IMPROVEMENTS IN GAS ENGINES
Year: 1878

page_text: LETTERS PATENT to Charles Linford, of Leicester, in the County of Leicester,
Engineer, for the Invention of "IMPROVEMENTS IN GAS ENGINES."
Sealed the 3rd September 1878, and dated the 8th March 1878.
PROVISIONAL SPECIFICATION left by the said Charles Linford at the Office
of the Commissioners of Patents on the 8th March 1878.
CHARLES LINFORD, of Leicester, in the County of Leicester, Engineer.
PROVEMENTS IN GAS ENGINES."
"IM-
These Improvements relate to a novel system of charging the cylinder or cylinders
of gas engines with a charge of combustible gas or vapour during the return or
exhaust stroke of the working pistons, and in appliances for effecting the same.
In an ordinary water jacketed cylinder containing a piston conected to a crank
in the same way and manner as steam engines, I use a second piston or valve, by
preference working in the cylinder underneath or behind the working piston, which
second piston I use for charging the cylinder with a combustible charge during the
return or exhaust stroke of the working piston, this being effected by any suitable
mechanism or cams arranged in connection therewith.
The second piston or valve moves towards the working piston and expels.the
residual gases or products of combustion on one side, while on the other side it
draws through a suitable valve or valves a combustible charge, the products of
combustion being expelled through a valve or valves suitably arranged.
When the second piston or valve has travelled the proper distance to admit of a
charge, the ejection or escape valves are closed, and the before-mentioned second
piston or valve returns; the charge thus admitted is caused to pass through the
body of the second piston or valve to the exhaust side of the working piston.
The ejection or escape valve being closed, the charge thus passed is compressed
during the remainder of the stroke of the working piston, and when the working
piston has completed its inward or exhaust stroke, the charge is fired, and the
working piston by the impulse given makes its outward stroke, during which the
second piston or valve remains stationary; thus the engine makes one revolution to
each impulse.

page_text: The ejection or escape valves can be arranged to close at any part of the return
or exhaust stroke, so as to give the.requisite amount of compression to cause the
charge to burn and not to suddenly explode; this is what I term a single-acting
engine, but it may be made double acting, the charge being admitted at each end of
the main or working cylinder; by preference, however, I use two open-ended cylin-
ders with the cranks set at suitable angles, so as to get two impulses to one revolution,
the same as in ordinary steam engines.-
The second or charging piston or valve can be made of any convenient form, and
the charge can be admitted on either side of the same; it can also be made to work in
the main cylinder, as before mentioned, or in a separate cylinder, and connected to
the main cylinder in any convenient manner to effect the same.
The charge can be drawn in by the second piston or valve through any convenient
valve arrangement, or it can be drawn into a second cylinder by an ordinary piston
connected to the second piston or valve by any suitable connection, whereby they
both work in the same time, and the charge may be drawn or pressed in on either
side of the before-mentioned second piston, or a valve or a bellows may be used to
effect the same, as described in tlie Specification of Letters Patent, No. 1470, granted
to me on the 14th April, in the year 1877.
For firing the charge in gas engines, instead of a slide valve with internal light,
as generally used, I employ a novel arrangement of a back-pressure valve so
arranged with gas, air, and escape passages or ports that the light is kopt burning
below the valve.
The valve proper is of the ordinary type of mushroom or .flat-faced valve, but
connected to the stalk of the same is a lever attached to any convenient part of the
engine from which a motion can be given to lift the valve at the proper time to
fire the charge. The valve thus lifted, the light is brought into direct communica-
tion with the charge in the cylinder.
The speed of the engine can be regulated by an ordinary steam engine governor
acting upon a throttle valve in the gas supply pipe, or a throttle valve can be
placed in the pipe connecting the cylinder or bellows with the main cylinder,
and for this purpose I fit a branch in the supply pipe connected to a receiver.
Tho receiver can be of any convenient form, and weighted slightly above the
atmosphere.
When the throttle valve is closed, or partially so, by the governor, the charge
passes into the receiver, and the piston in the round cylinder or the bellows,
instead of taking a fresh charge, first empties the receiver before doing so.
When governing in this way the charge is reduced by the action of the governor,
and I find it necessary to place in any convenient position an atmospheric valve
to supply the main cylinder with air, thus to assist compression. By this system to
enable small charges to be fired, the comsumption of gas is in proportion to the work
performed by the engine.
These engines can be made of various types and can be used for the same pur-
poses as ordinary steam engines, and by modifying the arrangements they can be
adapted as portable traction and tram-car engines.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Linford in the Great Seal Patent Office on the 7th Septem-
ber 1878.
CHARLES LINFORD, of Leicester, in the County of Leicester, Engineer. "IM-
PROVEMENTS IN GAS ENGINES,"
This Invention relates to improvements in gas engines, and consists in admitting
a charge of combustible gas into the cylinders during the exhaust or return
stroke of the working pistons, and also by the same stroke to compress the charge
admitted, and on completion of the same stroke to ignite the charge thus admitted
and compressed. I am thus enabled to give an impulse to the working pistons on
every outstroke of same, giving to single-acting engines an impulse to each complete
revolution of the crank, and in double-acting (or as I term it) complete engines,
two impulses to one revolution of the crank or cranks, thereby making a diagram
in all respects the same as in steam engines.
The amount of compression in these engines does not exceed fifteen pounds
per square inch (or one atmosphere), and as this pressure is not obtained until
the piston is near the end of its stroke, the line of compression is shown in a
diagram like the diagram of a steam engine with the requisite amount of "steam
lead;" the charge being fired as before stated on the completion of the stroke
the pressure rises until it reaches from 5 to 7 atmospheres, and gradually falls
as the piston makes its outward stroke, the details of which will be clearly under-
stood by reference to the annexed Drawings, which represent one method by which
the foregoing can be accomplished.
Figure 1 is a sectional elevation of a gas engine.
a is a cylinder with water jacket to the part marked a only; a¹ is a continuation
of the same, but enlarged in diameter, and not jacketed in. a works the main or
working piston b connected to the crank 2 in the usual manner (but for convenience
not shown); is a valve piston; c is the valve (shown in plan at Figure 3); dis
a hollow piston rod through which works the valve spindle e for actuating the
valve c (shown in section at Figure 2, marked e, e, e); ƒ is a stuffing box or gland
in back cover of cylinder marked o, through which works the hollow piston rod å and
connected to cross head r. The cross head is connected by link 2¹ to lever 2 on
rocking shaft p, on which is another lever 22 (shown by dotted lines) connected by
the rod 23 (also shown by dotted lines) to the crank 3, by which motion is given to
the valve piston b₁; in cylinder o is the port g for admission of the combustible
charge through the mixing valve h; i is the lighting valve (see enlarged views,
Figures 4, 5, and 6); the valves h and i are actuated by eccentric h' on the crank
shaft 6 through the rod h², rocking shaft h³, lever h*, and links h³ and h³.
The quadrant 8, Figure 1, is upon the valve spindle e, to give motion to the
valve c, and has a toothed quadrant geared into by a quadrant s', which is actuated
by the cam 5 on crank shaft 6, by the double lever 7, the link 8, rocking shaft 9,
and levers and links 82, 83, and 8. m is the check valve connected to n to relieve
the valve piston 61 of the products of combustion by the port when the valve c is
closing during its return stroke; k is a port for the admission of atmospheric air
during the return or exhaust stroke of the piston b; I is the exhaust port; 2 is
crank worked by main piston b.
Figure 2 is a sectional plan of a complete engine.
a¹ and a² are two water jacketed cylinders in which work two main pistons b²
and 63, also two valve pistons b* and 65 with valves, as shown at c² and c³.
The cranks and are worked by the main pistons 62 and 6s; the crank
gives motion to the two piston valves b* and 6° by the rods and, and the two
rocking shafts 15 and 10 through levers 75, 70, 77, 78, 70, and 710, and the links 711,
12, 15, and 14, by the cross heads 1 and 2, and the hollow piston rods d' and d
Attached to and forming part of the same are two stuffing boxos or glands 717 and

page_text: -
7.18 working upon the sleeves 19 and 720 which form part of the back covers o¹ and o
of the cylinders a¹ and a².
The toothed quadrants a and a¹ are attached to the spindles e, e, e, and e¹, which
gives motion to the valves c and c³ by gearing into the long quadrants and ³.
The mitre wheel 3 on the crank shaft gives motion to the mitre wheel y' on
the shaft y which communicates with the spindle at by the mitre wheels y³ and y*;
the spindle gives motion to the cams 36 and 37; the cam y gives motion to the
mixing valve h by the levers h³, ho, ho, and he; the cam y gives motion to the long
quadrants and by the levers 11, 12, 1, and by the rocking shaft ³, the
fevers, 0, 10, and the links and in the cylinder a²; g' is the admission
port for the combustible charge; is the exhaust port; 62 is an exhaust port for the
valve piston b; the valve m² is an ordinary check valve connected to the main
exhaust n by the pipe n³; k¹ is a port for admission of air by the check valve k².
During the exhaust or return stroke of the main piston 6 the air for the same is
supplied by a double-acting bellows, as shown in Patent No. 14707, Sheet 1, Figure 1;
in cylinder a the air port is shown at ³, the exhaust port at J³, the admission port
at g, and small exhaust port b³.
Figure 4 is a plan of a combined mixing and lighting valve.
Figure 5 is a longitudinal section of the lighting valve; and Figure 6 is a
sectional elevation of Figure 4 at the line o, o, in section, Figure 6.
a is an air port; b is a mixing chamber; c is port to the cylinder; d is a small
gas passage, of which any requisite number can be made; e is a larger passage for
gas; j is a chamber or cavity for the supply of gas during the motion of the valve g;
his gas supply pipe; 7 is a small valve with cavity n shown in dotted lines covering
the inlet pipe 1 and the outlet pipe 2 to the valve g by the passage 22, as shown by
dotted lines in Figure 4; h is the gas supply pipe; 1 is inlet pipe, and 2 outlet
to the valve g; n is the cavity covering the pipe 1 and 2 in the valve l. The valve
is worked by an ordinary steam engine governor in any convenient manner, the
valve g being free to partially rotate in the case by the lever g², and is put in motion
in the usual manner by eccentrics or cams, or as shown in Figures 1 and 2.
His a lighting valve working freely in the case z' and worked by the lever h',
same as the valve g; o is a small pipe or chimney for carrying off the heat arising
from the combustion of the gas in the chamber b, as shown in section, Figure 5;
d is a gas supply pipe to the chamber a by the passage e; c¹ is a pipe connecting
the chambers a and b, in the chamber 6 the gas is ignited by the outside light p,
as shown in Figure 6; the inside light burns in the chamber b upon the diaphragm,
as shown at 8, Figure 6; r, r, are air ports to assist the combustion of the gas in
chamber b; r is the escape port to the pipe o.
The dotted lines 1, 2, and 3, show the position of the ports when the valve His
brought into position for firing the charge in the cylinder by the port c; e, Figure 5,
is a small passage for the admission of a portion of the compressed charge in the
cylinder to the chamber a slightly before the port 71, Figure 6, opens to the port c
to equalize the pressure in the chamber a when the ports r, r, r, are closed.
Figure 7 is a sectional elevation of a lighting and back-pressure valve.
a is port to cylinder; b, flange to bolt the valve to the cylinder; c is a back-
pressure valve; d, d, d, d, d, d, d, d, are air ports to supply air to the combustion
chamber h, wherein a gas light burns, supplied with gas from the chamber f
by the opening 2, and supplied with gas by the pipe e; m is an opening for the
escape of the products of combustion from the inside gas light covered by the flap
valve j, and outside of which is kept burning the small gas light n; k is a flap
valve covering the opening in gas supply pipe e; 8 is a cover plate upon which are
fixed the flap valves I and k; r is the casing in which works freely the sleeve l, in
which are the air passages d, d, d, d.
Motion is given to the sleeve / from off any convenient part of the engine; the
sleeve l, as shown in Drawing, Figure 7, has the air passage closed, and is brought
into contact with valve c, and as it travels, will open or lift the valve upon which
the charge from the cylinder will be admitted into the chamber H and ignited, at

page_text: the same time pressure will be admitted into the gas chamber ƒ by the passage m,
the charge thus admitted will close the flap valves j and k, and prevent the escape
of charge into the atmosphere.
OPERATION OF THE MACHINE.
Suppose the piston to be in the position shown in cylinder a³, Figure 2, the
valve piston 6' will be at the bottom of the stroke, the valve c² will be closed,
the exhaust valve n³ will be open, and air will be passing into the cylinder by
the port k', and by the check valve (from a receiver supplied by air by a double-
action bellow, as described and shown in my previous Patent, No. 1470, 1877).
To assist in expelling the products of combustion the piston 62 is travelling
toward the crank, it being as shown within an inch and a half of completing
its outward stroke; the exhaust valve being opened at this part of the stroke, the
piston is relieved of all pressure arising from the expansion of the charge supposed
to have been previously admitted.
Pressure on the main piston at the before-mentioned part of the stroke is useless,
as the crank is then travelling three times faster than the piston, and it also gives
more time for expelling the products of combustion, and as the piston 6' moves
toward the crank, and then makes its return or exhaust stroke, the valve piston 6*
will also be moving toward it, drawing in a charge of combustible gas and air
through the mixing valve h², and when the piston valve 6 has travelled three-
quarters of its stroke, the piston 62 will have travelled four-tenth of its return or
exhaust stroke; the valve c³ in b is then opened, and exhaust valve n³ closed,
the combustible charge admitted, and the products of combustion remaining in the
cylinder are compressed during the remainder of the stroke, and on completion of the
stroke is ignited by a lighting valve, as shown in Figures 4, 5, and 6, Sheet 1, or
other convenient means.
The expansion caused by the burning of the charge thus admitted and compressed,
the piston bis impelled outwards, giving motion to crank shaft G and the fly
wheel 7, and at the same time the valve piston b*; the valve c² remaining open,
returns to its position, as shown (the valve being open, the valve piston 5* is in
equilibrium), and the pressure caused by the expansion of the burning charge acts
upon the back cover of and the piston b; the piston 62 having travelled the distance
shown in the cylinder a², the valve piston 6 will have returned to its position, as
shown, and the valve being again closed, and the exhaust valve n² opened, the
piston 63 in cylinder a³, and the valve piston 65 will be in the position as shown
near the completion of the return stroke, the charge, as before described in a², being
admitted during the outstroke of 62. On the completion of the stroke, the chargo
will be ignited and an impulse given to b³ on its out stroke, thus making two im-
pulses to a complete revolution of the cranks 6; this is what I term a complete or
double-acting engine.
In single-acting engines only one impulse is given to a revolution.
These engines can be made either horizontal, vertical, or of any convenient form,
to suit circumstances, and the arrangements, as shown, can be modified to perform
the same; they can be used for all purposes like a steam engine, and by adding
travelling wheels, can be made avaible for contractors' and agriculturists' uses, or as
portable engines; they can also be arranged as traction, or as locomotives for tram-
ways.
Having now described the nature of my said Invention, and in what manner the
same is to be performed, I declare that I claim,—
First. The admission during the return or exhausting stroke of the main or
working pistons of gas engines, a charge of combustible fluid and air compressing
the charge in the same stroke, and on completion of the same stroke igniting the
charge thus admitted, as described.
Secondly. Igniting a charge of combustible fluid and air on the completion of
every return or exhausting stroke, and at the commencement of every outward
stroke of the working pistons of gas engines, as described.

page_text: Thirdly. Specially I claim the improved igniting or lighting valve in or to a gas
engine, as described and shown in Figure 5 of the annexed Drawings.
Fourthly. The apparatus shown in Figures 4, 5, 6, and 7 of the annexed Drawings,
in or by which the mixing of the gas and air and lighting the same are established
as set forth, whether the said apparatus be affixed to the engines shown in the
annexed Drawings, or to s any other.
Fifthly. I claim the check and lighting valve, as shown in Figüre 7, and its
adaptation to gas ongines generally, as set forth.
Sixthly. The construction and arrangement of the engine shown in Figure 1 of
the annexed Drawings, as a single engine; also the double or complete engine
shown in Figure 2 of the annexed Drawings, the several parts acting in unison, as
and for the purposes described.
In witness whereof, I, the said Charles Linford, have hereunto set my hand
and seal, this Fourth day of September, One thousand eight hundred and
seventy-eight.