Improvements in Gas Engines.
Year: 1891

page_text: Date of Application, 9th Dec., 1891
Complete Specification Left, 9th Sept., 1892-Accepted, 22nd Oct., 1892
PROVISIONAL SPECIFICATION.
Improvements in Gas Engines.
:
We, JOHN WILLIAM HARTLEY, of 2 Henrietta Street, Kilmarnock, Engineer,
and JOHN KERR, Engineer, of the firm of Dick, Kerr & Company, Limited, of.
Britannia Engineering Works, Kilmarnock, both in the County of Ayr, do hereby.
declare the nature of this invention to be as follows:-
Our invention relates to improvements in the details of gas engines, and its
object is to simplify sich details and increase their effectiveness in action.
gas.
n
The invention comprises :-Improvements in governor gear and in the order of
governing double acting gas engines; improvements in the construction and
arrangement of gas engine governors and valve actuating linkage connecting
therewith; improved details for connecting and disconnecting ignition tubes; an
improved arrangement of inlet and exhaust valve with air admission passage; and
an arrangement of regulating valves suitable for engines working with Dowson
In carrying one part of our invention into effect we construct a double acting
Otto cycle gas engine, that is a gas engine in which one impulse for every four
single strokes is obtained on each side of the piston. Such an engine, like most
steam engines, has a stuffing box at the front end of the cylinder through which
a piston rod passes to a crosshead. In an engine so arranged, at full power we
obtain two impulses for every two revolutions, and these impulses follow each other
on out and in stroke so that the fly wheel makes one revolution during which
charging and compressing occurs and no explosion is given. In governing such
an engine we arrange the governor and its connections so that the gas supply is
cut off from one end of the cylinder first, preferably the front end, and should the
speed continue to increase the gas is cut off from the back end. In this manner:
when the engine is at work and developing about one half of its maximum power,
impulses are given on one side of the piston only and the engine runs as steadily
at half power as an Otto cycle does at full power. At powers above half power,
the impulses are given to some extent on both sides of the piston but not till the
impulses are fully in action on one side.
·
:
...
In the governor gear used to communicate the motion of the governor sleeve
from the said sleeve to the interposing or catch edges controlling the action of
the gas inlet valve, it is found that irregularities in the action of the governor are
caused by the sleeve being held rigidly in one position while the said catch edges
are engaged. The governor consequently sometimes acts in a jerky manner and
the sleeve oscillates above or below its true position. To prevent this we interpose
between the governor sleeve and the catch lever or piece, in any convenient part
of the linkage, a spring controlled slide or sleeve which we arrange in the following
manner-On a rod carrying the said sleeve we arrange two spiral springs which
press home collars to opposing shoulders. The sleeve rests between these collars
and the linkage from the governor sleeve connects to the spring controlled sleeve,
while the rod carrying the springs connects to the catch pieces or edges. If then.
the catch pieces are, engaged with the gas valve or gas valve operating device and
the speed of the engine rises or falls causing the governor balls to extend or
close, the linkage noves the spring controlled sleeve, and compresses one or other
of the springs but the opposing spring does not follow as its collar is pressed hard
against its shoulder. In this manner the governor sleeve is free to move com-"
pressing one or other of the opposing, springs, and. the catch edges or levers are...
allowed to remain in contact with the gas valve stem or other connection until

page_text: Tiberated by the closing of the said gas valve. The compressed springs cause the
rapid withdrawal or engagement of the catch edges.
The sliding sleeve between the opposing springs having a stopped or limited
range may be connected direct by rod, saddle or bracket, or a lever may be used
to couple up to the governor sleeve.
In a modification of this mode of governor attachment we control a suspended
catch or knife edge piece by means of a double armed lever suspended from the
same pivot and connected by rod to the governor sleeve. The double arms of the
lever oppose each other with the said catch piece suspended between and springs
on the said arms thrust out washers or collars at the ends of rods within the
springs till checked by suitable nuts. The collars or washers thus hold the catch
piece between them freely and allow the governor to cause the catch piece to
engage or disengage with the gas valve lever or its equivalent. If however the
governor sleeve should move in either direction while the edges are engaged, then
one or other of the spring bolts is moved to compress its spring and thus the
desired freedom is obtained.
Such an arrangement of levers may be applied to control the catch pieces of the
gas valves of a double acting engine and the two catch pieces are so arranged
with respect to the levers or catch edges which they control, that one of the catch
pieces engages its lever before the other so that a further diminution in speed is
required before both gas valves are opened. That is below a certain speed ignitions
will be given at both sides of the piston but above that speed ignitions will be
given at one side only of the piston, preferably the back of the piston. By this
arrangement the gas is cut off from the front end of the cylinder first.
In one arrangement for actuating the gas valves we construct two levers which
operate the gas valves by means of cams on the valve shaft, the said levers being
put in or out of action by the movement of catch pieces as described.
In another modification of spring controlled catch edge we arrange a bell
crank lever to connect to the governor sleeve and cause one end of this lever to
lie between two loose catch levers suspended or pivotted from the same axis.
These levers are held together by a spring bolt which passes through them. The
catch edge is controlled from either of the loose levers and freedom is allowed for
the governor sleeve to move by compressing the spring keeping them together.
By these devices we are enabled to control the gas supply to a double acting
engine by means of a single gas valve actuated by two levers and gas cams on
the valve shaft, the first spring arrangement however may be applied to any gas
engine.
In gas engines used for electric light purposes extreme steadiness is necessary,
and with this object in view we adopt the following arrangement, combining a
throttle and cut out governor. We construct our gas cam or the catch edges
operating the gas valve in such manner that a certain range of movement by
the governor sleeve is required before the gas is cut out and we govern the
engine during that range of movement by throttling the gas supply. This is
done by connecting a lever with the governor sleeve or its linkage, and this
lever we connect to a butterfly or other throttle valve placed in the gas supply
pipe. During a determined amount of speed variation we throttle down the gas
supply and thus reduce the power of the explosions, but we
throttle valve that the mixture may not become so dilute as to miss explosions
so arrange the
and to waste gas. When the desired amount of throttling is obtained we effect
the further governing of the engine by cut out action. The throttle valve may
either be so set that it cannot be completely closed or a bye pass may be arranged
in which the throttle acts and closes completely, the direct gas supply being
adjusted by a cock or valve to allow of the desired proportion of throttling. This
gas regulating valve may also be controlled by friction wheels actuated by the
movement of the governor sleeve so as to compensate for the change of speed at
different positions of that sleeve in tlie well known manner of governor regulators..
and compensators as applied to steam engines. The length of the throttle. valve
"
:..J

page_text: One
link may likewise be varied by compensating gear for the same purpose.
throttle valve will thus operate to regulate for rapid changes of load while the
other will synchronise and compensate the governor for long continued variations
in load or gas pressure.
It is to be understood that the governor sleeve is so
coupled to the throttle valve lever and the rotating friction wheels that if speed
exceeds a certain limit the ordinary cut out action operates and explosions are
missed. This is accomplished by adopting a slot or fork connection to the said
lever.
.
In one mode of arranging a gas engine governor we construct a bell crank
which we mount within a pulley which may serve as the driving pulley. One
arm of the bell crank works in a slot cut in a small spindle or shaft which spindle
passes through the main spindle and projects through it. The other arm of the
bell crank carries a weight which works in a line radial to the centre of the pulley
and within it. This weighted arm is forced or pulled towards the centre of the
shaft by a spiral spring and the spring is adjusted by a suitable set screw either
attached to the weight or the pulley.
We thus construct a centrifugal governor with one weight, and this weight
causes the small spindle to be moved to and fro in the direction of the axis of the
shaft as the speed varies. The external end of the shaft carries a knife edge
groove and the gas and air inlet valves are coupled together by a lever which is
pivotted to the air inlet valve stem or rod actuating it at the middle, and one end
presses against the gas valve stem while the other end has a catch or knife edge
termination. This termination engages with the knife edge groove in the governor
spindle when the engine is at or under its normal speed and so when the air
valve is opened the gas valve opens also. When the normal speed is exceeded
the governor spindle is drawn away and so that end of the lever meets with no
resistance so that the lever simply pivots from the gas valve spindle end and the
gas valve remains closed. We balance the rotating governor weight by a weight
in the pulley so that the governor may run truly.
In carrying out the part of our invention which relates to the means of fastening
ignition tubes, we arrange the tube to screw into a seated piece which carries the
funnel and attachments and we apply a clamp held down by a single nut to force
the seated piece against a seat in the engine metal. In this manner by undoing
one bolt or nut we at once remove the ignition tube and its attachments so that
we may readily renew and replace.
In our improved arrangement of inlet and exhaust valve we place the exhaust
valve in the lower part of the explosion space within the cylinder so as to dispense
with the passage which usually leads from the cylinder to the said exhaust valve
and we place the inlet valve in a short port at the cylinder end. From the inlet
valve we lead a pipe casting to the ground level and then carry the said casting
along the floor to the base so as to take the air supply from the base of the
engine. This air supply casting thus serves as a stay for the back end of the
cylinder and the horizontal part serves to attach the valve closing springs.
Our arrangement for regulating valves principally suitable for Dowson gas
consists of a valve casing from which a pipe leads to the engine cylinder and the
gas valve opens into this casing when the governor causes the cylinder to take a
charge of gas. Another valve preferably of the flat type opens into the same
casing and it is so arranged that when the gas valve is open a projection from it
closes the flap valve or prevents it from opening except to a limited extent.
The flap valve admits air preferably from the engine bed and when the gas
valve is closed an increased supply of air passes by it through the gas passages:
into the engine cylinder. In this manner we prevent the great throttling which
occurs in engines using Dowson gas or any gas required in large proportional
volume, when the engine is cutting off the gas supply.
We start gas engines by compressing an explosive mixture within a chamber.
This chamber has two connections each provided with a stop cock. The inlet
cock admits the charge from a suitable pump the outlet being closed, when the

page_text: chamber is charged the inlet cock is closed. The outlet cock is connected to the
outer end of the ordinary igniting tube. We fill the cylinder of the gas engine
with explosive mixture of gas and air and we turn on the outlet cock, the com-
pressed explosive mixture rushes from the chamber through the incandescent tube
when it is fired and ignites the main charge in the cylinder:
In starting a double acting engine we sometimes charge both ends of the
cylinder with explosive mixture. The first explosion causes the advance of the
piston and the charge at the opposite side of the piston is compressed and a second
explosion immediately follows. In starting a double acting six cycle engine (or a
gas engine having an intermediate air scavenging stroke) we provide for the second
explosion by closing the air inlet valve and admitting the charge to the incan-
descent tube. This we arrange by removing an intermediate portion of the air
valve spindle whereby the valve is closed and at the same time we temporarily
prop open the timing valve so as to admit the charge to the ignition tube.
Dated this 8th day of December 1891
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for the Applicants.
COMPLETE SPECIFICATION.
Improvements in Gas Engines.
We, JOHN WILLIAM HARTLEY, of 2 Henrietta Street, Engineer, and Joun
KERR, Engineer, of the firm of Dick, Kerr and Company, of Britannia Engineering
Works, both of Kilmarnock, in the County of Ayr 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 :-
Our invention relates to improvements in the details of gas engines, and its
object is to simplify such details and increase their effectiveness in action.
The invention comprises :-Improvements in governor gear, and in the order of
governing double acting gas engines; improvements in the construction and arrange-
ment of gas engine governors and valve actuating linkage connecting therewith;
improved details for connecting and disconnecting ignition tubes; an improved
arrangement of inlet and exhaust valve with air admission passage; and an arrange-
ment of regulating valves suitable for engines working with Dowson gas.
Referring to the accompanying drawings which illustrate the application of our
invention:-
Figure 1 is a sectional elevation of part of our governor gear for connecting the
engine governor sleeve to the valve operating device.
Figure 2 is an elevation of a device with the same object;
Figure 3 is a plan corresponding to Figure 2;
Figure 4 shows the catch edges operated by the governor, one edge in advance
of the other;
Figure 5 is an elevation showing such edges in operation to control the gas
valve, while
Figure 6 is a plan of Figure 5;
Figure 7 is an elevation of another arrangement of valve operating gear controlled
by governor.
Figure 8 shows a combined cut out and gas throttling gear adapted for electric
light engines.
Figure 9 shows a mode of operating a gas cock direct from the governor
spindle.
Figure 10 illustrates our improved air suction arrangements applied to an
engine.
Figures 11 and 12 are respectively section and elevation of a complete governing
gear embodying our invention.
Figures 13 and 14 are elevation and plan of our impr,vec governor.

page_text: Figures 15 and 16 are respectively transverse and longitudinal sections of our
regulating valves suitable for engines using Dowson gas. And.
Figures 17 and 18 are respectively section and plan of our improved arrangements
for connecting and disconnecting igniter tubes.
Figure 19 is a section illustrating our starting gear for gas engines.
In carrying one part of our invention into effect, we construct a double acting
"Otto" cycle gas engine, that is a gas engine in which one impulse for every four
single strokes is obtained on each side of the piston. Such an engine, like most
steam engines, has a stuffing box at the front end of the cylinder through which a
piston rod passes to a crosshead. In an engine so arranged at full power, we obtain
two impulses for every two revolutions, and these impulses follow each other on
"out" and "in" stroke, so that the fly wheel makes one revolution during which
charging and compression occurs and no explosion is given. In governing such an
engine we arrange the governor and its connections so that the gas supply is cut off
from one end of the cylinder first, preferably the front end, and should the speed
continue to increase the gas is cut off from the back end. In this manner when
the engine is at work devolving about one half of its maximum power, impulses
are given on one side of the piston only and the engine runs as steadily at half
power as an Otto engine does at full power. At powers above half power, the
impulses are given to some extent on both sides of the piston, but not till the
impulses are fully in action on one side.
In the governing gear used to communicate the motion of the governor sleeve
from the said sleeve to the interposing or catch edges, controlling the action of the
gas inlet valve, it is found that irregularities in the action of the governor are
caused by the sleeve being held rigidly in one position while the said catches are
engaged. The governor consequently sometimes acts in a jerky manner and the
sleeve oscillates above or below its true position. To prevent this we interpose
between the governor sleeve and the catch lever or piece, in any convenient part of
the linkage, a spring controlled slide or sleeve which we arrange in the following
manner:-
This is shown at Figure 1 of the drawings-On a rod carrying the sleeve A we
arrange two spiral springs B, B which press home collars A', A' to opposing
shoulders. The sleeve A rests between these collars A', A', and the linkage C
from the governor connects to the spring controlled sleeve A, while the rod D
carrying the springs connects to the catch pieces or edges. If then, the catch
pieces are engaged with the gas valve or gas valve operating device, and the speed
of the engine rises or falls, causing the governor balls to extend or close, the
linkage C moves the spring controlled sleeve A and compresses one or other of the
springs B, B but the opposing spring does not follow as its collar is pressed hard
against its shoulder. In this manner the governor sleeve is free to move, com-
pressing one or other of the opposing springs, and the catch edges or levers are
allowed to remain in contact with the gas valve stem or other connection until
liberated by the closing of the said gas valve. The compressed springs cause the
rapid withdrawal or engagement of the catch edges. The sliding sleeve between
the opposing springs having a stopped or limited range may be connected direct
by rod, saddle or bracket, or a lever may be used to couple up to the governor
sleeve. In a modification of this mode of governor attachment (see Figures 2
and 3) we control a suspended catch or knife edge piece E, by means of a
double armed lever F, F¹ suspended from the same pivot and connected by rod C
to the governor sleeve. The double arms of the lever F, F¹ oppose each other
with the said catch piece E suspended between, and springs B, B on the said arms
thrust out washers or collars B1, B2 at the ends of bolts or rods within the springs
till checked by suitable nuts. The collars or washers B1, B2 thus hold the catch
piece E between them freely, and allow the governor to cause the said catch piece
to engage or disengage with the gas valve lever or its equivalent. If however the
governor sleeve should move in either direction while the edges of the catch piece
and its corresponding valve step or catch are engaged, then one or other of the

page_text: spring bolts is moved to compress its spring B and thus the desired freedom is
obtained. That is, the governor balls may extend or close and move the rod C
without pulling off the catch piece E, the only effect being the compression of
either spring B. B. Whenever the action of the engine causes the liberation of the
piece E, then it at once moves "off" or "on actuated by either of the springs B, B.
Figure 3 is a plan of Figure 2 in which the disposition of the double lever F, F¹
and the springs B, B is clearly shown.
33
Such an arrangement of levers may be applied to control the catch pieces of the
gas valve of a double acting engine as illustrated at Figures 4, 5, 6 aud 7 of the
drawings, and the two catch pieces E, E¹ are so arranged with respect to the levers
or catch edges which they control, that one of the catch pieces E engages its
lever before the other E¹ so that a further diminution in speed is required before
both gas valves are opened or held open. That is, below a certain speed ignitions
will be given at both sides of the piston, but above that speed ignitions will be
given at one side only of the piston, preferably the back of the piston. By this
arrangement the gas is cut off from the front end of the cylinder first.
gas
In one arrangement (Figures 5 and 6) levers H, H' are actuated by cams as G
and operate to open a gas supply valve connected in any convenient way to each
lever. When the catch piece E engages the catch edge of the lever H the
valve is held open and the gas passes to the air and gas inlet valve at every stroke;
when the speed falls further the catch piece E¹ engages the lever H¹ and so both
gas valves are held open. But one valve is held open in advance of and behind
the other so that the explosions are cut off at one end of the cylinder first.
The cam G may operate as shown in dotted lines, in which case the catch
pieces E, E are attached to the gas valve spindles and the gas valves are opened
and closed when the catch edges engage, but remain closed when the edges do not
engage.
In another modification of spring controlled catch edge see Figure 7 we arrange
.a bell crank lever F, F¹ to connect to the governor sleeve by a link as C and cause
one end F¹ of this lever to lie between two loose levers K, K' suspended or pivoted
from the same axis. These levers are held together by a spring bolt B which
passes through them. The catch edge lever E is controlled from either of the
foose levers K, K' and freedom is allowed for the governor sleeve to move by
compressing the spring of the spring bolt B keeping them together. In this case
the gas valve is connected to the catch lever E and when it engages with the
lever H as shown in Figure 7, the cam G on the engine valve shaft operates the
lever H and opens the gas valve by pulling out the lever E. Two levers as H may
be caused to operate the same catch lever as E and the same gas valve, two cams
as G being employed to time the opening correctly to suit both ends of the
cylinder. The loose levers K, K' as shown operate the lever E by the pin I
and the link C is free to be moved by the governor within limits without disturbing
the lever E. Figures 11 and 12 show a complete arrangement of this kind in
which G, G¹ are cams on the valve shaft which operate bell crank levers H, H¹.
The levers H, H' have serrated edges H2 which edges engage with catch
levers E, E both mounted on the gas valve stem M and pivoted at M¹. a, b, are
bevil wheels actuating the governor balls which are not shown. C is the link
connecting the bell crank lever F, F1 to the governor sleeve, and K, K' are loose
levers pivoted from the same axis as the bell crank lever F, F'. A projection from
each of the catch levers E passes between K, K₁ as shown. When the engine
runs too fast the link Crises and the catch levers E assume the position in dotted
lines (Figure 11) so that the levers H, H' on moving actuated by the cams G, G¹
miss the catch edges of E, E, so that the valve L remains closed and the gas supply
is cut off. One of the levers E is caused to engage with one of the levers H, H¹
when the other misses, so that as speed rises or falls gas is cut off or supplied to
one end of the cylinder sooner than the other. When the levers E engage with
the serrated edges H³, the gas valve L is opened by the cams G, and G¹ to supply
.gas as required.

page_text: By these devices we are enabled to control the gas supply to a double acting
engine by means of a single gas valve actuated by two levers and gas cams on the
valve shaft, the first spring arrangement however may be applied to any gas
engine.
In
gas engines used for electric light purposes extreme steadiness is necessary,
and with this object in view we adopt the following arrangement combining a
throttle and cut out governor (see Figures 8 and 9). We construct our gas cam
or the catch edges operating the gas valve in such manner that a certain range of
movement by the governor sleeve is required before the gas, is cut out and we
govern the engine during that range of movement by throttling the gas supply..
This is done by connecting a lever N, N with the governor sleeve or its linkage C
and this lever we connect to a butterfly or other throttle valve P. placed in the gas
supply pipe. During a determined amount of speed variation we throttle down the
gas supply and thus reduce the power of the explosions, but we so arrange the
throttle valve P that the mixture may not become so dilute as to miss explosions
and waste gas.
When the desired amount of throttling is obtained we effect the
further governing of the engine by cut out action. The throttle. valve
may either
be, so set that it cannot be completely closed, or a bye pass as Q (Figure 8) may be
arranged in which the throttle acts and closes completely, the direct gas supply R
being adjusted by a cock or valve R' to allow of the desired proportion of
throttling. In Figure 8 the weight of the link O aud lever N is caused to
preponderate to act in the direction of the arrow 1 so that when the engine exceeds
its speed, and the governor link C rises, the link falls and the throttle valve P
closes. The pin C in the link C then leaves the lower part of the forked end
of N and further movement of C causes the cut out edges to act to entirely close
the gas supply valve. The latter part of the movement of the governor is thus
performed with the throttle closed, and at rest when cutting off gas.aud. the. full
gas supply is not given until the throttle is fully opened.
The gas regulating valve R' may be controlled by friction wheels S, T (Figure 9)
rotated by the movement of the governor sleeve or governor spindle C so as to
compensate for the change of speed at different positions of that sleeve in the well.
known manner of governor regulators and compensators as applied to steam
eugines. When the speed falls S operates the wheel U on the spindle of R' and
opens R' and when speed rises T operates ou U and closes R. The length of the
throttle valve link C may likewise be varied by compensating gear for the same
purpose. One throttle valve will thus operate to regulate for, rapid changes of
load while the other will synchronise and compensate the governor for long
continued variations in load or gas pressure. It is to be understood that the
governor sleeve is so coupled to the throttle valve lever and the rotating friction
wheels S, T that if speed exceeds a certain limit the ordinary cut out action
operates and explosions are missed. This is accomplished by adopting a slot or
fork connection to the said lever or spindle.
In one mode of arranging a gas engine governor shown at Figures 13 and 14 we
construct a bell crank which we mount within a pulley e which may serve as
the driving pulley. One arm of the bell crank works in a slot cut in a small
spindle or shaft i which spindle passes through the main spindle k and projects
through it. Or one arm of the bell crank presses against the end of the spindle i
preferably by an adjusting screw h. The bell crank carries a weight or part of it
is formed into a weight g which works in a line radial to the centre of the pulley e
and within it. This weighted arm 9 is forced or pulled towards the centre of the
shaft by a spiral spring g' and the spring is adjusted by a suitable set screw
either attached to the weight or the pulley. We prefer however to keep the
spring gat a constant strength, adjusting by the screw pin within, but having
an external spring o. This spring is pressed against a fixed abutment by
adjusting nuts o'.
We thus construct a centrifugal governor with. one weight 9' and this weight

page_text: causes the small spindle i to be moved to and fro in the direction of the axis of
the shaft as the speed varies. The external end of the spindle carries a knife
edge groove or connects otherwise to a lever p and the gas and air inlet valves are
coupled together by the said lever p which is pivoted to the air inlet valve lever r,
and one end of the lever p presses against the gas valve stem while the other end
may have a catch or knife edge termination.
This termination engages with the knife edge groove in the governor spindle
when the engine is at or under its normal speed, and so when the air valve is
opened the gas valve opens also. When the normal speed is exceeded the governor
spindle i is drawn away, and so that end of the lever meets with no resistance, so
that the lever p simply pivots from the gas valve spindle end t and the gas valve
remains closed. The lever p may also pivot horizontally and assume the position
shown in dotted lines Figure 14 when the speed rises above the limit so that the
end of p disengages from the gas valve spindlet and hence misses opening the
gas valve.
We balance the rotating governor weight g¹ by a weight in the pulley e
preferably cast into it so that the governor may run truly. In Figure 14 the
governor is driven from the valve shaft n by gear wheels and m but it may be
driven from the pulley e if preferred. The cam s actuates the air and gas lever r
in the usual manner.
In carrying out the part of our invention which relates to the means of fastening
ignition tubes sec Figures 17 and 18, we arrange the tube u to screw into a seated
piece which carries the funnel and attachments, and we apply a clamp w held
down by a single nut to force the seated piece v agaiust a sent in the engine metal.
In this manner by undoing one bolt or nut we at once remove the ignition tube
and its attachments so that we may readily renew and replace. Figure 17 is a
section and Figure 18 is a plan.
In our improved arrangement of inlet and exhaust valve (Figure 10) we place
the exhaust valve in the lowest part of the explosion space within the cylinder
so as to dispense with the passage which usually leads from the cylinder to the
said exhaust valve and we place the inlet valve V in a short port at the cylinder
end. From the said inlet valve we lead a pipe casting V1 to the ground level and
then carry the said casting V₁ along the Hoor to the base so as to take the air
supply from the base of the engine. This air supply casting thus serves as a stay for
the back end of the cylinder and the horizontal part serves to attach the valve
closing springs as shown at Figure 10.
Our arrangement for regulating valves principally suitable for Dowson gas see
Figures 15 and 16 consists of a valve casing W from which a pipe W' leads to the
engine cylinder and the gas valve L opens into this casing when the governor
causes the cylinder to take a charge of gas. Another valve W preferably of the
flap type opens into the same casing W and it is so arranged that when the gas
valve is open a projection L' from it closes the flap valve W or prevents it from
opening except to a limited extent.
The flap valve admits air preferably from the engine bed by the pipe W' and
when the gas valve L is closed an increased supply of air passes by W2 through
the gas passages into the engine cylinder. The valve W2 may be closed by a spring
when desired and its surface may be inclined behind to allow the projection L' to
operate to close the valve when the gas valve L is opened.
In this manner we prevent the great throttling which occurs in engines using
Dowson gas or any gas required in large proportional volume, when the engine is
cutting off the gas supply.
We start gas engines (Figure 19) by compressing an explosive mixture within a
chamber X. This chamber has two connections Y, Y each provided with a
stop cock.
The inlet cock Y¹ admits the charge from a suitable pump to the
reservoir X³ the outlet Y2 being closed; when the chamber is charged the inlet
cock Y is closed. The outlet cock Y is connected to the outer end of the ordinary

page_text: igniting tube X', by the tube X' and the cock Y'. We fill the cylinder X of the
gas engine with explosive mixture of gas and air in any known manner, and we
turn on the outlet cock Y' and the cock Y³, the compressed explosive mixture
rushes from the chamber X³ through the incandescent tube X' where it is fired
and ignites the main charge in the cylinder X. In starting a double acting engine
we sometimes charge both ends of the cylinder with explosive mixture. The first
explosion causes the advance of the piston and the charge at the opposite side of
the piston is compressed and a second explosion immediately follows. In starting
a double acting six cycle engine (or a gas engine having an intermediate air
scavenging stroke) we provide for the second explosion by closing the air inlet
valve and admitting the charge to the incandescent tube. This we arrange by
removing an intermediate portion of the air valve spindle, whereby the valve is
closed and at the same time we temporarily prop open the timing valve so as to
admit the charge to the ignition tube.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is :-
•
1. In double acting gas or like engines, an arrangement of governing gear
whereby the governor so acts as to first cut off gas from one end of the cylinder
and cxplosions are discontinued at one end of the cylinder before they are lessened
or discontinued at the other end of the cylinder for the purposes hereinbefore
described.
2. In gas or like engines, connecting between the governor and the knife or catch
edges, which control the gas valve by means of a spring attachment allowing move-
ment of the governor balls or weights when the said knife or catch edges are
engaged, substantially as and for the purposes hereinbefore described, reference
being had to the accompanying drawings.
3. In gas or like engines, the spring connection between the governor and the
gas valve knife or catch edges hereinbefore described with reference to Figures 1,
2, 3, 7, 11 and 12 embodying sliding sleeve, bell crank and loose levers as set
forth.
4. In gas or like engines, the valve operating and governing gear hereinbefore
described with reference to Figures 11 and 12 of the drawings whether one gas
valve is actuated by one or two cams.
5. In gas and like engines, governing the gas supply first by throttling and then
by entirely cutting off the gas by a combination of gas cut off and throttle valves,
substantially as and for the purposes hereinbefore described and illustrated in the
drawings, reference being had to Figures 8 and 9.
6. A governor for gas and like engines having a single weight, central spindle
and adjusting spring or springs, substantially as and for the purposes herein before
described and illustrated in the accompanying drawings reference being had to
Figures 13 and 14.
7. In gas and like engines, a regulating device comprising an air inlet valve
controlled by the movement of a gas supply valve, substantially as and for the
purposes hereinbefore described and illustrated at Figures 15 and 16 of the
drawings.
8. In gas and like engines, the arrangement of exhaust and air inlet valve herein-
before described with reference to Figure 10 of the drawings, combined with an air
inlet pipe carried down and along at the ground level as at V' in the said figure as
set forth.
9. In gas and like engines, starting by first charging the cylinder with com-
bustible mixture at atmospheric pressure then admitting compressed explosive
mixture from a reservoir through the igniting tube, and thereby firing the cylinder
charge while adding to it from without, substantially as and for the purposes
herein before described and illustrated with reference to Figure 19 of the
drawings.

page_text: 10. In gas and like engines, the arrangement for attaching an igniter tube and
its connections by a single nut or bolt and clamp, substantially as herein before
described with reference to Figures 17 and 18 of the drawings.
Dated this 8th day of September 1892.
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for the Applicants.