Improvements in Valve Gear for Gas and Petroleum Motor Engines.
Year: 1893

page_text: Date of Application, 24th May, 1893-Accepted, 24th June, 1893
COMPLETE SPECIFICATION.
[Communicated from abroad by THE GAS MOTOREN FABRIK Deutz, of
Köln-Deutz, Germany, Manufacturers.]
Improvements in Valve Gear for Gas and Petroleum Motor Engines.
I, CHARLES DENTON ABEL, of No. 28 Southampton Buildings, Chancery
Lane, in the County of London, Consulting Engineer and Chartered Patent
Agent, 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 :-
In the Specification to Patent No. 4164 dated 17th March 1890 was described
an arrangement of valve gear for gas and petroleum motor engines which was con-
trolled by an inertia or pendulum governor for regulating the power of the engine
in such manner that the gas or combustible vapour supply valve was kept closed
when the engine was running too fast, while at the same time the discharge valve
was kept open.
The present invention relates to a similar construction of valve gear so arranged
as to be controlled by a centrifugal governor.
Such arrangement is shewn on the accompanying drawing in which
Fig. 1 shews a part sectional elevation and Fig. 2 a part plan of the mechanism in
the position when the discharge valve of the cylinder is closed and the gas supply valve
is being opened, and Figs. 3 and 4 shew corresponding views of the position of the
mechanism for preventing the gas valve from being opened and holding the
discharge valve open when the engine is running too fast; only those parts of
the engine are shewn that are necessary for explaining the invention.
bis the gas supply valve of any known construction and n is the discharge valve
for the explosion gases. The valve bis actuated by a cam y y' and valve n by a
cam f on the way shaft z driven from the crank shaft of the engine, the valves
being opened by the said cams and closed by spring action.
The valve bis actuated by the cam y y¹ through the medium of a lever d with
roller whose boss is pivotted loose on a fixed pin said lever having a jointed
rod d' sliding through a fixed guide a and butting against the stem of the valve b.
The cam yy is on a sleeve y' which is carried round by, but can slide longitudinally
upon the shaft z, and it is connected to a centrifugal governor of any known
construction, upon the said shaft, so as to be actuated thereby.
The cam fis fixed on the shaft z and acts upon the discharge valve n through
lever e pivotted at s and having a roller g on which the cam acts, the other end of
the lever e being connected to the valve stem.
The boss of the lever d also has an arm I acted upon by a spring w, and having
a notch by which it can catch on to a stud h on lever e, when this is in the position
shewn at Fig. 3.
The action of this mechanism is as follows.
When the engine is running at the normal speed, the governor holds the
sleeve y of cam y y' in the position shewn at Fig. 2 in which position the cam y
will act upon the roller r of lever d so as to cause this to push open the gas
admission valve by means of the rod d' as shewn at Fig. 1.
When on the other hand the engine is running too fast, the sleeve y' will be
drawn by the governor into the position shewn at Fig. 4, in which the cam y y' is
prevented from acting upon the gas valve, so that this remains closed during the
charging stroke.
It will be seen from Fig. 3 that when the roller x of lever d is running on the
sleeve y' it causes the lever d and catch lever to be held in such a position that
when lever e has been depressed by cam f so as to open the discharge valve
the
Th

page_text: notch of will engage with the stud h on the lever, and will thus prevent the
discharge valve from closing so long as the combustible gas supply is being cut off
as above described. When, however, the engine is running at the normal speed
and the cam y consequently operates the gas valve, a shallow step y' acts on the
lever at the moment when the lever is about to be released from the cam f, so as
to move the arm I sufficiently to the right to prevent its notch from engaging with
the stud and consequently the lever e is not prevented from moving upward so as
to allow the discharge valve to close at the proper time. When the gas valve is
closed, the end of the rod d' is a certain distance away from the end of the valve
rod 1, so that the shallow step y of the cam y y¹ can move the lever d to the
extent above indicated without causing it to open the gas valve, this being only
effected by the higher step y of the cam as at Fig. 1.
It will readily be seen that instead of causing the governor to move the cam
sleeve y³, this might be fixed, and the governor be made to move either the roller
upon the lever d or the lever d itself.
Having now particularly described and ascertained the nature of this inven-
tion and in what inanner the same is to be performed, I declare that what I
claim is
In a gas motor engine, the combination of a cam y y¹ on a sleeve y capable
of being slid on the way shaft z by a governor v, a lever d with roller x
engaging with cam y y when the engine is running at the normal speed, and
having a rod d' actuating the gas valve h, an arm rigidly connected to lever d,
a lever e connected to the discharge valve n and operated by a cam f on the
shaft so as to open said valve at the end of the working stroke, and a stud h
on said lever e adapted to engage with arm when cam y y' is slid out of gear
with lever d, and thus to hold the discharge valve open, the arm being pre-
vented from engaging with the stud by the action of cam y' on roller & when
the engine is running at the normal speed, substantially as described.
Dated this 23rd day of May 1893.
ABEL & IMRAY,
Agents for the Applicant.