IMPROVEMENTS IN THE CONSTRUCTION OF GAS ENGINES AND IN CERTAIN METHODS OF OPERATING THE SAME
Year: 1883

page_text: LETTERS PATENT to Lewis Hallock Nash of Brooklyn in the County of Kings
and State of New York in the United States of America for an Invention of
"IMPROVEMENTS IN THE CONSTRUCTION OF GAS ENGINES AND IN CERTAIN
METHODS OF OPERATING THE SAME
رو
COMPLETE SPECIFICATION filed by the said Lewis Hallock Nash at the
Office of the Commissioners of Patents on the 4th December 1883.
LEWIS HALLOCK NASH of Brooklyn in the county of Kings and State of New
York, one of the United States of America IMPROVEMENTS IN THE CONSTRUCTION
OF GAS ENGINES AND IN CERTAIN METHODS OF OPERATING THE SAME.
In an application for a patent made by me November 27, 1883 I have described
and claimed certain matters of invention in a single acting gas engine particularly
directed to the saving of the heat abstracted by the use of a circulation of water
usually employed to cool the working cylinder in the form of a water jacket therefor.
The heat hitherto lost in the employment of the water jacket is by my said invention
absorbed by the gaseous mixture after compression in passing over the heated
parts of the engine on its way to the working cylinder and the gaseous mixture is
thus utilized as a cooling element by reason of being compressed at a comparatively
cool temperature in the presence of water by the forward stroke of the piston and
caused to pass from a compression chamber over and around the hot cylinder and
the working parts in its passage to the cylinder from a suitable storing chamber.
The heat thus absorbed from the engine by the gas under compression serves to
increase its elastic force within the cylinder and in this way the compressed
working gases are used as the medium for preventing the cylinder from being
unduly heated and the heat taken therefrom is saved as an element to increase the
elastic force of the working fluid. The invention herein is directed to certain
improvements in the gas engine whereby it is adapted to be operated wholly
or in part with a liquid fuel as an explosive gas engine making its own
gas from said liquid fuel thereby effecting a saving in gas which is used to
start the engine, to properly heat the cylinder and working parts to admit
of the use of liquid fuel to continue the operation as an explosive gas engine.
The liquid fuel is injected with air, water, and gas, into a compression chamber
formed in the forward end of the cylinder, and is compressed by the forward

page_text: stroke of the piston The heat produced by the compression of the liquid fuel,
gas and air will tend to evaporate the liquid fuel, within the compression
chamber and the vapor of the fuel thus produced in the cylinder will mix with the
air and gas and form an explosive mixture capable of operating the engine in the
same manner as a mixture of air and gas as heretofore supplied to the cylinder.
The quantity of gas required with the liquid fuel will be very small and gas may
not be used at all in the compression chamber but only using gas to effect the
lighting of the charge supplied to the lighter jets. The liquid fuel injected into
the compression chamber will by its evaporation by compression absorb much of
the heat developed by the compression of the gases and thus reduce the temperature
of the working fluid and to assist in effecting this cooling action cold water may
be injected with the liquid fuel. Provision is made for starting the engine by the
pressure of the working fluid stored in the storage-chamber, or by a gaseous fluid
formed in the lubricating chamber by the heat thereof Two or more co-acting
cylinders are combined with a gas storage chamber which communicates with the
compression chamber of each cylinder so that the compressed gases are discharged
from each cylinder on the forward stroke of the piston into the storage chamber
wherein they accumulate and maintain a sufficient pressure to be utilized as a
starting power. The burning of the gases within the cylinder serves to heat the
engine and thereby allow it to be operated by the volatile liquid injected into the
heated cylinder. Having thus briefly stated the several matters of my invention
I will now more particularly describe the same, reference being had to the
accompanying drawings which illustrate one form of engine, adapted for carrying it
into practical effect. Figure 1 represents a vertical central section of an upright
double cylinder single acting gas engine showing one piston at the point of ignition
and the other on its returning stroke. Figure 2 represents a similar section taken
at right angles to Figure 1 through the valves, Figure 3 represents a vertical
section taken centrally between the cylinders showing the storage chamber for the
combustible mixture compressed in the compression chamber Figure 4 represents a
vertical section taken through the valve-chamber of V¹. Figure 5 represents a
horizontal section taken through the line x x of Figures 1 and 3, Figure 6
represents a similar section taken on the line y y of Figure 1. Figure 7 represents
a vertical section through the valves in position on the return stroke of the piston.
Figure 8 a similar section showing the valves in position when the charge is being
admitted. I have shown my invention as applied to a double cylinder upright
engine, the cranks being set opposite to each other. but two or more cylinders
may be arranged inclined to each other and the cranks may be set at suitable
angles.
A single cylinder may also be used when liquid fuel is employed. The
cylinders A¹ A² are single acting and are formed within an upright case or
shell K which also encloses the operating parts. A storage chamber D¹ is formed
in the upper part of the case or shell and extends from the top thereof to below
the lower heads of the cylinders on each side of and beneath said cylinders to give
sufficient capacity for a storage chamber within which the working gases are
compressed and stored around and beneath the cylinders. This storage chamber D¹
communicates with the compression chamber C1 C2 of the cylinders and is supplied
therefrom during the working of the engine, but it may be supplied with an
explosive mixture by independent means such as an independent air and gas com-
pression pump. This communication is effected by check-valves v¹³ arranged in the
storage chamber and adapted to open a passage in the lower head of the cylinder
as shown in Figure 1 being closed by a spring and opened under the pressure in
the compression chamber so that the storage chamber D¹ communicates with the
compression chambers and with the power ends of the cylinder as will be presently
described. Beneath this chamber, the shell encloses the working parts and forms a
reservoir I for oil and water for lubricating the working parts. The cylinders are
arranged at the top of the case and are closed at their upper ends by a removable
head H³

page_text: As the working fluid is stored at a comparatively low temperature and is in
contact with both sides and lower heads of the cylinders it acts as a heat absorbing
medium and therefore prevents the undue heating of the cylinders and of the
operating parts. The supply and exhaust valves are also enclosed by the case and
are subjected to the cooling effect of the compressed working fluid. The forward
ends of the working cylinders form compression chambers C¹ Č² wherein the volatile
liquid is injected, vaporized by compression with air and water and with gas
when used and forced into the storage chamber D₁ as a combustible vapor where it
is constantly maintained under compression for use in the cylinder. The other
end of the cylinder is the power end into which the gases are admitted by the
valve and ignited in any suitable way. The quantity of gas required with the
liquid fuel will be very small and gas may not be used at all in the compression
chamber but only using gas to effect the lighting of the charge supplied to the
lighter jets.
The forward ends of the cylinders A¹ A³ terminate in open cylinders B³ B*
Figures 1 and 6 of less diameter than A¹ A² within which the pistons P¹ P' work
and form bearings for the trunks or hollow rods R¹ R² which support the pistons
and act as slideways to them.
These smaller cylinders B² B* have sufficient length to form a good bearing and
tight joint for the hollow piston-rods which open into the lubricating chambers I
and thereby lubricate the piston connections. The pistons P¹ P² do not touch
the working cylinders being supported by the rods R R* and provided each with
a packing ring D² suitable to stand a high temperature. A hollow cap or cover H'H'
is suitably secured over the rear ends of the pistons to protect them from the
direct contact of the ignited gases. The greatest heat will be developed in the end
of the cylinder where the gases ignite, and this part of the cylinder will
become very hot and the cap- working within this hottest part of the cylinder
nearly fills it on the return stroke of the piston and by making said cap of sufficient
length, the packing-ring will be caused to work in a comparatively cool part of the
cylinder. Piston rods R R³ secured to the caps, pass through stuffing boxes in the
cylinder head H³ and serve to support the pistons and prevent them from touching
the cylinders. The case is made air-tight when the chamber I is used for the
evaporation of gaseous vapor from a volatile fluid and it is provided with heads I'
for access to the working parts. The power transmitting crank shaft S passes
through the lower end of the case and its cranks K¹are connected to the piston
rods R' R by rods R7 having a rocking bearing, on said piston-rods and.
connections R8 which are connected to the wall of the shell K. by guide arms R³ in
a manner and for the purpose set forth in my said application. The valves V¹ V²
are arranged in chambers formed in the case K and communicate with each other by
a passage F formed at the top of the case and communicating by the opening a
with the storage chamber D¹ by the throttle-valve a' as in Figures 3 and 5. This
passage F is on one side of the cylinder and the valve a² is arranged to operate in
the storage chamber so as to control the supply of gas therefrom to the cylinders.
The storage chamber D¹ has communication by the valves v' with the cylinder
compression chambers C¹ C² and communication with the valves V1 V2 by the throttle
valve a¹. The valves V1 V2 are operated by the eccentrics y1 y2 and the connecting
rods x¹² the valve V₁ being operated by the eccentric y¹ set quartering with the
crank K¹ so as to open the ports of said valve V¹ throughout the full stroke of the
piston. This valve V₁ also controls the exhaust, the admission of the products to
the compression chamber C¹ and the admission of the compressed gases to the cut
off valve Va arranged to communicate with the valve V₁ through the passage el.
For the purpose of starting the engine, the passage e¹ is connected by the pipe d¹
with the cylinder passage f¹ so that the valve V₁ may operate the engine
independently of the cut-off valve V2 while the engine is being started. The
valve V operates. to cut off the admission of the charge to the cylinder when the
cock a³ of the pipe d' is closed to light the charge and to operate the lighter jets. The
compressed gases are admitted to the valves V¹ V³ through the passage F from the

page_text: storage chamber D' while the pipes W₁ W serve to admit the water and fuel mixed
together into the valve ports of the valve V¹ whence it is admitted into the
compression chambers C₁ C². The valve V2 has a lighter space L within which an
internal lighter jet J burns and is supplied through the pipe p³ an external jet J¹
being arranged to relight the internal jet J at each stroke of the piston from the
same supply. The lighting of the charge by means of the jets is the same as that
usually practiced in gas engines, but I may employ any suitable meaus for ignition
as by the electric spark, in which case the use of gas may be dispensed with after
the engine is in operation with the liquid fuel. The valves shown are adapted to
operate the engine in one direction only but I do not limit myself to the use of
any particular form of valve; nor to its application to an engine having a fixed point
of cut-off, but may use any approved form of valve, or operating mechanism with
a variable cut off or to run either backward or forward. The liquid fuel may be
injected into each compression chamber, or into one of them and after passing through
the valved opening therein will fall into the storage chamber D' where the fuel
not previously evaporated by the heat of the compression will be evaporated by
contact with the hot engine walls so that its vapor will become mixed with the
compressed gases in said storage chamber. Engines having a variable cut-off may be
operated by simply lighting the mixed gases as they flow into the power cylinders
in starting the engine (when cold) from the gas in the storage chamber.
But have shown a simple method of starting the engine provided with a fixed
cut-off by means of the gases stored in the chamber around the cylinders. With
such a cut-off the valves operate to admit the gaseous charge at the beginning of
the stroke, and to continue the admission of the gases throughout the stroke, except
during the time when the gases having been ignited in the cylinder, the pressure
of the gases therein is greater than that in the storage chamber, at which time a
check-valve c', Figure 1 in the pipe & prevents the return of the gases in the
cylinder to the storage chamber.
To start the engine when there is a sufficient pressure of the gases in the storage
chamber to drive it, the operating valves are opened and the engine will move
under such pressure and since the valves are constructed to operate through the
full stroke of the piston it can be started from any part of the stroke not on the
dead center. As soon as a piston has reached the point at which the ignition of
the charge takes place, the explosion of the same will drive the engine forward at
the same time closing the check valve c¹ or c² in the pipe d'or d² and thus prevent
further admission of the compressed gases during this stroke unless the pressure of
the exploded gases in the cylinder should fall by expansion and loss of heat to a
lower point than the pressure of the gases in the storage chamber.
In such case the engine would be caused to complete its stroke by a further
admission of compressed gases. The pressure of the gases in the storage chamber
will be maintained by the fresh supply of the liquid fuel which will be compressed
in the compression chambers C₁C and delivered as combustible vapor in the
storage chamber D¹ at each stroke of the piston
For since the gases in the power cylinder are hot, it will not take such a large
quantity of the cold gases from the storage chambers D₁ as to exhaust the latter
before the engine is in operation. It will thus be seen that in order to start the
engine it is only necessary to have a sufficient pressure of gas in the storage
chamber to overcome the friction of the engine. If the engine has been at work
and only stopped for a short time there will be a sufficient pressure of gas in the
storage chamber for the purpose but if it has been stopped for a long time it will
be found that the pressure will not be sufficient by reason of leakage To produce
sufficient pressure in such case I provide an air compression pump of sufficient
capacity to compress enough air and gas to fill the storage chamber and connect it
with the pipe p² Figure 2 which pump may be worked by hand or otherwise.
As soon as a sufficient pressure is obtained in the storage chamber the engine
can be started as stated. As the power cylinders and the hollow piston-rods
are surrounded by the compressed gases, they are kept from being unduly heated

page_text: because the gases will be very much colder than the power cylinder and therefore
will abstract heat from it. The operation of the co-acting pistons and their valves
being identical it will be sufficient to describe the operation only of one of the
pistons and its valves. The engine having been started, and the piston P¹ being on
its back stroke air enters the compression chamber C through the port i as the
latter is opened and closed by the valve port in the valve V¹ the air entrance i
being formed in the wall of the shell as shown in Figure 4. Gas is admitted
through the pipe g¹ into the port of valve V as in Figure 7 when it enters the
port of the same valve; while the liquid fuel and the water mixed together are
admitted through the pipe W into the same valve space the whole passing into the
compression chamber through the port i. At the same time the waste gases are
expelled through the port O. When the piston has completed its back stroke the
valves are in the position shown in Figure 8, the outlet port O is closed and the
ports g and W₁ also closed by the valve V' so that the forward stroke of the
piston compresses the liquid fuel and gases contained in the compression
chamber C forcing them through the stop valve v¹ into the storage chamber D¹.
At the beginning of the forward stroke of the piston, the port of valve V₁ opens
communication through the port h' with the inlet passage and through the port e¹
with the port m¹ of valve V2 so that the compressed charge passes from the storage
chamber D' through ports and passages F h¹ kè¹ e¹ m³ and f¹ to the cylinder-space A¹,
until the valve V2 closes said communication with the cylinder space A¹ by closing
the port f¹ which is shown in Figure 2 as just on the point of being closed by the
valve V2
At this time the port of valve V₁ will be full of gas which has entered through
the pipe g¹. The valve V₁ now opens communication with the storage chamber D¹
Figure 8, through port 8 so that the compressed gases entering at 8 will carry in
with them the gas contained in i² and through port r¹ which is opened by port
n¹ of valve V2 and hence they will pass through the passage L' into the passage f
where they will issue near the lighter valve V2. At this instant the valve Va
opens communication between the lighter space L'and passage f¹ so that the flame
issuing from the lighter jet J is communicated to the gas issuing from L³ and thence
to the charge.
-The valves are shown in the position they occupy respectively in Figure 2 just
previous to the instant of ignition; in Figure 7 on the return stroke of the piston
and in Figure 8 during the admission of the charge. I have shown and described
my invention as applied to two co-acting single cylinders, but it is obvious that Į
may construct a single cylinder engine to operate in the same manner.
In starting the engine when cold the throttle valve a¹ Figures 3 and 5 is closed
and a mixture of gas and air under pressure is admitted to the storage chamber D¹
through pipe p and cock a³. The cock as in the pipe d¹ is now opened making
free communication between the ports e¹ operated by valve V₁ and the cylinder
passage f leading to the cylinder space A¹. The cock a² is also opened for the
same object with relation to the cylinder space A². The throttle valve a¹ now
being opened the pressure of the compressed gases is admitted through the passage
F to port h' and through port k¹ of valve V' to port e' it passes through the pipe
d and the port f¹ into the cylinder space A¹ driving the piston P¹ forward until
it has completed its stroke, during which time the piston P2 is making its return
stroke. The valve V₁ now closes the ports e' land opens the exhaust port O for
the return stroke of the piston P' while the corresponding valve of piston P³ opens
communication with the passage F through its ports e2 h Figure 5 so that the
compressed gases pass into the cylinder space A2 through the pipe d³ and port ƒ³
thus driving the piston P³ forward. As soon as the piston P² has reached the
point where the gases are ignited the ignition of the charge is effected by the
lighter valve V Figure 5 and the explosion of the charge closes the check-valve
ca of the pipe d² thus closing all the communication with the storage chamber D¹
until the pressure in the cylinder space A² becomes less than that in the storage
chamber at which time more gas will enter through the pipe completing the

page_text: stroke of the piston P. Both cylinders now operate as described and the engine
case is gradually heated by the ignition of the gases at each stroke and the cocks
a² and a Figure 1 are now gradually closed thus making the engine operate as a
simple explosive gas engine. When the engine is sufficiently hot liquid fuel is
admitted to one or both of the cylinder compression chambers C¹ or C³ through the
pipe W¹ Figure 5 with water for admixture with the entering air and gas. As
fast as the liquid fuel is evaporated the supply of gas may be diminished until the
engine is operating by the vapor of the liquid fuel, the gas being used to operate the
lighter. That is to say, after the engine is in running order, I gradually admit the
liquid fuel through the pipes W' and W2 until the engine is operating by liquid
fuel alone, gas being only supplied to the lighter jets J J¹ through the pipe p³
Figure 2. I have thus described a simple means of starting a gas engine, wherein
the point of cut-off is fixed by the connecting and operating mechanism of the
cut-off valve, so as to occur in a definite portion of the stroke. But it will be
understood that my invention is not limited to an engine operating in this way
but it may be applied to an engine operated by a variable cut-off as well by adjust-
ing the cut-off so as to first admit the gases through the full stroke and lighting
the mixture as it enters the power cylinder then causing the engine to cut off
shorter until it is in full operation and sufficiently heated to operate as a simple
explosive gas engine. The important matter of this part of my invention consists
in the operation of starting the engine by the pressure of the stored working fluid,
in which the engine is first operated by the pressure of said fluid as a simple com-
pressed air engine then heated by the ignition of the gases and when the engine is
hot changing the operation of the engine by suitable valve mechanism to operate
as a simple explosive mixture gas engine. I have described the engine as being
operated by a combustible mixture produced from the liquid fuel, air and gas which
has been admitted into the compression chambers C₁ and C² but I may operate the
engine by the vapor of a volatile oil which is injected in the lower lubricating
chamber I of the enclosing case. This chamber I besides serving as a reservoir for
oil to lubricate the working parts may be utilized as an air tight storage chamber
for gaseous vapor for operating the engine.
This may be done by injecting a volatile fuel through an external pipe pl
entering the case, the heat of which will evaporate this fuel so that the upper part
of the chamber I will be filled with the vapor of the fuel and water which may be
used for the purpose stated. An external pipe p* Figure 2 provided with a
controlling cock a leads from the chamber I to the pipe på by which the lighter
jets are supplied with the combustible vapor to light the charge in the same
manner as gas jets. A pipe po figure 1 provided with a controlling cock a leads
from the chamber I to the gas supply pipe g' by which the engine is supplied with
the gaseous vapor thus produced by the volatile fuel.
A similar pipe may
connect the pipe g² Figure 5 with the chamber I for the same purpose. In
operating the engine by means of vapor produced in the chamber I said chamber
forms an evaporator for the liquid fuel and the introduction of air therein is
not necessary, the gaseous vapor being supplied to the pipe g₁ to operate the
engine in the same manner as when gas is used. The vapor from the volatile fuel
acts the same as gas, and when the engine is operated by gaseous fuel the chamber
I forms, the source of supply.
In operating the engine by means of this source of supply, if a very volatile fuel
is used, as gasoline, it will not be necessary to start the engine with gas first, but
the operation may be as follows viz. :—Obtaining a pressure of air in the chamber
D¹ by means of pipe p² the engine will be ready to start, the chamber I containing
the gasoline being full of vapor.
By opening the cock a of the pipe d³ air will pass into chamber I from chamber
D' and drive out the fuel vapor through the pipe p³ supplying the engine through
the valves and to the pipe p* to supply the lighter if desired. But I prefer to use
coal gas to effect the lighting of the charge by the pipe p³ since it is more reliable
for the purpose. The engine may now be started by opening cock a¹ of the

page_text: chamber which communicates with the engine valves and opening the cock a7 of
the pipe ps when fuel vapor from chamber I will pass into the pipe g¹ and enter
the compression chamber D' in the operation of the valves while the air enters the
compression chamber at i in the operation of the valves. When a less volatile fuel
is used it may be necessary to operate the engine at first by gas until it is hot
enough for the gaseous vapor to form in the chamber I and this change in the
method of operating the engine is due to the nature of the fuel used and not to
the engine.
To assist in evaporating the fuel I prefer to extend the pipe d³ down in the
chamber I so that its end will be below the surface of the liquid to deliver the
compressed air into the body of the liquid to be evaporated. It will be under-
stood that there is no connection between the chambers D' and I except through the
pipe da and its cock at and the office of this connection is to force out the gaseous
vapor in the chamber I if the heat therein should not be great enough to supply
the vapor in sufficient volume to the engine and to assist in effecting the evapora-
tion of the volatile liquid injected into said supply chamber. A governor may be
applied to the cocks of the supply pipes p p to control the supply of the gaseous
vapor to the engine. These pipes p p form an outside communication of the
chamber I with the engine but, such communication may be made through cored
passages in the engine case.
An external pipe d³ controlled by a cock a connects the chamber D¹ with the
lower chamber I by which compressed air may be caused to enter said chamber I
and thus drive the gases contained in the latter into the engine. In this case
the air and vapor will enter the chamber D' through the valves v¹² and be
compressed in the cylinder chamber the same as when using gaseous fuel to operate
the engine.
It is also obvious that the engine may be operated by a working fluid produced
at the same time in the storage chamber D¹ and in the lubricating chamber I as
described, the two supplying chambers communicating with the valve system of
the engine as shown and stated, or in any suitable way so long as the engine is
constructed and is adapted to produce the gas by which it is operated from a
liquid fuel capable of being evaporated in the presence of heat and under
compression. In the construction shown the volatile liquid fuel is injected into the
engine case upon the heated working connections to produce gas for operating the
engine, but the same result may be obtained by casting a chamber anywhere
contiguous to a heated portion of the engine casing or cylinder into which the
volatile liquid may be injected and the gaseous vapor used as stated from
chamber I
The construction of the engine provides four steps in methods of operation,
First, by means of gas and air as in ordinary gas engines; second, by means of
gas and liquid fuel injected into the air compression chamber or pump, so that the
fuel is stored with the air in the chamber D₁ and used as described, gas being used
to effect the lighting, and by liquid fuel injected into the compression chamber and
mixed with air and fourth the chamber I is used to evaporate liquid fuel because it
is hot enough to do so and the vapor of this fuel is conducted to the gas supply
pipes of the engine to operate it. The gases stored in the chamber D³ are alone
sufficient to start the engine in operation and in this operation it will be necessary to
use a supply of gas or a combustible vapor of oil from any source when the engine
is cold. When the engine is operated by liquid fuel injected within the air
compression chamber it will develop a steady power as for a marine engine but
when it is desired to operate the engine with a variable power it is best to do so
by means of fuel injected within the chamber I the amount of gaseous fuel
supplied to the engine case being regulated by the supply cock a7 Figure 2. If
desired such supply may be regulated by a governor. The two last described
methods of operating the engine may be either used together or separately. The
engine may be operated by gaseous vapor supplied from the chamber I by the
pipe p the lighter being supplied through the pipe p'. In this case the chamber I

page_text: is only a gas or vapor producer and forms the gas supply. When liquid fuel is
injected into the compression chamber C¹ or C2 gas is not needed there as the liquid
will furnish all the fuel required to run the engine, gas only being supplied through
the pipe ps to effect the lighting, When the chamber I is not used for producing
the working fluid as stated it is used for cooling the lower part of the engine
cylinder and case by injecting cold water therein The water collecting in the
chamber I is thrown around upon all sides of the case and the oil upon the water
will lubricate the parts Referring to the use of the combustible mixture, the
engine may be operated by gas and air admitted through the pipes g¹ and g² into
the compression chamber and thus work as a simple gas engine indefinitely if
desired.
When the engine is hot enough I may inject liquid fuel into the air entering the
compression chambers C¹ and C through pipes W¹ and W2 as admitted by their
respective valve systems the liquid fuel being compressed together with air and
gas and thus operate the engine indifinitely. I may now cut off the supply of
gas from the pipes g¹ and g² and operate the engine by liquid fuel which will be
injected into the compression chamber and compressed with the air. I have stated
that the fuel and water may be admitted through the same pipe mixed together
but a separate pipe may be used for such if desired. In Figure 5 the water supply
pipes W and W2 are shown and the air and gas supply pipes g¹ and g² and it will
be understood that these supply pipes have corresponding relation to the valves of
both operating cylinders while in Figure 2 is shown the pipe W³ through which
liquid fuel with water is injected into the chamber I and the vapor produced
therefrom used to operate the engine as described.
I claim 1 A gas engine cylinder adapted to vaporize a liquid fuel in com-
bination with a storage chamber into which a gaseous mixture is forced by the
working piston, substantially as described. 2nd A gas engine cylinder provided
with a combustion and a compression chamber-the latter being adapted to
vaporize a liquid fuel, in combination with a storage chamber for a compressed
gaseous mixture having suitable inlet and outlet valves substantially as described
3rd The combination in a gas engine, of one or more single acting cylinders having
pistons adapted to divide each cylinder into a receiving and compression chamber
for the fuel and a chamber for the charge of combustible gases with a storage
chamber for the compressed gases having suitable valved communication with the
compression chambers and the charge receiving chambers of the cylinders whereby
the compression chambers of the several cylinders discharge the gases compressed
therein into the same storage chamber which supplies the several cylinders.
4th The combination in a gas engine of one or more single acting cylinders with
the surrounding storage chamber D¹ the passage F the valves v' v² a¹ and the inlet
and exhaust valves V' V2, the several parts being constructed and adapted for
operation substantially as described for the purpose specified, 5th The method of
operating a gas engine which consists in injecting liquid fuel direct into the
cylinder compression chamber with a supply of air and discharging the gases
produced from said liquid fuel under compression into a storage chamber whence it
passes into the power cylinder for operating the engine, substantially as set forth
6th The method of operating a gas engine which consists in injecting liquid fuel
direct into the cylinder compression chamber with a supply of air and gas dis-
charging the gases produced froin said liquid fuel under compression into a storage
chamber for supplying the power cylinder and lighting the charge by a separate
supply of gas substantially as described. 7th The method of operating a gas
engine which consists in compressing the air and combustible within a storage
chamber using the pressure of the stored combustible fluid to start the engine
burning the said combustible fluid within the cylinder to heat the engine and
finally operating the engine as an explosive gas engine substantially as described
8th The piston connections of a gas engine enclosed by the chamber I wherein
water is injected to cool the engine case and said connections as described.
9th The method of producing an explosive gaseous mixture which consists in

page_text: injecting liquid fuel with air into a chamber compressing the same and vaporizing
the liquid by the heat produced by compression substantially as described.
10th The method of operating a gas engine which consists in injecting a liquid fuel
with air into a compression chamber, absorbing a part of the heat developed by
compression and then reducing the temperature of the working fluid substantially
as described
11th The method of reducing the temperature of a compressed gaseous mixture
and cooling the working parts which consists in injecting into a compression
chamber liquid fuel mingled with cold water substantially as described. 12th The
combination of the cylinder valves V1 V2 passage F, throttle valve a¹ and the
storage chamber D¹ substantially as described 13th The valve V₁, eccentric y set
quartering to the crank to open the ports of said valve V₁ throughout the full
stroke of the piston in combination with the cut-off valve V2 and through
passage e substantially as described.
14th The combination of the valve V₁ passage e¹ pipe d' and cylinder passage f¹
whereby the engine may be started independently of the cut-off valve 15th The
combination of the compression chamber, pipes for admitting fuel and water thereto
and a valve for controlling the same substantially as described. 16th The method
substantially herein described of operating a gas engine which consists in
introducing therein a charge of air and gas under compression and working the
engine therewith until the parts have become heated sufficiently to volatilize a liquid
fuel then injecting such liquid fuel into a compression chamber and continuing the
operation by means of the gaseous mixture evolved from the liquid fuel and air.
17th The method substantially herein described of operating a gas engine, which
consists in injecting liquid into a compression chamber with a supply of water and
air and discharging the gaseous product into a storage chamber from which it is
conducted to the working cylinder in charges 18th The combination in a gas
engine of one or more single acting cylinders with the storage chamber D¹ and the
chamber I the former surrounding the working cylinders and communicating with
them through valves at both ends and the latter chamber enclosing the operating
connections of the engine and communicating with the storage chamber and with
the valves which control the operation of the engine substantially as described
19th The combination in a gas engine of one or more single acting cylinders with
the storage chamber D' communicating with the said cylinder or cylinders at both
ends, the chamber I enclosing the operating connections and means substantially
such as described whereby said chamber I has communication with said storage
chamber and the valve system of the engine for the purpose specified. 20th In a
gas engine, the combination of one or more single acting cylinders with the storage
chamber D² communicating with said cylinder or cylinders at both ends through
suitable valves the chamber 1 enclosing the operating connections, the pipes d³ p
P3 ppl Ws provided with cocks, the inlet and exhaust valves V1 V2 and the lighter-
jets substantially as described for the purpose specified. 21 The method
substantially herein described of operating a gas engine which consists in injecting
a volatile liquid fuel into a heated portion of the engine, and vaporizing it therein
to form the working fluid 22nd The method substantially herein described of
operating a gas engine which consists in injecting a volatile liquid fuel into a heated
portion of the engine case and conducting the gas produced from said volatile fuel
into the working cylinder by the operation of the valves and to the lighter jets.
23rd The method substantially herein described of operating a gas engine, which
consists in injecting a volatile liquid fuel into a heated portion of the engine case
conducting the vapor produced from said volatile fuel with a charge of gas and air
under compressson into the power cylinder to form an explosive charge for operating
the engine and lighting the charge by means of a supply of gas. 24th The
method substantially herein described of operating a gas engine which consists
in injecting a volatile liquid fuel with water within a hot portion of the engine
case where the same is evaporated leading the fuel vapor so produced through the
valves to operate the engine and controlling the supply of such gaseous fuel vapor

page_text: by a valve. 25th The combination in a gas engine of the storage chamber D' and
the chamber I with the pipes d³ p¹ p³ and W³ each provided with a controlling
cock and the said pipe d³ having communication with the said storage chamber
and opening into the said chamber I near the bottom thereof whereby air under
compression is discharged from the said storage chamber into the liquid in said
chamber I to assist in its evaporation. 26th The method substantially herein
described of operating a gas engine which consists in injecting a volatile liquid
fuel into a heated vaporizing chamber with water and air and conducting the
gaseous product therefrom into the working cylinder in charges through the engine
valves. 27th The combination in a gas engine of the storage chamber D¹ and the
chamber I with means substantially such as described whereby both chambers may
form supply chambers for the working fluid and co-operate in supplying the
combustible charge to the power cylinder or cylinders and means for controlling
such supply with air and water for operating the engine. 28th The method
substantially herein described of operating a gas engine by liquid fuel which
consists in injecting a volatile liquid fuel into a heated portion of the engine casing,
passing a portion of the compressed air charge from a storage chamber of the
cylinder through the volatile liquid contained within said heated part of the casing,
conducted the mixed air and fuel vapor therefrom to the valve system of the engine
and conducting a separate charge of compressed air to said valves from the said
cylinder chamber.
In witness whereof I the said Lewis Hallock Nash have hereunto set my
hand and seal this twenty second day of November in the year of our Lord, One
thousand Eight hundred and Eighty three.