IMPROVEMENTS IN GAS MOTOR ENGINES
Year: 1880

page_text: LETTERS PATENT to Richard Hutchinson, of Number 70, Mildmay Grove,
Mildmay Park, in the County of Middlesex, Engineer, for an Invention of
"IMPROVEMENTS IN GAS MOTOR ENGINES."
PROVISIONAL SPECIFICATION left by the said Richard Hutchinson at the
Office of the Commissioners of Patents on the 29th December 1880.
RICHARD HUTCHINSON, of Number 70, Mildmay Grove, Mildmay Park, in the
County of Middlesex, Engineer. "IMPROVEMENTS IN GAS MOTOR ENGINES."
This Invention has for its object improvements in the construction of motors in
which a mixture of combustible gas or vapour and air is exploded as the source of
power, and ignited within a cylinder or cylinders so as to operate by the expansive
force thereof.
An important object I have had in view in the construction of the gas motor
engines according to my Invention is the working of the said engines or motors
with the gaseous mixture in a state of considerable compression, and whereby
the power developed is considerably increased as compared with that obtained in
gas motor engines with a low degree of compression. The parts of my improved
gas motor engine are such as to allow of the degree of compression being easily
controlled and varied, and particularly so as to permit of the said gas motor engines
being conveniently started."
The chief features in and the arrangement generally of the engines or motors
according to my Invention are substantially as follows, that is to say:-The power
is developed in one or two single acting cylinders, having combined therewith
another cylinder of reduced diameter. And in order to reduce the cost of manu-
facture, and simplify as much as possible the construction, and also prevent
vibration and make the fixed parts of the apparatus according to my Invention
rigid, I employ a cylinder or cylinders of novel construction placed by preference
vertically, and having semi-circular passages running vertically down the sides of the
said cylinder or cylinders to or into the base thereof, the said vertical passages
serving also to allow of the circulation of currents of air derived from the outward
and inward motion of the piston acting as a double acting pump for the purpose
of keeping the cylinder or cylinders cool, and which are mounted upon a base at or
near the top (or sometimes at the base) thereof; and at a convenient part I cast or
forin bearings in which the main or crank shaft works.

page_text: With a view to allow of the gaseous mixture being compressed to a high degree,
I employ another cylinder combined with the first named cylinder, and, by
preference, of increased diameter relatively thereto, and in which I accurately fit
a plunger capable of being moved up or down by an independent lever, screw, or
other suitable mechanical equivalent therefor.
When the engine or motor according to my said Invention is at rest, and the
plunger before described is at its lowest extremity, the said engine or motor can
be readily started with the gaseous mixture at a low pressure. And it is obvious
that if the plunger is raised in the before mentioned second cylinder or cylinders,
I compress the gaseous mixture within the working cylinder to a higher degree,
and thereby reduce the quantity of gas used, and consequently I lessen the cost of
working; and if the before mentioned operation is repeated and the plunger is
raised further, I again obtain an extra and higher degree of compression, and so on,
untill the said plunger has reached its full extremity towards the working cylinder
or cylinders; the engine will then be working at full power and will operate with
the combustible mixture of gas, vapour, or air in a state of considerable compression,
and is on this account more economical than many gas motor engines hitherto
introduced. To ignite the compressed combustible mixture in the working
cylinder or cylinders herein before described, I construct a piston or plunger
working in a small cylinder attached to the working cylinder. In the said piston
or plunger I make a chamber, or passages, or ports, so arranged as to allow of the
introduction of an internal gas jet which is re-lighted after the combustion by an
external gas flame. The explosive mixture of gas and air or vapour is admitted
to the cylinder through the said piston or plunger. I sometimes for convenience
use a separate small cylinder and piston or plunger valve fitted to the opposite
side of the before mentioned cylinder or cylinders to the iguiting one, and having
suitable ports or passages for the admission of gas and air and the discharge of
the products of combustion.
According to another arrangement of my gas motor engines, wherein the com-
bustible mixture is admitted into the working cylinder or cylinders, and ignited at
a low pressure, I construct an equilibrium piston or plunger, working in the smaller
cylinder. In this equilibrium piston or plunger I may fit a back pressure valve,
and I ignite the combustible mixture in a chamber wherein the equilibrium piston
works. By this arrangement I am enabled to partly compress the mixture of
combustible gases in the working cylinder, and to reduce the shock or concussion
on the working piston, and thereby to greatly assist the working thereof. In the
base or bed of the said last described arrangement of engine or motor, according to
my Invention, are passages and ports so as to allow the gas, air, or vapour to be
admitted into the cylinder through valves fitted for the purpose; and for the
admission of air I construct a valve, by preference of a pyramidical form, having
perforations therein covered with thin india rubber or other suitable material; and
for the admission of gas I construct a suitable back pressure valve.
For the dis-
charge of the products of combustion I cast a passage or port in the base or bed of
the engine, the said passage or port communicating with the smaller cylinder and
equilibrium piston or plunger; and with a view to reduce the friction in gas motor
engines, constructed according to my said Invention, especially those of small
power, I prefer to use ball or roller bearings.
According to another arrangement of apparatus, according to my Invention, in
which the slide or valve works inside the cylinder, I may adopt the following plan,
that is to say: I construct a disc in which are ports, so arranged as to work upon
ports or passages made in the base of the engine. The said disc slide valve is
worked by means of an intermittent or rotary inotion, and on the under side of the
said disc valve I arrange a segment or circular rack, or the teeth of a mitre wheel
worked by a quadrant or wheel, or any suitable mechanical equivalent, in place of
the said contrivance, and attached to the said quadrant or pinion is a shaft or
spindle running through the base or bed of the engine. On the end of the said
shaft or spindle I attach a crank or pinion in connection with a cam or eccentric

page_text: worked from the main shaft, the said disc valve being pressed tight to its seat
by the action resulting from the combustion and expansion of the operating gases.
Instead however of employing the disc slide valve and working parts connected
therewith, as in the last described arrangement, I may use an inverted disc lifting
valve, worked by a lever and spring, or suitable mechanical equivalent, through
the base or bed plate.
In order to allow of the ignition of the combustible mixture contained within
low pressure engines or motors, constructed according to my Invention, I use, by
preference, a burner consisting of three cones, the two outer ones of the series
supplying air to the flame, and the inner or third cone serving for the supply of
gas to the burner, and thus forming in the resultant action that which is well
understood in mechanical engineering as that of the "hydrokineter," employed in
connection with steam boilers.
For the purpose of regulating the speed of engines or motors according to my
Invention I employ a suitable governor in connection with the gas regulator valve.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Richard Hutchinson in the Great Seal Patent Office on the 29th
June 1881.
RICHARD HUTCHINSON, of 70, Mildmay Grove, Mildmay, Park, in the County of
Middlesex, Engineer. "IMPROVEMENTS IN GAS MOTOR ENGINES."
This Invention has for object improvements in the construction of that class of
motors in which a mixture of combustible gas or vapour and air is exploded as a
source of power by being ignited within a cylinder or cylinders so as to operate by
the explosive force thereof.
An important object I have in view in the construction of the gas motor engines
of my Invention is the working of these engines with the gaseous mixture in a
state of considerable compression, whereby the power developed is considerably
increased as compared with that obtained in the cylinders of gas motor engines
worked with the gaseous mixture only slightly compressed.
The parts of my improved gas motor engines are so arranged as to allow of the
degree of compression being easily controlled or varied, and, what is of considerable
importance, to allow of them being started conveniently.
The chief features and general arrangement of the gas motor engines of my
Invention are substantially as follows:-
The power is developed in one or two single-acting cylinders, having combined
therewith another cylinder of a reduced diameter. And in order to reduce the cost
of manufacture, and to simplify as much as possible the construction, as well as to
prevent vibration and to make the fixed parts of my gas motor engine rigid, I
employ a cylinder or cylinders of novel construction, placed vertically, and having

page_text: .
semi-circular passages running vertically down the sides of the said cylinder or
cylinders to or into the base thereof. These vertical passages serve also to allow
also of the circulation of currents of air caused by the outward and inward motion
of the piston acting as a double-acting pump for the purpose of keeping the
cylinder or cylinders cool, and which are mounted upon a base at or near the
top, or sometimes at the base of the cylinder or cylinders; and at a convenient
point, I cast or form bearings in which the main or crank shaft works.
With a view to allow of the gaseous mixture being compressed to a high degree,
I employ another cylinder combined with the first-named cylinder, and, by
preference, of increased diameter relatively thereto, and in which I accurately fit
a plunger capable of being moved up or down by an independent lever, screw, or
other suitable mechanical equivalent therefor.
When the engine described in the last paragraph is at rest and the plunger at its
lowest extremity, the engine can be readily started with the gaseous mixture
at a low pressure, and it is obvious that if the plunger be raised in the before-
mentioned second cylinder or cylinders, I compress the gaseous mixture within the
working cylinder to a higher degree, and thereby reduce the quantity of gas used,
and consequently I lessen the cost of working. If the last mentioned operation is
repeated and the plunger raised further, I again obtain an extra degree of com-
pression, and so on, until the plunger has reached its full extremity towards the
working cylinder or cylinders. The engine will then be working at full power,
operating with the combustible mixture of gas and air in a state of considerable
compression, and is therefore more economical than many gas motor engines
introduced hitherto.
To ignite the compressed combustible gaseous mixture in the working cylinder
or cylinders herein before described, I construct a piston or plunger working in a small
cylinder attached to the working cylinder. In this piston or plunger I make a chamber
or passages or ports so arranged as to allow of the introduction of an internal gas jet,
which is relighted after each explosion (when necessary) by an external gas flame.
The explosive mixture of gas and air is admitted to the cylinder through the
piston or plunger described in the last paragraph. Sometimes, for the sake of
convenience, I use a separate small cylinder and piston or plunger valve fitted to the
opposite side of the before mentioned cylinder or cylinders to the igniting one, and
which is furnished with suitable ports and passages for the admission of the gas
and air, and for the discharge of the products of their combustion.
According to another arrangement of my gas motor engine, in which the com-
bustible mixture is admitted into the working cylinder or cylinders and ignited at
a low pressure, I construct an equilibrium piston or plunger working in the smaller
cylinder. In this equilibrium piston or plunger I fit a back-pressure valve, and I
ignite the combustible mixture in a chamber wherein the equilibrium piston works.
By this arrangement I am enabled to partly compress the combustible mixture in
the working cylinder, and to reduce the shock or concussion on the working piston,
and thereby to greatly assist the working thereof. In the base or bed of the last
described engine of my Invention are passages and ports so as to allow the gas and
air to be admitted into the cylinder through valves fitted for the purpose. For the
admission of air I construct a valve (by preference of a pyramidical form) having
perforations therein covered with thin india-rubber or other suitable material, and
for the admission of gas I construct a suitable back-pressure valve. For the
discharge of the products of combustion, I cast a passage or port in the base or bed
of the engine, which port communicates with the smaller cylinder and equilibrium
piston or plunger. And with a view to reduce the friction in the gas motor engines
of my Invention, especially those of small power, I prefer to use ball or roller
bearings.
According to another arrangement of my gas motor engine, in which the slide
or valve works inside the cylinder, I may adopt the following plan:-I construct a
disc in which are ports so arranged as to work upon ports or passages made in the
base of the engine. The said disc valve is worked by means of an intermittent

page_text: or rotary motion, and on the underside of the disc valve I arrange a segment or
circular rack, or the teeth of a mitre wheel worked by a quadrant or wheel, or any
suitable mechanical equivalent in place of the said contrivance, and attached to
said quadrant or wheel is a shaft or spindle running through the base or bed of
the engine. On the end of said shaft or spindle I attach a crank or pinion in
connection with a cam or eccentric worked from the main shaft. The disc valve
is pressed tight to its seat by the pressure due to the expansion of the exploded
mixture of gas and air. Instead, however, of employing the disc valve and the
working parts connected therewith, as in the last described arrangement, I use an
inverted disc lifting valve worked by a lever and spring, or suitable mechanical
equivalent through the base or bed plate.
In order to allow of the ignition of the combustible mixture contained within
low pressure gas motor engines made according to my Invention I use, by
preference, a burner consisting of three cones, the two outer ones of the series
supplying air to the flame, and the inner or third cone serving for the supply of
gas to the burner, thus forming in the resultant action that which is well under-
stood in mechanical engineering as that of the "hydrokineter," employed in
connection with steam boilers.
For the purpose of regulating the speed of motor engines of my Invention I
employ a suitable governor in connection with the gas regulator valve..
For the better explanation of my Invention I refer to the accompanying Sheets
of Drawings. The several parts are marked with reference numbers, corresponding
parts wherever they occur always bearing the same reference number.
The construction of my improved cylinder is shewn in Figs. 1, 2, and 3. Fig. 1
is a side elevation partly in section of my compressing engine, Fig. 2 a front
elevation of the same, and Fig. 3 a plan, partly sectional, taken at the line x, y,
on Fig. 1. The working cylinder 1 has two semi-circular castings 2, 2, combined
with it, and cast in one piece therewith, as shewn in Figs. 1 and 3. The two
semicircular passages 3, 3, as well as the space 4 over the cylinder, sometimes
communicate with the open air through openings 5, 5, formed in the top of the
engine-base 6, and in the sides or the bottom edge thereof. The openings however
thus formed in the sides or bottom edge of the engine-base are not shewn in the
Drawings. The up and down motion of the working-piston 7 acting as a double-
acting pump causes, in conjunction with the heat of combustion, a strong current
of air through the passages 3, 3, thereby effectually preventing the cylinder 1 and
the piston 7 from becoming overheated. In addition to the cooling influence, as
just explained, the two semicircular castings 2, 2, impart considerable firmness and
rigidity to the engine, and prevent vibration. I do not confine myself exclusively
to making these parts 2, 2, on one piece with the cylinder 1, or of cast iron
(although I prefer to do so); I may make them separate from the cylinder and
bolt them together. The two parts 2, 2, are united above the level of the cylinder,
and therein I form slots for the reception of the crank-shaft bearings 8. If more
convenient I fix the bearings for the crank-shaft 9 at or near the bottom of the
cylinder 1.
The compressing cylinder 10 I prefer to make of a larger diameter than the
working cylinder 1. It may be cast in one piece with either the working
cylinder 1 and its two supports 2, 2, or with the base 6. The plunger 11 is raised
or lowered in the compressing cylinder by means of the hand-lever and its
connections 12. When the hand lever 12 is pulled back until its catch 13 falls
into notch a in the quadrant, the plunger 11 will be moved downwards (or
outwards) to the full extent of its travel, thereby practically increasing the capacity
of the working cylinder 1. A given charge of gas and air admitted into the
working cylinder when the plunger 11 is in the position just described would be
at low pressure, and consequently the starting of the engine would be much less
difficult than if it had to be effected with a high pressure charge in the cylinder.
By moving the hand-lever 12 towards the notch b the compressing plunger is
moved upwards (or inwards), thereby contracting the practicable capacity of the

page_text: working-cylinder 1, more or less according to the distance the hand-lever is moved
in the direction indicated. So that no matter at what pressure it is desired or
required to run the engine, such pressure can always be easily obtained after the
engine has been started without increasing the volume or strength of the charge of
gas and air admitted into the working cylinder at each inspiration. I thus get
over the difficulty which is so often met with in attempting to light a mixture of
gas and air under high pressure, as well as at the same time securing the maximum
economy in the consumption of gas. Supposing that the engine has been started
at low pressure, and then by moving the hand-lever, as above described, made to
run at a higher pressure, with a correspondingly increased developement of power
and greater economy, it is clear that by further raising (or forcing inwards) the
compressing plunger 11 a still greater degree of compression, with its attendant
advantages, will be obtained, until by raising the plunger to the end of its travel
the engine is made to run at maximum pressure, power, and economy. It is not
required that the engine should be stopped while the pressure in the cylinder is
being increased in the way described above. The pressure can always be increased
(or diminished) while the engine is running, if from any variation in the load a
corresponding increase or decrease in the developement of the power of the engine
is required.
The advantages stated in the preceeding paragraph as derivable from my system
of variable compression by means of my compressing cylinder and plunger, are
quite separate and distinct from any variation in the power of an engine which it
is possible to secure by varying the supply of gas and air to the working cylinder.
Whatever may be the quantity of gas and air drawn into the working cylinder at
any inspiration of the working piston of my compressing engine, the amount of
power derivable from the combustion thereof is always capable of variation by
enlarging or contracting the capacity of the working cylinder in the way and by
the means already described. I do not confine myself to the use of the lever
arrangement 12, shewn in Figs. 1 and 2, for actuating the compressing plunger 11.
I may at any time make use of any well known mechanical arrangement, screw or
But whatever
otherwise, for performing this part of the work of my engine.
mechanism I employ I always work it by hand, and not by gearing it in any way
with the engine in such a way as to be worked by the action of the latter.
When required I may make the engine shewn in Figs. 1 and 2 as a coupled
engine according to the design exemplified in Figs. 17 and 18.
As
A space is
Fig. 2 represents the engine piston 7 at the bottom of its stroke.
always left between the bottom of the piston and the bottom of the cylinder.
shown at Fig. 2 it is now on the point of rising to draw in a charge of gas and air.
The duty it performed in the previous (i.e., down) stroke was to expel the products
of the last combustion from the cylinder 1.
The piston or plunger-valve 17, with the necessary ports, chambers, and passages
for admitting the mixture of gas and air into the engine cylinder or cylinders of
my compressing engine, whether single or coupled, for igniting said charge, as well
as for providing for the expulsion of the products of combustion, is shewn in part
in Fig. 2. It is shewn in full detail in Fig. 9, which for the sake of greater
clearness is drawn double size. This Figure 9 represents the valve 17 in a
position corresponding with that of the piston 7, see Fig. 2.
The way in which I actuate this valve in its cylinder 18 is seen in Fig. 2. The
crank shaft 9 carries one wheel of a 2 to 1 gear 15; the valve is connected with the
larger wheel of this 2 to 1 gear by a crank and connecting rod 16. The effect of
the 2 to 1 gear is that the valve 17 makes one stroke to two made by the
piston 7.
So soon as the piston 7, actuated by the momentum of the fly-wheel 32, with
which it is connected by the connecting-rod 31 and the crank shaft 9, commences
its up (or inspiration) stroke the valve 17 rises in accord therewith. The up-stroke
of the piston 7 leaves a vacuum in the cylinder 1, and as soon as the port 19 opens
up a through communication between the port 20 formed in the side of the

page_text: cylinder 1 and the chamber 21 formed in the side of the cylinder 18, the pipes 22
and 23 (of suitable relative sectional areas) and carrying air and gas respectively,
discharge into the port 19, and by the port 20 into the cylinder 1. By the time
the piston 7 has reached the top of its up-stroke (during which it has drawn a
charge of gas-and-air mixture into the cylinder 1 and the port 20) the valve 17
has risen till the port 19 has cleared the port 20 and the chamber 21, and brought
the chamber 24 and port 25 into communication with the chamber 26. A small pipe
discharging into chamber 26 supplies it with gas, which so long as there is a
communication between 24 and 26 is free to flow along the port 25 into the
former. The chamber 24 is next brought into communication with the chamber 27,
close to which and communicating therewith is a constant gas flame 28. Air is
fed into the chamber 24 by the air port 29 for the purpose of maintaining the
combustion of the gas therein after it has been fired by the flame 28. At the
moment the chamber 24 is in full communication with the chamber 27 the
piston 7 begins its down-stroke, during which it compresses the charge of gas-and-
air. While the piston is making this down or compressing stroke the valve 17
continues to rise, bringing the port 25 past the chamber 26 and the chamber 24
into communication with the inside of the cylinder 1 by means of the
ports 30 and 20, consequently the burning gas and air in the chamber 24,
whose duty is to ignite the gas and air mixture in the cylinder, are subjected
to the same degree of pressure as that of the mass of gaseous matter they are
intended to ignite. This adjustment of pressure is accomplished instantaneously.
Immediately after the piston 7 has reached the bottom of its down stroke, i.e., at
the moment it is in the act of commencing its upstroke, the chamber 24 is brought
opposite the port 20, and the charge of gas-and-air mixture in the cylinder 1 and
the port 20 is immediately ignited. If the relative pressures within the cylinder 1,
the port 20, and the chamber 24, had not been already adjusted the flame in the
latter would most probably be extinguished as soon as it is brought opposite the
port 20. The expansion of the gaseous contents of the cylinder consequent upon
ignition drives the piston upwards. This impulse is communicated to the crank
shaft 9 by the connecting rod 31, and so to the fly wheel 32, the momentum of the
latter compelling the piston to continue its reciprocating motions until it receives
another impulse from another ignition. While the piston is communicating motion
to the crank shaft the valve 17 descends through one half its stroke. The next
stroke of the engine piston (a down stroke) is the exhausting stroke for the sake
of clearing the cylinder of the products of the combustion of the gas-and-air
mixture. The exhaust valve is opened as follows:-On the valve-connecting-
rod 16 I mount at a convenient point a tappet (by preference made adjustable) 33,
see Fig. 4, which is a side view of the valve cylinder 18, as indicated by the
arrow. This tappet at the moment the piston begins its exhausting stroke actuates
the bell-crank levers 34 and 35, thus driving the valve rod 37 and exhaust
valve 36 inwards. The cavity 39 of the valve box 40 is always in communication
with the cylinder 1, so that as soon as the valve 36 is opened as just described the
exhaust gases are expelled by the down-stroke of the piston 7, via the exhaust
passage 41.
At the proper time the two bell cranks disengage, the spring 38 on
the valve spindle closes the valve, and the engine repeats the before described
motions in the same order as before.
The bell-cranks 34 and 35 are mounted in their correct positions in any con-
venient way.
I may use an arrangement of cams instead of the bell crank levers 34
and 35.
The air pipe 22 leads direct from the chamber 20 into the outer air.
The gas
pipe 23 leads direct to the gas-supply. Each of these pipes is furnished with an
ordinary back-pressure valve opening inwards to prevent the compressed gas-and-
air mixture, or any of the exhaust gases passing them. The exhaust gases present
in the port 19 are not of sufficient importance to necessitate any special arrange-
ment for their escape. The pipe delivering gas into chamber 26 is brought from
any convenient point through the side of the cylinder 18. The constant flame 28

page_text: is fed from any convenient point, and its extinction by accident is prevented by
the chimney-shaped guard 42. I may if desirable introduce a charge or current of
pure air into or through the port 19 at any time after the explosion. The air-
port 27 passes through the side of the cylinder 18, and is continued downward for
a short distance.
The cover 43 is to compel all the air currents caused by the working piston to
travel past the cylinder through the openings 5, 5.
Sometimes in lieu of the admission, igniting, and exhausting valves, with their
several connections and ports, as shewn in Figs. 2 and 4, I use any convenient and
ordinary lighting valve fixed to the same side of the engine as is the valve 17, and
actuate it in any convenient way; and on the opposite side of the engine, and
actuated by an eccentric on the crank-shaft or otherwise, I fix a suitable valve
with ports for the admission of the gas-and-air mixture, and the due exhaust of the
waste gases.
The valve 17 is not always connected to the large wheel of the 2-to-1 gear 15,
as shewn in Fig. 2. I sometimes place an ordinary eccentric or cam on the axis of
the large wheel b, between it and the engine, and actuate the valve from said
eccentric or cam.
The tappet 33, Fig. 4, is described above as being made by preference adjustable.
I make it adjustable in two directions, horizontal and vertical. By making it
adjustable in a horizontal direction to the extent of giving it a longer or shorter
reach over or contact with the top arm of the bell-crank 34, I provide for keeping
the exhaust valve open for a longer or shorter time; and by making said tappet
adjustable in a vertical direction, i.e., capable of being fixed higher or lower on the
connecting rod 16, I provide for opening the exhaust valve earlier or later, as may
be desired.
Instead of a tappet, as shown, I may use a cam or its equivalent.
The next arrangement of my improved gas motor engine I shall describe is the
one I call my low pressure engine. I call it low-pressure to distinguish it from the
compressing engine described above, which may be regarded as a high-pressure
engine. In my low pressure engine the gas-and-air mixture is not subjected to any
compression from the working piston, whereas in my compressing engine the
gas-and-air mixture is not only compressed in the working-cylinder, but in addition
the special compressing piston and cylinder enable me to still further compress the
mixture.
Fig. 5 is a side elevation, partly in section, of my low-pressure engine; Fig. 7 is
a front elevation of the same, likewise partly in section; and Fig. 6 is a plan of
the working and the piston-valve cylinders.
The construction of the working cylinder, with its semi-circular sides, is identical
with that of my compressing engine, Figs. 1, 2, and 3. In fact the cylinders in
both cases are the same, and what has been said before regarding the construction
of my compressing engine applies with equal force to the cylinder of my low-
pressure engine. The mounting of the fly-wheel and crankshaft, and the connection of
the working piston therewith are identical with the methods shewn in Figs. 1 and 2.
The upstroke of the piston 7 draws in a charge of gas-and-air mixture into the
working-cylinder 1 through the air-port 44 and the gas-port 45, both of which are
formed in the base of the engine 36. The air-port 44 is furnished with a valve 46.
This valve consists of a perforated plate 47, and carries a disc of india-rubber or
other suitable material 48. Instead of making this valve of the shape shewn in
Fig. 7 I prefer to make it of a pyramidical or stepped form, as shewn in Fig. 16.
The perforated plate 47a is made of a pyramidical or stepped section. In addition
to the disc of rubber or other suitable material 48a I use a flat ring or rings of the
same material 486. In either pattern valve the rubber-disc is kept in position by
a metal-plate and screws 48c and the flat ring or rings 48b, Fig. 16, by a metal
ring or rings and screws 48d. The rubber-disc and ring open inwards before the
pressure of the external air, and close again by their own elasticity. The gas
port 45 is supplied from any convenient source in any convenient way.
In

page_text: Fig. 8, C is a plan of the automatic valve 49 controlling the ports 44 and 45; and
D, a plan of its seat. This valve is either a plain plate, as shown, or it may be
concaved on its under face. It is guided on its rise and fall by three pins.
Instead of being vertical, as shown, the mouths of the air ports 44, 44, Figure 8,
may be made to converge the axis of the cylinder for the purpose of thoroughly
mixing the air and gas as they enter.
At
The piston 7 is shewn as having just drawn in a charge of gas-and-air mixture.
The equilibrium piston 50 is actuated in its cylinder 51 by an eccentric 52 on the
crank shaft, and a connecting rod 53. The port 54, chamber 55, and combustion-
chamber 56, are now full of gas-and-air mixture. The pressure in the engine
cylinder 1 becomes, as the piston 7 rises, less than that of the external air.
this point the latter opens the back-pressure valve 57 and the igniting jet is
sucked into the combustion chambers 55 and 56 at once igniting the charge of gas-
and-air mixture. I do not confine myself to the pattern back pressure valve,
shewn in Fig. 7, but may use any convenient pattern. By using the combustion
chamber 56, the explosion is communicated to the cylinder 1 more gradually and
with much less shock than would be the case were I to ignite the gas-and-air
mixture by drawing the igniting flame into it direct. The equilibrium piston 50
also receives the force of the expansion consequent upon ignition on the top and
bottom faces of the chamber 55, so that no shock is communicated to the eccentric
rod 53. As there is no outlet from the chamber 55 at this point of the stroke of
the engine, except into the working cylinder, the ignited gaseous mixture in said
chamber expands into the cylinder in a strong jet, igniting the contents thereof in a
very complete manner, and by the strength due to its expansion partly compresses
the gaseous mixture in the working cylinder, thus lessening the shock of the
explosion therein on the working piston, and consequently reducing the noise.
The combustion chamber 56 is shewn in plan in Fig. 6 and in sectional elevation
in Fig. 7. It is formed in the side of the cylinder 51 and communicates in full
therewith, as plainly shewn by the dotted line in Fig. 7. In plan it is not a
complete circle, see Fig. 6, inasmuch as it is stopped off from communicating with
the port 62, as shewn in Fig. 6.
The power generated by the ignition of the gas-and-air mixture in the working
cylinder is communicated by the piston 7 to the fly-wheel 32, by means of the
connecting-rod 31 and crank shaft 9. The momentum of the fly-wheel carries the
piston over, which on its down-stroke exhausts the cylinder of the products of
combustion through the port 54 and the exhaust exit 60, this being assisted by the
high degree of expansion the exhaust gases possess.
The igniting jet 58 is fed from any convenient source in any convenient way.
A small pipe 59 springing from the pipe 58 keeps up a second flame for the
purpose of relighting the igniting jet should the latter be extinguished. I may
whenever I find it desirable introduce a small charge of gas into the chamber 55,
immediately before the ignition of that portion of the main charge which would in
the ordinary course be reached first by the igniting jet. I introduce said small
charge of gas by forming a duct of suitable size in the side of the cylinder 51. This
small duct is supplied with gas in any convenient way, see Fig. 7.
The box and chimney 61 is to protect the igniting jet from being blown out by
any external cause. The box is fitted to the engine base in such a way as to admit
a sufficiency of air to the igniting jet.
With any of my improved gas motor engines I may for the purpose of reducing
friction to a minimum use ball or roller bearings for the crank shaft to revolve
upon.
When required I make the low-pressure engine shown in Figs 5 to 8 with any of
the variations shown on Sheet 3, as a single or as a coupled engine, according to
the design exemplified in Figs. 19 and 20.
Fig. 10 is a sectional elevation of another pattern of plunger or piston-valve
suitable for use with my low pressure engine. It is shewn at the same point of
its stroke as is the valve 50 in Fig. 7, and is actuated in the same way.
With

page_text: this valve the gas-and-air mixture is admitted into the cylinder not at the bottom
thereof, as shown in Fig. 7, but through ports formed in the valve itself and its
cylinder 51. As a matter of course when I use the valve shewn in Fig. 10, the
valve at the bottom of the cylinder 49, Fig. 7, is not used. The air is brought
through the air valve 46 along a port formed in the base of the engine to the
air-admission port 67. Here it is joined by the gas brought from any convenient
source in any convenient way to the gas-admission port 68. The two gases at
once mix and pass along the port 69 into the combustion chamber 55, their
thorough incorporation the one into the other being still further ensured by
the tortuous course of the port 69. From the combustion-chamber 55 the
A back-pressure
gas-and-air mixture passes by the port 54 into the cylinder 1.
valve of any convenient form is fitted in the pipe supplying gas to the port 68,
to prevent any of the force of the explosion escaping thereat. The air port is
controlled for a like purpose by the back-pressure valve 46 already described.
It has been already explained that the piston-valve, Fig. 10, is drawn as at that
point of its stroke when ignition of the charge of gas-and-air-mixture takes place.
The back-pressure valve 57 now opens in consequence of the partial vacuum formed
in the cylinder 1 by the upstroke of the piston 7, and the igniting jet 58 is sucked
A small duct 70 feeds gas
through the port 58a into the combustion chamber 55.
from any convenient source into the chamber 55 as soon as the valve 57 opens.
This valve 57 plays a very important part in the operation of the piston-valve now
being described. It is either hung loosely on a pin, as shewn, or may be hinged.
It discharges a double duty; it opens two ports at the same moment. The igniting
jet enters through the one, and meets gas coming from the mouth of the other.
I at once by these two ports and the valve 57 create as it were a lighting-flame,
inside the combustion-chamber 55. With this strong internal igniting flame a
quick and thorough ignition of the gas-and-air-mixture is ensured in spite of any
shortcoming there may be at any time in the length or temperature of the
igniting-jet. As soon as the ignition of the gas-and-air-mixture takes place, the
valve is instantaneously closed upon the ports 58a and 70 to prevent escape of
force at either. At the same time the piston-valve rises, and brings the exhaust
port 71 opposite the port 54, thus allowing the exhaust gases driven before the
descending piston 7 to pass into the exhaust-exit 60 formed in the base of the
engine. The valve 57 and the ports or passages 58a and 70 may be applied or
arranged within a gas engine cylinder if desired.
Fig. 11 is a plan of the engine-base I use with the piston valve last described.
Fig. 12 shews in sectional elevation a third pattern of piston-valve suitable for
use with my low-pressure engine. It is drawn in the position for igniting the
gas-and-air mixture in the cylinder 1. The pattern base which I use with this
valve is the one shewn in Fig. 7, and the gas-and-air mixture is admitted into the
cylinder in the way shewn in Fig. 7. The igniting-pore is shewn at 58a; 55 is the
combustion chamber and 54 the port leading therefrom into the cylinder 1. The
force of the ignited gas-and-air mixture rushes into the chamber 55 and through
slots 72 into the bore of a vertical tube 73 fitted in the body of the piston-valve.
This tube carries a small metal ball 74, which is at once driven upwards into the
trumpet-shaped mouth of the port 58a, which it effectually closes, thereby
preventing the escape of any force thereat. The products of combustion escape
between the body of the valve through the port 54 as the valve makes its upstroke
into an exhaust formed in the base of the engine.
With the valve shewn in Fig. 12 I may use the small duct 70, shewn in Fig. 10,
for the purpose already stated, and I alter the position of it to adapt it to the valve
shewn in Fig. 12.
Fig. 13 is a plan of the engine-base shewn in Fig. 7.
Figs. 14 and 15 are respectively plan and elevation of my disc-valve worked by
a rotary motion. The air and gas are brought in any convenient way into a
chamber formed in the base of the engine under the disc-valve and communicating
with the port k in the engine-base. The disc valve e has on its underside a circular

page_text: rack, into which gears a mitre-wheel g, connected by means of the mechanism h, h,
with a wheel on the crank-shaft. I may make the vertical shaft of the
mechanism h, h, run through the base of the engine and shorten the horizontal shaft
in a corresponding degree instead of placing it as shewn. The disc valve rotates
around a vertical pin i, and is kept down in its place, i.e., on its seat, by a spring j,
and by the force of the explosion, its direction of rotation being shewn by the
arrow on the plan. The Drawing represents the piston 7 at the point of commencing
its upstroke for the purpose of drawing in a charge of gas-and-air. As soon as the
quadrantal port in the disc comes over the port k the gas-and-air mixture is
drawn up into the cylinder by the upstroke of the piston. When the piston has
reached the proper point for ignition the rotation of the disc has closed the port k.
By the time the piston commences its down-stroke the port has opened up
communication with the exhaust-port m, which it clears by the time the piston
has made its down (or exhausting) stroke. This exhaust port opens into an exhaust
exit formed in the base of the engine.
Instead of giving a rotary motion to the disc-valve described above, I may work
it intermittently by using a segmental instead of a circular rack actuated by an
intermittent or reciprocating motion, or any suitable mechanical equivalent, driven
in the way described above or in any convenient way from the crank-shaft.
Instead of the disc-valve described above I may use an inverted disc-lifting
valve actuated by a lever and spring. The lever is worked by a convenient
intermittent motion driven from the crankshaft. The office of the spring is to
return the valve to its seat. The lever and spring are mounted in any convenient
way under or in the base of the engine. In the seat of the valve I form suitable
ports for the admission of the gas-and-air mixture and for the expulsion of the
products of combustion. For lighting the gas and air mixture I may use any
convenient formn of lighting-valve, i.e., the one shewn in Fig. 7 or in Fig. 12.
When I use the disc-valve, shewn in Figs. 14 and 15, I may use any convenient
form of lighting-valve, i. e., the one shewn in Figs. 7 or 10. One method of lighting
the gas-and-air mixture in the cylinder is shewn in Fig. 14. This method is
applicable with either a rotating or a reciprocating disc-valve. Under the top of
the engine base I fix a constant gas flaine, access to which is provided by a
hand-hole in the side of the base. The lighting-port in the top of the base is at o
and the corresponding port in the disc valve is at p.
Fig. 16a is a side-view, partly in section, of my improved lighting-jet for use
with my low pressure engines. It consists of three metal-cones q', q, q³, connected
by bars (not shewn). Between the first and the second cones q¹, q³, and between
the second and third cones q², q³, air is supplied in the direction of the arrows to
the gas burning at the nozzle r, while the gas is fed through the third cone q³ by
the pipe 8.
Figs. 17 and 18 are respectively end and front elevations of my high-pressure or
compressing engine (already described) arranged as a coupled engine.
Figs. 19 and 20 are respectively front and end elevations of my low-pressure
engine (already described) arranged as a coupled engine.
Fig. 21 is an elevation and Fig. 22 a plan of my compressing engine arranged as
a horizontal engine. The temporarially fixable and movable compressing piston 11
is actuated by a screw 12a (or other suitable mechanical device), working in a
cross-bar firmly attached in any convenient way to the compressing cylinder 10.
Like the piston 11 in Figs. 1 and 2 it can be fixed at any point desired. The
piston valve 17 is the same as shewn in Fig. 9, except that the port 19 is serpentine
instead of being straight. The chimney.42 is of course vertical. The valve is
connected with the crank-shaft in the same way as described under Fig. 2. The
exhaust valve (not shewn in the Drawing) is of the same pattern as the one shewn
in Fig. 4, and it, like that, carries a closing-spring upon its spindle 37. The double-
cranked bell lever 75 is in part under the cylinder within the engine-bed 76. It
is actuated by the stud 77 on the end of the piston-valve. The spindle 37 of the
exhaust-valve passes through a stuffing-box within the exhaust-exit 41, from the

page_text: side of which the exhaust gases are led away by a pipe. The bell-crank lever 75
is always made adjustable by means of a stout screw 76, against the end of which
the stud 77 strikes. I do not confine myself to the screw 76 as shewn, I may use
any convenient method for effecting my object, which is to make it possible to open
the exhaust valve at any desired point of the engine stroke.
The valve shown in Fig. 2 and in detail in Fig. 9, and again in Fig. 22, as the
one I use by preference with my high pressure or compressing engine is made some-
times of a circular section and sometimes of a rectangular section.
Figs. 23, 24, & 25, show an arrangement of my low pressure engine geared as
a high speed engine. My compressing engine can be geared in the same way.
Either engine geared in this way is suitable for any purpose where high speeds are
required, i.e., for driving dynamo-electric machines, etc.
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 combined cylinder and semi-circular jackets, and the arrangement of
parts forming a gas motor engine, as herein described and as shown in the annexed
Drawings, Figures 1, 2, and 3, for the purposes set forth.
Secondly. claim fitting a movable and temporarily fixable piston in the
cylinder of a gas motor engine for increasing or decreasing the area of the explosion
portion of the cylinder, as shown at Figures 1, 2, 17, 18, 21, and 22 of the annexed
Drawings for the purpose set forth.
Thirdly. I claim the admission of an additional quantity of gas to the explosion
chamber just prior to or simultaneously with the ignition of the charge for
enriching a portion of the charge at that part, said addition passing from a separate
supply capable of being shut off by a valve fitted inside the slide, and arranged to
cover both apertures, substantially as shown in detail at Figures 7 and 10 of the
Drawings.
Fourthly. I claim so making a gas engine cylinder and its casing, that an
agitation or a circulation of atmospheric air is maintained at each stroke of the
working piston for the purpose of keeping the cylinder cool, as herein described
and as shown at Figures 1, 3, 5, and 6 of the annexed Drawings.
Fifthly. I claim the several details of appliances shown at Figures 10, 11, 12,
13, 16 and 16a of the annexed Drawings, and their employment in gas engines at
the several parts mentioned in the foregoing Specification for the purposes set
forth.
Sixthly. I claim the employment of a flap or hinge valve to cover two apertures
at the same time, one of said apertures being to furnish gas to enrich the charge, and
the other aperture for the entry of the igniting flame, whether said valve and two
apertures are arranged within or to the slide or to the inside of a gas engine
cylinder as set forth.
In witness whereof, I, the said Richard Hutchinson, have hereunto set my
hand and seal, this Twenty-seventh day of June, in the year of our Lord
One thousend eight hundred and eighty one.
RICHARD HUTCHINSON. (L.S.)