Improvements in Gas Motor Engines.
Year: 1892

page_text: Date of Application, 21st May, 1892
Complete Specification Left, 21st Feb., 1893—Accepted, 20th May, 1893
PROVISIONAL SPECIFICATION.
Improvements in Gas Motor Engines.
I JOHN MAGEE 43 Percy Street Belfast in the County of Antrim Ireland,
Engineer, do hereby declare the nature of this invention to be as follows:-
Improvements in gas motor engines in which the combustible charge is com-
pressed by the piston. The main objects I have in view are to simplify the
construction of these engines, to construct an improved means of igniting the charge
both to start and work them, and an improved means of obtaining a combustible
charge to start these engines, and to construct an improved means of governing
them. To accomplish these objects I employ a cylinder and piston connected to
the crank in the usual way, but I employ no gear wheels or intermediate shaft to
actuate the exhaust and ignition valves, these are actuated by the motor piston and
a diaphragm or small piston in communication with the pressure in the cylinder
and suitable valves actuated by these means, all or part of these valves may be
actuated by a cam or cams on the crank shaft. To fire the charge I employ a
straight pipe or passage heated at any convenient part, and at the end of this pipe
furthest from the cylinder I place a little valve to admit air and gas, this air and
gas
is drawn through the hot part of the pipe to ignite the charge in the cylinder.
may employ a small plunger or piston to draw the mixture from the cylinder
through the hot part of the pipe and fire the charge, this plunger may be worked
by hand, or may be connected to the engine in any suitable way. To start and
work these engines I may employ two straight pipes for firing these pipes being
placed in suitable positions. I also employ a U or V shaped pipe or passage to fire
the charge to start and work these engines both ends of this pipe or passage opens
into the cylinder these openings being covered and uncovered at certain times by
the piston or by suitable valves actuated by the piston, or by cams on the crank-
shaft the valves may be opened and closed by hand to start these engines. 1 may
employ a little valve to admit air and gas to this pipe also. I may employ two Ụ
or Vpipes or passages. To allow the burnt gases to escape from the cylinder I
employ a diaphragm or small piston and a non return valve and I make a small
opening in the cylinder near the end of the travel of the piston nearest the crank,
this opening allows a portion of the burnt gases to pass to the diaphragm or small
piston and the non return valve prevents it escaping to the cylinder again. When
the motor pistons is full out another opening in the cylinder is uncovered which
allows the pressure to escape to the atmosphere, then the diaphragm or small piston
acting on a lift valve by means of a lever or direct, holds the lift valve open while
the piston travels instroke driving out the remaining products, when the piston has
reached the end of its instroke a little opening from the diaphragm or small piston
uncovered by the motor piston or by any convenient means allows the pressure to
escape from the diaphragm or small piston and the lift valve closes by its weight or a
spring. I also employ a cam on the crank shaft in connection with the diaphragm or
small piston to open the exhaust valve. Another means of firing the charge or
charges to start is a flame placed near an opening into the cylinder this opening
may be at or near the middle of that part of the cylinder travelled by the piston
and having a small valve opening inwards. I may also fire a charge to start by
means of percussion or friction a suitable rod or rods having flexible connections to
the cylender I employ for this purpose. To obtain a combustible charge to start
these engines cause the piston to travel half outstroke more or less drawing in air
and gas into the cylender through an automatic valve, or I may let the gas into the
eylender after the piston is at half stroke more or less. I also obtain a charge
may

page_text: to start by measuring the gas the air being in the cylinder. I may obtain the
charge to start by means of a piston fitted in the combustion chamber worked by
a hand lever or screw. I may obtain a charge to start by leading a small gas
supply pipe to the cylinder and using a suitable guage to show the strength of the
mixture in the cylinder. I may also obtain a charge to start by means of a small
gas supply pipe and constructing the ignition pipe in such a way that as soon as a
combustible mixture is produced in the cylinder it will ignite the pressure of the
explosion shutting off the small supply pipe. To govern these engines I employ a
valve or valves to admit air this valve or valves are placed in suitable position in
the cylinder and actuated by the speed of the engine in such a way that when the
engine goes too fast more air and less gas or mixture is admitted to the cylinder one
or more of these air valves may be in the piston and the motion of the piston may
be made to actuate this valve or valves. I may admit air at one end of the piston
stroke and mixture at the other end or I may admit gas at one time and air at
another, or I may admit air at both ends and gas or mixture in the middle. I also
govern these engines by means of a cam or cams on the crankshaft, actuating the
gas valve through the exhaust valve mechanism or a small diaphragm and suitable
levers. Two of these engines may be made to work on one crank and both may be
fired by one U pipe or passage heated in the middle. All these improvements may
be combined in one engine or any part of them may be applied to other gas engines.
Dated this 19th day of May 1892.
COMPLETE SPECIFICATION.
Improvements in Gas Motor Engines.
I JOHN MAGEE, of 43 Percy Street Belfast, in the County of Antrim, Ireland
Engineer do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement :-
My invention relates to improvements in gas motor engines, in which a mixture
of air and gas is taken into the cylinder and compressed by one piston before it is
exploded, all or part of these improvements may be applied to other gas engines.
The main objects I have in view are to simplify the construction of these engines.
To construct a better means of igniting a combustible charge to start and work
these engines, and the means of obtaining a combustible charge to start them, and
also to improve means of governing these engines.
Referring to the accompaning drawings
Fig. 1 is a transverse section of cylinder A illustrating modifications of improved
igniting tubes and a modification of governor.
Fig. 2 is a sectional elevation of cylinder illustrating improved timing valve,
igniting tube, and arrangement to actuate exhaust valve and govern engine.
Fig. 3 is a sectional plan of cylinder and piston illustrating a modification of
igniting tube, and non-returning valve and pipes or passages employed in connection
with a diaphragm or small piston to actuate the exhaust valve.
Fig. 4 is an igniting tube.
Fig. 6 is a sectional elevation of part cylinder illustrating a modification of
arrangement to actuate exhaust valve and govern engine.
Fig. 7 is a sectional elevation of improved igniting tube.
Figs. 8 and 9 illustrate a modification of igniting tube.
Fig. 10 is a detail in construction of tube.
Fig. 11 is a sectional plan of cylinder and piston illustrating a means of
compressing the charge in one end of the cylinder by the pressure of the burnt
gases from the other end.
Fig. 12 is a sectional plan of cylinder illustrating a means of forcing the charge
of air and gas into the cylinder and varying the compression.

page_text: Sectional elevation of igniting Lave and passages and an elevation of
timing valve.
Fig. 14 illustrates a cam on the crank-shaft employed to open valves.
Fig. 15 is an elevation of cylinder illustrating a modification of governing and
actuating the exhaust valve.
Fig. 16 is a sectional plan of part cylinder illustrating a chamber valve diaphragm
and screw employed to start gas engines.
Fig. 17 is a transverse section of cylinder illustrating valves and passages
employed to start work and silence gas engines.
Fig. 18 is a sectional plan of cylinder and piston illustrating a means of
compressing the charge in the cylinder into a hot tube to fire the charge to start
and work gas engines, and also a means of operating the exhaust valve by the
pressure of the burnt gases.
Referring to Fig. 1 the igniting tube P has two openings into the cylinder A.
and is heated by a jet of gas burning in a funnel in the usual way, when a charge
of air and gas is drawn into the cylinder by constructing cams wedges or props to
open the air and gas valves on the first half or nearly so of the firing stroke and
moving the piston out about half stroke by turning the fly wheel, a flexible vessel
or a pump may be employed to measure gas and deliver it into the cylinder, the
cock or valve P¹ is then opened and circulation of the mixture from the cylinder
to the tube in the direction of the arrow bring in contact the mixture and the hot
part of tube P and fires the charge to start, the cock or valve P1 may be closed
when the engine is started. The charge to start may be fired by the piston
drawing mixture through a hot tube or a little plunger or diaphram may be
employed to force mixture into a hot tube. To govern I employ a bar L L
lever N¹ N' one lever N' N' and one cam W on shaft V actuating the air valve. a
and gas valve b. Referring to Fig. 2 the piston B is near the middle of its out-
stroke the compression space and part of the cylinder A is filled with air and
gas as described Fig. 1. Circulation of the mixture in the cylinder and igniting
tube P from Q to R as in tube P Fig. 1 fires the charge in the cylinder.
Wheu
the piston is driven full outstroke it uncovers the little port D and allows the
pressure in the motor cylinder of the burnt gases to pass to the little cylinder E
and the piston E' the end of the piston rod E' pressing down the end of the
lever F F pivoted at Y. the lever FF lifting the exhaust valve the levers F F,
F, F2 carry the pawl G G round until the point G2 of the pawl G G engage on the
notch H thus holding the exhaust valve open until the piston reaches near the end
of its instroke then the crank lever L L strikes the point G' of the pawl G G
disengaging the point G' from the notch H¹ and allowing the spring 1' to shut the
exhaust valve I, the crank lever L L is hung on the bar N which is attached to
the piston or guide, on the crank lever L L is a weight M, the inertia of the
weight M causing the crank lever L L to strike the point G¹ of the pawl G G
sooner or later as the speed of the engine varies; when the exhaust valve closes
the piston B draws in a charge of air and gas and the piece S on the piston B
prevents the compression from firing the charge until the little port S¹ in the
piece S uncovers the opening R to the tube P when the piston has reached near
the end of its in compressing stroke. Referring to Fig. 3 P is an igniting. tube
opening into the cylinder A A at Q and R and R2 is a little port in the piston B
when the piston is near the middle C₁ of its outstroke the port R' in the piston B
uncovers the opening R of tube P. The space CA being filled with air and gas,
a slight movement of the piston backward will drive the mixture into the hot
tube P and expel air or products to the atmosphere at opening R and port R' the
hot tube will ignite the mixture and fire the charge in the cylinder, the forward
movement of the piston closing the opening R. the tube P may be placed on any
convenient part of the cylinder and the opening R and port R² may communicate
at any suitable point of the stroke of the piston B. to start and operate the engine
the opening R of the tube P may communicate with a cavity in the piston B instead
of the port R, the ports D and D¹; pipe D2 and valve D³ illustrate a means of

page_text: conveying the pressure of the burnt gases to a chamber E and diaphragm E
Fig. 18. The piston B uncovering the port D the burnt gases pass through the
non return valve D³ and pipe D2 the piston on return instroke uncovering the
port D allowing the burnt gases to escape to the atmosphere. Referring to Fig. 4
P is a hot igniting tube opening to the cylinder at Q heated as P Fig. 1. and fitted
with a diaphragm Ss the capacity of the tube P may be increased or diminished by
means of the diaphragm S and so time the firing of the charge in the cylinder
when the engine is working. To start I fire the charge in the cylinder by means
of the taper pin S2 Fig. 8 and 9 fitted in the chamber S to let inert gases escape.
Referring to Fig. 6 the exhaust valve is actuated by the pressure of the burnt
gases as in Fig. 2. but the engine is governed by holding the exhaust valve open
while the engine makes one or more revolutions and the crank lever L L with the
weight M is actuated by the cam O on the crank shaft V. the spring O', roller N³,
lever N2 pivoted at O', link N' and rod N working in the guide bracket L.
Referring to Fig. 7 P P is an igniting tube opening to the cylinder at Q; S is a
cap screwed on tube P, S¹ is a valve having two faces one outside and one inside
the cap S. To fire a charge in the cylinder when the engine is at rest the valve S₁
is lifted off its seat, then the air or products in the tube P will pass to the
atmosphere by circulation when the tube P is heated the mixture firing in the
tube P fires the charge in the cylinder the valve S¹ is driven against the face
inside the cap S by the explosion when the pressure in the cylinder falls the spring T
forces the valve S' down on its outside seat, the valve and spring are so adjusted
that the firing of the charge by the compression in the cylinder may be timed.
Fig. 8 and 9 illustrate a means of firing a charge in the cylinder when the engine
is at rest, the sides of the cap S on tube P are bored and a pin S2 is fitted into it.
To fire the charge the pin S is pushed back a little against the spring T.
When the tube P is heated circulation will expel the air or products by the
cap S pin S and bring the mixture in contact with the hot part of the tube P.
Fig. 10 is a construction of links T₁ so that the spring T will be made to press more
or less on pin S².
Referring to Fig. 11 the piston B in the cylinder A has been driven full
outstroke and uncovering the port e the burnt gases pass the non return valve d'
to the chamber A¹ the piston B returning takes in air and gas at the front end of
the cylinder by a suitable valve not shown until it uncovers the port e¹, then the
burnt gases in chamber A' pass through the non return valve d'and compresses
the mixture into a hot igniting tube not shown. When the piston B uncovers the
port the burnt gases pass through the non return valve d to the chamber A
and on the next outstroke when the piston has taken in air and gas and uncovered
the port e the burnt gases pass through the non return valve and compress the
mixture behind the piston into a hot tube not shown and fires it as before.
Referring to Fig. 12 the chamber A is filled with air and gas by measuring the
gas, a charge is exploded in the cylinder A driving the piston B full outstroke
uncovering the port e the burnt gases pass through the non return valve d to the
chamber A compressing the mixture in A2 by the diaphragm B, when the piston
has returned to near the end of its instroke the valve d' is opened by a cam Z
Fig. 18 on the crank shaft V and the mixture is forced into the cylinder A by the
pressure of the burnt gases in the chamber A' when the mixture is forced into the
cylinder A. the valve B is opened and the burnt gases escape from the chamber A¹
to the atmosphere the spring f lifting the diaphragın taking into the chamber A*.
a charge of air and gas by the valve "a" the space at the back of the piston
may be varied by the diaphragm B³ and the screw both to measure the charge
to start the engine, to regulate the compression and fire it. Referring to Fig. 13
P is an igniting tube communicating with a gas engine cylinder by the opening Q.
The valve S prevents the mixture from the cylinder entering the tube P the spindle
of the valve S has packing rings S to prevent leakage the valve S is held on its
seat by the spring T and screw c. To fire a charge when the engine is at rest
the valve S is drawn from its seat by pulling the handle c¹ the tube P being heated

page_text: circulation to the atmosphere through the valve S³ ignites the charge in the
cylinder the explosion closing the valve S³. When the pressure falls in the
cylinder the valve S shuts and the valve S³ opens and allows the burnt gases to
escape from the tube P the valve S can be timed to fire the charge to run the
engine fast or slow without back firing. Referring to Fig. 14 E is a cam on
the crank shaft V with a groove or raised path E from right to left and from
left to right, the roller actuated by the cam E2 is driven to the left in one revolution
of the crank and back to the right in another revolution thus the roller will be in
the same position every two revolutions of the crank this cam I employ to actuate
the valves of a four stroke cycle gas engine instead of the intermediate shaft
commonly used. Referring to Fig. 15 the exhaust valve is opened and held open
to expel the products, and govern by means of the burnt gases, the piston uncovering
the port D Fig. 2, the non return valve Fig. 18 prevents the gases escaping
from chamber E to the cylinder again the burnt gases pressing on the diaphragm E
lifts the exhaust valve by means of the lever F F when the piston has driven
out the products the crank L L hung on the lever N, the lever N being attached
to the bed-plate J and actuated by the cam O and spring O the crank lever L L
strikes the spindle G opening the valve G³ allowing the burnt gases in the
chamber to escape to the atmosphere the spring I shutting the exhaust valve. I.
When the engine goes too fast the inertia of the weight M on the crank lever LL.
causes the V point of L L to miss the spindle G and the burnt gases are retained
in the chamber E and the exhaust valve is held open until the engine makes one-
or more revolutions.
near
Referring to Fig. 16 the motor piston B is set at the end of its instroke, the
compression space C being full of air a jet of gas is let into it the gas may expel part
or all the air in space C by any opening until it fills with gas then the gas is
turned off and the valve X is opened making communication with compression-
space C and chamber C', the motor piston B is then moved out half or
half stroke out drawing in air by holding open the usual air supply valve by
means of a wedge or prop, the compression space C and the portion of the cylinder
behind the piston B at near half outstroke and the chamber C³ contain enough
air to form an explosive mixture with the gas measured in compression space C
or a small portion of air may be forced into the mixture to press it into a hot
tube to fire the charge, but I prefer to use a hot tube opening to the atmosphere
beyond the hot part as Figs. 4, 7, 8, 9, 13, the chamber (³ may be large enough to
contain air to form an explosive mixture with the gas contained in the compression
space Cat atmospheric pressure the piston B being at the beginning of its
outstroke, or a portion of air may be injected into the mixture by a small flexible
vessel or pump and a hot igniting tube having a cock or valve to open the interior
of the tube to the atmosphere letting the inert gases from and the explosive
mixture to the hot part of the igniting tube and thus fire the charge to start.
the engine, a water guage or similar device may be employed in connection with
a jet of gas to the interior of the cylinder to indicate when a proper mixture is in
the cylinder, or chamber or a guage in connection with a flexible vessel or
pump to force or deliver air gas or mixture to the cylinder or chamber my be
employed in the same way to measure the charge to start and a hot tube closed
at the outer end and having a cock or similar device beyond the hot part to lengthen
the part of the tube communicating with the mixture so that a low compression
may fire the charge to start, the diaphragm B' and screw c or similar devices
are employed to open and close the valve X and compress the charge to start,
when the first charge has been fired the piston draws in the charge by the
usual air and gas valves and compresses it into C and C³, when the engine
is properly started the valve X is closed as shown and the charge is
compressed in the usual space C. The gas may be delivered into the cylinder
by a flexible vessel or pump and fired by a hot tube. Figs. 7, 8 at or near
atmospheric pressure. Referring to Fig. 17 is a modification of chamber C
Fig. 16 the cock X making communication between the cylinder A and the

page_text: chamber C gas is put into the chamber C² as Fig. 16 to form an explosive
mixture with the air in the cylinder and chamber C' when the piston is starting its
outstroke or when it is half outstroke, the chamber C2 remains open to the cylinder
until the engine is properly started then the cock X is turned, shutting the
chamber Coff from the cylinder and opening it to the exhaust pipe n³, the valves d¹
and are elevations of the valves and Fig. 18, valve I is an elevation of
exhaust valve I Fig. 18. F3 is a link pivoted on the end of lever F F and lever Z
Fig. 18. When the exhaust valve I is open the point F of link F³ is moved out
of line with the spindle of valve d' and prevents the lever Z from opening it.
Referring to Fig. 18 when the piston B uncovers the port e the burnt gases pass
through the nonreturn valve d to the chamber A' lifting the piston B' or driving it
out against a spring not shown the exhaust valve I is opened by lever F F and the
piston B returns driving out the remaining products in the cylinder A, the piston B
on its outstroke draws in air and gas until it reaches about half its outstroke
then the lever Z actuated by the cam Z opens the valve d' and the burnt gases
pass from the chamber A¹ to the cylinder A and compresses the mixture into the
tube igniter and fires it thus using the burnt gases of one explosion to compress
and fire the next charge the lever FF, diaphragm E', roller K, and cam K' on the
crank shaft V, may be employed to open the exhaust valve I every revolution of
the crank or every alternate revolution, the diaphragm E' is pressed against the
lever F by the burnt gases bringing the roller K into gear with the cam K¹ the
cam K opening the exhaust valve I by the lever FF the cam K¹ is slanted in
the shaft V and carries the roller K and lever F in towards the crank so that the
cam K misses the roller K except when the diaphragın E is driven against the
lever F by the burnt gases, the lever F F is hinged at F³ so as to move in and out
by the cam K and diaphragm E¹. The compression in the cylinder may be
employed to actuate the diaphragm E', hinged lever F F in connection with the
cam K to open the exhaust valve I every alternate revolution of the shaft V.
For the purpose of turning large gas engines to the starting point I cast on the
side of the rim of the flywheel a ring of teeth and I fit a small pinion handle and
pawl on a spindle, the pinion gearing with the teeth of the flywheel so that when
the engine starts the pawl is automatically disengaged, the pinion running loose on
the spindle, so that the handle will not turn when engine starts.
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 :-
1. AU or V igniting tube as described and illustrated at Fig. 1, 2 and 3.
2. The piece S and port S' attached to the piston B in the manner and for the
purposes described and illustrated at Fig. 2.
3. The combination of inertia governor L L piston E' lever F F and F² link F¹
and pawl G G as described and illustrated at Fig. 2.
4. The port R2 in combination with the tube 1' Fig. 3, substantialy as described.
5. The combination of ports D and D' and valve D³ as described and illustrated
at Fig. 3.
6. Varying the capacity of the igniting tube P as described and illustrated at
Fig. 4.
7. The construction of one or two cylinders so that the burnt gases compress to
fire the charge as described and illustrated at Fig. 11.
8. The combination of cam O spring O' lever N2 link N¹ inertia governor L L
as described and illustrated at Fig. 6.
9. The ignition tube P as described and illustrated at Fig. 7.
10. The igniting tube P as described and illustrated at Figs. 8, 9 and 10.
11. A single cylinder with ports valves and chambers as described and illustrated
at Fig. 11.
.
12. A single-cylinder engine with ports valves chambers and diaphragms for the
purposes described and illustrated at Fig. 12.

page_text: 13. The timing valve S' in combination with the spring T, screw c and handle e¹.
as described and illustrated at Fig. 13.
14. Valve S in combination with tube P as described and illustrated at Fig. 13.
15. The cam E' in the crank shaft V for the purposes described and illustrated
at Fig. 14.
16. The combination of cam O on the crank-shaft V the inertia governor L L
spindle G valve G³ diaphragm E' rod E' and lever F F as described and illustrated
at Figs. 15 and 18.
17. A chamber C' in combination with valve X a diaphragm B³ and a screw c as
described and illustrated at Fig. 16.
18. The combination of valve X and screw c with a chamber C' bolted direct
to the cylinder in the manner and for the purposes described and illustrated at
Fig. 16.
19. The combination of passage E chamber A' piston B' valves d' and d
lever Z and cam Z' on the crank shaft V for the purpose described and illustrated
at Figs. 17 and 18.
20. The combination of diaphragm El hinged lever F F roller K and cam K¹ to
actuate the exhaust valve by means of the burnt gases or the compression in the
cylinder as described and illustrated at Fig. 18.
21. A chamber, C' cock X and passages as described and illustrated at Fig. 17.
22. A flexible vessel or pump in connection with the chamber C2 Fig. 16 and 17
to measure the gas or air to form a starting charge as described.
23. A diaphragm or piston attached to the valve X to open it and compress the
charge as described and illustrated at Fig. 16.
24. In combination with the chamber C Figs. 16 and 17 an igniting tube having
a valve, or pin or cock to let the inert gases from the tube substantily as described
and illustrated Figs. 7, 8, 9 and 13.
25. A flexible vessel or pump to deliver gas, air, or mixture to the cylinder of a
gas engine, in combination with an igniting tube having a valve or cock or pin to
let the inert gases from the tube substantily as described and illustrated at
Figs. 7, 8, 9 and 13.
26. The combination of chamber C Fig. 16 igniting tubes P Figs. 7, 8, 9, 13 or
any modification of them with the cylinder of a gas engine in combination with a
fly wheel having teeth to turn the engine to the starting point as described.
27. Obtaining a charge to start gas engines by lifting the air and gas valves by
cams wedges or props as described in combination with a tube igniter having a
valve, pin or cock to let the inert gases from the tube substantialy as described or
any modification thereof.
Dated this 3rd day of April 1893.