IMPROVEMENTS IN AND CONNECTED
Year: 1881

page_text: LETTERS PATENT to Charles Linford, of the Leicester Gas Motor Works,
Sidney Street, Leicester, and Charles Thomas Linford, of 50, Cobden Street,
Leicester, Engineers, for an Invention of "IMPROVEMENTS IN AND CONNECTED
PROVISIONAL SPECIFICATION left by the said Charles Linford and Charles
Thomas Linford at the Office of the Commissioners of Patents on the
7th July 1881.
CHARLES LINFORD, of the Leicester Gas Motor Works, Sidney Street, Leicester,
and CHARLES THOMAS LINFORD, of 50, Cobden Street, Leicester, Engineers.
IMPROVEMENTS IN AND CONNECTED WITH GAS ENGINES."
"
This Invention is for improvements in appliances for effecting the feed of gaseous
mixture used in a compressed state in the motive cylinder; also for effecting the
ignition of the compressed gases and for exhausting the residual gases after
combustion through the same valve as that through which the feed and scavengering
charge pass; also for a tappet motion to be used in conjunction with the governor
for regulating the gas supply, and for an arrangement of gear for reversable motion.
from one continuous motion suitable for tram cars, road locomotives, warehouse
lifts and hoists when worked by gas engine power.
For effecting the mixing of the gas and air a rotating cylindrical valve is employed,
having suitable ports for mixing; the valve may be caused to rotate continuously
on a counter shaft, or it may have a semi rotary motion actuated by crank or
eccentric. Another form of valve is employed of cylindrical form fitted with a
valve head and having a rectilinear motion; the valve is fitted with mixing ports
through which gas and air pass to a port over the valve head. After the feed is
effected the valve descends and the ports are sealed. The operations of the feed
and scavengering charge are effected by this valve, which is operated by suitable
cams on a counter shaft.
The ignition of the compressed mixture is effected where a slide is employed by
an arrangement of ports for effecting the circulation (in an ignition port) of
compressed ignited fluid; the supply port for inside ignition jet is formed in the
face next to the seat. In this feed port is formed another similar port communicating
with the main ignition port in the cylinder port. Just before the ignition cavity
communicates therewith in such manner but only one port is employed for ignition,
the circulating port acting in conjunction therewith. By this arrangement the action
D

page_text: is more certain and the number of ports are less. An ordinary relighting jet is
employed for relighting the inside jet after each operation.
According to another arrangement a conical plug is fitted with a counter plug
and leaving an annular space, which reduces the pressure of the mixture which
passes through a small aperture in the lower end of the cone, which is fitted with
a regulation pin or valve adjusted from without. The cone and plug terminate in
a plain face in a cavity or space fitted with a diaphragm, which leaves a space
between for the passage of air and the burning gases. The front part of the said
chamber or cavity is fitted with a valve and seating; the valve may carry the
diaphragm or it may be fixed in the cavity. To the upper part of the valve
seating is fitted a chimney in which burns a gas jet, the air passing under the
lower side of the diaphragm and the ignited gaseous mixture by the upper part to
the chimney. To effect the injection of ignited fluid into the cylinder port a valve
is fitted upon the inner end of the cone, but communicating only with the outer
cavity the outer valve is first closed and then the inner one opened, and the
ignited fluid passes through the annular space and through the before mentioned
small aperture into the cylinder port, and ignition is effected; the valves are
operated by suitable cams and levers from a counter or the crank shaft of the
engine.
'
In order to effect a more perfect combustion of the gascous mixture in gas
engines in which explosions take place in rapid succession, and to neutralizo the
vibrating effects of the residues of combustion and utilize more effectually the gas
employed for motive power, a quantity of compressed air may be injected into
the cylinder during exhaustion, the residues of combustion passing off down a tube
projecting centrally into the cylinder and near to the piston's face when at the end
of its stroke. The mechanism for driving in the air at the base of the projected
tube is arranged behind the working crosshead of the engine, and consists of a
piston fitted with suitable rings and working in a cylinder, which also forms the
guide motion for the crosshead; a cover fitted with a long bush divides the
working cylinder from the blowing cylinder. In this bush runs a steel rod which
is attached to the crosshead and the working piston. For the admission and
exhaustion of the air a rotating valve is employed having suitable ports, and
geared to suit the motion of the pistons. The front end of working cylinder may
be perforated to allow air to flow in and out without any valves being employed
in order that said piston can move freely.
In engines where an explosion is given for every revolution of the crank shaft,
the end of the cylinder may be closed and used as a charging and compression
cylinder, but in engines which have their valve gear adjusted so that no more than
two revolutions are made for each explosion the front end of the cylinder is open;
also in engines where the valve gear is adjusted for three revolutions of the crank
shaft for one explosion. In this latter arrangement the air blowing apparatus is
dispensed with, and the air is drawn in by the working piston through the same
valve which admits the mixture; a separate valve may however be employed.
The employment of the blowing cylinder formed in the motion of the engine aud.
the projecting tube in the explosion cylinder is an improvement upon the blowing
or exhausting arrangement, shown in Patent No. 2824, in the year 1876, granted
to Charles Linford, one of the parties hereto, wherein a bellows is shown to force
air through the slide and through a tube coiled in the explosion chamber to expel
the remaining foul gases into the atmosphere, the bellows being worked from a
second motion shaft, as shown in the Drawings annexed to the Specification of
said Patent, and driven by gear from the fly wheel shaft of the engine. In the
present Invention the gear is dispensed with, as also the bellows, but the tube in
the explosion chamber is made straight and is not perforated, and serves for an
exhaust outlet instead of an air conductor.
The opening of the gas supply valve may be arranged according to the number
of explosions the engine may be designed to make irrespective of the feed and
exhaust valves; the feed valve may be operated at the same speed as the crank

page_text: shaft of the engine, and the gas valve may be timed the same or otherwise by
suitable cams or tappets either upon the crank shaft, the counter shaft, or the
valve rod. The governor tappets employed in this Invention allow of these
different methods of operation; the governing tappets which regulate the move-
ment of the gas valve are both carried upon one stud and work side by side.
Upon one of the levers is secured a steel bit, upon the other slides a sleeve carrying
a similar steel bit, both being secured in such a manner as to gear with each other.
To the sleeve is attached the governor link which moves the sleeve and bit, so that
no motion is given by the one which is always actuated with the cam when the
engine is working. To the lever having the sleeve sliding thereon is attached or
brought into gear therewith the striking bar or lever of the gas supply valve; the.
governor may be of the ordinary type of steam engine governor or a novel form of
governor possessing fewer parts, consisting of one ball or sphere fitted loosely upon
a vertical shaft; the portion upon which the sphere works by the force of
centrifugal impact is bent or sett at an angle with the vertical portion of the
shaft which carries the driving gear. Upon the lower portion of the sphere is
formed a projection which is grooved to receive a sector gearing into a light ring
upon the transmission lever, which is caused to rise and fall according to the action
of the sphere.
The latter part of this Invention relates to hauling gear for gas engines, and
consists of a pinion shaft carrying two friction pinions, and gearing into a friction
wheel upon a shaft at right angles thereto; both pinions are out of gear simul-
taneously, and the pinion shaft running in bearings upon an arm or beam having a
centre or pillar which serves as a fulcrum for each pinion; the pinion shaft may be
coupled direct on to the crank shaft of the engine, or driven detached at pleasure.
The pinion shaft may be moved on the wheel shaft if desired.
The moving of the pivot beam is effected by means of worm and sector when
used for tramcars or road locomotives. The friction wheel shaft is made to carry a bevil
wheel secured by a frame to the driving axle of the car, and gearing into a bevel
wheel on driving axle; the driving and trailing axles are coupled in the usual way
with connecting links. Two or more single action or double action gas engines are
employed when used for tramcars to prevent dust from entering the mixing
chambers and cylinders. We use a circular box connected with the mixing
chamber, in which box is fitted a series of soft wood plates so arranged that air is
caused to pass through perforations of one and round the edge or periphery of the
next, and repeating the operation until the air for the charge is filtered before
reaching the mixing valve. The plates are inserted in a fixed form, so as to
facilitate removal for cleaning. A condenser is also used for the exhaust discharge,
in order to reduce the noise and lessen the heat produced. It consists of a
rectangular box containing a series of plates of metal arranged in close connection
with each other, but each is perforated concentrically with a number of small-
apertures. This box or casing is enclosed in a tank, which is filled with cold water
at starting, and it afterwards receives a supply from the overflow from the water
vessel employed for cooling the cylinders; this need only be used in summer to.
reduce the heat. In winter the exhaust can be carried round the passenger car for
heating purposes. When the condensing apparatus has partly effected the conden-
sation, the exhaust may be caused to pass from the box or casing through a number
of small apertures in the side or cover of the water tank, and into a passage forming
a dip, which allows of further condensation. Only such gases are given off which
will not condense. The steam generated from the condensation of the exhaust is:
passed through a coil pipe underneath the car, where it is condensed, or an air
passage is formed, so that a current of atmospheric air may impinge upon the coil
when the car is in motion. The gas for driving the engines is stored on, within,
or upon the car in suitable reservoirs under pressure, and can be regulated down
by reducing valves upon any well known and approved system to the pressure
required for the engines, also for illuminating purposes in the car.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Charles Linford and Charles Thomas Linford in the Great Seal
Patent Office on the 7th January 1882.
CHARLES LINFORD, of the Leicester Gas Motor Works, Sidney Street, Leicester,
and CHARLES THOMAS LINFORD, of 50, Cobden Street, Leicester, Engineers,
"IMPROVEMENTS IN AND CONNECTED WITH GAS ENGINES."
This Invention relates to improvements in appliances for effecting the feed of
gaseous mixture to be used in a compressed state in the motive cylinder, also for
effecting the ignition of the compressed gases, and for exhausting the residual
gases after combustion through the same valve as that through which the feed and
scavenging charge pass; also for tappet motion to be used in conjunction with the
governor for regulating the gas supply.
In order to effect a more perfect combustion of the gaseous mixture in gas
engines in which explosions take place in rapid succession, and to neutralize the
vitiating effects of the residues of combustion, and to utilize more effectually' the
gas employed for motive power purposes, a quantity of compressed air may be
injected into the cylinder during exhaustion, the residues of combustion passing
off down a tube projecting centrally into the cylinder and near the piston's face
when at the end of its stroke. The mechanism for driving in the air at the base
of the projected tube is arranged behind the working crosshead of the engine, and
consists of a piston which may be fitted with metal packing or not, said piston
forming the guide block or motion for the connecting rod and motive piston. A
cover fitted with a long bush divides the working cylinder from the air blowing
cylinder. The front end of the working cylinder may be perforated to allow the
piston to move freely, or when the blowing cylinder is not used the front end of
the cylinder is open but perforated, and may be fitted with a valve.
Figure 1, Sheet 1 of the Drawings as annexed hereto, shows a horizontal engine
fitted with motive or working piston a in cylinder b; c is the exhausting tube and
d the division plate or cover, with blowing or scavenging piston e forming cross-
head guide for the working piston a, and working in a separate cylinder f; b may
be continued and perforated at g; a connecting rod h connects the motive piston a
with crosshead piston e, which is connected by rod j to crank i on flywheel % in the
usual manner.
Figure 2 is a plan of the same engine, shewing part section of rear end of
cylinder.
.
Figure 3 is an end elevation of cylinder and valve gear.
Figure 4 is a section of improved feed and check valve combined; Figure 5,
plan of same.
Figure 6 is an elevation, and Figure 7 an elevation of tappet motion enlarged.
Figure 8 is an elevation, enlarged, of an improved governor for regulating the
speed of gas engines.
Figure 9, plan of same.
The operation of the engine is as follows:-Supposing the piston a, Figure 1, to
have just reached the end of its instroke and completed exhaustion, upon the
piston moving outwards a charge of combustible fluid is caused to flow into the
cylinder b, whilst atmospheric air alone is drawn into cylinder f by the forward
movement of piston or crosshead e; the combustible fluid, after mixing in valve l,
shown enlarged at Figures 10 and 11, passes through valve m, which may be an
Qrdinary mushroom valve; or the mixing and back pressure valve may be combined,
as shown at Figures 4 and 5, thence the mixture passes to the cylinder by port
n, n, n, where it delivers itself in an annular form round the exhausting tube o.

page_text: After the piston has made its outstroke it returns and compresses the whole into.
the space C, shown beyond the piston's travel. Upon the piston commencing its
next outstroke the charge is ignited and the piston propelled, doing work. The
scavenging piston e has during this operation driven out the air drawn in, but
again it draws in air, and upon the working piston commencing to return to
exhaust the piston e drives the air in the cylinder f through the valve p (Figure 2),
which has closed the former communication with air supply box q, shown in
Figures 1 and 3, and opened communication with the rotating service pipe 8, which
is driven by the pinion on the shaft R, gearing into the wheel on the pipe s. The
bearings form the valve seat and the service for air supply and discharge respec-
tively, and forces the discharging air in the cylinder by way of the valve t,
passage u, valve m, and ports n, m, n, into the cylinder. Just previous to this, for
a short distance of the piston's travel, the valve v has been opened first by means
of lever w and cam x on service pipe s, serving as counter shaft for same; this
allows of the terminal pressure being reduced before the atmospheric air is allowed
to enter. The atmospheric air entering by the port n, n, into the cylinder will
displace the residues of combustion remaining in the space C, while the displaced.
residues will pass down the tube o, and escape by the valve into the
atmosphere.
The complete displacement of the residues of combustion is found by experience
to be essential to the economic use of the combustible gas employed as a motive
power agent. The residual gases present in a cylinder whilst being charged with.
a combustible mixture will be in such proportion as they exist adulterate the fresh
charge, and to such extent prevent perfect combustion. The exhaust valve vis
actuated in the usual manner by cam and lever x, x, x, as shown, Figures 2 and 3.
The gas feed is effected by valve y actuated by lever a, a, and cam b, b, on shaft h,
shown enlarged at Figures 6 and 7. The time of opening the valve is governed by
the governor c, c, in Figures 1, 2, and 3, or by an improved governor d, d, shown
in Figures 8 and 9 enlarged. The tappet motion shown in Figures 6 and 7
operates as follows:-The tappet lever a, a, works upon the stud e, e, the lever d, d.
works upon the boss of lever a, a, the steel pieces f¹, g', gear as shown when
governor is running at normal speed, but upon the speed increasing, the governor
link H raises the slide j', and the steel pieces f¹, g¹, are out of gear, and the gas
valve is not moved. Upon the gas valve v being lifted from its seat the gas passes
from supply pipe through stop valve into chamber U, shown in Figure 11,
and issuing through small orifices marked in Figures 10 and 11, mingle with the
atmospheric air as it passes through port into the cylinder port, or through a
check valve m as shown. The valve gear and counter shaft S and R are actuated
by mitre or bevil wheels at R1, R2, receiving motion from fly wheel shaft of the
engine.
The improved governor shown at Figures S and 9 operates as follows:-The
spindle a runs in a vertical bearing as shown, and carries a bent piece which may
be round, flat, or square, and is attached or formed of one piece with spindle a.
The sphere C is free to move up and down upon B, the groove or race d is turned
true with the spindle a, and revolves therewith. Upon the sphere rising by the
force of centrifugal impact, the groove or race rises therewith, and carries the
sector or ringe which gears with transmission lever f which carries link H',
Figures 6 and 7..
For igniting the compressed gaseous mixture a slide is employed (shown at
Figures 2 and 3), which is used for ignition purposes only, thus reducing the size
of the same and consequent friction. When a slide valve is used for supplying
gaseous mixture as well as for ignition more power for useful effect is obtained.
Figure 4 shows an improved valve for mixing and checking the gaseous mixture
after feed is completed. The valve m is fitted to slide in the seat or casing m³, and
is provided with suitable ports ¹² for air, z for gas admission for mixing; the air.
supplied from the atmosphere through port passes by z¹ and mingles with the,
issuing gas at 2, and passes thence by port by the ignition port. into the

page_text: cylinder port; the gas is supplied by pipe k' through the small hole by valve y
into the chamber 1, from whence it passes through the small apertures into
port z'. When the valve is down, as shown, all the ports are sealed from the force
of the explosion.
Sheet 2, Figure 1, shows the cylinder and valves of a gas engine in section, the
crank shaft being removed, being shown on Sheet 1. The cylinder and valve box
is water jacketed for cooling purposes.
a is the piston; b, the cylinder; C, the compression chamber or space; d, the
exhaust and check valve; e, the secondary exhaust and feed valve; n, the escape
or exhaust pipe; o, the gas supply pipe; p, the air supply box. Qshews the
ignition valve for effecting the ignition of compressed combustible gases.
Figure 2 shows an end elevation of cylinder and valve gear with the base plate
removed.
Figure 3 shows the face of slide valve in its seat, also showing ports for effecting
ignition.
Figure 4 shows section of slide through firing or ignition ports, also, section
through ignition port in supply or feed port of cylinder and section of valve cover.
The operation of the engine is as follows:-Supposing the piston a to be at the
end of its instroke, as shown in Figure 1, and having just completed exhaustion,
said exhaust may be atmospheric air or residues of a previous explosion. The
valve d having been lifted just previous to the piston completing its previous
outstroke, the valve d commences slowly to descend, the valve e has already cut off
the ports i, i, leading to the exhaust pipe and is about to open the feed port j..
The rotating valve supplying the combustible gas is just opening communication
with the gas supply o, the valve e continues to descend whilst the piston a makes
its outstroke, and upon the piston completing its outstroke the valve e closes port j,
and the valve d descends and rests upon its seat, whilst the piston a makes it
instroke, compressing the charge into the space C and ports cl, cl, c¹. Upon the
piston again commencing its outstroke the slide valve Q opens communication
between the ignition port B' and B2, Figure 4, and port c¹, and ignition takes
place. The sudden development of heat and consequent pressure forces the piston
to the end of the next outstroke. The momentum of the fly wheel continues the
movement of the piston for the exhaust stroke, driving out the residues of
combustion by the valve d which is lifted for that purpose, whilst valve e has
reached the extent of its down stroke and is again ascending the port i, i, being
open to the exhaust or escape pipe n. Upon the piston completing its instroke
the valve e closes ports i, i, and opens port j when air alone enters the cylinder,
thus cleansing the ports from all residual gases which remain after the first
exhaustion; upon the piston a completing its outstroke the valve e closes port j,
and still ascending opens communication with i, i, whilst piston a makes its return
stroke. Upon the completion of the stroke the valve e has descended and closed
the ports i, i, and upon the commencement of the next outstroke of piston a,
valve e opens communication with port j for the combustible mixture, and the
operations are repeated. The valve e is operated by means of lever e¹ driven by
crank e², to which it is connected by a link e³. The arrangement of ports for
effecting the ignition is clearly defined in Figures 3 and 4, which represent the
slide valve used for ignition purposes. An advantage is obtained by this system,
inasmuch that where a slide valve has to perform the functions of a feed valve as
well as an ignition valve it is of necessity increased in proportion as the size or
power of the engine increases if the proper supply be given to the cylinder
without attenuation or causing a partial vacuum, which tends to check the piston
whilst a charge is being omitted. By this arrangement however a small slide may
be used for the largest gas engine, whilst the proper amount of gaseous mixture is
admitted to the cylinder without any serious loss of power so that the full power
can be developed from a given size. The slide valve is actuated by a crank c³
(Figure 2) being connected by a link e in the usual manner..
In the Drawing, Figures 3 and 4, an
arrangement of ports is shown, supposing

page_text: the ports B and B to be filled with combustible gas supplied by the groove in
the cover, shown by broken line and marked B8, which is now cut off, the port Bo
has another short port leading out to valve face next to the cylinder and
marked B; this port opens to the port c' one sixteenth of an inch previous to the
port B2 communicating therewith, the valve continuing to travel until the ports
are full open or beyond if preferred. The action is as follows:-When port B³
communicates with port c¹, the pressure of gases in the cylinder enter as shown by.
arrow B will drive the gas in port B partly upwards or towards the end of
port B3 partly into port B2, driving before it the ignited gas, the combustible
mixture maintaining the combustion in conjunction with the air remaining in
port B2. Upon the port B2 communicating with port c¹, the greater area of
port B over port B produces a circulation of the ignited fluid, and causes the
same to be injected into port c¹ by port Bº, as indicated by arrow B7, and ignition
is effected. This arrangement reduces the number and size of ports and consequent
pressure arising from a large port, which is used for admission of charge as well as
for ignition of same. The internal gas flame is maintained as follows:-The.
gas supply pipe B° supplies gas to groove in cover marked B8 which supplies B³.
with gas; air enters at arrow B to support combustion; the gases given off by
combustion are caused by the heat generator to pass up a chimney Be
which fits in a socket cast on valve cover, and pass to the chimney B by
port B³. The ports B and B are both closed immediately after gas supply B8
has been cut off, so that the port B2 is sealed previous to B³ communicating with
port c. The arrangement for the air and gas supply ports is shewn, Figures 1
and 2. o is the gas supply pipe fitted with stop tap or valve in the usual
manner; the gas passes through a small bole z¹ provided with a small valve /c¹
which passes through a rotative valve k, this valve being actuated by the
lever e which also actuates the valve e. Valve may be worked, as shown, by
rack and pinion or link and levers, as shown in Figure 5. Upon the valve k
opening communication with a number of small orifices in port j by an opening
in the side of allows gas to pass j if the gas valve is opened, but when this
remains closed air alone passes through port j, this being supplied through port j'..
and passage p¹, and air box p, which is covered by a plate at the bottem.
annular space is left all round for air to pass through. The interior of box p is
fitted with a series of wooden plates, each alternate one being perforated so that
the air in passing around each alternate one is filtering it before it enters the
cylinder. The plates are shown in Figures 1 and 2, Sheet 1. The gas valve k¹ is
actuated by levers k³, ³, and ³, the levers receiving motion from a cam on the
counter shaft. The governors ke act by means of lever. k³ on a bolt or a sleeve
carried in or on one end of the lever which is secured to the spindle carrying
lever 2, Figures 9 and 10, which shew the improved governor arrange-.
ment by which a certain action is obtained, the bolt or sleeve being in or
out of gear according to the speed which actuates the lever k³. Upon the
governor lever moving the bolt or sleeve 9, as shown, out of gear with the
segment or steel piece the lever is free to move, not being in gear with lever k³.
The lever is fitted with a roller which gears with a cam k³ on shaft k. Upon
the governor lever moving the bolt or sleeve into gear with the piece ko, k
is actuated as soon as the cam gears with roller and the gas valve k¹ is.
opened.
An
An improved arrangement for exhausting the residues of combustion and charging.
the ports and compression chamber and cylinder with atmospheric air is shown,
Figures 5, 6, and 7, and diagram, Figure 8. a is the working piston; b, the
cylinder; C, the compression space; c¹, admission ports; d, composite exhaust and
inlet valve. The action of the engine is as follows:-Supposing the piston a is
about to commence its outstroke the valve d is lifted by means of the lever F
actuated by cam F¹ on shaft k, the valve d having been previously lifted.for.
exhaustion is in the position shown, Figure 5; this further lift or movement opens
the port j through which issues the combustible, mixture in the box and annular

page_text: space round the stem of valve d, and passes through the port c' to fill the cylinder
as the piston a moves forward, but although the rotative feed valve for supplying
combustible gas opens simultaneously with port j the gas supply valve is not
opened until the piston a has travelled one quarter or one sixth of its stroke.
Upon the piston a completing its outstroke the valve e has cut off the port j, and
valve khas closed the port 2, the valve & then suddenly falls and seals the port c¹..
As soon as the piston commences to return a valve v fitted in a box v is lifted
and the gases next the piston are driven out through apertures x formed in the
upper half of the cylinder. b. These apertures lead into an annular space N' formed
in the cylinder casing to which the valve box v₁ is attached; the gases driven out
through the valve v pass down a pipe v into the atmosphere, or the pipe may be
connected to the exhaust pipe and thus lead away the expelled gases. Upon the
piston passing the apertures compression commences for the remainder of the
stroke, which may be from three fourths to five sixths, in order that the compressed
volume may be as high in pressure as in engines which compress the whole of the
charge up to two or more atmospheres, the compression space C being made
correspondingly of less area. The peculiar taper form of the cylinder end or space C
allows the atmospheric air as it enters to gradually expand and force the residual
gases before it, thus it is obvious that if the compression space C is made in area equal
to one of the contents of the cylinder b which is the piston stroke, and one of the
stroke is employed on the return or instroke to drive out the residual gases, there
will remain in the cylinder after that operation combustible mixture and atmo-
spheric air capable of supporting combustion, and of great dilation by the heat
developed by combustion; also the air will prevent premature ignition and loss of
power, and avoid the consequent shock and loss of combustible gas employed for
motive power.
Upon the compression being effected and the piston commencing
its next outstroke the ignition valve makes the communication with the ports c',
Be, and B2, as before described with reference to Figures 3 and 4.
Upon the
charge being ignited the piston is propelled forward and the momentum of the fly
wheel repeats the operation previously described. The combustible gas and
atmospheric air are supplied by a similar arrangement, as described with reference
to Figures 1 and 2. The valve d is formed in one casting, and may be of gun-
metal, phosphor-bronze, or cast iron, and turned to work freely in the box, which
is bored to receive it. The actuating cam is shown on shaft at Figure 6.
lines a to b represent the period of exhaustion, from 6 to c the time of admission
of the air and gaseous charge, and the short curve the fall of the valve for
closing the ports and sealing the ports c¹.
The
The section, Figure 7, shows the annular ring or space n, and also shews the
apertures with the valve connection v². This valve is opened by a lever Fl
actuated by a cam * on shaft 7 which lifts the valve at the required time. The
valve is only lifted upon the pistou a commencing its return stroke so that the
residual gases next the piston may be expelled thereby.
The diagram, Figure 8, represents the path of the main crank on the fly wheel
shaft;
o and o³ represent one quarter of the piston stroke; o² and o* represent one
sixth of the piston's stroke; 1 and 2 represent the two extremities of the stroke;
ob and o represent the distance of piston's travel, during which air is taken in;
from 0 and 0 to 2 the distance combustible gas and air is taken in; from 2 to 0³
and o, the period of expelling the residual gases through the apertures x (Figures 5
and 7); from o³ and o* to 1 the period of compression by the piston a in cylinder b.
The governing action in this engine is precisely similar to the one described and
set forth in Figures 9 and 10, and described with reference to Figures 1 and 2,
Sheet 2. The valve k for admission of combustible gas may be worked in the
same manner or as shown by levers connected to the valve lever F. The tappet
motion may be made as shown, or the lever may work on a stud on the lever k
and may gear direct on to tappet or gas supply valve, or ^ may be keyed on a
spindle or a shaft, as shown at Figures 2 and 6.
The engines may be horizontal, inclined, or vertical.

page_text: Having now described the nature of our said Invention and in what manner
the same is to be performed, we declare that we claim,-
First. The arrangement of a gas motor engine with valves and blowing cylinder
described (Figures, 1 2, and 3, Sheet 1 of the Drawing).
Secondly. The tappet motion as shown in Figures 6 and 7, and as described
(Sheet 1).
Thirdly. The arrangement of valves and mode of operating same, as described
and as shown in Figures 1 and 2, Sheet 2.
Fourthly. The slide valve as shewn, Figures 3 and 4, and as described.
Fifthly. The arrangement of cylinder and ports for the purpose set forth, and
as shown in Figures 5 and 7, and described with reference to diagram, Figure 8
of the Drawings.
Sixthly. The combined feed and exhaust valve (d, e,) arrangement of ports y' and
c, for the purposes described with reference to Figure 5, Sheet 2.
Seventhly. The tappet gear shown in Figures 9 and 10, Sheet 2, as and for the
purposes set forth.
In witness whereof, we, the said Charles Linford and Charles Thomas
Linford, have hereunto set our hands and seals, this Fifth day of January,
in the year of our Lord One thousand eight hundred and eighty two.
CHARLES LINFORD.
(L.S.)
CHARLES THOMAS LINFORD. (L.S.)