IMPROVEMENTS IN GAS ENGINES, AND IN APPLIANCES CONNECTED THEREWITH
Year: 1876

page_text: LETTERS PATENT to Charles Linford, of Abbey Iron Works, Leicester, in the
County of Leicester, for the Invention of "IMPROVEMENTS IN GAS ENGINES,
AND IN APPLIANCES CONNECTED THEREWITH."
""
Sealed the 16th September 1876, and dated the 11th July 1876.
PROVISIONAL SPECIFICATION left by the said Charles Linford at the Office
of the Commissioners of Patents on the 11th July 1876.
CHARLES LINFORD, of Abbey Iron Works, Leicester, in the County of Leicester.
"IMPROVEMENTS IN GAS ENGINES, AND IN APPLIANCES CONNECTED THEREWITH."
My Invention relates to improvements in gas engines and in appliances connected
therewith.
It consists, firstly, instead of using the rack for operating the shaft by a pinion
direct, I employ a depending rod from the beam, and connect the rod to a clutch
which acts upon the periphery of an internal geared wheel, the teeth on the inner
face engaging into pinions (two or more) which also take into the pinion upon the
shaft.
The second part consists in the use and arrangement of an air pump and receiver
with inlet and check valves for drawing off by a vacuum in the before-mentioned
engine unconsumed gases or steam that may be left after the explosion, thereby
creating a vacuum whereby greater power is given to the before-mentioned engines.
Also by suitable valves hereafter mentioned for maintaining a vacuum in an ex-
plosion chamber, hereafter described, during the time the piston or pistons are at
rest (as is the case in engines that are single acting). This I do by an arrange-
ment with an ordinary steam engine governor.
Thirdly. In employing the cylinder proper and its piston that the rack is upon
a separate rod suspended from a balanced beam, and the shaft upon bearings at the
side of the cylinder instead of above, whereby the actual working parts of the
engine are brought close to the bed plate instead of above the cylinder to effect a
steadiness in the working of the engine. In this arrangement the valves can be
operated by the lower end of the rack or from a separate rod on the beam.
Fourthly. Automatic inlets discharge, and the method of actuating the same.
This I do by the motion of the piston and not by excentrics or cams on the fly wheel
shaft (as in general use).
Fifthly. Consists of an explosion chamber (before mentioned) and the check and
discharge valves connected therewith. This I do by attaching to the end or ends
[Price 6d1

page_text: go, but
of the working cylinders a strong chamber, into which the pistons do not
has space according to the size of the cylinders for the admission of the explosives,
and where the explosion takes place, thereby saving damage to the working cylinder.
Sixthly. Consists of a method of balancing the pistons of the before-mentioned
engines by suitable levers or pulleys and balance weights, or other suitable means.
By the balancing of the pistons there is a great saving of gas.
Seventhly. Consists in the arrangement of the inlet recoil and discharge valves,
and the arrangement of the governor to the same.
Eighthly. Consists of an improved method of starting the aforesaid engines.
This I do by a hand air pump, by which means I draw off the air that is in the
explosion chambers, and by opening regulator valves or cocks the gases flow into
the before-mentioned chambers and an explosion follows. The piston is then pro-
pelled by the force of the explosion.
Ninthly. Consists in an improved method of lubricating the piston and cylinder.
This I do by forming in the body of the piston a recess into which I pack sponge,
wool, or any suitable substance, upon which I place a grooved ring, the groove
of which ring is pierced with small holes to allow oil or any suitable lubricant
to flow freely into the before-mentioned packing. The ring is kept in its position
by suitable bolts and springs. By the action of the piston the before-mentioned
ring presses upon the packing and presses it against the cylinder, thereby lubricating
both it and the piston.
Tenthly. Consists in the general arrangement and design of the aforesaid engines
-
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by the
said Charles Linford in the Great Seal Patent Office on the 11th January
1877.
CHARLES LINFORD, of Abbey Iron Works, Leicester.
ENGINES, AND IN APPLIANCES CONNECTED THEREWITH."
"IMPROVEMENTS IN CAS
The main feature and object of this Invention is to render possible the con-
struction of gas and air engines of large size and great power, a result which has
hitherto been deemed unattainable, or at least impossible to effect economically.
In carrying out this purpose I employ as main features of my Invention the com-
bination of a piston fitted with a balance weight in such manner that the dead
weight of the piston, which has to be lifted by the explosion of gas and air on the
up or out stroke of the piston in gas and air engines as hitherto constructed, may
be reduced to a minimum, or only to so much as will overcome the friction of the
piston packing on its descent, thereby reducing a considerable amount the charge of
gas and air necessary for lifting said piston.
In connection with and auxilliary to the above I employ a receiver and air pumps
to empty the cylinder, or nearly so, of the exploded and residual gases during the
descent of the piston, thus rendering unnecessary the continued descent of the
piston to the bottom of the cylinder, as has been usual hitherto, to expel the
exploded gases, at the same time obviating the necessity of raising the piston
at the termination of its down stroke previous to the commencement of the up
stroke, as now generally in use, but which becomes an almost insuperable difficulty
in engines of a larger size.
Figures 1, 2, 3, Sheet 1, are illustrations of some of the various forms of engines
embodying the various improvements herein-before referred to.
Figure 1 is a beam engine, and its mode of operation will be understood by
reference to the Figures, each of which refer to similar parts in each description of
engine.
In Figure 1, A is the working cylinder, and B is connecting rod connected to the
beam. B', is the working beam on centre column, as shewn; C is connecting
rod at opposite end to cylinder, which is attached from beam to lever C¹, as shewn,
which works loose upon the fly-wheel shaft, and is retained by a fast collar on same,

page_text: the lever C having two clutches C gearing into friction wheel D, as shewn in
enlarged Drawing, Figure 4. E are boxes carrying springs for keeping the clutches
on the face J, J, of the wheel D, which wheel also turns loose upon the fly-wheel
shaft, and engages into three pinions, as shewn at D₁, each engaging into a pinion
keyed upon fly-wheel shaft P.
Upon each upstroke of the piston the lever C¹ moves freely upon the shaft one
quarter of a circle and takes with it the clutches or cams C. Upon the descent of
the piston the clutches become engaged, and the wheel D also engaged with the
three pinions D', which gear into the pinion Q on the fly-wheel shaft P to impart
motion thereto. Upon the piston L, L, Figure 5, nearing the end of its stroke the
beam B brings the shoe Q₁ upon a rubber buffer Q. The upward or outward
stroke is cushioned by the oil cover plate H on the top or upper part of the piston,
as shown in Figure 5, the said plate H coming into contact with a lug or flange
upon the inner face of the cylinder cover shortly before the said piston has com-
pleted its stroke, and is thereby caused to press or impinge upon an internal split
ring G, at cones u, u, on the before-mentioned cover and piston block, as
shewn in Figure 5, thus causing a lateral pressure by the expansion of the split
ring G, and a vertical pressure by the under side of the cover plate and of the
piston upon the packing of sponge M, MI; such packing may be of wool or any
other suitable substance charged-with oil or other fluid lubricant. The packing is
caused to impinge against the sides of the cylinder so as to lubricate both above
and below the piston. The piston is further fitted with a helical spring or springs
K, K, which are encased in the interior of the piston L, L, and carried upon the
sliding bottom plate W, W, these springs work in the inner chamber of piston and
are suspended upon the cross head bolt R, as shown. This spring is used to reduce
the shock caused by explosion of air and gas in the cylinder, whereby the piston is
prevented acting too suddenly on the beam B₁. Y, Y, is a conical seat formed
upon a ring X, so arranged that after the beam has been received by the buffer Qu
the piston comes to rest upon Y, Y, in order to keep the explosion chamber J
tight while piston is at rest. Z is a small check or recoil valve to relieve main
valve S' of force of explosion which valve may be attached, as shewn or, at back
of valve seat. This valve, as arranged in Figure 1, is worked entirely by the beam
by means of shoe on end of beam, which on the beam completing its downward
stroke comes in contact wich the lever 2, having the balance weight attached for
bringing up the rod 1a, which is coupled at the joint to link 7 working on joint 5
and fitted with the balance weight for sustaining the rod 1a in a vertical line.
7 is a slide working at the back of the slide 8, and is fitted with a trigger 9, which
comes in contact with plate 10 on being driven down by the beam. Upon the beam
completing its descent the rod 10 is driven down, and the slide 74, which works
behind the slide 8, engages slide 8 with trigger 9. Upon the trigger 9 reaching the
plate 10 the trigger is thrown out of gear with the slide 70, and then the lever 6,
which carries a counterbalance to valve, which after the valve is driven down by
the slide 7a, brings back the slide 8 into like normal position occupied by it previous
to its first movement.
This valve is regulated by means of an ordinary steam engine governor, as shown,
worked from the fly-wheel shaft in the ordinary manner, and is connected to the
lever R¹, which engages into the stop N on the slide 8. Upon this being put into
gear, and the beam depressing rod 14 by levere 2 and 3, the joint is forced
outward, and the lever 5a having its balance weight attached lifted. Upon the
governor releasing the lever R₁ the balance weight upon the lever 5ª brings the
rod Ia into position, and forces down the valve until it is disengaged as before, and
the return stroke is completed.
The method of working the engine is as follows:-The slide valve is shown in
section and elevation in Figure 5. O is a section of valve in position when putting
a charge into the cylinder; air is fed through the aperture A¹, and gas through the
aperture B, thence through the cavity C, and the port D", into the explosion

page_text: chamber J, the supply of gas and air having been by this time cut off. The
flame in the cavity is brought into communication with the main port D", and thus
the charge is fired in the usual way. In putting in the charge I employ an air
pump or pumps S and T; S is a large double-acting pump, which I make sufficiently
large to exhaust all the residue of gases remaining in the cylinder after the
explosion. T is a small accumulator pump worked by eccentric from the fly-wheel
shaft, and is fitted with gab rod for disengaging it when found necessary to work.
the pump by hand lever. U is the lever for starting the engine; a is the port in
the valve leading to the receiver b by the pipe c, through the cavity d. Upon the
descent of the valve the cavity a is cut off, and ports A, B, C, D, are opened
into cylinder. Upon this the valve returns, and port F is brought over port Di
and explosion follows; the valve is also fitted with a back cover, having a port G
and a fixed light or flame for lighting the burner in the valve slide. It is also
provided with a regulator stay to take the force of the explosion.
Figure 6 is another arrangement for working the slide valve, which, however,
may be worked either by eccentric, as shewn, or by suitable cam or cams.
P is the fly-wheel shaft, A. is a pinion geared into the wheel A¹, which is slightly
larger in diameter. This is keyed upon the shaft B, which carries the eccentric C
or cams; D is a rod coupled to the lever E provided with a lifting arm F; P¹ is a
slide, to which is attached the valve S¹; H is a rod actuated by the descent of the
beam which disengages the pawl I from the stop T, the lever J carries a trigger O
which is retained by a spring N, which can be disengaged by the governor acting
upon the lever K by the rod G. These two being disengaged the lever F rises and
presses upon L₁ suspended by lever L, and retained by spring M, and withdraw
paul U, upon which the slide falls free and meets lever F, which takes it down
through the stroke of eccentric; C is the cam or eccentric which brings it up to the
point where it was first engaged, when paul U again engages, and H releived by
beam brings pawl I into stop T. The trigger O on the lever J allows the slide
to rise by the action of the spring N, but which falls into gear on the slide reaching
the end of its stroke, and is there retained until the governor indicates that a
charge is required.
Figure 7 shows a combination of appliances forming a silent clutch gear.
This is composed of an endless internal rack in a wheel g to gear into a pinion h
on the fly-wheel shaft. The outer periphery of the wheel has grooves turned in it
for friction clutches to work in. P is the friction-wheel shaft, and C is the friction-
grooved clutch as before described in Figure 4. i is a connecting rod attached to
the beam levers, the piston rod, or to any other motion, one end of the rod i is
attached to the lever j, supported by and working freely on the shaft P. The
lever has attached to it the clutch C" for bearing eccentrically in the grooves
of the wheely. The lever j is also provided with a box containing a spring for
keeping the clutch to its work. k, k, are pedestals for carrying the shafts P and Q.
Figure 2 is an example of lever and guadrant engine combined, and is fitted with
valves, pumps, and other appliances, as in Figure 1. I use in this engine, as will
be seen, a bell-crank beam connected by link C to a rack quadrant D', this gearing
into the pinion on the fly-wheel shaft and having the ordinary clutch box attached.
Figure 3 is an example of half beam or lever engine having rack attachment, as
shown, and geared into by pinion with clutch box in the usual way.
In Figures 1, 2, 3, the pistons of these engines are balanced by weight V,
shown on the beam, which is capable of movement and adjustment.
It is obvious that balancing the pistons of air and gas engines may be adapted to
any variety of form.
Description of Sheet 2.-Figure 1, Sheet 2, is part of the cylinder A, shewing
explosion chamber J with section of inlet port D and pipe 2 connected to the
exhaust port 3, shown in Figure 2. S¹ is slide valve; C is slide seat; D¹ is slide
valve cover.
Figure 2 is part of a cylinder shewing inlet and exhaust ports 1 and 3.

page_text: Figure 3 is the slide seat C shewing face; Figure 4 is the slide S¹ shewing face
next to C; Figure 5 is the slide shewing face next to D¹; Figure 6 shows outside
of cover D¹.
Figure 7 is an elevation of valve gear and arrangement; Figure 8 is a plan of
Figure 7.
The mode of operation is as follows:-Supposing the working piston of the engine
is at the termination of its downward stroke, the slide S¹ is at the end of its up
stroke, as shown in Figure 7; the port a in slide S¹, Figure 4, is in communication
with ports b and 3, upon which the explosion chamber J is in communication by
the pipe in port 3 and vacuum chamber, as shewn in Sheet 1. Upon the cam u
operating upon lever p by friction roller q the lever is caused to fall, upon which
the slide operates the valve, as shewn in Sheet 1. The port or cavity a is cut off
from communication with 3 and b, upon which the valve engages by chamber c
with ports and 1, as shown. Upon this opening a short distance it is caused to
remain stationary by the cam n, whilst ports e, f, h, and 3 are open to communicate
by pipe J to the bellows g, which at this time are being compressed by the
lever, lifted by the lever i, which is being operated upon by friction roller which
causes a draught of air to pass through the pipe before mentioned in the explosion
chamber through ports 1, c, d, into the atmosphere. Upon the roller q leaving the
lever i the cam has operated in the manner before shown on the valve and brought
ports f¹, c, and h¹ into communication with port 3 and recoil valve j; the bellows g
are expanded by weight g¹ which lifts recoil valvej and fill themselves through
and by ports f¹, c¹, h, and 3. Whilst the bellows are filling the cavity & is
brought in communication with pipes k¹, 2; is gas supply from meter, 2 is gas
supply to small gasometer b which becomes filled for charging the cylinder. Upon
the bellows being filled the communication thereto is cut off by the valve S¹ being
lifted by cam n, and cavity k cuts off communication with and opens commu-
nication with and has a communication by the passages o, 0, 0, 0, 0, into
cylinder by ports 1 and 3, which admits the charge of gas for explosion, after which
the valve again rises and cuts off communication with 2 and 3 and brings the light
cavity m over port 1, which ignites the charge and explosion follows. After the
explosion has taken place the cavity a is again brought into communication with 3
and b for exhausting the residual gases. The cam is so constructed that exhaustion
shall not commence till the piston commences its return or downward stroke, thus
the operation is completed for successive explosions. The operation of the governors
for regulating the valve for the admission of gas and air is explained in Sheet 1.
In starting the engine I employ a ratchet wheel or clutch driven by pinions on fly-
wheel shaft t gearing into the spur wheel u or shaft v, which is fitted with one or
more pawls gearing into ratchet wheel or clutch, as shewn in Figure 7, which is
keyed on shaft v, this admits of cam n being driven, as before described, by fly-wheel
shaft t. Upon the engine stopping the cam n can be turned by hand by means of the
hand wheel w operating the slide valve and bellows, as before described. For engines
of large size I employ a clutch on shaft tgearing into wheel &, the said clutch working
upon feathers, the wheel being loose. On the other end of the shaft I key a hand
wheel arranged for turning it conveniently.
By this arrangement, as shewn in Figures 7 and 8, I ensure a more uniform charge
of explosive mixture by every operation of the slide valve, which being in con-
nection with the balanced piston ensures a more uniform length of stroke.
In Figure 5, Sheet 1, and in Figure 1, Sheet 2, an improved water jacket x of
wrought iron is shown surrounding the cylinder A, and is secured at its lower end
by a joint, as shown, and at the upper end by the cylinder cover.
These engines are applicable in all cases where motive power is required, especially
in tram cars and locomotives.
And having now described the nature of my said Invention, and in what manner
the same is to be performed, I declare that I claim,-
Firstly. The general arrangement aud construction of gas and air engines, as
illustrated in Figures 1, 2, 3, Sheet 1 of the annexed Drawings and herein described,
or any mere modification thereof.

page_text: Secondly. The combination of piston rod and balance weight in gas engines, and
with air pumps acting in conjunction therewith, in the manner and for the purposes
herein described.
Thirdly, The construction and arrangement of the working pistons of air and gas
engines, as shown in Figure 5 in the accompanying Drawings.
Fourthly. The peculiar form of the explosion chamber J in connection with the
vacuum receiver b, as set forth.
Fifthly. The construction and arrangement of the valve gear, as shewn in Figure 1
and Figure 7, as and for the purposes set forth.
Sixthly. The construction of endless internal rack actuated. by silent clutch gear
acting on the main shaft by pinion direct, Figure 6, or by two or more intermediate
pinions, as shewn in Figure 4, as and for the purposes described.
Seventhly. The use in gas engines of a suspended rack attached to beam or lever
as shewn in Figure 3, gearing in pinion and clutch on fly-wheel shaft.
Eighthly. I claim using balanced pistons in air and gas engines for the purposes
described in any convenient manner.
Ninthly. I claim using an explosion chamber wherein a charge is drawn by
vacuum while the piston is at rest, substantially as described.
Tenthly, I claim the system of driving out the residual gases in such engines by
atmospheric pressure, and then momentarily producing a partial vacuum for the
admission of the next explosion charge, as set forth.
Eleventhly. I claim the combination of parts shown in Figure 1, Sheet 2, espc-
cially the adaptation of the perforated pipe 2 within the cylinder, as and for the
purpose set forth,
And, Lastly. I claim the combination of appliances shown in Figures 7 and 8,
Sheet 2, especially the means or apparatus for working the valve, as and for the
purpose described.
In witness whereof, I, the said Charles Linford, have hereunto set my hand
and seal, this Third day of January, One thousand eight hundred and
seventy-seven.