Improvements in the Governing and Construction of Gas Engines.
Year: 1894

page_text: Date of Application, 13th Mar. 1894-Accepted, 2nd June, 1894
COMPLETE SPECIFICATION.
Improvements in the Governing and Construction of Gas Engines..
HARRY JAMES GRICE EXOCH ROLLASON 50 Lower Fazeley Street-
Birmingham 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 :-
Figs. 1 & 2 are a side and end elevation of gas engine having the parts described.
herein shewn in section, and in the larger scale of Figs. 3. 4 & 5 we now proceed
to describe the said parts, Fig. 2 shews the governing gear of the engine, which
parts are also shewn in detail of Fig. 4. A Fig. 2 is the end bracket carrying
the side shaft B, which gives the necessary motion to the lever C, by the cam D to.
the admission valve of the engine, the lever C is extended beyond the length.
necessary to work the admission valve as shewn at E, on the end of E a trigger.
lever F is fitted having an overhanging lip which comes into contact with the-
adjusting nut G on the valve guide H, on the release of the cam D the trigger lever F
leaves the face of the valve guide H, G acting as a fulcrum for the lip of the
lever F to work upon, on the boss of the lever F Fig. 4 a spring is coiled having
2 ends, 1 end fastens in the lever F, and the other end passes through the head of
the pin J, this pin acts as a support for the lever F from the side of the lever C,.
this spring is of sufficient strength to keep the lever F working against the face of
the valve guide H, when the lever C is lifted, it raises the admission valve, and the
lever F on the end of C raises the gas valve K when the engine requires gas,.
when the valve K is lifted, the gas passing through the tap L is drawn through
the valve K into the air chamber M, and the admission valve being raised at the
same time it passes on into the cylinder N Fig. 1, when the engine is working at
more than its normal speed, which is regulated by the nuts G and O on the
guide H, the lever F passes over the valve K only falling into position when the
engine is working at its normal speed or under, the charge of gas being given as.
required, the valve bracket H is fitted on to the air chamber M as shewn in
detail Fig. 4, the valve rod K works into a half groove P as shewn in plan Fig. 4,
the flat face of the lever F works along the face of the guide H when engaging into
the valve stalk K, the trigger lever F may also be worked from a separate lever
instead of off the end of lever C as shewn, also from the exhaust lever not shewn:
in drawing, but working alongside the lever C, the lever F may also be made to
work at any required angle, the lip on lever F may be at any angle, the lip may
also take the form of a sliding weight on the blade of lever F, the lever F is made
to stand clear of the valve stalk H when not on the rise of the cam D by the action
and force of the spring I when the lip of lever F comes in contact with the nut G,
it may also have a separate spring from the lever E to a bracket as required, the
speed regulating nuts G and Ŏ may be carried from a separate bracket, the
regulation of speed can also be obtained by making the end of the pin J act as a.
nut and locknut, the same as G and O, these acting upon the spring I will give
the same result as the lip of the lever F coming into contact with the adjusting
nuts G and O, the nuts G and O may be replaced by a sliding wedge if desired,.
the lever F may be made to open the gas valve K by striking an intermediate
lever or rod, the spring I may be made of coiled wire, flat or any section, the
spring U fastened to the lever C can have its other end fastened to a suitable
bracket, and is used to keep the lever C in compression, Fig. 1 is a side elevation
of a borizontal gas engine shewing the water jacket J, the liner L, and piston P
in section, the piston P is designed with rings, as shewn in Fig. 1, and on a larger
scale in Fig. 3, the piston P is reduced at the end for the rings in the usual manner,

page_text: but instead of putting as is usual the ring R 2 which is an ordinary metallic split
ring first, or next to the body of the piston, a ring R1 is first put on, then a
junk ring R 3 and a piston ring R 2 alternately, until the space prepared is filled
up finishing with a ring R 3, by this method the loose rings R 2 are prevented
from coming into contact with the body of the piston P and the cover C 1, and
being detachable, can be replaced when worn, the piston and cover not receiving
the thrust do not require refacing when it is necessary to put in new rings,
Fig. 5 is an enlarged section of the collar Q shewn in Fig. 2 which is intended to
supersede the split cotter usually used to keep the spring R in position, the
collar Q is bored conical the top edge only being the size of the stalk S this stalk
has a groove turned in, into which a split ring t is inserted, when the pressure of
the spring R is exerted, the ring and the coned face of the collar Q form a
wedge which effectually keep it in position, forming a strong bearing for the
spring R to work upon.
-
Having now particularly described and ascertained the nature of our inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is
No. 1. The construction and application of a trigger lever governing the supply
of gas to the engine, and the regulation of speed as described.
No. 2. Protecting the body and cover of the piston by fixing rings as described
to prevent wear.
No. 3. The adoption of a coned collar with split ring for holding the springs
of the admission and exhaust valves in position superseding cotters or other
fastenings.
Dated this 7th day of March 1894.
HARRY J. GRICE.
ENOCH ROLLASON.