IMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR ENGINES
Year: 1880

page_text: LETTERS PATENT to Hugh Williams and James Malam, both of Southport, in
the County of Lancaster, and of 15, Water Street, Liverpool, also in the
County of Lancaster, for an Invention of "IMPROVEMENTS IN AND RELATING
TO ATMOSPHERIC AIR AND GAS MOTOR ENGINES."
PROVISIONAL SPECIFICATION left by the said Hugh Williams and Janies
Malam at the Office of the Commissioners of Patents on the 24th April
1880.
HUGH WILLIAMS and JAMES MALAM, both of Southport, in the County of
Lancaster, and of 15, Water Street, Liverpool, in the County of Lancaster.
"IMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR
ENGINES."
Our Invention has for its object certain improvements in the construction and
method of action or working of what are commonly known as gas motor engines.
Hitherto the principles of operation of some gas motor engines have been as
follows, namely:-
Firstly. One arrangement is by the outward stroke of the working piston a
combined charge of atmospheric air and gas is drawn into the working cylinder,
and when the piston shall have traversed a portion of this outward stroke the
admission of air and gas is cut off, and the explosive compound within the cylinder
is ignited, and an explosion takes place imparting a motive force to the crank shaft.
The working piston then returns and expels the product of combustion produced
by the former and effective stroke of the piston.
Secondly, a. Another arrangement by which motive power is obtained is by the
outward or first stroke of the working piston atmospheric air and gas (and in some
cases air, gas, and products of combustion), are drawn in together into the working
cylinder.
b. The above charge of combustible compound is then compressed by the return
instroke, or the second stroke of the piston.
c. When the piston is on the commencement of its next outward or third stroke,
and while the gaseous compound is in a state of tension, they are ignited and
produce the motive force.

page_text: d. The next instroke, or the fourth stroke of the piston, expels the products of
combustion produced by the operation of three previous strokes; thus the motive
force being exerted once in two revolutions of the crank shaft.
Thirdly. Another arrangement of gas motor engines is, whereby the motive force
is exerted more frequently than in the latter, is by the application of separate
compressors to enforce the gaseous compounds into the working cylinder during
each outward stroke of the working piston and ignited at the same stroke. This
principle has been applied in various forms, namely, air and gas are drawn together
and mixed in a compressor, and thereby enforced into the working cylinder.
Separate air and gas compressors have been employed, each drawing in and
enforcing its respective charge separately into the working cylinder, and thereby
cause a mixture to take place within the working cylinder itself, and then ignited
on the outward stroke of the piston. In all these cases the instroke of the piston is
devoted to the expulsion of the gaseous products of combustion; hence, it is found
in practice, that a great loss is occasioned by the gas motor engines designed and
constructed after these principles by the escape from the working cylinder of theso
gaseous products at high temperature. According to the present Invention a rapid
exhaustion or extraction is produced by the gaseous products after their combustion
within the working cylinder and the further developinent of the heat susceptible to
the original combustible gas. We also more evenly balance the negative motion
which occurs in some of the gas motor engines before referred to.
Various mechanical arrangements may be adopted to carrying out our Invention
into practice; thus, by one arrangement we form an engine with two separato
cylinders, one of which may be termed the working or the effective cylinder, and
the other may be termed the exhaustion or extraction cylinder. These are so
arranged that the strokes of their respective pistons operate concomitently. Tho
operation of the engine may be assumed that by the outward stroke of the
pistons vacuum is being created within tho cylinders. About the termination
of the outward stroke by the opening of a suitable valve a communication is formed
between the two cylinders. This valve is held open during a portion of tho return
or inward stroke of the pistons, when another suitable valve attached to the
working cylinder is opened and an intimate change of atmospheric and gas rush
into the vacuated working cylinder until a plenum is formed within the working
cylinder, and the working piston in continuing its inward stroke compresses the
compound charge of combustible fluids. When the working piston shall have
reached the termination of its inward stroke, and about the commencement of its
next outward stroke, the combustible compound is then exposed, by a suitable
valve, to a flame or a series of electrical sparks and ignited, and consequently, by
reason of their expansion exert the motive force to the crank shaft of the engine
through the connecting rod. When the pistons shall have reached nearly the
termination of this their outward stroke the same communication between the two
cylinders takes place in the manner before described, and tho gaseous products of
combustion generated within the working cylinder are suddenly drawn into the
vacuated exhaustion or extraction cylinder, and in conscquenco a considerable
vacuum is formed within the working cylinder and a new charge of combustible 4
compound is admitted into the working cylinder each instroke of the piston. At
the same time the products of combustion are being partially expelled through the
exhaust pipe, and may be partially reintroduced along with the other fluids into the
working cylinder by the instroke of the exhaust cylinder piston; therefore it will
be readily understood that the motivo force in this arrangement can be exerted at
every revolution of the crank shaft. The advantages of the application of this
principle to existing engines constructed after principles previously referred to will
be apparent, more particularly as regards the engines exerting their motive force
every two revolutions, such as those under head No. 2, where by the application of
an exhausting cylinder to existing engines the motive force would be applied twice
as often, and consequently the proportionate enhancement of power and without
materially disturbing their existing arrangements.

page_text: Another and a second method, by which the purpose of our Invention may be
accomplished, is by an arrangement of double cylinders concentric with each other.
The inner cylinder we use as the working cylinder, and the outer cylinder we uso
for exhausting and extracting the gaseous products after combustion within the
inner or working cylinder. The pistons of the two cylinders may be formed in
two and secured together; or they may be formed in one, the working end being
of a smaller diameter than the exhausting end. These pistons act conjointly on
the crank shaft through one connecting rod. The cycle of operation in this case
will be similar to that of the first arrangement.
Another and third arrangement, by which we extract the products of combustion
from the working cylinder, is by drawing them into the inoperative or cool end of
the working cylinder itself during the instroko of the working piston, and expel
them by its outward stroke.
According to this arrangement a communication is formed between both ends
of the cylinder, which is held open by a suitable valve for a considerable length
of the inward stroke of the piston into the working end of the cylinder, and before
the piston shall have travelled the full extent of this stroke the communication
between the two ends is shut off and a charge of atmospheric air together with gas.
is admitted by a suitable valve into the working end of the cylinder, and amidst
any remaining products of combustion there may be loft due to the non complete
exhaustion. The charge is then partially compressed by the completion of the
instroke of the piston and is ignited at the earliest stage of the outstroke.
In order to obtain the necessary ignition of the combustible charge within the
cylinder for the purpose of carrying out the foregoing arrangements, one method
is by the application of a series of electric sparks to the inflammable mixture
within a small chamber communicating with the working cylinder. The magneto
electric currents which produce these sparks are generated by an armature
revolving between the poles of a series of permanent magnets. The electric
machine will be driven by a belt, or its equivalent, from a conical pulley fixed on
the crank shaft of the engine or from a secondary shaft. The object of the appli-
cation of conical pulleys is to impart a high velocity to the armature when starting
the engine slowly by hand, and when the engine shall have attained its normal
speed by moving the position of the belt along the cone the velocity of the
armature is regulated to proportionate with the velocity of the crank shaft. As
before stated, the electric sparks are produced within a small chamber communi-
cating with the cylinder. To effect this two insulated and adjustable metallic
points to which the wires from the electrical machine are attached. These metallic
points are attached to the chamber, and their points are permanently held a short
distance apart, and between which the electric sparks are produced when the
combustible charge is being ignited. A successive production and non production
of the electric sparks is effected by an insulated disc or bowl attached to the crank
shaft on a secondary shaft; on the periphery of this disc is attached a plate of
brass or other suitable conductor, covering a sufficient portion of the non conducting
portion of the disc to produce a prolonged contact. This contact is formed by an
insulated metallic spring connecting the wires between the electro machine and
the metallic points within the igniting chamber. This spring is permanently
bearing on the periphery of the disc. The make and break of contact is performed
by the revolution of the disc. When contact is made the metallic spring is bearing
on the metallic plate fixed on the disc, and when contact is broken the spring is
bearing on the insulated portion of the disc. Connected with the igniting chamber
is a suitable tap or cock, for the purpose of facilitating the inspection of the
condition of the sparks and the adjustment of the metallic points.
Another or second method to produce the ignition of the combustible charge is
by a peculiarly constructed valve actuated by a cam, or its equivalent, fixed on
the crank shaft of the engine or a secondary shaft. This valve may be made of a
piston or a plunger type, and also to serve the purpose of admitting the combustible

page_text: compound into the working cylinder. This valve contains two chambers, one of
which, number 1, contains a charge of gas fed through a small flexible bag from
the main gas supply pipe. A communication is made between chamber number 2
and number 1 by a conical orifice with its base towards chamber number 1, and
its apex forming a burner in chamber number 2, through which the igniting flame
when not exposed to the combustible charge within the cylinder burns into the
atmosphere in contiguity to a stationary flame. When the flame is in the course of
transmission to the combustible charge the exposure to the external air is cut off
and the two chambers are simultaneously exposed to the charge within the cylinder,
and by reason of the superior area of the communication passage between the two
chambers within chamber number 1 the charge of igniting gas is propelled through
the smaller orifice in chamber number 2, and thus the igniting flame is sustained
against the pressure of the charge within the cylinder.
A third method of igniting the charge may be applied thus by a small gas flame
burning within the working cylinder in a small chamber protected by the piston ]
when the charge is being admitted. This small chamber communicates with the
external air by a small orifice, through which atmospheric air enters to sustain
the combustion of the igniting flame when not exposed to the inflammable charge.
Outside of this orifice a stationary flame is fixed to assist the sustention of the
igniting flame. The piston on its outward travel exposes the igniting to the
combustible charge, and thereby causes an ignition of the whole mass. To prevent
an oscape of tho inflamed compound whilst in a state of tension the small orifice is
covered by a small ball valve, actuated by the force of the explosion and by the
piston itself.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Hugh Williams and James Malam in the Great Seal Patent Office on
the 22nd October 1880.
.
HUGH WILLIAMS and JAMES MALAM, 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 ATMOSPHERIC AIR AND GAS MOTOR
ENGINES."
Our Invention has for its object certain improvements in the construction and
method of action or working of what aro commonly known as gas motor engines,
and the following is a full, clear, and exact description thereof, reference being
had to the accompanying five Sheets of Drawings making a part of this Specification,
and to the letters and figures of reference marked thereon, like letters and figures
being used to denote the same or corresponding parts throughout the various
views.
Hitherto the principles of operation of some gas motor engines have been as
follows, namely :-
Firstly. One arrangement is by the outward stroke of the working piston a
combined charge of atmospheric air and gas is drawn into the working cylinder,
and when the piston shall havo traversed a portion of this outward stroke the
admission of air and gas is cut off, and the explosive compound within the cylinder
is ignited, and an explosion takes place imparting a motive force to the crank shaft.
The working piston then returns and expels the product of combustion produced
by the former and effective stroke of the piston.
Secondly, a. Another arrangement by which motive power is obtained is by the
outward or first stroke of the working piston atmospheric air and gas, and in some
cases air, gas, and products of combustion are drawn in together into the working
cylinder.
b. The above charge of combustible compound is then compressed by the
instroke, or the second stroke of the piston.
c. When the piston is on the commencement of its next outward or third stroke,
and while the gaseous compound is in a state of tension, they are ignited and
produce the motive force.
d. 'The next instroke, or the fourth stroke of the piston, expels the products of
combustion produced by the operation of three previous strokes; thus the motive
force being exerted once in two revolutions of the crank shaft.
Thirdly. Another arrangement of gas motor engines is, whereby the motive force
is exerted more frequently than in the latter, is by the application of separate
compressors to enforce the gaseous compounds into the working cylinder during
each outward stroke of the working piston, and ignited at the same stroke. This
principle has been applied in various forms, namely, air and gas are drawn
together and mixed in a compressor, and thereby enforced into the working
cylinder. Separate air and gas compressors have been employed, each drawing in
and enforcing its respective charge separately into the working cylinder, and
thereby cause a mixture to take place within the working cylinder itself, and then
ignited on the outward stroke of the piston. In all these cases the instroke of the
piston is devoted to the expulsion of the gaseous products of combustion; henco it
is found in practice that a great loss is occasioned by the gas motor engines
designed and constructed after these principles by the escape from the working
cylinder of these gaseous products at high temperature.
According to the present Invention, of which this is the Specification, a rapid
exhaustion or extraction is produced of the gaseous products after their combustion
within the working cylinder, and the further development of the heat susceptible

page_text: to the original combustible gas. We also more evenly balance the negative motion
which occurs in some of the gas motor engines before referred to.
In carrying our Invention into practice various Diechanical arrangements may
be adopted; for example, that illustrated at Figures 1 to 7 of the Drawings, in
which,―
Figure 1 is a sectional elevation of an engine according to our Invention.
Figure 2 is a part outside view partly in section of Figure 1.
Figuro 3 is an end elevation of Figure 1 showing governor gearing, governor
balls depressed.
Figure 4 is a plan of Figuro 1, being a horizontal section through C, C, Figure 1.
Figure 5 is a cross section through E, E, Figuro 4, showing ignition valve with
valve flame exposed to master flame.
Figure 6 is a section through F, F, Figure 4, showing terminal pressure relieving
passages and valve.
Figure 7 is a section through B, B, Figure 1, showing the exhaust valve about
opening communication between the working cylinder and the exhausting cylinder.
Thus by one arrangement we construct an engine with two cylinders, one of
which A may be termed the working cylinder, and the other B may be termed the
exhaustion cylinder. These cylinders A and B are so arranged that the strokes of
their respective pistons operate concomitantly. The operation of the engine may
be thus assumed. By the outward stroke of the pistons C, D, vacuum is being created
within the cylinders A and B. About the termination of the outward stroke, by the
opening of a suitable valve such as E, which is an exhaust valve actuated by a cam E'
and lever E, a communication is formed between the cylinders A and B by means of
the exhaust passage A'. The exhaust valve E is held open during a portion of the
return or inward stroke of the pistons C, D, when another valve F attached to and
in communication with the working cylinder is opened, and an intimate charge of
atmospheric air and gas rush into the vacuated working cylinder until plenum is
formed within the working cylinder A, and the working piston C in continuing its
inward stroke compresses the compound charge of combustible fluids. When the
piston C shall havo reached the termination of its inward stroke and about the
commencement of its next outward stroke, the compressed combustible compound
in the chamber A" of the cylinder A is then exposed by a suitable valve, such as G,
Figure 5, to a flame, as shown at G', Figure 1, or the fluid may be fired by other
suitable valve, or by a series of electric sparks. The fluids thus ignited in the
cylinder A by reason of their expansion exert motive force to the crank shaft of the
engine through the connecting rod. When the piston C shall have reached the
passages or ports J, which are relieving passages for discharging the terminal
pressure of the gases through the valve Jinto the atmosphere when the piston is
about completing its effective stroke. At the termination of this their outward
stroke, the valvo E is again opened and communication again established between
the cylinders A and B, and the gaseous products of combustion generated and left
within the working cylinder A are suddenly drawn into the vacuated exhaustion
or extraction cylinder B, and in consequence a considerable vacuum is formed
within the working cylinder A, and a new charge of combustible compound is
admitted into the cylinder A through the valve F during each instroke of the
piston C. At the same time the products of combustion are being expelled through
the exhaust delivery valve H, and may if desired be partially reintroduced with the
other fluids into the working cylinder A through the valve F by the instroke of
the exhaust cylinder piston D.
By this explanation it will be understood that the motive force in the cylinder A
is introduced and exerted at every revolution of the crank shaft. The advantages
of the application of this principle to existing engines constructed according to
principles previously referred to will be apparent, more particularly as regards the
engines which exert their motive force every two revolutions, such as those
described under part second at the commencement of this Specification, where by

page_text: Figure 12, & Rectional end clevation showing the igniting valve about exposing
the igniting flame to the charge.
Figure 13, an elevation of eccentric for actuating the igniting valve.
In the arrangement thus illustrated in Figures 8 to 13 inclusive, wo extract the
products of combustion from the working end A of the cylinder by drawing them
into the inoperative or cool end B of the cylinder during the instroke of the piston C,
and we expel them by the outward stroke of the piston C. According to this arrange-
ment the cylinder is provided with a cover and a stuffing box for the piston rod, as
shown, and a communication is formed between both ends of the cylinder by the
passage A¹, which corresponds with the passage A' in Figure 1. This passage A¹ is
kept open by the valve E for a considerable length of the inward stroke of the piston C
into the working end A of the cylinder. Before the piston C shall have travelled the
full extent of its stroke the communication between the two ends A and B is shut
off, and a charge of atmospheric air together with gas is admitted through tho
valve F into the chamber A", which forms a belt round the working end of the
cylinder. This combustible compound mixes with any remaining products of
combustion there may be left in the cylinder A due to incomplete exhaustion.
The charge is compressed by the completion of the instroke of the piston C into
the chamber A", and is held compressed in the chamber A", which chamber is
formed as a belt round the working end of the cylinder A, and baving communica-
tion therewith by ports or inlets a, as shown at Figures 10 and 11. The small
charge beyond the piston left in the chamber All will on the outer travel of the
piston be expanded or reduced to a partial vacuum, which is held by the non
return valve F. The charge will therefore be ignited by the igniting flame being
sucked in, as at Figure 10, and this portion of the charge is ignited at the earliest
stage of the outstroke, namely, when the piston takes the position of the dotted
line 1. A second ignition, namely, the ignition of the complete charge takes place
when the piston shall have reached the dotted line 2, this ignition being caused by
the compressed charge in the chamber A" entering the cylinder A through the
ports a. The position of the crank and the working will be understood upon
reference to the line of crank travel, Figure 8. 1 is the position of crank when
first ignition takes place; 2 is the position of crank when second ignition
takes place; 3 is the position of crank when terminal pressure is relieved and
discharged direct into the atmosphere through the valve J¹; 4 is the position of
crank when the terminal pressure relieving valve J is closed and the exhaust

page_text: .
valve E is open, forming a communication between the working end A of the
cylinder and the exhausting end B also, the combustible compound is then drawn
into the cylinder A" through the valvo F in proportion as the exhaustion is
effected; 5 is the position of crank when the communication between the working
end A and the exhausting end B is closed and the admission of the chargo has also 5
ceased. The charge is slightly compressed from here to end of instroke.
Another arrangement by which we extract the products of combustion from the
working end of the cylinder is illustrated in sectional clevation at Figure 14. In
this arrangement an open ended cylinder A is used as the working cylinder, and
an open ended cylinder B is used as the exhaustion cylinder. The piston D of the 1
latter is worked from the connecting rod as shown. A' is the exhaust pipe or
passage from the exhaust valve E to the working cylinder A; H is the exhaust
valve and outlet from the cylinder B; 6 is the position of the crank when the
terminal pressure is relieved and the more complete exhaustion of the products of
combustion commenced by opening the communication between the exhausting 1
cylinder and tho working cylinder; 7 is the position of the crank when the exhaustion
is completed and the charge is admitted. The ignition in this example will be
the same as that of the closed cylinder arrangement Figuro 10, and the valve
gearing is also the same.
Another arrangement, particularly adapted for small power engines, by which wo
extract the products of combustion from the working cylinder is illustrated in
sectional elevation at Figuro 15 and in end elevation partly in section at Figure 16;
Figures 17 and 18 are details of the ignition valve; and Figure 19 is a detail of
the combustible fluid admission valve. In this example by the outstroke of the
pistons C, D, which are connected together, a vacuum is created in the cylinder A,
and air is expelled from the cylinder B, which is of larger diameter than the
cylinder A through the exhaust H. The combustible fluid is admitted into the
vacuated cylinder A through the valve F, when the crank shall have reached
about the point 8 of the downward stroke Figure 16, and the combustible charge is
fired by the ignition valve K when the crank reaches about the point 9 of the
upward stroke. At the completion of the upward stroke the exhaust valve E is
opened and the products of combustion are then drawn from the cylinder A into
the cylinder B until the crank shall have reached the point 8 of the downstroke,
when a fresh charge is admitted and the cycle repeated.
In order to obtain the necessary ignition of the combustible charge within the
working cylinder A for the purpose of carrying out the before described arrange-
ments, and to produce the ignition of the combustible charge, we use a peculiarly
constructed valve G, sce Figures 1 and 5. This valve is actuated by a cam or its
equivalent I worked from the crank shaft of the engine or by a secondary shaft.
The valve G may be of piston or plunger type, and also serve the purpose of
admitting the combustible compound into the working cylinder if so desired. The
valve shown at Figures 1 and 5 contains two chambers, ono of which b contains a
charge of gas supplied from the pipe b. A communication is made between the
chamber and the chamber d by a conical orifice with. its base towards chamber b,
and its apex forming a burner in chamber d, through which the igniting flame,
when not exposed to the combustible charge within the cylinder, burns into the
atmosphere in continuity to the master flame d'. When the flame is in the course
of transmission to the combustible charge in the cylinder A the exposure to the
external air of the chamber d is cut off, and the two chambers b, d, are simul-
taneously exposed to the charge within the cylinder A, and by reason of the superior
area of the communication passage between the two chambers within chamber b
the charge of igniting gas is propelled through the smaller orifice in chamber ‹,
and thus the igniting flame is sustained against the pressure of the combustible
charge within the cylinder.
Another method of igniting the charge according to our Invention is illustrated
at Figures 17 and 18. According to this method a small gas flame is kept burning
within the working cylinder in a small chamber at f protected by the niston Cof

page_text: the cylinder A. When the charge is being admitted this chamber communicates
with the external air through an orifice g, through which atmospheric air enters to
sustain the combustion of the igniting flame when not exposed to the inflammable
charge. Outside of this orifice a stationary flame h is fixed to assist the sustension
of the igniting flame. The piston C on its outward travel exposes the igniting
flame to the combustible charge in the cylinder, and thereby causes an ignition of
of the whole mass.
To prevent an escape of the inflammable compound whilst in
a state of tension the orifice g is closed by a small ball valve actuated by the
force of the explosion and by the piston itself. To prevent the forcing back of the
gas which sustains the internal flame into the pipe when the explosion takes place,
a non return valve of the diaphragm type is fixed close to the burner and in the
gas supply pipe, as at f¹.
The valve which we use for the admission of the combustible fluids may be of
the type illustrated at Figures 1, 2, 3, 4. According to this part of our Invention
the valve F is of the clack valve type, hinged or suspended from the top, the hingo
being made with borizontal play to permit of the valve being forced bodily against
the seat.
m is the gas inlet pipe, the aperture of which is controlled by the tapered
screw plug n which regulates the supply of gas. p is the gas supply valve, which
is actuated by the governor through the end of the lover p₁ and cam p", seo
Figure 3. The dotted line s shows the position of governor rod when the governor
balls are expanded and the rod out of gear with the lever s¹; t is the air inlet pipe.
This pipe surrounds the gas inlet m, so that the air and gas are drawn simul-
taneously by the vacuum into the cylinder A, the valve p being held open by the
action of the cam p" at the required time. The combustible fluid admission valve
illustrated at Figuro 19 is a modification of the valve just described. In this case
the valve is worked by the tappet gear u (see Figure 15).
Having now described and ascertained the nature of our Invention, and explained
our new system of working gas motor engines by which we obtain an effective
stroke for every revolution of the crank, and shown a manner in and by which
our Invention may be carried into practical effect, we would remark in conclusion
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 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 form.
What we claim in respect to air and gas motor engines is,-
First. Establishing a vacuum or partial vacuum in the working cylinder or
cylinders of air and gas motor engines by an exhaustion or extraction cylinder,
which withdraws from the working cylinder or cylinders the products of com-
bustion so as to induce the inflow of combustible fluid in opposition to instroke of
piston and procure an effective stroke for every revolution of the crank.
Second. The improved system of working by exhausting or extracting tho
products of combustion from the working cylinder of air and gas motor engines,
substantially as herein before described.
Third. The arrangement and construction of air and gas motor engines and the
method of operating the same, substantially as herein described and shown in
Figures 1 to 7 inclusive of the Drawings hereto annexed.
Fourth. The arrangement and construction of air and gas motor engines and the
method of operating the same, substantially as herein described and shown in
Figures 9 to 13 of the Drawings hereto annexed.
Fifth. The arrangement and construction of air and gas motor engines and the
method of operating the same, substantially as herein described and shown in
Figure 14 of the Drawings hereto annexed.
Sixth. The arrangement and construction of air and gas motor engines and the
method of operating the same, substantially as herein described and shown in
Figures 15 and 16 of the Drawings hereto annexed.

page_text: Seventh. Constructing and arranging igniting valves, as herein described and
shown at Figuro 5 of the Drawings hereto annexed.
Eighth. Constructing and arranging igniting valves, as herein described and
shown at Figures 17 and 18 of the Drawings hereto annexod.
Ninth. Establishing an inclination to vacuum or expansion of the gases at the
commencement of the outstroke of gas motor engines sufficient to induce the inflow
of the igniting flame to ignite the after admitted combustible charge, as herein
described and shown in Figure 10 of the Drawings hereto annexed.
Tenth. Constructing and arranging combustible fluid admission valves for gas
motor engines, as herein described and shown in Figures 1, 2, 3, of the Drawings
hereto annexed.
Eleventh. Constructing and arranging combustible fluid admission valves for gas
motor engines, as herein described and shown in Figure 19 of the Drawings hereto
annexed.
In witness whereof, we, the said Hugh Williams and James Malam have
hereunto set our hands and seals, this Twenty first day of October, in the
year of our Lord One thousand eight hundred and eighty.
Witness,
FREDERICK JOHN CHEESBROUGH,
Patent Agent,
15, Water Street,
Liverpool.
HUGH WILLIAMS. (L.S.)
(L.S.)
JAMES MALAM.