IMPROVEMENTS IN AND CONNECTED. WITH GAS OR HYDROCARBON ENGINES
Year: 1878

page_text: LETTERS PATENT to Richard Simon and Charles Grantley Beechey, trading as
Louis Simon and Son, at Wilford Road Works, Nottingham, in the Town and
County of Nottingham, Gas Engine Manufacturers and Printers' Engineers,
for the Invention of IMPROVEMENTS IN AND CONNECTED. WITH GAS OR
HYDROCARBON ENGINES."
"
Sealed the 3rd June 1879, and dated the 5th December 1878.
PROVISIONAL SPECIFICATION left by the said Richard Simon and Charles
Grantley Beechey at the Office of the Commissioners of Patents on the 5th
December 1878.
RICHARD SIMON and CHARLES GRANTLEY BEECHEY, trading as Louis Simon and
Son, at Wilford Road Works, Nottingham, in the Town and County of Notting
ham, Gas Engine Manufacturers and Printers' Engineers. "IMPROVEMENTS IN AND
CONNECTED WITH GAS OR HYDROCARBON ENGINES."
This Invention has for object several details and rearrangements of gas engines
based chiefly upon Patent No. 433, dated 1st February 1878, and granted to Louis
Simon and Richard Simon, of Nottingham aforesaid.
It has been found in practice that when the governor described in the Specification
of the Patent referred to cuts off rather fine, as when the engine is running with a
light load, or when the engine is turned by hand power, there may be a partial
vacuum in the combustion or working cylinder, to overcome which a useless
expenditure of power is required, and which vacuum has also a tendency to rarify
and extinguish the internal flame. To overcome this drawback we apply according
to the first part of our Invention to the working or combustion cylinder a small
spindle or clack valve, which is, so arranged that it admits air into the cylinder
when the pressure therein amounts to less than the atmospheric pressure, and
which is closed by the internal pressure when that exceeds the atmospheric
pressure.

page_text: The second part of our Invention relates to the employment of a force pump
suitable for the engine patented 1st February 1878, and for other gas engines
working with compressed air or with a compressed mixture of gas and air.
It has hitherto been the practice to obtain the pressure required for starting by
giving the fly wheel of the engine one or more turns. In larger engines this is a
matter of difficulty, and a serious impediment to the introduction of gas engines of
high powers, and consequently of a relatively large size, it being evident that
manual power is not sufficient, or barely so, to turn the fly wheel, and with that
the whole of the moving parts, especially as the compressed air or gas and air add
to the resistance.
For the purpose of this part of our Invention we employ a hand pump to pump
gas and air (in proportions determined by previously adjusted stopcocks) or gas
or air only as may be required into a receiver or into the working combustion or
explosion cylinder for the purpose of starting or of compression before starting.
In working the engine patented 1st February 1878 water needs to be pumped
at intervals into the jacketed space surrounding the cylinders or into the steam
generator to supply the place of that evaporated. In order to do so automatically
we place in the jacketed space or in the generator or steam chest a float, and
connect it by means of suitable levers with a stop cock in the pipe through which
the water passes. This stop cock is so adjusted that when worked by the float
and levers above described it allows only the quantity of water needed to supply
the place of that evaporated to enter.
The next improvement consists in placing the cylinders of our gas engines at
the base of the machine and the crank shaft above, so that the effective stroke of
the working piston is upward instead of downward. Also in a rearrangement
of the slide valves, governor, exhaust valve, admission valve, air and gas chambers,
and ports.
The next part of our Invention consists in the production of an inflammable
mixture of air with vapour or spray, or both, from a liquid hydrocarbon for use in
gas motor engines.
The air pump in the engine patented 433/78, or in engines not having such air
pumps, then any air or suction pump applied for the purpose is allowed to draw
air through a metal box containing the liquid hydro-carbon. The inlet and outlet
pipes in such box are so arranged that the atmospheric air is drawn either through
the liquid hydro carbon or is drawn so as to play upon or pass over its surface, by
which the atmospheric air becomes sufficiently saturated or impregnated with the
vapour or spray, or both, of the liquid hydro-carbon to afford a mixture which will
either by itself, or when subsequently mixed with a further quantity of air either
in a suction or compression cylinder, or in a combustion or explosion cylinder, or
both, support combustion.
Our gas engines are applicable to draw tramway cars or other wheeled vehicles,
and we purpose using them in the manner hereafter explained.
It has hitherto not been found practicable to arrange gas engines to work tram
cars or traction engines generally with any material economy, owing partly to the
difficulty of instantaneously stopping and starting gas engines by a single valve, as
can be done with steam engines, and partly to the large quantity of water needed
to cool the cylinder and working parts of the engine and to other causes.
We arrange a gas engine, coal gas, or it may be gasolin or benzoline in liquid
form, to draw tram cars or other wheeled vehicles or trucks by placing the engine
either on a separate car or platform supplied with wheels (one or more of which
shall be driving wheels); or in the case of tram cars, if found desirable, on part of
the tram car itself.
We make the connection between the driving crank of the engine and the axle
of the driving wheel or wheels in either of the following ways:-1. By two belts,
one open and the other crossed, working on two loose pulleys on the driving axle,
between which two pulleys is a fast pulley. By means of suitable levers either of
the belts is moved on to the fast pulley (on the axle shaft), so that the driving

page_text: wheels, of which there are in this case two, are revolved either forwards or back-
wards, as may be desired; or they may be at rest while the engine continues
running. 2. By means of spur-wheels on the axle of the driving wheels; so con-
nected by means of clutch boxes with the axle that they may either or (when two
such spur wheels are used) both be connected separately or disconnected together.
We also use a shaft fixed to the bed gearing by means of bevil wheels with the
axles of the driving wheels. In either case a suitable disposition of levers and
handles permits of the belts or clutches being so worked as to drive the car on
which the engine is fixed either backwards or forwards or to let the engine continue
running without moving the car.
We also, where preferable, use a gas engine placed on a suitable car or platform
as above described to compress air, which compressed air supplies the motive power
to ordinary compressed air engines, which are arranged on the same or a separate
car to move the driving wheels.
The novelty in this part of our Invention consists,―
1. Employment of a gas engine worked by compressed coal gas or gasolin either
as a liquid spray or vapour to turn the driving wheels of a car, on which the engine
is fixed.
2. A mechanical arrangement, by which the engine is allowed to be constantly
running in one direction while the car itself may be standing or moving in either
direction (backwards or forwards).
3. The employment of a gas engine on the car (worked as aforesaid), which shall
compress air to feed an ordinary compressed air engine attached to the driving
wheels, as opposed to the plan of compressing by a stationery engine before starting
and storing in receivers.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Richard Simon and Charles Grantley Beechey in the Great Seal
Patent Office on the 5th June. 1879.
RICHARD SIMON and CHARLES GRANTLEY BEECHEY, trading as Louis Simon and
Son, at Wilford Road Works, Nottingham, in the Town and County of Notting-
ham, Gas Engine Manufacturers and Printers' Engineers. "IMPROVEMENTS IN AND
CONNECTED WITH GAS OR HYDROCARBON ENGINES."
This Invention has for object several details and rearrangements of gas engines
based chiefly upon Patent No. 433, dated 1st February 1878, and granted to
Louis Simon and Richard Simon, of Nottingham aforesaid.
It has been found in practice that when the governor described in the Specifi-
cation of the Patent referred to cuts off rather fine, as when the engine is running
with a light load, or when the engine is turned by hand power, there may be a
partial vacuum in the combustion or working cylinder, to overcome which a useless
expenditure of power is required, and which vacuum has also a tendency to rarify
and extinguish the internal flame. To overcome this drawback we apply, according
to the first part of our Invention, to the working or combustion cylinder a small
spindle or clack valve, which is so arranged that it admits air into the cylinder
when the pressure therein amounts to less than the atmospheric pressure, and which
is closed by the internal pressure when that exceeds the atmospheric pressure.
Figure 1, Sheet 1, of the annexed Drawings is a sectional elevation of a gas
engine; Figure 2, a sectional end view of the power cylinder shown in Figure 1.
the valve being in section; Figure 3, a ground plan; and Figure 4, a section in
plan of the power cylinder on the line 1-2.
On Sheet II., Figure 1 is a sectional elevation of an improved form of cylinder
as adapted for the engine described in the Specification of the Patent No. 43378
(Sheet 3).
Figure 2 is a side view of the power cylinder, shown in Figure 1, with the mode
of working the slide valves; Figure 3 is a section of power cylinder (showing the
float arrangement), and in its lower portion a side elevation of the bed or foundation
showing one way of fixing the hand lever force pump; Figure 4 is a section in plan
of the power cylinder in Figure 1 along the line 1-2; Figures 5 and 6 show in
section and outside elevation an improved method of feeding the internal flame.
In the improved form of gas engine shown in Figure 1, Sheet I., A is a
compression cylinder or air pump, wherein moves the piston B connected with the
double webbed crank M by means of the connecting rod N. The piston B is
furnished with metallic rings, as is also the piston E in the power cylinder D.
In its upward stroke the piston B draws gas and air through the pipes a and b
respectively, and through the back pressure valve c, which is opened by the vacuum
produced by the upward stroke of the piston B. The pipes a and b open into the
chambered box O, which is so arranged that the gas and air are respectively
admitted into the central chamber z from the side chambers y and x through the
two pistons on the stalk or piston rod P. These pistons are hollow, and several
openings are cut in their peripheries through which the gas and air pass into the
chamber in certain positions of the pistons. The openings in the peripheries are
made in the ratio found in practice to be the most convenient for obtaining the
mixture of gas and air in the proportions best suited for complete combustion.
The position or amount of movement of the piston on the rod P is regulated by
means of the cam I on the boss K of the governor Q working on the spindle L,
which is driven by means of mitre wheels from the crank shaft M.
The cam I acts on the runner of the frame or strap q which is connected with
the piston rod P. The cam is so shaped that when the governor balls fly apart it
opens the pistons on P for a short time only, but when the governor balls are down
it opens them for a longer time, the effect of which is that in the latter case only

page_text: can the air pump A take a full charge. If the engine is running below its full
power the earlier closing of the pistons on P prevents a full charge being taken.
By this arrangement therefore the consumption of gas is proportioned to the work
to be done. These pistons work with less friction than the corresponding slide
valve described in the Specification of Patent No. 43378.
On the down stroke of the piston B the contents of the cylinder A are com-
pressed and finally forced in a compressed condition through the valve d by means
of a pipe, not shown in the Drawing, into the valve box C on the power cylinder.
In one arrangement a portion of the compressed contents passes through a pipe
furnished with a suitable back pressure valve into the chamber R which is cast
into the bed plate of the engine. From R it passes by means of a small pipe
(furnished with a suitable stop cock) into the space between the valve e (Figures 2
and 4) and the plates (Figures 2 and 4), to be presently described.
The orifice through which it opens into that space is furnished with a regulating
screw similar to the one shown at 5, Figure 5, Sheet II., to control the quantity
that passes, which it does by diminishing or increasing the area of the orifice.
In another arrangement the receiver R and all the parts auxiliary to it are
dispensed with, and the whole of the compressed mixture of gas and air passes into
the valve box C. In this arrangement a small pipe furnished with
stop cock
leads from the valve box C to the pipe n (Figure 4), shown in more detail as the
chamber 3 in Figure 5 of Sheet 2.
We also in some cases use both the above described arrangements, the object of
either or both of which is to supply a combustible mixture of gas and air to keep
up a constant flame in the chamber g, which we call the combustion chamber of the
power cylinder D. The second arrangement and the combination of the two are
novel, and have for result an economy of gas and a diminished liability of the
constant flame to extinction.
The handle q is connected with a plug fitting into an opening r in the cylinder.
When this plug is removed the mixture of gas and air entering through the pipe n
(or other above described arrangement) can be ignited. This having been done the
plug is replaced and an impulse given to the fly wheel when the engine works,
because the gas and air previously compressed in the cylinder A are (in consequence
of the downward movement of the valve e) admitted into the cylinder D through
a suitable port and the plates f, and on the inner side of these are ignited by the
constant flame above described. The consequent combustion produces a rapid
expansion of the products of combustion which drive the piston or ram E upwards
and impart power to the engine. The return stroke is effected by means of the
momentum acquired by the fly wheel S.
The plates are perforated, and have between them several layers of fine wire
gauze to prevent the flame passing backwards. The piston E is connected with the
crank M by means of the connecting rod T. The two pistons are worked from the
crank at nearly at quarter centres. Both the cylinders are surrounded with
jackets or shells to contain water. This water is pumped (by means of the force
pump on the rod 7 connected to the eccentric on the crank shaft M) into the
jacket of the cylinder A, and passes thence through a pipe furnished with a back
pressure valve into the jacket of the cylinder D. This jacket H is in communi-
cation with a chamber H' also containing water. This water is vapourized by the
heat of combustion in D, and the steam thus produced collects in the upper part of
H. From this it is led by means of a suitably connected pipe (or by means of a
hole in the side of the cylinder opening into the valve box G) into the valve box G,
whence it passes through the port o (when allowed by the movement of the slide
valve e¹) into the combustion chamber of the cylinder D, and acts, imparting
power on the piston E.
On the down stroke of E the products of combustion pass through the exhaust
valve F into the chamber p (cast in the bed plate of the engine), and thence
through a suitable opening into the atmosphere. In one arrangement we arrange
coils of tubing in contact with water (which is then made to communicate with the

page_text: water in H), so that the heat of the products of combustion may be more effectually
used. In the arrangement shown in the Drawing the chamber p serves to diminish
the noise or blast otherwise caused by the exhaust. The chamber 61, also cast into
the bed plate of the engine, serves to diminish the noise caused by the suction of
the air pump.
The inlet valves e and e¹ are equilibrium slide valves formed of rectangular pieces
of metal, as shown in Figures 2 and 4, working freely between true vertical surfaces
on the inner side of the valve boxes C and G and fixed back plates held to their
places by screws, the use of which plates (they being sufficiently strong to with-
stand the pressure in the valve boxes, thereby relieving the back and front surfaces
of the slide-valves from that pressure) is to allow the valves to move up and down
without friction; and the valves thus remain in perfect equilibrium, requiring no
springs to hold them to their faces and not being subject to undue wear.
The slide
valves are worked from the crank shaft M. by means of the eccentric j' and the rod j.
The links, the spindles h, and guide bars and erossheads, as shown more clearly in
Figure 2, Sheet 2.
The exhaust valve F is an ordinary spindle or clack valve, one end of the spindle
or rod of which terminates in a wedge shaped piece or inclined plane working against
the wedge k on the rod 1, which is actuated by the eccentric . It is evident that
when the motion of the eccentric causes the wedge to move downwards the
valve F is opened and that it is closed again by the spring m¹ on its spindle when
the eccentric in its further movement has moved k upwards again; m is a guide for
the spindle of F and the wedge k; ink is a slot through which the spindle of F
passes freely.
On Sheet 2, Figure 1 shows an improved arrangement of the cylinders described
in Specification of Patent No. 43378, to which the improved inlet and exhaust valves
above described have been adapted. A is the compression cylinder in which moves
a piston B, drawing gas and air through pipes and valves exactly the same as
already described in reference to Figure 1, Sheet 1. This Figure (Figure 1, Sheet
2) shows the way of connecting the two cylinders which may also be adopted for
the forin shown in Figure 1, Sheet 1, when the internal flame is fed from the valve
box only; D is the power cylinder in which moves the piston E; H is the water
and steam chamber in communication with the water in the water jacket; p is a
shell in which the exhaust gases circulate; n is the pipe by which the steam passes
into the valve box G. The lettering being substantially the same, the description
of Figure 1, Sheet 1, will serve to describe Figure 1, Sheet 2, also.
In Figure 2, Sheet 2, is shown the method of working the slide valves by means
of the cross heads ȧ, the tie rods h¹, and. the spindle h, the whole being actuated
by an eccentric in the usual manner. The slide valves in the engine shown in
Figure 1, Sheet I, are worked in a similar way.
We sometimes prefer to use a circular form of slide valve, which is shown in
Figure 4, Sheet 3, of which the following is a description:-
D is the power cylinder; g, the combustion chamber; f, the perforated plates; C
and G, the valve boxes, which in this instance are cylindrical. In these cylindrical
valve boxes the hollow cylinders e and e¹ open at the ends have a revolving motion,
being actuated by the rod h (shown also in plan in Figure 6). The peripheries of
these hollow cylinders or pistons are furnished with suitable openings or ports,
and the mixture of gas and air admitted into the valve box C in the usual manner,
passes through these openings in the periphery of e and the port into the
cylinder D.
In the same manner the steam admitted into the valve box G (as shown at n,
Figure 5) passes through the ports or openings in the periphery of e¹ and the port
m into the cylinder D. The times of coincidence of the ports and m with the
ports e and el respectively are regulated by the revolution of the rod or shaft h,
which is made to revolve by bevil wheels driven from the crank shaft of the
engine.
A novel feature in the cylindrical valves above described is a longitudinal slit,

page_text: as shown by j in Figure 6, along their whole length, which gives the cylinders. the
property of an elastic spring so that their surfaces are always in a state of tension
and pressing against the inner surface of the cylindrical valve boxes.
Figure 4, Sheet 2, is a section of the cylinder D along the line 1-2, and shows in
what manner the improved means of supplying the internal constant flame can be
applied to this form of cylinder. This Figure also shows in plan the arrangement
by which the adinission of gas and air into the compression cylinder is effected and
regulated, and (the lettering being the same) applies also to the type shown in
Figure 1, Sheet 1. The valve I is an ordinary spindle or clack valve opened by
the atmospheric pressure when the pressure inside the cylinder is below that, as may
occur when the governor cuts off the supply very fine. It then admits air to fill
the vacuum, preventing loss of power and the possible extinction of the internal
constant flame; 2 is a spring which keeps it to its seat. One of our improvements
not shown in the Drawings, but sufficiently intelligible without, consists in placing
on the steam pipe (n¹ or its equivalent) in either type of engine a regulating valve
worked from the governor by means of levers connected with a stud running in the
groove on the boss K. of the governor, and so arranged that when the engine runs
light (i.c., when the governor balls fly apart) the steam is nearly or quite shut off.
This assists in keeping the speed of the engine uniform and by retaining the steam
in the steam chamber provides an accumulated power or storage of force which is
available when the work becomes heavy again. This improvement is especially
valuable when, as in the hoisting or sawing, the power required is subject to rapid
changes.
In Sheet 3, Figure 4 (as also in Sheets 1 and 2, Figure 4), is shown an improved
method of arranging the perforated plates holding the wire gauze already referred
to by means of which they can be 'more readily withdrawn for examination or
cleaning than was the case in the construction shown in the engine described in the
Specification of the Patent, No. 43378; V is a frame let into a suitable recess pro-
vided in the side of the cylinder D, and having on its outer face a circular recess
into which is fitted a circular plate W. Between these two the layers of wire
gauze are placed. The whole is held in its position by two screws and the whole
may be drawn out together when these screws are removed.
The second part of our Invention relates to the employment of a force pump
suitable for the engine patented 1st February, 1878, and for other gas engines
working with compressed air or with a compressed mixture of gas and air.
It has hitherto been the practice to obtain the compression required for starting
by giving the fly wheel of the engine one or more turns. In larger engines this is
a matter of difficulty and a serious impediment to the introduction of gas engines of
high powers and consequently of a relatively large size, it being evident that
manual power is not sufficient, or barely so, to turn the fly wheel and with that the
whole of the moving parts, especially as the compressed air or gas and air add to
the resistance.
For the purpose of this part of our Invention we employ a hand pump to pump
gas and air (in proportions determined by previously adjusted stop cocks), or gas
or air only as may be required, into a receiver or into the working combustion
or explosion cylinder for the purpose of starting or of compression before starting.
Figure 1, Sheet 3, shows one form of the hand lever pump used to compress the
mixture of gas and air previous to starting; Figure 2 is the same in plan; A is a
cylinder in which the piston B moves up and down, being worked by means of the
links C and the lever D, one end of which is attached to a suitable fulcrum; E and
F are the pipes through which by means of the double seated valve G working
against the stop H, gas and air are drawn into the cylinder A when the piston B
moves upwards. When the piston B descends the pressure closes the valve G and
opens the valve I, through which the gas and air pass through the port
pipe K and a suitable pipe furnished with a back pressure valve into a receiver in
the engine, such as is shown at R in Figure 1, Sheet 1, or into the valve box C
(Figures 1, Sheets 1 and 2), when they are compressed by successive strokes of the

page_text: pump. The pipe leading to E is furnished with a stop cock to regulate the quantity
of gas admitted to mix with the air. We would have it understood that we do not
limit ourselves to the particular form of punip described, which is only shown as a
type. In some cases we prefer to work the piston B down by the pressure of the
foot, in which case it is brought up again by a spring. If required, the pump may
be used to compress gas only or air only, only one inlet being then used. The lower
part of Figure 3, Sheet 2, shows one way of fixing a force pump such as has been
described above. Here A is the pump; D, the lever for working the piston therein;
E and F, the inlets for the air and gas respectively; K, the outlet to the receiver R
(Figure 1, Sheet 1) or valve box C (Figure 1, Sheets 1 and 2).
In working the engine patented 1st February 1878, water needs to be pumped
at intervals into the jacketed space surrounding the cylinder, or into the steam
generator to supply the place of that evaporated. In order to do so automatically
we place in the jacketed space or in the generator or steam chest a float, and con-
nect it by means of suitable levers with a stop cock in the pipe, through which the
water passes. This stop cock is so adjusted that when worked by the float and
levers above described it allows only the quantity of water needed to supply the
place of that evaporated to enter.
The upper part of Figure 3, Sheet 2, shows the mode of regulating the feed of
water to the water and steam chamber H of the cylinder D. The water forced by
the small pump 71 (Figure 1, Sheet 1) passes up the pipe 5 into the chamber 4,
wherein rests the clack valve 3. The bottom side of this valve lies just open the
short arm of lever 8, which pivots on the knife-edge 9, and the longer arm of which
is connected with the float 1. While the water is at its normal level in H the
water forced up the pipe 6 passes from the chamber 4 through an outlet at the
back and down the pipe 7 into the chamber 5, wherein is a valve 10 weighted to
above the pressue likely ever to be attained by the steam in H. When the water
in H falls, the float 1 moving downwards opens the valve 3 and admits water into H
until the original level is attained, when the ascent of the float releases the valve 3,
which closes, and thus stops the water supply; the valve 10 also acts as a safety
valve.
The next improvement consists in placing the cylinders of our gas engine at the
base of the machine, and the crank shaft above, so that the effective stroke of the
working piston is upward instead of downward. Also in a re-arrangement of the
slide valves, governor, exhaust valves, admission valve, air and gas chambers, and
ports.
The next part of our Invention consists in the production of an inflammable
mixture of air with vapour or spray, or both, from a liquid hydrocarbon for use in
gas motor engines.
"
Figure 3, Sheet 3, shows in section and Figure 3a in plan a new apparatus for
the purpose of forming a combustible mixture of air and vapour or spray of gasolin
or other volatile hydro-carbon, and is shown as a type to illustrate the application
of our Invention for forming such combustible mixture by "drawing" air through
or over the hydro-carbon, as opposed to the usual method of forming it by "forcing"
air through or over it. By our new Invention we are able to dispense with much
of the mechanism usually found in what are known as air-gas machines, and to
produce the gas in a manner better suiting it to feed a gas engine, especially when
such engine is employed for traction purposes.
In this form of apparatus A and B form two parts of a metal box divided by
the diaphragm F, through which is a passage E, which forms the only way of
communication between A and B. A is intended to contain the gasolin or other
volatile hydrocarbon, which is filled in through the pipe I (which can be closed
with a stop cock). C is a belt passing round the metal box and communicating
with the interior of A through the small holes d, d, and with the atmosphere
through one or more passages D; G is a pipe affording a means of communication
with the air pump or compression cylinder of a gas engine, or if applied to a gas
engine not having any such cylinder or pump then with any other suitable pump;

page_text: H is a small gas holder in B working up and down, being suspended by the
spring h, and is intended to equalize the variations of pressure produced in the
interior of B by the intermittent suction of the gas engine cylinder or other suction
pump.
.
K is a pipe through the gasolin vessel A, through which pipe part of the ex-
hausted gases from the gas engine are allowed to pass, the advantage of which is
that the cold produced by the rapid evaporation of the gasolin is counteracted by
the heat of its subsequent combustion, and the gasolin is then maintained at about
an equable temperature. From the above the action of the apparatus will be
readily understood.
The air pump in the engine patented 43378, or in engines not having such air
pump, then any air or suction pump applied for the purpose is allowed to draw air
through a metal box containing the liquid hydro-carbon. The inlet and outlet
pipes in such box are so arranged that the atmospheric air is drawn either through
the liquid hydro-carbon or is drawn so as to play upon or pass over its surface, by
which the atmospheric air becomes sufficiently saturated or impregnated with the
vapour or spray, or both, of the liquid hydro-carbon to afford a mixture, which will
either by itself or when subsequently mixed with a further quantity of air, either
in a suction or compression cylinder, or in a combustion or explosion cylinder, or
both, support combustion.
When the air pump of the gas engine or piston of any other pump or cylinder
draws air along the pipe G from B atmospheric air passes through: D into the belt C,
thence through the holes d, d, into or over the gasolin in A, thus becomes charged
with its vapour or spray, passes through the orifice E into B and H, and thence into
the gas engine or into a suitable receiver, and may be used to support combustion.
It is evident that gas is only produced when the engine is at work.
Our gas engines are applicable to draw tramway cars or other wheeled vehicles,
and we purpose using them in the manner hereafter explained.
It has hitherto not been found practicable to arrange gas engines to work tram
cars or traction engines generally with any material economy, owing partly to the
difficulty of instantaneously stopping and starting gas engines by a single valve as
can be done with steam engines, and partly to the large quantity of water needed
to cool the cylinder and working parts of the engine, and to other causes.
On Sheet 4, Figures 1 and 2, are shown our new and improved arrangements or
combinations by which a gas engine may be used to drive a tramcar or for other
traction purposes. We would have it understood that we do not limit ourselves to
any detail of this particular arrangement, but what we consider as novel is the com-
bination of a gas making apparatus, of a gas engine, and of mechanical arrange-
ments, such as those described hereafter, or of these three elements, or the two first
of them with an air compressor, compressing air for compressed air engines,
which is the actual means of wholly or partly driving the axles of the engine
platform or car or carriage in the usual and well understood manner.
Figure 1 shows two of these alternative plans. A is a car fitted with wheels to
run on tram or other rails or roads; B is a gas engine. For the sake of simplicity
we have shown only the engine described in the Specification of Patent No. 43378,
but it is evident that other systems of gas engines may be so applied; C is the
crank shaft of the engine; D is a gas making apparatus; E is a spur wheel on the
crank shaft C; F is a spur wheel keyed on to the counter shaft G¹ carried on A, on
which is keyed the belt pulley G (which may be a rope or chain pulley). By means
of a belt, rope, or chain, the pulley H, which is keyed on H¹ one of the wheel axles
of the car, is driven from the engine.
Two such belts are placed on the pulley G, one open as K, the other crossed
as L. In practice these belts work from G on to two loose pulleys placed on the
wheel axle H', one on each side of the fast pulley H. By means of a suitable belt
shifter either of these belts is moved on to the fast pulley H, so that the car has a
forward or backward motion according to whether the open or crossed belt is

page_text: shifted on to H. When both the belts are on the loose pulleys the car will not
nove although the engine may be running.
E in Figure is a portion of an alternative arrangement in which the engine is
used only to compress air by means of the ordinary compression pump E, whence
the compressed air passes into a suitable receiver and is employed to drive in the
usual manner an ordinary compressed air engine. Such ordinary compressed air-
engine may either be placed on the engine car itself or preferably under the tram car
to be driven, by which latter arrangement the weight of the tram car itself supplies
the adhesion necessary for traction.
In another arrangement we use both the above described combinations, employing
the gas engine to drive or draw the car by means of the belt, rope, or chain arrange-
ment shown, and its surplus power when going down hill or on level roads to
compress air. This compressed air is stored in a receiver and is then available to
drive a compressed air engine when as in going uphill extra power is required.
In Figure 2 an arrangement is shown in which clutch boxes and bevel wheels
are used to impart motion in either direction to the driving axles of a car used for
traction purposes. Here A, B, C, E, and F are parts identical with the parts so
marked in Figure 1. G and H are clutch boxes, I and K are bevil wheels working
in the usual manner on a counter shaft L carried on the car A. This arrangement
may also be used in combination with a gas making machine, or with a gas making
machine and an air compressor in the manner similar to and for the same purposes
as described with reference to Figure 1.
In cases where it is not convenient to use a gas making machine such as has
been described, the engine may be worked by coal gas previously compressed and
stored in suitable receivers under the car or on it. All the other arrangements
remaining the same, the novelty of this combination consists of a gas engine fed
with previously compressed coal gas and a driving mechanism' such as shown, or of
the first or both of them with an air compressor for the purposes described. We
declare that we claim as our Invention,-
First. The construction of a gas engine with various parts arranged as described
and as shown in Figure 1, Sheet 1 of the annexed Drawings.
Secondly. The employment of two hollow piston shaped valves having openings
in their peripheries fixed on one stalk or rod as shown in Figures 1, Sheets 1 and
and 2 of the annexed Drawings, worked from a cam on the governor, and for the
purpose of admitting gas and air into the compression cylinder of a gas engine as
set forth.
Thirdly. The mechanism shown in Figure 5, Sheet 2, in detail, and in position
in Figure 4, Sheet 1 of the annexed Drawings, and is described for admitting into
the power cylinder the mixture of gas and air for the support of the internal
flame.
Fourthly. The exhaust valve F and its parts constructed and arranged as
shown in Figures 1, Sheets 1 and 2 of the annexed Drawings, for the purposes set
forth.
Fifthly. The application to a gas engine as described and to other gas engines as
a special form of valve of slide valves e, e, constructed as shown in Figures 1, Sheets
1 and 2 of the annexed Drawings.
Sixthly. The improved construction of gas engine cylinders as described, and
as shown in Figures 1, 2, and 4, of Sheet 2 of the annexed Drawings.
Seventhly. The construction and use in gas engines of hollow cylindrical
revolving valves cut open along their entire length for the purpose of imparting
elasticity to them, and giving them the properties of a spring, as described and
as shown in Figure 4, Sheet 3, and more particularly by j in Figure 6, Sheet 3 of
the annexed Drawings.
.
Eighthly. The spindle valve shown in Figure 4, Sheet 2 of the annexed Drawings
for the purpose described.
.Ninthly. The regulation of the excess of steam to the power cylinder of a gas

page_text: engine by means of the valve worked by levers actuated by the governor, in the
manner and for the purpose described.
Tenthly. The particular form and arrangement of perforated plates shown at V
in Figure 4, Sheet 3, or any mere modification thereof when fitted in, or to a gas
engine for the purpose set forth.
Eleventhly. Fixing a force pump in the position shown in Figure 3, Sheet 2 of the
annexed Drawings, or in any equivalent position on a gas engine, for the purpose
of compressing the gaseous body preliminary to starting the engine as set forth.
Twelfthly. The arrangement of mechanism shown in Figure 3, Sheet 2 of the
annexed Drawings, to maintain the normal level of water in the water chamber of
a gas engine cylinder as set forth.
Thirteenthly. Heating a mixture of air and vapour or spray of hydrocarbon by
the hot exhaust products of combustion to counteract the cooling produced by the
continued evaporation of such hydrocarbon as set forth.
Fourteenthly. The construction of an apparatus for the production of a mixture
of air and the vapour or spray of a volatile hydrocarbon by drawing air over or
through the said hydrocarbon (as opposed to the usual method of forcing air over
or through), and the construction of an apparatus for that purpose such as or
similar to that shown in Figures 3 and 3a on Sheet 3 of the annexed Drawing.
Fifteenthly. The combination of a gas making machine, of a gas engine, and of
driving mechanism, as shown in Figures 1 and 2, Sheet 4 of the annexed Drawings,
or of all these three elements, or of the first two named of them, with an air com-
pressor feeding a compressed air engine for the purpose of driving or drawing a
tram car, or for other traction purposes as described.
In witness whereof, we, the said Richard Simon and Charles Grantley
Beechey, have hereunto set our hands and seals, this Fourth day of June,
in the year of our Lord One thousand eight hundred and seventy nine.
(1.0.)
CHARLES GRANTLEY BEECHEY. (L.S.)