IMPROVEMENTS IN CONNECTION WITH GAS MOTOR ENGINES AND LOCOMOTIVES WORKED THEREBY
Year: 1881

page_text: LETTERS PATENT to Henry Percy Holt, of 15, Park Row, Leeds, in the
County of York, and Francis William Crossley, of Great Marlbro' Street,
Manchester, in the County of Lancaster, for an Invention of "IMPROVEMENTS
IN CONNECTION WITH GAS MOTOR ENGINES AND LOCOMOTIVES WORKED
THEREBY,"
PROVISIONAL SPECIFICATION left by the said Henry Percy Holt and
Francis William Crossley at the Office of the Commissioners of Patents on
the 27th January 1881.
HENRY PERCY HOLT, of 15, Park Row, Leeds, in the County of York, and
FRANCIS WILLIAM CROSSLEY, of Great Marlbro' Street, Manchester, in the County
of Lancaster. "IMPROVEMENTS IN CONNECTION WITH GAS MOTOR ENGINES AND
LOCOMOTIVES WORKED THEREBY.”
Our Invention relates to appliances to be used in connection with gas motor
engines for the purpose of giving facility in starting and working such engines, and
regulating and varying their power and speed; also for regulating and storing the
gas supply, and balancing and accommodating the working parts of such engines,
and indicating their speed when they are employed for working locomotives.
In order to aid in starting a gas motor engine from a state of rest, we provide
a strong reservoir containing a store of elastic fluid under pressure, and we arrange
in a communication from this reservoir to the working cylinder of the engine a
valve that can be opened by suitable gear during several successive propelling
strokes of the piston until the flywheel shall have received sufficient momentum
to carry on the working of the engine in the regular way. When: this arrangement
is applied to gas motor engines of the kind known as the "Otto silent gas engine,"
or similar engines, we admit a portion of the accumulated gaseous fluid into the
engine cylinder during such strokes as are not employed for drawing in charges or
expelling products of combustion. In gas motor engines in which the charges are
compressed by the movement of the piston, we connect the exhaust valve to the
valve gear for admitting fluid from the reservoir in such a manner as to relieve the
piston from the resistance of compression until the engine is started. In order to

page_text: charge the reservoir above referred to we, during the working of the engine, admit
a portion of the burnt and expanded gases from its cylinder to the reservoir until
it becomes charged to a pressure sufficient for afterwards starting the engine, as
above described. Or otherwise the reservoir may be charged with air or waste
products of combustion by a pump worked by the engine. In a gas motor engine
applied to work a locomotive, the pump for this purpose is advantageously worked
by a crank opposite to that worked by the engine piston, the reciprocating parts
being thus counter balanced. In this application we provide means of inverting
the action of the pump so that the pressure in the reservoir can, when required, be
made available for working the pump, and thereby aiding the gas motor engine,
as, for example, when the locomotive has to ascend a gradient or turn a sharp
curve. When the reservoir is sufficiently charged the action of the pump is
rendered idle by opening a by-pass from its discharge to its suction. In cases
where space on the crank shaft is limited by the introduction of the pump crank,
we work the valves of the pump by toggle links moved by the connecting rod; or
these valves, as well as those of the gas motor engine itself, may be worked from
a countershaft having a crank driven by the connecting rod. When a balancing
pump is employed it may, instead of charging a reservoir, or in addition to that
function, be applied for clearing the working cylinder of the gas motor engine from
products of combustion, so that its charges may contain less incombustible material.
In some cases we supply a small quantity of oxygen along with the usual charge
so as to increase its combustibility, and so to obtain an increase of the engine
power. When the pipe supplying gas to a gasmotor engine supplies also lights
or burners, these are apt to be affected by sudden changes of pressure caused by
the indraught of the engine charges. In order to obviate this we provide a bag
or collapsible vessel, such as is usually employed in the branch pipe leading to the
engine, and we regulate the admission of the gas to this bag by a valve which is
worked by a lever that bears against the side of the bag, so that as the bag is
distended or collapsed this valve is moved. We control the movements of the valve
by a cataract, which may be a disc moving loosely in an oil cylinder, and we
thereby prevent its sudden opening or closing notwithstanding the sudden change
of form which the bag may undergo. In gas motor engines in which the gas
supply valve is moved by a reciprocating rod or part, we govern the gas supply
so as either to give full supply or none, according as the engine is moving at
normal or at excessive speed in the following manner :-On a reciprocating part
we mount a tumbling or hanging weight having an arm projecting from its pivot
in such a manner that when the reciprocating part moves at or under its normal
speed, the weight being little disturbed, its arm acts against a tappet which opens
the gas valve; but when the engine moves with excessive speed the inertia of the
weight causes it to take such a position that its arm misses the tappet, and the
valve consequently remains closed. We provide a stop for the weight above
referred to, which at each reciprocation brings it to rest ready to act if required
in the next stroke. When it is desired to stop the engine we, by means of a
handle, move the weight or its arm or the tappet into such a position that the gas
valve remains closed. Or we arrange the collar on the valve spindle, which is
engaged by the governor lever, so that it can be moved out of the range of the
lever, in which case the gas valve remains closed. In order to prevent escape of
gas when the engine stops, and when it may happen that the gas supply valve
is open, we provide in the air supply pipe a check valve, which can open for
indraught of air, but closes automatically against issue of gas from the cylinder
and slide.
For storing the gas to supply a gas motor locomotive we provide usually on the
roof of the vehicle a gas holder of the following description: We form a gas tight
box open at the top, and a lid of somewhat smaller dimensions. We connect the
edges of this lid with the upper edges of the box by a loose diaphragm or curtain
of impervious fabric, the curtain having sufficient width all round to permit the
lid to descend to the bottom of the box. In the bight of the curtain we lay rods

page_text: of sufficient weight to keep it at a suitable degree of tightness, these rods turning
as rollers as the lid ascends or descends. In order to avoid the buckling of the
curtain at the corners we round these corners, making the rods of such length that
they do not extend over the rounded parts, which may be weighted by a number
of balls
For working and breaking the driving wheels of a gas motor locomotive we
adopt the following arrangement:-We mount the driving axles in bearings fitted
to slide to and fro horizontally, and between them we mount the main shaft of the
gas motor engine. From pullies or drums on the engine shaft we drive by flexible
bands, which may be chains faced with strips of wood or other material, corre-
sponding pullies or drums on the driving axles tightening these banda by moving
the axles apart. We also fix brake blocks with their faces presented towards the
driving wheels. When we desire to stop or retard the vehicle we move the driving
axles towards each other, thus slackening the bands which drive them, and at the
same time bringing the wheels against the brake blocks. For indicating and
recording the speed of the vehicle we employ apparatus of the following descrip-
tion :-On a spindle pressed in the direction of its length by an adjustable spring we
fix vanes, and we cause this spindle to revolve by engaging a quick threaded worm
on it with a worm wheel driven from an axle of the vehicle. The resistance of the
vanes to revolution causes the spindle while it revolves to move longitudinally in
opposition to the spring, the extent of its longitudinal motion being greater the
greater the speed at which it revolves. A pencil or tracer connected to the spindle
is thus caused to trace on a moving surface, such as a paper roller, a curve
indicating the motion of the vehicle. The vanes may be made to revolve either
in the air or in a liquid. The apparatus when driven from the engine shaft may
be employed as a governor, the spindle in that case being connected to the gear
which works the gas supply valve so as to operate on it as above described with
reference to the tumbling or suspended weight for giving either full supply of gas
or none, according as the engine is at or under its normal speed or at an excessive
speed.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henry Percy Holt and Francis William Crossley in the Great Seal
Patent Office on the 26th July 1881.
HENRY PERCY HOLT, of 15, Park Row, Leeds, in the County of York, and
FRANCIS WILLIAM CROSSLEY, of Great Marlbro' Street, Manchester, in the County
of Lancaster. "IMPROVEMENTS IN CONNECTION WITH GAS MOTOR ENGINES AND
LOCOMOTIVES WORKED THEREBY."
Our Invention relates to appliances to be used in connection with gas motor
engines for the purpose of giving facility in starting and working such engines,
and regulating and varying their power and speed; also for regulating and storing
the gas supply, and balancing and accommodating the working parts of such
engines, and indicating their speed when they are employed for working
locomotives.
In order to aid in starting a gas motor engine from a state of rest we provide a
strong reservoir containing a store of elastic fluid under pressure, and we arrange
in a communication from this reservoir to the working cylinder of the engine a
valve that can be opened by suitable gear during several successive propelling
strokes of the piston until the fly wheel shall have received sufficient momentum
to carry on the working of the engine in the regular way. When this arrangement
is applied to gas motor engines of the kind known as the "Otto silent gas engine,"
or similar engines, we admit a portion of the accumulated gaseous fluid into the
engine cylinder during such strokes as are not employed for drawing in charges or
expelling products of combustion. In gas motor engines in which the charges are
compressed by the movement of the piston we connect the exhaust valve to the
valve gear for admitting fluid from the reservoir in such a manner as to relieve
the piston from the resistance of compression until the engine is started. In order
to charge the reservoir above referred to we during the working of the engine
admit a portion of the burnt expanded gases from its cylinder to the reservoir
until it becomes charged to a pressure sufficient for afterwards starting the engine
as above described.
Fig. 1 is a side elevation of part of the cylinder of an Otto gas motor engine
with the reservoir above mentioned, and its valve shewn in section; Fig. 2 is a
transverse section through the valve, and Fig. 3 is a plan. A is the cylinder of the
engine, and B is a check valve pressed by a spring in a passage leading from the
cylinder to the reservoir C. The stem of the valve B is acted on by one arm of a
lever D, the other arm of which carries a roller bearing against a cam E on the
countershaft F which works the engine slide.
The cam E is fitted to slide on a
feather on the shaft F, and is provided with a collar and lever G, by which it may
be moved along the shaft. In the position shewn it acts on the lever D when it
is required to utilise the compressed fluid stored in the reservoir C for the purpose
of starting the engine. In ordinary working the cam E is withdrawn leaving the
lever D inert. The action is as follows:-When the engine is at work a portion
of the burnt gases from its cylinder raising the check valve B pass into the
reservoir C raising the pressure therein till it becomes nearly equal to the maximum
pressure in the cylinder, and the check valve prevents return of this compressed
fluid to the cylinder. When it is required to start the engine the cam E is shifted
by the hand lever G to the position shewn in Fig. 3, and the lever D is then caused
to reciprocate once in every two revolutions of the engine shaft, and the valve B
being thus intermittently raised allows portions of the compressed fluid to pass
from the reservoir O to the cylinder A and propel the piston. To the end of the
cam E we attach a cam H corresponding with the exhaust cam ordinarily used in

page_text: such engines, so that while the cam E is acting to admit compressed fluid to act
in the cylinder at each propelling stroke, the cam H acting on the roller I of the
exhaust valve lever, opens the exhaust valve during each compressing stroke, as
well as during each exhaust stroke. When the cam E is withdrawn from acting
on the lever D another part K of the exhaust cam acts on the roller I for exhaust
only. The reservoir C might be charged by a compressing pump worked by the
engine or otherwise, but we prefer to employ the means of charging it as above
described. When a pump is employed for this purpose it may be advantageously
arranged to counterbalance the reciprocating parts of the engine by working it by
a crank opposite to that worked by the piston of the engine.
When a pump is
thus applied on a gas motor locomotive we provide means of inverting its action so
that the pressure in the reservoir can when required be made available for working
the pump, and thereby aiding the gas motor engine, as, for example, when the
locomotive has to ascend a gradient or turn a sharp curve. Fig. 4 is a part
elevation, Fig. 5 is a sectional plan, and Fig. 6 is a transverse section shewing a
pump, and its valves arranged to operate in this manner; Fig. 7 is a section to
an enlarged scale of a three way cock introduced between the slide valve and the
eylinder. The plug of this cock has through it passages which govern the two
ports L and M from the slide, and the two ports N and O to the cylinder of the
pump. In one attitude of the plug the ports are so connected that the action is
that of a pump charging the reservoir. In another attitude of the plug the com-
pressed fluid from the reservoir acts on the piston as in a compressed air engine
propelling it. In the middle attitude of the plug, as shewn in Fig. 7, there is
free communication from one end of the cylinder to the other, the piston thereby
being rendered idle.
In cases where space on the crank shaft is limited we work the valves of the
engine or pump or both either directly or from a countershaft worked from the
connecting rod of the engine or pump.
Fig. 8 is a front view, and Fig. 9 is a plan partly in section of this arrangement.
A point P in the connecting rod travelling in a path of quasi elliptical form is con-
nected either by toggle joints Q, as shown in Figa 8 and 9, or by a slide working
in a slotted hole, as shown in Fig. 10, to the crank R, causing it to revolve and drive
the countershaft F, from which the valves are worked in the usual way.
When the pipe supplying gas to a gas motor engine supplies also lights or
burners, these are apt to be affected by sudden changes of pressure caused by the
in-draught of the engine charges. In order to obviate this we provide a bag or
collapsible vessel, such as is usually provided in the branch pipe leading to the
engine, and we regulate the admission of the gas to this bag by a valve worked by
a lever that bears against the side of the bag, so that as the bag is distended or
collapsed this valve is moved. We control the movements of the valve by a cataract
which may be a disc moving loosely in an oil cylinder, and we thereby prevent the
sudden opening or closing of the valve, such as might otherwise result from sudden
changes of form which the bag might undergo. Fig. 11 is a side view, and Fig. 12
is a front view of a regulating bag and valve thus arranged. Fig. 13 is a sectional
plan of the valve box connecting the bag to the supply pipe, and Fig. 14 is a plan
of the connection and cataract at the other end of the bag. A is the bag, against
the side of which presses a pad B on a lever C, the lever being drawn towards the
bag by a spring D. To the end of the lever O is linked one arm of a lever E fixed
on a rocking spindle F, to an arm G of which is linked the conoidal supply valve H.
This valve is by means of the connections shown opened when the bag collapses, and
closed when the bag becomes distended. To prevent sudden movements of the valve
on arm of the lever E is connected by a rod K to a piston or plunger working
loosely in liquid in a cylinder L.
In gas motor engines in which the gas supply valve is moved by a reciprocating
rod or port, we govern the gas supply so as either to give full supply or none,
according as the engine is moving at normal or excessive speed by means of a
governing apparatus which we will describe referring to Fig. 15, which is
8. side

page_text: view, and Fig. 16, which is a plan of the apparatus as applied to the slide and gas
valve of a gas motor engine of the kind known as the Otto silent engine. A is the
reciprocating admission and ignition slide; on a bracket B projecting therefrom we
suspend a weight C which has a horizontal arm terminating in a sharp edged
plate E. G is the gas supply valve which is pressed down by a spring F and
raised by the short arm of a bent lever H acting on a collar on the valve rod. From
the long arm of the lever H extends a rod K. fitted to slide horizontally in guides,
and having at its end a plate, on the underside of which is a thin projecting part
grooved at the edge. When the slide A moves at its normal speed in making its
stroke in the direction of the arrow, the hanging weight C moves with it without
swinging out of its vertical attitude, and the plate E on its arm D then passes just
under the guide plate L and engages in the groove of M, and the rod K being by
the continued movement of A thus pushed towards the left the gas valve G is
opened. Should the slide A in consequence of excessive speed of the engine make
its stroke too rapidly, then the weight C in consequence of its inertia will swing
relatively towards the right, and the plate E will thus be made to pass above the
guide plate L. As in this movement the plate E escapes the groove of M, the gas
valve Ġ will not be moved. For stopping the engine the gas valve G may be dis-
connected from its opening apparatus by turning the hand wheel N, and thus
raising the collar on which the lever H acts. To prevent the weight C from
swinging towards the left it is provided with a stop O meeting a corresponding
stop P on the bracket B. The arrangement of governor above described may be
modified, as in Fig. 17, which is a side view; Fig. 18, which is a plan partly in
section; and Fig. 19, which is a transverse section shewing such a governor worked
by the to and fro motion of the engine crosshead. In this case the suspended
weight C is retained against a stop by a spring Q, but when the crosshead R on
which C is suspended retreats too rapidly, the weight C swinging a little towards
the right by means of a short arm S raises a horizontal lever T and a bar U sus-
pended therefrom behind a stud on the slide rod V. The bar U has projecting from
it a sharp edged plate W, which is thus made to miss the end ✗ of the gas valve rod
when the bar U is pushed back by the stud on the slide rod V.
In order to prevent escape of gas when the engine accidentally stops, and when it
may happen that the gas supply valve is left open, we provide in the air supply pipe
a check valve, which can open for indraught of air, but closes automatically against
issue of gas from the cylinder and slide.
For storing the gas to supply a gas motor locomotive we provide usually on the
roof of the vehicle a gas holder of the kind shewn in transverse section by Fig. 20,
and in part plan at Fig. 21. A is a gas tight box open at the top, and B is a lid of
smaller dimensions, so that it can freely ascend or descend within the box A. We
connect the edges of the lid B to the upper edges of the box A by a loose diaphragm
or curtain of impervious material C, this curtain being of sufficient breadth to
permit the lid B to descend to the bottom of A. In the bight of the curtain we
lay round rods D, and at the corners which are rounded we lay balls E. As the
lid B ascends or descends the rods D turn. like rollers in the bight of the curtain,
the balls E also turning, and the weight of the rods and balls serves to keep the
curtain tight.
For working and braking the driving wheels of a gas motor locomotive we adopt
the following arrangement:-We mount the driving axles in bearings fitted to
slide to and fro horizontally, and between them we mount the main shaft of the
gas motor engine. From pullies or drums on the engine shaft we drive by flexible
bands, which may be chains faced with strips of wood or other material, corre-
sponding pullies or drums on the driving axles tightening these bands by moving
the axles apart. We also fix brake blocks with their faces presented towards the
driving wheels. When we desire to stop or retard the vehicle we move the driving
axles towards each other, thus slackening the bands which drive them, and at the
same time bringing the wheels against the brake blocks.
Fig. 22 is a side view; Fig. 28 is a longitudinal section; Fig. 24 is a transverse

page_text: section, and Fig. 25 is a plan of a gas motor locomotive thus arranged. A is the
cylinder of the engine, and B is a reciprocating counterbalancing weight or a pump
piston, as above described with reference to Figs. 4 and 5, the two connecting rods
working opposite cranks on the main shaft C. On this shaft are drums D, driving
by straps drums E on the running axles. At each end of the framing of the
vehicle we mount in bearings a rocking shaft F, having at its ends cranks which
are connected by arms G to the two boxes of each axle. On the two rocking
shafts F are fixed arms H which are connected together by an adjustable rod J,
and this rod is continued forwards to the driver's platform, where by means of a
rack and pinion or other suitable hand gear it can be moved to or fro. The cranks
on the one shaft F are set opposite to those on the other shaft, and thus .according
as the rod J is moved in the one direction or the other, the axle boxes of the
two pairs of wheels are caused to approach towards each other, or to recede
from one another. In the former case the driving. bands become slackened, and at
the same time the road wheels are pressed against stationary brake blocks K, the
vehicle being thus retarded or stopped. In the latter case when the wheels are
made to recede they are drawn clear from the brake blocks, and the driving straps
are at the same time tightened.
For indicating and recording the speed of the vehicle we employ apparatus of
the following description:-On a spindle pressed in the direction of its length by
an adjustable spring we fix vanes, and we cause this spindle to revolve by
engaging a quick threaded worm on it with a worm wheel driven from an axle of
the vehicle. The resistance of the vanes to revolution causes the spindle while it
revolves to move longitudinally in opposition to the spring, the extent of its
longitudinal motion being greater the greater the speed at which it revolves.
A pencil or tracer connected to the spindle is thus caused to trace on a moving
surface, such as a paper roller, a curve indicating the motion of the vehicle. The
vanes may be made to revolve either in the air or in a liquid. The apparatus when
driven from the engine shaft may be employed as a governor, the spindle in that
case being connected to the gear which works the gas supply valve, so as to
operate on it, as above described with reference to the tumbling or suspended
weight, for giving either full supply of gas or none according as the engine is at or
under its normal speed or at an excessive speed.
Fig. 26 is a side view; Fig. 27 is an end view, and Fig. 28 is a plan of this
apparatus; Fig. 29 is a longitudinal section to an enlarged scale shewing the
gearing for working the pencil or tracer. A is a pulley driven from one of the
axles of the vehicle, this pulley being preferably connected to its shaft through a
spring, and the shaft having on it a heavy fly wheel B to provide against
oscillations resulting from sudden variations of speed. From a pulley on the shaft
of B by means of a band is driven an adjustable reel C, which by means of worm
gearing drives rollers causing the travel of a continuous paper strip D. The shaft
of B has on it a pinion E which gears with a quick threaded worm or screw F on a
spindle that is pressed backwards by a spring, and that carries a flyer G. To this
spindle is linked a double lever H, which carries at its end a tracer I caused to
bear against the paper D by means of a bow spring. The lever H may, as shown in
Fig. 29, have linked to it a pendant rod K which bears against the rod L of the
gas valve. At the end of the rod K is a small crosshead, which when the speed is
normal presents itself in front of the reciprocating pusher M, and when pushed by
it moves the gas valve rod K. When the speed exceeds the normal rate, the
Crosshead on K is caused to take a position like that shewn dotted, so that the
pusher M misses it, and consequently the gas valve remains closed. Obviously this
arrangement could be applied with suitable adjustments to open when the speed is
axcessive a valve admitting fluid under pressure to a cylinder for the purpose of
putting on the brakes.
Having thus described the nature of our Invention, and in what manner the
same is to be performed, we claim,―
First. The use of a reservoir communicating with the cylinder of a gas motor

page_text: engine by a passage containing a check valve, so that during the working of the
engine the reservoir becomes charged from the cylinder with fluid under pressure
available for starting the engine, substantially as herein described.
Second. Connecting the check valve referred to in the preceding claim to a
moveable cam, so that the valve may when required for starting the engine receive !
movements suitable for admission of compressed fluid from the reservoir to the
cylinder, substantially as herein described.
Third. The combination of a regulating valve controlled by a cataract with a
collapsible bag on the supply pipe of a gas motor engine, as and for the purposes
herein set forth with reference to Figs. 11, 12, 18, and 14.
Fourth. The method of governing a gas motor engine by means of a weight
suspended from a reciprocating part, which weight when the speed is excessive by
its inertia causes the reciprocating part to miss opening the gas supply valve,
substantially as herein described.
Fifth. The construction of gas holder for a gas motor locomotive, herein described
with reference to Figs. 20 and 21.
Sixth. The arrangement of gas motor locomotive, substantially as herein
described with reference to Figs. 22, 23, 24, and .25.
Seventh. The construction of speed recording and governing apparatus for a gas
motor locomotive, substantially as herein described with reference to Figs. 26, 27,
28, and 29.
In witness whereof, I, the said Henry Percy Holt, have hereunto set my
hand and seal, this Twenty fifth day of July, in the year of our Lord One
thousand eight hundred and eighty one.