IMPROVEMENTS IN GAS ENGINES
Year: 1881

page_text: LETTERS PATENT to James Atkinson, of Marquis Road, Finsbury Park, in the
County of Middlesex, Engineer, for an Invention of "IMPROVEMENTS IN GAS
ENGINES"
PROVISIONAL SPECIFICATION left by the said James Atkinson at the
Office of the Commissioners of Patents on the 22nd September 1881.
JAMES ATKINSON, of Marquis Road, Finsbury Park, in the County of
Middlesex, Engineer. "IMPROVEMENES IN GAS ENGINES."
This Invention has for object improvements in gas engines, in which the power
is obtained by the ignition and subsequent expansion of a combustible mixture of
gas and air.
In carrying out my Invention I employ a horizontal cylinder in which a piston
works in the ordinary manner, connected to the piston rod, connecting rod, and
crank pin. Power is developed in the end farthest from the crank, the end nearest
the crank being an air compressing pump, its cover being fitted with a gland aud
stuffing box through which the piston rod works; air is drawn in through one or
Inoro self acting valves which are constructed as hereinafter described. With the
nir a little water is drawn in, being intermixed with the air as spray, and by
moistering the air reduces the heat due to compression. To still further reduce the
temperature of the compressed air, and also to prevent damage from the heat at
the power end of the cylinder, the cylinder is water jacketed, and consists of a
liner fixed in a water tank of considerable size, the weight of water assisting in
steadying the engine. The air when compressed is delivered through a valve,
which is self acting and similar to the admission valve, into a compressed air
chamber. The air is compressed to from forty pounds to eighty pounds (above the
atmosphere) and upwards, sixty pounds being a suitable pressure. The pressure
may be varied so as to be regulated to suit the conditions under which the engine
works. The compressed air is admitted to the power end of the cylinder by a com-
pressed air admission valve which is of special construction, as hereinafter described,
and is operated by a cam; it admits .compressed air once every revolution to the
power end of the cylinder at the commencement of the working stroke, and the
compressed air is cut off either by the cam when the piston has travelled a short
631...מ

page_text: distance, or is automatically closed by the excess of pressure in the cylinder, when
ignition has taken place. The air is admitted partly in a pure state and partly
mixed with gas (making a combustible mixture), the gns being compressed to a
higher pressure by means of a separate gas pump. When ready for ignition, the
air unmixed with gas is in the space between the cylinder cover and the piston,
which has made a small portion of its stroke, and the combustible mixture is in a
combustion chamber formed by a cylindrical projection on the cylinder cover. This
chamber is of considerable length relatively to its diameter, so that as the mixture
enters at the end farthest from the cylinder it drives the contents of the chamber
before it without mixing with them to any material extent; it is lined with terra
cotta or similar refractory material (or for cheapness the liner may be of metal).
The gas is admitted to the gas pump by a self acting valve, and to the power end
of the cylinder by a valve of special construction, as hereinafter described, worked
by catches or cains, one of these being attached to a sleeve controlled by the
governor, which moves it into full gear when the full power of the engine is required,
not so deeply in gear when working with a lighter load, and out of gear entirely
when the amount of gas would otherwise be so small as not to obtain an effective
ignition. The gas pump is single acting and completes its stroke at about the
same time that the working stroke commences; no receiver for compreased gas is
required, as the gas left in the pump and not admitted to the working cylinder
when compressed expands on the return outward stroke. The gas which is admitted to
the working cylinder is mixed with a part of the compressed air, so as to form n
combustible mixture as it enters the ignition chamber by means of a nozzle, and by
being passed through a number of small holes which are not parallel to each other.
This combustible mixture passes into the ignition chamber, and when a portion of
it arrives at its inner end it comes in contact with and is ignited by a platinum
wire heated by electricity, or it is ignited by a gas flame previously ignited by the
platinum wire, the gas being obtained from the delivery pipe from the gas pump;
the products of combustion are freely projected against a dispersion block of terra
cotta (or similar substance) fixed on the end of the piston, which distributes them
amongst the contents of the power end of the cylinder, thus producing the working
pressure. On the return stroke the waste gases are exhausted through a suitable
exhaust valve. The governor and the catch or cam which regulates the gas
admission and the cams for working the compressed air admission valve and the
exhaust valve are arranged on a shaft which runs parallel to and alongside the
cylinder; it is driven from the crank shaft by an equal pair of skew spur wheels.
The crank pin is between two similar fy wheels, which have the main bearings
outside them, and are either on separte shafts or fixed on the crank webs, the
main bearings being in side frames resting on feet below and connected to the
water tank. Parallel motion is used to guide the crosshead instead of slide bars,
the gas pump being driven from it. The bearings of the parallel motion are
concentric bushes driven into eyes formed in the levers and rods, these bushes being
readily renewed when worn, and the truth of the motion maintained. The
electricity is obtained from a thermo-electric battery heated at the hot junctions by an
enlarged flat vertical surface forming part of the exhaust pipe, assisted by a gas
flame when necessary (as at starting), and arranged with a funnel over, which
causes a slight draught that keeps the cool junctions cool. The ignition may be
obtained by other known means. The compressed air admission valve is a self-
acting mushroom valve, free to slide excepting when closed on the end of a spindle,
which is so constructed as to turn it round with it; the spindle has a screw thread
formed on a convenient part working in a fixed nut; it is revolved by a suitable
connection with the admission cam to allow the valve to open or to ensure its
being closed; the valve in turning round on its seat rubs any dirt off that might
otherwise prevent its being tightly closed. The gas admission valve consists of a
male cylinder accurately sliding in a female cylinder, which is in longitudinal halves
for adjustment; two through passages in the male cylinder correspond with other
ports or passages in the female cylinder in such a manner that the gas passes twice

page_text: through the male cylinder, and is cut off by four separate edges, thus ensuring
tightness. The compressed air admission valve may be of the same construction, or
the gas admission valve may be similar to that described for the compressed nir
admission. The inlet and outlet valves to the air compressing end of the cylinder
are also mushroom valves, arranged so that when closed the heads of the valves and
their respective seats form a level surface and a rubber or vulcanite disc (or disc of
metal or other material that will answer the same purpose) attached to the head of
the valve, but extending on to the seating rises and falls with the valve and gives
additional security against leakage, and the flat surface will prevent undue injury
to the disc.
It will be observed that by the above mentioned improvements air is compressed
to a considerable pressure at a low temperature, the amount of gas required to
increase this pressure two or three fold or more is small in proportion to the air
used, and would not form a certain combustible mixture with the whole volume,
more particularly when the air is moistened; but by the method described there is
no difficulty in forming a combustible mixture with a portion of the air, and to
obtain its thorough combustion. Also the low temperature previously to ignition
coupled with the subsequent moderate temperature insures economical working,
and adds to the durability of the engine.
In adapting my improvements for pumping purposes.-
The cylinder is placed vertically with the air compressing pump above the
piston, the power being developed below; the piston rod passes out at the top and
is attached to a crosshead; pendant rods connect this to a weight below the
cylinder and to the plunger of the pump, or a beam either vibrating from one end
or at the centre, as with an ordinary Cornish pumping engine may be cimployed;
also an open topped power cylinder and an open topped air compressing pump inay
be used. As the upward stroke is made rapidly there is not much loss of heat and
pressure, but as there is a pause at the end of the stroke, the water jacket will have
time to cool the contents of the cylinder, and cause a partial vacuum that will
assist the downward stroke; at the termination of the downward stroke the moving
parts are brought to rest by the compression of a portion of the waste gases.
Separate single or double acting cylinders may be used for compressing and
developing the power; also more than one may be connected to forin a combined
engine.
As engines that ignite the combustible mixture when under compression are not
convenient for cheap engines of small power, it is necessary to introduce con-
siderable modifications in applying the mode of working previously described, so
far as is compatible with the altered conditions, and for this purpose I construct
the engine as follows:-
A vertical single acting open topped cylinder is formed with an enlarged recess
at its bottom closed end; a piston working in it is coupled by a connecting rod
direct to an overhead crank carried in bearings in standards rising from each side
of the cylinder. The cylinder has an extended base on which the whole of the
engine rests; cast in one with it and parallel to it the combustion chamber is
formed open to the cylinder at the bottom, but otherwise enclosed excepting by
various ports and passages in a valve face; a slide valve works vertically between
this valve face and an outer valve face, and is driven from a crank pin on one end
of the crank shaft or by an eccentric. When the piston arrives at the bottom of
its stroke, the exhaust is closed by a supplementary valve working between the
same faces below the principal valve, and moved by the principal valve towards
the ends of its stroke, at the same time the principal valve is commencing to open
the port for admission of gas and air in suitable proportions to the upper end of
the combustion chamber, the air and gas being drawn in by the rising piston
which also draws air mixed with a little water directly into the lower end of the
cylinder below the piston through a separate self acting valve, and continuing to do
so till a portion of its stroke is made (say, one-fourth); by this time the slide

page_text: valve has on its return stroke cut off the admission of gas and air from the com-
bustion chamber, and opened an ignition port communicating a flame from an
outside gas jet to the charge inside, and thus igniting it; the products of com-
bustion are dispersed amongst the contents of the cylinder below the piston, heat
and expand them, and thus make the working pressure; when the piston arrives
nearly at the top, the main slide draws up the supplementary slide and opens the
exhaust which remains open whilst the piston descends. The bottom end of the
slide or an attachment thereto dips into an oil cup, and thus keeps the faces
lubricated: The gas and air inlets in the slide are arranged to intermix the gas
with the air, the gas being admitted through small holes at an inclination to the
air passage; they are also further intermixed by being passed together into the
combustion chamber through small holes not parallel to each other. The con-
siderable metallic connection between the cylinder, cylinder base, and framing,
with the combustion chamber prevents the latter from becoming overheated. The
suitable mixture of dry air and gas in the combustion chamber ensures a thorough
combustion of the gas, and the heat thus generated being dispersed amongst a
arge volume of air, the economical utilization of this heat is obtained.

page_text: •
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said James Atkinson in the Great Seal Patent Office on the 22nd March
1882.
JAMES ATKINSON, of Marquis Road, Finsbury Park, in the County of Middlesex,
Engineer. "IMPROVEMENTS IN GAS ENGINES."
This Invention has for object improvements in gas engines, in which the power
is obtained by the ignition and subsequent expansion of a combustible mixture of
gas and air.
In carrying out my Invention I employ a horizontal cylinder, in which a piston
works in the ordinary manner connected to the piston rod, connecting rod, and
crank pin. Power is developed in the end farthest from the crank, the end nearest
the crank being an air compressing pump, its cover being fitted with a gland and
stuffing box through which the piston rod works; air is drawn in through one or
more suitable self acting valves. With the air a little water is drawn in, being
intermixed with the air as spray, and by moistening the air reduces the heat due
to compression. To still further reduce the temperature of the compressed air, and
also to prevent damage from the heat at the power end of the cylinder, the cylinder
is water jacketed, and consists of a liner fixed in a water tank of considerable size,
the weight of water assisting in steadying the engine. The air when compressed is
delivered through a valve, which is self acting and similar to tho admission valve,
into a compressed air chamber. The air is compressed to from forty pounds to
eighty pounds (above the atmosphere) and upwards, sixty pounds being a suitable
pressure. The pressure may be varied so as to be regulated to suit the conditions
under which the engine works. The compressed air is admitted to the power end
of the cylinder by a compressed air admission valve which is of special construction,
as hereinafter described, and is operated by a cam; it admits compressed air once
every revolution to the power end of the cylinder at the commencement of the
working stroke, and the compressed air is cut off either by the cam when the piston
has travelled a short distance, or is automatically closed by the excess of pressure
in the cylinder when ignition has taken place. The air may be admitted partly in
a puro state and partly mixed with gas (making a combustible mixture), the gas
being compressed to a higher pressure by means of a separate gas pump. But in
practice I have found that I obtain better results by admitting the whole of the
compressed air to the working end of the cylinder mixed with the gas, forming a
homogeneous combustible mixture in the clearance space at the end of the cylinder,
as herein described, and which clearance space should be kept as small as possible.
The gas prior to its admixture with the air is compressed by means of a gas
pump to which it is admitted by a self acting valve, and to the power end of the
cylinder by a valve of special construction, as hereinafter described, worked by.
catches.or cams, one of these working in connection with a sleeve controlled by the
governor, which moves it into full gear when the full power of the engine is
required, not so deeply in gear when working with a lighter load, and out of gear
entirely when the amount of gas would otherwise be so small as not to obtain an
effective explosion. The gas pump is single acting and completes its stroke at
about the same time that the working stroke commences. The cylinder of the gas
pump has a recessed groove just beyond the packing gland, which catches any gas
that passes the piston and returns it through a connecting pipe to the gas supply
pipe, thus relieving the packing from any pressure in excess of the pressure in the
supply pipe; no receiver for compressed gas is required, as the gas left in the pump
and not admitted to the working cylinder when compressed expands on the return
outward stroke. The compressed gas and air are mixed together and admitted to

page_text: the clearance space of the cylinder, and the mixture is ignited by a platinum wire
heated by electricity or by a gas flame operated by means of any suitable slide.
The explosion thus produced causes the working stroke, and on the return stroke
the waste gases are exhausted through a suitable exhaust valve. The governor
and the catch or cam which regulates the gas admission, and the cams for working
the compressed air admission valve and the exhaust valve, are arranged on a shaft,
which runs parallel to and alongside the cylinder; it is driven from the crank shaft
by an equal pair of skew spur wheels. The crank pin is between two similar fly
wheels fixed on shafts which have the main bearings outside them, and are either
on separate shafts or fixed on the crank webs, the main bearings being in side
fraines resting on feet below and connected to the water tank. Parallel motion is
used to guide the crosshead instead of slide bars, the gas pump being driven from it.
The bearings of the parallel motion are concentric bushes driven into eyes formed
in the levers and rods, these bushes being readily renewed when worn and the
truth of the motion maintained. The compressed air admission valve is a self-
acting mushroom valve free to slide, excepting when closed, on the end of a spindle
which is so constructed as to turn it round with it; the spindle has a screw thread
formed on a convenient part working in a fixed nut; it is revolved by a suitable
connection with the admission cam to allow the valve to open, or to ensure its
being closed; the valve in turning round on its seat rubs any dirt off that might
otherwise prevent its being tightly closed. The gas admission valve consists of a
male cylinder accurately sliding in a female cylinder, which is in longitudinal halves
for adjustment; two through passages in the male cylinder correspond with other
ports or passages in the female cylinder in such a manner that the gas passes twice
through the male cylinder and is cut off by four separate edges, thus ensuring
tightness. The compressed air admission valve may be of the same construction,
or the gas admission valve may be similar to that described for the compressed air
admission.
It will be observed that by the above mentioned improvements air is com-
pressed to a considerable pressure at a low temperature, and is mixed with
sufficient gas to form an explosive mixture, and the air being moistened tends to
prevent excessive temperature; Also the low temperature previous to ignition,
coupled with the subsequent moderate temperature, insures economical working
and adds to the durability of the engine.
In adapting my improvements for pumping purposes,―
The cylinder is placed vertically with the air compressing pump above the
piston, the power being developed below; the piston rod passes out at the top and
is attached to a crosshead; pendant rods connect this to a weight below the
cylinder, and to the plunger of the pump, or a beam either vibrating from one end
or at the centre, as with an ordinary Cornish pumping engine, may be employed,
also an open topped power cylinder and an open topped air compressing pump may
be used. As the upward stroke is made rapidly there is not much loss of heat and
pressure, but as there is a pause at the end of the stroke, the water jacket will
have time to cool the contents of the cylinder and cause a partial vacuum that will
assist the downward stroke; at the termination of the downward stroke the moving
parts are brought to rest by the compression of a portion of the waste gases.
Separate single or double acting cylinders may be used for compressing and
developing the power, also more than one may be connected to form a combined
engine.
As engines that ignite the combustible mixture when under compression are
not convenient for cheap engines of small power, it is necessary to introduce
considerable modifications in applying the mode of working previously described so
far as is compatible with the altered conditions, and for this purpose I construct
the engine as follows:-
A vertical single acting open topped cylinder is formed, having its bottom end
closed; a piston working in it is coupled by a connecting rod direct to an over-
head crank carried in bearings in standards rising from each side of the cylinder.

page_text: The cylinder has an extended base on which the whole of the engine rests. The
bottom of the cylinder communicates with various ports and passages in a valve
face; a slide valve works vertically between this valve face and an outer valve face,
and is driven from a crank pin on one end of the crank shaft, or by an eccentric.
5 When the piston arrives at the bottom of its stroke the exhaust is closed by a
supplementary valve working between the same faces below the principal valve,
and moved by the principal valve towards the ends of its stroke; at the same
time the principal valve is commencing to open the port for admission of gas
and air in suitable proportions to the upper end of the combustion chamber,
the air and gas being drawn in by the rising piston, which also draws air
mixed with a little water directly into the lower end of the cylinder below
the piston through a separate self-acting valve, and continuing to do so till a
portion of its stroke is made (say one fourth). The passage from this self acting
valve is covered by the piston when the piston commences to move upwards,
so that the varying speeds at which the engine may run will not interfere with
the amount of gas drawn in; it is however fully uncovered by the time the
slide valve has on its return stroke cut off the admission of gas and air from
the cylinder, and opened an ignition port communicating a flame from an outside
gas jet to the charge inside, and thus igniting it and causing the working
) pressure; the air thus separately drawn in mixes up with the air and gas drawn
through the slide, and also with a little water drawn in through a separate solf acting
valve, or with the air. The air valve is of ample area, so that the pressure in the
cylinder is as high as possible previous to ignition, and not reduced to any material
extent by wire-drawing through the ports or passages. The ports in the slide may
be considerably smaller than would otherwise be necessary if the separate air valve
was not used with the arrangement for covering the passage by the piston at the
commencement of the stroke; when the piston arrives nearly at the top. the main
slide draws up the supplementary slide and opens the exhaust, which remains open
whilst the piston descends. The bottom end of the slide or an attachment thereto
O dips into an oil cup and thus keeps the faces lubricated. The gas and air inlets in
the slide are arranged to intermix the gas with the air, the gas being admitted
through small holes at an inclination to the air passage; they may also be further
intermixed by being passed together into the cylinder through small holes not
parallel to each other.
The considerable metallic connection between the cylinder and framing distributes
the heat, which is prevented from being excessive by the water used in the cylinder,
any excess of water being drained away at every stroke through the exhaust port,
the bottom of the cylinder being made at an inclination so as to insure this. The
presence of this water enables the engine to utilize the heat of combustion in a
most efficient manner, and materially increases the mean working pressure.
In order to enable my Invention to be readily understood and carried into effect,
I will proceed to describe the same by reference to the accompanying Drawings, in
which Figures 1, 2, 3, and 4, Sheet 1, and Figures 5 and 6, Sheet 2, shew views of
the larger engine, and Figures 7, 8, and 9, Sheet 2, shew the smaller engine.
Similar figures and letters are used to represent similar parts.
Figure 1, Sheet 1, is a plan of the engine; Figure 2, Sheet 1, an elevation
(partly in section) of the same; Figure 3, Sheet 1, end view of the working end of
the cylinder; and Figure 4 is a sectional end view through the compressed gas
admission valve.
The cylinder 1 consists of a liner fixed in a water tank 2, which forms the base
of this end of the engine; a piston 3 works connected in the ordinary manner to
the crank pin 4. The air is drawn in through the valve 5 with a little water
regulated by the cock 6, the compressed air being delivered through the valve 7
into the compressed air chamber 8. The compressed air is admitted to the power
end of the cylinder by the valve 9, a section of which to a larger scale is shewn in
Figure 6, Sheet 2. This valve is operated by a cam 10 through the lever 11,
which causes the spindle 12 to revolve, and by the action of the nut 13 draws it

page_text: out, allowing the valve to be opened by the pressure of the air. The gas is also
admitted by the action of the same cam (though a separate cam or catch may be
used if desired) through the action of the gas admission valve 14, which is actuated
by a catch on the lever 15 moved by the shaft 16. This lever 15 may be partially
or entirely disengaged by means of the governor 17. The gas passes by the pipe 18
to the valve 9, where it mixes with the compressed air, and they are both con-
ducted to the cylinder by the pipe 19, where they form a homogeneous mixture in
the cylinder, and are admitted until the piston has travelled a short distance from
the end of its stroke. The canı 10 for convenience is shown with the valves 9 and
14 closed, but it opens them a little before the termination of the stroke gradually,
so as to prevent shock, and as early as convenient so as to allow ample time for the
gas, air, vapour, and residual contents of the end of the cylinder to mix into a
homogeneous combustible mixture.
The gas pump 20 is shewn in section in Figure 2, Sheet and also separately
in sectional plan at Figure 5, Sheet 2, to a larger scale. The gas is drawn in
through a self acting valve 21, and is delivered to the gas admission valve 14, but
there is no separate delivery valve or compressed gas receiver. A leakage groove 22
catches any leakage past the piston 23, and returns it through the pipe 24 to the
gas supply pipe 25, on which there is a regulating starting tap or valve not shewn
in the Drawings. The gas admission valve 14 consists of the male cylinder 26,
which works endways in the female cylinder 27, and the gas passes through the
ports formed in them twice through the male cylinder 26, as will be readily
understood. The igniting slide 28, which is of any ordinary-known construction,
is driven from the crank 29. A cam 30 regulates the exhaust by means of the
levers 31 and 32. The cams 10 and 30, the governor 17, and the exhaust
crank 29 are all fixed on the shaft 33, which is driven by the equal skew spur
wheels 34.
The crank pin 4s fixed in two similar fly wheels, each marked 35, fixed on the
main shafts 36, which run in the main bearings 37 formed in the side frames 38,
the use of these two fly wheels lessening the strain and shock of the parts. The
parallel motion 39 guides the piston rod crosshead 40, and has for object to lessen
the engine friction.
In Figures 7, 8, and 9, Shoet 2, which represents the smaller engine, Figure 7
is a vertical section, Figure 8 a vertical elevation at right angles to Figure 7,
having a portion of the outer valve cover removed to shew the slide, and Figure 9
is a sectional plan.
The cylinder 50 has the piston 51 working in it connected by a connecting rod
to the crank pin 52 of the, double crank shaft 53, which is carried in main bearings
in standards 54. The cylinder 50 is formed in one with the base 55 and framing
carrying the standards. The main slide valve 56 is driven by the crank pin 57,
and the supplementary valve 58 regulates the exhaust, being moved downwards by
the main slide valve and drawn upwards by the connections 59 to the main slide
valve. The air is admitted through the port 60 in the outer cover, and the port 61
in the slide. The gas is admitted through the port 62 in the outer cover, and the
port 63 with the connecting holes in the main slide mixing in port 61, and being
admitted together through the port 64 to the cylinder. The gas ignition port into
the cylinder is shewn at 65. The ignition is caused by having an outer atmospheric
burner, which keeps a flame opposite the passage 65, so that when uncovered by
the port GG in the slide the flame is drawn in by the very slight suction and
ignition caused. The air valve 67, as shewn in section in Figure 9, consists of a
flap of india-rubber or similar material; it is self acting, and is closed by the
pressure on ignition; its inlet passage is closed at the mouth 68 by the piston 51
when at the bottom of its stroke, as shewn, the mouth 68 being so directed as to
mix the air up with the contents of the cylinder. The connections 59 dip into oil
contained in the oil cup 69, or have dipping strips or wicks attached to them,
which thus deposit the oil on the valve faces. 70 is the exhaust port, and 71 the
exhaust pipe.

page_text: Having thus described my Invention, and the best means which I am acquainted
for carrying the same into effect, I wish it to be understood that I lay no claim to
the separate use of the inner end of the cylinder as a compression pump, to the
use of a separate gas pump, to admitting water to the cylinder, or to the use of a
compressed air receiver, as I am aware that such are not in themselves individually
novel, but what I do claim as new and intend to be protected by the herein in
part recited Letters Patent is,―
Firstly. The herein described combination and arrangement of parts forming an
improved gas motor engine, operating substantially in the manner hereinbeforo
described and represented in Figures 1, 2, 3, and 4, Sheet 1, and Figures 5 and 6,
Sheet 2, of the accompanying Drawings.
Secondly. The modification of the arrangement for engines of smaller power, as
herein before described and reprosented in Figures 7, 8, and 9, Sheet 2, of the
accompanying Drawings.
Thirdly. In a gas engine, the use and employment of two similar fly-wheels, one
on each side of the crank pin and within the main bearings, as and for the
purposes hereinbefore described and represented in Figures 1 and 2, Sheet 1, of the
accompanying Drawings.
Fourthly. In a gas engine, the use and employment of a parallel motion, such as
that described for guiding the piston rod cross head, as and for the purpose
described and represented in Figure 2, Sheet 1, of the accompanying Drawings.
Fifthly. The peculiar arrangement and construction of the compressed air
admission valve and method of working the same, substantially as horeinbefore
described and represented in Figure 6, Sheet 2, and Figures 2 and 3, Sheet 1, of
the accompanying Drawings.
Sixthly. The peculiar construction and arrangement of the compressed gas
admission valve and method of working the same, substantially as hercinbefore
described and represented in Figures 1, 2, 3, and 4, Sheet 1, of the accompanying
Drawings.
Seventhly. The use in gas engines of a gas compressing pump constructed and
operated as herein before described and represented in Figure 2, Sheet 1, and
Figure 5, Sheet 2, of the accompanying Drawings.
Eighthly. In a gas engine, the use of a main slide for admitting gas and air, and
provided with an ignition port, the said slide also operating a supplementary
exhaust valve placed at one end of the same, as and for the purposes hereinbefore
described and represented in Figures 7, 8, and 9, Sheet 2, of the accompanying
Drawings.
Ninthly. The combination of the main slide, the supplementary slide, and the
air or air and water admission valve or valves, as hereinbefore described and
represented in Figures 7, 8, and 9, Sheet 2, of the accompanying Drawings.
Tenthly. The method of lubricating the slide by the employment of an oil cup,
in which dips a suitable connection from the slide, as hereinbefore described and
represented in Figures 7 and 8, Sheet 2, of the accompanying Drawings.
In witness whereof, I, the said James Atkinson, have hereto set my hand
and seal, this Twenty second day of March, in the year of our Lord One
thousand eight hundred and eighty two.
Witness,
G. F. REDFERN,
4, South St.,
Finsbury.
JAMES ATKINSON. (L.S.)