Improvements in or relating to Gas or like Explosion Engines.
Year: 1899

page_text: Date of Application, 14th Oct., 1899-Accepted, 25th Nov., 1899
[Communicated from abroad by STANDARD AUTOMATIC GAS ENGINE COMPANY,
of Oil City, Venango County, State of Pennsylvania, United States of
America, Manufacturers.]
Improvements in or relating to Gas or like Explosion Engines.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
45, Southampton Buildings in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:-
This invention relates to a gas or explosion engine and has for its objects to
simplify the valve mechanism; to render the igniter more reliable; to improve
the means for cooling the piston and to provide simple and efficient means for
starting the engine.
In the accompanying drawings consisting of three sheets: Figure 1 is a top
plan view of the gas engine with the cylinders and valve chests in section.
Figure 2 is a vertical section, drawn to an enlarged scale and taken on the
line A-A, Figure 1. Figure 3 is a transverse section taken on the line B-B,
Figure 2. Figure 4 is a vertical section, drawn to an enlarged scale, of the
starter. Figure 5 is a horizontal longitudinal section on an enlarged scale, of the
valve mechanism. Figures 6 and 7 are transverse sections taken on lines C-C
and D-D, Figure 5, respectively. Figure 8 is a transverse section showing
the means for driving the distributing valves. Figure 9 is a detached longi-
tudinal section of one of the distributing valves. Figure 10 is a perspective
view of one of the valve driving sleeves. Figure 11 is a transverse sectional
elevation, on an enlarged scale. of the igniter and the head supporting the
same, taken on line 1-E, Figure 5. Figure 12 is a longitudinal section
taken on line F-F, Figure 11. Figure 13 is a fragmentary longitudinal section,
on an enlarged scale, showing the means for connecting the starter with the
engine cylinder. Figure 14 is a fragmentary longitudinal section showing a
modification of the means for driving the distributing valve.
The same reference numerals refer to like parts in the several figures.
1 represents the engine bed, 2 the crank shaft journalled transversely in bearings
on the rear portion of the bed, 3 the balance wheels mounted on the shaft, 4 the
reciprocating cross head and 5 the pitman or connecting rod connecting the cross
head with the crank 6 of the shaft 2. 7, 8, represent two working cylinders which
are arranged tandem or one behind the other on the bed and which have their
opposing or inner heads 9, 9, connected by a hollow neck 10.
11, 12, are two pistons arranged respectively in the cylinders 7, 8 and 13, 14, 15
represent the front intermediate and rear sections of a piston rod which connect

page_text: the pistons with the cross head 4. The front piston rod section extends forwardly
from the front piston through a stuffing box 16 in the front head of the front
cylinder, the intermediate piston rod section connects the front and rear pistons
and extends through a stuffing box 17 in the connecting neck 10 of the cylinders
and the rear piston rod section extends rearwardly from the rear piston through
a stuffing box 18 in the rear head of the rear cylinder. In order to keep the
pistons and the piston rod cool, water is passed through the same, for which
purpose the pistons and rod are made hollow and connected as follows:-
The opposite sides of each piston are dished inwardly and connected by a sleeve
or hub 19. 20 represents a flexible water supply tube which is connected with the
rear section of the piston rod, preferably in rear of the cross head and which
permits the piston rod and connecting parts to reciprocate without disturbing the
water supply. The front end of the rear section of the piston rod, preferably in
rear of the cross head and which permits the piston rod and connecting parts to
reciprocate with out disturbing the water supply. The front end of the rear
section of the piston rod passes through the hub 19 of the hollow rear piston
and is secured thereto by a shoulder 21 arranged on the rod and bearing against
the front side of the rear piston and a collar 22 secured to the rod by a screw
connection or otherwise and bearing against the rear side of said piston. 23 is
a plug or disk which is driven against an internal shoulder in the rear section
of the piston rod within the hub of the rear piston and which forms a diaphragm
or partition in the rod at this point. 24 is an inlet passage which extends down-
wardly through the rear piston rod section and the hub of the rear piston in rear
of the plug 23-25 is an upright outlet pipe arranged in the rear piston and
piston rod section and opening with its upper end into the space in the upper
portion of the piston while its lower end opens into the rear piston rod section
in front of the partition 23. The outlet pipe 25 is passed through an opening
in the periphery of the piston and this opening is closed by a plug 26 when the
piston is in use. The intermediate piston rod section 14 is provided with an
externally screw threaded rear end which engages with an internally screw
threaded socket 27 formed in the front end of the rear piston rod section. The
front end of the intermediate piston rod section is arranged in the hub of the
front piston and is secured therein by a shoulder formed on the rod and bearing
against the rear side of the front piston and a collar 28 secured to the intermediate
piston rod section by a screw connection or otherwise and bearing against the
front side of the front piston. 29 is a plug or partition which is driven against a
forwardly facing shoulder in the front portion of the intermediate piston rod
section similar to the plug 23 in the rear piston rod section. 30 is an inlet passage
leading through the intermediate piston rod and the hub of the front piston
in rear of the plug 29 and 31 is an outlet pipe arranged in the front piston and
intermediate piston rod and opening with its upper end into the space in the upper
portion of the front piston and with its lower end into the intermediate piston
rod section in front of the plug 29. The front piston rod section is provided with
an externally screw threaded rear end which engages with the internal thread of
the collar 28 and its front end is connected with a flexible discharge tube 32. The
water entering through the supply tube 20 passes forwardly through the rear
piston rod section, thence downwardly through the passage 24 into the lower
portion of the rear piston, thence upwardly in the rear piston and into the outlet
pipe thereof, thence downwardly through the latter and into the intermediate
piston rod section, thence downwardly through the passage 30 into the front
piston, thence through the pipe 31 and into the front piston rod section and then
escapes through the discharge tube 32.
33, 34 represent a pair of valve chambers which are arranged lengthwise on the
outer side of the front cylinder with their inner ends facing each other while their
outer ends are connected, respectively, by transverse passages 35 36 with the
front and rear ends of the front cylinder. 37, 38 is a pair of valve chambers which
are arranged lengthwise on the outer side of the rear cylinder with their inner

page_text: ends facing each other while their outer ends are connected, respectively, by
passages 39, 40, with the front and rear ends of the rear cylinder in the same
manner as the front pair of valve chambers is connected with the front cylinder.
41 is a cylindrical valve seat formed in each valve chamber, the seats of the
several chambers being arranged in line and parallel with the working cylin-
ders 7, 8. A fuel port 42, and an exhaust port 43, open into the cylindrical valve
seat of each valve chamber preferably on the side adjacent to the working cylinder
and these ports are separated from centre to centre about one quarter of the bore
of the valve seat, as shown in Figure 6.
44 represents rotary cylindrical distributing valves one of which is arranged
in the cylindrical valve seat of each valve chamber. Each of these valves is open
at both ends, as shown in Figure 9, one end facing the inner end of the valve
chamber while its other end faces the space which communicates with the adjacent
end of one of the cylinders. The valve is provided in its side with a port 45 which
is adapted to register successively with the fuel and exhaust ports upon rotating
the valve for placing the respective end of the cylinder in communication with
the fuel supply or the exhaust. The valve is constantly pressed toward the
fuel and exhaust ports for the purpose of taking up wear and preventing leakage
by means of a curved presser plate or block 46 which is arranged in a recess 47
in the bore of the valve seat opposite the ports. The presser block is yieldingly
pressed against the valve by one or more springs 48 arranged in a cap 49 which
is screwed into the outer side of the valve chamber and bearing with one end
against the bottom of the cap and with its other end against a presser rod 50 which
is guided in the valve chamber and bears against said presser block, as shown
in Figure 6.
51 represents driving sleeves or plugs whereby the valves are turned and one of
which is arranged loosely in the inner end of each valve and bears against an
internal shoulder 52 on the valve. Each driving sleeve is provided with an out-
wardly projecting driving lug or finger 53 which fits into the inner end of the
port in the valve so as to bear against opposite sides of the port, as shown in
Figures 5 and 6. The driving sleeve is journalled in a bushing 54 which is
secured in the inner end of the valve chamber and the sleeve is provided with a
conical convex shoulder 55 which bears against a conical concave shoulder on the
opposing side of the bushing. 57 represents an axial supporting or presser rod
whereby the driving sleeve is pressed firmly against the bushing to prevent leakage
between the same. This rod is arranged in the rotary valve and seated with its
inner end in a socket 58 in the inner end of the driving sleeve and is connected
therewith by a key or spline 59 so as to compel the supporting rod to turn with
the driving sleeve. The outer portion of the supporting rod passes through an
opening 60 formed in the head 61 which closes the outer end of the valve chamber
and its outer end is arranged in a tubular case 62 having a screw connection with
said head. The supporting rod is pressed against the driving sleeve by a spring 63
which is arranged in a cap 64 having a screw connection with the outer end of
the case 62 and which bears with one end against the bottom of the cap and with
its other end against a follower 65 bearing against the outer end of the presser
rod. The driving sleeves project beyond the inner ends of the valve chambers
and the sleeves of each pair of valves face each other and are held axially in line
by a retaining rod 66 which is arranged with its ends in the bores of both sleeves.
67, 67, represent two gear wheels whereby the two pairs of driving sleeves are
turned and each of which is mounted on the projecting ends of one pair of driving
sleeves and is connected therewith by a spline or key 68 which compels the sleeves
to turn with the respective gear wheel but permits the same to adjust themselves
.lengthwise independent of the gear wheel. The latter bears with the ends of
its hub against the opposing inner ends of the adjacent valve chambers and is thereby
confined against axial movement. 69 is a longitudinal shaft which is journalled
in bearings on the bed and on the valve chambers and which is rotated by a bevel
gear pinion 70 secured to the crank shaft and meshing with a bevel gear wheel 71

page_text: arranged on the rear end of the longitudinal shaft. Motion is transmitted from
the longitudinal shaft to the driving sleeves by gear pinions 72 arranged on the
longitudinal shaft and meshing with the gear wheels 67. The driving mechanism
of the several distributing valves is so timed that the valves make one complete
rotation during every two rotations of the crank shaft.
When either one of the pistons moves in the direction for producing a suction
in that end of the cylinder from which it is moving, the distributing valve is
turned with its port into register with the fuel supply port whereby the suction
of the piston draws a charge of fuel into the cylinder behind the piston and at the
end of the movement of the piston in this direction the valve has been turned
one quarter of a rotation and its port is carried past the fuel port. During the
subsequent return movement of the piston the charge of fuel is compressed during
which time the valve turns another quarter of a rotation with its port facing the
solid portion of the bore of the valve seat. At the end of the compression stroke
of the piston the charge of fuel is ignited and the piston is propelled forward
again with a working stroke in a direction opposite to the compression stroke,
during which time the valve makes another quarter of a rotation with its port still
closed by the bore of the valve seat. During the subsequent return movement of
the piston the valve makes another quarter of a turn and carries its port over
the exhaust port, whereby the spent gases are permitted to escape through the
exhaust. At the end of the exhaust stroke of the piston the valve turns so that
its port is out of register with the exhaust and preparatory to beginning the
next forward suction stroke of the piston the port of the valve begins to move over
the fuel port. The valve chamber and the interior of the valve are constantly in
communication with the working cylinder and form part of the explosion space
when the gas is ignited. Owing to the absence of heads at both ends of the
cylindrical valve no end pressure is exerted against the valve, thereby balancing
the valve and preventing the same from being shifted lengthwise in its seat by the
pressure of the explosion. The ports of the several valves are arranged on
different quarters of the complete turn of the valves, each port being preferably
arranged one quarter of a turn in advance of the next valve. By this arrange-
ment of the valve ports fuel is drawn into one end of one cylinder by one of the
pistons, fuel is compressed in the opposite end of the same cylinder by the same
piston, fuel is exploded in one end of the other cylinder and the other piston is
driven forward, and burnt gases are discharged from the opposite end of the last
mentioned cylinder by the last mentioned piston, these operations being performed
simultaneously during the movement of the pistons together in either direction
so that each stroke of the combined pistons is effective and each one of the four
steps of the cycle of operations is going on at the same time. As the movement of
the pistons by the explosion in one cylinder end is always resisted by the com-
pression of the fuel in another cylinder end, the hammering or pounding on the
joints between the connecting rod or pitman and the crank and cross head is
avoided because the movement of the pistons is always cushioned.
Instead of coupling two driving sleeves or plugs with the same driving gear
wheel 67 each plug may be provided with a separate driving gear wheel 73, as
shown in Figure 14. In this construction the reduced outer portion of the driving
plug passes through the driving gear wheel and its shoulder 55 is pressed outwardly
against the shoulder 50 of the bushing 54 by a spring 74 surrounding the driving
plug and bearing with its inner end against the outer side of the driving gear
wheel which abuts against the bushing and with its outer end against a collar 75
on the driving plug. In this construction the rotary rod 57 serves only to drive
the igniter, and its outer end which projects through the adjacent head of the
valve chamber is enclosed by a cap 76.
The igniters which explode the charge of fuel in the several ends of the
cylinders and the valve chambers are each constructed as follows:
77, Figures 5 and 7, represents rotary electric contacts, one of which is arranged
in the outer end of each of the valve chambers and formed on an adjusting

page_text: sleeve 78. This sleeve is mounted on the outer portion of the adjacent supporting
rod 57 and preferably consists of an inner section 79 and an outer section 80 for
convenience in manufacturing, which sections are connected by an interlocking
lug 81 and recess arranged on the opposing ends of the sections, as shown in
Figure 5: The inner section of the adjusting sleeve is provided with a conical
inner end which bears against a conical shoulder on the supporting rod. 83 is a
clamping nut which is arranged on the outer screw threaded portion of the presser
or supporting rod and which bears against the outer end of the outer section of
the adjusting sleeve 78 for clamping the latter on the rotary rod 57.
84, Figures 5, 7 and 12, represents rocking electric contacts one of which is
arranged in the path of each of the rotary contacts and which is secured to the
inner end of a rocking spindle 85. This spindle is journalled parallel with the
presser rod 57 in a bushing 86 which passes outwardly through the adjacent sup-
porting head 61, and is provided with a conical shoulder 87 at its inner end which
bears against a corresponding shoulder on the inner end of the bushing. 88, 88,
are two rock arms which are secured to the outer end of the rock spindle and
which project in diametrically opposite directions. 89, 89, are two supporting
arms which are secured to the outer end of the bushing in line with and behind
the rock arms 88. The bushing 86 is insulated from the supporting head 61 by an
insulating sleeve or spool 90 which is interposed between the bushing and head.
The bushing is secured in the insulating sleeve by a shoulder 91 arranged on the
inner end of the bushing and bearing against the inner end of the insulating sleeve
and a clamping screw nut 92 arranged on the externally screw threaded outer
end of the bushing and bearing against the hub of the supporting arms 89, 89,
which latter in turn bear against the outer end of the insulating sleeve.
93, 93, represent two oblique springs each of which is connected at its inner end
with one of the rock arms 88 and with its outer end to the adjacent supporting
arm 89.
94 represents an electric generator having one of its poles connected with any
suitable part of the engine which is in metallic connection with the rotary contacts
while its other pole is connected with a metallic part of the rocking contacts.
During each rotation of the rotary contact the latter engages with the rocking
contact and deflects the same out of its normal position and when the rotary
contact leaves the rocking contact the latter is restored to its normal position by
the springs 93. While the rotary contact is in engagement with the rocking
contact the electric circuit is closed and when the rotary contact leaves the rocking
contact the electric circuit is broken and a spark is formed which ignites the charge
of fuel.
The inner ends of the springs 93 are arranged nearer the shoulder S7 of the
spindle than their outer end by which arrangement these springs serve the double
purpose of yieldingly holding the rock spindle against turning so that the rocking
contact is always returned to its normal position after it has been deflected by the
rotating contact and the springs at the same time exert an outward pull on the
rock spindle, so as to press its shoulder firmly against that of the bushing 86 and
prevent leakage of gas at this point.
The rotary contact in the several valve chambers are set on the supporting rods
at different quarters of the rotation of the valves, each igniter being adjusted to
produce a spark when the gas in its respective valve chamber and cylinder has
been compressed.
When it is desired to adjust the rotary contact on the supporting rod the
casing 62 is removed from the head 61, the clamping nut S3 is removed or
loosened and the adjusting sleeve 78 together with the rotary contact is turned.
until the latter is in its proper position by applying a wrench to the flat sided
outer end of the outer sleeve section. This means of adjusting the igniter enables
the adjustment to be effected from the outside of the valve chamber without dis-
turbing the latter.
The springs 63 for holding the driving sleeves 51 against their bushings, the

page_text: springs 48 for holding the presser blocks or plates 46 against the valves and the
springs 93 of the igniters are all arranged externally where they are not affected
by the heat of the engine and are accessible for adjustment and repairs.
95 represents the metallic body of the starting device which consists preferably
of a T-shaped pipe-fitting, the main portion of which is arranged horizontally anu
forms a powder chamber 96 while the branch 97 extends upwardly and carries the
igniting devices. One end of the powder chamber is connected with an opening 98
in one end of the cylinder by a pipe or conduit 99 and the other end of the chamber
is closed by a screw plug 100.
101 represents an externally threaded metal bushing which is screwed into the
branch 97. 102 is an upright metal guide sleeve arranged in the bushing and
secured therein by a collar or shoulder 103 arranged on the inner end of the
sleeve and bearing against the inner end of the bushing and a screw nut 104
arranged on the outer threaded end of the sleeve, and bearing against the outer
end of the bushing. Electrical communication between the guide sleeve and the
bushing is prevented by interposing an insulating medium 105, such as mica, or
rubber, between the bushing and the guide sleeve, and its collar and screw nut,
as shown in Figure 4. A washer 106 is preferably arranged between the screw
nut 104 and that portion of the insulation which bears against the outer end of
the bushing.
107 represents a shifting rod arranged lengthwise in the guide sleeve and capable
of reciprocating longitudinally and also rotating therein. This rod is provided
within the powder chamber with a depending contact finger 108 which is adapted
to bear against the bottom of the powder chamber for effecting a metallic or
electrical contact therewith. The inner portion of the shifting rod is provided
with an outwardly facing conical shoulder 109 which is adapted to bear against a
corresponding shoulder on the inner end of the guide sleeve. The shifting rod is
yieldingly heid in its outermost position with its conical shoulder against that of
the sleeve and with its finger out of contact with the bottom of the powder
chamber by a spring 110 surrounding the outer portion of the shifting rod and
bearing with its inner end against the outer end of the guide sleeve while its
outer end bears against a collar or button 111 on the outer end of the shifting rod.
112 represents an electrical generator, one pole of which is connected by a
wire 113 with the powder chamber or some part in metallic connection therewith,
while its opposite pole is connected by a wire 114 with the button 111 or some
other part in metallic connection with the contact finger, so that the bottom of
the powder chamber and the contact finger form the terminals of the electrical
generator.
When it is desired to start the engine a quantity of partially crushed blasting
or slow burning powder is placed upon the bottom of the powder chamber, the
powder being preferably introduced through the branch 97 of the body after
removing the bushing carrying the igniting device. After introducing the powder
into the powder chamber the bushing is replaced, which causes the contact finger
to stand over or project into the top of powder in the chamber. The shifting rod
is now depressed until it bears against the bottom of the metallic powder chamber,
thereby closing the electric circuit and upon releasing the shifting rod a spark
is formed as the finger leaves the bottom of the powder chamber, whereby the
surrounding powder is ignited and the expanding gases resulting therefrom are
conducted into the cylinder for starting the movement of the piston.
In order to ensure a more perfect contact between the bottom of the powder
chamber and the contact finger the latter is turned or bent laterally to one side
into the form of a crank, as shown at 115, Figure 4, and the shifting rod after
being depressed to its fullest extent is turned, whereby the laterally bent portion
of the finger is caused to scrape over said bottom in a circular path, as shown
by dotted lines in Figure 13, thereby deflecting any grains of powder which may
be interposed between the bearing point of the finger and the bottom of the

page_text: chamber and producing a perfect contact between the linger and
bottom.
не спатись
When the shifting rod is in its elevated position its conical shoulder bearing
against that of the sleeve prevents leakage of gas at this point.
It has been found in practice that the combustion of the slow burning powder
leaves a residue. This residue if permitted to enter the cylinder, fouls the same
and the piston, and becomes heated to an incandescent state by the repeated explo.
sions in the cylinder, whereby a premature explosion of the charge of fuel in the
cylinder is liable to take place.
For the purpose of preventing the residue of the powder from entering the
cylinder this residue is eliminated from the gases of the burnt powder before the
same reaches the cylinder by the following mechanism;-
116-117 118-119-represent the sections of an angular conduit or passage
which consists preferably of short pipes and whereby the pipe 99 of the starter is
connected with the opening 98 in the cylinder. Each of the conduit sections is
preferably arranged at right angles to flie adjacent sections so that the products
of combustion of the powder are compelled to make sharp or abrupt turns in
passing from the starter to the cylinder. The first conduit section 116 is. connected
with its inlet by a T-coupling 120 to the outlet pipe of the starter, the second
conduit 117 is connected with its inlet to the outlet of the first. section by a
T-coupling 121, the third section 118 is connected with its inlet end to the outlet
of the second section by a T-coupling 122 and the fourth section 119 is con-
nected with its inlet to the outlet of the third section by a valve casing. 123 while
its outlet is connected with the engine cylinder.
124 125 126 represent pockets which open into the starter conduit or passage
and which receive the residue of the spent powder so that only the gas passes to
the cylinder. The first pocket 124 is arranged in line with or faces the nipple
of the main powder chamber and is connected with the T-coupling 120 on the
opposite side of the first conduit section 116, the second pocket 125 faces the outlet
of the first conduit section and is arranged on the opposite side of the second
section. Each of these pockets consists preferably of a short piece of pipe which
is screwed into the adjacent T-coupling and a screw cap 127 applied to the outer
end of the pipe. Upon firing a charge of powder the gas and residue issuing from
the starter are driven through the conduit toward the cylinder. As the gas
changes its course in passing from one conduit to another the residue owing to
its greater momentum tends to hold its course whereby the residue is separated
from the gas and the latter in a purified state enters the cylinder. When the
gas turns at right angles from the outlet of the starter into the first conduit section
the bulk of the residue is separated therefrom and deposited in the first pocket
the residue separating from the gas in passing from the first section to the second
section is deposited in the second pocket and the remaining portion of the residue
in the gas is separated therefrom and deposited in the third pocket as the gas passes
from the second to the third conduit section. After the engine has been started
the fuel in the cylinder is prevented from passing into the entire starter conduit
by a valve 128 arranged in the valve case 123 and adapted to bear against a valve
seat 129 in the valve, case. Upon unscrewing the caps of the pockets the residue
inay be removed therefrom.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, as communicated to me
by my foreign correspondents, I,declare that what I claim is ;-
1. A gas or explosion engine having a valve chamber provided with a cylindrical
valve seat and with fuel and exhaust ports extending through the bore of said
seat, and a rotary cylindrical valve having its opposite ends open and provided
in its cylindrical side portion with a single lateral port which is adapted to register
alternately with said fuel and exhaust ports.
2. A gas or explosion engine having a valve chamber provided with a cylin-

page_text: drical seat, fuel and exhaust ports opening into one side of the seat and a recess
formed in the opposite side of the seat, a cylindrical valve arranged in the valve
seat and provided with a port adapted to register alternately with the fuel and
exhaust ports, and a pressure plate arranged in said recess and bearing against the
valve for holding the latter firmly against the fuel and exhaust ports.
3. A gas or explosion engine having a valve chamber provided with a cylindrical
valve seat and with fuel and exhaust ports extending through said seat, an open
ended cylindrical valve rotating in said seat and provided with a port adapted to
register with the fuel and exhaust ports, and a rotary driving sleeve provided with
a finger or projection which engages with the port of the valves.
4. A gas or explosion engine having a valve chamber provided with a cylin-
drical valve seat and with fuel and exhaust ports, a cylindrical valve rotating in
said seat and provided with a port adapted to register with the fuel and exhaust
ports, a rotary driving sleeve or plug connected with said valve and provided with
a shoulder, and a spring whereby the shoulder of the sleeve or plug is pressed
against the support of the sleeve or plug.
5. A gas or explosion engine having a valve chamber provided with a cylindrical
valve seat and with fuel and exhaust ports extending through the valve seat, a
cylindrical valve rotating in said seat and provided with a-port adapted to register
with the fuel and exhaust ports, a driving sleeve journalled in a support in one
end of the valve chamber and coupled with the valve, a shoulder arranged on the
driving sleeve and bearing against a shoulder on said support, a supporting rod
hearing with its inner end against the driving sleeve and passing with its outer
portion through the opposite end of the valve chamber, and a spring bearing
against the outer end of the supporting rod.
6. A gas or explosion engine having two valve chambers arranged in line and
connected respectively with opposite ends of the engine cylinder, each of said
chambers being provided with a cylindrical valve seat and with fuel and exhaust
ports extending through the valve seat, a cylindrical valve rotating in each seat
and provided with a port adapted to register with the respective fuel and exhaust
ports, a driving sleeve journalled in the inner end of each valve chamber and
coupled with the respective valve, a coupling rod arranged with its opposite ends
in the driving sleeve of both valves, and a driving wheel mounted on the outwardly
projecting portions of both driving sleeves and keyed thereto so that the sleeves
are compelled to turn with the wheel but are free to adjust themselves lengthwise
therein.
7. The combination with the valve chamber and the rotary fuel valve, of a
driving sleeve coupled with the fuel valve and journalled in one end of the chamber,
a supporting sleeve passing through the opposite end of the valve chamber, a
supporting rod connected at one end with the driving and passing with its other
end through the supporting sleeve, an electric contact arranged on the supporting
sleeve within the valve chamber and adapted to engage with another electric
contact, a shoulder arranged on the supporting rod and bearing against the inner
end of the supporting sleeve, and a screw nut arranged on the supporting rod
outside of the valve chamber and bearing against the outer end of the supporting
sleeve.
8. A gas or explosion engine provided with hollow piston having its sides con-
nected by a hollow hub and provided with inlet and outlet openings, which are
arranged in opposite ends of the bore of the hub, a hollow piston rod extending
entirely through said hub and provided with inlet and outlet openings which
coincide with the inlet and outlet openings of the hub, and a partition arranged
in the piston rod between the inlet and outlet openings thereof.
9. A gas or explosion engine provided with a hollow piston having its sides
connected by a hollow hub and having inlet and outlet openings which extend
from opposite ends of the bore of the hub into the space within the piston, a hollow
piston rod passing through said hub and provided with inlet and outlet openings
which coincide with the inlet and outlet openings of the hub, a partition bearing

page_text: against an internal shoulder arranged in the bore of the piston rod between its
inlet and outlet openings, a shoulder formed on the piston rod and bearing against
one side of the piston, and a collar arranged on the piston rod and bearing against
the opposite side of the piston.
10. The combination with the valve chamber of a gas engine, two co-operating
electric contacts arranged in the chamber, a rotary driving spindle arranged in
said chamber and extending through an opening in the head thereof, a sleeve
carrying one of said contacts and extending through said opening in the head,
a clamping device whereby the sleeve is secured to the spindle, and a cap which
closes said opening in the chamber head.
11. The combination with the two contacts of an electric igniter and the rotary
driving spindle, of a sleeve mounted on said spindle and carrying one of said
contacts, a shoulder formed on said spindle and engaging with one end of the
sleeves, and a clamping screw nut arranged on the spindle and bearing against
the other end of the sleeve.
12. In an igniter for a gas engine, the combination with a support, a rock
spindle journalled in said support and having a shoulder which bears against the
inner end thereof, a contact at the inner end of the spindle adapted to be engaged
by another contact, and a spring connected at its inner end with an arm on the
outer end of the spindle and at its outer end to a support, the spring being
arranged obliquely with reference to the axial line of the spindle and at. its inner
end nearer the shoulder of the spindle than at its outer end, whereby the spring
holds the spindle yieldingly against turning and also presses the spindle with
its shoulder against the inner end of the spindle support.
13. A starting device for explosion engines, consisting of a powder chamber
connected with the engine cylinder and with one pole of an electric generator and
adapted to receive a charge of powder, and an electrode in said chamber connected
to the other pole of said generator and movable toward and from the terminal of
said chamber for producing a spark.
14. A starting device for explosion engines consisting of a chamber connected
with the engine cylinder and with one pole of an electric generator and adapted
to receive a charge of powder, an insulated shifting rod capable of a reciprocating
and a rotary movement and adapted to be connected with the other pole of said
generator, and a contact finger arranged on said rod within the chamber and
provided with a laterally projecting contact point adapted to move toward and
from the Terminal of the chamber for producing a spark.
15. The combination with the engine cylinder and the powder chamber, of a
conduit connecting said powder chamber and cylinder and consisting of a number
of sections each section being deflected or arranged at an angle with reference to
haljacent sections, and pockets opening into the conduit and each pocket facing
the outlet of one of said sections.
101
October 1899
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.