IMPROVEMENTS IN GAS ENGINES
Year: 1880

page_text: LETTERS PATENT to Martin Benson, of No. 52, Chancery Lane, London, for
an Invention of "IMPROVEMENTS IN GAS ENGINES." A communication
from abroad by Alexander Kirk Rider, of Walden, Orange County, State
of New York, United States of North America.
PROVISIONAL SPECIFICATION left by the said Martin Benson at the Office
of the Commissioners of Patents on the 29th October 1880.
MARTIN BENSON, of No. 52, Chancery Lane, London. "IMPROVEMENTS IN
GAS ENGINES." A communication from abroad by Alexander Kirk Rider, of
Walden, Orange County, State of New York, United States of North America.
My Invention consists of certain novel arrangements and construction of parts
together with improved devices for mixing and igniting the charge of air and gas
as more fully described hereinafter.
In the construction of my improved gas engine I employ two single acting
cylinders of about equal diameter and stroke arranged parallel to each other, one of
these cylinders being for the purpose of compressing the charge of mixed air and
gas, and the other cylinder for the developing the power by the ignition of the
charge within it.
These cylinders I term the compression and power cylinders respectively.
These cylinders are preferably fitted with trunk pistons which are attached by
direct connections to their respective cranks on the main shaft, which is arranged in
a line joining the centre or axis of each cylinder.
The cranks are usually arranged at nearly right angles to each other, that of the
power cylinder being in advance in the direction of revolution.
The angle between the cranks however is not fixed, but depends in a great
measure on the desired amount of compression to be given to the charge of gas and
air previous to its transfer to and ignition in the power cylinder, different relativo
positions of the cranks giving different degrees of compression.
These two cylinders are preferably arranged vertically and are connected together
at their lower ends by a tube or passage way, in which is situated an inlet valve

page_text: operated by an eccentric and an automatic check valve, the former being near the
compression cylinder and the latter being close to the power cylinder, and through
this tube or passage way the compressed charge of gas and air is transferred from
the compression cylinder to the power cylinder, the transfer being controlled as to
time by the opening of the inlet valve.
The use of the automatic check valve is to prevent the pressure of explosion or
ignition reacting on the compression piston.
The power cylinder is fitted with an exhaust valve operated by an eccentric to
permit the discharge of the burnt air, and the compression cylinder is fitted with an
inlet check valve to admit the charge of mixed air and gas as the compression piston
rises from the lower part of its stroke.
The compression cylinder is also fitted with a mixing device, by which the proper
mixture of gas and air is regulated to any desired proportion, and thoroughly mixed
before entering the compression cylinder.
This mixing apparatus is preferably made of a gas pipe T, connected to the check
valve by its central branch to the gas main at one end of the straight run, and to
the air at the other end of the straight run; the gas and air coming from
opposite directions meet at the rectangular branch of the T, and thus become
intimately mixed. Both the gas and air openings in the T are provided with
suitable valves or cocks to regulate the supply of either gas or air. On the air end
of the Tis a check valve to prevent the escape of gas during the down stroke of the
compression piston. I prefer to use this construction of gas supply and mixer,
but in some cases I use a duplex piston in the compression cylinder for this purpose
which has some advantage, and is constructed as follows:-
In the centre and at the lower end of the compression piston I insert an inverted
plunger, one end of which is attached to the bottom of the compression cylinder,
and this inverted plunger is provided with inlet and outlet check valves so as to
form simply a gas pump arranged to work within the compression piston and
discharging the gas into the compression cylinder below its piston, where it is
thoroughly mixed with the air.
The area of this supplementary plunger is made relatively proportional to the
desired ratio between the quantity of gas and air, and its outlet is in connection with
the gas main.
The supplementary plunger thus pumps gas exclusively, and the annular portion
of the compression piston pumps air, the gas and air being mixed in the lower
portion of the compression cylinder, into which the outlet of the gas pump delivers
the gas.
The pistons of cach cylinder are preferably packed with leather, and are made
considerably longer than the stroke, that is, they are extended downwards a sufficient
distance to effectually confine the heat at one end of the cylinder, and thus prevent
any injury to the packings by overheating. This extention of pistons has the
further advantage of dispensing with the water jacket hitherto used, and allows the
heat of combustion in the power cylinder to raise the temperature of its lower end,
and thus greatly increase the expansive or dynamic effect of the combustion of the
mixed air and gas.
Suitable guides are provided above the packings to receive the angular thrust
of the connecting rods, these guides acting on the pistons, which are thus kept in
correct line.
The igniting mechanism consists of a platinum or metal tube of about one 8th
of an inch in exterior diameter, and one and three quarter inches in length more or
less.
This tube for a distance of about half an inch at one end is perforated with
numerous small holes, and around and over this perforated portion is wound a coil
of fine platinum wire.
This tube is encased in a larger tube of about 4th of an inch interior diameter
and about 1 inches in length, with one end shut up or closed with a cap; this
outer tube and cap are also made of platinum.

page_text: When in proper position the coil on the inner tube is situated at or near the shut
up end of the outer or encasing tube, the whole being so arranged that a current of
mixed air and gas can flow through the inner tube to the the fine perforations at
its end and through these and the coil, where an intense combustion occurs, the
products of combustion returning backwards between the inner and outer tubes
to the open end of the larger or encasing tube, where the burnt air is allowed to
escape.
40
In first entering the interior tube the mixed air and gas passes through a small
jet of about 1/4th of an inch in diameter, which regulates the supply and causes the
gas and air to impinge on the inner end of the interior tube and the cap of the
outer tube, so as to direct the current well inward.
This igniter is supplied with a mixture of gas and air by a small pump for this
special purpose worked by the engine, and when once heated to its point of com-
bustion it will continue in an intense condition of ignition so long as the current of
gas and air is supplied to it.
The efficiency of this igniter is greatly enhanced by the regenerative effect of the
returning current of hot burnt air heating up to redness the inner tube and the air
and gas coming in previous to its combustion.
The proportionate quantities of gas and air to feed the igniter is found to be about
one of gas and seven of air, and the igniter pump is arranged with a mixer and gas
supply device similar to that described for the compression cylinder.
I prefer to construct the igniter as described, taking its supply through the inner
tube, but it may be so constructed that the supply will enter between the outer and
inner tubes and pass out of the centre tube; either construction will answer so long
as the principle of utilizing the heat of the escaping current to raise the temperature
of the inflowing current is maintained.
The igniter is fitted into a chambered hub in the side of the power cylinder some
distance from the bottom, so that the igniter is covered by the piston till it arrives
at a given point in its up stroke corresponding to the full transfer of the charge of
gas and air from the compression cylinder, when the exposure of the igniter in a
state of incandescence ignites the charge.
A small reservoir is provided for the igniter supply to equalize the pressure of
the supply pump, and also to give greater convenience in starting the igniter, which
is arranged to be withdrawn from its hub for the purpose of heating it to ignition
on first starting the engine; it is secured in position by a suitable latch or equivalent
means. The speed of the engine is controlled by the governor acting on the gas
supply by means of a suitable valve, which is so arranged that it cannot be either
shut or opened during the time of upstroke of the compression piston, thus avoiding
the possibility of waste of gas which might occur if only a partial charge of gas
entered the compression cylinder at any one revolution.
This is effected by a grooved cam or flange on the main shaft connected with the
lever of the governor or valve stem which actuates the gas valve, and which keeps
the gas valve in one fixed position during one half revolution, and only allowing a
change of position during the other half of the revolution.
As there are no slides or slide valves employed in the construction of this engine
there is no special means required to keep it lubricated, and the power cylinder
may be run at a comparatively high temperature, a condition highly favorable to
the development of power.
The small pump which supplies the igniter is made so as to be detachable from
the engine at pleasure for the greater convenience of lighting the igniter.
The following is another modification of my improved construction of gas
engines:-I employ two pendulous cylinders, which may be cast together in one
piece for greater convenience.
These cylinders are supported in a suitable frame by trunnions at their upper
ends, and are fitted with trunk pistons as before described, which are connected
directly to the crank and main shaft, the cylinders and pistons oscillating with the
motion of the crank.

page_text: One of these cylinders is the compression cylinder and the other the power
cylinder, the stroke of each being simultaneous; and the cylinders are connected
together by an air passage about midway of their length or at other points.
The compression piston extends to the end of the compression cylinder at the
limit of its inner stroke; but the power cylinder is extended beyond the limit of
the inner stroke of its piston, to allow a space or combustion chamber to contain
the charge of mixed air and gas, this space forming the ignition chamber.
The igniter is arranged to act in the ignition chamber, and its construction is
essentially the same as before described, excepting that it is placed in a closed cup
or chamber, which it is fitted with a movable cap or cover, the removal of which
exposes the platinum or metal tube and ignites the charge. This motion or
removal is effected automatically by the oscillation of the cylinders.
The gas is supplied in the proper proportion by a gas pump attached to the frame
of the engine, the gas flowing through one of the trunnions and entering the
connecting air passage between the cylinders, so as to be intimately mixed with
the air.
The exhaust valve is arranged to act through one of the trunnions and is worked
by a cam on the main shaft.
The compression cylinder is provided with inlet and outlet valves, situated
between the cylinders. The gas pump is worked in any convenient manner,
preferably from an eccentric on the main shaft, and the igniter pump is worked
from an arm or projection on one of the trunnions.
The operation of this modification of construction is as follows:-Assuming the
pistons to be at their inner limit of stroke, the withdrawal of the compression and
gas pump pistons will take in a charge of air and gas, which on the return stroke
will flow through the connecting passage way into the power cylinder, driving out
any burnt air that may be in the power cylinder through the exhaust valve, which
is held open about one half stroke for this purpose. The piston having reached half
stroko, the exhaust valve is shut and the mixed air and gas now filling the space in
the cylinders will be compressed into the compression space or ignition chamber at
the end of the power cylinder when the inner limit of stroke is reached. At this
time the oscillation of the cylinder has caused the uncovering of the igniter and
fired the charge, which by its expansion impels the piston to its outer limit of
stroke when the opening of the exhaust valve allows the escape of the burnt air,
and by the further revolution of the engine the operation is repeated.
If desired in the first mode of carrying out my improvement herein described, a
combustion chamber may be formed or attached to the end of the power cylinder,
or put in communication therewith in any convenient manner for containing the
charge of mixed air and gas for ignition, to act on the piston of the power cylinder.
The advantage of a combustion chamber so connected to the end of the power
cylinder is to cause the charge of mixed air and gas when first ignited to act on
the end of the piston when tho piston first begins its outward stroke, and thereby
receives the entire benefit of the expanding mixed air and gas on the piston during
the whole of its stroke. This combustion chamber is placed in communication with
the air compression cylinder, to supply it with the requisite charge of mixed air
and gas. The pipe connecting the compression cylinder and combustion chamber is
provided with a check valve to prevent the air and gas returning to the compres
sion cylinder when ignited. An inlet valve is used between the combustion
chamber and cylinder and opened and closed through the medium of an arm and
valve-rod worked by an eccentric or equivalent means from the shaft or other
moving parts of the engine; this inlet valve is opened at the proper time to permit
the charge of mixed air and gas when ignited to act on the piston of the power
cylinder at the beginning of its stroke. The "igniter" constructed and worked as
hereinbefore described, is usually attached to the end of the power cylinder, and as
close as practicable to the valve opening communicating with the combustion
chamber. When the power cylinder is provided with a combustion chamber as
here described, tho burnt air is exhausted from the cylinder from an opening at the

page_text: lower end of the cylinder provided with a suitable exhaust valve worked by any
known means from the shaft or other moving parts of the engine.
Instead of using an igniter for firing the charge of mixed air and gas in the
power cylinder or combustion chamber as before described, a small tube of platinum
or other metal 1/8th of an inch in diameter, more or less, may be used connecting
the power cylinder and a pump provided with suitable valves for pumping or
injecting a charged of mixed air and gas into the small tube of platinum for
igniting the charge in the power cylinder; the tube is kept red hot by a jet of gas
or other sources of heat acting on the outside of the tube connecting the power
cylinder and injecting pump, and thereby fire the mixed air and gas passing
through it, and consequently the chargo in the power cylinder when placed in
communication.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Martin Benson in the Great Seal Patent Office on the 26th
April 1881.
MARTIN BENSON, of No. 52, Chancery Lane, London.
"IMPROVEMENTS IN
GAS ENGINES." A communication from abroad by Alexander Kirk Rider, of
Walden, Orange County, State of New York, United States of North America.
My Invention consists of certain novel arrangements and construction of parts
together with improved devices for mixing and igniting the charge of air and gas,
as hereinafter more fully described.
In the construction of my improved gas engine I employ two single acting
cylinders of about equal diameter and stroke arranged parallel to each other, oue
of these cylinders being for the purpose of compressing the charge of mixed air and
gas, and the other cylinders for the purpose of developing the power by the
ignition of the charge within it.
These cylinders I term the compression and power cylinders respectively.
These cylinders are preferably fitted with trunk pistons, which are attached by
direct connections to their respective cranks on the main shaft, which is arranged
in a line adjoining the centre or axis of each cylinder.
The cranks are usually arranged at nearly right angles to each other, that of the
power cylinder being in advance in the direction of revolution. The angle between
cranks however is not fixed, but depends in a great measure on the desired amount
of compression to be given to the charge of gas and air previous to its transfer to
and ignition in the power cylinder, different relative positions of the cranks giving
different degrees of compression. These two cylinders are preferably arranged.
vertically, and are connected together at their lower ends by a tube or passage
way in which are situated air inlet valves operated by an eccentric, and an.
automatic check valve, the former being near the compression cylinder, and the
latter being close to the power cylinder, and through this tube or passage way the
compressed charge of gas and air is transferred from the compression cylinder to
the power cylinder, the transfer being controlled as to time by the opening of the
inlet valve. The use of the automatic check valve is to prevent the pressure of
explosion or ignition reacting on the compression piston. The power cylinder is
fitted with an exhaust valve operated by an eccentric to permit the discharge of
the burnt air, and the compression cylinder is fitted with an inlet check valve
to admit the charge of mixed air and gas as the compression piston rises from the
lower part of its stroke.
The compression cylinder is also fitted with a mixing device by which the proper
mixture of air and gas is regulated to any desired proportion, and thoroughly
mixed before entering the compression cylinder.
This mixing device is preferably made of a gas pipe T connected to the check
valve by its central branch to the gas main at one end of the straight run, and to
the air at the other end of the straight run; the gas and air coming from opposite
directions meet at the rectangular branch of the T, and thus become intimately
mixed. Both the gas and air openings in the T are provided with suitable valves
or cocks to regulate the supply either of gas or air, and on the air end of the T is a
check valve to prevent the escape of gas during the down stroke of the compression
piston. I prefer to use this construction of gas supply and mixer; but in some
cases I use a duplex piston in the compression cylinder for this purpose, which has
some advantage and is constructed as follows:-
In the centre and at the lower end of the compression piston I insert an inverted
plunger, one end of which is attached to the bottom of the compression cylinder,

page_text: and this inverted plunger is provided with inlet and outlet check valves, so as to
form simply a gas pump arranged to work within the compression piston, and
discharging the gas into the compression cylinder below its piston, where it is
thoroughly mixed with the air. The area of this supplementary plunger is made
relatively proportional to the desired ratio between the quantity of gas and air,
and its inlet is in connection with the gas main. The supplementary plunger
thus pumps gas exclusively, and the annular portion of the compression piston
pumps air, the gas and air being mixed in the lower portion of the compression
cylinder into which the outlet of the gas pump delivers the gas. The pistons of
each cylinder are preferably packed with leather, and are made considerably longer
than the stroke, that is, they are extended downwards a sufficient distance to
effectually confine the heat at one end of the cylinder, and thus prevent any injury
to the packings by overheating; this extension of the pistons has the further
advantage of dispensing with the water jacket hitherto used, and allows the heat
of combustion in the power cylinder to raise the temperature of its lower end, and
thus greatly increase the expansion or dynamic effect of the combustion of the
mixed air and gas. Suitable guides are provided above the packings to receive the
angular thrust of the connecting rods, these guides acting on the pistons which are
thus kept in correct line.
The igniting mechanism consists of a platinum tube of about one eight of an
inch in exterior diameter, and one and three quarter inches in length. This tube
for a distance of about half an inch at one end is perforated with numerous
small holes, and around and over this perforated portion is wound a coil of fine
platinum wire. This tube is encased in a larger tube of about one quarter of an
inch interior diameter, and about one and a half inches in length with one end
shut up or closed with a cap; this outer tubo and cap are also made of platinum.
When in proper position the coil on the inner tube is situated at or near the
shut up end of the outer or encasing tube, the whole being so arranged that a current
of mixed gas and air can flow through the inner tube to the fine perforations at its end
and through these and the coil, where an intense combustion occurs, the products of
combustion returning backwards between the inner and outer tubes to the open end
of the larger or encasing tube where the burnt air is allowed to escape. "In first
entering the interior tube the mixed air and gas passes through a small jet of about
one fortieth of an inch in diameter, which regulates the supply and causes the gas
and air to impinge on the inner end of the interior tube and the cap of the outer
tube so as to direct the current well inward.
This igniter is supplied with a mixture of gas and air by a small pump for this
special purpose worked by the engine, and when once heated to its point of com-
bustion it will continue in an intense condition of ignition so long as the current
of gas and air is supplied to it. The efficiency of this igniter is greatly enhanced
by the regenerative effect of the returning current of hot burnt air, heating up to
redness the inner tube and the air and gas coming in previous to its combustion.
The proportionate quantities of gas and air to feed the igniter is found to be about
one of gas and seven of air, and the igniter pump is arranged with a mixer and
gas supply device similar to that described for the compression cylinder. I prefer
to construct the igniter as described, taking its supply through the inner tube, but
it may be so constructed that the supply will enter between the outer and inner
tubes and pass out of the centre tube; either construction will answer so long as
the principle of utilizing the heat of the escaping current to raise the temperature
of the inflowing current is maintained. The igniter is fitted into a chambered hub
in the side of the power cylinder some distance from the bottom, so that the igniter
is covered by the piston until it arrives at a given point in its upstroke corre-
sponding to the full transfer of the charge of gas and air from the compression
cylinder, when the exposure of the igniter in a state of incandescence ignites
the charge.
A small reservoir is provided for the igniter supply to equalise the pressure of
the supply pump, and also to give greater convenience in starting the igniter,

page_text: which is arranged to be withdrawn from its hub for the purpose of heating it to
ignition on first starting the engine; it is secured in position by a suitable latch.
The speed of the engine is controlled by the governor acting on the gas supply by
means of a suitable valve which is so arranged that it cannot be either shut or
open during the time of upstroke of the compression piston, thus avoiding the
possibility of waste of gas, which might occur if only a partial charge of gas entered
the compression cylinder at any one revolution.
This is effected by a grooved cam or flange on the main shaft connected with
the lever of the governor or valve stem which actuates the gas valve in one fixed
position during one half revolution, and only allowing a change of position during
the other half of the revolution.
As there are no slides or slide valves employed in the construction of this engine
there is no special means required to keep it lubricated, and the power cylinder
may be run at a comparatively high temperature, a condition highly favorable to
the development of power.
The small pump which supplies the igniter is made so as to be detachable from
tho engine at pleasure for the greater convenience of lighting the ignitor.
In order to give a more full understanding of my Invention, and the manner of
constructing and working the same, reference is made to the accompanying
Drawings forming part of this Specification, and to the letters of referenco marked
thereon.
Fig. 1, Sheet 1, is partly a vertical section and partly a side elevation of my
improved gas motor.
Fig. 2 is a detached end view of the crank shaft.
Fig. 3 is a plan of the governor cam.
Fig. 4 is a vertical section of the igniter.
Fig. 5 is an enlarged longitudinal section of the jet for supplying gas and air to
the igniter, also an enlarged viow of the igniter tube.
Fig. 6 is a vertical sectional view of another modification of the mixer and
compression piston.
A represents the compression cylinder, and B the power cylinder, said cylinders
being single acting, of about equal diameter and stroke, and arranged parallel to
cach other; C is a trunk piston located in the compression cylinder A, it being
connected to the crank A' by means of the connecting rod A²; D is a trunk piston
located in power cylinder B, and is connected with crank D¹ by means of the
connecting rod D
Cranks A, D', are usually arranged at nearly right angles to each other, as
illustrated in Fig. 2, the crank D' being in advance in the direction of revolution.
The angle between the cranks, however, is not fixed, but may be varied, as it
depends in a great measure on the desired amount of compression to be given to
the charge of gas and air previous to its transfer to aud ignition in the power
cylinder, different relative positions of cranks insuring different degrees of
compression.
The compression and power cylinders A, B, are preferably arranged in vertical
position, and are connected together at their lower ends by a tube or conduit E,
in which is situated an inlet valve F, operated by an eccentric F¹, on the main
shaft and rod F2, connecting the eccentric with the valve F and an automatic
check valve G. The inlet valvo F is located near the compression cylinder and
the check valve near the power cylinder. The charge of compressed gas and air is
transferred froin the compression cylinder to the power cylinder through the tube
or conduit E, the transfer or flow being regulated as to time by the opening of the
inlet valvo F, while the automatic check valve serves to prevent the explosive
force of the ignited mixture of gas and air in the power cylinder from reacting upon
the compression-piston. The compression-cylinder A is furnished with a mixing
device or attachment by means of which gas and air are mixed and thoroughly
commingled in any desired proportions before being admitted to the compression-
cylinder.

page_text: The mixing device or attachment is constructed as follows:-To the lower end
of the compression cylinder is attached the valve casing m¹, in which is located a
check valve m. AT pipe H has its central branch attached to the outer end of the
valve casing m³, while at one end of the straight run or portion ' is located the
check valve g', the office of which is to prevent the escape of gas when the com-
pression piston is not drawing it into the compression cylinder, and the opposite
end of the straight run is provided with a gas-regulating valve R, which engages
in the valve seat R', and serves to regulate the supply of gas to the mixer from
supply pipe P.
The supply of gas and air to the mixer is conveyed through the straight run in
opposite directions, the two currents meeting and becoming thoroughly mixed at
the branch pipe, through which the mixed air and gas flows to the compression
cylinder.
The speed of the engine is automatically controlled by regulating the position of
a governor valve during the downstroke of the compression cylinder, said valve
being retained either in its open or closed position when the compression is drawing
in a charge of mixed air and gas, and during such time or half revolution of the
main shaft the position of the valve cannot be changed. V represents a governor
of any desired construction, and is driven by a belt v passing over a pulley v
attached to the governor driving shaft v³ and pulley vs on the main shaft; or the
governor may be operated in any other desired manner. W is a lever pivotted to
the compression cylinder or other fixed object, the free end of the lever being
bifurcated and engaging the sliding sleeve W₁ of the governor. Lever W is
pivoted to the valve rod H², the lower end of which is provided with a valve I, the
latter being located in the gas supply pipe P, and serving to regulate the flow of
gas to the compression cylinder. The upper end of rod H2 is bent laterally or
transversely to its length, the bent portion or catch w engaging in the grooved faco
of the disc or governor cam T attached to the main shaft.
Disc T has formed on one side thereof a wide semicircular groove t, and two
narrow semicircular grooves t¹, t, the latter connecting at opposite ends with the
wide groove t.
When the compression piston is descending the parts are so
arranged that the catch w will then be located in the wide groove t, and is then
free to be raised or lowered by the governor, according to the speed of the engine.
If the engine is running too slow the valve will be raised by the governor, thereby
admitting an increased quantity of gas to the compression cylinder. As the valve
is raised the catch wis moved upward towards the centre of the disc, so that
during the upstroke of the compression piston the catch will engage in the narrow
groove t², and serve to hold the valve in its open position while the compression
piston is drawing in a charge of air and gas. The valve will be retained in this
position until the speed of the engine becomes too great, and then during the down-
stroke of the compression piston the governor operates to close the valve, thereby
drawing the catch w downward or towards the periphery of the disc, and cause the
catch w to enter the narrow groove t¹ as the compression piston commences its
upstroke, in which position of the catch the valve is held in its closed position.
Thus it will be understood that the valve may be opened or closed in an automatic
manner by the governor while the compression piston is passing through its down-
stroke, but during the upstroke of the compression piston the position of the valve
cannot be changed, it being held open or closed.
By adjusting the valve R the proportionate quantities or volumes of gas and air
admitted to the compression-cylinder may be readily regulated.
Instead of employing the gas supply and mixer hereinbefore described I may
employ the duplex piston illustrated in Fig. 6 for accomplishing this purpose.
A represents the compression cylinder and C the compression piston, the latter
having a cylinder c formed in its lower end, within which is located the stationary
plunger C, the lower end of which is connected with the bottom of the compression-
cylinder.
Plunger C is provided with passage c², having an inlet check valve c³, and an

page_text: eduction passage furnished with an outlet check valve c, the eduction-passage
communicating with the interior of the lower end of the compression-cylinder.
An air-supply pipe provided with a check valve is connected with an opening d¹
in the lower portion of the compression cylinder, while a pipe or conduit for trans-
ferring the mixed air and gas to the power cylinder is connected to opening d². As
the compression piston is raised it serves as a duplex pump, gas being drawn into
the cylinder c and air into the annular chamber formed between the compression-
cylinder and cylinder c.
The compression piston in its descent operates to force the charge of gas through
the eduction passage c³ into the lower portion of the compression cylinder, and
thoroughly mix the gas with the supply of compressed air. The relative propor-
tions of gas and air are determined by the relative arca of the cylinder cas
compared with the area of the annular chamber between cylinder c and the com-
pression cylinder. Thus it will be observed that the duplex piston serves to pump
air and gas separately and in any desired relative proportions, and to thoroughly
intermingle and compress the charge in the lower end of the compression
cylinder.
The power cylinder B is fitted with an exhaust valve n placed in its lower end,
said valve being furnished with a stem n³, which projects downwardly to be
operated upon and raised at proper intervals of time by the lever N¹, the latter
being connected with and operated by an eccentric N2 on the main shaft through
the connecting rod N³. The exhaust valve is raised at proper intervals of time to
permit the discharge of the burnt air from the power cylinder.
Power cylinder B is constructed with a chambered hub O near its lower end, in
which is inserted the igniter Q, an enlarged view of which is illustrated in Fig. 4.
The igniter consists of a platinum tube b, preferably of about one eighth of an
inch in exterior diameter, and of about one and three quarter inches in length. This
tube, for a distance of about half an inch at its outer end, is perforated with
numerous small holes, and around and over the perforated portion is wound a coil
of fine platinum wire g, about No. 25 wire being used. Tube is encased in a
larger tube 6', of about one quarter of an inch in its interior diameter, and about
one and a half inches in length, with one end shut up or closed with a cap g², the
outer tube and cap being made of platinum of about No. 25 thickness.
Mixed gas and air passes through a small jet a to the igniter, said jet being about
one fortieth of an inch in diameter at its smaller end, and serving to regulate the
supply and cause the current of mixed gas and air to impinge on the perforated end
of the inner tube b and flow through the fine perforations therein, and in contact
with the platinum coil and against the platinum cap of the outer tube, thereby
causing an intense combustion, the products of combustion returning backward in
contact with the inner and outer tubes and escaping through the exhaust passages d.
The igniter is supplied with a mixture of gas and air by a small independent
pump K, which is worked by the engine, and when the igniter is once heated to its
point of combustion it will remain at a high degree of temperature so long as the
current of gas and air is supplied thereto. The efficiency of the igniter is greatly
enhanced, owing to the regenerative effect of the returning current of hot burnt air
heating up to redness the inner tube, and consequently raising the mixed air and
gas to a high degree of heat previous to its combustion. The proportionate quantities
of gas and air best adapted to feed the igniter are found to be about one of gas and
seven of air.
The igniter is furnished with a gas inlet o and with a gas and air mixer, the
same as is connected with the compression-cylinder.
While I prefer to construct the igniter to operate as described, that is, to take its
supply of gas and air through the inner tube, yet it may be so constructed that
the supply will enter between the inner and outer tubes and pass out of the centre
tube, thus utilizing the heat of the returning current of hot burnt air in maintaining
the tubes of the igniter at a high heat.
The igniter is located in a chamber or recess some distance from the bottom of

page_text: the power cylinder, so that it will be covered by the power piston until the latter
arrives at a given point in its upstroke, corresponding to the full transfer of the
charge of gas and air from the compression cylinder, at which point the igniter is
composed to the direct contact of the charge and ignites the same.
A small reservoir U is attached to the pump and igniter, serving to equalise the
pressure of the supply pump, and also to give greater convenience in starting the
igniter which is arranged to be withdrawn from its hub or recess for the purpose of
heating it to ignition on first starting the engine, the igniter being secured in place
by any suitable latch or other fastening device.
The pistons of each cylinder are preferably packed with leather, as at 7, 1, and are
made of considerably greater length than the stroke, or, in other words, they are
extended downward a sufficient distance to effectually confine the heat at one end
of the cylinder, and thus prevent any injury to the packing by overheating. This
extension of the piston has the further advantage in that it enables the water
jackets hitherto used to be dispensed with, and allows the heat of combustion in the
power cylinder to raise the temperature of its lowest end, and thus greatly increase
the expansion or dynamic effect of the combustion of the mixed gas and air. If
required suitable guides (not shown in the Drawings) are provided above the
packings to receive the angular thrust of the connecting rods, these guides acting
on the pistons which are thus kept in correct line.
The small pump which supplies mixed air and gas to the igniter is made so as to
be readily detached from the engine, for the greater convenience of lighting tho
igniter, as will be explained in describing the operation of the engine, which is as
follows at starting:--The igniter being withdrawn from its hub or rocess, and the
igniter pump detached, a few strokes of the igniter pump are given by hand, which has
the effect of condensing a limited quantity of air and gas into the igniter reservoir, a
sinall lighter jet from which is applied to heat up the igniter to its point of combustion.
The igniter is then replaced in its hub in the power cylinder and secured in position.
The igniter pump is next attached and the engine given one turn by hand,
which serves to start the engine.
The operation of the engine for one revolution is as follows:-Assuming the
compression piston to be at the bottom of its stroke, it will on rising draw in a
charge of mixed air and gas beneath its lower end through the air and gas mixer,
and when the piston is at its upper limit of stroke the space below the piston will
be filled with air and gas at the density of one atmosphere. On the descent of the
compression piston the charge of gas and air is compressed, usually to about three
atmospheres, before its power-piston arrives at the lowest portion of its stroke,
when by the action of the proper eccentric the inlet valve will be opened, allowing
the compressed charge to enter the power cylinder through the connecting tube or
conduit. The rise of the power piston and the completion of the downward stroko
of the compression piston will cause the transfer of the entire charge into the
power cylinder, the piston of which has by this time arrived at or slightly passed
the igniter chamber and exposed the igniter, which by coming in contact with the
inflammable charge of mixed air and gas causes the combustion which developes
the power by consequent expansion, and drives the power piston upward to its
upper limit, when the opening of the exhaust-valve of the power-cylinder allows
the descent of its piston by the escape of the burnt air from beneath the same, and
in the meantime the compression-piston will have risen nearly to its upper limit
and drawn in a fresh charge for the next revolution.
The igniter is constantly retained at a high temperature by the action of the
igniter-pump, and is prevented from prematurely firing the charge by the power
piston or cup covering the igniter-chamber until the proper time when the full
charge has been transferred to the power-piston.
When the explosion or combustion of the charge occurs in the power cylinder
the check valve in the tube or conduit connecting the compression and power
cylinder closes, thus preventing the pressure due to the explosion from returning

page_text: and reacting upon the compression-cylinder, the piston of which is at this time at
its lower limit and commencing to draw in a fresh charge.
The governor, as before stated, acts on a valve on the gas supply pipe; the stem
of this valve is extended and bent to a right angle at its end, so as to enter one of
two concentric grooves in a flange or cam on the main shaft.
5
One of these grooves corresponds to the position of the catch or projection of the
lever or valve stem when the valve is wide open; the other groove corresponds
to the position of the catch on the lever or stemn when the valve is shut closely;
the dividing ridge between these two grooves is cut away for half a circle, so that
both grooves are one for a semicircle, and this portion of the flange corresponds in 1
relative position to the valve lever with the tine when the compression piston is
descending; it will thus be seen that the valve stem extension must take one or
the other position during half a revolution, and can only change during the other
half.
I do not usually employ a reservoir between the compression and the power 1
cylinder; but when the compression is carried to a high degree this adjunct is an
advantage; but the general construction and operation of the engine is not
essentially altered by its use, excepting that the inlet valve must be placed between
the reservoir and power cylinder, as will be readily understood.
I prefer to construct the engine so that it may operate vertically, but it may be 2
readily constructed and arranged to operate in a horizontal position.
I do not confine myself strictly to the form of construction described, as it is
obvious that several modifications of parts may be adapted without affecting the
spirit of my Invention.
The following is a description of another modification of my improved con- 2
struction of gas engine, reference being had to the Drawings on Sheet 2, of
which,
Fig. 7 is partly a vertical section and side elevation of my improvement.
Fig. 8 is an end elevation of same.
"
Fig. 9 shows the construction of parts for regulating the ignition of the com- 3
pressed air and gas in the power cylinder, and
Fig. 10 shows an enlarged sectional view of the exhaust valve.
I employ two pendulous cylinders A', B¹, which may be cast together in one
piece for greater convenience. These cylinders are supported in a suitable frame W
by trunnions at their upper ends, as represented, and are fitted with trunk pistons 3
A and B, as before described, which are connected directly to the crank and main
shaft, the cylinders and pistons oscillating with the motion of the crank. The
cylinder B¹ is the compression cylinder and A¹ is the power cylinder, the stroke of
each being simultaneous, and the cylinders are connected together about midway
of their length, as shown in the Drawings. The compression piston B₁ extends to
the end of the compression cylinder at the limit of its inner stroke, but the power
cylinder A¹ is extended beyond the limit of the inner stroke of its piston to allow
a space ✗ to contain the charge of mixed air and gas, this space forming the
ignition chamber. The igniter G is arranged to act in the ignition chamber, and
its construction is essentially the same as before described, excepting that it is
placed in a closed cup or chamber Y which is fitted with a movable cap or cover Z,
the removal of which exposes the platinum or metal tube and ignites the charge.
This motion or removal is effected automatically by the oscillation of the cylinders,
as shown in Fig. 9.
The gas is supplied in the proper proportion by the gas pump C attached to the 5
frame W of the engine, the gas flowing through one of the trunnions, as represented,
and entering the connecting air passage at L between the cylinder so as to be
intimately mixed with the air. The exhaust valve F is arranged to act through
one of the trunnions and is worked by a cam on the main shaft, as shown in
Fig. 7. The compression cylinder B¹ is provided with inlet and outlet valves D 5
and F situated between the cylinders.

page_text: The gas pump C is worked in any convenient manner, preferably from an
eccentric on the main shaft, and the igniter pump H is worked from an arm or
projection on one of the trunnions.
The operation of this modification of construction is as follows:-Assuming the
pistons A and B to be at their inner limit of the stroke, as represented, the with-
drawal of the compression piston B and gas pump pistons C will take in a charge of
air and gas, which on the return stroke will flow through the connecting passage
way K into the power cylinder A, driving out any burnt air that may be in the
power cylinder through the exhaust valve F, which is held open about one half way
its stroke for this purpose. The piston having reached half stroke the exhaust
valve F is shut, and the mixed air and gas now filling the space in the cylinders
will be compressed into the compression space or ignition chamber X at the end of
the power cylinder A when the inner limit of stroke is reached. At this time the
Oscillation of the cylinder has caused the uncovering of the igniter G and fired
the charge, which by its expansion impels the piston to its outer limit of stroke
when the opening of the exhaust valve F allows the escape of the burnt air, and
by the further revolution of the engine the operation is repeated.
Having now described my Invention, what I claim as new and desire to secure
by Letters Patent is,―
1. A gas-engine provided with a compression and a power cylinders, cach con-
nected to cranks on the main shaft of the engine, the cylinders of said pistons being
connected by a tube or conduit for transferring compressed air and gas directly
from the compression to the power cylinder, and an igniter for igniting the charge
at proper intervals of time in the power cylinder, substantially as set forth.
2. In a gas engine a compression and power piston, each connected with a crank
on the main shaft of the engine, the compression cylinder furnished with means
for mixing air and gas in any desired relative proportions, and the power cylinder
provided with an igniter, said cylinders being connected by a tube for conveying
the compressed charge from the compression cylinder directly to the power cylinder,
substantially as set forth.
3. In a gas engine a compression cylinder furnished with means for mixing air
and gas in any desired relative proportions, and a power cylinder provided with
an igniter arranged to be exposed to the charge by the action of the power piston,
substantially as set forth.
4. In a gas engine a T-connection attached to the compression cylinder, one end
of the straight run being provided with a check valve to prevent the escape of gas,
a hand valve for regulating the flow of gas, and a check valve interposed between
the compression cylinder and mixer, substantially as set forth.
5. In a gas engine a compression cylinder furnished with means for regulating
the supply of air and gas thereto, a power cylinder provided with an igniter, a tube
or conduit connecting the compression and power cylinders, and an automatic
check valve located in said tube or conduit, substantially as set forth.
6. In a gas engine a compression cylinder furnished with means for regulating
the supply of air and gas thereto, a power-cylinder provided with an igniter, a
tube or conduit connecting the compression and power cylinders, and a regulating
valve located in said tube or conduit, and operated by an eccentric on the main
shaft of the engine, substantially as set forth.
7. In a gas-engine a compression cylinder provided with means for regulating
the relative proportions of gas and air supplied thereto, and a governor for
automatically regulating the supply of gas during the down stroke of the
compression piston, substantially as set forth.
8. In a gas engine a compression cylinder provided with means for regulating
the relative proportions of gas and air supplied thereto, and a governor and devices
connected therewith for retaining a gas regulating valve in a fixed position during
the upstroke of the compression piston, and for regulating the position of the
valve during the downstroke of the compression-piston, substantially as set forth.
9. In a gas engine the combination with a regulating valve in the gas supply

page_text: pipe and a governor driven by the engine and connected with the valve stem, of a
disc or cam attached to the main shaft, said disc provided with a wide semicircular
groove and two narrow semicircular grooves the upper end of the valve stem being
arranged to engage in one of said grooves according to the speed of the engine,
substantially as set forth.
10. An igniter consisting essentially of two platinum tubes, one enclosed within
the other, substantially as set forth.
11. An igniter consisting of an inner platinum tube perforated at one end, the
perforated portion covered by a coil of fine platinum wire, and an outer platinum
tube closed at one end, substantially as set forth.
12. An igniter consisting of two platinum tubes, one enclosed within the other,
and burnt-air-discharge passages located to allow the supply of air and gas to flow
through the igniter in one direction and the burnt air in an opposite direction, and
imparts its heat to the igniter, substantially as set forth..
13. The power-cylinder constructed with a chambered hub and an igniter
detachably secured therein, substantially as set forth.
14. The combination with the power piston of an igniter placed in a chambered
hub located above the bottom of the power cylinder, the parts being arranged so
that the piston will uncover and expose the igniter when the charge has been
transferred to the power piston, substantially as set forth.
15. In a gas engine the power cylinder furnished with an igniter and with a
pump for supplying mixed air and gas to the igniter, substantially as set forth.
16. The combination with the igniter and supply pump of a reservoir connected
with the pump, substantially as set forth.
17. The combination with the inner and outer platinum tubes of the igniter of a
jet for equalizing the flow of mixed air and gas to the inner tube of the igniter,
substantially as set forth.
18. A gas engine consisting essentially of a compression and a power cylinder,
each provided with a trunk piston connected with the same shaft, the compression-
cylinder provided with devices for regulating the supply of mixed air and gas
thereto, and the power cylinder furnished with an igniter and a pump for supplying
mixed air and gas to the same thereto, the compression and power cylinders being
connected by a tube or conduit furnished with an automatic check valve, sub-
stantially as set forth.
19. In a gas engine composed of two pendulous cylinders, as represented in
Figs. 7 and 8, the arrangement of the igniter in a chamber or cup to which is fitted
a cover or cap, substantially as described.
20. In a gas engine the arrangement of the exhaust passing through the
trunnion.
21. In a gas engine the exhaust valve F being fitted on the end of a removable
tube, as shown and described.
In witness whereof, I, the said Martin Benson, have hereunto set my hand
and seal, this Twenty sixth day of April, in the year of our Lord 188i.