Improvements in Gas Motor Engines.
Year: 1895

page_text: Date of Application, 21st Feb., 1895
Complete Specification Left, 20th Nov., 1895-Accepted, 11th Jan., 1896
Improvements in Gas Motor Engines.
We, ROBERT WARNER, Civil Engineer, of Widford Lodge, Chelmsford, and
ROWLAND RACKHAM, Engineer, of Walton-on-the-Naze, both in the County of
Essex, do hereby declare the nature of this invention to be as follows:-
:-
.
Our improvements relate to gas motor engines that are capable of making an
explosion once every revolution in lieu of only once in every two revolutions as
most, gas engines are arranged to do.
The engine is composed of a motor cylinder and of an air pump and a gas pump
worked by a crank eccentric or other convenient means from the main shaft of the
engine.
The gas pump cylinder is of smaller diameter than the air pump cylinder and is
formed as a continuation of it-the plunger of the gas pump being similarly a
continuation of the piston of the air pump.
In order to clear the motor cylinder of burnt or residual gases at the end of each
outward stroke of its plunger an outlet port is provided in the side of the cylinder.
So. soon as by the outward movement of the plunger this port is uncovered air
under light pressure is made to enter the end of the cylinder and to sweep the
residual gases out through the port.
This we effect by admitting air through an inlet valve to the end of the air pump
cylinder nearest to the crank shaft on the in-stroke of the piston and discharging it
on the out-stroke through an outlet valve into a pipe or passage leading to a valve
at the end of the motor cylinder. This pipe or passage we make of sufficiently
large capacity to receive the contents of the air pump without the air pressure in
same rising beyond a few pounds per square inch.
As soon as the power piston at the end of its outward stroke uncovers the
exhaust port in the side of the power cylinder and the pressure in the cylinder is
thereby removed the valve at the end of the cylinder opens and admits the
slightly compressed air into the cylinder thereby flushing out the burnt or residual
gases remaining from the last explosion and filling the cylinder with pure or nearly
pure air at about atmospheric pressure. About the time the power piston on its
return stroke again re-covers the exhaust port a suitable charge of pure air and gas
are discharged separately the one from the other into the motor cylinder and are
compressed as the piston returns and ignited at about the end of the stroke either
by a hot tube or any other well known means.
The admission of the charge of gas and air to the motor cylinder is made through
an inlet valve with concentric openings in the seating-gas entering through one
opening, air through the other. In this way the gas and air entering the power
cylinder in closely adjacent thin sheets become thoroughly admixed and are further
mixed with the air remaining in the cylinder, viz.: the latter portion of the flushing
charge and this forms the proper explosive charge. As no mixing of the gas and
air takes place before entering the power cylinder no explosion can take place
outside of same. The quantity of air that is to be admixed with the gas as it
enters the motor cylinder is admitted through an inlet valve to the rear end of the
air pump cylinder as the piston of this cylinder makes its outward stroke and is
delivered on the inward stroke to a passage leading to the back of the valve at the
end of the motor cylinder which thus serves as an outlet valve.

page_text: .
To allow of the amount of air that is discharged into the motor cylinder with the
gas being regulated an opening is made in the side of the air pump cylinder at a
short distance from its inner end so that on the in-stroke of the piston of this
cylinder the air escapes until the opening is covered and thereby reduces the
quantity discharged into the motor cylinder. The opening may if desired be made
to lead into a small vessel or container into which the air may escape instead of
into the open air. By varying the capacity of this container more or less air may
be discharged into the motor cylinder.
Gas is admitted to the rear end of the gas pump cylinder through an inlet valve
as the plunger makes its out stroke. During the greater part of the instroke the
gas is compressed. The plunger has a passage formed from its inner end to a small
port at its side. When this port comes over an opening in the side of the cylinder
leading to the double seated valve above mentioned gas passes this valve and enters
the motor cylinder at the proper time.
The speed of the engine we regulate by a sliding tubular cut-off gas supply valve
actuated by the governor. This sliding valve may have a groove cut around it
and holes passing from the groove to the interior of the valve to allow sufficient
gas to pass to give an explosion sufficiently powerful to run the engine at its normal
peed with a light load-other holes may be pierced through the valve at different
positions beyond the groove so that when the valve is shifted end wise by the
governor to the full limit of its stroke a full charge is admitted suitable for giving
an explosion that may be considered the best to adopt as that of maximum power.
In this way the engine can be worked from a light to a full load by the amount of
gas admitted by the governor to the gas pump.
Or the groove around the sliding tubular governor may be capable of delivering
a full charge of gas when it opens into the gas delivery port-the engine would
then be governed by a number of entire cut outs owing to the groove not reaching
the gas delivery port when the speed of the engine was too great.
The cut off valve may be worked as preferred either direct from a lever or in
connection with a hit and miss motion under the control of any ordinary well known
governor.
Dated this 20th day of February 1895.
ROBERT WARNER.
ROWLAND RACKHAM.
We, ROBERT WARNER, Civil Engineer, of Widford Lodge, Chelmsford, and
ROWLAND RACKHAM, Engineer, of Walton-on-the-Naze, both in the County of
Essex, 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 :-
Our improvements relate to gas motor engines that are capable of making an
explosion once every revolution in lieu of only once in every two revolutions as
most gas engines are arranged to do.
The engine is composed of a motor cylinder and of an air pump and a gas pump
worked by a crank eccentric or other convenient means from the main shaft of
the engine.
The gas pump cylinder is of smaller diameter than the air pump cylinder and is
formed as a continuation of it-the plunger of the gas pump being similarly a
continuation of the piston of the air pump.
In order to clear the motor cylinder of burnt or residual gases at the end of
each outward stroke of its plunger an outlet port is provided in the side of the

page_text: cylinder. So soon as by the outward movement of the plunger this port is
uncovered, air under light pressure is made to enter the end of the cylinder and to
Sweep the residual gases out through the port.
This we effect by admitting air through an inlet valve to the end of the air pump
cylinder nearest to the crank shaft on the in-stroke of the piston and discharging
it on the out-stroke through an outlet valve into a pipe or passage leading to a
valve at the end of the motor cylinder. This pipe or passage we make of sufficiently
large capacity to receive the contents of the air pump without the air pressure in
same rising beyond a few pounds per square inch.
As soon as the power piston at the end of its outward stroke. uncovers the exhaust
port in the side of the power cylinder and the pressure in the cylinder is thereby
removed the valve at the end of the cylinder opens and admits the slightly
compressed air into the cylinder thereby flushing out the burnt or residual gases
remaining from the last explosion and filling the cylinder with pure or nearly pure
air at about atmospheric pressure. About the time the power piston on its return
stroke again re-covers the exhaust port a suitable charge of pure air and gas are
discharged separately the one from the other into the motor cylinder and are
compressed as the piston returns and ignited at about the end of the stroke either
by a hot tube or any other well known means.
The admission of the charge of gas and air to the motor cylinder is made through
an inlet valve with concentric openings in the seating-gas entering through one
opening, air through the other. In this way the gas and air entering the power
cylinder in closely adjacent thin sheets become thoroughly admixed and are further
mixed with the air remaining in the cylinder, viz.: the latter portion of the flushing
charge and this forms the proper explosive charge. As no mixing of the gas and
air takes place before entering the power cylinder no explosion can take place
outside of same.
The quantity of air that is to be admixed with the gas as it
enters the motor cylinder is admitted through an inlet valve to the rear end of the
air pump cylinder as the piston of this cylinder makes its outward stroke and is
delivered on the inward stroke to a passage leading to the back of the valve at the
end of the motor cylinder which thus serve as an outlet valve.
To allow of the amount of air that is discharged into the motor cylinder with
the gas being regulated an opening is made in the side of the air pump cylinder at
a short distance from its inner end so that on the in-stroke of the piston of this
cylinder the air escapes until the opening is covered and thereby reduces the
quantity discharged into the motor cylinder. The opening may if desired be made
to lead into a small vessel or container into which the air may escape instead of
into the open air. By varying the capacity of this container more or less air may
be discharged into the motor cylinder.
Gas is admitted to the rear end of the gas pump cylinder through an inlet valve
as the plunger makes its out stroke. During the greater part of the instroke the
gas is compressed. The plunger has a passage formed from its inner end to a small
port at its side.
When this port comes over an opening in the side of the cylinder
leading to the double seated valve above mentioned gas passes this valve and enters
the motor cylinder at the proper time.
:
The speed of the engine we regulate by a sliding tubular cut-off gas supply valve
actuated by the governor. This sliding valve may have a groove cut around, it
and holes passing from the groove to the interior of the valve to allow, sufficient
gas to pass to give an explosion sufficiently powerful to run the engine at its normal
speed with a light load-other holes may be pierced through the valve at different
positions beyond the groove so that when the valve is shifted end wise by the
governor to the full limit of its stroke a full charge is admitted suitable for giving
an explosion that may be considered the best to adopt as that of maximum power.
In this way the engine can be worked from a light to a full load by the amount of
gas admitted by the governor to the gas pump.
Or the groove around the sliding tubular governor may be capable of delivering
a full charge of gas when it opens into the gas delivery port--the engine would

page_text: then be governed by a number of entire cut outs owing to the groove not reaching
the gas delivery port when the speed of the engine was too great.
The cut off valve may be worked as preferred either direct from a lever or in
connection with a bit and miss motion under the control of any ordinary well known
governor.
"
The drawings annexed shew a gas motor engine constructed as above described.
Figure 1 shews a longitudinal section of the motor cylinder.
Figure 2 shows a longitudinal section through combined air and gas pumps.
Figure 3 shews a side elevation of combined air and gas pumps with motor
cylinder behind same.
Figure 4 shews the foregoing pumps and motor cylinder in plan.
Figure 5 shews the inlet valve to motor cylinder to an enlarged scale.
Figure 6 shews the gas cut off valve to an enlarged scale.
B is the inlet or suction valve to the side of the air pump A' (see Figure 2) next
the engine shaft.
C (see Figures 2 and 3) is the delivery valve past which the air is discharged
and delivered through the pipe E to the automatic valve D at the end of the power
cylinder.
The pipe E is inade of sufficiently large capacity (either by making it larger in
diameter than it would otherwise require to be, or by fixing a separate vessel F on
same) to receive the contents of the air pump, without the air pressure in same
rising beyond a few pounds per square inch.
G (see Figure 1) is the power piston and H the exhaust port from the power
cylinder.
As soon as the power piston G uncovers the exhaust port H and the pressure in
the cylinder is thereby removed, the automatic valve D opens and admits the air
from. the pipe E into the cylinder to flush out the burnt or residual gases remaining
from the last explosion and fill the cylinder with pure or nearly pure air at about
atmospheric pressure.
I is the inlet valve through which a suitable charge of pure air and gas is
delivered into the power cylinder-it is delivered into the cylinder at about the
time that the power piston G recovers the exhaust port H on the return stroke and
is compressed as the piston returns, and is ignited, at about the end of the stroke,
either by a hot tube, or any other well known means.
The valve I is as shewn at Figures 1 and 5 made with concentric openings
through the seating, one for the passage of air, the other of gas. The air is
delivered to this valve from the back of the air pump A2, air entering this end of
the air pump through an inlet valve J (see Figure 2).
K is the opening made at the bottom of the air pump A to regulate the amount
of air delivered through the valve I to the motor cylinder. On the return of the
piston L the air escapes till the opening K is covered, thus reducing the quantity of
air that would otherwise be discharged into the motor cylinder.
M is the vessel or container into which the surplus air may be allowed to escape
in lieu of into the atmosphere. By varying the capacity of the vessel M more or
less air can be discharged into the motor cylinder.
N is the pump for supplying gas to the valve I and so to the motor cylinder.
The plunger of this pump is as shewn in Figure 2, a continuation of the air pump
piston L.
The gas enters the pump through the suction valve O and is discharged into the
motor cylinder through the inner seating P of the valve I.
To ensure the gas being delivered into the power cylinder at the correct time a
port Q is provided in the plunger R of the gas pump (see Figure 2). The gas
being somewhat compressed when the port Q comes opposite to the opening S
leading to the valve I, it then quickly passes to the valve 1 and into the
cylinder.
The air passes through the outer annular space T of the valve I into the motor
cylinder and the gas through the inner annular space U. The charge of air and

page_text: gas passing into the power cylinder at the same time in very thin sheets around the
periphery of the seatings becomes thoroughly mixed. The gas and air after being
mixed as it enters the power cylinder is further mixed with the air remaining in the
cylinder viz. the latter portion of the flushing out charge, and this forms the proper
explosive charge.
The valve I may be used as described, or if preferred the passages of the air and
gas may be reversed viz.: by arranging the gas to pass through the annular space T
in lieu of the air and the air to pass through the annular space U in lieu of the
gas.
As no mixing of the gas and air takes place before entering the power cylinder, no
explosion can take place outside of same.
V is the circular cut off valve placed near the gas pump valve O for regulating
the speed of the engine.
The cut off valve has a groove W (see Figure 6) formed around its outside, and
a sufficient number of small holes are bored through same into the interior hollow
part of the valve to allow sufficient gas to pass to give an explosion sufficiently
powerful to run the engine at its normal speed with a light load, above the
groove W other holes are pierced through the valve V at different positions, so
that when it is lowered by the governor, to the full limit of its stroke a full charge
of gas is admitted suitable for giving an explosion that may be considered the best
to adopt as that of maximum power.
As the holes above the groove W come opposite the opening X one after the
other until they are all exposed, it follows that the engine can be worked from a light
to a full load by the amount of gas admitted by the governor into the gas pump.
As before stated the holes through the groove W of the valve V may if desired
be made of sufficient area to admit a full charge of gas whenever the groove W
passes the edge of the opening X in the chamber and the engine would then be
governed by a number of entire cut outs, owing to the edge of the groove W not
reaching to the opening in the chamber X.
Entire cut outs would also take place when the engine was working with light
loads and reduced gas supply, if the latter was sufficiently powerful to cause the
engine to exceed its proper speed.
The circular cut off valve V may be worked as preferred, either direct from a
lever, or in connection with a hit and miss motion under the control of any ordinary
well known governor.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
1. An internal combustion gas engine in which the motor cylinder after each,
explosion is flushed out with pure air and afterwards during the return stroke of
the piston has a charge of pure air and gas forced into it-the air and gas not
being mixed until they passed beyond a delivery valve into the cylinder substantially
as described.
2. An internal combustion gas engine in which the piston of the motor cylinder
gives motion to a shaft from which motion is transmitted to an air pump and to a
gas pump which deliver separate streams of air and gas into the motor cylinder
somewhat after the piston of this cylinder commences to make its return stroke and
the exhaust port is closed, the air pump also serving to deliver air under pressure to
the motor cylinder just as the piston of this cylinder completes its outward stroke
and the exhaust port is open so as to sweep out the burnt or residual gases from
the last explosion substantially as described.
3. An internal combustion gas engine of the above kind in which the air pump
is arranged to supply from one end the charge of air for flushing out the power
cylinder and from the other end the air required for mixing with the gas as it
enters the power cylinder, an open port being provided in this end of the pump

page_text: barrel or a port opening into a closed vessel or container for regulating the
quantity of air that is to enter the cylinder together with the gas.
4. The arrangement of the gas and air pumps in a line with one another-the
plunger of the gas pump being formed of smaller diameter than the plunger or
piston of the air pump and as a continuation of it substantially as described.
5. The arrangement of the inlet valve to the power cylinder such valve being
formed with two annular passages, one for the passage of air, and the other for the
passage of gas, the valve acting as the discharge valve from the gas pump and also
from the back end of the air pump substantially as described.
6. The arrangement of cut off valve substantially as described for regulating the
quantity of gas admitted to the engine at each revolution and also entirely
cutting same off when the proper speed of the engine is exceeded substantially as
described.
7. The construction of gas motor engines substantially as hereinbefore described
and illustrated in the drawings annexed.
Dated this 14th day of November 1895
ROBERT WARNER.
R. RACKHAM.