IMPROVEMENTS IN THE CONSTRUCTION OF GAS. ENGINES
Year: 1881

page_text: LETTERS PATENT to William Blackett Haigh and John Nuttall, both of
Oldham, in the County of Lancaster, for an Invention of "IMPROVEMENTS
LETTERS PATENT to William Blackett Haigh and John Nuttall, both of
Oldham, in the County of Lancaster, for an Invention of "IMPROVEMENTS
IN THE CONSTRUCTION OF GAS. ENGINES,”
PROVISIONAL SPECIFICATION left by the said William Blackett Haigh and
John Nuttall at the Office of the Commissioners of Patents on the 25th
February 1881.
WILLIAM BLACKETT HAIGH and JOHN NUTTALL, both of Oldham, in the County
of Lancaster. "IMPROVEMENTS IN THE CONSTRUCTION OF GAS ENGINES."
This Invention relates to the construction of motor engines in which power is
generated by the combustion of gases or atmospheric air and gas combined, either
in a state of compression or atmospheric pressure, the force generated by the
expanding gases being utilized for motive purposes. In the first named class of
gas engines (namely, engines working with compressed air and gas), and where an
ignition takes place for every revolution of the crank in a single acting engine, it
has been usual to employ a separate cylinder to take in the air and gas and to
compress it. This necessarily increases the first cost of the engine, and occasions a
loss of power or work developed for motive purposes.
In order to avoid this loss of power, and to lessen the cost of gas engines we
dispense with the compressor cylinders hitherto employed, and we substitute a
revolving fan in its place.
This revolving fan may either be placed in connection with the admission valve,
or it may be placed in connection with the exhaust passage (which latter we prefer);
also one fan may be employed for a double-acting engine by using suitable valves
worked in any convenient manner, or it may be adapted to many of the present
existing gas engines.
".
This improved gas engine has a passage opening to the atmosphere, which is
controlled by a slide or by a revolving cylindrical valve. This revolving valve has
suitable ports or passages corresponding to the ports in the cylinder; or if placed
on the cylinder end corresponding to the ports in the cover of the cylinder end,
and allows a free passage for air to enter the cylinder during the time the revolving

page_text: fan is acting or extracting the contents of the cylinder. In connection with the
revolving valve (or the slide valve) is placed the gas supply valve; this valve may
either be of the "poppet" or spindle valve form, having two faces upon it, one
closing on the one side, and the other on the opposite side; or it may be of the
oscillating type, the passage for gas being only open when the engine is working
at its normal speeds.
This gas supply valve is attached to a lever worked by a collar on the governor
spindle below the ordinary governor bobbin, and so placed as to be in contact with
it during the ordinary working of the engine, but if the speed of the engine becomes
too great the governors leave the collar, and allow the valve to be held to one of its
seats by a spiral spring, thus closing the gas supply; or if the engine should be
stopped the weight of the governors acts on the lever, and closes the valve in a
contrary direction, thus preventing the gas from escaping during the time the
engine is stopped working.
In some cases we effect this object by means of a cam which is constantly
revolving, but which only acts when the supply of gas is required.
A passage communicates from this valve to the passage for air in the slide or
revolving valve, where the air and gas become mixed, and enter the cylinder
during the time the piston has arrived at the farther end of its travel, or at the
termination of its out-stroke.
In order to give time for the fan to extract the contents of the cylinder, and to
introduce a fresh charge, the piston has a somewhat longer stroke than is usual, and
the exhaust passage is placed a short distance from the termination of the travel of
the piston.
The moment the piston opens communication with the exhaust port and with
the fan, the inlet valve opens for a fresh charge, and allows the fan to extract the
foul gases, and the next charge of air and gas to rush in to fill up the space previously
occupied by the foul gases.
On the piston returning the connection with the fan is severed, and the charge
contained in the cylinder is compressed to the end of its return stroke, when
ignition takes place, and an outward impulse is again given to the piston.
In the revolving cylindrical valve is a longitudinal passage forming part of the
admission passage.
When the port closes to the cylinder, and to the air supply, the gas supply still
remains open for a short time, and a port opens to a flame in the valve cover, and
a small aperture opens communication with the compressed mixture in the cylinder,
allowing a small proportion of the compressed mixture to mingle with the gas in
the cylindrical valve, and causing it to burn during the time the port to the flame
in the valve is closing, and a port leading into the cylinder is opening and igniting
the compressed mixture in the cylinder.
A separate cavity may be formed in the cylindrical valve for the purpose of
ignition, by having a supply of pure gas attached to it, but we prefer the former,
as the contents of the valve are displaced and a fresh supply is certain of being
introduced without any foul air, therefore any number of impulses can be obtained
up to the safe working of the engine. When a slide valve is used a similar arrange-
ment of admission passages is made for air and gas, but the ignition takes place in
the valve cover.
A small aperture is made through the valve, which during the return stroke
establishes communication with a port in the cylinder and a chamber in the slide
valve cover.
This chamber has three ports, two of which correspond with the aperture in the
slide valve, and the third port with a passage or chamber in the valve.
The cover is also provided with a supply pipe for supplying pure gas to the
chamber, and has also a port for admitting the flame to ignite the mixture.
When the mixture is being compressed the small aperture through the valve
allows a portion of the compressed mixture to enter the chamber in the cover by
one of the ports.

page_text: During this time the passage in the valve has received a quantity of gas, and
the slide as it moves brings this gas in contact with the chamber in the cover.
Immediately this occurs a passage between the chamber and the gas jet in the
valve cover opens, and the mixed gases in this chamber take fire and burn. The
small aperture now enters on the second port in the chamber of the cover, and
maintains the flame until the passage to the flame in the chimney or funnel in the
cover is closed and a passage to the cylinder is opened, when the compressed
compound is ignited, thus the flame is enclosed in the valve cover until the moment
for igniting the compound has arrived, and any tendency to blow out the gas jet is
avoided.
To render the engine more efficient and to work more economically, an equilibrium
relief valve is placed in connection with the governor. For this purpose the valve
casing has a passage communicating with the exhaust pipe. In this passage is a
valve of the poppet form. On the valve spindle is a disc or piston working in a
barrel in the valve casing in such a manner that the pressure in the side cylinder
acts both on the piston and on the valve at the same time in contrary directions,
thus allowing the governor to raise the valve from its seat, no matter what pressure
is inside the cylinder. This valve is attached to the governor by a suitable rod
passing inside the governor spindle or shaft to the top side of the governor bobbin,
where it is attached to a sliding collar worked by the governor bobbin coming
against it when the engine is above its nominal speed.
This collar is so arranged that the collar that works the gas admission valve
will allow the gas valve to be closed before the equilibrium relief valve is opened;
thus when the engine receives no charge of gas no compression takes place in the
cylinder.
In starting large gas engines of this description we make the admission valve so
that it can be turned round by hand, or if a slide valve to be worked by hand
until the admission port is open. The engine is then turned until the exhaust port
is open; the revolving fan is then worked by hand until a charge of air and gas is
obtained in the cylinder.
The admission valve is then closed and the engine turned to a favourable place
for starting. The admission valve is again worked by hand to bring the ignition
port into contact with the charge in the cylinder when ignition ensues, the valve
is then thrown into gear and the engine continues working.
In single acting engines no exhaust valves are required, as the piston acts as onė.
But where the engine is double acting and the cylinder the same length as the
single acting ones, they are required. These valves may be of any approved
construction and worked in any convenient manner.
In engines where it is desired to work at atmospheric pressure alone we employ
a cylinder open at one end, and at the closed end we adapt our improved revolving
valve, and we admit the atmospheric air to mix with the gas through a valve made
of a disc of sheet asbestos with openings made therein so as to give elasticity
thereto, and allow it to work in the manner of a valve, opening to admit air when
the piston recedes and closing as it advances again. When the engine is horizontal
the piston is connected by a link with the free end of a radius rod or lever, which
has its fulcrum in the foundation plate, and to which also is connected the rod
which gives motion to the crank.
By this arrangement the length of the engine is much reduced, as the crank
shaft is placed just below the cylinder end.
When the engine is arranged vertically the fulcrum of the radius rod or lever is
supported on a standard.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Blackett Haigh and John Nuttall in the Great Seal Patent
Office on the 25th August 1881.
WILLIAM BLACKETT HAIGH and JOHN NUTTALL, both of Oldham, in the County
of Lancaster. "IMPROVEMENTS IN THE CONSTRUCTION OF GAS ENGINES."
This Invention relates to the construction of motor engines, in which power is
generated by the combustion of gases or atmospheric air and gas combined either
in a state of compression or at the atmospheric pressure, the force generated by the
expanding gases being utilised for motive purposes.
Such being the nature and object of our said Invention, we will now proceed to
describe in detail the manner in which the same is. to be or may be performed or
carried into practical effect, and in order that the same may be clearly understood,
we have annexed hereunto four Sheets of Drawings illustrative thereof, and have
marked the same with figures and letters of reference corresponding with those
in the following explanation thereof.
Fig. 1, Sheet 1, in the annexed Drawings is a vertical transverse section, Fig. 2
a longitudinal section, and Fig. 3 a plan or horizontal section, showing the
application of our Invention to one of the first named class of engines (namely,
those working with compressed air and gas), and where an ignition takes place for
every revolution of the crank.
In a single acting engine of this class it has been usual to employ a separate
cylinder to take in the air and gas and to compress it. This necessarily increases
the first cost of the engine, and occasions a loss of power or work developed for
motive purposes.
In order to avoid this loss of power, and to lessen the cost of gas engines, we
dispense with the compressor cylinders hitherto employed, and we substitute a
revolving fan a, a, (Figs. 1 and 2) in its place.
This revolving fan may either be placed in connection with the admission valve,
or it may be placed in connection with the exhaust passage b, b, as shown in the
Drawing (which latter arrangement we prefer), also one fan may be employed for
a double-acting engine by using suitable valves worked in any convenient manner,
or it may be adapted to many of the existing gas engines.
This improved gas engine has a passage c, c, which is controlled by a slide d, d,
or by a revolving cylinder valve (as hereafter described), which slide or valve has
suitable ports or passages corresponding to the ports in the cover of the cylinder
end, or (in the case of a revolving valve) to the ports in the cylinder e, e, and allows
a free passage for air to enter the cylinder during the time that the revolving
fan a, a, is acting or extracting the contents of the cylinder.
Enlarged detached views of this part of the engine are shown on Sheet 2 of the
Drawings, Fig. 5 being a section through the cylinder cover.
Fig. 6, a section through the cover cylinder end and slide d, d; Fig. 7, a
view of the face of the cover; and Figs. 8 and 9, views of the two faces of the
slide d, d.
Figs. 7×, 8×, and 9×, are similar views of a slight modification of the ports and
passages in the cover and slide, and Fig. 10 is a section in a transverse direction
to Fig. 6. A detailed description of this part of the engine will be given
hereinafter.
In connection with the slide valve d, d, (or with the revolving valve hereinafter
described) is placed the gas supply valve g, g, (Figs. 5 and 6). This valve g, g,
may either be of the "poppet" form, as shown, or a spindle valve having two faces
upon it, one closing upon the one side, and the other on the opposite side; or it

page_text: may be of the oscillating type, the passage for gas being only open when the engine
is working at its normal speed.
This gas supply valve g, g, is attached to a lever h, h, (Fig. 2) worked by a
collar i, i, on the governor spindle below the ordinary governor bobbin, and so
placed as to be in contact with it during the ordinary working of the engine; but
if the speed of the engine becomes too great, the governors leave the collar i, i, and
allow the valve g, g, to be held to one of its seats by a spiral spring k, k, (Fig. 5),
thus closing the gas supply; or if the engine should be stopped, the weight of the
governors acts on the lever, and closes the valve g, g, in a contrary direction,
thus preventing the gas from escaping during the time that the engine is stopped
working.
In some cases we effect this object by means of a cam which is constantly
revolving, but which only acts when the supply of gas is required.
A passage 1, 1, (Fig. 6) communicates from this valve to the passage m, m, for
air in the slide valve d, d, where the air and gas become mixed, and enter the
cylinder e, e, during the time the piston has arrived at the further end of its travel
or at the termination of its out stroke.
In order to give time for the fan a, a, to extract the contents of the cylinder e, e,
and to introduce a fresh charge, the piston has a somewhat longer stroke than is
usual, and the exhaust passage b, b, is placed a short distance from the termination
of the travel of the piston.
The moment the piston opens communication with the exhaust ports n, n, and
with the fan a, a, the inlet valve d, d, opens for a fresh charge, and allows the
fan a, a, to extract the foul gases, and the next charge of air and gas to rush in and
fill up the space in the cylinder previously occupied by the foul gases.
On the piston returning the connection with the fan a, a, is severed, and the
charge contained in the cylinder e, e, is compressed to the end of its return stroke,
when ignition takes place, and an outward impulse given to the piston.
In the revolving cylindrical valve shown in section at Figs. 21 and 22, Sheet 4
(which we propose to employ in some cases instead of the slide valve d, d,), when
the ports 12, 12, close to the cylinder and to the air supply, the gas supply 13, 13,
still remains open for a short time, and a port 14 opens to the flame at 15 in the
valve cover, a small aperture also opens communication with the compressed
mixture in the cylinder, allowing a small proportion of the compressed mixture to
mingle with the gas in the cylindrical valve, and causing it to burn during the
time the port to the flame in the valve is closing, and a port leading into the
cylinder at 17 is opening and igniting the compressed mixture in the cylinder. A
separate cavity o, o, may be formed as illustrated for the purpose of ignition, which
is separated from the ordinary longitudinal admission passage 12* to 12 by a
partition or midfeather p, p, or this partition may be dispensed with.
When the slide valve d, d, is used, a similar arrangement of admission passages
is made for air and gas, but the ignition takes place in the valve cover f, f.
A small aperture 1 (Figs. 8 and 9) is made through the valve d, d, which during
the return stroke of the piston establishes communication with a port 2 (Fig. 6) in
the cylinder, and the ignition chamber 3 in the slide valve cover f, f. This
chamber has three ports 4, 5, and 6, two of which, 4 and 5, correspond with the
aperture 1 in the slide valve, and the third port 6 with a passage or chamber 7 in
the valve d, d.
The cover ff, is also provided with a supply pipe 8 (Figs. 5 and 7) for supplying
pure gas to the chamber 7, and has also a port 9 for admitting the flame to ignite
the mixture.
When the mixture of air and gas is being compressed, the small aperture 1
(Figs. 8 and 9) through the valve d, d, allows a portion of the compressed mixture
to enter the ignition chamber 3 in the cover f. f, by one of the ports 5. During
this time the passage 7 in the slide valve d, d, has received a quantity of gas, and
the slide d, d, as it moves brings this gas in contact with the ignition chamber 3 in
the cover ff. Immediately this occurs a passage 9 (Figs. 5 and 7) between the

page_text: chamber and the gas jet in the valve cover f.f, opens, and the mixed gases in this
chamber take fire and burn. The small aperture 1 now enters on the second
port 5 in the chamber of the cover f, f, and maintains the flame until the passage
to the flame in the chimney or funnel q, q, in the cover is closed, and a passage 11
to the cylinder is opened when the compressed compound is ignited.
Thus the flame is enclosed in the valve cover f., until the moment for igniting
the compound has arrived, and any tendency to blow out the gas jet is avoided.
To render the engine more efficient and to work more economically, an equilibrium
relief valve r, r, (Figs. 1 and 3) is placed in connection with the governor; for this
purpose the valve casing has a passage- 8, 8, communicating with the exhaust
pipe b, b, and in this passage is a valve r, r, of the poppet form. On the valve
spindle is a disc or piston t (Fig. 1) working in a barrel in the valve casing in such
a manner that the pressure inside the cylinder e, e, acts both on the piston t and
the valve r at the same time in contrary directions, thus keeping the valve in
equilibrio, and allowing the governor to raise the valve from its seat, no matter
what pressure is in the cylinder e, e.
This valve r is attached to the governor by a suitable rod passing inside the
governor spindle or shaft to the upper side of the governor bobbin, where it is
attached to a sliding collar u which is worked by the governor bobbin coming
against it when the engine is working above its normal speed.
This collar is so arranged that the collar i which works the gas admission
valve will allow the gas valve to be closed before the equilibrium relief valve r, r,
is opened; thus when the engine receives no charge of gas no compression takes
place in the cylinder.
In starting large gas engines of this description we make the slide valve (or
the cylindrical valve) so that it can be worked by hand until the admission port
is open.
The engine is then turned until the exhaust port is open and the
revolving fan is worked by hand until a charge of air and gas is obtained in the
cylinder.
The admission valve is then closed and the engine turned to a favorable point
for starting.
The admission valve is again worked by hand to bring the ignition port into
contact with the charge in the cylinder, when ignition ensues.
The valve is then
thrown into gear and the engine continues working.
In single-acting engines (as shown at Figs. 1, 2, and 3,) no exhaust valves are
required, as the piston acts as one, but where the engine is double-acting and the
cylinder the same length as the single acting ones they are required.
These valves may be of any approved construction and worked in any convenient
manner.
In constructing engines where it is desirable to work at atmospheric pressure
alone we sometimes adopt the vertical form as illustrated on Sheet 3 of the
Drawings and sometimes the horizontal form as shown on Sheet 4.
Fig. 12 (Sheet 3) is a vertical section, Fig. 13 an end view, and Fig. 14 a plan
view of a vertical atmospheric engine. Fig. 15 is a plan of the base plate showing
the ports, and Fig. 16 a vertical section through the cylinder and revolving valve.
Fig. 11 is an enlarged section of the revolving valve as applied to the atmospheric
engine, in which case the chamber o, formed by the midfeather p, is an exhaust
chamber.
Fig. 17 (Sheet 4) is an end view, Fig. 18 a longitudinal section, and Fig. 19
a plan or borizontal section of an atmospheric gas engine arranged to work
horizontally.
In engines of this class we employ a cylinder open at one end, as at v, v, and at
the closed end we adapt our improved revolving valve w, w, with its separate
exhaust chamber o, o, and we admit atmospheric air to mix with the gas through
a valve x, x, (see also enlarged view, Fig. 20) formed of a disc or other conveniently
shaped sheet of asbestos with openings y, y, made therein so as to give elasticity
thereto and allow it to work in the manner of a valve opening inwards to admit

page_text: air when the piston recedes, closing by the expansion of the gases, and remaining
closed as it advances again.
When the engine is horizontal, as in Sheet 4, the piston is connected by a
link z, z, with the free end of a radius rod or lever 1, 1, which has its fulcrum in
the foundation plate, and to which is also connected the rod 2, 2, which gives
motion to the crank. By this arrangement the length of the engine is much
reduced, as the crank shaft is placed just below the cylinder end. In some cases
we propose to place the crank shaft just above the cylinder end, attaching the
connecting rod 2, 2, to a continuation of the lever 1, 1, above the link z, z.
When the engine is arranged vertically, as in Sheet 3, the fulcrum of the radius
rod or lever 1, 1, is supported on a standard 3, 3.
Figs. 21 and 22 (Sheet 4) are sections showing the construction and arrange-
ment of revolving valve which we sometimes adapt to the class of single acting
compression engines shown at Figs. 1, 2, and 3, instead of the sliding valve d, d.
Having now described the nature and object of our said Invention, together
with the manner in which the same is to be or may be performed or carried into
practical effect, we wish it to be understood that we claim as our Invention,-
First. The general construction and arrangements of compression and atmo-
spheric gas engines, substantially as hereinbefore described and illustrated by the
Drawings annexed, and especially we claim,-
Secondly. The application (to gas engines working on the compression system)
of a rotary fan for withdrawing the foul gases from the cylinder.
Thirdly. The peculiar construction of the slide valve and cover with its ignition
and other passages.
Fourthly. The improved rotary valve with its separate ignition or exhaust
chamber as applied to compression or atmospheric gas engines respectively.
Fifthly. We claim the construction and application to compression gas engines
of an equilibrium relief valve worked by the governor.
Sixthly. We claim the construction and application to horizontal or vertical gas
engines worked on the atmospheric system of the oscillating radius arm and link
whereby the engine is considerably shortened.
Seventhly. We claim the construction and application to the latter class of
engines of the asbestos valve as shown and described, and
Eighthly. The peculiar construction of the gas supply valve g, g, as described
and illustrated by Fig. 5, Sheet 2, of the Drawings.
In witness whereof, we, the said William Blackett Haigh and John Nuttall,
have hereunto set our hands and seals, this Twenty second day of August,
in the year of our Lord One thousand eight hundred and eighty one.