IMPROVEMENTS IN GAS MOTOR ENGINES AND IN APPLYING THEM TO PUMPING PURPOSES "
Year: 1883

page_text: LETTERS PATENT to Joseph John Butcher of the City of Newcastle upon Tyne,
Engineer for an Invention of "IMPROVEMENTS IN GAS MOTOR ENGINES AND
IN APPLYING THEM TO PUMPING PURPOSES
"
PROVISIONAL SPECIFICATION left by the said Joseph John Butcher at the
Office of the Commissioners of Patents on the 11th April 1883.
JOSEPH JOHN BUTCHER of the City of Newcastle upon Tyne Engineer,
"IMPROVEMENTS IN GAS MOTOR ENGINES AND IN APPLYING THEM TO PUMPING
PURPOSES
"
When constructing gas motor engines which work upon the method of
compressing their gaseous charges within the same cylinder or cylinders and upon
the same side or sides of the piston or pistons in or upon which they are subse-
quently exploded or burned, I so arrange that in any such cylinder the exhaust
ports are open somewhat before the piston arrives at the end of its outward
stroke and somewhat after it has commenced its inward stroke. When the
expansion is completed so far as it is desirable for the working of the engine the
products of combustion are allowed by the first opening of the exhaust valves to
expand freely into the atmosphere into a suitable exhaust pipe. By this means
they are almost instantly reduced to atmospheric pressure, but the operation still
leaves within the cylinder a volume of the products of combustion equal or nearly
equal to that of the full internal capacity of such cylinder; and these gases occupy
the space into which the fresh charge for the next successive stroke requires to be
supplied. For the purpose of withdrawing these waste gases or the major portion
of the same, I employ a separate pump the piston of which has just coininenced
its suction stroke at the moment when the exhaust ports in the cylinder are
opening, and which when exhaustion has taken place down to the atmospheric
pressure is continuing its suction stroke so as to cause a slight vacuum within the
cylinder (the exhaust pipe connecting the same with the atmosphere being fitted
with a suitable valve to prevent the portion of the gases which has already escaped
from passing back again down it and thus destroying the slight vacuum in the
engine) and thus tend to withdraw its gaseous contents by suction into the pump
before named, and into the passages leading to the same. This suction pump or
discharger as it may be called is preferably made of large capacity compared with
that of the cylinder, and the vacuum that it produces in the same allows the
atmospheric air to expand freely into it through an ordinary inlet valve of mitre

page_text: or other type at the end of the motor cylinder opposite to that at which the
exhaust port or ports are situated. In large sizes of engines where more than one
inlet valve of mitre or flat seated back pressure type would be required I some-
times employ a mitre or flat seated back pressure valve with three seats so arranged
that the lowest of the three valves (all of which are rigidly connected together) is
formed like an ordinary mitre valve,—that is, formed of a disc of metal upon the
edges of which the valve seating is turned-, so that a spindle formed upon the
under or atmospheric side of it is not exposed to the pressure of the gases within
the engine but only to that due to the atmosphere. Thus this spindle may be
carried down into connection with a piston arranged to prevent flutter and
vibration of valve or with a spring or dead weight designed to load the same as
subsequently to be described. The upper portion of the valve is formed much like
an ordinary double beat and is attached to the portion described above by means
of brackets or bars joining the one to the other the whole being cast in one piece
and having an opening up the centre through which the gases which have entered
through the two lower seats and between the bars gain access to the cylinder.
This class of valve admits of being so formed that the gas can enter through holes
drilled in the valve seating and arranged to be closed by the mitres upon the valvo
but it is often convenient to allow the gas to enter by the two lower and smaller
valve seats only. This involves only one annular channel in the valvo seating for
gas which can be conveniently closed by a screw ring and the holes from the valve
seats can be drilled into this annular channel. This valve is preferably made self
acting and of the back pressure type so that when the vacuum set up within the
cylinder is after the closure of the exhaust ports exchanged for a plenum in
consequence of the motion of instroke of the motor piston such inlet air valve will
close of itself and prevent the escape of the air from the cylinder. During the
process of influx of the air to the cylinder but preferably not at the first com-
mencement of such influx, suitable means are provided of admitting with it, so as
to mix effectually with the stream, a proportion of coal or other gas capable of
forming with air an inflammable mixture. Such gas might obviously be arranged
to be drawn in round the seating of the air inlet valve as above described, but I
also can arrange it to enter through the slide or other kind of ignition valve
employed for the ignition of the gases so as to ventilate and charge the port in the
cylinder used for igniting the main portion of the charge, and in this case with
the very latest portion of the entering gaseous stream and when the same is nearly
cut off a small portion of air may be admitted with it so as to ensure that a
strongly inflammable mixture is formed in immediate juxtaposition to the igniting
port. By this arrangement of engine not only can the products of combustion
from the last charge be almost wholly withdrawn from the cylinder as the first air
onters but the liability to the escape of coal gas through the open exhaust port is
minimised as pure air can be ensured as the element entering during the first period
of induction. But a third advantage is also gained over those engines in which
the constituents of combustion are mixed in a separate cylinder and forced into the
motor cylinder during the time when the exhaust ports are open, as if the governor
is arranged to control the engine's speed by wholly suppressing individual charges
of gas such gas can be cut off sharply immediately prior to entering the motor
cylinder so as to prevent the waste of any gas that would otherwise be mixed with
the air in the passages leading to the same. Back explosions are also avoided as
no mixture of the gases takes place until actually within the motor cylinder.
In that class of gas engines in which the burned charge is withdrawn from the
cylinder and the fresh charge flows into it while the motor piston is at or about
the end of its working stroke the volume swept through by the piston during the
operation of compression is the same as that which it sweeps through during
combustion and expansion. Thus if compression always starts from atmospheric
pressure to obtain a given pressure of gas at the moment when the piston is at the
end of its stroke and the gases are being ignited the clearance space or part of the
cylinder into which the gases are compressed must have a definite volume bearing

page_text: such a proportion to the volume swept through during compression that the
required final pressure may be produced. Thus for any given pressure of gas at
the moment of ignition the contained gas must have a volume bearing a fixed
relation to the volume swept through by the piston during compression and must
therefore bear a fixed relation to the volume swept through during expansion.
Thus it results that for a given pressure within the cylinder at the moment of
ignition only a certain degree of expansion is possible, a fact which results in
engines which use a high degree of compression in an inconveniently high and
uneconomical exhaust pressure.
To avoid this high exhaust pressure while retaining the required pressure at the
moment of ignition the total weight of gas to be expanded must be reduced (the
mixtures being supposed uniform). This may be done by reducing both the
clearance space and the total weight of gas to be compressed in about equal
proportions. To effect the reduction in the weight of gas to be compressed I
expand it down to a pressure below that of the atmosphere by means of the
discharging pump which I prefer to work from a separate crank so that when the
exhaust ports are closed and the motor piston is returning it commences com-
pressing the charge from a pressure below the atmospheric pressure the volume of
clearance spaces being so arranged that the ultimate pressure of compression is such
as is desired. This may be done by making the pump of suitable capacity to draw
in the charge at a vacuum and at the same time loading the inlet valve with a
spring or other device so as to prevent it from allowing the air and gas to flow
into the cylinder at a pressure groater than the required pressure.
may also
effect the object by allowing the air and gas to flow into the engine through an
unloaded valve but by closing the inlet passage (either by means of the same
valve or by a separate valve such as by a mitre valve opening outward and held
open by gear until the required moment for its closure takes place or by any other
suitable device) before the exhaust ports are closed and before the discharge piston
has completed its suction stroke so that this piston during the remainder of its
stroke may effect the required expansion of the charge in the cylinder. In such a
case I may allow the coal (or other) gas constituent of the charge or a part of it to
enter the cylinder after the air has entered it and the air inlet valve is closed and
while the discharger piston is effecting the expansion of the contents of the motor
cylinder.
I so arrange that the communication between the main gas supply pipe and the
gas admission valve to the engine is controlled by another small valve which is only
opened by the action of the governor when the engine is not over-running the
speed required and which when it is over-running such speed is closed so as to
prevent the entry of gas.
In engines which are arranged to compress their charges from a pressure less
than that of the atmosphere as above described I make the governor in some cases
control the speed of the engine by increasing the vacuum within the cylinder at
the moment when compression commences. This may be done by increasing the
load on the inlet valve, and, where the vacuum is obtained by allowing the charge
or the main portion of it to flow in at atmospheric pressure and then closing the
main inlet valve so as to allow the pump to effect the expansion of the gases, the
governor may be made to act so as to close the inlet valve later or earlier as desired
and thus control the pressure before compression in the cylinder.
To prevent the exhaust gases when first escaping at pressure from setting up a
inomentary pressure in the cylinder of the discharger and in its ports and passages
(in cases where the expansion within the motor cylinder after combustion does not
take place down to the atmospheric pressure) I employ a simple slide valve
(preferably of grid-iron type in large sizes of engines) which when open makes
communication between the exhaust passage leading from the motor cylinder to
the discharger and the exhaust pipe leading to the atmosphere. This valve is also
made to act as an outlet valve for the discharger and is so set that when driven
by its eccontric it will be open during the chief part of the return stroke of the

page_text: discharger piston and during a small portion of its outward or suction stroke.
The crank of the motor piston is so set with regard to the eccentric driving this
valve that the piston passes the exhaust ports just before this valve closes, just
sufficient time intervening for the gases within the motor cylinder to be reduced to
atmospheric pressure or thereabouts before the valve closes. Simultaneously with
the closure of this slide valve the piston of the discharger passes the ports in the
discharger cylinder which make communication between it and the passage leading
from the motor cylinder and the gases from the latter now cut off from the
atmosphere are drawn into the discharging pump.
As the gases have to be withdrawn from the motor cylinder while the motor
piston is at or near the end of its stroke the interval that can be allowed for so
doing is considerably less than one half a revolution. Thus the whole of the stroke
of the discharger piston when it is driven off the crank shaft cannot be occupied
in such work, a certain portion therefore at the beginning and end of the discharger
piston's stroke would thus be neutralized. I so arrange that before the discharger
piston arrives at the inward end of its stroke it passes a port in the sides of the
cylinder which makes communication with the motor cylinder exhaust passage and
also with the slide valve before named. To prevent the discharger piston from
compressing the remaining gas within its cylinder I provide a passage from the
back of this cylinder which is not in communication with the exhaust passage
from the motor cylinder but which nevertheless makes communication with an
extended portion of the slide valve which closes that passage, this slide thus
controlling both passages. But the slide is so formed that it opens the port or
ports leading from the main exhaust passages earlier and closes them later than the
port or ports leading from the auxiliary exhaust passage coming from the back of
the discharger. The port leading from this latter passage may thus be arranged to
close just as the discharger piston turns the inward end of its stroke while the
other ports leading from the main exhaust passage may be so set as only to close
just as the discharger piston is opening the port in its cylinder. The single valve
thus performs a double function.
I also in some cases arrange, as a substitute for the above described plan, that
the exhaust gases on being allowed to escape from the cylinder upon the opening
of the exhaust ports, enter between a pair of self acting mitre or other back pressure
valves both of which open outwards from the cylinder the one opening towards the
atmosphere and the other towards the discharger; those valves are rigidly coupled
together through their spindle and are so distanced apart that one of then must be
open when the other is closed. The valve opening towards the discharger I prefer
to open downwards and so arrange that its area exposed to gaseous pressure is less
than that of the valve opening upwards towards the atmosphere. Thus when the
gases coming at pressure from the exhaust enter between these valves the area of
the one opening towards the atmosphere being considerably larger than that of the
one opening towards the discharger ensures that it will be lifted and opened by the
gases in the act of doing which it necessarily closes the valve opening towards the
discharger. When however the exhaust gases have fallen in pressure to that of the
atmosphere by the escape of gas through the former valve the weight of the valves
together with the suction caused by the discharger piston which is at the time
moving on its outward or suction stroke cause the pair of valves to come down, the
valve towards the discharger opening and the valve towards the atmosphere closing.
The further movement of the discharger piston removes the remainder of the waste
gases from the cylinder as before explained and when the piston of the motor
cylinder has returned a short distance upon its stroke and the exhaust valves
proper to the motor cylinder are closed the exhaust gases are completely cut off
from the same and may be discharged by the discharger piston through a suitable
eduction valve into the atmosphere.
To ignite the charges in these engines I may use any suitable igniting and gas
inlet valve or valves or a slide valve of special type such as I will now describe.
This valve is kept down upon its seat by means of a suitable cover and fastenings

page_text: of any usual or convenient type and in an aperture forming a port, within it a
fame (Bunsen or other) is kept constantly burning. In the valve a small port is
formed which when opposite the permanent flame makes open connection between
the igniting port in the engine face and the atmosphere. In one side of this valve
port a small hole is formed which at the moment that the port first opens to the
igniting port in the engine is in communication through suitable passages with a
groove in the valve cover or engine face plate which is constantly supplied with
coal gas.
A loose face may be screwed upon the engine against which the valve will work.
This loose face is bored out so as to receive a little piston which I will call the
igniting piston. The flame port in the slide valve cover past which the igniting
port in the slide works is so positioned as to be nearly opposite to a port in the
loose face against which the valve works upon the engine side. This latter port
enters the little bored cylinder within which the igniting piston works. The valvo
and piston may work parallel with one another or they may not do so and I do not
confine myself to employing a loose face in which the igniting piston works but
may work it in the casting or in a sleeve fitted to the casting or otherwise as
preferred.
At the moment the valves open connection between the igniting port in the
engine and the atmosphere this piston is moving away from the port so as to cause
an indraught from the atmosphere and it is also so arranged as to sever, the
connection between the igniting port and the interior of the cylinder with its
inflammable charge. As the little piston rises the permanent flame is drawn across
the gas jet in the valve which is ignited thereby (if not previously ignited in the
course of its backward travel past the permanent jet) and a sheet of flame enters
the sleeve in which the piston moves. As the piston continues its motion the valve
travels onward first cutting off the connection with the atmosphere and immediately
afterwards with the supply of coal gas. Directly after this connection is broken a
hole in the valve communicating with the coal gas passages before named comes
opposite a hole in the engine face which is in connection with the interior of the
cylinder and through which inflammable gas mixture follows the coal gas through
the same supply passages into the flame chamber and thence into the sleeve in
which the small piston is moving. To avoid any inconvenience which might be
caused by an accumulation of waste gas in the small passages which communicate
between the coal gas passages in the valve and the interior of the cylinder and
which would tend to precede the inflammable mixture in entering the flame
chamber I sometimes provide a small pocket in the valve which will pass first over
the passage in the engine face and into which the pressure will force the slight
amount of waste gas accumulated therein which in the further movement of the
valve may be discharged through a suitable passage into the atmosphere leaving
The inflamma-
the passage into the engine filled with inflammable gas mixture.
tion of this gas mixture beneath the little piston raises the pressure within the
sleeve to that of the compressed gas within the cylinder or somewhat above that
pressure so that when in the onward movement of the little piston communication
is immediately formed through suitable slots in the sides of the loose face upon
the engine or sleeve &c with the interior of the engine a sheet of flame is prepared
to strongly ignite the inflammable charge in the same. A suitable exhaust
port closed by valve may be formed for this igniting cylinder so as to prevent
the piston on its return stroke from compressing the gas remaining within
the little cylinder. These gases may be exhausted through the motor cylinder.
I may fix a small spiral of platinum wire upon the piston so that by its keeping
hot it assists to give certainty to the ignition. The piston of this igniting arrange-
ment may be made to perform a second function and act as an induction and in
the arrangement of engine described herein (to which particular arrangement I do
not intend to confine the use of the valve) it may be conveniently employed for
admitting the gas to this cylinder so as to mix with the entering stream of air and
it may be also so arranged when desirable that immediately prior to closing the
.

page_text: induction gas passages it allows a small portion of air to enter with the last of the
gas so as to ensure that the ignition apertures in the sleeve are surrounded by an
inflammable mixture preparatory to their being operied by the action of the piston
so that ignition may take place.
In cases where larger engines have to be started I sometimes effect the purpose
by so arranging that the fly wheel (which is not keyed fast upon the shaft as is
usual but is, when the engine is going, driven by a clutch which is keyed or other-
wise conveniently fastened so that it always turns with the shaft, but which clutch
is also capable of being detached from the fly wheel) can, when it is desired to
start the engine be turned freely over the shaft, and without turning it so that the
inertia and friction of such fly wheel constitute all the resistance to be overcome.
When sufficient speed and consequent momentum have thus, by any suitable or
convenient means, been imparted to the fly wheel it is attached by means of the
clutch to the shaft so as to compel the latter, and also the other moving parts of
the engine to turn with it. The momentum thus conserved by the fly wheel is
thus utilized in overcoming the resistance due to the act of compression and when
this operation is complete and an explosion ensues such momentum is increased by
the work done by the expanding gases. It is obvious that a fly wheel so arranged
might be started by hand or that it might be started either by a small engine
worked by gas or by water power such as that derived from the ordinary town
service pipes.
To effect the heating of the constituents of combustion (or of the air of which
they are in chief part formed) before they enter the cylinder of a gas motor engine
and when such constituents or constituent of combustion are at atmospheric
pressure or thereabouts by means of the waste heat of the exhaust gases, I prefer
to pass the former between pairs of plates which are heated upon their or from
their other sides by means of such exhaust gases. This may be done by giving
each of the plates a flat form, and forming a flange or distance piece along two of
its edges, but the distance pieces upon the edges of any plate projecting from its
surface upon one of its sides only. The plates will thus be of very flat channel
section. A number of these plates are built one on top of the other, with their
flanged faces all the same way, but so that plates 1, 3 and 5 &c have their flanged
edges in one direction, and plates 2, 4 and 6 &c have their flanged edges running
at right angles to them (the directions being referred to the planes of the plates)
then there will be formed a passage between each alternate pair of plates in one
direction and through each pair intermediate to these alternate pairs in the other
direction. When a number of such plates are packed together in a suitable box or
chamber so arranged that the exhaust gases pass into the chamber and between
alternate pairs of plates and out of the chamber in one direction and the incoming
constituent or constituents of combustion pass into the chamber and between pairs
of plates intermediate to the beforesaid alternate pairs and out of the chamber in
the other direction (care being taken in packing the plates and in the formation of
the chamber that the products of combustion do not mix with the constituents of
combustion) then such constituents of combustion will be exposed to the action
of a large heating surface and a considerable amount of the lieat of the products
of combustion will be transferred to them.
Two or more such systems of plates may be placed side by side so as to form a
series, longer than it is wide. In this case the products of combustion may be
arranged to cross and recross the chamber of plates through suitably arranged sets
of channels and the constituents of combustion may be arranged to pass longi-
tudinally down the entire series through another set of channels or vice versa as
convenience may dictate. What would be a set of plates constituting one plane
or upon a level in this chamber may be cast or otherwise formed as one single
plate
I have herein before described a pair of valves (exchange valves they may be
called) to which the exhaust gases have access from the cylinder and the smaller
of which valves makes or breaks connection with the discharger. I in some cases

page_text: dispense with this smaller valve and leave the upper valve of the pair as a simple
back pressure valve opening towards the atmosphere by making suitable ports in
the sides of the discharger communicating with the exhaust passage of the motor
cylinder and so arranging that when first the exhaust gases are allowed to burst
away at pressure from the motor cylinder these ports in the displacer cylinder are
covered by the piston. The piston of the discharger when it is moving past these
ports drives out the remaining gas through an ordinary foot valve of the mitre or
back pressure type.
When constructing gas engines of the single acting type (in which it is usual to
connect the connecting rod to a part of the casting of the piston or to a bracket
upon the same without the intervention of a piston rod) for use in driving
hydraulic pumps I form upon the front end of the piston a bracket, within which
the brasses (within which the connecting rod pin works) are fitted. The cover or
keep for these brasses is rigidly attached to the bracket formed upon the piston by
means of bolts passing through the bracket and projections or lugs upon the keep.
Thus the thrust of the gas motor piston is communicated through the bracket
upon it to the keep. Upon this latter is formed the piston rod or ram of the
hydraulic cylinder the keep for the brasses being part of this rod or plunger, and
the clearance spaces in the hydraulic pumping cylinder allowing of the keep and
piston bracket being adjusted to one another so as to let the brasses together when
wear has taken place. Where a double acting hydraulic pump is being used the
larger delivery of water will take place when the piston rod is passing into the
hydraulic cylinder and this is just at the time when the gas is doing work upon
the piston. In cases in which the motor cylinder liner is made to project as
motion bars (or for a similar purpose) through the framing of the engine I make
brackets formed upon the bydraulic cylinder and suitably machined come into
direct contact with this liner and then brace the hydraulic cylinder either to the
liner or to the engine framing with strong through bolts the whole being thus in
rigid connection I may support the other end of the hydraulic cylinder by means
of a light iron rod to the framing at the crank shaft and so as to support the
overhung weight. The connecting rod is formed of two parts which may be
attached by bolts at the crank pin end or through the brasses or otherwise.
Into the piston rod end of these connecting rods the pin which works in the
piston journal may be shrunk (or rather the eyes shrunk on to the pin).
One of these parts of the connecting rod works upon each side of the hydraulic
cylinder.
The hydraulic cylinder is strongly bolted to the framing of the engine and to
ensure its being in direct line with the motor cylinder it is convenient to draw it
up against a turned face which face may be either the edge of the liner that
projects through the frame or a turned face suitably formed upon the frame itself,
the bolts being in line with the cylinder so that the thrust of the piston is
converted into direct tensile stress upon the bolts. For convenience in case of
detachment and to prevent breaking any pipe joints I may make the suction and
delivery ports or passages pass through this faced joint so that when the two
cylinders are drawn apart the joints (delivery and suction) are at once broken.
They may be made when the cylinder is again bolted to its place with any suitable
packing. The valves may be placed at any suitable points in the respective
passages either upon the side of the joint nearer the hydraulic cylinder or not so.
As it may be convenient in some cases to avoid casting inconveniently long
passages I may make up the lengths between the suction or delivery ports upon
the cylinder and the ports in the supporting flanges cast onto the same cylinder
(upon which the joints intended to be broken when taking the cylinder off are
formed) by means of iron or other pipes bolted or otherwise fastened at each end
in any usual or convenient way

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Joseph John Butcher in the Great Seal Patent Office on the
11th October 1883.
JOSEPH JOHN BUTCHER of the City of Newcastle-upon-Tyne. Engineer
"IMPROVEMENTS IN GAS MOTOR ENGINES AND IN APPLYING THEM TO PUMPING
PURPOSES"
When constructing gas motor engines which work upon the method of
compressing their gaseous charges within the same cylinder or cylinders and upon
the same side or sides of the piston or pistons in or upon which they are
subsequently exploded or burned, I so arrange that in any such cylinder the
exhaust ports are open somewhat before the piston arrives at the end of its
outward stroke and somewhat after it has commenced its inward stroke. When
the expansion is completed so far as it is desirable for the working of the engine
the products of combustion are allowed by the first opening of the exhaust valves
to expand freely into the atmosphere into a suitable exhaust pipe. By this means
they are almost instantly reduced to atmospheric pressure, but the operation still
leaves within the cylinder a volume of the products of combustion equal or nearly
equal to that of the full internal capacity of such cylinder; and these gases occupy
the space into which the fresh charge for the next successive stroke requires to be
supplied. For the purpose of withdrawing these waste gases or the major portion
of the same, I employ a separate pump the piston of which has just commenced
its suction stroke at the moment when the exhaust ports in the cylinder are
opening, and which when exhaustion has taken place down to the atmospheric
pressure is continuing its suction stroke so as to cause a slight vacuum within the
cylinder (the exhaust pipe connecting the same with the atmosphere being fitted
with a suitable valve to prevent the portion of the gases which has already escaped
from passing back again down it and thus destroying the slight vacuum in the
engine) and thus tend to withdraw its gaseous contents by suction into the pump
before named, and into the passages leading to the same.
This suction pump or
discharger as it may be called is preferably made of large capacity compared with
that of the cylinder, and the vacuum that it produces in the same allows the
atmospheric air to expand freely into it through an ordinary inlet valve of mitro
or other type at the end of the motor cylinder opposite to that at which the
exhaust port or ports are situated. In large sizes of engines where more than one
inlet valve of mitre or flat seated back pressure type would be required I some-
times employ a mitre or flat seated back pressure valve with three seats so
arranged that the lowest of the three valves (all of which are rigidly connected
together) is formed like an ordinary mitre valve, that is, formed of a disc of
metal upon the edges of which the valve seating is turned-, so that a spindle
formed upon the under or atmospheric side of it is not exposed to the pressure of
the gases within the engine but only to that due to the atmosphere. Thus this
spindle may be carried down into connection with a piston arranged to prevent
flutter and vibration of valve or with a spring or dead weight designed to load
the same as subsequently to be described. The upper portion of the valve is
formed much like an ordinary double beat and is attached to the portion described
above by means of brackets or bars joining the one to the other the whole being
cast in one piece and having an opening up the centre through which the gases
which have entered through the two lower seats and between the bars gain access
to the cylinder. This class of valve admits of being so formed that the gas can
enter through holes drilled in the valve seating and arranged to be closed by the

page_text: mitres upon the valve but it is often convenient to allow the gas to enter by the
two lower and smaller valve seats only. This involves only one annular channel in
the valve seating for gas which can be conveniently closed by a screw ring and the
holes from the valve seats can be drilled into this annular channel. This valve is pre-
ferably made self-acting and of the back pressure type so that when the vacuum set
up within the cylinder is after the closure of the exhaust ports exchanged for a plenum
in consequence of the motion of instroke of the motor piston such inlet air valvo
will close of itself and prevent the escape of the air from the cylinder. During the
process of influx of the air to the cylinder but preferably not at the first commence-
ment of such influx, suitable means are provided of admitting with it, so as to mix
effectually with the stream, a proportion of coal or other gas capable of forming
with air an inflammable mixture. Such gas might obviously be arranged to be
drawn in round the seating of the air inlet valve as above described, but I also can
arrange it to enter through the slide or other kind of ignition valve employed for
the ignition of the gases so as to ventilate and charge the port in the cylinder
used for igniting the main portion of the charge, and in this case with the very
Intest portion of the entering gaseous stream and when the same is nearly cut off
a small portion of air may be admitted with it so as to ensure that a strongly
inflammable mixture is formed in immediate juxtaposition to the igniting port.
By this arrangement of engine not only can the products of combustion from the
last charge be almost wholly withdrawn from the cylinder as the first air enters
but the liability to the escape of coal gas through the open exhaust port is
minimised as pure air can be ensured as the element entering during the first
period of induction. But a third advantage is also gained over those engines in
which the constituents of combustion are mixed in a separate cylinder and forced
into the motor cylinder during the time when the exhaust ports are open, as if the
governor is arranged to control the engine's speed by wholly suppressing individual
charges of gas such gas can be cut off sharply immediately prior to entering the
motor cylinder so as to prevent the waste of any gas that would otherwise to
mixed with the air in the passages leading to the same. Back explosions are also
avoided as no mixture of the gases takes place until actually within the motor
In that class of gas engines in which the burned charge is withdrawn from the
cylinder and the fresh charge flows into it while the motor piston is at or about
the end of its working stroke the volume swept through by the piston during the
operation of compression is the same as that which it sweeps through during com-
bustion and expansion. Thus if compression always starts from atmospheric
pressure to obtain a given pressure of gas at the moment when the piston is at the
end of its stroke and the gases are being ignited the clearance space or part of the
cylinder into which the gases are compressed must have a definite voluino bearing
such a proportion to the volume swept through during compression that the
required final pressure may be produced. Thus for any given pressure of gas at
the moment of ignition the contained gas must have a volume bearing a fixed
relation to the volume swept through by the piston during compression and must
therefore bear a fixed relation to the volume swept through during expansion.
Thus it results that for a given pressure within the cylinder at the moment of
ignition only a certain degree of expansion is possible, a fact which results in
engines which use a high degree of compression in an inconveniently high and
uneconomical exhaust pressure.
To avoid this high exhaust pressure while retaining the required pressure at the
moment of ignition the total weight of gas to be expanded must be reduced (the
mixtures being supposed uniforin). This may be done by reducing both the
clearance space and the total weight of gas to be compressed in about equal pro-
portions. To effect the reduction in the weight of gas to be compressed 1 expand
it down to a pressure below that of the atmosphere by means of the discharging
pump which I prefer to work from a separate crank so that when the exhaust
ports are closed and the motor piston is returning it commences compressing the
charge from a pressure below the atmospheric pressure the volume of clearanco

page_text: spaces being so arranged that the ultimate pressure of compression is such as is
desired. This may be done by making the pump of suitable capacity to draw in
the charge at a vacuum and at the same time loading the inlet valve with a spring
or other device so as to prevent it from allowing the air and gas to flow into the
cylinder at a pressure greater than the required pressure. I may also effect the
object by allowing the air and gas to flow into the engine through an unloaded
valve but by closing the inlet passage (either by means of the same valve or by a
separate valve such as by a mitre valve opening outward and held open by gear
until the required moment for its closure takes place or by any other suitable
device) before the exhaust ports are closed and before the discharge piston has
completed its suction stroke so that this piston during the remainder of its stroke
may effect the required expansion of the charge in the cylinder. In such a case
I may allow the coal (or other) gas constituent of the charge or a part of it to
enter the cylinder after the air has entered it and the air inlet valve is closed and
while the discharger piston is effecting the expansion of the contents of the motor
cylinder.
I so arrange that the communication between the main gas supply pipe and the
gas admission valve to the engine is controlled by another small valve which is
only opened by the action of the governor when the engine is not over-running the
speed required and which when it is over-running such speed is closed so as to
prevent the entry of gas.
In engines which are arranged to compress their charges from a pressure less
than that of the atmosphere as above described I make the governor in some cases
control the speed of the engine by increasing the vacuum within the cylinder at
the moment when compression commences. This may be done by increasing the
load on the inlet valve, and, where the vacuum is obtained by allowing the charge
or the main portion of it to flow in at atmospheric pressure and then closing the
inain inlet valve so as to allow the pump to effect the expansion of the gases, the
governor may be made to act so as to close the inlet valve later or earlier as
desired and thus control the pressure before compression in the cylinder.
To prevent the exhaust gases when first escaping at pressure from setting up a
momentary pressure in the cylinder of the discharger and in its ports and passages
(in cases where the expansion within the motor cylinder after combustion does not
take place down to the atmospheric pressure), I employ a simple slide valve
(preferably of grid-iron type in large sizes of engines) which when open makes
communication between the exhaust passage leading from the motor cylinder to
the discharger, and the exhaust pipe leading to the atmosphere. This valve is
also made to act as an outlet valve for the discharger and is so set that when
driven by its eccentric it will be open during the chief part of the return stroke of
the discharger piston and during a small portion of its outward or suction stroke.
The crank of the motor piston is so set with regard to the eccentric driving this
valve that the piston passes the exhaust ports just before this valve closes, just
sufficient time intervening for the gases within the motor cylinder to be reduced to
atmospheric pressure or thereabouts before the valve closes. Simultaneously with
the closure of this slide valve the piston of the discharger passes the ports in the
discharger cylinder which make communication between it and the passage leading
from the motor cylinder and the gases from the latter now cut off from the
atmosphere are drawn into the discharging pump.
As the gases have to be withdrawn from the motor cylinder while the motor piston
is at or near the end of its stroke the interval that can be allowed for so doing is
considerably less than one half a revolution. Thus the whole of the stroke of the
discharger piston when it is driven off the crankshaft cannot be occupied in such
work; a certain portion therefore at the beginning and end of the discharger piston's
stroke would thus be neutralized. I so arrange that before the discharger piston
arrives at the inward end of its stroke it passes a port in the sides of the cylinder
which makes communication with the motor cylinder exhaust passage and also
with the slide valve before named. To prevent the discharger piston from

page_text: compressing the remaining gas within its cylinder I provide a passage from the
back of this cylinder which is not in communication with the exhaust passage
from the motor cylinder but which nevertheless makes communication with an
extended portion of the slido valve which closes that passage, this slide thus
controlling both passages. But the slide is so formed that it opens the port or
ports leading from the main exhaust passages earlier and closes them later than the
port or ports leading from the auxiliary exhaust passage coming from the back of
the discharger. The port leading from this latter passage may thus be arranged
to close just as the discharger piston turns the inward ond of its stroke while the
other ports leading from the main exhaust passage may be so set as only to close
just as the discharger piston is opening the port in its cylinder. The single valve
thus performs a double function.
I also in some cases arrange, as a substitute for the above described plan, that
the exhaust gases on being allowed to escape from the cylinder upon the opening
of the exhaust ports, enter between a pair of self acting mitre or other back
pressure valves both of which open outwards from the cylinder the one opening
towards the atmosphere and the other towards the discharger; these valves are
rigidly coupled together through their spindle and are so distanced apart that one
of them must be open when the other is closed. The valve opening towards the
discharger I prefer to open downwards and so arrange that its area exposed to
gaseous pressure is less than that of the valve opening upwards towards the
atmosphere. Thus when the gases coming at pressure. from the exhaust enter
between these valves the area of the one opening towards the atmosphere being
considerably larger than that of the one opening towards the discharger ensures
that it will be lifted and opened by the gases in the act of doing which it
necessarily closes the valve opening towards the discharger. When however the
exhaust gases have fallen in pressure to that of the atmosphere by the escape of gas
through the former valve the weight of the valves together with the suction caused
by the discharger piston which is at the time moving on its outward or suction
stroke cause the pair of valves to come down, the valve towards the discharger
opening and the valve towards the atmosphere closing. The further movement of
the discharger piston removes the remainder of the waste gases from the cylinder
as before explained and when the piston of the motor cylinder has returned a
short distance upon its stroke and the exhaust valves proper to the motor cylinder
are closed the exhausting gases are completely cut off from the same and may be
discharged by the discharger piston through a suitable eduction valve into the
atmosphere.
To ignite the charges in these engines I may use any suitable igniting and gas
inlet valve or valves or a slide valve of special type such as I will now describe.
This valve is kept down upon its seat by means of a suitable cover and fastenings
of any usual or convenient type and in an aperture forming a port, within it a
flame (Bunsen or other) is kept constantly burning. In the valve a small port is
formed which when opposite the permanent flame makes open connection between
the igniting port in the engine face and the atmosphere. In one side of this valve
port a small hole is formed which at the moment that the port first opens to the
igniting port in the engine is in communication through suitable passages with a
groove in the valve cover or engine face plate which is constantly supplied with
coal gas.
A loose face may be screwed upon the engine against which the valve will work.
This loose face is bored out so as to receive a little piston which I will call the
igniting piston. The flame port in the slide valve cover past which the igniting
port in the slide works is so positioned as to be nearly opposite to a port in the
loose face against which the valve works upon the engine side. This latter port
enters the little bored cylinder within which the igniting piston works. The
valve and piston may work parallel with one another or they may not do so and
I do not confine myself to employing a loose face in which the igniting piston

page_text: works but may work it in the casting or in a sleeve fitted to the casting or otherwise
as preferred.
At the moment the valves open connection between the igniting port in the
engine and the atmosphere this piston is moving away from the port so as to cause
an indraught from the atmosphere and it is also so arranged as to sever the
connection between the igniting port and the interior of the cylinder with its
inflammable charge. As the little piston rises the permanent flame is drawn across
the gas jet in the valve which is ignited thereby (if not previously ignited in the
course of its backward travel past the permanent jet) and a sheet of flame enters
the sleeve in which the piston moves. As the piston continues its motion the
valve travels onward first cutting off the connection with the atmosphere and
immediately afterwards with the supply of coal gas. Directly after this connection
is broken a hole in the valve communicating with the coal gas passages before
named comes opposite a hole in the engine face which is in connection with the
interior of the cylinder and through which inflammable gas mixture follows the
coal gas through the same supply passages into the flame chamber and thence into
the sleeve in which the small piston is moving. To avoid any inconvenience which
might be caused by an accumulation of waste gas in the small passages which
communicate between the coal gas passages in the valve and the interior of the
cylinder and which would tend to precede the inflammable mixture in entering the
flame chamber, I sometimes provide a small pocket in the valve which will pass
first over the passage in the engine face and into which the pressure will force the
slight amount of waste gas accumulated therein which in the further movement of
the valve may be discharged through a suitable passage into the atmosphere
leaving the passage into the engine filled with inflammable gas mixture. The
inflammation of this gas mixture beneath the little piston raises the pressure within
the sleeve to that of the compressed gas within the cylinder or somewhat above
that pressure so that when in the onward movement of the little piston
communication is immediately formed through suitable slots in the sides of the loose
face upon the engine or sleeve & with the interior of the engine a sheet of flame
is prepared to strongly ignite the inflammable charge in the same. A suitable
exhaust port closed by valve may be formed for this igniting cylinder so as to
prevent the piston on its return stroke from compressing the gas remaining within
the little cylinder. These gases may be exhausted through the motor cylinder. I
may fix a small spiral of platinum wire upon the piston so that by its keeping hot
it assists to give certainty to the ignition. The piston of this igniting arrangement
may be made to perform a second function and act as an induction valve and in
the arrangement of engine described herein (to which particular arrangement I do
not intend to confine the use of the valve) it may be conveniently employed for
admitting the gas to this cylinder so as to mix with the entering stream of air and
it may be also so arranged when desirable that immediately prior to closing the
induction gas passages it allows a small portion of air to enter with the last of the
gas so as to ensure that the ignition apertures in the sleeve are surrounded by an
inflammable mixture preparatory to their being opened by the action of the piston
so that ignition may take place.
To effect the heating of the constituents of combustion (or of the air of which
they are in chief part formed) before they enter the cylinder of a gas motor engine
and when such constituents or constituent of combustion are at atmospheric
pressure or thereabouts by means of the waste heat of the exhaust gases, I prefer
to pass the forner between pairs of plates which are heated upon their or from
their other sides by means of such exhaust gases. This may be done by giving
each of the plates a flat form, and forming a flange or distance piece along two of
its edges, but the distance pieces upon the edges of any plate projecting from its
surface upon one of its sides only. The plates will thus be of very flat channel
section. A number of these plates are built one on top of the other, with their
flanged faces all the same way, but so that plates 1, 3 and 5 & have their flanged
edges in one direction, and plates 2, 4 and 6 & have their flanged edges running

page_text: at right angles to them (the directions being referred to the planes of the plates)
then there will be formed a passage between each alternate pair of plates in one
direction and through each pair intermediate to these alternate pairs in the other
direction. When a number of such plates are packed together in a suitable box
or chamber so arranged that the exhaust gases pass into the chamber and between
alternate pairs of plates and out of the chamber in one direction and the incoming
constituent or constituents of combustion pass into the chamber and between pairs
of plates intermediate to the beforesaid alternate pairs and out of the chamber in
the other direction (care being taken in packing the plates and in the formation of
the chamber that the products of combustion do not mix with the constituents of
combustion) then such constituents of combustion will be exposed to the action of
a large heating surface and a considerable amount of the heat of the products of
combustion will be transferred to them.
Two or more such systems of plates may be placed side by side so as to form a
series, longer than it is wide. In this case the products of combustion may be
arranged to cross and re-cross the chamber of plates through suitably arranged sets
of channels and the constituents of combustion may be arranged to pass longi-
tudinally down the entire series through another set of channels or vice versd as
convenience may dictate. What would be a set of plates constituting one plane
or upon a level in this chamber may be cast or otherwise formed as one single
plate.
When constructing gas engines of the single acting type (in which it is usual to
connect the connecting rod to a part of the casting of the piston or to a bracket
upon the same without the intervention of a piston rod) for use in driving hydraulic
pumps I form upon the front end of the piston a bracket, within which the brasses
(within which the connecting rod pin works) are fitted. The cover or keep for
these brasses is rigidly attached to the bracket formed upon the piston by means of
bolts passing through the bracket and projections or lugs upon the keep. Thus
the thrust of the gas motor piston is communicated through the bracket upon it to
the keep. Upon this latter is formed the piston rod or ram of the hydraulic
cylinder the keep for the brasses being part of this rod or plunger, and the clearance
spaces in the hydraulic pumping cylinder allowing of the keep and piston bracket
being adjusted to one another so as to let the brasses together when wear has taken
place. Where a double acting hydraulic pump is being used the larger delivery of
water will take place when the piston rod is passing into the hydraulic cylinder
and this is just at the time when the gas is doing work upon the piston. In cases
in which the motor cylinder liner is made to project as motion bars (or for a similar
purpose) through the framing of the engine I make brackets formed upon the
hydraulic cylinder and suitably machined come into direct contact with this liner
and then brace the hydraulic cylinder either to the liner or to the engine framing
with strong through bolts the whole being thus in rigid connection. I may support
the other end of the hydraulic cylinder by means of a light iron rod to the framing
at the crank shaft end so as to support the over-hung weight. The connecting rod
is formed of two parts which may be attached by bolts at the crank pin end or
through the brasses or otherwise. Into the piston rod end of these connecting rods
the pin which works in the piston journal may be shrunk (or rather the eyes shrunk
on to the pin). One of these parts of the connecting rod works upon each side of
the hydraulic cylinder.
The hydraulic cylinder is strongly bolted to the framing of the engine and to
insure its being in direct line with the motor cylinder it is convenient to draw it
up against a turned face which face may be either the edge of the liner that
projects through the frame or a turned face suitably formed upon the frame
itself, the bolts being in line with the cylinder so that the thrust of the cylinder
is converted into direct tensile stress upon the bolts. For convenience in case
of detachment and to prevent breaking any pipe joints I may make the
suction and delivery ports or passages pass through this faced joint so that when
the two cylinders are drawn apart the joints (delivery and suction) are at once

page_text: broken. They may be made when the cylinder is again bolted to its place with
any suitable packing. The valves may be placed at any suitable points in the
respective passages either upon the side of the joint nearer the hydraulic cylinder
or not so. As it may be convenient in some cases to avoid casting in conveniently
long passages I may make up the lengths between the suction or delivery ports
upon the cylinder and the ports in the supporting flanges cast on to the same
cylinder (upon which the joints intended to be broken when taking the cylinder off
are formed) by means of iron or other pipes bolted or otherwise fastened at each
end in any usual or convenient way.
The accompanying drawings illustrate my invention. Figure 1 is a side elevation,
Figure 2 an end elevation looking from the backs of the cylinders and Figures 3
and 4 are respectively a sectional plan and a longitudinal section of an engine
arranged upon the plan herein before described. A is the piston of the motor
cylinder at about the mid stroke within which it is shewn in Figure 3. Round
the circumference of the cylinder liner B the various ports B B B¹ are placed
which communicate with the passage B2 and give access to and finish between the
valves C, C-These valves which open in opposite directions are rigidly connected
together by means of the bolt and sleeve shewn and the distance between them is
equal to the distance between their respective valve seats plus the lift required by
the valves. Thus when one of the valves opens the other acts as a stop to prevent
it from lifting too high. The upper valve is larger than the lower and gives access
to the atmosphero while the lower and smaller valve communicates with the pump
cylinder D through the ports D' D' D' This pair of valves which I have called
exchange valves may be placed horizontally instead of in the position shewn so as
to prevent either one or the other tending to remain open or they may have their
weight balanced by means of suspending them from or upon a spring or in any other
desirable or convenient way.
When the piston of the motor cylinder A passes the exhaust ports B¹ B' & any
excess of pressure of the gases within the cylinder above that of the atmosphere
will tend to drive a part of them towards the valves CC-Of these valves O being
the larger will be opened in consequence of the greater pressure being against its
face and an Escape of gas will take place towards the atmosphere until the pressure
of the products of combustion within the cylinder has been reduced to about the
atmospheric pressure. The two cranks E and E. are so set with regard to one
another that at this period of the crank revolution of which I am now speaking
the pump piston D2 has just passed the ports D' D'. Thus when the pressures
have become equalized upon either side of the valve C the weight of the two
valves and the suction of the pump against C¹. will in common tend to close C and
open C. The further travel of the pump piston will therefore withdraw the gas
from the motor cylinder the passage between which and the atmosphere being now
closed, and on the return of the pump piston the gases are expelled through the
small mitre valve C².
The influx of the fresh charge of air and gas to the motor cylinder takes place
through the mitre valve B³. (See also Figures 14 and 14. with the same letters to
corresponding parts) This valve carries a ring valve B. below it which closes
upon the perforated valve seat B³. through the holes in which the gas is admitted
to mix with the inflowing air. The ring valve B*. consists of a ring-cast in a
piece with, but only joined by brackets to, the spindle of the valve B³. so that the
air has free ingress through the valve even when the gas ways surrounding the
seat B5. are all closed. The object of this is to give a very ample area for the
inflow of air when the valve is open so that no throttling action may take place.
Any other convenient means may be taken for admitting the gas to the cylinder.
The rapid closure of the valve may be insured as shewn by fitting a very light
spring on the bottom and rattle may be prevented by fitting the piston which is
loose in the cylinder with a light spring which acts like a cylinder packing ring
against the skin so as to cause friction and resist the flutter of the valve.
At Figures 8 and 9 is shewn a three seated inlet valve adapted to large sizes of

page_text: engine requiring great area of opening. The top seat a is the largest and the
bottom seat c is the smallest the valve being so formed that the portion closing on
the seat b will pass through seat & and the portion closing on seat c will pass
through seat b. The top of the valve d meeting the two seats d and b is a
continuous shell of metal, but it is joined to the portion e by means of the bars f
The air enters through the passages g and h and the stream g dividing enters
through the seats a and b. The stream h enters through the seat c and joins the
stream entering round b the two streams passing between the bars f and the top of
the valve & unite with the stream entering at the scat a and so flow into the
engine together. In this valve the entrance for the gas is shewn at j and it spreads
round the passage k and enters through the small perforations in the valve seats b
It is clear that a second channel might have been formed round the outside
casing so as to lead the gas also to the seat a if so large a supply was desired. A
spring is shewn above the piston 1, which is sufficiently strong to prevent the gases
entering except at a partial vacuum, the object of this arrangement being to reduce
the pressure and consequently the amount of the charge at the moment when the
motor piston closes the exhaust ports and commences compressing Thus the
weight of the compressed gas stored in the combustion chamber at the moment
when compression is complete will be less, so that the reduction of pressure during
expansion will go on more rapidly and a lower pressure of first exhaust will be
reached.
and c
.
Figure 10 Sheet 1 and Figure 10 Sheet 4 are respectively a longitudinal view
and a section of a slide valve for effecting a similar purpose to that effected by the
exchange valves. In it the port a communicates to the back of the pump cylinder
only and serves to discharge the remainder of the gases from the pump after the
piston has closed the ports bbb The slide is arranged to close this port as shown
just as the piston is turning the end of its instroke. The ports b' bi b¹ b' are still
open however and as the passage b². communicates with the exhaust ports of the
motor cylinder they permit of the free discharge of the exhaust gases down to the
atmospheric pressure. The valve is so set that these ports bb' b' b' are closed
just as this operation is complete and the pump piston is arranged to simultaneously
open.
Figures 11, 12 and 13 are respectively a section, a sectional plan and a view
upon the cover of the igniting valve. A is the loose face screwed out of the
cylinder head at B. C is the igniting piston. D the igniting slide and E the cover
for the same which is pressed against it by means of springs in the usual manner.
El is the permanent flame burner, the flame ascending through the hole E².
E3E3 is a port communicating with the coal gas supply pipe from which the
permanent flame is fed. The valve and this piston are both drawn at the inner
ends of their strokes which they reach simultaneously. In the slide valve D'. is the
port which makes open connection between the flame pocket in the cover E. and
the port A'. leading to the bored hole A. in which the igniting piston C works. The
valve and piston being worked off the same bell crank (shewn in figure 7) perform
their outward strokes simultaneously. I sometimes make the igniting piston carry
a small platinum coil upon it; it may be attached in any convenient position and
has therefore not been shewn in the drawing. E. is a passage leading out of the
bottom of the valve cover to the atmosphere and it is connected by a diagonal
drilled hole E. with the face of the valve cover. This hole is on a level with the
groove E. which communicates with the gas inlet E³. The transverse holes,
drilled through the valve, D. and D³. are also on a level with this groove, as is also
the passage A³. which passes through the loose face A to the interior of the
cylinder B¹.
In the position shewn the passage D³. being opposite the passage E7. a little air
will be drawn in so as to assist in ventilation. As the valve and piston move
simultaneously on their outstroke from left to right D³. comes opposite E. and an
influx of gas takes place. As the port D'. comes opposite the port A¹ the suction of
the piston C causes a draught from E. across D. and into the small cylinder A². and
•

page_text: the gas entering at D*. is ignited and enters A². as a flame. Immediately D³. has
passed right across E. the inner end of the passage comes into communication
with A. and as at this moment the piston in the motor cylinder is compressing
the combustible mixture there an instant rush of this mixture takes place
through D. and takes fire in the cylinder A². the port D'. having by this time
passed right across the port E. and being cut off from it. By this time the end
of the piston C is nearing the opening to the motor cylinder at A³ and its motion
continues to draw in the flame until the port A³. is opened and the body of gas
within the motor cylinder is thus ignited. The drilled hole D³. is provided to clear the
passage A³. of waste gas. It crosses A³. while the engine is compressing and the
waste gas is thus compressed into D³. which subsequently discharges it into the
atmosphere through the passage in the cover E8. The passage D³, makes communi-
cation between A. and the atmosphere when the valve D and piston C are at the
inner ends of their strokes in the positions shewn. Suitable packing rings for the
pistons are provided as shewn in the drawing. A suitable chimney may be fixed
above E. for the permanent flame.
Figure 7 is a view of the valve gear. A is the head of the motor cylinder.
The rod B, which is actuated by the eccentric shewn in figures 1, 2, and 3,
reciprocates the bell crank C upon the fixed vertical centre C. The two rods D
and E which are attached to the longer arm of the bell crank C respectively actuate
the slide valve F and igniting piston G.
H figure 7 is the gas inlet passage controlled by a mitre valve opening inwards
and closed by the spring J. The knife edge K which is carried by the connecting
rod B impinges upon the V grooved edge L and so turns the lever L round on the
centre M. This centre pin M carries upon it at a lower level the lever N which
presses inwards the valve spindle O against the spring J and so opens the gas
valve. The lever L'. is however carried across the centre M upon which another
lever below L. is keyed. This lever carries the lugs P P¹ and the lever L' is
attached to them by the pin shewn which allows L¹ to move freely upon the pin
in a vertical plane but keeps it always corresponding with the angular position
of the pin M as regards a horizontal plane. It will be seen by Figure 1 that the
governor carries a little suspending rod which, when the balls expand in the
ordinary manner when the engine is travelling at high speed, lifts the lever L'.
upon the centre Q so as to clear the knife edge K.
At figures 14 to 16 is shewn my method of producing a partial vacuum in the
fresh charge in the motor cylinder without loading the inlet valve, the advantage
of this method being that the pump has not to do work against the vacuum during
the whole of the stroke. In figure 14 A is the valve which cuts off the air supply
when required. The air enters the valve box by the pipe C and flows through the
valve A before flowing through B. and B³. A. is the valve spindle upon which
the collar C. is pinned. D is a loose collar capable of sliding upon the spindle A².
The spring E pressing upon the fast collar C tends to keep the valve open but
the spring F being stronger than the spring E is able to close the valve against the
pressure of the lighter spring. Upon A however the loose collar D slides and
when the lever G acting upon the projections D¹. D. lifts this collar and with it
the spring F clear of this fast collar C the spring E is free to open the valve. The
lever G is actuated in any convenient way from the engine the actuating gear being
so set as to allow the spring F to come into play-and so close the valve A just
when the desired charge of air or air and gas has entered the cylinder so that the
further travel of the pump piston may expand it to the required extent. In the
figure the gas is shewn entering from the governing valve above and upon the
engine side of A the intention being that the cut off of the gas should be inde-
pendently effected by the governor. It may however where convenient be introduced
below the valve A
Figures 17, 18, 19 and 20 are, respectively a longitudinal section, a sectional
plan, a section through the body of the hydraulic cylinder, and a section through
the connecting rod centre, motion bars, and motor cylinder liner, illustrative of my

page_text: application of a gas motor engine to working a hydraulic pump.
A is the front
end of the piston of the gas motor cylinder of which B is the liner. C is the keep
which retains the brasses D D in place. The brasses are let into the web of
inetal A'. which is cast in one piece with the piston A. and slippers A³. The brass
piston rod C¹. is formed in one piece with the keep C so as to be quite rigid against
the thrust of the gas. The hydraulic cylinder-the details of which are of the
ordinary type is rigidly attached to the motor cylinder B by means of the four
bolts B B B¹ B¹ figure 19 and the hydraulic joint E is made as shewn by means
of this attachment. F is the suction pipe which for convenience is in this instance
formed between and through the two frames of the cylinder one of which is shewn
at G so that by putting a blind flange on one side it may be made to draw water
from either side at convenience. If therefore the keep C be detached from its studs
and the two joints E and F'. be broken the entire hydraulic can be removed and,
if a falso keep be fitted in place of C, the engine may be run as a gas engine only
for any other purpose convenient, or, if desired, another pump of the same
dimensions might be fitted in place of the one removed. HH' are the two con-
necting rods which are shrunk onto or otherwise secured upon the pin J. They
are sufficiently wide apart to clear the hydraulic cylinder. They are separately
attached to the crank pin brass K and the keep L by means of bolts and are thus
also kept at fixed distance apart along the line of the crank pin as the brass and
keep are continuous throughout its whole length.
Figure 21 is a section figure 23 a plan and figure 24 a corner view of a cell of
plates arranged for heating the air supply (or air and gas supply) of a gas motor
engine by means of the heat given off by the exhaust gases. Figure 22 is a plan
of a single plate (the dotted lines shewing the direction of the flanges of the under-
lying plate) and figure 25 gives the section of this plate. The air supply enters
at A in the direction of the arrows and passes between the plates at a a a &e and
out from between them at bbb &o. and onwards towards the engine at B The
hot products of combustion pass in at C and between the plate at the intermediate
spaces occ&. (figures 21, 22 and 24) and from between the plates at & figuro 22
and out to the exhaust pipe at D figures 21 and 23. The plates may be either
cast or rolled and when large may have distance pieces at convenient places inter-
mediate to the flanges so as to support the large flat surfaces. At the corners
bolts are placed so as to keep the plates firmly in position and the whole is built
into a brick (or other) cell. It is obvious that where convenient these plates might
be placed on their edges and in an upright instead of in a horizontal position.
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 use of the valves 0 C. figures 5 and 6, or any substantially similar
arrangement, for automatically altering the direction of the current of exhaust gas
escaping from a gas motor cylinder through one of the valves towards the atmo-
sphere, when the pressure is reduced to the equivalent of that of the atmosphere, so
that it subsequently escapes into the cylinder of the exhausting pump, or discharger,
substantially as hereinbefore described and illustrated in the accompanying
drawings.
Second-The use for the purpose described of a pair of mitre (or other similar)
valves opening in opposite directions the relative areas of which exposed to the
gaseous pressure are such that, while the valve is open which makes connection
between the motor exhaust and the atmosphere during the time that the pressure
of the exhaust gases is above the atmospheric pressure, it is closed, and the other
valve, making connection between the motor exhaust and the pump, is open when
the pressure of the exhaust gases has been reduced to the atmospheric pressure or
thereabout, all substantially as hereinbefore described and illustrated in the
accompanying drawings.
Third The use of the slide valve shewn at figure 10 and figure 10% or any
substantially similar arrangement, in which the same valve controls the outlet from
the suction pump which withdraws the waste gases from a gas motor cylinder and

page_text: also the outlet or outlets from the separate port or passage connecting the motor
cylinder with the ports uncovered by the piston of the suction pump or discharger
substantially as hereinbefore described and illustrated in the accompanying
drawings.
Fourth-A slide valve so arranged as to close a passage leading from the back
of the discharger of a gas motor engine, while it subsequently, when the gases are
reduced to atmospheric pressure, closes the port or ports connecting the common
passage between the two cylinders with the atmosphere substantially as hereinbefore
described and illustrated in the accompanying drawings.
Fifth-The use of a three seated inlet valve for the motor cylinder of a gas-
motor engine substantially as herein before described and illustrated in Figures 8
and 9 of the accompanying drawings.
Sixth-The use in a gas motor engine of a piston for drawing flame into an
igniting cylinder the inlet to which is first cut off from the atmosphere and the
passage between which and the motor cylinder is subsequently opened all
substantially as herein before described and illustrated in the accompanying
drawings.
Seventh-The production of a vacuum in the charge flowing into a gas motor
engine by loading the inlet valve, or throttling the inlet passage in any similar
way substantially as hereinbefore described and illustrated in the accompanying
drawings.
Eighth The production of a vacuum in the charge of a gas motor engine by
closing or almost closing the inlet passage or passages, or by closing the air inlet
passage only, before the suction stroke of the piston drawing in the gases is com-
pleted all substantially as hereinbefore described and illustrated in the accompanying
drawings.
Ninth The mode of constructing the cell for heating the constituents of com-
bustion of a gas motor engine by means of the heat given off by the waste
products of combustion with simple plates of uniform section substantially as
herein before described and illustrated in Figures 21 to 25 of the accompanying
drawings.
Tenth-The method of attaching a hydraulic pump cylinder and piston rod to
a gas motor cylinder and piston so as to work between a double connecting rod
the journal brasses of which are kept in place by the said piston rod all sub-
stantially as hereinbefore described and illustrated in figures 17 to 20 of the
accompanying drawings.
In witness whereof I the said Joseph John Butcher have hereunto set my hand
and seal this ninth day of October One thousand eight hundred and eighty
three.