IMPROVEMENTS IN AND RELATING TO GAS-ENGINES
Year: 1883

page_text: LETTERS PATENT to John Haskins Ladd of Queen Victoria Street in the
City of London for an Invention of "IMPROVEMENTS IN AND RELATING TO
GAS-ENGINES" communicated to him from abroad by John A. Serrell, of New
York ILS A
PROVISIONAL SPECIFICATION left by the said John Haskins Ladd at
the Office of the Commissioners of Patents on the 3rd September 1883.
33
JOHN HASKINS LADD, of Queen Victoria Street in the City of London,
"IMPROVEMENTS IN AND RELATING TO GAS-ENGINES [A communication to him
from abroad by John A. Serrell, of New York, U.S.A.]
This invention relates to gas engines or motors, and has for its object to increase
the efficiency of such engines by means of the various methods and devices
hereinafter described.
The said invention consists partly in igniting a charge of compressed gas and
air in a cylinder, by the explosion of a smaller separate charge not under
compression; it also consists partly in admitting the charge to the cylinder
through a passage arranged tangentially to the periphery of the said cylinder, it
also consists partly in avoiding the compression of the igniting charge, and in
enriching it with gas during the compression of the charge in the cylinder
The said invention moreover comprises devices for supplying, and regulating the
supply of, gas and air to the engine; means for operating the slide and other
appliances for distributing the gas and air, and means for operating the exhaust
valve.
The device for firing the charge of air and gas in the cylinder consists of a
chamber communicating with the said cylinder by means of a check valve and
connected with the igniting flame by a slide in the usual manner. Into this
valve-chamber, gas is independently admitted to render the igniting charge
explosive.
In carrying the said invention into practice I provide a suitable frame or bed
plate mounted upon which is the crank-shaft having attached to it one end of the
connecting rod which, at its other end; is jointed to a cylindrical cross-head, The

page_text: said bed has also mounted upon it the cylinder, having secured to it at one side
the valve-chest within which the valve moves upon its seat, being held thereto by
a cover. Within the said cover a light is arranged to burn as in other gas-
motors.
At the rear end of the cylinder, beyond the travel of the piston, is formed a
space. The supply of gas to the cylinder is regulated by a valve acted upon by a
governor. Upon the stem of the said governor is a spring adapted to hold the
valve open.
Ports are formed in the shell of the said valve, both case and valve being
cylindrical, and the latter capable of a short end movement sufficient to close the
said ports when the expansion of the governor-balls depresses the stem.
To automatically close the gas inlet from the valve when the cylinder is not
taking a charge, a plug is inserted in the valve-chest so as to cut off the port from
the valve. The top of this port is provided with a bridge upon which one end of
a spring bears, the opposite end of this spring pressing upward against a head
formed in the cylindrical shell of the valve. Under the influence of the said
spring the said valve is held normally open and the gas at such times is restrained
from escape by the spring plug which is formed with an annular groove to allow
the gas to pass, when the plug is pressed into its cylindrical seat by the movement
of the slide at the beginning of each inspiration stroke. The plug at other times
is pressed outward by a second spring and its body then closes the said port.
The slide-valve is provided with a lug for operating the spring plug by pressing
upon its projecting end. The said slide-valve is provided with a passage or pocket
operating in connection with a flame-chimney in the usual manner; and with a
distributing port for conducting the mixed charge of gas and air to the cylinder
through the valve chamber and passage. The said distributing port receives its
charge from a duct which is formed in the valve-chest under the spring plug and
into which the continuation of the first port leads the gas when the plug is
pressed in by the lug. Air is freely admitted to the duct at one end, which is
left open.
The distributing port in the slide, instead of conducting the mixture of gas and
air directly into the cylinder conducts it into a chamber which is formed in the
valve-chest between the slide and the cylinder,-and is provided with a check
valve opening toward the cylinder so as to be lifted by the charge as it enters the
Baid cylinder from the chamber, and to close, by its own weight, when the return
of the piston compresses the gases behind it in the cylinder.
By means of the parts above described the cylinder is filled with a uniformn
mixture of air and gas at each alternate out stroke of the piston, and ignited by
the explosion of the charge contained in the said chamber at the commencement of
the intermediate outward stroke
It is obvious that as the charge enters the cylinder through the check-valve, the
latter must retain the charge in the cylinder and secure its compression upon the
return of the piston as is necessary to obtain the best results from the main charge,
and that the charge remaining in the chamber will be prevented by the check-valve
from sharing in the compression of the main charge
The contents of the chamber are readily ignited when thus retained at or near
atinospheric pressure when rich enough in gas, but may not be sufficiently rich
without the addition of more gas to compensate for the lack of compression. Such
an addition of gas is supplied by a small piston which is inserted in a cylindrical
hole formed in the chest at the bottom of the chamber. Gas is supplied to the
said hole through suitable pipes, the inlet being arranged several inches from the
chamber and the piston being moved over the inlet to force the contents of the
hole into the chamber at the proper time. The stem of the piston is provided
with lock nuts and the slide valve is formed with a lug to strike the said nuts and
thus move the piston as required. The said inlet is formed with a branch by
which gas is supplied to the pocket hereinbefore mentioned through a duct formed
in the face of the valve-chest adjacent to the slide-valve, the said pocket being

page_text: formed in the slide to carry the light from the igniting flame to the passage by
which the chamber opens against the slide. The said pocket is supplied with air
through another passage and the slide is so operated as to connect with the latter
passage and thus cause the light to ignite the contents of the chamber.
As the contents of the said chamber are at atmospheric pressure, they are readily
ignited by the movement of the slide carrying the flame in the lighting pocket in
the ordinary manner, and the ignition of the combustible gases in the valve
chamber results (when the mixture is properly proportioned) in an explosion which
overcomes the pressure of the compressed gases in the cylinder lifting the check
valve and firing the cylinder charge. To regulate the supply of gas through the
inlet and secure the proper enrichment of the charge in the valve-chamber, a
regulating screw is inserted across the said inlet by means of which the passage
may be closed as required.
The construction of the governor gas valve has already been described, and its
object is to shut off the supply of gas, entirely or partially, at any time that the
engine exceeds the desired speed. To effect this the governor is connected by a
wheel and strap with a pulley fixed on the crank shaft. The engine may be further
governed in its movements by the devices used to reciprocate the slide-valve, the
said devices consisting of an excentric driving pin operating on an oscillating bell
crank lever, and a link pinned at one end to the said slide-valve. There is also
a radius bar by which the fulcrum of the said lever is pivotted to the frame and
restricted to a nearly horizontal movement. The excentric pin is pivotted to the
horizontal arm of the said bell-crank-lever, imparting to it a circular motion and
the link is joined at its end respectively to the slide valve and the vertical arm of
the bell crank. This vertical arm is formed with a slot, and the pin connecting
the link to the slotted arm can be clamped in any part of the slot by a nut thus
securing a greater or less movement of the slide as preferred.
The effect of this construction is to hold the slide in position just long enough
for supplying the charge to the valve chamber and a cylinder, and to move the
slide quickly when carrying the light to explode the same.
The exhaust-valve is seated in a passage formed in the valve-chest beneath the
valve chamber and is connected with the cylinder by a port.
A discharge pipe connects with a passage upon the opposite side of the valve
from the said port, and the valve is of disc form and provided with a stem which
extends out of the front end of the valve chest to engage with a reciprocating
shaft or knocker. This shaft is mounted upon the side of the bed plate in bearings,
and is operated intermittently by a cam which is rotated at one half the speed
of the crank-shaft, by gear wheels. The said cam is formed with two projections
which open the valve at opposite points in the stroke by pressing upon a roller
pivotted in the end of the reciprocating shaft or knocker. The projecting end of
the valve-stem is provided with a collar, and a spiral spring is placed upon the
stem to close the valve when opened by the impulse of the knocker shaft.
said shaft is provided at the end in contact with the valve stem with a recessed
disc which is secured to the said shaft between the hub and a nut so as to be
readily turned by a handle.
The
One of the projections upon the cam is adjusted to open the exhaust valve upon
the operative piston and thus permit the escape of the exhaust gases and the other
projection is adapted merely to open the exhaust valve during the early part of
the compression stroke to permit the starting of the engine without too great
resistance from the compressed gases.
To prevent the partial opening of the exhaust valve during the regular automatic
working of the engine, the movements of the reciprocating shaft are transferred to
the stem of the valve entirely by the recessed portion of the said recessed disc, the
greater part of whose face is flush with the end of the shaft and adapted to
transmit both the longer and shorter movements of the shaft to the valve. The
disc being recessed or notched for the same depth as the shorter movement of the

page_text: -
knocker shaft, the said shaft performs such movement without producing any effect
upon the exhaust valve.
When starting the engine the disc is turned and the valve opened as desired to
relieve the resistance to the piston, until the engine is in motion, then the disc is
turned and held in position by the friction of the hub, or by a spring which may
be inserted within the said hub to press the disc toward the nut.
It is obvious that an excentric could be substituted for the pin, and the strap
therefrom be attached to the horizontal arm of the bell-crank lever, and that the
slide could be operated by a direct connection to an excentric or crank as in other
gas-motors, without the use of the bell-crank lever.
It is also obvious that other means can be used to lengthen or shorten the
'knocker shaft, ae for instance a right and left hand screw-nut applied to the
divided part of the shaft between the bearings, or a toggle link connection between
such divided parts of the shaft.
In such case the end of the shaft adjacent to the valve-stem would be placed in
line with the stem and would impinge upon it either once or twice at each rotation
of the cam as the shaft was either lengthened or shortened by any of the devices
named, or their equivalent.
The entrance of the charge into the cylinder in a tangential direction induceз a
rotary motion of the gases as they enter the cylinder and secures a thorough and
uniform admixture of the component parts of the new charge and also of the waste
gases in the cylinder, with the said component parts.

page_text: is a central horizontal section of the cylinder thereof and parts
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Haskins Ladd in the Patent Office on the 3rd March
1884.
33
JOHN HASKINS LADD, of Queen Victoria Street, in the City of London,
"IMPROVEMENTS IN AND RELATING TO GAS-ENGINES." A communication to me
from abroad by John A. Serrell, of New York, United States of America.
This invention relates to gas engines or motors, and comprises various novel
features whereby I improve the construction and working of such engines or
motors as hereinafter set forth.
The said invention is illustrated in the accompanying drawing, in which
Figure 1 is a side elevation of a gas-engine embodying my improvements.
Figure 2 is a plan, and
Figure 3 is a central horizontal section of the cylinder thereof and parts
connected therewith.
Figure 4 is a transverse section on the line x, x, Figure 1.
Figure 5 is a transverse section of the cylinder and valve-chest on the line y, y,
Figure 1, the base of the governor and the governor-valve-case being shown in
elevation.
Figure 6 is a section on the line 2, 2, Figure 5.
Figure 6ª is a central vertical section shewing the governor-valve and its case
and other parts.
Figure 7 is a view of the slide and
Figure 8 is a view of the slide-cover, the position of these parts being reversed
endwise to shew their inner sides.
Figure 9 is a plan of the engine with the connecting rod removed.
Figure 10 is a side elevation shewing some of the parts employed in operating
the exhaust-valve.
Figure 11 is a diagram shewing the various positions of the cut-off device,
eccentric pin and bell-crank hereinafter described, and
Figure 12 is a horizontal section of the slide and valve-chest, shewing the slide
in the opposite position to that in which it is shown in Figure 3.
Figures 2, 3, 4, 5, 6, 7, 8 and 12 are drawn to an enlarged scale, and Figure 6ª
is drawn to a still further enlarged scale.
Like letters indicate the same parts throughout the drawing
A is the frame of the engine; B the crank; C the crank-shaft; D the connecting
rod; E the cross-head which is cylindrical; F, F' are the bearings next the crank,
and F is the outer bearing for the shaft C. G is the cylinder, which has an
enlarged portion G¹ beyond the travel of the piston; H is the valve-chest attached
to one side thereof; I the slide which is fitted in a longitudinal seating or groove
in the outer side of the said chest, and J a cover for holding the said slide in place.
A gas-burner J is secured to this cover to provide a permanent flame, as in
ordinary gas-engines. K is the piston and L the piston rod.
a is the gas-pipe for supplying the cylinder-charge; b a governor-valve for
regulating or controlling the supply of gas, c the valve-case and d the governor.
e is a stem or rod fixed to the valve b, and f is a spring tending to hold the said
valve open. g, g¹ are ports formed in the case c and valve b, both of which are
cylindrical. The valve b is capable of a slight up and down movement sufficient
to close the ports g, g¹ when the expansion of the governor-balls depresses the
Baid valve.

page_text: N is a gas cut-off device adapted to automatically close the gas-inlet from the
valve b when the cylinder is not taking a charge; this cut-off device consists of a plug
inserted in the valve-chest H so as to intersect the port h extending from the valve b.
The top of this port is provided with a bridge f' upon which the spring fis supported,
the opposite end of the said spring pressing upward against a head formed in the
hollow cylinder composing the valve b. By the action of the spring f, the valve b
is kept normally open, and the passage of gas, when the cylinder is not taking a
charge, is prevented by the spring-plug N. This plug is formed with an annular
groove to permit the gas to pass when the plug is pressed into its cylindrical
seating by the movement of the slide at the commencement of each inspiration
stroke of the piston; at all other times the plug is pressed outward by a spring j,
and it then closes the port h.
The parts just above described are shewn in Figures 6 and 6*, the piston K
being shown in dotted lines in the cylinder G as having completed its forward or
outward movement for drawing in a charge.
The slide I is shown in Figures 1 and 9 provided with a lug k for operating the
plug N by pressing upon its projecting end. The said slide is provided with a
lighting-passage O operating in connection with a flame-chimney P in the usual
manner, and with a double-mouthed port Q for conducting a mixed charge of air
and gas to the cylinder G through the valve chamber R and passage S. The
port receives its mixed charge from a duct or passage T which is formed in the
valve-chest H under the plug N, and into which the port h conducts the gas when
the plug is pressed in by the lug k. Air is freely admitted into the duct or
passage T at one end thereof which is left open. The distributing-port Qin the
slide, instead of conducting the mixed air and gas directly into the cylinder,
conducts it into the valve-chamber R which is formed in the valve-chest H,
between the slide and the cylinder, and is provided with a check-valve opening
toward the cylinder so as to be lifted by the charge as it enters the cylinder from
the valve-chamber, and to close by its own weight, or by pressure, when the return
of the piston compresses the gases in the cylinder.
By means of the parts above described, the cylinder is filled with a uniform
mixture of air and gas at each alternate outward stroke of the piston, which mixture
is ignited by the explosion of the charge contained in the valve-chamber R at the
commencement of each intermediate outward stroke. It is obvious that, as the
charge enters the cylinder through the check-valve l, the latter must retain
the charge in the cylinder and ensure its compression upon the return of the
piston (which is necessary to obtain the best results from the main charge) and
that the charge remaining in the valve-chamber R will be prevented by the valve
from participating in the compression of the main charge. The slide at the time
of such explosion is in the position shown in Figure 12, with the induction-port Q
moved away from the passage m so that no escape of the gases from the valve-
chamber is possible, except "into the pocket O which is closed at its farther end by
the slide-cover J. The contents of this valve-chamber are much more readily
ignited when thus retained at, or near, atmospheric pressure than if compressed,
when rich enough in gas, but they may not be sufficiently rich without the addition
of gas to compensate for the lack of compression. This additional gas is supplied
by means of a piston V which is inserted in a cylindrical passage n formed in the
valve-chest at the bottom of the chamber R, as shown in Figure 6. A gas-pipe o
and inlet supply gas to the passage n, the inlet being arranged several inches
from the chamber R and the piston being moved over the inlet to force the contents
of the said passage into the chamber at the proper time. The stem of the piston V
is provided with lock-nuts q, and the slide I is formed with a lug r to strike the
said nuts and thus move the piston as required. The inlet p is formed with a
branch 8 by which gas is supplied to the pocket O through a duct or passage t
formed in the face of the valve-chest adjacent to the slide, the said pocket being
formed in the slide to carry the light from the flame u to the passage m by which

page_text: the chamber R opens against the slide. The pocket O is supplied with air through
a passage v and the slide is so operated as to connect the ducts or passages vand t
while opposite the lighting-passage n', and thus obtain the light to ignite the
contents of the chamber R. The contents of the said chamber, being at atmospheric
pressure, are readily ignited upon the movement of the slide carrying the flame in
the lighting-pocket O in the ordinary manner, and the ignition of the combustible
gases in the valve-chamber results (when the mixture is properly proportioned) in
an explosion, which overcomes the pressure of the compressed gases in the cylinder G
and lifts the valve and thus ignites the cylinder-charge.
To regulate the supply of gas to the inlet p and ensure the proper enrichment
of the charge in the valve-chamber R, a regulating screw is inserted across the
said inlet and adjusted as may be required
The construction of the governor gas-valve b has already been described, and its
function is to shut off the supply of gas entirely or partially at any time that the
speed of the engine exceeds the desired amount. For this purpose the governor is
connected by its wheel d¹ and a belt or strap (shown in dotted lines at de in
Figures 1 and 9) with a pulley d³ fixed on the shaft C. The engine may be
further governed in its movements by the devices used to reciprocate the slide,
which consist of an eccentric driving pin acting upon an oscillating bell-crank, and
a connecting rod R' attached at one end to the slide I. Figures 1 and 9 show
these parts, O¹ being the bell-crank; P¹ a radius bar by which its fulcrum O⁹ is
connected or coupled to the frame A and restricted to a nearly horizontal move-
ment; the eccentric pin pivoted to the horizontal arm of the bell-crank O¹, and
imparting to it a circular motion; the connecting rod R¹ is coupled at its ends, to
the slide and to the vertical arm of the bell-crank. This arm is formed with a
slot R2, and the pin connecting the rod R' to the slotted arm can be clamped in
any part of the slot by the nut (shown in Figure 9) to obtain a greater or less
movement of the slide, as desired.
Figure 11 is a diagram shewing the various positions of the crank O¹ near the
opposite ends of the stroke, o¹ representing the extreme opposite positions of the..
eccentric driving-pin Q¹ and the positions which the said pin occupies when it
has carried the slide to the opposite limits of its movement. It will be seen from
this diagram that, as the pin Q1 is turning its centres, the slide must remain
almost stationary near the end of its stroke, and must then move very quickly
while the pin Q¹ is moving from the point i¹ to o¹. The effect of this construction
is to hold the slide in the position shown in Figure 3 just long enough for the
port to supply the charge to the chamber R and cylinder G, and to move the
slide quickly when carrying the light from n¹ to m.
The construction and mode of operation of the exhaust-valve T¹ is shown in
Figures 1, 6 and 9. This valve is seated in a passage T' formed in the chest H
beneath the chamber R and connected with the enlarged portion G¹ of the cylinder
by a port t. A discharge-pipe T³ is connected with the passage T2 upon the
opposite side of the valve T₁ from the port t¹, and the valve is of disc form and is
provided with a stem t², which extends from the front end of the chest H to
engage with a reciprocating shaft or knocker, u¹. This shaft is mounted upon the
side of the frame A in bearings 5, and is operated intermittently by a cam S¹
which is rotated at one half the speed of the crank-shaft C by gear-wheels S²,
which are fully shown in Figure 9, but are merely indicated by dotted circles in
Figure 1, to avoid confusion.
The cam S' is shown in Figure 10 and is formed with two projections which
open the valve at opposite points in the stroke by pressing upon a roller 8¹ in the
end of the reciprocating shaft or knocker u¹. The projecting end of the stem t' is
provided with a collar, and a spiral spring k¹, is placed upon the said stem to close
the valve after it has been opened by the impulse of the shaft u'. This shaft is
provided at the end in contact with the stem t with a recessed disc u which is

page_text: secured to the shaft between a hub us and a nut u, so as to be readily turned by a
handle u³. One of the projections upon the cam S¹ is arranged to open the
exhaust-valve upon the return of the piston K, and thus permit the escape of the
exhaust-gases by the pipe T3; and the other projection on the said cam is adapted
merely to open the valve T¹ during the early part of the compression-stroke of the
piston K, to permit the starting of the engine without too great a resistance from
the compressed gases. To prevent this partial opening of the exhaust-valve during
the regular automatic working of the engine, the movements of the reciprocating
shaft are transferred to the stem of the valve entirely by the recessed portion of
the disc u², the greater part of whose face is flush with the end of the shaft and
adapted to transmit both the longer and sborter movements of the shaft to the
valve. One portion of the face of the disc is, however, recessed or notched, as
shown in Figure 9, and in dotted lines in Figure 4, the recess being of the same
depth as the shorter movement of the shaft u; the shaft therefore performs such
movement, without producing any effect upon the valve T¹ when the disc u is
turned as shown in Figures 4 and 9. when starting the engine the disc is otherwise
turned and the valve opened, as desired, to relieve the resistance to the piston
until the engine is in motion, when the disc is turned as shown in the drawing,
where it is held in position by the friction of the hub u³, or by a spring which may
be inserted within the hub to press the disc toward the nut u*.
The cam-roller s¹ is omitted in Figure 1 to avoid confusion in the drawing as
regards the eccentric pin Q1 and its connection with the arm of the bell-crank O¹,
as the pin Qis shown formed on one of the gear-wheels S³, which is concentric with
the cam S¹.
It is obvious that an eccentric might be substituted for the pin Q1, and the strap
therefrom be attached to the horizontal arm of the bell-crank O¹, and that the slide
could be operated by a direct connection to an eccentric or crank, as in other gas
engines or motors, without the use of the bell-crank O¹; if its advantages be
foregone.
It is also obvious that other means can be used to lengthen and shorten the
knocker-shaft u'; for instance, a right-and-left-hand nut applied to a divided part
of the shaft between the bearings j', or a toggle-link connection between such
divided parts of the shaft. In such case the end of the shaft adjacent to the stem t
would be placed in a line with the stem, and would impinge upon it either once or
twice at each rotation of the cam, as the shaft was either shortened or lengthened
by any of the devices named, or their equivalents.
The mode of operation of an engine or motor constructed as above described is
as follows: The piston K being placed at the commencement of the inspiration
stroke, the port Q will connect the chamber R with the gas and air supply T. The
forward or outward movement of the piston then fills the cylinder with a mixed
charge of air and gas, the proportion of the latter being regulated by a cock upon
the gas-pipe a in the usual manner; the said charge passes through the chamber R
and lifts the valve 7 to gain admission to the cylinder, which it enters by the port
or passage S leading from above the valve 7 tangentially to the edge of the enlarged
part G₁ of the cylinder. The entrance of the charge in a tangential direction, as
indicated by the arrow p¹ in Figure 4, induces a rotary motion of the gases as they
enter the cylinder, and ensures a thorough and uniform admixture of the component
parts of the fresh charge, and also of the waste gases in the cylinder with such
component parts. At, or before, the end of the stroke, the slide is moved to close
the passage m; the advance of the slide also relieves the spring j from the pressure
of the lug k and allows the cut-off plug N to close the port and thus prevent any
leakage of gas into the passage T until the next inspiration-stroke of the piston.
Upon the return of the piston K, the check-valve remains closed causing the
desired compression in the main cylinder, while the contents of the chamber R are
enriched with gas by means of the plug V, the continued movement of the slide in
the same direction operating this plug by the contact of the lug r with one of the

page_text: nuts q. The slide, by its further and final movement forward, brings the lighting
pocket into communication with the passage m, and ignites the contents of the
chamber R. The resulting explosion in the valve-chamber R raises the valve and
ignites the contents of the cylinder G. At the end of the operative stroke, the
cam S¹ opens the exhaust-valve T¹ and permits the escape of the waste gases, the
small quantity remaining in the enlarged part G₁ of the cylinder being mixed with
the fresh charge when introduced by the port S as above described. During the
exhaust stroke the slide returns quickly to its rearward position leaving the
passage m just in connection with the port Q at the commencement of a fresh
inspiration-stroke, and simultaneously operating the plugs N and V so that they
stand nearly as shown in Figures 6 and 9. The parts are then in position to
receive a fresh charge, and the operations are automatically repeated by the
rotation of the crank-shaft and its attached cam and slide-operating mechanism.
Having thus fully described the said invention as communicated to me by my
foreign correspondent and the manner of performing the same I would remark that
the statement herein, that the charge in the valve-chamber is not under compression,
means that the same is not compressed by the return movement of the piston in
the main cylinder. It is obvious, however, that the source of gas-supply must
provide the gas under such a pressure as is required to make it traverse the supply-
pipes; for example, a pressure equal to a few inches bead of water. The expression
relative to the freedom of the igniting-charge from compression is not, therefore, to
be taken literally, but is strictly true with reference to any compression equivalent
to, or derived from, the pressure in the main cylinder, or to any compression. above
that under which the gas is supplied to the inlet of the motor. And I further wish
it understood that I claim :-
First. The method herein described of operating or working a gas engine or
motor, consisting in igniting a compressed cylinder-charge by the explosion, in a
separate valve-chamber, of a charge not under compression, which charge may, or
may not, contain a greater proportion of gas than the compressed cylinder-charge.
Second. The method of mixing the component parts of one cylinder-charge with
the products of combustion of the preceding charge by admitting the said cylinder-
charge tangentially to the circumference of the cylinder.
Third. The method of enriching the igniting charge by the addition thereto of
gas during the compression of the cylinder-charge, as above set forth.
Fourth. The combination, with the cylinder G, of the valve-chamber R, the
valve, the connecting passages, the slide I having the port Q, and the air and gas
ducts or passages T, h, (with or without the cylindrical passage n, gas-inlet p,
piston V and means for operating the said piston), all substantially as, and for the
purposes, set forth.
Fifth. The combination, with the slido I and its port for conducting the mixed
air and gas to the cylinder, of the gas-supply passage h, the plug N and means for
operating the said plug to prevent leakage from the said passage, substantially as
set forth.
Sixth. The combination of the governor d, case c, and valve b, with the
cylinder G, the slide I, and suitable connecting-passages, all constructed and
arranged to operate substantially as, and for the purposes, set forth.
Seventh. The combination, with the exhaust-valve T¹, of the reciprocating
shaft u², the double-throw cam adapted to open the said valve and relieve the
compression when starting, and the recessed plate us or other suitable means for
regulating the operation of the said valve, all substantially as, and for the purposes,
set forth.
Eighth. The combination, with the cylinder G, slide I and suitable passages for
receiving the charge and supplying the same to the said cylinder, of the bell-crank,
link and eccentric pin, constructed and arranged to operate, substantially as, and for
the purpose, set forth.

page_text: Ninth. The improved gas engine or motor consisting of the parts constructed
and combined substantially as shewn in the accompanying drawing and operating
as above set forth.
In witness whereof I the said John Haskins Ladd have hereunto set my hand
and seal this Twenty second day of February in the year of Our Lord One
thousand eight hundred and eighty four
JOHN HASKINS. LADD
(L.S.)