inertia
or the combination of the momentum and inertia of the catch or detent will
prevent it from moving out of the way of the first mentioned stop or projection
and the exhaust will be held open. The said stop or projection may be formed in
such a manner that it will also act as a guide for the valve stem or its prolongation
or equivalent and thus relieve the valve's stem from side or vertical strains or wear

page_text: and especially is this important in the part of the valve stem which may rise in
temperature to a point which would make it difficult to lubricate.
The ignition of the charge may be effected by any known means I prefer
however to use the well-known ignition tube. This tube I may attach and construct
in the following manner however.
Upon or near to the end of the tube nearest to the charge to be ignited a nut or
its equivalent may be screwed or a suitable collar formed upon it a flange may be
fitted loosely over this tube so that it bears upon the said nut or collar. The end
of the tube may be formed conically or otherwise made to fit air tight against or
into a socket or bracket formed on or attached to the cylinder or cylinder cover.
The before mentioned flange may be formed with the uptake tube which
surrounds the ignition tube and bolts or screws or their equivalent draw the flange
and tube towards the before mentioned socket this tightens the tube end against
the socket making it air tight and at the same time it is easy to remove the tube
or replace by a new one when necessary.
Referring to the drawings
Fig. 1 is a vertical section. Fig. 2 is a horizontal section through the line X X
Fig. 1. A is the rod worked by the eccentric or cam as described or otherwise as
may be most convenient. C is the exhaust valve. B is the wheel mounted upon
an axis as described so that the rod A by resting on the different shaped teeth of
the wheel B is either diverted or actuates the valve stem E or prolongation at the
required times; a further description of this wheel is not necessary as I have
already described its action in my Patent No. 14787 A.D. 1890. G and R are the
gas or vapour and air valves for the admission of the charge to the cylinder H
and may be formed as one or two or more valves or as most convenient. F is the
catch or detent or tongue-piece which is pivoted at M to the exhaust valve stem E
or a prolongation of the valve stem. Fig. 3 shows F in the position it assumes
when the exhaust valve is opened. N Figs. 1 and 3 is a stop fixed rigidly in the
position relatively to F as shown. If the valve C is slowly closed by the engine
running below its normal speed F will have time to assume the position necessary
to pass the stop N and the valve C will be closed by the spring S as shown in
Figs. 1 and 2 as the rod A. retires. L Figs. 1, 2 & 3 is a stop also fixed in such a
position relatively to F that it causes F to assume the position as shown in Fig. 3
when the exhaust is opened.
The action of this mechanism is as follows:-When the engine is running at or
below its normal speed every time the rod A comes in contact with the stem E or
prolongation it opens the exhaust valve C. The catch or detent F in this case is
caused to assume the position shown in Fig. 3 by coming in contact with the stop L
as the valve stem E is pushed inwards and on the outward stroke the catch or
detent F has time either by gravitation or the spring T or combination or equi-
valent to come into such a position that it misses the stop N and the exhaust
closes.
Should the engine run above its normal speed the catch or detent F having been
forced into the position shown in Fig. 3 has not sufficient time owing to its
momentum or inertia to come into a position to miss the stop N during the early
part of the return or outward stroke of A and soi the exhaust valve does not
complete its outward stroke and is thus prevented from closing but the rod A
'towards the end of its stroke inwards again comes in contact with the valve stem E
and causes F to assume the position shown in Fig. 3 by coming in contact with the
stop L and if the speed of the engine has been reduced to or below its normal
speed the detent F has time to assume a position to miss the stop N. and the
exhaust closes.
It will be understood that when the exhaust is held open by the detent or
'catch F. no explosive charge is drawn in through the inlet valve or valves and thus
the speed is reduced.
Arrow 1 shows the direction of the outward stroke.
'C

page_text: Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what I
claim is
First In a gas or combustible vapour engine retaining the exhaust valve C
open by means of the peculiar detent or catch F being driven into certain positions
as described owing to the stop L the detent being so constructed and combined
with the other parts that when the engine exceeds its normal speed the inertia of F
holds or tends to hold it in or near a position so that it comes in contact with the
stop N and prevents the exhaust from closing in the manner and for the purpose as
described and illustrated.
Second-Governing a gas or combustible vapour engine by means of a detent or
catch constructed so that the inertia of F keeps it in such a position when the
engine runs above its normal speed as to hold the exhaust open the said detent F
having its active motion given to it by a rod E in combination with the stationary
stop L and gravity or spring T or combination acting to overcome the inertia of
and when the engine is running at or below its normal speed the gravity or spring
having time to overcome the inertia of F and bringing it into position to pass the
stop N and allowing the exhaust to close in the manner and for the purpose
substantially as described and illustrated in the accompanying drawings.
Third-Governing a gas or combustible vapour engine by holding the exhaust
valve open at certain times by means of a governor consisting of a tongue-piece,
catch or detent F as described the said catch or detent operating without the
assistance of any other governor acting upon it the said tongue piece or detent
acting in the manner and for the purpose substantially as described and illustrated.
Fourth The combination of the governing device as described with the
mechanism consisting of the wheel B and eccentric or cam rod A for actuating and
governing the exhaust as described and illustrated.
Fifth In a gas or combustible vapour engine the governor consisting of the
catch or tongue-piece or detent F as described in combination with the stops N
and L the inertia of F tending to retain it in the position which it is caused to
assume by the stop L and controlling the exhaust valve all as described and
illustrated.
Sixth In a gas or combustible vapour engine the governor consisting of the
catch or tongue-piece or detent actuated directly by the reciprocating motion of
the exhaust valve and coming in contact at certain times with the stops in the
manner described and its own momentum or inertia and gravity actuating or
controlling it without the assistance of centrifugal or other governor the said
tongue piece or detent acting upon the exhaust all in the manner and as described
and illustrated.
Dated this Fifteenth day of October 1891.