IMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR GAS MOTOR ENGINES
Year: 1879

page_text: LETTERS PATENT to Hugh Williams, Civil Engineer, and James Baron,
Engineer and Ironfounder, both of Southport, in the County of Lancaster, and
of 15, Water Street, Liverpool, also in the County of Lancaster, for the
Invention of "IMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR
GAS MOTOR ENGINES."
AND
Sealed the 8th April 1879, and dated the 1st January 1879.
PROVISIONAL SPECIFICATION left by the said Hugh Williams and James
Baron at the Office of the Commissioners of Patents on the 1st January
1879.
HUGH WILLIAMS, Civil Engineer, and JAMES BARON, Engineer and Ironfounder,
both of Southport, in the County of Lancaster, and of 15, Water Street, Liverpool,
also in the County of Lancaster. "IMPROVEMENTS IN AND RELATING TO ATMO-
SPHERIC AIR AND GAS MOTOR ENGINES."
Our Invention consists in the introduction by enforcement of compressed
air in an isolated state into a space within a working cylinder behind the
piston, and upon the piston reaching the most advantageous part of its stroke a
charge of inflammable gas is then forced into the air within the cylinder at a point
in the proximity of a kindling frame. By this arrangement, and by so introducing
the compressed air and inflammable gas into the cylinder, we obviate all chances
of violent and sudden development of pressure and explosions, such as occur in
other gas engines. According to our arrangement there is sufficient air introduced
into the cylinder to sustain combustion prior to the forced injection of the gas. It
must necessarily follow that upon the gradual enforcement of the inflammable gas
into the air in the cylinder, and in contiguity of a flame an ignition will take place
the moment the mixture reaches its inflammable point in manner similar to the
action of an ordinary jet burner, and the development of heat will be gradual in
proportion to the quantity of air and gas injected. The heat will also be more
thoroughly dispersed among and through the compressed air within the cylinder,
and consequently generate an expansive pressure behind the piston resembling the
action of steain. This arrangement enables us to obtain a maximum power from a
minimum quantity of gas. It is self regulating, taking fire at the least inflam-
mable stage of the mixture, namely, the moment the proper proportions are
reached.
Hitherto gas motor engines have been designed on principles the reverse of that
just described as the principle of our Invention, namely, the introduction of gas into

page_text: the cylinder has been first, the introduction of the air following, or gas and air
have been introduced simultaneously and diffused in their passage into the cylinder.
The difficulties in connection with these arrangements have been in hitting or
arriving at the exact proportions of the igniting mixtures and the exact point of
proper ignition. It either occurs that the mixture contains so much gas as to cause
a violent and unproductive explosion or an insufficient proportion of gas so that no
ignition takes place. The result of the latter condition is that the charge of gas is
lost unproductively through the exhaust. These conditions frequently occur in
most of the gas engines now known.
According to our Invention the igniting point finds itself to a certainty, whereas
in other cases it has to be determined.
In carrying out our Invention in its application as a motive power for the pro-
pulsion of tramway cars or other vehicles of a similar character, also for portable
engines for any other purpose whatsoever, the inflammable gases in order to make
them sufficiently portable are stored in a state of high pressure in a receiver or
reservoir, or receivers or reservoirs of suitable forms and attached to any con-
venient part of the vehicles. This arrangement may be applied either on a
separate carriage which can be attached to the vehicles or engines to be propelled,
or may be incorporated with the vehicles or engines themselves. The pressure of
the gases so stored as drawn from the reservoirs are regulated to an invariable
pressure previous to their introduction into the cylinder by a suitable pressure
regulating valve.
Our Invention can be applied as a motor engine generally either with one or any
combined number of cylinders, and as a double or single acting engine, that is, with
the pressure on one or both sides of the piston.
The engine may produce its own supply of compressed air, or the compressed air
may be supplied by an independent pump. The gas charge may be supplied
direct from a receiver or by an anxiliary pump, both the gas and air being
controlled by the working of the engine. To start the engine an air pressure
may be obtained by band pump.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Hugh Williams and James Baron in the Great Seal Patent Office
on the 30th June 1879.
HUGH WILLIAMS, Civil Engineer, and JAMES BARON, Engineer and Ironfounder,
both of Southport, in the County of Lancaster, and of 15, Water Street, Liverpool,
also in the County of Lancaster. "IMPROVEMENTS IN AND RELATING TO ATMO-
SPHERIC AIR AND GAS MOTOR ENGINES."
Our Invention consists in the introduction by enforcement (that is, by means of
pressure exerted by the machine) of compressed air in an isolated state (that is,
compressed atmospheric air) into a space within a working cylinder behind the
piston, and upon the piston reaching the most advantageous part of its stroke a
charge of inflammable gas is then forced into the air (which has been introduced
under pressure as aforesaid) within the cylinder at a point in the proximity of a
kindling flame. By this arrangement, and by so introducing the compressed air
and inflammable gas into the cylinder under pressure we obviate all chances of
violent and sudden developement of pressure and explosions such as occur in other
gas engines in consequence of non or imperfect regulation of the mixture of air and
inflammable gas. According to our arrangement there is a regulated and sufficient
quantity of air introduced into the cylinder to sustain combustion prior to the
forced injection of the gas. It must necessarily follow that upon the gradual
enforcement of the inflammable gas into the compressed air in the cylinder and in
contignity of a flame, an ignition will take place the moment the mixture reaches
its inflammable point in manner similar to the action of an ordinary jet burner,
and the developement of heat will be gradual, in proportion to the quantity of air
and gas injected. The heat will also be more thoroughly dispersed among and
through the compressed air within the cylinder, and consequently generate au
expansive pressure behind the piston, resembling the action of steam. This
arrangement enables us to obtain a maximum power from a minimum quantity of
gas.
It is self regulating, taking fire at the least inflammable stage of the mixture,
namely, the moment the proper proportions are reached.
Hitherto gas motor engines have been designed on principies the reverse of that
just described as the principle of our Invention, namely, the introduction of gas
into the cylinder has been first, and afterwards followed the introduction of air, or
gas and air have been introduced simultaneously and diffused in their passage into
the cylinder, or the air and gas have been introduced into the cylinder so as to
exist before ignition in a stratified condition, namely, a layer of explosive gaseous
mixture containing such proportion of air necessary to support combustion, and
then a layer of air, and then a layer of gas, and so on, so that the combustion took
place only upon the gradual admixture of the air and gas which primilarly existed
in the stratified condition. The difficulties in connection with these arrangements
have been in hitting or arriving at the exact proportions of the igniting mixture
and the exact point of proper ignition. It either occurs that the mixture contains
so much gas as to cause a violent and unproductive explosion, or an insufficient
proportion of gas so that no ignition takes place. The result of the latter con-
dition is that the charge of gas is lost unproductively through the exhaust. These
conditions frequently occur in most of the gas engines now known.
According to our Invention the igniting point finds itself to a certainty, whereas
in other cases it has to be determined.
In carrying out our Invention in its application as a motive power for the pro-
pulsion of tramway cars or other vehicles of a similar character, also for portable
engines for any other purpose whatsoever, the inflammable gases in order to make
them sufficiently portable are stored in a state of high pressure in a receiver or reser-
voir, or receivers or reservoirs of suitable forms, and attached to any convenient
part of the vehicles. This arrangement may be applied either on a separate

page_text: carriage which can be attached to the vehicles or engines to be propelled, or may
be incorporated with the vehicles or engines themselves. The pressure of the gases
so stored are regulated as they are drawn from the reservoirs to an invariable
pressure previous to their introduction into the cylinder by a suitable pressure
regulating valve.
The beforegoing being the nature, object, and purposes of our Invention, we will
now proceed to illustrate how our Invention may be practically applied, and to
describe forms and arrangements of apparatus such as are suitable for carrying our
Invention into practice, and for that purpose we have attached two Sheets of
Drawings illustrative of such apparatus and mechanism which are marked with
letters and figures of reference corresponding with those in the following explana-
tion, like letters and figures being used to denote the same or corresponding
parts throughout the various views and Figures.
For simplicity of explanation we will describe our Invention under two heads;
the first relates to an improved construction of atmospheric air and gas motor
engines in which we employ a new system of working, which consists of the prior
introduction as herein before described of atmospheric air under compression into a
space within a working cylinder of an engine in such sufficient quantity as will
sustain combustion; heat is imparted to the charge of air by the injectment or
enforcement of a combustible fluid into its midst in such a manner and in such
proportion that the mixture will ignite when brought in contact with a Hame or
an ignited body, and will continue so ignited in proportion to the duration of the
injectinent or enforcement of the combustible fluid, and thereby cause a gradual
and prolonged developement of the heat and tension of the gaseous mass behind the
piston.
The combustible fluid may be composed of common illuminating gas or other
carburretted hydrogen, such as the volatile constituents of petroleum.
This the first part of our Invention is illustrated by Sheet 1 of the accompanying
Drawings.
Figures 1, 2, 3, 4, 5, and 6 inclusive represent a vertical single cylinder single
acting engine arranged to explain the principle of our Invention.
Upon reference it will be seen that Figure 1 is a side view and Figure 2 a front
view of a vertical single engine constructed according to our Invention; Figure 3
is a verticle section on the lines A, B, of Figures 1, 4, and 6; Figure 4 is a hori-
zontal section on the lines C, D, Figure 1 and 3, showing the position of the valve
when on the point of admitting compressed air into the cylinder; Figure 5 is a
verticle section through the line E, F, Figure 1, showing position of igniting jet
and flame; Figure 6 is a horizontal section on the line G, H, Figure 5, showing
position of valve while gas is being injected into the cylinder after ignition has
commenced; Figure 7 is a plan of valve cover showing perforations through which
the combustible fluid is enforced into the cylinder; Figure & is a plan showing
position of valve when on the point of ignition; Figure 9 illustrates the position of
valve while admitting external air; Figure 10 shows the position of valve after
ignition.
In order to explain the principle of our new system of working it is necessary to
assume that a certain operation shall have taken place, by means of which the air
chamber, which is indicated by the letter A, shall have become charged with
atmospheric air under a prescribed pressure. This may be performed either by
means of a hand pump of ordinary construction, which it is not essential to describe,
or by means of imparting a series of revolutions to the crank shaft B, which
actuates through the connecting rod on the trunk piston C, within the working
cylinder D; the trunk E of the piston C being of a lesser diameter than the
piston proper forms an annular space between the trunk and the sides of the
cylinder, which is utilized as an air pump wherein the atmospheric air after being
drawn through the induction valves G, G, on the inward stroke of the piston C is
compressed by the shoulder of the piston on its outward stroke through the
eduction valves H, H, into the storage chamber A. The capacity of the storage

page_text: chamber is made sufficient to maintain a nearly uniform prescribed pressure when
supplying air into the space behind the piston C within the working cylinder D.
This condition having been arrived at, and when the piston shall have travelled
about one sixth of its inward stroke, the compressed air expands from the storage
chamber through the pipe I, and is thus admitted into the cylinder through the
passage J, of the valve K, a rectilinear motion to which is imparted by the lever L,
actuated by the grooved cam M. fixed on the horizontal shaft N. This shaft
receives its motion from the crank shaft B through the vertical shaft and the
bevel wheels P, P. The grooved cam M. is so formed as to cause a pause in the
travel of the slide valve K for a period equal to about one half of the inward
traverse of the piston, commencing at about the first one fourth and terminating at
about three fourths of its inward stroke. When the piston has performed the
latter, and the full charge of air for sustaining combustion shall have been admitted
into the cylinder in opposition to the piston, then the plunger Q of the gas pump R
commences to inject or euforce a charge of combustible fluid in the form of a series
of jets through the perforations S, S, S, S, S, into the midst of the air within the
cylinder, and this combustible compound will be more or less further compressed by
the remaining one fourth of the inward traverse of the piston. The gas pump R
continues to inject the combustible fluid for about three fourths of the outward or
effective stroke of the piston C. When the pressure of the air admitted within the
cylinder shall have become superior to the initial, or the prescribed pressure of the
air within the storage chamber A, through the depressive action of the instroke of
the piston or the expansion of the combustible gases when ignited within the
cylinder, a back pressure valve of ordinary construction, which is fixed on the
pipe I, prevents the escape of the said superior pressure into the air chamber A.
When the piston has performed about one fourth of its outward stroke the cam M,
through the medium of the lever L, will have moved the slide valve K. so as to
bring the kindling flame within the space T in contact with the combustible fluid
within the cylinder D through the passage U. The master light being shown at V.
The consequent pressure produced by the combustion and expansion of the gases
urge the piston on its outward stroke, and developes the motive power. When
the space T of the slide valve shall have reached a position fully opposite to the
passage U, or about one fourth of the outward stroke of the piston, another pause
takes place in the travel of the slide valve K, and the plunger Q of the gas pump
will continue to inject combustible fluid through the said passages T and U in the
face of the expansion due to the combustion of the gases within the cylinder until
the piston shall have performed about three fourths of its outward stroke. The
effect of this operation is obviously to prolong combustion in the cylinder, and con-
sequently generate and gradually prolong dilation of the gaseous mass behind the
piston during its outward or effective stroke. When the piston shall have nearly
completed its outward stroke under the effects of the operations before described
the exhaust valve W is actuated by the lever X and the cam Y, and the
passages, Z, are beld open for about one fourth of the returning inward stroke of
the piston for the expulsion of the products of the preceeding combustion. As the
residue of these combustions is composed principally of carbonic acid and water, two
elements of a higher specific gravity than the original combustible fluid, it will
necessarily follow that these residues will be deposited at the lowest part
of the cylinder nearest the piston; to accelerate their expulsion from this
position the external air is admitted direct into the top part of the cylinder
through the passages « simultaneously with the opening of the exhaust pas-
sages Z, Z, and in opposition with the travel of the piston, and acting as it
were as a flushing medium. The admission of the external air direct, as before
described, also aids in reducing the temperature of the upper parts of the cylinder.
The power and speed of the engine is regulated by the conical valve b attached to
the gas pump R, and controlled by the governor c acting on the sliding cone d.
When an excess of speed is attained the balls c, e, of the governor fly apart and
bring the sliding cone d forward so as to bear on the roller spindle / which

page_text: actuates the lever g and the valve spindle, thus causing a more or less.depression
of the conical valve b. The valve is opened by the expansion of the spiral spring
at the instant the sliding cone ceases to bear on the roller spindle f
We next proceed to describe our Invention in its application as a motive power
for the propulsion of tramway cars or other moving structures as illustrated by
Sheet 2 of the Drawings.
Figure 11 is a sectional side elevation illustrative of a tramway car provided
with and driven by an air and gas motor engine constructed according to our
Invention; Figures 12 is a sectional end view of Figure 11; Figure 13 is a section
at X, Figure 11. The parts are distinguished by the following numerals:-1 is the
body of the tramway car; 2, the wheels of the car; 3, a bogie carriage supported
from the car, and which carries 4 a three cylinder air and gas motor engine which
drives the endless chain 6, and thereby the shaft 7, through which motion is trans-
mitted by the endless chains 8 to the wheels 2 of the tramway car 1; 9 are the gas
reservoirs in which the inflammable gases in order to make them sufficiently
portable are stored in a state of high pressure; 10 is a pressure regulating valve,
through which gas is supplied from the reservoirs 9 to the gas engine 4 by means
of the pipe 11; 12 is a water reservoir connected to the jacketting 13 of the
cylinders of the engine 4, as shown at Figure 12 by the pipes 14 and 15, so that
the water as it heats will circulate out to the top of the reservoir 12, and cooler
water from the bottom thereof takes its place.
We would have it understood that our Invention can be applied as a motor
engine generally, either with one or any combined number of cylinders, and as a
double or single acting engine, that is, with the pressure on one or both sides of the
piston. The engine may produce its own supply of compressed air, or the com-
pressed air may be supplied by an independent pump. The gas charge may be
supplied direct from a receiver or by an auxiliary pump, both the gas and air being
controiled by the working of the engine. To start the engine the air pressure may
be obtained by a hand pump or from a receiver where the air is stored under
pressure.
Having now described and ascertained the nature of our Invention, and explained
our new system of working engines by means of compressed air and combustible
fluid, and the manner in which the same may be carried into practical effect, we
would remark in conclusion,―
First. That we do not limit ourselves to the construction or arrangement of the
several parts of the engine and apparatus as described and illustrated, inasmuch as
such parts may, as will be obvious to persons familiar with the construction and
working of gas engines, be readily varied to meet various requirements, and the
improvements which constitute our Invention can be applied to engines of various
forms.
Second. We would have it known that we are aware that many types of air and
gas engines have been heretofore patented and some are now in use, whereby the
motive power is produced by the combustion or explosion of inflaminable gases,
and that many methods have been adopted for introducing explosive gaseous
mixtures in more or less diluted states of atmospheric air into the cylinders of
air and gas engines. Amongst others the following Patents and Protections have
been obtained for the same and for its application to various purposes, that is to
say, by
William Robert Lake, No. 432, dated 10 February 1872.
John Townsend Kirkwood, Charles Thomas Evans Lascells, and Jesse Hall,
No. 4410, dated 22 December 1874.
Robert Gotheill, No. 25, dated 2 January 1874.
Frank Wirth, No. 1520, dated 10 April 1876.
Charles Denton Abel, No. 2081, dated 17 May 1876.

page_text: Edward Coniston Mills and Henry Haley, No. 3024, dated 8 August 1877.
Francis William Crossley and William John Crossley, No. 2177, dated 4 June
1877.
Richard Halliwell, No. 819, dated 28 February 1877.
Nicholas Auguste Otto and Francis William Crossley, No. 491, dated 5 February
1877.
Samuel Clayton, No. 2037, dated 22 May 1878.
Charles Denton Abel, No. 1770, dated 2 May 1878.
Louis Simon and Richard Simon, No. 433, dated 1 February 1878.
George Lowery, No. 153, dated 12 January 1879.
Francis William Crossley and William John Crossley, No. 5113, dated 13 Decem-
ber 1878.
We would have it understood that we do not make any claim to any of the
engines or parts thereof described in the Specifications of the above enumerated
Patents, but what we do claim is,—
First. The introduction by enforcement or pressure of air compressed in an
isolated or pure state into a space within a working cylinder behind the piston
thereof and the subsequent enforcement or supply under pressure of a continuous
charge of inflammable gas or combustible fluid into the compressed air commencing
at a given point in proximity of a kindling flame, substantially as herein
described.
Secondly. The improved system of working by supplying atmospheric air under
pressure, and then gas under pressure to air and gas engines in regulated quantities,
substantially as described.
Thirdly. The use for gas engines such as are herein described of gas stored under
pressure in a reservoir or reservoirs when employed for tramway cars and other
moving vehicles and structures, substantially as herein described and shewn in
Figures 11, 12, and 13, of Sheet 2 of the Drawings hereto annexed.
Fourthly. The combinations of parts respectively constituting the modifications
of apparatus wherein our improved system of working is used, substantially as
herein described, and illustrated in Figures 1 to 10 of the accompanying Drawings.
In witness whereof, we, the said Hugh Williams and James Baron, have hereunto
set our hands and seals, this Twenty sixth day of June, in the year of our
Lord One thousand eight hundred and seventy nine.
HUGH (L.B.) WILLIAMS.
JAMES (L.B.) BARON.