Improvements in Gas Engines.
Year: 1893

page_text: Date of Application, 17th Jan., 1893
Complete Specification Left, 16th Oct., 1893-Accepted, 18th Nov., 1893
PROVISIONAL
Improvements in Gas Engines.
I, HENRY THOMAS DAWSON of 10 Canning Place, Kensington in the County
of Middlesex, Gentleman, do hereby declare the nature of this invention to be as
follows:-
In an engine made as shewn in my Patent No. 9865, 1891 where there is a
fluctuation of pressure in the crank chamber due to the piston's movement, in some
cases I utilize this fluctuation to obtain an air blast for urging the heat of the
ignition apparatus.
The piston is caused to draw air into the crauk chamber through a valve and
I also provide a hand
deliver it to the ignition apparatus through another valve.
pump which may be of rubber or other flexible material; it serves to supply a blast
for heating the ignition tube in starting, and to equalize the air supply when it is
delivered from the crank chamber. A Bunsen burner which may be urged by the
blast or by a chimney draught or both combined plays upon the igniting tube at its
junction with the cylinder.
This burner is constructed with a semi annular mouth which partly surrounds the
igniting tube and delivers its flame direct upon the igniting tubes junction with the
cylinder so as to cause an intense heat as near as possible to the charge, and when
the burner is urged by a blast the air is admitted at the bottom of an enlarged
passage into which the gas enters forming an injector. A screw serves to regulate
the air blast.
For keeping the speed of gas engines accurately to a required rate I sometimes
use a governor consisting of a single piece forming a weight in one part and an
eccentric or cam in another part. This eccentric or cam which opens and closes
the gas valve is together with the weight suspended upon a disc or wheel and by
centrifugal action it changes its position on the axis so that the eccentric part
which is around the main or other shaft becomes eccentric in greater or in less
degree with the working shaft. It is so arranged that the point of greatest
eccentricity is when the weight part is nearest the axis and that the point of the
eccentric's stroke becoming mil, is when the weight is so far from the centre as its
stops admit. A spring or springs with the necessary means of adjustment for speed,
keep the weight normally at its inmost position and the eccentric at its greatest
throw.
A lever fitted with a friction wheel or other device for lessening friction bears
upon the eccentric so that it receives movement except at the extreme or concentric
position of the governor. The lever at its other end through suitable mechanism
acts upon the gas admission valve, which thus opens in proportion as the governor
acts upon it or not at all when the speed becomes too high.
For lubricating gas engines I provide a lubricator consisting of an oil reservoir
in which is placed a small pump the barrel of which is connected by a passage to
the combustion chamber at one end. A. piston works freely in the barrel and is
held up by a spiral spring; it yields to pressure in the combustion chamber and
returns on removal of the pressure thus keeping up a reciprocation as long as the
engine is working.
The pump is provided with valves and it raises the oil in small quantities above
its level in the reservoir.
The pipe from the pump delivers the oil upon an inclined surface of such shape
that the oil drops from it in two or more places. By means of a screw the
inclination of the surface can be varied and this causes more or less oil as may be

page_text: desired to drop from its different parts.
The oil required for lubrication is caught
in a funnel from which a pipe leads it to the cylinder or elsewhere; the remainder
of the oil falls back to the reservoir. It will be seen that this lubricator stops and
starts automatically with the engine; it admits of easy adjustment and when set it
delivers a constant quantity of oil according to the speed of the engine. It has no
exterior working parts. The pump piston however may if desired be worked from
the engine in any ordinary way, by rods and levers from an eccentric or cam.
For more perfectly lubricating the crank and other parts I attach a small bent
tube to the under connecting rod brass. The tube is curved in the direction of the
engines rotation.
The lower curved part of the tube dips into the oil in the crank chamber so that
as the engine runs it acts as a scoop and drives oil up to the crank pin, whence it is
led by suitable grooves in the brasses to the gearing and other parts which it keeps
lubricated. In place of a tubular scoop I sometimes use a simple trough or wire
similarly fixed to the crank brass and bent to throw up the oil.
To obtain a supply of compressed gases, for starting or other purposes which is
sometimes advisable when using engines such as are described in my former
Specifications 640790 and 98651 I form a port in the cylinder nearly opposite to the
ignition port, so arranged that just after ignition of the charge, the opposite piston
port opens on the aforesaid cylinder port. The passage is controlled by a valve,
kept up to its seat by a spring, and the lift of the valve is adjusted by a screw.
A lever handle is provided by which the valve may be opened by hand. The
passage controlled by the valve leads by a pipe to a suitable receiver for retaining
under pressure the portion of gases that passes the valve.
When the reservoir is charged fully, the valve is held tightly on its seat so that
no more gas may escape from the cylinder. A stop valve is placed upon the pipe
leading to the receiver to keep the pressure ready for use.
The compressed gases are used to start the engine in the following manner :-
the engine is placed in such a position that its cylinder port above described is open
to the piston port, and the stop valve upon the receiver is opened; then on lifting
the hand valve upon the cylinder a powerful impulse is given to the piston which is
repeated again and again while the valve is held open.
Under these circumstances the ignition tube being previously heated and the gas
supply to the engine adjusted explosion will take place and the automatic working
of the engine will be established The gases under pressure in the receiver may
also be used for blowing the ignition apparatus and in this case may be passed
through water to remove suspended oil.
I use a stop valve of special construction for retaining the compressed gases in
the receiver. I construct a valve seating of a taper form and I use a valve rigidly
fixed to the spindle. I form a groove around the valve just within its edge, so that
the valve presents a thin and somewhat flexible line of contact with its seat. The
compound action of turning the valve and forcing it down upon its conical seat
aided by its slight flexibility, produces a perfectly tight joint.
I form the valve screw as part of the gland and pass the spindle through the
same. The hand wheel fixed on the spindle has a hollow threaded boss fitting on
the screw. The gland screw is fitted with a check nut and to tighten the packing
after loosening the check nut a thin spanner is put on to flats cut upon the screw,
between the nut and the boss of the hand wheel.
Dated this 17th day of January 1893.

page_text: COMPLETE SPECIFICATION.
Improvements in Gas Engines.
1, HENRY THOMAS DAWSON, of 10 Canning Place, Kensington, in the County
of Middlesex, Gentleman, 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:-
In an engine made as shewn in my Patent No. 9865, 1891 where there is a
fluctuation of pressure in the crank chamber due to the pistons movement, in some
cases utilize this fluctuation to obtain an air blast for urging the heat of the
ignition apparatus.
The piston is caused to draw air into the crank chamber through a valve and
deliver it to the ignition apparatus through another valve.
The arrangement is illustrated by Figure 1 of the annexed drawings. This figure
is a vertical section and shows diagrammatically an engine of this class.
Ր
a is the cylinder with its water jacket, b is the piston with its tube; this piston
both reciprocates and rotates within the cylinder, is the crank shaft and d the
connecting rod, it is attached to the piston by an universal joint. e is the crank
chamber, its capacity fluctuates as the movement of the piston alternates. is an
inlet valve by which air enters the chamber whilst its capacity increases and is
another valve by which air is expelled from the chamber whilst its capacity is
diminished.
I also provide a hand pump which may be of rubber or other flexible material;
it serves to supply a blast for heating the ignition tube in starting, and to equalize
the air supply when it is delivered from the crank chamber. A Bunsen burner which
may be urged by the blast or by a chimney draught or both combined plays upon the
igniting tube at its junction with the cylinder.
This burner is constructed with a semi annular mouth which partly surrounds the
igniting tube and delivers its flame direct upon the igniting tubes junction with
the cylinder so as to cause an intense heat as near as possible to the charge, and
when the burner is urged by a blast the air is admitted at the bottom of an enlarged
passage into which the gas enters forming an injector. A. screw serves to regulate
the air blast.
In Figure 1 and i constitute the hand pump. is an india rubber bottle
with a valve at either end and is a dilatable india rubber bag or air reservoir.
When the bottle is compressed in the hand it delivers air through the upper valve
into the bag i and when the bottle is released and allowed to expand it takes in air
through the valve at its lower end. is a Bunsen burner tube, it receives the
blast of air delivered either from the crank chamber or from the hand pump.
The bag serves to keep this blast uniform. is a screw plug used to regulate
the passage of the blast to the burner tube. is the gas entrance to the burner
tube and is an air inlet. is a capsule of porcelain, iron or other refractory
material a portion of the charge of the cylinder a is allowed to enter it at the
instant when ignition is required.
To insure prompt ignition the igniting surface requires to be very highly heated
and this I attain by urging the flame in the manner described.
The form of the burner tube is further shown by Figure 2 which is a front
elevation; its mouth is so shaped that it surrounds the under side of the capsule and
it projects the flame upon the mouth of the capsule.
For keeping the speed of gas engines accurately to a required rate I sometimes
use a governor consisting of a single piece forming a weight in one part and an
eccentric or cam in another part. This eccentric or cam which opens and closes the
gas valve is together with the weight suspended upon a disc or wheel and by
centrifugal action it changes its position on the axis so that the eccentric part
which is around the main or other shaft becomes eccentric in greater or in less
degree with the working shaft. It is so arranged that the point of greatest

page_text: eccentricity is when the weight part is nearest the axis and that the point of the
eccentric's stroke becoming nil, is when the weight is so far from the centre as
its stops admit. A spring or springs with the necessary means of adjustment for
speed, keep the weight normally at its inmost position and the eccentric at its
greatest throw.
A lever fitted with a friction wheel or other device for lessening friction bears
upon the eccentric so that it receives movement except at the extreme or concentric
position of the governor.
gas
the
upon
The lever at its other end through suitable mechanism acts
admission
valve, which thus opens in proportion as the governor acts upon it or not at all when
the speed becomes too high.
Figure 3 is a side elevation of a gas admission governor in accordance with my
invention.
Figure 4 is a transverse section of the same.
Figure 5 is also a transverse section showing a slight modification.
m is the crank shaft of the engine. is a disc or wheel keyed upon the shaft.
o is a weight mounted upon the disc and capable of turning about the pivot pin o¹.
The part of which is in one piece with the weight is eccentric or cam like in form
and it encircles the shaft m. p is a coiled spring fast at one end to the disc and at
When the arm q
the other to the weight. is an arm with a roller at its end.
is moved by the cam or eccentric pressing upon the roller q¹ it opens the gas valve
by means of a connection at r. As centrifugal action increases the spring p is more
and more overcome, the part o² becomes less eccentric and a less amount of opening
movement is given to the gras valve.
For lubricating gas engines I provide a lubricator consisting of an oil reservoir
in which is placed a small pump the barrel of which is connected by a passage to
the combustion chamber at one end.
A piston works freely in the barrel and is held up by a spiral spring; it yields
to pressure in the combustion chamber and returns on removal of the pressure thus
keeping up a reciprocation as long as the engine is working.
The pump is provided with valves and it raises the oil in small quantities above
its level in the reservoir.
The pipe from the pump delivers the oil upon an inclined surface of such shape
that the oil drops from it in two or more places.
It
By means of a screw the inclination of the surface can be varied and this causes
more or less oil as may be desired to drop from its different parts. The oil
required for lubrication is caught in a funnel from which a pipe leads it to the
cylinder or elsewhere; the remainder of the oil falls back to the reservoir.
will be seen that this lubricator stops and starts automatically with the engine; it
admits of easy adjustment and when set it delivers a constant quantity of oil
according to the speed of the engine. It has no exterior working parts. The pump
piston however may if desired be worked from the engine in any ordinary way, by
rods and levers froin an eccentric or cam.
Figure 6 is a vertical section of a lubricator constructed in accordance with my
invention.
Figure 7 is a horizontal section of the same with parts removed.
Figure 8 is a plan of one of the parts.
t is the
s is the oil vessel; the line s' indicates the level of the oil within it.
barrel and t¹ is a piston working in it. The piston is suspended by a spring t2.
u is a passage connecting the upper end of the barrel with the combustion chamber
of the engine so that the variations of pressure in the combustion chamber cause
movements of the piston. The stem or plunger 3 attached to the piston serves as
a valve, it works over the mouth of the passage e which allows oil to pass from the
oil reservoir into the space in the barrel beneath the plunger. is a passage
through which the oil is driven by the descent of the piston and w¹ is an outlet
or non return valve at the end of the passage w. t is a vent passage passing from
the air space around the plunger to the upper part of the reservoir s above

page_text: the oil level. is the delivery pipe up which the oil rises after it passes the
valve w'. The piper terminates in a nozzle on to which the piece y shown by
Figure 8 fits. The piece y presents an inclined surface on to which the oil is
discharged from the nozzle; the oil drips from the lower edge of this surface.
The inclination of this piece can be varied by means of the thumb nut y'
which screws upon the stationary study. The stud passes through an arm
which projects laterally from the piece y and the arm is held up to the nut yl by a
coiled spring encircling the stud. is a funnel which catches a portion of the oil
dripping from the edge of the piece y and a small pipe leads this oil to the part
which it is required to lubricate.
For more perfectly lubricating the crank and other parts, I attach a small bent
tube to the under connecting rod brass. The tube is curved in the direction of the
engines rotation.
The lower curved part of the tube dips into the oil in the crank chamber so that
as the engine runs it acts as a scoop and drives oil up to the crank pin, whence it is
led by suitable grooves in the brasses to the gearing and other parts which it keeps
lubricated.
In place of a tubular scoop I sometimes use a simple trough or wire similarly
fixed to the crank brass and bent to throw up the oil.
Figure 9 is a side elevation shewing the lower end of the connecting rod of a gas
engine; it is provided with a lubricating tube arranged in accordance with my
invention. A is the crank pin it is seen in section. Bis the connecting rod
bearing embracing the crank pin and C is the lubricating tube. The chamber in
which the crank works is as usual partly filled with oil and water. The lubricating
tube is curved forward in the direction in which when beneath the shaft it moves
through the liquid and as the movement is rapid the liquid ascends the tube. The
tube is connected with ducts formed in the ordinary way within the hearing and so
the lubricating liquid is brought into contact with the crank, from whence also it
may be led to other parts
A trough or even a curved wire may be substituted for the tube but I prefer to
employ a tube.
To obtain a supply of compressed gases for starting or other purposes which is
sometimes advisable when using engines such as are described in my former
Specifications 64070 and 9865" I form a port in the cylinder nearly opposite to the
ignition port so arranged that just after ignition of the charge, the opposite piston
port opens on the aforesaid cylinder port.
The passage is controlled by a valve, kept up to its seat by a spring, and the lift
of the valve is adjusted by a screw. A lever handle is provided by which the valve
may be opened by hand. The passage controlled by the valve leads by a pipe to a
suitable receiver for retaining under pressure the portion of gases that passes the
valve. When the reservoir is charged fully, the valve is held tightly on its seat so
that no more gas may escape from the cylinder. A stop valve is placed upon the
pipe leading to the receiver to keep the pressure ready for use.
The compressed gases are used to start the engine in the following mauner:-the
engine is placed in such a position that its cylinder port above described is open to
the piston port and the stop valve upon the receiver is opened; then on lifting the
hand valve upon the cylinder a powerful impulse is given to the piston which is
repeated again and again while the valve is held open.
Figure 10 shews the arrangement which I employ for obtaining compressed gases
from the working of a gas engine, for storing the gases and for applying the
compressed gases to start the engine. D is the cylinder of the engine with the
water jacket around it. D' is the ignition port D2 is an extra port which I provide;
it is uncovered by the movement of the piston immediately after the ignition of the
charge. E is a valve which allows air to pass out of the cylinder but prevents its
return the valve is pressed to its seat by a spring. The distance that the valve
can lift is also regulated by a rod Fon which is a head F; the band lever G
embraces the head, it has its fulcrum at Gland a locking screw I can be applied to

page_text: it to hold it fast and then the valve cannot leave its seat or any desired amount of
freedom may be allowed to the valve. The lever handle and rod can also be
employed to withdraw the valve from its seat, there being a slotted hole in the end
of the rod through which a pin fixed in the valve passes.
I is the receiver into which the compressed air goes after it passes the valve E.
K is a stop valve which can be closed to confine the air in the receiver until it is
required for starting the engine as already described or for other use.
L is a
pressure gauge.
Under these circumstances the ignition tube being previously heated and the gas
supply to the engine adjusted explosion will take place and the automatic working
of the engine will be established. The gases under pressure in the receiver may
also be used for blowing the ignition apparatus and in this case may be passed
through water to remove suspended oil. I use a stop valve of special construction
for retaining the compressed gases in the receiver. I construct a valve seating of a
taper form and I use a valve rigidly fixed to the spindle. I form a groove around
the valve just within its edge, so that the valve presents a thin and somewhat
flexible line of contact with its seat. The compound action of turning the valve
and forcing it down upon its conical seat aided by its slight flexibility, produces a
perfectly tight joint.
I form the valve screw as part of the gland and pass the spindle through the
same. The hand wheel fixed on the spindle has a hollow threaded boss fitting on
The gland screw is fitted with a check nut and to tighten the packing
after loosening the check ut a thin spanner is put on to flats cut upon the screw,
between the nut and the boss of the hand wheel.
the screw.
Figure 11 is a vertical section of a stop valve in accordance with my invention.
ML is a taper or conical valve seat. N is the valve and N' its spindle. N is an
annular groove in the valve designed to give to it the desired elasticity. O is the
stuffing box and P is the gland.
The valve screw Q is formed upon the upper part of the gland P the spindle
passes through it and receives the hand wheel R. The hand wheel has a screw
cut within its boss at R'. S is a lock nut which after the stuffing box has
been packed and its contents sufficiently compressed, is screwed on to lock the
gland fast.
Having now particularly described and ascertained the nature of my inven-
tion and in what manner the same is to be performed, I declare that what I
claim is
―:
1. In a gas engine, the means substantially as described for obtaining an efficient
heating of the igniting surface, by drawing a blast from an enclosed crank chamber
provided with inlet and outlet valves to urge the flame of a burner.
2. In a gas engine the application substantially as described of an elastic hand
pump in combination with a Bunsen burner and an ignition capsule.
3. In a gas engine the combination substantially as described of an igniting
capsule, a Bunsen burner having a semi-annular mouth and appliances for supplying
a forced blast of air to the burner.
4. In a gas engine the means substantially as described for regulating the supply
of gas by a governor having an eccentric or cam mounted on a disc or wheel on a
rotating shaft and acting from time to time to open the gas valve; such eccentric
or cam being attached to a weight and controlled by a spring so that the greater the
speed of rotation the less the action to open the gas valve.
5. In a gas engine substantially as described a lubricator containing a pump
connected with the combustion chamber of the engine and operated by the variations
of pressure therein; such pump delivering oil from a reservoir whence it is led to
the part requiring lubrication.
6. In a gas engine, a lubricator in which a pump discharges oil on to an inclined
and adjustable surface substantially as described from the edge of which surface the
oil drips, and a funnel receiving a portion of this oil leads it away for use.

page_text: 7. In a gas engine the means substantially as described for raising oil or
lubricating matter into the crank bearing, by a curved or inclined tube or duct
dipping intermittently as the crank travels round into the lubricant contained in a
receptacle beneath the crank.
8. In a gas engine, the means substantially as described for collecting compressed
gases during the working of the engine and for applying the same to start the
engine.
9. In a gas engine, to store air or gas under pressure, a stop valve with a taper
valve seat and grooved valve touching the seat around a narrow circle, such valve
being forced into contact with its seat by a hand wheel with a hollow threaded boss
screwing on to a corresponding thread upon the head of the gland.
Dated this 16th day of September 1893.
HENRY T. DAWSON.