ENGINES
Year: 1887

page_text: Date of Application, 26th Mar., 1887
Complete Left, 27th Dec., 1887
Complete Accepted, 9th Mar., 1888
the nature of my invention for GAS ENGINES to be as follows:-
My invention relates to improvements in Gas and Petroleum vapor Engines and
consists in arrangements whereby I obtain economy and hygienic working with an
impulse every revolution if required. These arrangements and the method of
working are described as follows. The Crank and connecting Rod work in a sealed
chamber attached to the Cylinder casting whereby the air contained in the said
chamber is affected by the motion of the Piston. A passage is constructed connecting
this chamber with the working or admission end of the Cylinder and in this passage
forming a part of its side is fixed a flexible Diaphragm of indiarubber or other
suitable material which pulsates to a certain extent in harmony with the contents of
the sealed chamber and so sucks in or forces out gas or petroleum vapor which may
be admitted into a chamber on the other or outerside of the said Diaphragmn by a
valve. On the sealed chamber is an automatic suction valve to admit air and as before
referred to on the outerside of the Diaphragm chamber is a Valve for the admission
of gas. From the diaphragm chamber on the gas side another passage leads to the
working or admission end of cylinder and on the end of this gas passage and also on
the end of the air passage previously referred to is also fixed a Valve. These two
Valves are opened simultaneously by means of a cam or eccentric and Rods or other
mechanical arrangements admitting into the cylinder a mixture of Gas and air for
a certain time to form a combustible charge they are then simultaneously closed and
the Piston the action of which we will now refer to being now at the outward or
emission end of the Cylinder passes over the exhaust ports and advancing by the
momentum of the fly wheel compresses the mixed charge until it reaches the end of
its stroke at the admission end when on commencing to return the charge is fired by
allowing a little of it to pass through a small Valve into a heated Tube closed at its
outer end (or it may be fired by other means). The charge being ignited the
expansion of the Gases thus produced forces the piston forward and so drives the

page_text: Engine. When the exhaust ports are reached the used Gases are exhausted or
expelled. The momentum of the Fly Wheel carries the crank over its centre. The
Gas and air Valves being opened the mixture flows into the cylinder through the
pressure in the sealed chamber and the heat of the cylinder expanding this mixture forces
out any remaining residuum. The Piston now advancing covers the exhaust, Ports
the Gas and air Valves are again closed the combustible mixture is again compressed,
ignited and so continues to drive the Engine. As will be understood the crank side
of the Pision on its outstroke compresses the air and by means of the Diaphragm,
Gas, or petroleum vapour so that these are not mixed until they emerge from their
respective valves and before entering the Cylinder. As will be also understood I can
use a flexible bag placed inside the chamber or passage being actuated in the same
way, or, if I should wish I can dispense with the flexible Diaphragm or Bag and
outlet valve passing a mixture through one Valve into the Cylinder. The Outlet Gas
Valve is controlled by a Governor.

page_text: I, CHARLES RIDEALGH; of Deptford House, Deptford, Sunderland, in the County
of Durham, Engineer, 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 Improvements in Gas Engines and consists in arrange-
ments whereby I obtain economy and hygienic working with an impulse every
revolution if required.
These arrangements and the method of working may be described as follows, having
reference to the accompanying drawings in which:
Fig. 1 represents a sectional clovation of the Vertical Inverted type of my improved
motor, showing the piston at the bottom of its stroke and the admission valve to the
cylinder open.
Fig. 2 is a part elevation and part sectional elevation of the same on a line
taken at right angles to the line of section in Fig. 1, with bent lever D* removed.
Fig. 3 is a cross-section on line X Y in fig. 1 and Figs. 4 & 5 represent details of
valve gear to be more particularly hereinafter referred to.
Throughout this description, similar letters of reference designate corresponding
parts.
A is the motor cylinder, fitted with a piston B to which is attached the connecting
rod C with its crank D and crankshaft D¹. D2 is a cam on the crank D which
actuates by small roller D³ and bent rod D* the spindle H2 of the valves R and H and
in the drawing D2 is shown in action and the valves R and H open. The crank &
connecting rod work in an enclosed chamber E attached to the cylinder casting E¹
whereby the air contained in the said chamber is affected by the motion of the piston.
On the sealed chamber is an automatic suction valve F which can admit air into the
chamber through the holes F. The cylinder is surrounded by a water-jacket G in
the usual way. His the main admission valve for the combustible charge into the
admission end H of the motor cylinder.
Jis the gas supply pipe and K is the gas admission valve which is actuated by the
operation of rods Land M from a cam on the periphery of the disc N attached to the
crankshaft D. A passage J leads from the gas admission valve K into the space P
surrounding the tube or pipe P₁ situated in the main passage connecting the enclosed
crank chamber E with the admission end H of the motor cylinder. Opposite or
nearly opposite the end (see figs. 4 and 5) of the gas passage J is a set of circum-
ferential holes P2 in the pipe which when uncovered by the valve R gives communi-
cation through passages P P between the space P & the space between valves R
and H. The valve Ris for the purpose of controlling the passage of gas or gas &
air or air alone through the holes P and is constructed with vertical holes P5 passing
through the valve and horizontal holes P passing from the circumference of the valve
to the internal vertical holes aforesaid. In position shown in fig. 4 communication is
established between space P and space P¹ through passages P² PPs. By the arrange-
ment just described it will be seen that there is a constant air communication between

page_text: crank chamber E and the underside of valve H and when the latter is on its seat, the
bottom of the valve R is in the position indicated by the dotted line Z and in this
position the openings P2 in pipe P are closed by the solid upper circumference of
valve R. SS are pullies with pulley-belt S' driving governor the action of which
is such that when there tends to be any excess of speed in the engine, the lower end
of bent lever S³ centred at S moves, following governor sleeve under control by
spring S attached to any convenient part of the engine, towards the left as shown
in fig. 1, the upper end S moving to the right, the effect of which is to throw the
jaw m of rod M out of gear with catchpiece m¹ on the end of rod L & thus to leave
the gas valve K which is held in position by a suitable spring, unmoved on its seat.
When the excess of speed is again sufficiently reduced, the action of the governor
bringing the several parts back to their original position, the jaw m again engages
with mand gas valve K can again be lifted.
TT are the exhaust ports arranged to he uncovered by the piston when at the
emission end of its stroke. U is a hollow tube, closed at its upper end and heated
externally by the master light V which issues from the receiver W and burns in the
asbestos-lined tube WI, w being the gas supply pipe to receiver W.
The operation of my invention is as follows: Starting from the position shown in
fig. 1, the piston commences to make its upstroke and almost simultaneously air inlet
valve F and gas inlet valve K are opened, remaining open and taking in charges of
air and gas respectively till the piston reaches the admission end of its stroke when
the valves F and K are at once closed. The charge previously compressed during the
upstroke being now ignited, the piston is again driven downwards, simultaneously
compressing the air in chamber E and in passage P as well as the gas and air or air
alone in passage P, till the exhaust ports TT being uncovered, the residual waste
products of combustion are released. At this point cam D2 on crank D raises rod D¹
which in turn lifts valves R and H, the result being that the air under compression
from the crank chamber rushes up the passages P & P in mixing valve it where it
mixes with the gas and air, also under compression from the crank chamber, issuing
from space P through holes Ps and passages P. The mixture of gas and air are now
thrust under considerable pressure through valve H into the admission end H¹ of the
motor cylinder.
The incoming charge at once becoming heated by the hot walls of the cylinder
rapidly expands and aids in expelling the products of combustion through ports T T.
The momentum of the flywheel and working parts carries the crank over the centre
and the valves H and R having simultaneously closed in the cam D² disengaging
contact with rod D* and spindle H2, the upstroke of the piston is made. The com-
bustible charge is now again compressed and as the piston reaches the admission end
of the cylinder, a portion of the charge is forced up ignition tube U and the gaseous
mixture being fired, the piston is again driven outwards and the operations of the
engine are repeated as already described.
Having reference to my provisional specification in which the use of a diaphragm
is mentioned for certain purposes, I find that the arrangement herein before described
and foreshadowed in my former specification is a more useful by being a more durable
method of performing the several operations of my invention and I have therefore
with this exception omitted reference to the further use of such appliances. By the
arrangement of enclosed crank chamber and enclosed admission valve H, it is evident
that leakages of gas either past the piston or past the admission valve from the com-
bustion chamber are not wasted but are returned to the combustion chamber at the
next stroke of the engine.
Having now particularly described & ascertained the nature of this invention &
in what manner the same is to be performed, I wish it to be understood that I
do not lay claim to the separate parts of this invention, as taken separately, but what
I do claim is:
1. The provision in combination with a gas motor engine having an enclosed crank
chamber in connection with the motor cylinder substantially as shown in Figs. 1

page_text: and 2 hereto annexed of the arrangement for delivering the whole of the combustible
charge for driving the motor into the admission or ignition end H of the motor
cylinder substantially as hereinbefore described & illustrated in the annexed
drawings.
2. The provision in combination with a gas motor engine having an enclosed crank
chamber in connection with the motor cylinder substantially as set forth of the means
employed for effecting the exhaustion of the residual waste products of combustion
by the assistance of the incoming charge under compression from the crank chamber E
without the use of a separate scaled exhaust valve substantially as hereinbefore
described and illustrated in the annexed drawings.
3. In Gas Motor Engines the combination with the use of an enclosed crank
chamber in connection with the motor cylinder of a passage connecting the enclosed
crank chamber with the admission end of the motor cylinder, such passage being
utilised for the purpose of delivering by the compressive action of the motor piston
the whole of the combustible charge into the admission end of the motor cylinder,
substantially as hereinbefore set forth.
4. The provision, in combination with a gas motor engine having an enclosed
crank chamber in connection with the motor cylinder of the arrangement for regulating
the speed of the engine by means of a governor actuating a bent lever S³ in conjunction
with the rods L & M and gas valve K substantially as heroin before described &
illustrated in the annexed drawings.
L1007
A. CRAWHALL CHAPMAN,
2, St. Nicholas' Buildings,
Newcastle-on-Tyne,
Patent Agent for Applicant.