Improvements in Gas Engines.
Year: 1889

page_text: Date of Application, 9th July, 1889
Complete Specification Left, 31st Mar., 1890-Accepted, 3rd May, 1890
Improvements in Gas Engines.
We, CHARLES WHITE, Manufacturer of East Falls Avenue and ARTHUR RAPHAEL
MIDDLETON, Manufacturer of Pratt Street, both in the City of Baltimore, State of
Maryland, United States of America, do hereby declare the nature of this invention to
be as follows:-
Our invention relates to an improved gas engine and is designed to simplify the
construction of this class of engines, to economize in the amount of gas used, to lessen
the number of parts and to make the engine in compact form; to provide for the
automatic governing of the engine without exterior connections to operating parts,
to prevent the discharge of any of the consumed products into the shop or place
where the engine is situated, and to provide generally an effective construction of
the operating parts whereby the working efficiency of the engine is largely increased
over the known forms of such engines while the cost of construction is very materially
diminished.
Our invention includes in its structure a cylinder with a piston therein connected
by means of a pitman or a piston rod to the driving shaft with an explosion chamber
in rear of the piston, having suitable fuel supply leading thereto, an igniting orifice
leading to the chamber, an auxiliary piston within the explosion chamber acting as an
automatic governor for the amount of fuel admitted to the explosion chamber and
controlling also the igniting of the fuel, and finally of means for controlling the
movement of the auxiliary piston.
Our invention consists in the various devices and combination of devices hereinafter
described and particularly pointed out in the claims.
In the drawings accompanying this application-
Fig. 1 represents a longitudinal vertical section of the cylinder of the engine with
some of the parts in elevation.
Fig. 2 is a perspective view of the same.
Fig. 3 is a side elevation of a compound engine, two cylinders being here
represented.
"While we have shown the invention as applied to but a single and double cylinder
engine it will be understood that any number of cylinders may be used and the
connection to the driving shaft may be made in any suitable manner.
In these drawings we have represented the frame of the engine at A and this may
be either of the form shown, or made in any way suited to the requirements of the
engine and the place where it is to be located. The cylinder of the engine is
represented at B, and is preferably jacketed having an interior space between the
inner and outer parts a, b, thereof, and while ordinarily cylinders of this kind are kept
cool by the circulation of water through the space, we prefer to establish the circulation
of air by providing an opening c at one end of the cylinder in the outer jacket, and an
opening at the opposite end on the upper side, or on the side opposite to that in
which the opening coccurs. The opening c may be in connection with a suitable flue
in which may be placed an ordinary suction fan to induce the circulation. We may
however use the water circulation but we prefer the use of air, either in the manner
above described or in any other suitable manner.
Within the cylinder B is located piston C, which has sliding movement back and
forth within the cylinder, being fitted thereto by suitable packing so as to have a gas
tight connection therewith. This piston has a flanged forward part which provides a
long bearing in connection with the cylinder walls, but at the same time does not add
materially to the weight of the piston. At the rear part of the piston a similar flange
is formed though not quite to the extent of the flange on the front part. A piston-

page_text: rod D provided with a cylindrical end has its bearing in the piston at about the
centre thereof resting against the seat e of Babbitt metal preferably, and with a
collar f, having an interior periphery adapted to the spherical end of the piston rod,
fitting the opening made in the body of the piston to allow for the insertion of the
spherical end of the said piston rod. This collar f is held in place by screws and
reduces the size of the opening to less than the diameter of the spherical end of the
piston rod. The outer part of the inner periphery of the collar f is made flaring so
as to permit the necessary movement of the piston rod as it assumes different angles
in its reciprocation in passing around the circle described by the crank shaft. The
forward end of the cylinder is open while the rear end is closed by a head g which is
securely bolted in place, and this head is provided with a hollow extension h which
carries a stem i interposed between a lever k and an auxiliary piston E within the
cylinder and in rear of the piston C. This piston E is also fitted snugly to the inner
periphery of the cylinder, and is separated from the main piston C by means of an
interposed stem which is adjustably supported on the rear side directly in the centre
of the piston C, being provided on its rear face with an inclined or tapering part which
rests against a corresponding seat formed in the hub of the auxiliary piston E. It will
thus be seen that while the piston C does not control the movement of the piston E
that it regulates and limits the distance between the two and this distance may be
increased or diminished by adjusting the stem l. The space between the two pistons
constitutes the explosion chamber as will be hereinafter described. The fuel is led to
the cylinder through the head g in rear of the piston E by means of a pipe m, which
may connect with any suitable gas supply or other explosive mixture suitable for the
purpose, this pipe being provided with a suitable check valve as shown at n.
piston E is provided with openings passing through from its rear to its front side, these
openings being covered by valves o which normally prevent the passage of the mixture
therethrough to the explosion chamber.
The
The lever is pivoted upon the frame of the machine at i, and in connection with
the said lever is a rod 2 pivoted to the lever k at 3, and carrying upon its other end
a spring 4 which is under tension between a stud 5 bearing against the frame of the
engine, and a regulating screw 6 and this end of the rod 2 is supported by means of a
chain 7. The tension of the spring 4 may obviously be regulated by the screw 6. It
will thus be seen that the lever k is under tension of the spring 4 through the
connections described, and the upper end of the lever k passes through a slot in
the extension of the head and is provided with a rounded head which fits a
corresponding recess in a sliding block p fitted to move within the extension and
to be in connection with the spindle i so that, through the movement of the lever k
the spindle is put under tension, and as the end of this spindle connects with the
centre of the rear face of the piston E the said piston is likewise placed under tension,
and its tendency is to advance towards the front or open end of the cylinder according
to the amount of movement allowed in this direction by the movement of the piston C
as it advances forward.
For igniting the charge within the explosion chamber we provide a burner r which
is located at the mouth of a tube 8 which terminates in a chimney, and through the
horizontal part of this pipe extends a tube t which passes through the shell of the
cylinder to the top of a horizontal recess which carries a sliding valve or plug. An
opening is formed in line with the opening of the pipe t through to the interior of the
cylinder, and the sliding valve or plug u normally closes this opening by means of a
spring in its head as shown at 8. The pipe textends entirely through the pipe s, and
has an enlarged spherical chamber on its upper end. When the tube t becomes heated
by the flame of the burner r, and when the valve u is open, some of the mixture from
the explosion chamber being under compression as hereinafter to be described, rushes
in to the tube t and through the same to the chamber upon the other side of the line
of the burner, and the mixture coming in contact with the heated tube is ignited and
an explosion follows, which being directed by reason of the location of the opening
from the tube t into the centre of the explosion chamber, causes a uniform and regular
explosion which thus produces, by having the ignition take place in the centre of the

page_text: mixture, a continuously acting expansive force which operates until the entire charge
has been exploded and the chamber has increased by the forward movement of the
piston C under the action of the explosion. We have found that by extending the
tube entirely across the pipes that all shock is prevented and there is no reactionary
effect, as the first rush of the mixture through the tube t is not immediately checked
but some of it allowed to pass through to the chamber formed upon the end of the
tube.
Supposing the parts to be in their normal position with the crank shaft on the dead
centre as shown in Fig. 1. In the condition of the parts as thus shown, a charge of
the mixture is within the explosion chamber between the pistons C and E, this charge
having been compressed in the movement of the piston C rearward as will be more
fully explained, and the valve u has been retracted by reason of the face of the
piston E having come in contact with the tang 9 of the said valve as the said piston E
was moved to the rear limit of its movement. The charge is thus ignited and the
explosion creates an expansive force which advances the piston C, with a rapidity
which is controlled entirely by the amount of work which the engine has to do.
This expansive force also keeps the auxiliary piston pressed closely against the
cylinder head as it exceeds the power exerted by the spring 4 through its
connection. The piston C continues to advance under the action of the expansive
force until it reaches and uncovers the exhaust passage 10 which leads to a suitable
chimney. The instant the exhaust is uncovered to the interior of the cylinder, a vent
is formed for the exploded mixture, the pressure is removed from the auxiliary piston,
and the spring 4 through the long arm formed by the lever k forces the piston E
forward quickly, expelling an amount of foul mixture in its movement equal in
amount to the fresh mixture admitted in rear of said piston through the check
valve n.
It will be understood that at this time, namely, during the time when
the exhaust is open, the crank of the piston is making about a quarter turn in
passing the opposite centre, and the movement of the piston is very slight so that
the exhaust remains uncovered a sufficient length of time for the purpose.
Of course the proportion of movement of the piston may be changed by locating the
exhaust port in a different relation to the limit of movement of the piston. While the
port remains open the auxiliary piston is allowed its movement, and the amount of
this movement, and consequently the amount of the charge admitted is regulated by
the movement of the main piston.
In order to prevent the escape of the exploded gases into the building or shop
where the engine is located, the exhaust passage is so located relatively to the piston C
that it is never uncovered towards the open end of the cylinder. As the piston E
advances, its valves are kept closed by the movement of the piston against the
contents of the cylinder and into the chamber behind the piston E, a fresh charge of
gas or other mixture enters, lifting the check valve n. As soon as the piston C
begins its return and passes the exhaust port, closing the same, the movement of the
piston E is gradually checked by the compression between the two pistons of the
exploded mixture which has not been displaced by the forward movement of.
the auxiliary piston, and this serves as a cushion between the two and prevents
any shock, and this compression increases until the stem / comes in contact with the
face of the piston E. As the backward movement of the piston C continues, it forces
hack the piston E and the new charge which has entered behind it passes through the
valve in said piston to the space between the piston E and the piston C, the escape of
the mixture through its pipe m being cut off by the dropping of its check valve n.
The new charge is therefore compressed before the piston C reaches the limit of its
rearward movement and when it reaches this limit and is ready for another impulse,
the vale u which closes automatically under the action of its spring as soon as the
piston E begins its forward movement, is again retracted and another explosion
follows.
It will be seen that the auxiliary piston E serves as a perfect governor and is
automatic in its action requiring no independent connection with operating parts
of the machine as is now the case with all governors for gas engines of which we have

page_text: .
.
knowledge. As the piston E is only moved by its spring after the exhaust port is
opened it will be seen that all its movement must take place during the passage of the
crank pin over the opposite centre, or in other words, while the exhaust is open, for
as soon as this is closed the compression between the two pistons effectually prevents
further advance of the auxiliary piston. It therefore follows that as the space between
the head of the cylinder and the face of the piston E measures the amount of the
mixture for the next charge, the rapidity of movement of the main piston in closing
the exhaust opening which is of course governed by the work being done, will regulate the
force of the next explosion by allowing the auxiliary piston to move forward a greater
or less degree. If therefore the first charge was too great for the work being done
by the engine, the main piston will have a more rapid movement and will close the
exhaust in less time and thereby limit the movement of the piston E and thus lessen
the amount of the next charge. If upon the other hand the first charge was hardly
sufficient for the work being done, then the movement of the piston C will be so slow
as to allow the piston E to advance a greater distance, and the next charge will be
larger and of greater power.
In order that the governing action of this auxiliary piston may be observed we
have provided an indicator on one or both sides of the extension h as shown in Fig. 2,
this consisting of the numerals shown, and we regulate the tension of the spring so
that the movement of the lever k to the zero point gives a charge sufficient to overcome
the friction of the machine, and the movement of this lever to the points 1, 2 or 3,
may indicate the number of horse power or any fraction thereof which the machine is
working to.
Gas engines as ordinarily constructed required the combined efforts of several
persons to start them, but the improved engine which is the subject of this
application can be started by a single person grasping the lever at the hand
piece 10 and drawing it backward, which gives movement to the piston E and
limits the charge.
In Fig. 3 we have represented the engines as duplicated, one facing the other with
their piston rods extending in a straight line with a yoke between having a vertical
opening in which plays the crank pin of the discs on the main shaft. It will of course
be understood that for other classes of work requiring a plurality of engines they may
be arranged side by side or opposite each other and connected to the driving shaft by
any suitable means.
We dispense with the heavy balance wheel ordinarily used and provide two
discs 11, between which a pin 12 extends, being riveted or otherwise secured on
its outer ends, and around this pin we place a bushing 13 of hardened steel,
and this bushing receives the wear from the piston rod, the parts of which
encircle it.
While the auxiliary piston acts as an automatic governor, in case very accurate
regulation is required with the least amount of variation, we may apply a governor of
any suitable or well known construction in connection with the fuel supply pipe to
limit the supply according to the requirements of the engine.
Dated this 9th day of July 1889.
PHILIP M. JUSTICE,
55 & 56, Chancery Lane, London, Agent for the Applicants.
COMPLETE SPECIFICATION.
Improvements in Gas Engines.
We, CHARLES WHITE, Manufacturer, of East Falls Avenue, and ARTHUR RAPHAEL
MIDDLETON, Manufacturer, of Pratt Street, both in the City of Baltimore, State of 50
Maryland, United States of America, 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:-
Our invention relates to an improved gas engine, and is designed to simplify the

page_text: construction of this class of engines; to economize in the amount of gas used; to
essen the number of parts and to make the engine in compact form; to provide for
the automatic governing of the engine without exterior connections to operating
parts; to prevent the discharge of any of the consumed products into the shop or
place where the engine is situated and to provide generally an effective construction
of the operating parts whereby the working efficiency of the engine is largely
increased over the known forms of such engines while the cost of construction is very
materially diminished.
Our invention includes in its structure a cylinder with a piston therein connected
by means of a pitman or a piston rod to the driving shaft with an explosion chamber
in rear of the piston having suitable fuel supply leading thereto, an igniting orifice
leading to the chamber, an auxiliary piston within the explosion chamber acting as an
automatic governor for the amount of fuel admitted to the explosion chamber and
controlling also the igniting of the fuel, and finally of means for controlling the
movement of the auxiliary piston.
Our invention consists in the various devices and combination of devices hereinafter
described and particularly pointed out in the claims.
In the drawings accompanying the Provisional Specification
Figure 1 represents a longitudinal vertical section of the cylinder of the engine
with some of the parts in elevation.
Figure 2 is a perspective view of the same.
Figure 3 is a side elevation of a compound engine, two cylinders being here
represented.
While we have shown the invention as applied to but a single and double cylinder
engine it will be understood that any number of cylinders may be used and the
connection to the driving shaft be made in any suitable manner.
In these drawings we have represented the frame of the engine at A and this may
be either of the form shown or inade in any way suited to the requirements of the
engine and the place where it is to be located. The cylinder of the engine is
represented at B and is preferably jacketted having an interior space between the
inner and outer parts a, b, thereof, and while ordinarily cylinders of this kind are
kept cool by the circulation of water through the space, we prefer to establish the
circulation of air by providing an opening c, at one end of the cylinder in the outer
jacket and an opening d, at the opposite end on the upper side, or on the side opposite
to that in which the opening c, occurs. The opening c, may be in connection with a
suitable flue in which may be placed an ordinary suction fan to induce the circulation.
We may however use the water circulation but we prefer the use of air either in the
manner above described or in any other suitable manner.
Within the cylinder B is located piston C, which has sliding movement back and
forth within the cylinder, being fitted thereto by suitable packing so as to have a gas
tight connection therewith. This piston has a flanged forward part which provides a
long bearing in connection with the cylinder walls, but, at the same time does not add
materially to the weight of the piston. At the rear part of the piston a similar
flange is formed though not quite to the extent of the flange on the front part. A
piston rod D provided with a cylindrical end has its bearing in the piston at about the
centre thereof resting against the seat e of Babbitt metal preferably, and with a
collar f, having an interior periphery adapted to the spherical end of the piston rod,
fitting the opening made in the body of the piston to allow for the insertion of the
spherical end of the said piston rod. This collar f, is held in place by screws and
reduces the size of the opening to less than the diameter of the spherical end of the
piston rod. The outer part of the inner periphery of the collar f, is made flaring so
as to permit the necessary movement of the piston rod as it assumes different angles in
its reciprocation in passing around the circle described by the crank shaft. The
forward end of the cylinder is open while the rear end is closed by a head g, which is
securely bolted in place and this head is provided with a hollow extension h, which
carries a stein i interp sed between a lever k, and an auxiliary piston E within the
cylinder and in rear of the piston C. This piston E is also fitted snugly to the inner

page_text: periphery of the cylinder and is separated from the main piston C by means of an
interposed stem, which is adjustably supported on the rear side directly in the centre
of the piston C being provided on its rear face with an inclined or tapering part
which rests against a corresponding seat formed in the hub of the auxiliary piston E.
It will thus be seen that while the piston C does not control the movement of the
piston E that it regulates and limits the distance between the two and this distance
may be increased or diminished by adjusting the stem 7. The space between the two
pistons constitute the explosion chamber as will be hereinafter described. The fuel is
led to the cylinder through the head g, in rear of the piston E, by means of a pipe m,
which may connect with any suitable gas supply or other explosive mixture suitable
for the purpose, this pipe being provided with a suitable check valve as shown at n.
The piston E is provided with openings passing through from its rear to its front side,
these openings being covered by valves o, which normally prevent the passage of the
mixture therethrough to the explosion chamber.
The lever, is pivoted upon the frame of the machine at 1, and in connection with
the said lever is a rod 2 pivoted to the lever k at 3, and carrying upon its other end a
spring 4 which is under tension between a stud 5 bearing against the frame of the
engine and a regulating screw 6 and this end of the rod 2 is supported by means of a
chain 7. The tension of the spring 4 may obviously be regulated by the screw 6. It
will thus be seen that the rod k, is under tension of the spring 4 through the con-
nections described, and the upper end of the lever k, passes through a slot in the
extension h, of the head and is provided with a rounded head which fits a
corresponding recess in a sliding block p, fitted to move within the extension h, and
to be in connection with the spindie i, so that through the movement of the lever k
the spindle i, is put under tension and as the end of this spindle connects with the
centre of the rear face of the piston E the said piston is likewise placed under tension,
and its tendency is to advance towards the front or open end of the cylinder
according to the amount of movement allowed in this direction by the movement of
the piston C, as it advances forward.
For igniting the charge within the explosion chamber we provide a burner r
which is located at the mouth of a tubes which terminates in a chimney, and through
the horizontal part of this pipe extends a tube t, which passes through the shell of the
cylinder to the top of a horizontal recess which carries a sliding valve or plug. An
opening is formed in line with the opening of the pipe t, through to the interior of
the cylinder and the sliding valve or plug u normally closes this opening by means
of a spring in its head, as shown at 8. The pipe t extends entirely through the pipe s
and has an enlarged spherical chamber on its upper end. When the tube t, becomes
heated by the flame of the burner and when the valve v, is open, some of the
mixture from the explosion chamber, being under compression as hereinafter to be
described, rushes into the tube t, and through the same to the chamber upon the 4
other side of the line of the burner, and the mixture coming in contact with the
heated tube is ignited and an explosion follows which being directed by reason of
the location of the opening from the tube t, into the centre of the explosion chamber,
causes a uniform and regular explosion which thus produces, by having the ignition
take place in the centre of the mixture, a continuously acting expansive force which 4
operates until the entire charge has been exploded and the chamber has increased by
the forward movement of the piston C under the action of the explosion. We have
found that by extending the tube t, entirely across, the pipe s, that all shock is
prevented and there is a reactionary effect, as the first rush of the mixture through
the tube t, is not immediately checked but some of it allowed to pass through to the 5
chamber formed upon the end of the tube.
Supposing the parts to be in their normal position with the crank shaft on the
dead centre as shown in Figure 1. In the condition of the parts as thus shown a
charge of the mixture is within the explosion chamber between the pistons C and E,
this charge having been compressed in the movement of the piston Crearward as will 5.
be more fully explained, and the valve v, has been retracted by reason of the face of
the piston E, having come in contact with the tang 9 of the said valve as the said

page_text: piston E, was moved to the rear limit of its movement. The charge is thus ignited
and the explosion creates an expansive force which advances the piston C with a
rapidity which is controlled entirely by the amount of work which the engine has to
do. This expansive force also keeps the auxiliary piston pressed closely against the
cylinder head, as it exceeds the power exerted by the spring 4, through its connection.
The piston C continues to advance under the action of the expansive force until it
reaches and uncovers the exhaust passage 10 which leads to a suitable chimney. The
instant the exhaust is uncovered to the interior of the cylinder, a vent is formed for
the exploded mixture, the pressure is removed from the auxiliary piston, and the
spring 4 through the long arm formed by the lever forces the piston E forward
quickly, expelling an amount of foul mixture in its movement equal in amount to the
fresh mixture admitted in rear of said piston through the check valve n. It will be
understood that at this time, namely during the time when the exhaust is open, the
crank of the piston is making about a quarter turn in passing the opposite centre, and
the movement of the piston is very slight so that the exhaust remains uncovered a
sufficient length of time for the purpose. Of course the proportion of movement
of the piston may be changed by locating the exhaust port in a different relation to
the limit of movement of the piston. While the port remains open the auxiliary
piston is allowed its movement, and the amount of this movement, and consequently
the amount of the charge admitted is regulated by the movement of the main
piston.
In order to prevent the escape of the exploded gases into the building or shop
where the engine is located the exhaust passage is so located relatively to the piston ▸
that it is never uncovered towards the open end of the cylinder. As the piston E
advances, its valves are kept closed by the movement of the piston against the contents
of the cylinder, and into the chamber behind the piston E, a fresh charge of gas or
other mixture enters, lifting the check valve n. As soon as the piston C begins its
return and passes the exhaust port, closing the same the movement of the piston E is
gradually checked by the compression between the two pistons of the exploded
mixture which has not been displaced by the forward movement of the auxiliary
piston, and this serves as a cushion between the two and prevents any shock and this
compression increases, until the stem l, comes in contact with the face of the piston E.
As the backward movement of the piston C continues, it forces back the piston E and
the new charge which has entered behind it passes through the valve in said piston to
the
space between the piston E and the piston C, the escape of the mixture through
its pipe m, being cut off by the dropping of its check valve n. The new charge is
therefore compressed before the piston C reaches the limit of its rearward movement
and when it reaches this limit and is ready for another impulse the valve n which
closes automatically under the action of its spring as soon as the piston E begins its
forward movement, is again retracted and another explosion follows.
It will be seen that the auxiliary piston E serves as a perfect governor and is
automatic in its action requiring no independent connection with operating parts of
the machine as is now the case with all governors for gas engines of which we have
knowledge. As the piston E is only moved by its spring after the exhaust port is
opened it will be seen that all its movements must take place during the passage of
the crank pin over the opposite centre, or in other words while the exhaust is open,
for as soon as this is closed the compression between the two pistons effectually
prevents further advance of the auxiliary piston. It therefore follows that as the
space between the head of the cylinder and the face of the piston E measures the
amount of the mixture for the next charge, the rapidity of movement of the main
piston in closing the exhaust opening which is of course governed by the work being
done, will regulate the force of the next explosion by allowing the auxiliary piston to
inove forward a greater or less degree. If therefore the first charge was too great
for the work being done by the engine the main piston will have a more rapid
movement and will close the exhaust in less time and thereby limit the movement of
the piston E and thus lessen the amount of the next charge. If upon the other hand
the first charge was hardly sufficient for the work being done then the movement

page_text: of the piston C will be so slow as to allow the piston E to advance a greater distance
and the next charge will be larger and of greater power.
In order that the governing action of this auxiliary piston may be observed, we
have provided an indicator on one or both sides of the extension h, as shown in
Figure 2, this consisting of the numerals shown, and we regulate the tension of the
spring so that the movement of the lever to the zero point gives a charge sufficient
to overcome the friction of the machine; and the movement of this lever to the
points 1, 2 or 3, may indicate the number of horse powers or any fraction thereof
which the machine is working to.
Gas engines as ordinarily constructed required the combined efforts of several
persons to start them, but the improved engine which is the subject of this application
can be started by a single person grasping the lever k at the hand piece 10, and
drawing it backward which gives movement to the piston E and limits the charge.
In Figure 3 we have represented the engines as duplicated one facing the other
with their piston rods extending in a straight line with a yoke between having a
vertical opening in which plays the crank pin of the discs on the main shaft.
It will of course be understood that for other classes of work requiring a
plurality of engines, they may be arranged side by side or opposite each other and
connected to the driving shaft by any suitable means.
We dispense with the heavy balance wheel ordinarily used and provide two
discs 11, between which a pin 12, extends, being riveted or otherwise secured on
its outer ends, and around this pin we place a bushing 13 of hardened steel, and
this bushing receives the wear from the piston rod the parts of which encircle it.
While the auxiliary piston acts as an automatic governor, in case very accurate
regulation is required with the least amount of variation, we may apply a governor
of any suitable or well known construction in connection with the fuel supply pipe
to limit the supply according to the requirements of the engine.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that
what we claim is :-
1. A gas engine consisting of a cylinder, a reciprocating piston within said
cylinder, an independent auxiliary piston separated from the main piston, the space
between the two forming the explosion chamber, a fuel supply entering the cylinder in
rear of the auxiliary piston, means for igniting the charge, and a device for
moving the auxiliary piston in one direction independent of the main piston,
substantially as described.
2. A gas engine consisting of a cylinder having main and auxiliary pistons, the
said pistons being separated from each other by a projection on one extending
beyond the line of the face of said piston, the space between the two pistons
constituting the explosion chamber, means for igniting the charge, means for
giving movement to the auxiliary piston in one direction independent of the main
piston, a fuel supply opening into the cylinder in rear of the auxiliary piston. and
a passage therefrom to the front of said piston to the combustion chamber substan-
tially as described.
3. In a gas engine a cylinder a piston therein an auxiliary piston separated
from the main piston by a projection from one of said pistons, the explosion
chamber being formed between the two pistons, a fuel supply opening into the
cylinder in rear of the auxiliary piston, means for igniting the charge, and means
for operating the auxiliary piston in one direction consisting of a spring and
an operating connection between said spring and said piston substantially as
described.
4. In a gas engine a cylinder, a main piston within the same, an auxiliary piston,
means for inoving said auxiliary piston in one direction, consisting of a spring and
connections therefrom to the said piston a fuel supply in rear of said piston,
passages for said supply to the explosion chamber, means for igniting the charge
and an adjustable extension projecting from one of the cylinders and separating

page_text: the same, the space between the two constituting the explosion chamber substantially
as described.
5. In a gas engine, a cylinder, a main piston in the same, an auxiliary piston
separated from the main piston, the space between the two forming the explosion
chamber, means for moving said auxiliary piston in one direction, consisting of a
spring and connection therewith to the piston, a fuel supply in rear of said piston,
passages for said supply to the explosion chamber, and means for igniting the charge
substantially as described.
6. In a gas engine, a cylinder, a piston therein, an auxiliary piston, said piston
being separated to form an explosion chamber, means for automatically operating the
auxiliary piston, a fuel supply and igniting means controlled by the said auxiliary
piston, substantially as described.
7. In a gas engine, a cylinder, a main piston within the same, an auxiliary piston,
said pistons being separated to form the explosion chamber by a projection extend-
ing from one of said pistons, means for igniting the charge, a fuel supply, means for
advancing the auxiliary piston and valved openings in said piston, substantially as
described.
8. In a gas engine, a cylinder, a piston within the same, an auxiliary piston
operated independently in one direction, said pistons being separated to form the
explosion chamber by a projection extending from one of said pistons, valved
openings in said auxiliary piston, a fuel supply in rear of said piston, and a check
valve in the fuel supply pipe substantially as described.
9. In a gas engine, a piston within the same, an auxiliary piston, said pistons
being separated by a projection from one of the pistons, means for advancing the
auxiliary piston, a fuel supply, igniting means, and an opening leading therefrom
to the explosion chamber, a valve for said opening controlled by the auxiliary piston
substantially as described.
10. In the described gas engine a main piston means for igniting the charge
consisting of a burner, a chimney therefor, a tube passing through the chimney
and extending into the shell of the cylinder, a passage leading therefrom to the
interior of the cylinder between the two pistons, a valve for controlling said
opening and an auxiliary piston for operating said valve substantially as described.
11. In combination, a cylinder, a main piston, an auxiliary piston, a separating
stem between the two, an igniting tube, a fuel supply, a spindle bearing against the
rear face of the auxiliary piston, a spring and a pivoted lever under the tension of
said spring and in connection with the spindle for advancing the said auxiliary piston
substantially as described.
12. In combination with the cylinder, the pistons C and E igniting means, a valve
controlling the ignition of the charge, said valve being operated by the rearward
movement of the piston E, a lever k, and a positive connection between said lever
and the piston E whereby the said piston may be retracted by hand operation of
the lever k, and the engine thereby started by the ignition of the charge substantially
as described.
13. In a gas engine, a cylinder, a piston within the same, an auxiliary piston, an
explosion chamber between the two pistons a fuel supply, igniting means with an
opening therefrom leading to the cylinder a valve for said opening normally closed
and opened positively by the backward movement of the auxiliary piston, substantially
as described.
14. A gas engine consisting of a cylinder, a main piston within the same, an
auxiliary piston in rear of the main piston, an explosion chamber between the two, a
fuel opening in rear of the auxiliary piston, an igniting opening, an exhaust opening
arranged relatively to the main piston whereby it is uncovered in the outward
movement of said piston, and means for advancing the auxiliary piston as soon as the
exhaust is uncovered, substantially as described.
15. A gas engine, consisting of a cylinder, a main piston, an auxiliary piston, a fuel
opening, an igniting opening, an exhaust port arranged relatively to the outward limit

page_text: of the main piston so as to be uncovered in said movement and means for giving
said auxiliary piston a quick forward movement as the port is uncovered, consisting of
the spring, the lever k, the rod pivoted to the lever k, at its lower end to form a long
arm, and a connection between the lever k, and the piston, substantially as
described.
16. A gas engine consisting of a cylinder, a main piston within the same, an
auxiliary piston in rear of main piston, a fuel supply pipe, an igniting tube, means
for moving the auxiliary piston consisting of the spring and lever k, and connections
therefrom to the said piston, an extension from the cylinder head and a scale
thereon, the lever k, being adapted to act as an indicator, substantially as
described.
Dated the 31st day of March 1900.
PHILIP M. JUSTICE,
55 & 56, Chancery Lane, London, Agent for the Applicants.