IMPROVEMENTS IN GAS ENGINE CYLINDERS
Year: 1884

page_text: I, WILLIAM AINSWORTH Newspaper Reporter, 52 Brougham Street Penrith in
the County of Cumberland do hereby declare the nature of my invention for
IMPROVEMENTS IN GAS ENGINE CYLINDERS to be as follows
Up to the present time, gas engines-that is engines which are driven by the
expansive power of exploding gases-have had such gases burnt, or exploded, in the
working cylinder of the engine. But the temperature of the explosion is so high
that it is found imperative to surround the cylinder of the engine with a water-
jacket, in order to keep such cylinder at a working temperature; and to prevent
the dry friction-resulting from the burning of the lubricating oil-which would
ensue if this precaution were not taken. But these water jackets are found to
absorb an enormous amount of the heat generated by the combustion of the gases;
and as this absorption amounts to 50% or 60% of the heat generated during the
explosion, the engines are so much less powerful than they would be if this beat
could be retained and utilized in the cylinder.
The object of this invention is to provide a means whereby the explosion may .
take place, in the cylinder, by the usual means, but without coming into contact
with the turned walls and smooth working surfaces of such cylinder, and thus to
dispense with the use of the before-mentioned water-jackets, and to permit the
exploding gases to reach their highest point of temperature, and develop their full
power in the cylinder, without overbeating such cylinder. This object I accomplish
in the following manner:-In the working cylinder of a gas engine place an
inner cylinder, or shield, secured to that end of the working cylinder in which the
explosions take place. This inner cylinder, or shield, is set concentrically with the
working cylinder, and may be made of metal, or some hent non-conducting
material, as carbon, fireclay, asbestos, etc., or may be formed of metal, and lined
inside or outside, or both, with any suitable heat non-conducting substance, to
reduce the conduction of the heat from the interior to the exterior parts of the
working cylinder. The length of this cylinder, or shield, is about equal to the
length of the stroke of the piston-in some engines it may be made longer, and in
others less. To accommodate this inner cylinder, or shield, a deep annular groove
is formed in the piston, which groove is of such width and depth, that when the

page_text: piston makes its instroke the groove in the piston slides over and covers the inner
cylinder, or shield, without actual contact with it. In this position the inner
cylinder, or shield forms with the deep annular groove in the piston, a narrow
circuitous passage; between the interior of the inner cylinder and the turned parts
of the working cylinder. The only path by which the exploding gases can come
into contact with the turned walls or smooth working surfaces of the working
cylinder, being down and along the inner diameter of the inner cylinder, or shield,
round the end of such cylinder, or shield, and along the outer diameter of the
cylinder, or shield. The explosive gases are admitted into the interior of the inner
cylinder, or shield, and exploded by any of the ordinary igniting arrangements.
At the same time that the explosive gases are admitted into the interior of the
inner cylinder, or shield, atmospheric air, or other non-explosive gas, is admitted,
by a port in the slide, into the space formed by the clearance between the inner
parts of the deep annular groove and the inner cylinder, or shield, within, such
groove; and atmospheric air, or other non-explosive gas, is also admitted into the
space between the outside of the inner cylinder, or shield, and the turned surfaces
of the working cylinder. When a sufficient quantity of explosive.charge has been
admitted behind the piston, and inside the inner cylinder, or shield, and such
charge ignited, the expansion of the exploding gases drives back. the air or non-
explosive gas, contained in the deep annular groove, along the inner side of the
inner cylinder, or shield, and round the end, and along the outside of such cylinder,
or shield, at the same time compressing the said air, or non-explosive gas, and
famming it, so to speak, into the narrow space between the outside of the inner
cylinder, or shield, and the working cylinder. The compression of the air goes on
until the pressure of such compressed air reaches that of the exploding gases, at
which point the resistance of the compressed air balances the pressure of the
exploding gases, and the further advance of the hot exploding gases, towards the
turned surfaces of the working cylinder, is checked. At this point there is a
comparatively cool stratum of compressed air interposed between the highly heated
and exploding gases and the turned walls and working surfaces of the working
cylinder. During the return stroke of the piston both the spent gases and the
air contained in the deep annular groove may; be exhausted together; and,
simultaneously with the admission of the next explosive charge, a fresh charge of
cool air, or non-explosive gas, is drawn or forced into the deep annular groove, and
outside the inner cylinder, so that the exploding gases have always a comparatively
cool medium to compress and interpose, between themselves and the surfaces of the
working cylinder. By this means the highly heated gases are prevented coming
into contact with the walls, or working surfaces, of the working cylinder, and
therefore such surfaces never becoming unworkably hot, need not be surrounded.
by, the before-mentioned water-jackets, and-the-heat-lost by the use of such jackets
-is-utilised to the full in increasing the power of the engine.
Only one inner cylinder or shield is here specified, but two or more such inner
cylinders, or shields, may be. used concentrically with each other-each additional
inner cylinder, or shield, doubling the length of the before-mentioned narrow
circuitous passage-but for each cylinder, or shield, there must be a corresponding
deep groove in the working piston. The grooves in the piston may also be lined
with suitable heat non-conducting material, to prevent conduction of heat from the
piston to the working cylinder.
It has been stated, in the foregoing, that when the explosive charge is admitted
into the interior of the inner cylinder, air, or other non-explosive gas, is also
admitted into the grooves, and outside the inner cylinder or shield. But as the
explosive charge is not usually admitted regularly-being controlled by the
governor the air may be admitted between the admissions of the explosive
charges, cither at consecutive, alternate, or any other desirable number of
revolutions, but must always be admitted simultaneously with the admission of
the explosive charge.

page_text: It has been assumed, in the foregoing specification, that the explosive and non-
explosive gases were admitted to the working cylinder and exploded at atmospheric
pressure that is without previous compression, but it is evident that the explosive
and non-explosive gases may be compressed before ignition takes place, either in
the working cylinder by the working piston, or by some separate compressing
apparatus.
As it is possible to construct a gas engine in which the piston is stationery, and
the cylinder reciprocates; the above described invention applies with the same
economical results to this latter arrangement also.

page_text: WILLIAM AINSWORTH, Newspaper Reporter, formerly of Brougham Street
Penrith, but now of 8, Hunter Lane Penrith, in the County of Cumberland do
hereby declare the nature of my invention for IMPROVEMENTS IN GAS ENGINE
CYLINDERS and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
Up to the present time gas engines-that is engines which are driven by the
expansive power of exploding gases-have had such gases burnt, or exploded, in
the working cylinder of the engine. But the temperature of the explosion is so
high that it is found imperative to surround the cylinder of the engine with a
water-jacket, in order to keep such cylinder at a working temperature, and to
prevent the dry friction-resulting from the burning of the lubricating oil-which
would ensue if this precaution were not taken. But these water-jackets are found
to absorb an enormous amount of the heat generated by the combustion of the gases;
and as this absorption amounts to 50% or 60% of the heat generated during the
explosion, the engines are so much less powerful than they would be if this heat
could be retained and utilised in the cylinder.
°
The object of this invention is to provide a means whereby the explosion may
take place in the cylinder, by the usual means, but without coming into contact
with the turned walls and smooth working surfaces of such cylinders, and thus to
dispense with the use of the before-mentioned water-jackets, and to permit the
exploding gases to reach their highest point of temperature, and develope their full
power in the cylinder, without overheating such cylinder. This object I accomplish
in the following manner: In the working cylinder of a gas engine, I place an inner
cylinder or shield, secured to that end of the working cylinder in which the
explosions take place. This inner cylinder,-or-shield;-is-set concentrically with the
working cylinder, and may be made of metal, or of some heat, non-conducting
_material, as carbon, fire-clay, asbestos, etc., or may be formed of metal and lined
inside or outside, or both, with any suitable heat non-conducting substance, to
reduce the conduction of the heat from the interior to the exterior parts of the
working cylinder. The length of this cylinder or shield, is about equal to the
length of the stroke of the piston-in some engines it may be made longer, and in
others less. To accommodate this inner cylinder or shield, a deep annular groove is
formed in the piston, which groove is of such width and depth, that when the
piston makes its instroke the groove in the piston slides over and covers the inner
cylinder or shield, without actual contact with it. In this position the inner
cylinder or shield forms, with the deep annular groove in the piston, a narrow
circuitous passage, between the interior of the inner cylinder and the turned parts
of the working cylinder. The only path by which the exploding gases can come
into contact with the turned walls or smooth working surfaces of the working
cylinder being down and along the inner diameter of the inner cylinder or shield,
round the end of such cylinder or shield, and along the outer diameter of the
cylinder or shield. The explosive gases are admitted into the interior of the inner

page_text: cylinder or shield, and exploded by any of the ordinary igniting arrangements. At
the same time that the explosive gases are admitted into the interior of the inner
cylinder, or shield, atmospheric air, or other non-explosive gas, is admitted, by a
port in the slide, into the space formed by the clearance between the inner parts of
the deep annular groove and the inner cylinder or shield within such groove; and
atmospheric air, or other non-explosive gas, is also admitted into the space between
the outside of the inner cylinder or shield and the turned surfaces of the working
cylinder. When a sufficient quantity of explosive charge has been admitted behind
the piston,and inside the inner cylinder, or shield, and ordinary air, or other non-
explosive gas, has been admitted in the spaces of the groove, and outside the inner
cylinder or shield, and such charge ignited; the expansion of the exploding gases
drives back the air, or non-explosive gas, contained in the deep annular groove,
along the inner side of the inner cylinder or shield; and round the end and along
the outside of such cylinder or shield, at the same time compressing the said air or
non-explosive gas, and ramming it so to speak, into the narrow space between the
outside of the inner cylinder or shield and the working cylinder. The compression
of the air goes on until the pressure of such compressed air reaches that of the
exploding gases, at which point the resistance of the compressed air balances the
pressure of the exploding gases, and the further advance of the hot exploding gases,
towards the turned surfaces of the working cylinder, is checked. At this point there
is a comparatively cool stratum of compressed air interposed between the highly
heated and exploding gases, and the turned walls and working surfaces of the
working cylinder. During the return stroke of the piston, both the spent gases and
the air contained in the deep annular groove may be exhausted together; and
simultaneously with the admission of the next explosive charge, a fresh charge of
cool air, or non-explosive gas, is drawn, or forced, into the deep annular groove, and
outside the inner cylinder, so that the exploding gases have always a comparatively
cool medium to compress, and interpose between themselves and the surfaces of the
working cylinder. By this means the highly heated gases are prevented coming
into contact with the walls or working surfaces of the working cylinder, and there-
fore such surfaces never becoming unworkably hot, need not be surrounded by the
before-mentioned water-jackets, and the heat lost by the use of such jackets is
utilised to the full, in increasing the power of the engine.
Only one inner cylinder or shield is here specified, but two, or more, such inner
cylinders or shields may be used concentrically with each other-each additional
inner cylinder or shield, doubling the length of the before-mentioned narrow,
circuitous passage-but for each cylinder or shield there must be a corresponding
deep groove in the working piston. The grooves in the piston may also be lined
with suitable heat non-conducting material, to prevent conduction of heat from the
piston to the working cylinder.
It has been stated in the foregoing that when the explosive charge is admitted
into the interior of the inner cylinder, air, or other non-explosive gas, is also
admitted into the grooves and outside the inner cylinder or shield. But as the
explosive charge is not usually admitted regularly-being controlled by the
governor the air may be admitted between the admissions of the explosive
charges, either at consecutive, alternate, or any other desirable number of revo-
lutions, but must always be admitted simultaneously with the admission of the
explosive charge.
It has been assumed in the foregoing specification that the explosive and non-
explosive gases were admitted to the working cylinder and exploded at atmospheric
pressure, that is, without previous compression, but it is evident that the explosive
and non-explosive gases may be compressed before ignition takes place, either in
the working cylinder by the working piston, or by some separate compressing
apparatus.
·
As it is possible to construct a gas engine in which the piston is stationary, and
the cylinder reciprocates, the above described invention applies with the same
economical results to this latter arrangement also.

page_text: **
DESCRIPTION OF THE DRAWINGS.
In the following drawings only so much of a gas engine cylinder is shown as is
really necessary to make the invention clear. A. A is the inner cylinder or shield
secured to the working cylinder AA' at one end, the other end being open. C is
the piston, and in this piston is the deep annular groove or recess D D; the space
between the stationary inner cylinder or shield, and the annular groove in piston
forms the tortuous passage from the combustion chamber to the walls of the
cylinder A¹ A¹, in which passage is shewn the dotted arrows. This groove D, D,
when any movement of the piston takes place slides over and along the before
mentioned cylinder or shield. The explosive charge. is admitted through the
ordinary opening E, or the gas only may be sent through E, and the air admitted
through a separate valve or valves F, so as to flow round the inner cylinder or
shield A A, into the combustion chamber G, and there form the explosive mixture.
When the explosion takes place the force of the expanding gases travels in the
direction of the dotted arrows against the cool fresh air contained in the recess, or
recesses, between the combustion chamber and the smooth walls of the working
cylinder, and by the interposition and resisting power of this cool air, when at its
highest point of compression the advance of the exploding gases is checked and
prevented from contact with the smooth walls of the working cylinder. The
drawing shows piston in a position ready for explosion. A separate port or ports'
may be cut in the slide, with passages leading therefrom to supply fresh cool air
instead of the valve or valves F.