Improvements in and relating to Gas Engines.
Year: 1895

page_text: Date of Application, 16th Nov., 1895
Complete Specification Left, 15th Aug., 1896-Accepted, 24th Oct., 1896
Improvements in and relating to Gas Engines.
I, JOHN MAGEE of 559 Gallowgate Street, Glasgow, Engineer, do hereby
declare the nature of my invention to be as follows:-
My invention has reference to gas motor engines and it has for its objects,
first, to construct a more economical gas engine, second, to construct a gas engine
capable of running at a high speed without knocking or jarring in the reciprocating
parts; and, third, to provide a better means for turning gas engines to the starting
or other point and for storting them.
I can accomplish the first object in either of three ways; First, by condensing
the exhaust gases in the exhaust pipe, or in a chamber, or pipes, for the purpose,
the partial vacuum caused by the condensation assisting the instroke of the piston:
Second, by employing an auxiliary cylinder and allowing the exhaust gases to pass.
from the main cylinder into the auxiliary one in order to actuate the piston therein
and this auxiliary piston can be at any part of its outstroke the space behind being
filled with air or vapour of water or products of combustion.and the hot gases
from the main cylinder can be projected into such vapour or products when the
main piston has reached any desired point in its firing stroke; Third, by utilizing
the exhaust gases to heat water, or to raise steam, or to blow a furnace or fires;
in order to raise steam or heat water with the exhaust gases I employ a vessel
capable of holding a quantity of water and this vessel has tubes in- it which are
closed at one end and open to the hot gases at the other end the gases being pro-
jected into the tubes under pressure from the cylinder by opening a port or valve
in it at any point of the firing stroke, but I prefer to allow the hot gases to project
themselves into the vessel when the piston is near the end of the outstroke and just
before the exhaust valve opens to allow the remaining gases to pass to the pipe or
pipes leading to the atmosphere and the opening of the exhaust valve can be delayed
a little on account of part of the burnt gases being allowed to go to the water
vessel. The operation of raising steam from the burnt gases is as follows:-The
water which is first slightly heated in the cylinder water jacket is run by
gravitation or otherwise to the exhaust pipe or chamber leading to the atmosphere
where its temperature can be raised still higher, from this it is pumped or other-
wise injected into the vessel containing the burnt gases ejected under pressure from
the cylinder a non-return valve preventing the gases when ejected returning again
to the cylinder when the exhaust valve is opened. The hot gases under pressure
are ejected at each firing stroke. The stean generator may have one or more tubes
or a jacket or jackets into which the hot gases are projected. Steam generated in
this manner can be used to blow a gas generating furnace.
I may also employ the burnt gases to blow a furnace or furnaces as follows:-
I use a vessel of convenient size and I allow the hot gases to be projected into it
under pressure as before on each firing stroke of the engine. I may jacket this
vessel and allow the remaining hot gases to pass round about it in the jacket when
the exhaust valve opens to the atmosphere, from the vessel I lead a pipe or pipes
and, with suitably constructed nozzle or nozzles, inject, by this means, air, or air
and vapour, into the furnace or furnaces.
To accomplish the second part of the invention I construct the engine or engines
so that the piston or pistons with reciprocate perpendicularly, the crank or cranks
:

page_text: being below the cylinder or cylinders and working in a closed chamber, the weight
of the piston or pistons and rods resting on the crank or cranks when the engine
is not in motion, but, when the engine runs at a high speed, their weight will tend
to lift the crank or cranks on the upstroke of the piston or pistons, but, again, as
the engine is a four stroke one, having a downstroke intake, an up compression
stroke, a down firing stroke, and an up exhaust stroke, it follows, that, at the up
compression stroke, the compression can be readily adjusted to prevent all the
weight from raising up the crank or cranks although at the up exhaust stroke
the upward momentum of the piston or pistons and rod or rods will lift the weight
off the crank or cranks and cause the connections to knock. In order to prevent
this employ an air cushioning cylinder either above, below, or alongside the
motor cylinder, this cushioning cylinder draws in air at each down' stroke and
compresses it' at each upstroke, but, as the compression is only required at the up
exhaust stroke of the motor piston, a valve opening into the cushioning cylinder
is provided which is capable of being operated by means of a lever and cam or
eccentric, on a shaft going half the speed of the crank shaft, in such manner that
the valve'is opened on the compression and firing strokes of the motor piston but
is closed on the exhaust stroke. The valve may be actuated by a diaphragm or a
small piston fitted in or to the motor cylinder so as to be opened by the pressure
therein and to be closed by the action of a spring or weight when there is no
pressure is said cylinder.
In order to give the crank an impulse at every revolution I cast two motor
cylinders as close together as possible and each provided with an air cylinder either
above or below, or a single 'air cylinder may be used between them. The piston
rods of these twin cylinders are connected to one crank and I also fire one cylinder
at each revolution.
In order to give the crank or cranks two impulses to each revolution I'make two
cranks on the sanie'shaft opposite each other and connect two motor cylinders and
two air cylinders to cach crank. The closed chamber in which the crank or cranks
run is partially filled with oil or oil and water for lubricating the moving parts.
In order to cool any of the working parts in the closed chamber without stopping
the engine I may arrange a number of tubes or a coil of tubing within the chamber
through which cold water is passed. The tubes or coil can be immersed wholly or
partially in the oil. To prevent too much oil or oil and water going up into the
cylinder or cylinders 'I fit or cast a suitable plate or flauge below the mouth of the
cylinder or cylinders.
When the motor cylinder is placed above the air cylinder I prefer to lubricate the
piston by means of a small pump which I actuate from the aforesaid valve shaft
revolving at half the speed of the crank shaft. To obtain a slow motion I may, use
worm gear, or ratchet or ordinary tooth gear, with cam and spring.
In carrying out the third part of my invention 1 employ compressed air, or
compressed mixture, or mixture at or near atmospheric pressure. In large single
gas engines I prefer to use mixture under pressure the air and gas being pumped
into a small tank by means of' a small' auxiliary gas engine. I fit a suitable valve
to admit the mixture to the cylinder or I close the air passage and employ the air
valve to admit and cut off the compressed mixture. In the latter case I lift the
air and exhaust valves by means of cams at every revolution until the engine is
started. In this way I don't require to give the piston such a strong shock as in
starters which only act once at a time or at every second' revolution. I may
however employ compressed air if preferred instead of mixture and in this case
I use a small tank in which the air is compressed by a small gas engine or other
mcans' and' I lift the ordinary air valve of the engine so as to admit the compressed
air to the cylinder 'at every revolution of the crank by means of ass
, suitable cain
arrangement and I also lift the exhaust valve to exhaust the air at every, revolution.
In the case of engines with two or more cylinders I prefer to use one end only to
start with and to lift the air and exhaust valves so as to admit and exhaust, the air
at each revolution!
と

page_text: ▸
In order to turn large gas engines I employ a small gas engine which may also
be employed to pump and compress the air or mixture. I prefer to gear the small
engine to the large one by means of a pinion working into teeth on the flywheel of
the large engine.
For high speed engines the two pistons on the one crank may be made fast to
each other and one or both the air cushioning cylinders can be dispensed with as
one piston is always compressing at the same time as the other is exhausting.
The compressed mixture in the one cylinder serving as a cushion for the other
and vice versa. One air cushioning cylinder can if necessary be located between the
other two.
The flywheel can have holes in it for inserting bars so as to give increased
leverage when turning it.
Dated this 15th day of November 1405
H. D. FITZPATRICK,
70 Wellington Street, Glasgow, Agent.
COMEDIERE DI MOLTIVATION.
Improvements in and relating to Gas Engines.
1, JOHN MAGEE, formerly of 559 Gallowgate, Glasgow, in the County of
Launrk, but now of 103 Kent Road, in Glasgow aforesaid, 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:-
This invention has reference to gas motor engines and it has for its objects, first,
to construct a more economical gas engine, second to construct a gas engine capable
of running at a high speed without knocking or jarring in the reciprocating parts;
and, third, to provide a better means for turning gas engines to the starting or other
point and for starting them.
The first object can be accomplished in either of three ways; first, by condensing
the exhaust gases in the exhaust pipe, or in a chamber, or pipes, for the purpose,
the partial vacuum caused by the condensation assisting the instroke of the piston;
second, by employing an auxiliary cylinder and allowing the exhaust gases to pass
from the main cylinder into the auxiliary one in order to actuate the piston therein
and this auxiliary piston can be at any part of its outstroke when the exhaust gases
are admitted, the space behind being filled with air or vapour of water or products
of combustion and the hot gases from the main cylinder can be projected into such
vapour or products when the main piston has reached any desired point in its firing
stroke; third, by utilizing the exhaust gases to heat water or to raise steam or to
blow a furnace.or fires in order to raise steam or heat water with the exhaust gases
a vessel is employed capable of holding a quantity of water and this vessel has
tubes in it which are closed at one end and open to the hot gases at the other end
the gases being projected into the tubes under pressure from the cylinder by
opening a port or valve in it at any point of the firing stroke, but it is preferred to
allow the hot gases to project themselves into the vessel when the piston is near
the end of the outstroke and just before the exhaust valve opens to allow the
remaining gases to pass to the pipe or pipes leading to the atmosphere and the
opening of the exhaust, valve can be delayed a little on account of part of the burnt
gases being allowed to go to the water vessel. The operation of raising steam from
the burnt gases ia.as follows: The water which is first slightly heated in the
cylinder water jacket is run by gravitation or otherwise to the exhaust pipe or
chamber leading to the atmosphere where its temperature can be raised still higher,
from this it pumped or otherwise injected into the vessel containing the burnt
gases,ejected under pressure from the oylinder a non-return preventing the- gases

page_text: when ejected returning again to the cylinder when the exhaust valve is opened. The
hot gases under pressure are ejected at each firing stroke. The steam generator may
have one or more tubes or a jacket or jackets into which the hot gases are
projected. Steam generated in this manner can be used to blow a gas generating
furnace.
The burnt gases may also be employed to blow a furnace or furnaces an
follows: A vessel of convenient size is used and the hot gases are allowed to be
projected into it under pressure as before on each firing stroke of the engine.
This vessel may be jacketted and the remaining hot gases allowed to pass round it
in the jacket when the exhaust valve opens to the atmosphere; from the vessel
a pipe or pipes is or are led, and with suitably constructed nozzle or nozzles,
by this means air, or air and vapour, is injected into the furnace or furnaces.
To accomplish the second part of the invention the engine or engines is or are
constructed so that as the piston or pistons reciprocate perpendicularly, the crank
or cranks being below the cylinder or cylinders and working in a closed chamber
the weight of the piston or pistons and rods will rest on the crank or cranks when
the engine is in motion, but, when the engine runs at a high speed, their weight
will tend to lift the crank or cranks on the upstroke of the piston or pistons, but,
again, as the engine is a four stroke one, having a downstroke intake, an up
compression stroke, a down firing stroke, and an up exhaust stroke, it follows that,
at the up compression stroke, the compression can be readily adjusted to prevent
all the weight from raising up the crank or cranks although at the up exhaust
stroke the upward momentum of the piston or pistons and rod or rods will lift the
weight off the crank or cranks and cause the connectious to knock. In order to
prevent this an air cushioning cylinder is employed either above, below, or
alongside the motor cylinder, this cushioning cylinder draws in air at each down-
stroke and compresses it at each upstroke, but, as the compression is only required
at the up exhaust stroke of the motor piston, a valve-opening into the cushioning
cylinder is provided which is capable of being operated by means of a lever and
cam or eccentric, on a shaft going balf the speed of the crauk shaft, in such
manner that the valve is opened on the compression and firing strokes of the motor
piston but is closed on the exhaust stroke. The valve may be actuated by a
diaphragm or a small piston fitted in or to the motor cylinder so as to be opened
by the pressure therein and to be closed by the action of a spring or weight when
there is no pressure in said cylinder.
In order to give the crank an impulse at every revolution two motor cylinders
are cast as close together as possible and each provided with an air cylinder either
above or below, or a single air cylinder may be used between them. The piston
rods of theso twin cylinders are connected to one crank and one cylinder is fired at
each revolution.
In order to give the crank or cranks two impulses to each revolution two cranks
are made on the same shaft opposite each other and two motor cylinders and two
air cylinders are connected to each crank. The closed chamber in which the crank
or crauks run is partially filled with oil or oil and water for lubricating the moving
parts. In order to cool any of the working parts in the closed chamber without
stopping the engine a number of tubes or a coil of tubing may be arranged within
the chamber through which cold water is passed. The tubes or coil can be
immersed wholly or partially in the oil. To prevent too much oil or oil and water
going up into the cylinder or cylinders a suitable plate or Hange is fitted or cast
below the mouth of the cylinder or cylinders.
When the motor cylinder is placed above the air cylinder it is preferred to
lubricate the piston by means of a small pump which is actuated from the aforesaid
valve shaft revolving at half the speed of the crank shaft. To obtain a slow
motion worm gear may be used, or ratchet or ordinary tooth gear, with cam and
spring.
In carrying out the third part of this invention compressed air is employed, or
compressed mixture, or mixture at or near atmospheric pressure. In large single

page_text: gas engines it is preferred to use mixture under pressure the air and gas being
pumped into a small tank by means of a small auxiliary gas engine. A suitable
valve is fitted to admit the mixture to the cylinder or the air passage is closed and
In the
the air valve employed to admit and cut off the compressed mixture.
latter case the air and exhaust valves are lifted by means of cams at every
revolution until the engine is started. In this way it is not necessary to give the
piston such a strong shock as in starters which only act once at a time or at every
second revolution. Compressed air may however if preferred be employed instead
of mixture and in this case a small tank is used in which the air is compressed by
a small gas engine or other means and the ordinary air valve of the engine is lifted
so as to admit the compressed air to the cylinder at every revolution of the crank
by means of a suitable cam arrangement and the exhaust valve is also fitted to
exhaust the air at every revolution. In the case of engines with two or more
cylinders it is preferred to use one end only to start with and to lift the air and
exhaust valves so as to admit and exhaust the air at each revolution.
+
In order to turn large gas engines a small gas engine is employed, which may
also he employed to pump and compress the air or mixture. It is preferred to gear
the small engine to the large one by means of a pinion working into teeth on the
fly wheel of the large engine.
For high speed engines the two pistons on the one crank may be made fast to
each other and one or both the air cushioning cylinders can be dispensed with as
one piston is always compressing at the same time that the other is exhausting.
The compressed mixture in the one cylinder serving as a cushion for the other and
One air cushioning cylinder can if necessary be located between the
vice versa.
other two.
The fly wheel can have holes in it for inserting bars so as to give increased
leverage when turning it.
In order to enable this invention to be fully understood same will now be
described by the aid of the accompanying drawings in which :-
Fig. 1 is an end elevation of an engine having an air cushioning oylinder applied
to each set of motor cylinders,
Fig. 2a longitudinal section of such engine, and
Fig. 3 a horizontal section of same showing the arrangement of valves for the
supply, exhaust and ignition of the charges of the motor cylinders.
Fig. 4 shows a modification of the cushioning arrangement, a cushioning spring
being employed instead of the cushioning cylinder.
Fig. shows a further modification, in which such spring is actuated through the
intermediary of a lever, while
Fig. 6 shows a combination of both the cushioning cylinder and spring
arrangement.
Fig. 7 shows a modification in which two cushioning springs are employed.
Fig. 8 shows an arrangement in which the motor cylinder is arranged directly
over the cushioning cylinder.
Fig. 9 shows a modified arrangement of valves for actuating the arrangement
shown in Figs. 1, 2 and 3.
Fig. 10 is a longitudinal section of a modified arrangement in which two sets of
three cylinders are employed.
Fig. 11 shows an arrangement of the valves when the smaller cylinders are used
as air compressors.
Fig. 12 shows an arrangement in which the outer cylinders only receive charges
and alternately exhaust into the large central cylinder.
Fig. 13 shows an arrangement of two cylinders acting upon opposite cranks and
combined with two small outer cushioning oylinders for air compression.
Fig. 14 shows a modification of the method of actuating the valves.
Fig. 15 is a vertical section showing the combination of two motor cylinders
with a compressing cylinder arranged between them.
"

page_text: Pg. 16 18 'horizontal section: snowing the valve for the arrangemcu 195
described.
Fig. 17 is a vertical section showing two cylinders acting on the same crank and
a third cylinder acting on an opposite crank and actuated by expansion from the
exhaust alternately from the two former cylinders.
Fig: 18 is a vertical section showing the combination of two outside cylinders
with a central cylinder the whole of the pistons being connected together.
Fig: 19 is a vertical section showing the combination of a, motor cylinder with
an exhaust cylinder.
Fig. 20 is a vertical section showing the combination of a cylinder with a tank
for utilizing the products of combustion.
Fig. 21 is a vertical section. showing the combination of two cylinders one of
which is a motor cylinder and the other a compressing cylinder.
Fig. 22 is a vertical section of a regulator for the supply of gas to the motor
cylinder.
Fig. 23 is a vertical section of a modified form of such regulator.
Fig. 24 is a vertical section of a rotary form of regulator controlled. by a rotary
'governor.
Fig. 25 is a vertical section of a longitudinally sliding regulator controlled by a
rotary governor.
Fig. 26 is a vertical section of a hit and miss arrangement for permitting or
preventing the supply of gas to the motor cylinders.
Fig. 27 is a vertical section of an exhaust arrangement from the motor cylinders,
and
Fig. 28 a plan view of same.
Fig. 29 is a diagrammatic view of an arrangement for turning engines. to, the
starting point and for starting same.
Referring to Figs. 1, 2 and 3 of the drawings A, A are two motor cylinders of
one set, and A', A the two motor cylinders of the other set, the pistons B, B of
the set Abeing connected to the same crank C of the motor shaft D, and the
pistons B1, B of the set A' being connected to the same crank C¹ (which is
opposite to the crank C) of such motor shaft. In the drawings the pistons B, B
and B', B' are shown as being connected to the cushioning piston, the same
being connected to their respective cranks by separate connecting rods, E
and E, E¹.
The set of motor cylinders A is provided with an air cushioning cylinder. F
and the set A with an air cushioning cylinder F, these air cushioning cylinders
being provided with pistons G and respectively. The motor pistons, B; B
and B, B' are connected to the cushioning pistons G, G', as shown. in [the
drawings.
.
The valves for controlling the supply and exhaust and ignition of the charges
to and from each set of motor cylinders A and A' may be of any suitable con-
struction, a suitable construction of valve for this purpose consisting in the
piston valves H, Hon the opposite sides of the motor cylinders, and the piston
valves (one only of which is shown in the drawings). arranged on one side of
such cylinders, the whole being driven from the motor shaft D by an
any suitable
arrangement such as the skew wheels J, J', crank K.and pivoted lever, L, so that
the valves H, Haremoved in the proper directions, but any other, suitable
arrangement for actuating the valves may be employed.
Referring to Fig. 3.a, a are the inlet ports for the set of cylinders A, and a!, a¹
the corresponding ports for the set of cylinders A', while b, bare the exhaust ports
for the cylinders: Aand 6 the exhaust, ports for the cylinders, A.,care
the ports fitted with relief cooks for themoylinders: A and c, corresponding
ports fitted with relief icocks for the cylinders A.,
ports for the cylinders A', and which are controlled by the
ignition valve for the cylinders A (which is not shown)
.construction.
are, the ignition
piston valve, the
being cofs, similar

page_text: In the position the valves occupy in Fig. 3 the left hand cylinder of the set A
will be in the position for firing while the right hand cylinder of such set will be
receiving the charge. At this time the left hand cylinder of the set A¹ is open,
to exhaust and the right hand cylinder of such set is compressing the charge.
The active stroke of the motor cylinders will therefore be at this time upon the
crank C of the motor shaft D, behind the air cushioning piston of which set of
cylinders there is a charge of compressed air. At the same time as the movement
of the pistons of the cylinders A', A will be in an upward direction, and con-
sequently the air cushioning-cylinder F', to which air has been admitted at any
desired point of its downward stroke, will be compressing such charge of air above
its piston during its upward stroke, the crank of this set of cylinders will also be
rélieved from all knock or jar.
As will be seen the motor shaft D is supported in suitable bearings M, M³, M³,
which are enclosed in a case or box so that they may be submerged in an oil bath
for the purposes of lubrication, which is essential in the case of high speed engines,
and the cranks of such inotor shaft will in their rotation be always kept efficiently
fubricated.
Instead of employing the air cushioning cylinder in connection with each
set or sets of motor cylinders a cushioning spring might be employed, such an
arrangement' being shown in Fig. 4 of the drawings, in which the spring Nis
compressed during the upward stroke of the motor pistons and is distended
during their downward stroke. In this arrangement the pistons B, B of the
cylinders A, A may be left separate and the cushioning springs or piston acting
upon the rod simply bear upon a stud or pin projecting from each of such pistons
of the motor cylinders.
Fig. 5 is another modification in which the cushioning spring N is acted upon
during the upward stroke of the pistons of the cylinders A through the intermediary,
of a pivotted lever O connected to such pistons.
The spring arrangement might be combined with an air cushioning cylinder by
causing the action of such spring to act against the compression of the charge of
air in the air cushioning cylinder, as shown in Fig. 6 of the drawings.
Fig. 7 shows a further modification in which two cushioning springs N are
employed.
In Fig. 8 the motor cylinder and air cushioning cylinder are arranged in tandem
fashion one over the other, the cushioning cylinder being below the motor
cylinder, and the pistons of both cylinders connected together and to the crank of
the motor shaft.
Fig. 9 shows a modified arrangement of the valves for actuating the arrangement
shown in Figs. 1, 2 and 3, in which the same valves serve also for the ignition as
well as for the supply and exhaust.
It will be readily understood that the employment of the air cushioning cylinder
or spring above described might be applied to a single set of two cylinders acting,
upon the same crank, or to two cylinders acting upon opposite cranks, or even to a
single cylinder acting upon a crank.
Fig. 10 is a longitudinal section showing a modification in which two sets of
three cylinders are employed, the pistons of all three cylinders of each set working
on the same crank, and the two outer cylinders being each of half the area of the
middle cylinder, and such two small cylinders acting as a single cylinder only and
alternately with regard to the central large cylinder, that is to say that when the
two small cylinders A, A are receiving, the large cylinder A would be firing, and
at the same time the two small cylinders A', A will be exhausting and the central
large cylinder A will be compressing. If desired the small cylinders may serve
as air compressors only in which case they will compress on the opposite stroke.to
the big cylinders.
Fig. 11 shows an arrangement of 'valve for use when the small cylinders are used'
as air compressors.
In Fig. 12 an arrangement is shown in which only the outer cylinders A are
JJ

page_text: supplied with charges and the products of combustion from same are caused to
exhaust into the large central cylinder alternately from each outer cylinder and
to act expansively therein, the large piston compressing the contents of its cylinder
on each upstroke to hold it in thrust, while the small cylinders exhaust alternately
into the compressed fluid in the large cylinder.
In Fig. 13 an arrangement is shown in which two cylinders A, A¹ the pistons of
which act on opposite cranks are employed, while the two small outer cylinders A, A
are compressing cylinders which do not exhaust into the large cylinders A, A' but
compress air when the upstroke of the motor pistons and the exhaust from such
large cylinders A, A' is taking place, such compressed air being allowed to escape
when the motor cylinders are compressing, the pressure in such motor cylinders
serving to open an escape valvo with which each of the small cylinders is
provided. If desired suitable springs may be used in place of the compressing
cylinders.
Fig. 14 shows a modified method of actuating lift valves for the different
cylinders, the movement being transmitted from the crank shaft D by means of
the skew wheels J, J, J2 to the spindle H which carries cains H, H, H², H
acting upon the rods H³ of the different valves so as to lift same at the required
times.
In the arrangement shown in Fig. 15 the two outer cylinders A, A are the
charging cylinders, the pistons B, B.of which are connected to the piston B³ of
the compressing cylinder A which is arranged between them. In this arrange-
ment one of the outer cylinders is charged, and at or about the time of firing
this cylinder is put into communication with the cushioning cylinder A³. This
cushioning cylinder contains compressed air into which the products of combustion
from the cylinder which has been fired will be projected. When the pistons reach
the bottom of their stroke the exhaust is opened and the exhaust gases and air
under pressure in the cushioning oy lindor will escape. During the downstroke the
other outer cylinder will have drawn in a charge of air and gas, and on the
completion of the upstroke this cylinder will be placed in communication with
the cushioning cylinder and fired, the cushioning cylinder (which has compressed a
further charge of air or fluid during the upstroke) acting in the same way as with
the first cylinder to receive the products of combustion. It will thus be seen that
in this arrangement the cushioning cylinder acts to receive, the products of com-
bustion from each of the outer cylinders A, A alternately, and its piston always
compresses on its upstroke. Instead of the two outer cylinders receiving charges
and compressing and firing alternately, they may be so arranged as to compress
and fire at the same time, while each of such cylinders is placed alternately in
communication with the cushioning cylinder.
Fig. 16 is a horizontal section showing the last described arrangement of two
outside cylinders and a central cylinder, with a valve for governing the supply
alternately to the outside cylinders and making communication at or about the time
of firing with the cushioning cylinder, so that on the downstroke the charge fired
in the charging or outside cylinder may be expanded in both the outside cylinder
and the cushioning cylinder.
In Fig. 17 an arrangement is shown in which the pistons of the cylinders A, A
are made fast together or made fast to a cushioning piston or spring and act upon
the same crank C, while the piston of the compressing cylinder A¹ acts upon an
opposite crank C, the two cylinders A, A being fired alternately and alternately
exhausting into the cylinder A' where the products of combustion act expansively.
In this arrangement the piston of the one of the main cylinders A, A which has
been fired is arranged to open a communication with the larger compressing
cylinder A' when at the bottom of its stroke, the hot gases in such cylinder A
passing into the compressed fluid already contained in cylinder A', the piston of
which is thereby caused to make its downstroke. On the completion of this
downstroke the pressure in cylinder A is allowed to escape by an opening in
the side of the cylinder as shown or by a valve, but on the upstroke of the piston

page_text: of this cylinder- A' such piston compresses the fluid remaining therein. The
other cylinder A will then be fired and act in the same way to discharge its
products of combustion into cylinder A' on the completion of the downstroke of
its piston.
In Fig. 18 the pistons of the two outside cylinders A, A are both connected to
the piston of the central cylinder A¹, such outer cylinders A being fired together
and alternately with the central cylinder A'; or such outer cylinders A may serve
as air compressors only.
In all the arrangements above described the pistons of the cylinders which act
on the same crank are so operated that one of same will hold the other piston on
its upstroke in thrust on the crank, the object being to produce a constant thrust
engine which can run at a high speed' and in which no knocking or jarring will
occur.
Fig. 19 is a vertical section of an arrangement in which the motor cylinder A is
connected to an exhaust cylinder P through a passage Q which is uncovered by
the motor piston B.so that at a certain point in its downward travel the products
of combustion will pass into such exhaust cylinder P to which vaporized water may
have been previously admitted through the port p, so that the piston R of the
exhaust cylinder will be actuated by such products of combustion. The passage Q
is fitted with a non-return valve g so as to provent the products of combustion
passing back again into the motor cylinder A.
Fig. 20 is a longitudinal section of an arrangement in which the products of
combustion instead of passing into an exhaust cylinder are allowed at a certain
point in the downward stroke of the motor piston B to escape into a tank S through
the passage Q also provided with a non-return valve 9 for preventing the return of
such products of combustion, and the pressure and heat of such products which
accumulate in the tank S may be utilized for any desired purpose either for power
or for heating.
•
Fig. 21 is a vertical section of an arrangement of two cylinders A, Athe
pistons B, B' of which are connected together and the upper ends of which
cylinders are connected together through a chamber T and passages, fitted
respectively with non-return valves t, t. In this arrangement the cylinder A. is
the motor cylinder and the cylinder A' a compressing cylinder only, the compressed
charge from which on the upward stroke of the pistons passes into the chamber T
and on the downward stroke of the pistons passes into the motor cylinder A above its
piston B and is ignited by the igniter U, the firing taking place at every revolution
of the crank shaft.
J
Fig. 22 is a vertical section of a regulator for adjusting the admission of gas to
the motor cylinder. In this arrangement V is the gas inlet and W the outlet to
the motor cylinders, X is a sliding valve with an opening which when such valvé
is in its inward position is brought opposite the gas inlet V and so permits the gas
to pass to the outlet W. The valve X is connected to a flexible spring diaphragm Y,
which tends to pull the valve outwards and so keep the opening closed. The
partial vacuum created in the motor cylinder will act upon the valve X through
the outlet passage W against the action of the spring Y and according to the
amount of such vacuum the passage will consequently be opened to a
smaller or greater extent on each stroke of the motor piston and so regulate
the supply of gas to the motor oylinder. For starting the engine the valve X is
forced inwards against the action of its spring Y by hand until the passage ☛ is
opposite the inlet V so that the charge will pass to the motor cylinder.
Fig. 23 is a vertical section of a modified form of the regulator above described,
such regulator being shown in the drawing as lying on its side, whereas in practice
the end marked 1 is at the top and that marked 2 at the bottom. In this regulator
the valve X is in the form of a conical plug inserted in a correspondiug, seat in the
outlet W, and acted upon by a spiral spring X. The operation of this form of
regulator is as follows:-The weight of the conical plug X is normally sustained
by the spring X' which maintains the plug in such a position that a certain amount
B

page_text: of gas can pass out through the outlet W. When a partial vacuum is created in
the main cylinder such vacuum will tend to raise the plug X, its action being
assisted by that of the spring X¹ which normally holds the plug in equilibrium, and
the size of the opening or outlet W around such plug X will thus be reduced,
consequently the amount of gas passing therethrough to the main cylinder will be
'regulated.
Fig. 24 is a vertical section of an arrangement for regulating the supply of gas
to the motor cylinder or cylinders from a rotary governor, V being the gas inlet
and W the gas.cutlet. Within the shell or tube in which such passages V, W are
formed a plug Z is capable of revolving and is provided with passages v, w, such
plug Z being secured to a lever Z' which is connected to the rotary governor in
any suitable manner so that the movement transmitted therefrom to the plug Z will
open or close the passages r, w to a smaller or greater extent according to the rate
at which the governor is revolving.
Fig. 25 is a vertical section of a modification of the arrangement last described
in which the plug Z is made in the form of a slide to which a vertical movement is
imparted from the governor so as to open or close the passage v through such plug
to a smaller or greater extent.
Fig. 26 is a vertical section of a hit and miss arrangement for stopping or
permitting the supply of gas to the motor cylinder or cylinders at each stroke, the
arrangement being shown as applied to two cylinders. ✗ is the gas valve working
in a suitable box or chest to which the gas is admitted at V, while after passing
through the valve (if same is opened) it escapes either through the outlet W to
one cylinder or the outlet W to the other cylinder according to which cylinder is
receiving. His the rod of one of the valves for governing the supply and exhaust
to the motor cylinders and upon it is hung a pivotted lever & to which a weight-l
is suspended tending to keep such lever in a horizontal position; the opposite ends
of this lever k are inclined or knife-shaped as shown. Two bell crank levers, are
pivotted on opposite sides of the gas valve, and are normally kept in the vertical
position shown at ', but when either of such levers turns upon its pivot to the
position shown at 1, the horizontal arm of such lever will act upon the disc k at the
bottom end of the rod of valve X and so lift such valve from its seat and permit
the gas to pass out either through the outlet W or W₁. The operation is as
follows:-
If the speed of the motor (and consequently of the valve spindle H³) is not
excessive, the rod k will in its travel in one or other direction. come in.contact with
the upper end of either lever 1 or 1', according to the direction of travel, and so
operate the gas valve. If however the speed becomes excessive the lever k will
turn on its pivot so that in its travel it will miss the upper end of the lever / or l
and consequently the gas valve will not be actuated at that stroke.
Fig. 27 is a vertical section and Fig. 28 a plan view of an improved exhaust
arrangement from the motor cylinder. A is the motor cylinder and Q the exhaust
passage therefrom in which an exhaust valve 9 is arranged, such valve being
operated at the desired times by a cam and suitable gearing from the motor shaft.
The passage Q projects upwards a certain distance within a chamber n terminating
a short distance below the top of such chamber, and an annular space being left
between the outside of the exhaust passage Q and the inside of chamber n.
The upper end of the chamber n is made conical and provided with an escape
valve m.
When the valve 9 is opened and the products of combustion pass through the
passage an injector action will be set up which will facilitate the exhaust and
consequently produce a more perfect vacuum behind the motor piston and so
facilitate the return stroke of same,.aud also more efficiently clear the combustion
chamber from the products of combustion.
If desired two exhaust ports Q, Q' may be provided at different points in the
motor cylinder A (as shown in the plan view, Fig. 28), the port Q being always
open but provided with an exhaust valve 9 which is actuated from the motor shaft

page_text: while the port Q¹ is only opened near the end of the outstroke of the piston, and is
provided with a non-return valve g', so that the products of combustion will be
forced through the passage Q during the instroke of the motor piston until same
has completed its travel, or as long as exhaust valve g is allowed to remain open.
Fig. 29 is a diagrammatic view showing an arrangement for starting gas engines
by means of compressed air and in which A, A, A, A represent four engines which
may have any number of cylinders, and which may be arranged so that the
compressed air may actuate them at starting, but it is preferable to actuate one of
such oylinders only on each outstroke by the compressed air. The drawing shows
pipes connected to one cylinder of four separate engines which may be any distance
apart from each other." o is a tank or receptacle containing compressed air,
and is a pump for compressing air into same. dis the discharge pipe from the
pump to the tank, s is the main air pipe with branches a, a,
separate engines and each provided with a cock or valve c, c, c, c, to open or
shut off the compressed air to and from each cylinder. c' is a cock to open or shut
off the compressed air to or from the pump, tank and main air pipe. is a pipe
from the combustion obamber of the cylinder of one of the engines to the suction
side of the pump r so that the pump.may draw air from the back of the piston and
cause the piston to travel back by the partial vacuum thus produced, thus aiding
the action of the compressed air in the starting of the engines.
to the four
The partial vacuum produced is used in combination with the compressed air for
the purpose of turning the engine to the starting point so as to dispense with the
necessity of pulling or barring the fly wheel, in which however a few teeth or holes
may be provided in order to turn the crank off the dead centres if the engine
should stop at that point.
The operation is as follows:-
The air tank being full of compressed air, when same is admitted to the cylinders
the piston or pistons are moved a short distance on its or their outward stroke
taking in gas, and air from the tank is projected into it and the charge fired; and
the engine then starts by the impulse of the explosion. Ou the next outstroke of
the piston gas is drawn into the cylinder by the piston for a short part of. the
stroke, then a valve or port is opened and the compressed air rushes into the cylinder
and mixing with the gas therein is again exploded, thie process being continued
every outstroke of the piston until the engine is started or till the compressed air
is exhausted, a suitable valve or port being arranged to allow the exhaust gases to
escape at each instroke of the piston. Instead of the piston drawing in a portion
of gas at the beginning of its outstroke the inrush of the compressed air may be
employed to inject the gas into the cylinder at each outstroke or at each alternate
outstroke,, and in this way a single gas engine may be started with a full load
without extra strain or shock on the working parts.
I am aware that it has already been proposed to employ one or two sets of two
cylinders the pistons of each set of which are connected together and act upon the
same crank, and I therefore lay no claim to such construction, but only the
application of the present improvements to engines of this class as well as to
those in which the two pistons of each set of cylinders are not so connected
together.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is.:--
In gas augines
1. Mounting the crank shaft of gas engines which have two or more motor
pistons connected together sideways, or that have one or two motor pistons made
fast to a cushioning piston or spring, as shown in Figs. 1, 2, 3, 4, 6, 7, 8, 9, 10, 11,
12, 13, 14, 15, 17, 18, 21, in an enclosing chamber the bottom of which forms a box
or receptacle for oil or other lubricant in which such crank shaft runs, substantially
as specified.

page_text: 12. The combination with two motor cylinders the pistons of which act upon the
same crank so that such pistons move in unison, of valve mechanism for controlling
the supply to, compression of, firing of, and exhaust from each of such oylinders so
that the piston of one of such cylinders will hold the other piston on its upstroke
in thrust on-the crank, all substantially as and for the purpose specified.
3. The combination of two sets of cylinders arranged in the manner set forth in
the preceding claim the pistons of each set of such cylinders acting upon opposite
cranks of the motor shaft, substantially as and for the purpose specified.
4. The combination with a motor cylinder or cylinders of an air cushioning
cylinder or cylinders or cushioning spring or springs operated so as to hold the
piston or pistons of the motor cylinder or cylinders in thrust on the crank shaft
during its or their upstroke, all substantially as specified.
5. The combination of two or more cylinders the pistons of which are connected
to the same crank of tho motor shaft and one or more of such cylinders acting as
motor cylinders, while the other or others act as compressor cylinders, for
compressing and supplying the charge or charges to the motor cylinder or cylinders,
all substantially as described.
6. The combination of two or more cylinders one or more of which operate
direct as motor cylinders while the other or others exhaust the products of
combustion therefrom so that same act expansively therein and thus enable the
latter oylinder or cylinders to operate as auxiliary raotor cylinders and form
constant thrust engines or balanced constant .thrust engines, all substantially as
specified.
7. The combination of a motor cylinder with an exhaust cylinder to which
vaporized water is admitted, and upon which the heat of such products of
combustion acts so as to cause the second cylinder to operate as an auxiliary motor
cylinder all substantially as specified.
8. The combination with a motor cylinder, or cylinders of a tauk or receptacle into
which the products of combustion are exhausted, so as to enable same to be utilized
for the purpose of producing heat or power all substantially as specified.
9. The improved meaus for bringing gas engines to the starting point and for
starting same consisting in the employment of a compressed air tank and means for
supplying the compressed air therefrom to the motor cylinder or cylinders, sub-
stantially as specified.
44
Dated this 15th day of Awoust 1900