Improvements in Igniting and Starting Gear for Gas Engines.
Year: 1890

page_text: Date of Application, 5th Dec., 1890
Comp ete Specification Left, 5th Oct., 1891-Accepted, 28th Nov., 1891
PROVISIONAL SPECIFICATION.
Improvements in Igniting and Starting Gear for Gas Engines.
I, FREDERICK WILLIAM LANCHESTER, of 13 Bedford Row, London, W.C.
Engineer, do hereby declare the nature of this invention to be as follows:-
This invention relates to an improved construction of igniting starting gear for
gas engines utilizing that type of igniting gear in which the ignition is accomplished
by the passing back of a flame when the speed of efflux of the inflammable mixture
is reduced sufficiently, as described in the Specification of Patent No. 5479 of 1890
granted to the present applicant. The present invention is intended to apply this
type of igniter in starting gas engines at a greater or less degree of compression
and the various devices hereinafter described are intended to allow the com-
munication of a flame to the explosion space from an external flame against
compression.
In one mode of carrying the invention into effect the starter nozzle connects to
the compression space or cylinder by a tube which opens to a small chamber. An
annular or other passage also connects to the compression space and communicates
with the lower side of an automatic valve. When the engine is to be started the
automatic valve is allowed to be thrust down by a spring or by its own weight,
and an external flame plays into the open space above it.
A passage allows the
flame to come into contact with the gases proceeding from the nozzle and when they
become explosive the gases ignite and burn within the small chamber at the
nozzle.
When the current ceases the flame at once passes back and the first explosion
takes place; this closes the valve and the engine shaft revolves, the piston
discharging the burned gases and taking in a fresh charge as before; the exhaust
valve however closes before the end of the compression stroke and the rising
pressure in the cylinder at once closes the valve. The flame from the nozzle
continues to burn in the small chamber until the pressure rises to that, in the
cylinder, or nearly so; when the velocity of efflux becomes sufficiently reduced the
flame passes back and the mixture in the cylinder explodes. The proportions of
the nozzle and chamber are so arranged that the explosion occurs at or near the
end of the stroke. In this manner I obtain a series of explosions under compression
by means of my starter giving more power than those obtained without compression.
The valve opening to the nozzle in the small chamber opens when the pressure in
the cylinder falls nearly to atmosphere by the spring or its own weight or an added
weight and an ignition at every second revolution is given. A pilot jet is adopted
to relight the main external flame as it is blown out at each explosion. The valve
is supplied with a channel or gutter to cause leakage through it to be supplied
from the annular or other passage instead of from the small chamber, so that the
back firing action of the nozzle need not be interfered with in the event of the valve
'leaking.
and
In another mode of carrying the invention into effect I construct a small chamber
and cause it to communicate with the explosion space by a suitable passage truly
bored out and carrying within it a sliding tubular piece closed at the bottom and
open at the top. The small chamber is divided into two portions, an upper
lower and the lower portion is covered by the lower seat of a double seated valve.
This valve works between its upper seat by which it closes the whole chamber, and
its lower seat, by which it closes the lower part of the chamber and opens the upper
part to the atmosphere. The valve rests lightly on its lower seat but is resisted
by a spring before touching its upper seat. When the engine is moved round and
the piston causes slight compression the tubular sliding piece rises against the

page_text: valve and both are thrust up together against the spring so that the valve is held
open and free of both upper and lower seats. The inflammable gases then stream
by suitable gutters through a hole or holes in the tubular piece and an external
flame causes ignition to take place so that a mixture flame burns at one or more of
the holes in the upper part of the sliding piece. This continues so long as the
compression is low, but when it becomes sufficient the valve is forced notwith-
standing the resistance of the spring against its upper seat and the flame then burns
within the small closed chamber and the pressure rapidly rises to that of the
cylinder the sliding tubular piece then falls as no pressure exists to keep it up,
and a hole in its side opens into the compression space. The flame then passes
back and causes explosion. In this manner also I am enabled to cause ignition by
an external flame and a method of firing back against compression.
Dated this 4th day of December 1890.
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for Applicant.
COMPLETE SPECIFICATION.
Improvements in Igniting and Starting Gear for Gas Engines.
I, FREDERICK WILLIAM LANCHESTER, of 13 Bedford Row, London W.C.
Engineer, do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement:
This invention relates to an improved construction of igniting starting gear for
gas engines utilizing that type of igniting gear in which the ignition is accomplished
by the passing back of a flame when the speed of efflux of the inflammable mixture
is reduced sufficiently as described in the Specification of Patent No. 5479 of 1890
granted to the present applicant. The present invention is intended to apply this
type of ignition in starting gas engines at a greater or less degree of compression,
and the various devices hereinafter described are intended to allow the com-
munication of a flame to the explosion space from an external flame against
compression.
Referring to the accompanying sheet of drawings, Figures 12 and 3 illustrate
the application of my invention.
In one mode of carrying the invention into effect the starter nozzle a connects to
the compression space or cylinder A by a tube 6 which opens to the small
chamber e. An annular or other passage C also connects to the compression space
or cylinder A. and communicates with the lower side of an automatic valve f
working in a chamber d. When the engine is to be started the automatic valve is
allowed to be thrust down by a spring g or by its own weight, and an external
flame plays into the open space above it. A passage allows the flame to come
into contact with the gases proceeding from the nozzle a and when they become
explosive the gases ignite and burn within the small chamber e at the nozzle.
When the current ceases the nozzle flame at once passes back by the tube b and
the first or starting explosion takes place, this closes the valve f against the seat
above it and prevents further escape. The engine shaft revolves, the piston
discharging the burned gases and taking in a fresh charge as before; the exhaust
valve, however, closes before the end of the compression stroke, and the rising
pressure in the cylinder at once closes the valve f. The flame from the nozzle a,
lit while the valve was open, continues to burn in the small chamber e until the
pressure rises to that in the cylinder or nearly so; when the velocity of efflux
becomes sufficiently reduced, the flame passes back by the tube b and the mixture
in the cylinder explodes. The proportions of the nozzle a and chamber e are so
arranged that the explosion occurs at or near the end of the stroke. In this
manner I obtain a series of explosions under compression by means of my starter,
giving more power than those obtained without compression. The valve opening

page_text: to the nozzle a in the small chamber e, opens when the pressure in the cylinder A
falls nearly to atmosphere by the spring y or its own weight or an added weight
and an ignition at every second revolution is given. A pilot jet h¹ is adopted to
relight the main external flame h as it is blown out at each explosion. The valve f
is supplied with a channel or gutter to cause leakage through it to be supplied
from the annular or other passage C instead of from the small chamber e, so that
the back firing action of the nozzle need not be interfered with in the event of the
valve leaking. The valvef seats on an upper seat and it is constructed as a piston,
arranged to slide in the cylinder d. The depth of the piston is enough to entirely
cover the aperture k by its side. Holes f, f pass through from the bottom to the
space so that any leakage at the upper seat is supplied from below by the
passage C and not from the small chamber e as hereinbefore stated.
Figure 2 illustrates a modification of the arrangement shown in Figure 1 which
is in some respects simpler in action.
The passage B communicates with the cylinder or explosion space and is closed
with the double seated valve F, held to its lower seat by the bent lever D and
spring D'. The lever D is tubular and is supplied with gas for the jet E. The
lever D pivots at the fulcrum D' and when the valve F is forced to its upper seat
the gas jet E is ignited at the pilot light C¹, but when the valve F is on its lower
seat the jet E plays into the chamber G, which chamber communicates with the
chamber G' and the burned gases pass away as shown by the arrow.
When com-
pression occurs in the engine cylinder, the valve F rapidly rises to its upper seat
and the inflammable mixture from the passage B ignites at the portion of the
flame E which is cut off in the upward movement of F, and the flame passes back
to the cylinder by the passage B and ignites the slightly compressed charge
contained in it. When the pressure falls to atmosphere again, the valve F is
pulled to its lower seat by the spring D' and carries with it the flame jet E as
hereinbefore described.
In another mode of carrying the invention into effect (see Figure 3) I construct
a small chamber L, M, and cause it to communicate with the explosion space A by
a suitable passage truly bored out and carrying within it a sliding tubular piece I
closed at the bottom and open at the top. The small chamber is divided into two
portions an upper L and lower M, and the lower portion M is closed by the lower
Beat of the double seated valve H. This valve works between its upper seat by
which it closes the whole chamber L, M, and its lower seat by which it closes the
lower part of the chamber M and opens the upper part L to the atmosphere. The
valve H rests lightly on its lower seat but is resisted by a spring before touching
its upper seat. When the engine is moved round and the piston causes slight
compression, the tubular sliding piece I rises against the valve H and both are
thrust up together against the spring so that the valve H is held open and free of
both upper and lower seats. The inflammable gases then stream by suitable
gutters through a hole as I' or holes in the tubular piece, and an external flame
causes ignition to take place so that a mixture flame burns at one or more of the
holes or slots I in the upper part of the sliding piece. This action continues so
long as the compression is low, but when it becomes sufficient the valve H is forced,
notwithstanding the resistance of the spring, against its upper seat, and the flame
then burns within the small closed chamber L, M and the pressure rapidly rises to
that in the cylinder; the sliding tubular piece I then falls as no pressure exists to
keep it up, and a hole I'in its side opens into the compression space A. The flame
then passes back and causes explosion.
In this manner also I am enabled to cause ignition by an external flame and a
method of firing back against compression.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
(1)-In starting gas or hydrocarbon engines, au igniter comprising a nozzle or a

page_text: passage. leading to a chamber from the cylinder, a piston or double, or single seat
valve opening to the oylinder and controlling communication between the. chamber
and the atmosphere; the whole arrangement acting to ignite charges at atmospheric
pressure. or under compression substantially as herein before described.
(2) In starting gas or hydrocarbon engines, an igniter as claimed in the
preceding claim together with a sliding piece or tube to open free communication
to the cylinder, when required, substantially as herein before described.
(3) The construction and arrangement of the igniting devices hereinbefore
described, as: illustrated at Figures 1, 2, and 3 of the drawings annexed.
Dated this 2nd day of October 1891
MARKS & CLERK,
13, Temple Street, Birmingham, Agents, for the Applicant.