Year: 1889

page_text: Date of Application, 15th Jan., 1889
Complete Specification Left, 26th Apr., 1889
Complete Specification Accepted, 1st June, 1889
I, JOHN TAYLOR, of the Firm of John Taylor and Sons, Midland Foundry, Queen's
Road, Nottingham, Engineer do hereby declare the nature of this invention to
be as follows:-
This Invention relates to Gas Motor Engines; and the object of my Invention is to
obtain by improved and simple means an impulse or working stroke at each revolution
of the Engine when in full work.
To effect this purpose; I have two Cylinders, arranged preferably side by side, ench
fitted with a Piston and Connecting Rod actuating a Crank Shaft with two Cranks
in same; one placed at an angle of Sixty five degrees, or thereabouts, in advance of
the other.
One of these Cylinders is for drawing in, mixing and compressing the charge of
Gas and Air, which I call the Compressing Cylinder; and the other Cylinder is for
obtaining power by the ignition of the Charge, in the manner hereafter described,
this Cylinder I call the working Cylinder. To the outer ends of these Cylinders-
furthest away from the Crank Shaft, I attach a strong and suitably formed Casting,
containing the distributing Valves, and a receptacle or chamber called the Exploding
Chamber; which latter forms the end of, and is a prolongation of the working
Cylinder this Casting I call the Breech end.
In this Breech end, I fit three or more Cylindrical flanged Valve seatings, each
carrying a Mushroom or other shaped Valve fitted with a Stalk working in suitable
Guides. Each Stalk is fitted at its outer end with a Collar, between which and the
outer Guide, a spiral spring on the Stalk is compressed every time the Valve is raised
from its seating. This ensures the return of the Valve to its seating at each revolution
of the Engine. One of these Valves-called the Gas Valve is for the admission of
Gas to the Air Valve or Air Passage; the second Valve-called the Air Valve-is
for the admission of the mixture of Gas and Air to the Compressing Cylinder; and
the third Valve-called the Admission Valve-is for the admission of the compressed
charge from the Compressing Cylinder to the Exploding Chamber of the Working
Cylinder by a suitable Port or Ports.

page_text: All these Valves I make preferably to open one way; and, so as to ensure their
acting in a thoroughly reliable and quiet manner, I prefer to actuate the opening and
closing of the Gas and Air Valves by one end of a double ended Lever or Tappet ;
and the opening and closing of the Admission Valve or Valves by the opposite end
of the same Lever or Tappet; the said Lever or Tappet being fixed in the centre,
or thereabouts, to a Shaft-working in suitable Bearings. This Shaft receives a
rocking or reciprocating motion, by a second lever and rod, from an Eccentric or Cam
on the Crank Shaft, or by other suitable means; in such a manner, that the Gas and
Air Valves are opened and closed during the outward stroke of the Compressing
Cylinder Piston; and the admission Valve is opened and closed at or about-during
the inward or return stroke of the same Piston. Or these Valves may be worked
automatically without Levers or Tappets.
The operation of the Engine is as follows:-On the first outward stroke of the
Compressing Piston towards the Crank Shaft, when turning the Fly Wheel by hand
or other suitable means; a suitable mixture of Gas and Air is drawn past the Gas
and Air Valves into the Compressing Cylinder, during the whole outward stroke; at
the termination of which the Gas and Air Valves are closed by the Lever described
above; or automatically. On the return of the Piston, this charge is compressed to
the necessary density, and forced past the Admission Valve into the Exploding
Chamber of the Working Cylinder, where it is fired by any suitable means.
effect of the ignition of the charge is to propel the Piston of the Working Cylinder
outwards, and thus make a working stroke of the Engine-until the Piston, near
the termination of its stroke, uncovers an Exhaust Port which is formed in the
Working Cylinder within one Eighth of the Stroke or theroabouts of the outer
end of the stroke of the Piston, which it uncovers and covers during its travel.
The
The products of combustion, being under pressure, escape rapidly through the
Exhaust Port, until they are reduced to about the atmospheric pressure in the
Cylinder.
At this moment, owing to the Angular advance of the Crank of the Compressing
Cylinder the charge of Gas and Air from this latter, is being forced past the
Admission Valve into the Exploding Chamber; where it drives the products of
combustion before it and out of the Exhaust Port, until all or nearly all-of the
products of combustion are expelled through the Exhaust Port, by the time that
this is covered again by the Piston on its return stroke. After the Exhaust Port
is covered and during the remainder of the return stroke this Piston drives back the
mixture of Gas and Air into the Exploding Chamber, and compresses it to the
requisite density, ready for ignition at the commencement of another outward stroke.
The Gas Valve is opened and closed by suitable means from the Air Valve, or
from the Lever opening the latter; and the connection between the two Valves is
connected to and controlled by the Engine Governors in such a manner, that when
the Engine exceeds its normal speed, the connection between the two Valves is. broken,
and the Gas Valve remains closed-thus admitting no Gas-until the Engine again
resumes its normal speed.
Dated this Fourteenth day of Jennery 1880

page_text: I, JOHN TAYLOR of the Firm of John Taylor and Sons, Midland Foundry Queen's
Road, Nottingham, Engineor do hereby declare the nature of this invention and
in what manner the same is to be performer, to be particularly described and ascertained
in and by the following statement :-
This Invention relates to Gas Motor Engines; and the object of my Invention is
to obtain, by improved and simple means, an impulse or working stroke at each
revolution of the Engine, when in full work. To effect this purpose; I have two
Cylinders, arranged preferably side by side, each fitted with a Piston and Connecting
Rod, actuating a Crank Shaft with two Cranks in same; one placed at an Angle
of Sixty five degrees, or thereabouts, in advance of the other.
One of these ylinders is for drawing in, mixing and compressing the charge of
Gas and Air-which I call the Compressing Cylinder; an the other Cylinder is
for obtaining power by the ignition of the Charge, in the manner hereafter
described; this Cylinder 1 call the working Cylinder. To the outer end of these
Cylinders furthest away from the Crank Shaft, I attach a strong and suitably formed
Casting, containing the distributing Valves, and a receptacle or chamber called the
Exploding Chamber; which latter forms the end of and is a prolongation of the
working Cylinder; this Casting I call the Breech end.
In this Breech end, I fit three or more Cylindrical flanged Valve seatings, onch
carrying a Mushroom or other shaped Valve, fitted with a Stalk working in suitable
Guides. Each Stalk is fitted at its outer end with a Collar, between which, and the
outer Guide, a spiral spring on the Stalk is compressed every time the Valve is raised
from its seating. This ensures the return of the Valve to its seating at each revolution
of the Engine. One of these Valves-called the Gas Valve-is for the admission of
Gas to the Air Valve or Air Pussage; the second Valve-called the Air Valve-
is for the admission of the mixture of Gas and Air to the Compressing Cylinder;
and the third Valve-called the Admission Valve is for the admission of the com-
pressed charge from the Compressing Cylinder to the Exploding Chamber of the
Working Cylinder by a suitable Port or Ports.
All these Valves I make preferably to open one way; and, so as to ensure their
acting in a thoroughly reliable and quiet manner; I prefer to actuate the opening and
closing of the Gas and Air Valves by one end of a double ended Lever or Tappet ;
and the opening and closing of the Admission Valve or Valves by the opposite end
of the same Lever or Tappet; the said Lever or Tappet being fixed in the centre, or

page_text: thereabouts to a Shaft-working in suitable Bearings. This Shaft receives a rocking
or reciprocating motion, by a second lever and rod, from an Eccentric or Cam on the
Crank Shaft; or by other suitable means; in such a manner, that the Gas and Air
Valves are opened and closed during the outward stroke of the Compressing Cylinder
Piston; and the admission Valve is opened and closed-at or about--during the inward
or return stroke of the same Piston. Or these Valves may be worked automatically
without Levers or Tappets.
The operation of the Engine is as follows:-On the first outward stroke of the
Compressing Piston towards the Crank Shaft, when turning the Fly-Wheel by hand
or other suitable means; a suitable mixture of Gas and Air is drawn past the Gas
and Air Valves into the Compressing Cylinder, during the whole outward stroke; at
the termination of which the Gas and Air Valves are closed by the Lever described
above; or automatically. On the return of the Piston, this charge is compressed
to the necessary density, and forced past the Admission Valve into the Exploding
Chamber of the Working Cylinder, where it is fired by any suitable means.
effect of the ignition of the charge is to propel the Piston of the Working Cylinder
outwards and thus make a working stroke of the Engine-until the Piston, near the
termination of its stroke, uncovers an Exhaust Port which is formed in the Working
Cylinder within one Eighth of the Stroke or thereabouts of the outer end of the
stroke of the Piston, which it uncovers and covers during its travel.
The
The products of combustion, being under prossure, escape rapidly through the
Exhaust Port, until they are reduced to about the atmospheric pressure in the
Cylinder.
At this moment, owing to the Angular advance of the Crank of the Compressing
Cylinder the charge of Gas and Air from this latter, is being forced past the
Admission Valve into the Exploding Chamber; where it drives the products of
combustion before it, and out of the Exhaust Port, until all or nearly all-of the
products of combustion are expelled through the Exhaust Port, by the time that
this is covered again by the Piston on its return stroke. After the Exhaust Port
is covered and during the remainder of the return stroke, this Piston drives back
the mixture of Gas and Air into the Exploding Chamber, and compresses it to the
requisite density, ready for ignition at the commencement of another outward stroke.
The Gas Valve is opened and closed by suitable means from the Air Valve, or from
the Lever opening the latter; and the connection between the two Valves is con-
nected to and controlled by the Engine Governor in such a manner, that when the
Engine exceeds its normal spoed, the connection between the two Valves is broken,
and the Gas Valve remains closed-thus admitting no Gas-until the Engine again
resumes its normal speed.
And in order that my invention may be fully understood, and readily carried out
and into effect; I will proceed to describe the accompanying Sheet of Drawings ;
reference being had to the Letters and Figures marked thereon.
Figure 1, is a side Elevation of a Gas Motor Engine on my improved system.
Fig. 2 is a plan of the same.
Fig. 3 is an end Elevation at the Cylinder end of the same Engine.
Fig. 4 is a longitudinal section in plan through the Centre line of the Cylinders;
and along line X. Z. (Fig. 7) of the Breech End D).
Fig. 5 is an enlarged side Elevation of Breech end D (Fig. 1).
Fig. 6 is an enlarged ond Elevation of the same.
Fig. 7 is a transverse Sectional Elevation of Breech end D, along the line V. Y.
(Fig. 4).
Similar letters and figures refer to similar parts throughout the several views.
In these views A is the Power or working Cylinder. B the Compressing Cylinder;
both arranged alongside one another, with their respective Pistons A and B connected
by the Connecting Rods A and B to their respective Cranks C³, and C, in Crank
Shaft C.-Crank C being preferably made at an Angle of Sixty five degrees or there-
abouts in advance of C. To the other end of the Cylinders A and B, I attach a

page_text: Breech end D; in which is formed the Exploding Chamber E, and suitable seatings
as shown in which are fitted Cylindrical Valve seatings F, G and H; secured
to Breech end D by studs, or Bolts and nuts, and forming pressure tight joints
therewith. These Valve casings F. G and H are fitted respectively with Mushroom
Valves F, G and H', each formed with a Stalk-working in suitable guides-as
shewn and Collars F G and H. Spiral springs on Stalks F, G2 and H2 are
compressed-between the Collars F³, G and H³ and Valve Seating Guides F, G
and E every time the Valves are raised from their seatings. These springs ensure
the return of the Valves F', G' and H¹ to their seatings every revolution of the
Engine.
Valve F is the Gas Valve, for the admission of Gas from the supply Pipe I to the
mixing Port K¹; where it mixes with a supply of Air_drawn in through Air
Passage K, and along Port K' through the holes shown in Valve Casing G, and past
the Air Valve Gwhen opened-into the Compressing Cylinder B.
Valve H is the Admission or Compound Valve, for admitting the compressed
charge or Compound from Compressing Cylinder B. by Port M, past Valves H³ along
Port N. into the Exploding Chamber E.
Valves G and H will work automatically, but to ensure their acting quietly and
reliably, Valve H' is opened by the Tappet P₁ carried by one end of the double-ended
Lever P and Valve G¹ by the Tappet P' carried at the opposite end of Lever P.
The Lever P is carried at or about its centre by Shaft S, working in Bearing Q
bolted to D. On the opposite end of Shaft S, another Lever P³ is fastened, which is
connected by Rod R to the Eccentric R or a suitable Cam-fixed on Crank
Shaft ().
This Eccentric imparts a rocking or reciprocating motion to Lever P, and opens
and closes alternately Valves G₁ and H¹.
The opening of the Valve F¹, for the admission of Gas, is regulated by the
Governors II, Lover 2, and Rod 3 carrying a Steel V-shaped Tappet; which are
so sdjusted, that during the ordinary working of the Engine at its normal speed,
their position is the same as that shown in the Drawings; and is such, that during
the outward stroke of the Piston B₁, a Steel knife edged Tappet 5 (fastened to the
Die 6, sliding on Guide 7, and receiving motion from Lever end P2 by the Arm P*)
comes in contact with during its forward motion-the V shaped Tappet 4 on Rod 3;
and by this means opens the "Gas Valve F', at the same time as the Air Valve Gi
is opened.
The lower end of Rod 3 is forked, and slides freely in a groove turned in Collar F³
of Gas Valve F¹, so that any motion given to Tappet 4 is imparted to Rod 3 and
Gas Valve F simultaneously.
When the Engine is running above its normal speed, the Governor Balls I, I rise,
lower the outer end of Lever 2 and Rod 3, so that the V Tappet 4 is moved out of
the path of the Tappet 5; by which means Gas Valve F¹ is not opened for the admission
of Gas to the Engine, until it has resumed its ordinary speed again.
The operation of the Engine is as follows :-
On the first outward stroke of the Compressing Piston B', towards the Crank
Shaft C; when turning the Fly-Wheel T by hand or otherwise; a supply of Gas
and Air in proper proportions is drawn respectively past the Gas and Air Valves Fi
and G₁, into the Compressing Cylinder B, during the whole outward stroke of the
Piston B. At the termination of this stroke, Valves F and G are allowed to
return to their seatings, by the action of Lever P³, and thus prevent the com-
pound of Gas and Air returning thereby.
On the return of Piston B¹, the compound in Cylinder B is partially compressed
to the necessary density; and is forced along Port M, past Admission Valve H',
which is opened at the proper time by Tappet P¹-into the Exploding Chamber É
and Cylinder A.
When Piston B¹ reaches the end of its inward stroke, the whole of the gaseous
compound except that which remains in clearance and Port M-is driven into

page_text: Chamber E and Cylinder A; and the Valve H₁ is closed at the same time to prevent
the return of the Compound to B.
At this instant, Piston A', owing to the angularity of Cranks O¹ and C³, has
made a little more than half its return stroke in Cylinder A; and in further completing
its stroke towards D, forces back the gaseous Compound from A into Chamber Ę;
where it is further and completely compressed to tho requisite density. Port U
communicates Chamber with Igniting Tube U, which is kept red hot by a Burner
supplied by Gas Pipe U. The Compressed Compound in E is fired by the Igniting
Tube U-or by any other suitable means.
The effect of the ignition of the charge in E, is to propel Piston A¹ outwards-
and thus make a working stroke of the Engine-until the Piston A', having travelled
about seven-eighths or thereabouts of its stroke commences to uncover Exhaust Port J,
formed in the Working Cylinder A; and completely uncovers the same by the
time it has reached the outer end of its stroke.
The products of combustion being under pressure, escape rapidly through the
Exhaust Port J, until they are reduced to about atmospheric pressure in the Cylinder.
At this moment, owing to the Angular advance of Crank C₁, the gaseous compound
from Cylinder B, is being driven by Piston B', past the Admission Valve H' into
Chamber E, and Cylinder A; where it drives before it the products of combustion
out of the Exhaust Port J; until all-or nearly all of these products are expelled
thereby, by the time that Exhaust Port J is covered again by Piston A¹ on its return
stroke; which--is effected by the momentum of the Fly-Wheel T.
After the Exhaust Port J is again covered by the piston A', and during the
remainder of the return stroke, Piston A' drives back the gaseous Compound from
Cylinder A into Chamber E, and at the same time compresses the Compound up to the
requisite density-as before explained-ready for ignition at the commencement of
another outward stroke of Piston A¹.
Nearly simultaneous with the outward working, and the return exhausting and
compressing strokes of Piston A¹ in the power Cylinder A; the Piston B' of the
compressing Cylinder B is drawing in its gaseous Compound, partially compressing it,
and forcing it past Valve H¹, into Chamber E and Cylinder A,-as before explained.
So that, when the Engine is in full work, there is always a gaseous compound-
compressed to the requisite density-in Chamber E, ready for being ignited at the
commencement of every outward stroke of the working Piston A¹.
The Eccentric R¹ is keyed on the Crank Shaft C, in such a position in relation to
Cranks and C, that the Valves F¹ and G¹ are opened-as before described-when
the Piston B is making its outward stroke, and closed again at the termination of
such stroke; and the Valve H¹ is opened, when the Piston is making its inward stroke,
and closed again at or about the termination of such inward stroke.
Cylinders A and B, Chamber E, and Valve seating Casings in Breech end D are
water jacketted at W, W, Was shewn on the Drawings-to prevent over-heating;
cold water entering through the inlet W, and the heated water leaving by outlet W.
I have described my improved arrangement and construction of Gas Motor Engines
as applied to horizontal Engines; but it is equally applicable to vertical or diagonal
Engines.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed and constructed, I
declare that what I claim is :-
1. Gas Engines in which gas and air are drawn into a compressing Cylinder, then
partially compressed, and forced into a working Cylinder, where they are further
compressed and exploded.
2. Gas Engines, such as are referred to in the first claim, in which the exit port is
near one end of the working Cylinder, and in which the pistons in the compressing
and working Cylinders are so timed that the port is open whilst the piston in the
compressing Cylinder is performing the first part of its return stroke and is closed
during the latter part.

page_text: 3. In Gas Engines, such as are referred to in the preceding claims, the use of self-
closing valves between the Air and Gas supply, and the compressing Cylinder; and
between the compressing Cylinder and the working Cylinder.
4. The combination of the Cylinders A and B, Piston A' and B', the Chamber E,
and the valves F, G, and H' substantially as described.
5. The combination and arrangement of the breech end D with the Chamber E,
valve seatings F, G and H, and Valves F, G, and H', substantially as described.
6. Gas Engines substantially as described and shown in the Drawings.
Dated this 25th day of April 1889.
HENRY WALKER HILL,
Agent for the said John Taylor.