Improvements in and relating to Gas Engines.
Year: 1891

page_text: Date of Application, 16th Apr., 1891
Complete Specification Left, 15th Feb., 1892-Accepted, 19th Mar.,
1892
PROVISIONAL SPECIFICATION.
Improvements in and relating to Gas Engines.
I, ANDREW BARCLAY of Argyle House, Kilmarnock, Ayrshire, Engineer, do
hereby declare the nature of my invention to be as follows:-
This invention has reference to and comprises a new or improved construction, or
arrangement and combination of the parts of gas motive power engines, or an
engine, susceptible of considerable modification of the improvements, which will be
more comprehensive and be more economical and give more power in the same
space than has been the case with gas engines heretofore.
The nature and novelty of the improvements consist in making the cylinder of a
gas engine close at both ends and double acting, that is to have a supply and
explosion of gas at each end of the cylinder and act on the piston both on its in
and out stroke, each revolution of the crank, and which engines may be made with
single, double, or triple cylinders with the pistons acting on the same crank at
different angles during the revclution, or on cranks set at different angles on the
same or coupled crank shafts, so that no two of them may be on the dead centres
at the same time.
A further improvement consists in having a double acting suction and compressing
air and gas pump for forcing the gas and air of the proper explosive proportions
into each cylinder at the opposite ends and of a proper density or compression for
explosion, immediately after the piston has turned the extreme end of its stroke on
its forward motion and when the crank and piston have approached their best acting
point or position, the one end of the pump acting as a forcing and suction pump to
each end of the cylinder. The piston of this pump would be actuated by a crank
on the same crank shaft set at a certain angle behind the main crank of the piston
of the cylinder to effect the proper compression of the air and gas at the said
time.
Another improvement consists in having separate inlet check valves for the air
and gas of two or more in number for safety in preventing ignition or explosion
back into the pumps on the forcing pipes of each pump, loading to a separate valve
casing for each opposite end of the cylinder, and with quite separate exhaust ports
and passages leading from each valve casing, so that no direct action or connection
can take place between the opposite ends of the cylinder or valve and ports except
from the separate air and gas pumps or separate ends of the pumps. And further
in having a separate valve, preferably a slide valve in each valve casing for the
admission of the compressed air and gas and the exhaustion or escape of the waste
gases to and from the opposite ends of the cylinder.
Another improvement consists in working both valves in their separate casings
by the same rods and levers or wiper shaft, from a single eccentric on the crank
shaft; and further in so fitting the explosive slide blocks with their igniting flame
ports on ported face plates at the extreme ends of the cylinder, that these also could
be worked from one eccentric for the purpose on the crank shaft through inter-
mediate arrangements of rods and cranks or bell cranks.
According to one arrangement of carrying out these improvements as applied
to a horizontal single cylinder engine, the cylinder would be bolted down at one
end of the bed frame, and the crank shaft would be carried in suitable bearing
plummer-blocks, with the connecting rod attached to the crank between the
plummer-blocks, and with the crosshead end of the connecting rod and piston rod
working in ordinary horizontal slide guides, so far much as in a usual horizontal
acting single cylinder steam engine. Separate slide valve casings would however
be formed or fitted on the top of each end of the cylinder with an inlet and outlet

page_text: port in the face plate, having an ordinary D slide valve fitted and working over
these ports in each casing, both preferably connected by one central valve rod,
working through stuffing boxes in the different casings, and fitted with screw nuts
on each valve for setting and adjusting these for the proper admission of the air
and gas and the escape of the waste gases at the opposite end strokes of the piston.
The inner end of the valve rod would be connected to the upper vertical acting
arm in the centre of a wiper-shaft mounted in bearing brackets projecting up from
the slide guides of the crosshead, and having a lower lever on its outer end directly
connected to the free end of the rod of one eccentric for working these valves on
the crank shaft. The air and gas suction and compressing pump would preferably
in this arrangement be fitted horizontally to the sole-plate of the engine, parallel
to and at one side of the cylinder, and have the inner end of its piston rod working
out through a stuffing box directly connected to the free outer end of a connecting
rod attached to a crank fitted on the near over-hung end of the crank shaft, so that
it could be set at any required angle behind the crank of the engine cylinder to
give the discharge compression of air and gas desired at the proper time. The
piston of the pump would in this case be a short solid piston packed air-tight with
rings or otherwise, and each end of the barrel of the pump would be fitted with
inlet suction pipes and branches, either from separate or from one common gas pipe
with regulating and shut-off cocks or valves and one suction inlet air valve and gas
valve chamber, and the valves would preferably be mounted vertically with feather-
guides in the bored chamber so as to close immediately by their own weight or
with light regulating springs; and further with separate discharge branches and
two, three, or more discharge air and gas safety closing valves, leading to the slide
valve casing and similarly mounted and fitted to act vertically in their bored
chambers, either by their own weight or with light springs to ensure their closing
at slightly different periods, so that they could not all be open at the same time to
allow the explosion of the compressed air and gas back through the valve chest
into the pump while it was being forced into the valve casing to supply each end
of the cylinder as the valve opened the inlet port. The igniting slide blocks would
cach be mounted to reciprocate transversely on a ported face plate fitted on the
upper extreme end cover of the cylinder, with guide plates and regulating tension
springs outside, and with outer igniting flame tube in the centre of these, and
having their extreme free ends jointed by short links to one longitudinal arm of a
bell-crank mounted on fixed brackets projecting from the side of the cylinder, the
lateral arms of these bell-cranks being so connected by a rod to each other and
to the free end of a rod from another eccentric as to reciprocate the one igniting
plate inwards, while the other was reciprocating outwards, and vice versa to ignite
the gases and cause the explosion at the one end, while the other was shut-off,
and so nct to give an explosion to act on the piston from each end of the cylinder,
as the pressure of the steam acts in a steam engine, and exhaust the waste gases
on its return stroke through the chamber in the valve and the separate exhaust
port in the face plate. The cylinders of this gas engine would be jacketed in the
usual manner for a small circulation of water through them to keep them cool,
the water being supplied by gravitation from a cistern, or by a water circulating
pump.
The flame igniting slide blocks or valves described as worked by separate bell-
cranks from one eccentric might be much of the ordinary construction of slide
igniting blocks; but as I have constructed them and prefer for this arrangement,
each consists of a broad flat parallel plate planed and fitted to work in lateral
planed grooves in the upper outer end of the cylinder covers or ends, with one
vertical port leading through the centre of the face plate of the groove direct into
the inlet port leading from the slide valve chamber down through and into the end
of the cylinder through the end cover. The slide block would have a curved D
ignition chamber in it with two ports leading from the outer face of the plate to
one port in its back face, the latter agreeing with the port in the face of the
groove and end of cylinder in the outer position of the slide block, and the lower

page_text: of the two outer ports in the inner position of the slide block agreeing to an niet
port in the outer cover to admit the air to this D chamber in the valve; while
the upper port in the same position would be open to the stationary gas flame or
jet at the lower end of the flame tube in the back or end face plate, through
which the gas jet would be led, with a tap on it for supplying the gas jet at the
lower end of the flame tube. While another gas tube and tap would supply gas
would
to a close groove in the inner surface of this end face plate, which groove
supply the gas to a small lateral hole leading right through the valve plate and
into a small gas pocket formed in the plate, with a jet tube leading direct to
the back centre port in the valve as a pilot light carried with the valve. The
action would be as follows.-At the extreme inner end of the stroke of each slide
block, when the two outer ports were open to the flame and atmosphere through
the end plate and shut to the back central port, the pilot light would always be
ignited from the outer stationary gas jet, and as the block moved to its outer
position and shut off the two ports in its outer face and just before reaching the
central port in the inner end of the cylinder, it would cut-off the gas in the groove
leading to the pilot light, and open a small opening and groove in the inner end of
cylinder and face, so that the pressure air and gas passed in through the inlet port
from valve chest to the end of cylinder, would act on the gas in the pocket of
the valve and pilot light, and cause it to explode the gas in these ports and
in the end of the cylinder, just as the central port in the slide block reached the
central port in the end of cylinder, and shut these ports off again on the inward
stroke of the block to get the pilot light relighted as before described at the
extreme inner end of its stroke from the stationary light outside. In some cases
I would or may ignite the pressure air and gas within the port by an electric
spark or light from a small dynamo battery, or electric contact mechanism without
the use of slide igniting blocks, the eccentric or equivalent being used for switching
on the electric contacts at the proper time, all otherwise as described.
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.
COMPLETE SPECIFICATION.
Improvements in and relating to Gas Engines.
I, ANDREW BARCLAY, of Argyle House, Kilmarnock, Ayrshire, Engineer,
do hereby declare the nature of my invention, and in what manner the same is
to be performed to be particularly described and ascertained in and by the following
statement in writing, that is to say :-
My said invention has reference to and comprises a new or improved construction,
or arrangement and combination of the parts of gas motive power engines, or an
engine, susceptible of considerable modification of the improvements, which will
be more comprehensive and be more economical and give more power in the same
space than has been the case with gas engines heretofore.
The nature and novelty of the improvements consist in making the cylinder of a
gas engine close at both ends and double acting, that is, to have a supply and
explosion of gas and air at each end of the cylinder and act on the piston both on
its in and out stroke, each revolution of the crank, and which engines may be made
with single double or triple cylinders with the pistons acting on the same crank at
different angles during the revolution, or on cranks set at different angles on the
Bame or coupled crank shafts, so that no two of them may be on the dead centres at
the same time.
A further improvement consists in having a double acting suction and compressing
air and gas pump for forcing the gas and air of the proper explosive proportions
into each cylinder at the opposite ends, and of a proper density or compression for
explosion, immediately after the piston has expelled the waste gases of the previous

page_text: stroke, and has turned the extreme end of its stroke, on its forward motion and
when the crank and piston have approached their best acting point or position
leaving proper space between the piston and the end of the cylinder for the
explosive gases admitted to act; the one end of the pump acting as a forcing
and suction pump to each end of the cylinder, to fill that space with the gases
of a proper density. The piston of this pump would be actuated by a crank on
the same crank shaft set at a certain angle behind the main crank of the piston
of the cylinder, to effect the proper compression of the air and gas at the said time.
Another improvement consists in having separate inlet check valves for the air
and gas, two or more in number for safety in preventing ignition or explosion back
into the pumps, on the forcing pipes of each pump, leading to a separate inlet valve
casing for each opposite end of the cylinder, and with quite separate exhaust ports
and passages lending from each valve casing, so that no direct action or connection
can take place between the opposite ends of the cylinder or valve and ports except
from the separate air and gas pumps or separate ends of the pumps.
And further
in having a separate valve, preferably a slide valve in each valve casing for the
admission of the compressed air and gas and the exhaustion or escape of the waste
gases to and from the opposite ends of the cylinder.
Another improvement consists in working both valves in their separate casings
by the same rods and levers or wiper shaft, from a single eccentric on the crank
shaft and further in so fitting the explosive slide blocks or equivalent valves with
their igniting flame ports on ported face plates at the extreme ends of the cylinder,
that these also could be worked from one eccentric for the purpose on the crank
shaft through intermediate arrangements of rods and bellcranks.
And in order that the improvements of my said invention may be properly
understood I have hereunto appended two sheets of explanatory drawings in which
the same reference letters are used to indicate the same or corresponding parts in
all the figures where shown.
Figure 1 on Sheet 1 of these drawings, and Figure 2 on Sheet 2, are a complete
side elevation looking on the compressing pump side, and a plan respectively of one
construction or arrangement and combination of the parts of an improved double
acting horizontal gas engine with one cylinder, as constructed in accordance with
and illustrative of my improvements, and Figure 3 on Sheet 1 is a detached longi-
tudinal section through the centre of the cylinder A and its inlet and exhaust slide
valves a, a, and casings b, b, and ignition valves G, G, as taken near the line 2-2
in Figure 2. And Figure 4 is a transverse vertical section as taken on the
irregular line - in Figures 1 and 2 through the cylinder A, pump D, and its
gas and air inlet and discharge valves d, e, e, and casings E, F, to the cylinder A.
While Figures 5 to 7 are detached views of one of the igniting valves G and its
casings G, G', which will be hereinafter more particularly described.
According to this arrangement of carrying out these improvements as applied to
horizontal single cylinder engine and shown in Figures to 4, the cylinder A is
bolted down at one end of a strong hollow bed frame B, secured to any suitable
foundation, and the crank shaft C is carried in suitable bearing plummer blocks B',
bolted down to the other end of the frame B, with one end of the connecting
rod C attached to the crank C', between the plummer blocks B', and with the
other end of the connecting rod jointed to the crosshead C3 which is coupled to
the outer end of the piston rod A' of the piston A'; the crosshead C' working by slide
bushes C in ordinary horizontal slide guides C, bolted to the bed plate B, so far
much as in a usual horizontal acting single cylinder steam engine. Separate slide
valves a of an ordinary construction and their casings b are formed or fitted on the
top of each end of the cylinder A, with an inlet and outlet port a', al, in the face
plate of each casing b over which each slide valve a works as seen particularly in
the sections Figures 3 and 4. Both slide valves a are connected by one central
valve rod working through stuffing boxes 6" in the opposite ends of both casings b
and preferably fitted with screw nuts or other equivalent, in the centre or ends of
each valve a for setting and adjusting these for the proper admission of the air and

page_text: gas through the ports a', and the escape of the waste gases through the exhaust
ports a to the central escape lateral branch a" at the opposite end strokes of the
piston A'. As seen particularly in Figures 1 and 2, the inner free end of the valve
rod b¹ is connected by a link to the upper end of a vertical acting arm or lever
secured in the centre of a wiper shaft, mounted in bearing brackets projecting up
from the slide guides C of the crosshead C, and has a lower lever, secured on
its outer end directly connected to the outer free end of a rod 6° of the eccentric b³,
on the crank shaft C, for working these valves a. The cylinder A of this gas
engine is jacketed at A", as well as its front stuffing box and back end
covers A, A, respectively, for a small circulation of water through the jacketed
spaces A, of these and also by side ducts 6" up into jacketted spaces A", in
the casings b, and casing covers to keep all these cool, the water being supplied
by gravitation from a cistern, or by a water circulating pump to the branch A* at
the lower part of the jacketted space A", of the cylinder A, and escaping by the
double branch pipe 6x from the covers 6 of the jacketted space A", of the valve
casings b. An air and gas suction and compressing pump D, would in this arrange-
ment be fitted horizontally to the soleplate B of the engine, parallel to and at one
side of the cylinder A, as seen also in section Figure 4, and have the outer end of
its piston rod D", guided in a slide guide B' bolted to the bed plate B, and working
out through a stuffing box cover D, directly connected to the free outer end of
a connecting rod D', jointed to a crank pin in the crank D', secured on the outer
overhung end of the crank shaft C, so that it could be set at any required angle
behind the crank C' of the engine cylinder A, to give the discharge compression
of air and gas desired, at the proper time, in relation to the motion of the piston A',
to fill the space at opposite ends of the cylinder A behind it to the proper density
before explosion. The piston D' of the pump D would in this case be a short
solid piston packed air-tight with spring rings or otherwise, as seen particularly in
Figure 4, and the barrel D of the pump would be fitted with an inlet suction air
pipe E and gas pipe and branch E, preferably with one common gas pipe ƒ
leading into the chamber E2, of the branches E, E", with regulating inlet and
shut-off air and gas cocks or valves E',, leading into the air and gas combining
chamber E, and the branch E" leading from the chamber E' is fitted with a
throttle or butterfly valve E, with spindle and lever Ex passing outside through
a stuffing box, for regulating the admission of the combining gas and air from the
chamber E, to the double branch pipe E³, which leads into separate valve chests E*
each fitted with fenther inlet lift check valves d, with regulating stop spindles d¹
fitted through the covers E', and leading by the branches d" to each end of the
barrel D of the pump. And further each end of the pump D, would also be fitted
with separate discharge valve chest and branches F, F', and two, three or more
discharge air and gas safety closing feather valves e e' similar to the inlet valve d
each leading by the branch F", to the slide valve casing; the valves e, e¹, being
mounted and fitted to act vertically in their bored chambers, either by their own
weight or preferably with light springs el fitted on their regulating lift stop
spindles in the covers F¹, F1, to ensure their closing at slightly different periods
so that they could not both be open at the same time to allow the explosion of the
compressed air and gas to enter or pass into the valve chest F, or the pump D,
while it was being forced in the valve casing to supply each end of the cylinder
as the valve a opened the inlet port a'. All these inlet and discharge valves d, e, e',
would preferably be mounted vertically with feather guides working in their bored
seats so as to close immediately by their own weight or with light regulating
springs e and asbestos, wood, or other soft material in the lower end of their stop
spindles at d, e, to prevent noise in their working; and although only one common
gas and air inlet branch E valve arrangement has been shown for the two opposite
ends of the cylinder, it is to be understood that one set might be fitted to each of
the inlet and discharge valve chests E, F, at the opposite ends of the cylinder A,
and pump D.
The igniting arrangements and mechanism here consist of two parallel valve
I

page_text: blocks G, each mounted to work in a slotted guide recess preferably over a wearing
and ported faced plate G', over a port G" in each of the outer end covers A, A,
of the cylinder A, cach block G being fitted with an outer end cover G³, faced as
a guide plate, fitted or formed on the lower end of the vertical flame ignition
tube G³, and fitted with screw studs and pressure springs outside at G. These
reciprocating and igniting valve plates G, as seen particularly in Figure 2, are each
jointed at their extreme free ends by short slotted studs g, or it might be links to
one longitudinal arm g' of a bell-crank g', 9, fulcrumed on strong studs at g" on
fixed brackets g projecting from the side of the cylinder A, the latteral arms g²
of these belleranks g g being so connected to each other by slotted ends in a
longitudinal rods, working in guides on the brackets g and attached to the
free end of a rod g' from a second eccentric y on the crank shaft C, so as to
reciprocate the one igniting plate G inwards while the other was reciprocating
outwards and vice versa to ignite the gases and cause the explosion at one end,
while the other was shut-off to its port G" in the end cover leading to the port a¹
in the ends of the cylinder A, and so act to give an explosion to act on the piston
from each end of the cylinder (equivalent to the manner in which the pressure of
steam acts in an ordinary double acting steam engine cylinder) and exhaust the
exploded waste gases on its return stroke, through the chamber or recess in the
slide valves a and separate exhaust ports all in the face plate of each valve chest b.
The flame igniting slide blocks or valves G described as worked by separate bell-
cranks g', 9, from one eccentric 9, might be much of the ordinary construction of
some of the slide igniting blocks for gas engines; but would preferably be
constructed as shown particularly in Figures 5 to 7 which are a sectional view of
the back end of the cylinder cover A and its slide block or valve G and ignition
plate G, and tube G³ a front view and transverse section of the valve block G
detached, and a sectional plan of the same corresponding to Figure 6, all respec-
tively. For this arrangement each valve consists of a broad flat parallel plate G,
planed and fitted to work in lateral planed grooves in the upper outer end of the
cylinder covers or ends A³, A", with one vertical ignition chamber or port a², a², a',
leading through to the centre of the face plate G₁ of its groove direct into the
inlet port Gleading from the port a' from the slide valve face plate down
through and into the end of the cylinder through the end covers AA". The
chamber a, a, a, in the slide box G would be of a curved D shape and have two
of its ports a' a' leading from the outer face of the plate G³, and ignition
chamber G' to one port a, in its back face, the latter agreeing with the port G
in the face of the plate G¹ and end of cylinder in the outer position of the slide
block G and the lower port a² of the two outer ports in the inmost position of the
slide block G agreeing to an inlet port G in the outer cover G2, to admit the
ignition air to this D chamber in the valve, as shown particularly in this position
in Figures 6 and 7; while the upper port a³ in the same position would be open to
the flame port G in the lower end of the ignition flame tube G' in the back or
end face plate G' through which the gas jet tube c would be led, with a tap on it
for supplying the gas jet at G, at the lower end of the flame tube G', all as shown
more particularly in Figure 5, which is an irregular section as taken on the
line 3-3 in Figure 7. While another gas tube and tap c' would supply gas to a
close groove c¹ in the inner surface of the end face plate G' which groove c" would
Bupply the gas through a small lateral hole leading right through the front of
the valve plate G, and into a small gas pocket e formed near the back of the
plate G over the port a', a', with one or two flame jet holes c, leading into this
centre port a³, a', in the valve G, as pilot lights carried with the valve. The
action would be as follows:-At the extreme inner end of the stroke of each slide
block G, as shown in this position in Figures 6 and 7, when the two outer ports a', a³,
were open to the air port G and flame port G' and through the end plate G³, and
shut to the back central port G", the pilot lights c would always be ignited from
the outer stationary gas jet c, and as the block G moved to its outer position, and
shut off these two ports a², as, in its outer face and just before the port a' in the
C

page_text: back of the plate G reached the central port G" in the inner end of the cylinder A,
it would cut off the gas from the groove e leading to the pilot light, and open a
small opening from the pocket in the inner face of the valve block G to a
groove in the inner end of the cylinder to the port or passage G", so that the
pressure air and gas, passed in through the inlet port a', G", from valve chest a, b,
to the ends AA' of the cylinder A, would act on the gas in the gas pocket c' of
of the valve G and pilot lights c and cause it to explode the gas in these
ports a G previously forced into these and the ends of the cylinder A, by the
pump D while the valve G was travelling from its inmost position to this ignition
outward position just as the central port a' in the inner face of the slide block G,
reached the central port G", in the end of the cylinder A, and again shut these
ports off on the inward stroke of the block G, to get the pilot light relighted, and
the chamber supplied with gas from the tube and groove c', cl, as before
described at the extreme inner end of its stroke from the stationary light c outside,
and these two gas branches e c¹ would be supplied from one common gas pipe c*, as
shown particularly in Figure 2. In some cases I would or may ignite the pressure
air and gas within the port by an electric spark or light from a small dynamo,
battery, or electric contact mechanism without the use of slide igniting blocks, the
eccentric or equivalent being used for switching on the electric contacts at the
proper time, all otherwise as described. Although these ignition valve blocks G
have been shown and described as fitted to reciprocate transversely in the end
covers of the cylinder A, it will be understood that they might be fitted to work
either longitudinally or transversely, on side face plates near the ends of the
cylinder in an equivalent manner from a single eccentric rod.
By another arrangement, as shown in the transverse section of a part of the
cylinder A, Figure 8, the ignition of the compressed gas and air in the opposite
ends of the cylinder A, might be effected by an ordinary construction of close tube
ignitor, one of which is shown in section as fitted to one of the inlet ports a' at one
end of the cylinder A, heated to a white heat by a Bunsen gas burner,, and
ring jet i. One of these, as shown in section in this figure, consists of a branch
with cock I, with key 1', fitted laterally at each side end of the cylinder with a
passage I, I, in the branch I, and key l' of the cock leading into the port a'.
This cock I, I, would preferably be fitted with stuffing boxes 11, 18, at its ends,
the upper one I would carry the close ended heated tube I in direct communica-
tion with the open end 1, of the key I' to be heated by a tubular rose ring burner i
carried on a gallery I' secured by screws " to the upper stuffing box 1', and
carrying the protecting jet tube 1 surrounding the ignition tube 1. A Bunsen
gas and air jet branch i,, would be fitted to the ring burner i through the
gallery I all so as to heat the igniting tube I to a white heat. The key I' of
each cock would be fitted with a single lever gª equivalent to the bell crank
leversy, g², in the former arrangement, and these would be so set and worked by a
rod either from an eccentric 9, or it might be double cam on the crank shaft C as
to open the one key l' at the one end of the cylinder A, just as the gas and air had
been forced into it to the proper density to be exploded, when a small portion of
the gas and air would rush back from the port a' through the openings i,,, into
the close hot tube I so as to be ignited and strike back into the cylinder A.
key T of the cock I at the other end of the cylinder would be kept shut while
the piston was travelling to that end of the cylinder to be supplied with gas and
air for the reverse stroke when it would be opened and the first one closed; this
double action of the valves takes place at each revolution of the crank shaft the
exhaust taking place through the valve a.
The
Although I have only shown and described my improvements as applied to a
horizontal single cylinder arrangement of gas engine, it will be understood that
they are equally applicable to be fitted to each cylinder of an engine with vertical
or angled cylinders, and that two or more cylinders might be fitted to cranks at
right or equal angles to each other on the crank shaft, or two cylinders set at right
angles to each other with their connecting rods working on the same crank.

page_text: It is a difficulty with all gas engines the starting of them and turning the dead
centres of the crank, and for single cylinder engines, I have a fly wheel C. on the
crank shaft C, but for double cylinder engines this may be dispensed with; but
for ease of turning the fly wheel shaft at starting the engine to turn the centres,
1 fit a small pipe e with a cock or valve e on it as shown in Figure 4, between
each discharge pressure valve chest F, and the inlet ports al of the cylinder A, to
be opened at starting to relieve the pressure on the pump D, so that the engine
may be easily started.
When the power on these engines is regular or constant,
their speed can be regulated by setting the inlet gas cock or valve f¹, preferably
with a pointer and index plate on its spindle or lever handle at ; or further by
setting the combined gas and air valve E, by its spindle and a lever Ex outside,
so that the pump D will draw in a regulated quantity of gas and air to be com-
pressed proportionate to the speed required; but for engines with irregular loads
the speed of the engine may be regulated by connecting any ordinary engine speed
governor to a crank on the spindles *E* of either of these gas, or gas and air
cocks or valves E to regulate the proper admission of gas and air by these
valves to the pump D and engine to suit the speed required.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
First. The construction or general arrangement and combination of the parts of
a gas engine with a double acting piston, and cylinder close at both ends, and
supplied with compressed gas and air from a double acting pump, all substantially
as herein described in reference to and shown in the accompanying drawings.
Second. In a gas engine, the arrangement of a double acting pump, worked by a
separate crank or an eccentric on the crank shaft, and with separate inlet and
discharge valve chests and double safety discharge valves for supplying compressed
gas and air to the inlet and exhaust valve chests at opposite ends of the cylinder,
so as to make it double acting, substantially as herein described in reference to and
shown in the accompanying drawings.
Third. In a gas engine, the fitting of a controlling and regulating gas cock or
valve on the inlet gas supply pipe, and a regulating valve on the combined gas and
air pipe, for governing the speed of the engine, substantially as herein described
in reference to and shown in the accompanying drawings.
Fourth. In a gas engine, the fitting of double discharge check valves in the
forcing chambers or chests leading to each end of the cylinder for making it double
acting, and to prevent ignition or explosion back into the pump, all substantially
as herein described and shown in the accompanying drawings.
Fifth. In a gas engine, the fitting of a separate inlet and exhaust valve for the
compressed gas and air at opposite ends of the cylinder, actuated from one valve
rod and eccentric or equivalent crank or cam on the crank shaft, so as to make it
double acting, substantially as herein described and shown in the accompanying
drawings.
Sixth. In a gas engine, the fitting of ignition slide valves or cocks with their
igniting ports at the opposite ends of the cylinder, to make it double acting, and
worked by cranks from one eccentric and rod, all substantially as herein described
in reference to and shown in the accompanying drawings.
Dated the 12th Kobe 120
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.

page_text: Date of Application, 16th Apr., 1891
Complete Specification Left, 15th Feb., 1892-Accepted 19th Mar., 1892
PROVISIONAL SPECIFICATION.
Improvements in and relating to Gas Engines.
I, ANDREW BARCLAY of Argyle House, Kilmarnock, Ayrshire, Engineer, do
hereby declare the nature of my invention to be as follows:-
This invention has reference to and comprises a new or improved construction, or
arrangement and combination of the parts of gas motive power engines, or an
engine, susceptible of considerable modification of the improvements, which will be
more comprehensive and be more economical and give more power in the same
space than has been the case with gas engines heretofore.
The nature and novelty of the improvements consist in making the cylinder of a
gas engine close at both ends and double acting, that is to have a supply and
explosion of gas at each end of the cylinder and act on the piston both on its in
and out stroke, each revolution of the crank, and which engines may be made with
single, double, or triple cylinders with the pistons acting on the same crank at
different angles during the revolution, or on cranks set at different angles on the
same or coupled crank shafts, so that no two of them may be on the dead centres
at the same time.
A further improvement consists in having a double acting suction and compressing
air and gas pump for forcing the gas and air of the proper explosive proportions
into each cylinder at the opposite ends and of a proper density or compression for
explosion, immediately after the piston has turned the extreme end of its stroke on
its forward motion and when the crank and piston have approached their best acting
point or position, the one end of the pump acting as a forcing and suction pump to
each end of the cylinder. The piston of this pump would be actuated by a crank
on the same crank shaft set at a certain angle behind the main crank of the piston
of the cylinder to effect the proper compression of the air and gas at the said
time.
Another improvement consists in having separate inlet check valves for the air
and gas of two or more in number for safety in preventing ignition or explosion
back into the pumps on the forcing pipes of each pump, leading to a separate valve
casing for each opposite end of the cylinder, and with quite separate exhaust ports
and passages leading from each valve casing, so that no direct action or connection
can take place between the opposite ends of the cylinder or valve and ports except
from the separate air and gas pumps or separate ends of the pumps.
in having a separate valve, preferably a slide valve in each valve casing for the
admission of the compressed air and gas and the exhaustion or escape of the waste
gases to and from the opposite ends of the cylinder.
And further
Another improvement consists in working both valves in their separate casings
by the same rods and levers or wiper shaft, from a single eccentric on the crank
shaft;
and further in so fitting the explosive slide blocks with their igniting flame
ports on ported face plates at the extreme ends of the cylinder, that these also could
be worked from one eccentric for the purpose on the crank shaft through inter-
mediate arrangements of rods and cranks or bell cranks.
According to one arrangement of carrying out these improvements as applied
to a horizontal single cylinder engine, the cylinder would be bolted down at one
end of the bed frame, and the crank shaft would be carried in suitable bearing
plummer-blocks, with the connecting rod attached to the crank between the
plummer-blocks, and with the crosshead end of the connecting rod and piston rod
working in ordinary horizontal slide guides, so far much as in a usual horizontal
Separate slide valvo casings would however
acting single cylinder steam engine.
be formed or fitted on the top of each end of the cylinder with an inlet and outlet

page_text: port in the face plate, having an ordinary ☐ slide valve fitted and working over
these ports in each casing, both preferably connected by one central valve rod,
working through stuffing boxes in the different casings, and fitted with scrow nuts
on each valve for setting and adjusting these for the proper admission of the air
and gas and the escape of the waste gases at the opposite end strokes of the piston
The inner end of the valve rod would be connected to the upper vertical acting
arm in the centre of a wiper-shaft mounted in bearing brackets projecting up from
the slide guides of the crosshead, and having a lower lever on its outer end directly
connected to the free end of the rod of one eccentric for working these valves on
the crank shaft. The air and gas auction and compressing pump would preferably
in this arrangement be fitted horizontally to the sole-plate of the engine, parallel
to and at one side of the cylinder, and have the inner end of its piston rod working
out through a stuffing box directly connected to the free outer end of a connecting
rod attached to a crank fitted on the near over-hung end of the crank shaft, so that
it could be set at any required angle bohind the crank of the engine cylinder to
give the discharge compression of air and gas desired at the proper time. The
piston of the pump would in this case be a short solid piston packed air-tight with
rings or otherwise, and each end of the barrel of the pump would be fitted with
inlet suction pipes and branches, either from separate or from one common gas pipe
with regulating and shut-off cocks or valves and one suction inlet air valve and gas
valve chamber, and the valves would preferably be mounted vertically with feather-
guides in the bored chamber so as to close immediately by their own weight or
with light regulating springs; and further with separate discharge branches and
two, three, or more discharge air and gas safety closing valves, leading to the slide
valve casing and similarly mounted and fitted to act vertically in their bored
chambers, either by their own weight or with light springs to ensure their closing
at slightly different periods, so that they could not all be open at the same time to
sllow the explosion of the compressed air and gas back through the valve chest
into the pump while it was being forced into the valve casing to supply each end
of the cylinder as the valve opened the inlet port. The igniting slide blocks would
each be mounted to reciprocate transversely on a ported face plate fitted on the
upper extreme end cover of the cylinder, with guide plates and regulating tension
springs outside, and with outer igniting flamo tube in the centre of these, and
having their extreme free ends jointed by short links to one longitudinal
bell-crank mounted on fixed brackets projecting from the side of the cylinder, the
lateral arms of these bell-cranks being so connected by a rod to each other and
to the free end of a rod from another eccentric as to reciprocate the one igniting
plate inwards, while the other was reciprocating outwards, and vice versa to ignite
the gases and cause the explosion at the one end, while the other was shut-off
and so act to give an explosion to act on the piston from each end of the cylinder,
as the pressure of the steam acts in a steam engine, and exhaust the waste gases
on its return stroke through the chamber in the valve and the separate exhaust
port in the face plate. The cylinders of this gas engine would be jacketed in the
usual manner for a small circulation of water through them to keep them cool,
the water being supplied by gravitation from a cistern, or by a water circulating
pump.
arm of a
The flame igniting slide blocks or valves described as worked by separate bell-
cranks from one eccentric might be much of the ordinary construction of slide
igniting blocks, but as I have constructed them and prefer for this arrangement,
each consists of a broad flat parallel plate planed and fitted to work in lateral
planed grooves in the upper outer end of the cylinder covers or ends, with one
vertical port leading through the centre of the face plate of the groove direct into
the inlet port leading from the slide valve chamber down through and into the end
of the cylinder through the end cover. The slide block would have a curved D
ignition chamber iu it with two ports leading from the outer face of the plate to
one port in its back face, the latter agreeing with the port in the face of the
groove and end of cylinder in the outer position of the slide block, and the lower

page_text: of the two outer ports in the inner position of the slide block agreeing to an inlet
port in the outer cover to admit the air to this D chamber in the valve; while
the upper port in the same position would be open to the stationary gas flame or
jet at the lower end of the flame tube in the back or and face plate, through
which the gas jet would be led, with a tap on it for supplying the gas jet at the
lower end of the flame tube. While another gas tube and tap would supply gas
to a close groove in the inner surface of this end face plate, which groove would
supply the gas to a small lateral hole leading right through the valve plate and
into a small gas pocket formed in the plate, with a jet tube leading direct to
the back centre port in the valve as a pilot light carried with the valve. The
action would be as follows.-At the extreme inner end of the stroke of each slide
block, when the two outer ports were open to the flame and atmosphere through
the end plate and shut to the back central port, the pilot light would always be
iguited from the outer stationary gas jet, and as the block moved to its outer
position and shut off the two ports in its outer face and just before reaching the
central port in the inner end of the cylinder, it would cut-off the gas in the groove
leading to the pilot light, and open a small opening and groove in the inner end of
cylinder and face, so that the pressure air and gas passed in through the inlet port
from valve chest to the end of cylinder, would act on the gas in the pocket of
the valve and pilot light, and cause it to explode the gas in these ports and
in the end of the cylinder, just as the central port in the slide block reached the
central port in the end of cylinder, and shut these ports off again on the inward
stroke of the block to get the pilot light relighted as before described at the
extreme inner end of its stroke from the stationary light outside. In some cases
I would or may ignite the pressure air and gas within the port by an electric
spark or light from a small dynamo battery, or electric contact mechanism without
the use of slide igniting blocks, the eccentric or equivalent boing used for switching
on the electric contacts at the proper time, all otherwise as described.
Dated the 15th April 1891.
W. R. M. THOMSON & Co..
96, Buchanan Street, Glasgow, Agents.
COMPLETE SPECIFICATION.
Improvements in and relating to Gas Engines.
I, ANDREW BARCLAY, of Argyle House, Kilmarnock, Ayrshire, Engineer,
do hereby declare the nature of my invention, and in what manner the same is
to be performed to be particularly described and ascertained in and by the following
statement in writing, that is to say :-
My said invention has reference to und comprises a new or improved construction,
or arrangement and combination of the parts of gas motive power engines, or an
engine, susceptible of considerable modification of the improvements, which will
be more comprehensive and be more economical and give more powor in the same
space than has been the case with gas engines heretofore.
The nature and novelty of the improvements consist in making the cylinder of a
gas engine close at both ends and double acting, that is, to have a supply and
explosion of gas and air at each end of the cylinder and act on the piston both on
its in and out stroke, each revolution of the crank, and which engines may be mado
with single double or triple cylinders with the pistons acting on the same crank at
different angles during the revolution, or on cranks set at different angles on the
Bame or coupled crank shafts, so that no two of them may be on the dead centres at
the same time.
A further improvement consists in having a double acting suction and compressing
air and gas pump for forcing the gas and air of the proper explosive proportions
into each cylinder at the opposite ends, and of a proper density or compression for
explosion, immediately after the piston has expelled the waste gases of the previous

page_text: stroke, and has turned the extreme end of its stroke, on its forward motion und
when the crank and piston have approached their best acting point or position
leaving proper space between the piston and the end of the cylinder for the
explosive gases admitted to act; the one end of the pump acting as a forcing
and suction pump to each end of the cylinder, to fill that space with the gases.
of a proper density. The piston of this pump would be actuated by a crank on
the same crank shaft set at a certain angle behind the main crank of the piston
of the cylinder, to effect the proper compression of the air and gas at the said time.
Another improvement consists in having separate inlet check valves for the air
and gas, two or more in number for safety in preventing ignition or explosion back
into the pumps, on the forcing pipes of each pump, leading to a separate inlet valve
casing for each opposite end of the cylinder, and with quite separate exhaust ports
and passages leading from each valve casing, so that no direct action or connection
can take place between the opposite ends of the cylinder or valve and ports except
from the separate air and gas pumpe or separate ends of the pumps.
1
And further
in having a separate valve, preferably a slide valve in each valve casing for the
admission of the compressed air and gas and the exhaustion or escape of the waste
gases to and from the opposite ends of the cylinder.
Another improvement consists in working both valves in their separate casings
by the same rods and levers or wiper shaft, from a single eccentric on the crank
shaft; and further in so fitting the explosive slide blocks or equivalent valves with
their igniting flame ports on ported face plates at the extreme ends of the cylinder,
that these also could be worked from one eccentric for the purpose on the crank
shaft through intermediate arrangements of rods and bellcranks.
And in order that the improvements of my said invention may be properly
understood I have hereunto appended two sheets of explanatory drawings in which
the same reference letters are used to indicate the same or corresponding parts in
all the figures where shown."
Figure 1 on Sheet 1 of these drawings, and Figure 2 on Sheet 2, are a complete
side elevation looking on the compressing pump side, and a plan respectively of one
construction or arrangement and combination of the parts of an improved double
acting horizontal gas engine with one cylinder, as constructed in accordance with
and illustrative of my improvements, and Figure 3 on Sheet 1 is a detached longi-
tudinal section through the centre of the cylinder A and its inlet and exhaust slide
valves a, a, and casings b, b, and ignition valves G, G, as taken near the line 2-2
in Figure 2. And Figure 4 is a transverse vertical section as taken on the
irregular line 1-1 in Figures 1 and 2 through the cylinder A, pump D, and its
gas and air inlet and discharge valves d, e, e¹, and casings E, F, to the cylinder A.
While Figures 5 to 7 are detached views of one of the igniting valves G and its
casings G, G³, which will be hereinafter more particularly described.
According to this arrangement of carrying out these improvements as applied to
a horizontal single cylinder engine and shown in Figures 1 to 4, the cylinder A is
bolted down at one end of a strong hollow bed frame B, secured to any suitable
foundation, and the crank shaft C is carried in suitable bearing plummer blocks B¹,
bolted down to the other end of the frame B, with one end of the connecting
rod Ca attached to the crank C), between the plummer blocks B', and with the
other end of the connecting rod C2 jointed to the crosshead C³ which is coupled to
the outer end of the piston rod A' of the piston A¹; the crosshead C³ working by slide
bushes C in ordinary horizontal slide guides C, bolted to the bed plate B, so for
much as in a usual horizontal acting single cylinder steam engine. Separate slide
valves a of an ordinary construction and their casings bare formed or fitted on the
top of each end of the cylinder A, with an inlet and outlet port a, a, in the face
plate of each casing 6 over which each slide valve a works as seen particularly in
the sections Figures 3 and 4. Both 'alide valves a are connected by one central
valve rod b¹ working through stuffing boxes 6" in the opposite ends of both casings b,
and preferably fitted with screw nuts or other equivalent, in the centre or ends of
each valve u for setting and adjusting these for the proper admission of the air and

page_text: gas through the ports a¹, and the escape of the waste gases through the exhaust
ports all to the central escape lateral branch all at the opposite end strokes of the
piston A'. As seen particularly in Figures 1 and 2, the inner free end of the valve
rod bis connected by a link b to the upper end of a vertical acting arm or lever b³
secured in the centre of a wiper shaft 6, mounted in bearing brackets projecting up
from the slide guides C of the crosshead C, and has a lower lever bs, secured on
its outer end directly connected to the outer free end of a rod 6° of the eccentric b',
on the crank shaft C, for working these valves a. The cylinder A of this gas
engine is jacketed at A", as well as its front stuffing box and back end
covers A, A1, respectively, for a small circulation of water through the jacketod
spaces A", of these and also by side ducts 611 up into jacketted spaces A", in
the casings b, and casing covers 61111 to keep all these cool, the water being supplied
by gravitation from a cistern, or by a water circulating pump to the branch A× at
the lower part of the jacketted space A", of the cylinder A, and escaping by the
donble branch pipe 6x from the covers 6 of the jacketted space A", of the valve
casings 6. An air and gas suction and compressing pump D, would in this arrange-
ment be fitted horizontally to the soleplate B of the engine, parallel to and at one
side of the cylinder A, as seen also in section Figure 4, and have the outer end of
its piston rod D", guided in a slide guide B bolted to the bed plate B, and working
out through a staffing box cover Dill, directly connected to the free outer end of
a connecting rod D', jointed to a crank pin in the crank D³, secured on the outer
overhung end of the crank shaft C, so that it could be set at any required angle
behind the crank C' of the engine cylinder A, to give the discharge compression
of air and gas desired. at the proper time, in relation to the motion of the piston A',
to fill the space at opposite ends of the cylinder A behind it to the proper density
before explosion. The piston D' of the pump D would in this case be a short
solid piston packed air-tight with spring rings or otherwise, as seen particularly in
Figure 4, and the barrel D of the pump would be fitted with an inlet suction air
pipe E and gas pipe f and branch E", preferably with one common gas pipe f
leading into the chamber E, of the branches E, E", with regulating inlet and
shut-off air and gas cocks or valves E',', leading into the air and gas combining
chamber F, and the branch E" leading from the chamber E is fitted with a
throttle or butterfly valve Ell, with spindle and lever Ex passing outside through
a staffing box, for regulating the admission of the combining gas and air from the
chamber E, to the double brauch pipe E³, which leads into separate valve chests E*
each fitted with feather inlet lift check valves d; with regulating stop spindles
fitted through the covers E³, and leading by the branches d" to each end of the
barrel D of the pump. And further each end of the pump D, would also be fitted
with separate discharge valve chest and branches F, F, and two, three or more
discharge air and gas safety closing feather valves e e similar to the inlet valve d.
each leading by the branch F", to the slide valve casing; the valves e, a, being
mounted and fitted to act vertically in their bored chambers, either by their own
weight or preferably with light springs el fitted on their regulating lift stop
spindles e in the covers F, F', to ensure their closing at slightly different periods
so that they could not both be open at the same time to allow the explosion of the
compressed air and gas to enter or pass into the valve chest F, or the pump D,
while it was being forced in the valve casing to supply each end of the cylinder
as the valve a opened the inlet port a'. All these inlet and discharge valves d, e, c',
would preferably be mounted vertically with feather guides working in their bored
seats so as to close immediately by their own weight or with light regulating
springs ell and asbestos, wood, or other soft material in the lower end of their stop
spindles at d, e, to prevent noise in their working; and although only one common
gas and air inlet branch E valve arrangement has been shown for the two opposite
ends of the cylinder, it is to be understood that one set might be fitted to each of
the inlet and discharge valve chests E, F, at the opposite ends of the cylinder A,
and pump D.
The igniting arrangements and mechanism here consist of two parallel valve

page_text: blocks G, each mounted to work in a slotted guide recess preferably over a wearing
and ported faced plate G', over a port G in each of the outer end covers A*, Al
of the cylinder A, each block G being fitted with an outer end cover G, faced as
a guide plate, fitted or formed on the lower end of the vertical flame ignition
tube G, and fitted with screw studs and pressure springs outside at G. These
reciprocating and igniting valve plates G, as seen particularly in Figuro 2, are each
jointed at their extreme free ends by short slotted studs g, or it might be links to
one longitudinal arm g of a bell-crank g', g³, fulcrumed on strong studs at 11 on
fixed brackets g projecting from the side of the cylinder A, the latteral arms g*
of these bellcranks g' g' being so connected to each other by slotted ends in a
longitudinal rod g³, working in guides g* on the brackets g and attached to the
free end of a rod g from a second eccentric go on the crank shaft C, so as to
reciprocate the one igniting plate G inwards while the other was reciprocating
outwards and vice versa to ignite the gases and cause the explosion at one end,
while the other was shut-off to its port G" in the end cover leading to the port a¹
in the ends of the cylinder A, and so act to give an explosion to act on the piston
from each end of the cylinder (equivalent to the manner in which the pressure of
steam acts in an ordinary double acting steam engine cylinder) and exhaust the
exploded waste gases on its return stroke, through the chamber or recess in the
slide valves a and separate exhaust ports a" in the face plate of each valve chest b.
The flame igniting slide blocks or valves G described as worked by separate bell-
cranks g, g, from one eccentric g', might be much of the ordinary construction of
some of the slide igniting blocks for gas engines; but would preferably be
constructed as shown particularly in Figures 5 to 7 which are a sectional view of
the back end of the cylinder cover All and its slide block or valve G and ignition
plate G, and tube G³n front view and transverse section of the valve block G
detached, and a sectional plan of the same corresponding to Figure 6, all respec-
tively. For this arrangement each valve consists of a broad flat parallel plate G,
planed and fitted to work in lateral planed grooves in the upper outer end of the
cylinder covers or ends As, Au, with one vertical ignition chamber or port a³, a³, a',
leading through to the centre of the face plate G₁ of its groove direct into the
inlet port Gleading from the port a' from the slide valve face plate down
through and into the end of the cylinder through the end covers As All The
chamber a², as, a', in the slide box Ġ would be of a curved D shape and have two
of its ports a³ a leading from the outer face of the plate G³, and ignition
chamber G to one port at, in its back face, the latter agreeing with the port G
in the face of the plate G¹ and end of cylinder in the outer position of the slide
block G and the lower port a² of the two outer ports in the inmost position of the
slide block G agreeing to an inlet port G in the outer cover G2, to admit the
ignition air to this D chamber in the valve, as shown particularly in this position
in Figures 6 and 7; while the upper port as in the same position would be open to
the flame port G in the lower end of the ignition flame tube G³ in the back or
end face plate G through which the gas jet tube c would be led, with a tap on it
for supplying the gas jet at G, at the lower end of the flame tube G³, all as shown
more particularly in Figure 5, which is an irregular section as taken on the
line 3-3 in Figure 7. While another gas tube and tap c¹ would supply gas to a
close groove cl in the inner surface of the end face plate G which groove cl would
supply the gas through a small lateral hole c³ leading right through the front of
the valve plate G, and into a small gas pocket c³ formed near the back of the
plate G over the port a³, a', with one or two flame jet holes, leading into this
The
centre port a, a, in the valve G, as pilot lights carried with the valve.
action would be as follows:-At the extremo inner end of the stroke of each slide
block G, as shown in this position in Figures 6 and 7, when the two outer ports a, a,
were open to the air port G and flame port G and through the end plate G, and
shut to the back central port G", the pilot lights c would always be ignited from
'the outer stationary gas jet o, and as the block G moved to its outer position, and
shut off these two ports a, as, in its outer face and just before the port a' in the

page_text: back of the plate G reached the central port G" in the inner end of the cylinder A,
it would cut off the gas from the groove c leading to the pilot light, and open a
small opening c from the pocket in the inner face of the valve block G to a
groove in the inner end of the cylinder to the port or passage G, so that the
pressure air and gas, passed in through the inlet port a', G₁i, from valve chest a, b,
to the ends A A³ of the cylinder A, would act on the gas in the gas pocket of
of the valve G and pilot lights and cause it to explode the gas in these
ports a G previously forced into these and the ends of the cylinder A, by the
pump while the valve G was travelling from its inmost position to this ignition
outward position just as the central port a' in the inner face of the slide block G,
reached the central port G, in the end of the cylinder A, and again shut these
ports off on the inward stroke of the block G, to get the pilot light relighted, and
the chamber c supplied with gas from the tube and groove c', c", as before
described at the extreme inner end of its stroke from the stationary light c outside,
and these two gas branches c c' would be supplied from one common gas pipe c*, as
shown particularly in Figure 2. In some cases I would or may ignite the pressure
air and gas within the port by an electric spark or light from a small dynamo,
battery, or electric contact mechanism without the use of slide igniting blocks, the
eccentric or equivalent being used for switching on the electric contacts at the
proper time, all otherwise as described. Although these ignition valve blocks G
have been shown and described as fitted to reciprocate transversely in the end
covers of the cylinder A, it will be understood that they might be fitted to work
either longitudinally or transversely, on side face plates near the ends of the
cylinder in an equivalent manner from a single eccentric rod.
By another arrangement, as shown in the transverse section of a part of the
cylinder A, Figure 8, the ignition of the compressed gas and air in the opposite
ends of the cylinder A, might be effected by an ordinary construction of close tube
ignitor, one of which is shown in section as fitted to one of the inlet ports a' at one
end of the cylinder A, heated to a white heat by a Bunsen gas burner i, ³, and
ring jet i. One of these, as shown in section in this figure, consists of a branch
with cock I, with key 11, fitted laterally at each side end of the cylinder with a
passage I, 1, in the branch I, and key I of the cock leading into the port a'.
This cock I, 1', would preferably be fitted with stuffing-boxes I, I³, at its ends,
the upper one I would carry the close ended heated tube 1 in direct communica-
tion with the open end 1', of the key 1' to be heated by a tubular rose ring burner i
carried on a gallery 15 secured by screws I" to the upper stuffing box 13, and
carrying the projecting jet tube I surrounding the ignition tube 1. A Bunsen
gas and air jet branch i¹, i, would be fitted to the ring burner through the
gallery I all so as to heat the igniting tube I to a white heat. The key I of
each cock would be fitted with a single lever g³ equivalent to the bell crank
levers g, g, in the former arrangement, and these would be so set and worked by a
rod g³ either from an eccentric go, or it might be double cam on the crank shaft Cas
to open the one key I' at the one end of the cylinder A, just as the gas and air had
been forced into it to the proper density to be exploded, when a small portion of
the gas and air would rush back from the port a' through the openings 1, i, into
the close hot tube I' so as to be ignited and strike back into the cylinder A. The
key T of the cock I at the other end of the cylinder would be kept shat while
the piston was travelling to that end of the cylinder to be supplied with gas and
air for the reverse stroke when it would be opened and the first one closed; this
double action of the valves takes place at each revolution of the crank shaft the
exhaust taking place through the valve a.
Although I have only shown and described my improvements as applied to a
horizontal single cylinder arrangement of gas engine, it will be understood that
they are equally applicable to be fitted to each cylinder of an engine with vertical
or angled cylinders, and that two or more cylinders might be fitted to cranks at
right or equal angles to each other on the crank shaft, or two cylinders set at right
angles to each other with their connecting rods working on the same crank.

page_text: It is a difliculty with all gas engines the starting of thein and turning the dead
centres of the crank, and for single cylinder engines, I have a fly wheel C on the
crank shaft C, but for double cylinder engines this may be dispensed with; but
for ease of turning the fly wheel shaft at starting the engine to turn the centres,
I fit a small pipe with a cock or valve on it as shown in Figure 4, between
each discharge pressure valve chest F, and the inlet ports a' of the cylinder A, to
be opened at starting to relieve the pressure on the pump D, so that the engine
may be easily started. When the power on these engines is regular or constant,
their speed can be regulated by setting the inlet gas cock or valve f, preferably
with a pointer and index plate on its spindle or lever handle at f; or further by
setting the combined gas and air valve El, by its spindle and a lever Ex outside,
so that the pump D will draw in a regulated quantity of gas and air to be com-
pressed proportionate to the speed required; but for engines with irregular loads
the speed of the engine may be regulated by connecting any ordinary engine speed.
governor to a crank on the spindles Ex of either of these gas, or gas and air
cocks or valves F E to regulate the proper admission of gas and air by these
valves to the pump D and engine to suit the speed required.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed 1 declare that what I
claim is :-
First. The construction or general arrangement and combination of the parts of
a gas engine with a double acting piston, and cylinder close at both ends, and
supplied with compressed gas and air from a double acting pump, all substantially
as herein described in reference to and shown in the accompanying drawings.
Second. In a gas engine, the arrangement of a double acting pump, worked by f
separate crank or an eccentric on the crank shaft, and with separate inlet anc.
discharge valve chests and double safety discharge valves for supplying compressed
gas and air to the inlet and exhaust valve chests at opposite ends of the cylinder,
80 as to make it double acting, substantially as heroin described in reference to and
shown in the accompanying drawings.
Third. In a gas engine, the fitting of a controlling and regulating gas cock or
valve on the inlet gas supply pipe, and a regulating valve on the combined gas and
air pipe, for governing the speed of the engine, substantially as herein described
in reference to and shown in the accompanying drawings.
Fourth. In a gas engine, the fitting of double discharge check valves in the
forcing chambers or chests leading to each end of the cylinder for making it double
acting, and to prevent ignition or explosion back into the pump, all substantially
as herein described and shown in the accompanying drawings.
Fifth. In a gas engine, the fitting of a separate inlet and exhaust valve for the
compressed gas and air at opposite ends of the cylinder, actuated from one valve
rod and eccentric or equivalent crank or cam on the crank shaft, so as to make it
double acting, substantially as herein described and shown in the accompanying
drawings.
Sixth. In a gas engine, the fitting of ignition slide valves or cocks with their
igniting ports at the opposite ends of the cylinder, to make it double acting, and
worked by cranks from one eccentric and rod, all substantially as herein described
in reference to and shown in the accompanying drawings.
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.