Improvements in Gas and Explosive Vapour Motors.
Year: 1893

page_text: COMPLETE SPECIFICATION.
Improvements in Gas and Explosive Vapour Motors.
I, JOHN DOUGILL, of Number 87 Choir Street, Broughton Lane, in the City of
Manchester, County of Lancaster, 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 and accompanying
drawings:-
This invention relates to the class of motors now well known under the designation
of gas engines and has for its principal object to obtain high speed combined with
efficiency.
In order that the nature of my invention may be fully understood I will describe
the same with reference to the accompanying five sheets of drawings.
In these drawings Fig. 1 represents an end elevation, Fig. 2 a side elevation and
Fig. 3 a plan view of a gas engine having my improvements applied thereto.
Fig. 4 is a detached view of the cylinder end showing the gas and air valves
more plainly.
Fig. 5 is an end view at right angles to Fig. 4.
Figs. 6 and 7 are views of the connecting rod showing the counter-balance weight
on the crank and the improved mode of connecting the rod to the piston pin.
In Fig. 2 the air and gas valves which with the parts for operating the same
constitute an important feature in my invention do not distinctly appear, but they
appear in Fig. 1 and in Figs. 4 and 5.
In the drawings a is the crank shaft the crank being provided with balance
weights 6 and with suitable fly wheel.
The cylinder c which is open at that end which is toward the crank shaft,
is provided with a suitable trunk piston, these parts being of ordinary or suitable
form or construction. Applied to the cylinder end, is the valve chamber g
containing the gas valve d and the air valve e.
The inner end of the connecting rod f is connected to the piston by a special
formation designed to facilitate adjustment and to take up wear. The form of the
said rod end is best shown in Figs. 6 and 7 of the drawings.
The rod is formed with an eye to fit the piston pin such eye being preferably
bored out of the solid rod end. The rod end is formed with a projecting part in
which is formed a hole, or such hole might be dispensed with. The rod end is slit,
te slit extending across the eye into the hole in the part f¹ as clearly shown in
Fig. 6.
Lugs, are formed upon the rod and a screw passes through these lugs.
In the example this screw engages with a nut f which is partly let into a recess so
that it cannot turn with the screw which can be turned by means of a key applied
to the head fº.
When the piston is at the end of its outward stroke this screw head is conveniently
accessible so that the fit of the rod eye upon the piston pin can be regulated at any
time when the engine is at rest without having to remove any part of the engine.
The valve chamber 9 is formed and applied so that there is a short straight
passage through which the mixed gas can flow into the cylinder.
The chamber is also so formed and fixed as that the axial lines of the
valves d and e when extended, meet the axial line of the side shaft h, or otherwise
coincide with a radial from the axis of the said shaft.
This shaft may be actuated by gearing in the ordinary or in a suitable manner so
as to make one revolution for two revolutions of the crank shaft. Upon the side
shaft h is a cam i which opens the valves d and e at the required times. Interposed
between this cam and the valve stems is a lever j which is mounted upon a fulcrum

page_text: stud and is provided with a bowl k upon which the cam acts. The said lever is
provided with an adjustable screw stud which acts as a pusher upon the valve
stem to open the air valve.
The lever is so formed and fitted as that a line drawn through the centre of
the fulcrum' and the line of contact of the pusher and the end of the valve stem,
makes a right angle with the axis of the valve stem, or thereabouts. It will be
seen that when the cam i acts upon the bowl, the thrust of the cam is transmitted
in a direct line to the valve. The gas valve is opened by means of a governor
lever m which is carried by the main lever j. This governor lever is provided with
a pushing arm n which is kept in line with the end of the valve stem o by means of
a spring p.
A second arm of the lever carries a weight q which tends to act against the
spring P when the main lever is operated by the cam i. The said weight is so
adjusted as that when the engine exceeds its normal speed the end of the pushing
arm is withdrawn so that it does not strike the end of the valve stem o and as a
consequence the gas valve is not opened.
I do not claim the action of this governor as being novel nor do I claim the
governor apart from its connection with the lever j. The air is admitted through
the passage", the
gas through a passages, these passages being indicated by dotted
lines.
The exhaust valve indicated by dotted lines, is mounted in a part (see Fig. 1)
and is operated by a cam on the side shaft, such cam acting through a lever » upon
the stem of the valve at the required times.
When the engine is at work the gas and air are admitted at every alternate
stroke as is usual in the "Otto" type of engine the mixture of gas and air being
compressed during the intermediate strokes and fired by suitable means. In the
example a firing tube w mounted within a chimney a is indicated to make the
example more complete, but as I do not make any claim in respect of these parts
and therefore have not considered it necessary to illustrate or describe them more
fully.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is.
1) The combination of the parts illustrated by Figs. 1, 4 and 5 with the side
shaft h, and with other ordinary parts of a gas engine, such added parts being
constructed arranged and adapted to act substantially as and for the purpose
set forth.
2) In a gas engine the valve chamber fitted with air and gas valves formed and
mounted so that the axial lines of movements of the valves coincide with a radial
from the axis of the side shaft or thereabouts as set forth.
3) In a gas engine the valve chamber fitted with air and gas valves having their
axes directed toward the axis of the side shaft h and the lever ; with its fittings
interposed between the cam on the side shaft and the valve stems substantially as
set forth and indicated.
4) The formation of joint for the inner end of the connecting rod of a gas engine
as set forth with reference to Figs. 6 and 7 of the attached drawings.
Dated this 23rd day of June 1893.
E. K. DUTTON & Co.,
5, John Dalton Street, Manchester, Agents.