Improvements in Gas and Gasoline Engines.
Year: 1891

page_text: Date of Application. 23rd Mar., 1891-Accepted, 27th June, 1891
COMPLETE SPECIFICATION.
Improvements in Gas and Gasoline Engines.
I, BENJAMIN CADWELL VANDUZEN, a Citizen of the United States of America,
and a resident of the Town of Winton Place, in the County of Hamilton, and
State of Ohio, Manufacturer, 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 :-
In the accompanying drawings, making a part of this application and to which
reference is hereby made,-
-
Figure 1, Sheet 1, is a side elevation of an engine embodying my improvements.
Figure 2, Sheet 2, is a vertical, longitudinal section of the said engine, the
section being taken at the dotted line 2, 2, of Figure 3.
Figure 3, Sheet 3, is a vertical transverse section taken at the dotted line 3, 3, of
Figure 1, that face of the section which is at the right hand in Figure 1, being the
one shown. The mechanism which is within the bed plate is omitted from this
sectional view.
Figure 4, Sheet 3, is a central, vertical, longitudinal section of the valves and
gas lighting device. This section is taken in the plane passing through the dotted
lines 4, 4, of Figure 3.
Figure 5, Sheet 1, is a vertical section of the carbureter of said engine, the plane
of the section being at right angles to the vertical longitudinal plane of the bed
plate of the engine. The carbureter is here shown on an enlarged scale.
Figure 6, Sheet 1, is a horizontal section taken at the line 6, 6, of Figure 5, the
spectator looking down at the lower face of said section.
Figure 7, Sheet 1, is a top view of said carbureter, and of its gasoline supply
pipe, and of the cock controlling the admission of gasoline through said pipe to the
carbureter.
Figure 8, Sheet 3, is a vertical central section of the preferred description of
burner employed to heat the tube for igniting the gas in my engine; said figure
being on an enlarged scale.
Figure 9, Sheet 3, is a front end view of the adjacent end of the valve stem and
of the stud lifted by the eccentric and employed to operate the valve stem, and also
showing in dotted lines the position of the valve stem, when moved out of working
contact with said stud by the governor.
Figure 10, Sheet 2, is a top view of the hinged pieces lifted by one of the cams,
and which pieces respectively operate their respective valve stems hereinafter
mentioned.
Figure 11, Sheet 2, is a front end view of the piece which lifts the stem of the
igniter valve, and also showing the cam roller of said piece and also the lower end
of the said valve stem.
Figure 12, Sheet 2, is a top view of the device shown in Figure 11, and showing
the cam roller by dotted lines and showing in cross horizontal section the lug
whereby the said device is supported.
Figure 13, Sheet 2, is an elevation of that side of the device shown in Figure 11,
which is on the right hand in Figure 3.
Figure 14, Sheet 2, shows in side elevation the cam for operating the inlet and
discharge valves, and also the cam for operating the valve of the igniter.
Figure 15, Sheet 3, is a top view of a convenient device for holding the valve
stem, whereby gas is fed to the engine, in contact with the lifting stud, ensuring

page_text: the operation of said valve and the admission of gas to the engine, when the latter
is started.
A suitable bed or framework A supports the machine. The preferred form of
this bed plate consists of sides A', A', ends A2, A2, and top A³, provided with
opening A, to receive the lower end of the cylinder, and with opening A' to allow
the crank and pitman to operate through it. The top is further provided with a
depression A6, in which are the lower portions of the eccentrics or valve trippers.
Each end A2 of the frame A is provided with an opening A7, and through the
latter the mechanism within said frame can be reached. These openings A', A',
are preferably closed by suitable doors A³, one of which is on the right hand in
Figures 1 and 2. The bottom edges of the frame A are provided with flanges A³
for rendering the frame stronger and more stable.
B represents the vertical cylinder in which the gas is exploded. This cylinder
contains a piston B', suitably packed, preferably as shown, by rings B² of cast
iron.
B3, B³, are springs or oil fingers, whose upper ends are attached to the piston-
head and move with it. The lower or free ends of these oil fingers press against
the inside of the cylinder B, and distribute over it the oil lifted by said fingers from
the annular oil chamber B below the cylinder. This oil chamber B surrounds the
pitman, and the oil fingers B³ dip into the oil it contains at each depression of the
piston.
A recess B located in the lower side of the piston receives the upper end of
the pitman C. The upper end of this pitman is provided with journal bearings in
a suitable box, the journal bearings engaging a cross journal C₁ located in said
recess B and having its respective ends fixed in the respective opposite sides of
the recess.
The lower end of the cylinder B is open, and through this lower open end of the
cylinder, the pitman C extends. The lower end of the pitman is pivotally con-
nected (preferably by journal boxes in the usual manner) at D¹ with the adjacent
end of a walking-beam D. This walking-beam oscillates on a pivotal fulcrum D²,
the ends of said fulcrum being supported in journal bearings D³, upheld by the
framework A. The other end of the walking-beam D is pivotally connected at D₁
to the lower end of a second pitman E. The upper end of this pitman E is
pivotally connected to the free end of the crank F. The crank shaft F1 is supported
in journal bearings F2 supported on pillow blocks resting on and bolted or otherwise
suitably secured to the frame A. This shaft F carries the pulley or gear whereby
the power generated by the engine is communicated to the mechanism which it is
desired to operate.
On this shaft F is preferably fixed, as shown, the fly or
momentum wheel F³ for rendering the action of the engine uniform.
The valve G for controlling the inflow of gas into the cylinder B, and for
enabling the gas to be properly mixed with air, is shown in section, at the left hand
in Figure 4.
The valve H for controlling the outflow of the volatile products of combustion
after the gas has been burned in the cylinder B is shown at the right hand in
Figure 4.
A brief description of said valve will here suffice, riz. :-The valve seat G¹ is
provided with oblique passage ways G2, which latter convey gas from a conduit G³
to the surface of the valve seat. This conduit G³ is preferably annular and
surrounds an inlet or passage way G of the valve. This passage G4 is connected
with the outer air by means of the conduit L. The stem G of the valve slides
through and is supported by the cylindrical bearing G. Thence the valve
stem G extends upward and terminates at the valve piece G³, to which latter it is
attached.
As
The gas chamber G³ receives gas from the gas supply pipe G. The gas supplied
thereto will usually be that received from the gas main or equivalent source.
the valve G' lifts, this gas passes up through the oblique passages G³ to the surface

page_text: of the valve seat. At the same time, air passes through the inlet passage way Gʻ,
and meeting with the said gas, at the valve seat mixes therewith. The gas thus
mixed with air, enters the conduit I, and passes to the cylinder B.
The exhaust valve H consists of a valve seat H' and a valve piece H2 supported
on a stem H³, sliding through and supported by a cylindrical bearing H*.
The opening in the valve seat communicates with the conduit I above and with
the exhaust passage way H' below, the latter communicating through opening H®
with the open air or with a suitable exhaust pipe.
The lighter, that is to say, the device for igniting the gas, in the cylinder B, and
thereby operating the piston of said cylinder in the manner hereinafter set forth,
is as follows,
J is a valve constructed substantially as follows, J¹ is the valve seat and Jo
indicates the valve piece which rests on said seat. The valve piece J is supported
by a stem J3 and the latter slides in and is steadied by a cylindrical support J.
The lower end of this support J' is preferably provided with a stuffing box J³,
located around the stem .J³.
For compactness of construction, the valve support J* passes through the conduit I,
but it occupies only a portion of the width of this conduit, and offers no sensible
obstruction to the passage of the gas through conduit. I from the valve G to the
cylinder B. The space J' above valve J is, when the valve piece J lifts, connected
to conduit I by the passages J, J8, opening at one end into the conduit I and at
the other end into the space left vacant as the valve J lifts, and which latter space
then connects the openings J8 with the space .J'.
Kindicates a vertical cylindrical, located above valve J, and preferably, for
convenience, secured to the upper part of the shell of conduit 1, by means of
flanges on said cylinder bolted to said shell. Through this cylinder K passes a
vertical rod K', the latter occupying the centre of this cylinder. The lower end of
this pipe K communicates with the space J' above valve J, and the upper portion
of said pipe is projected beyond the upper end of cylinder K and terminates in
the hollow sphere K. This sphere has a small opening K³ in its upper extremity
for allowing the bad gas, viz. the dead or consumed gas, otherwise known as the
volatile products of combustion, generated in the space J', when gas is ignited
therein by the red hot pipe K', to escape through said pipe K' into the outer air.
This bad gas escapes from the space J' when the valve J is raised, for the reason
that when the valve J is elevated, the good gas from conduit I is forced into the
space J', and expels the bad gas therein through opening K³, at the same time the
good gas present in said space .J' is ignited by the red hot pipe K₁ and lights
the gas in conduit I, first lighting the gas in space at the side of and below the
lifted valve J. The gas thus lighted in this space lights the gas in passages J,
and this in turn lights the gas in the cylinder B over the piston B'.
Against the interior of the cylinder K, immediately above the point where the
pipe K enters into it, is located an inner lining K, of a non-heating conducting
material, preferably of asbestos. This lining performs the office of preventing
the pipe K from burning out, and also concentrates the heat of the burner upon
the lighting tube K¹ thereby assisting in keeping it red-hot. This burner will now
be described.
Into the space K of the cylinder K, the free end of the gas pipe K³ enters.
This pipe receives gas from a suitable source, preferably from the same source as
does the gas supply pipe G. The inflow of gas through pipe K is controlled by
a suitable cock K, (see Figure 4). The pipe is supported in any desired manner.
For example, by a vertical rod K, fixed to the top of the shell of gas conduit I.
Combined with this pipe is a Bunsen burner, of which K" is a diaphragm in pipe K³.
This diaphragm is centrally pierced by a fine opening K through which a stream
of gas passes.
This stream of gas is ignited at that end of the pipe K which is adjacent to the
space K.
Opening K8 in the pipe K³ to the right of the diaphragm, viz.: on the flame

page_text: side of the latter, connect the interior of the pipe with the outer air. Oxygen
from the outer air is thereby supplied to the burner to feed the combustion. The
amount of air (and consequently the amount of oxygen) supplied to the burner is
regulated by the screw ring K', which later can by rotation, be advanced over the
openings K³ to a greater or less degree as desired, and thus diminish at will, their
size, as regards the inflow of air to the burner. Air is further supplied to the
space K in which the flame of the burner enters by means of the annular
openings K in pipe K, which last named pipe the pipe K³ enters. Thus the
flame is fully supplied with oxygen. By this flame that part of the pipe K' which
is opposite to the pipe K is heated to a red heat.
The passage of gas through gas pipe G into the gas engine is controlled by a
suitable valve, as Go, located between the gas pipe G and the gas supply pipe G",
from which the gas is supplied to the gas main or equivalent source.
:
When gasoline is to be employed to operate my engine, it must be first converted
into gas. Such conversion is preferably accomplished by a novel and useful
carbureter of my own invention, one especially adapted for use in connection with
gas engines. This carbureter is constructed as follows; viz. I indicates a hollow
cylinder, the interior space of which is. near the bottom of the said cylinder,
connected to the conduit L', the latter being connected at its other end as specified,
with the space G4 below the valve G. In other words, the preferred connection
of this carbureter to the inlet valve G is through the conduit L'. When this
carbureter is employed and connected to the inlet pipe L, then inlet gas pipe G³, G",
will be closed by the cock G10, or other suitable means.
:
Within cylinder L and concentric therewith is a smaller pipe L. The lower
end of this pipe L2 passes through the bottom of cylinder Land the interior of
said pipe L there communicates with the outer air. This pipe L2 is held in position
within the cylinder L by any suitable means; the preferred means being those
shown, iz. the flange 13 of the bottom of the cylinder L. This flange L³ extends
downwardly from and below the bottom of cylinder L, and embraces pipe L' and
holds the latter firmly in its upright position. The space in cylinder L around
pipe L2 has no direct communication with the outside air except at the top of
pipe L as is now to be specified. The top of pipe L2 is located some distance below
the top of cylinder L and it is covered by a valve L at all times except when this
valve lifts. The valve L has a valve stem L' which passes into the extension L
of the valve chamber L. This extension L is screwed into the upper end or
head of cylinder L. The valve stem Labuts against the lower end of the stem L
of a valve L, also located in said extension L. The valve L' has a seat at the
upper end of the extension L in chamber L".
The entire length of the valve stem L and the stem of valve L' is such that
the valve is at rest on the top of pipe L2 at the same time that the valve 17 is
seated on the seat of extension L. The periphery of the valve L is provided
with vertical grooves L, and these connect with vertical grooves L9, located in
the stem L of valve L', and connected to like grooves 1 of the valve stem L³.
These grooves. L8, La connect the space L10 above the valve L' with the interior
of cylinder L.
A suitable gasoline inlet pipe L" communicates with said space L over the
valve L. The flow of gasoline through this inlet pipe L" is controlled by a
suitable cock as L12.
The interior annular space in cylinder L is in part occupied by layers or
divisions L13 of fine gauze wire for subdividing the gasoline passing through them
into minute subdivisions and thereby enabling the air to come into contact with a
very large surface of said gasoline and thereby more fully and extensively carburet
the said air.
At the stage of the Specification, I will describe the operation of the
carbureter.
Each time the inlet valve G is raised it allows gas to be drawn into the
cylinder C, and the simultan ous depression of piston B creates a partial vacuum

page_text: in the pipe L. A suction is therefore created in said pipe L'. The external air in
said pipe L then lifts valve L' and also valve L'. The gasoline in space L10 runs
down through grooves L³ and between the valve L' and its valve seat and through
the grooves Linto cylinder L. The passage of this gasoline through said grooves
into cylinder B is immediately hastened by the suction created in pipe L' and in
cylinder L heretofore mentioned. This gasoline thus entering cylinder L falls
upon the valve L' and runs down the inclined top of the latter and falls over its
peripheral edge. As it here falls over said edge of this lifted valve L, it is forcibly
commingled with the air which rushes into cylinder L out of pipe L², directly
beneath this edge of said valve L. This commingled air and gas is rapidly carried
through the gauze rings L¹³, thereby still further commingling the gasoline and the
air therein. The vapor consisting of the air thus enriched or carbureted by the
vapor from the gasoline passes into pipe L', and finds its way through valve Ġ and
conduit I into the cylinder B. In this way, gasoline is manufactured on the spot in
quantities sufficient and of the quality necessary to properly supply the wants of
the gas engine.
When the engine is supplied from the carbureter, the burner K, K³, K³, of the
ignited valve is supplied with gasoline, and feeds itself in any of the well known
modes.
The means for operating and controlling the movement of said valves G, J, and H.
are as follows,--
On the valve stem C, below the valve chamber of valve G is a spring N, and
below the spring is a nut N'. The spring N is compressed between the valve
chamber and this nut N¹. By screwing the nut N' nearer to or farther from the
valve chamber the degree in which the spring is compressed, is decreased or
diminished. A set nut N2 locks the nut N¹ after the latter has been located at the
desired place on the valve stem. This spring N operates to seat the valve G at all
times when the latter is not raised by the valve lifter soon to be described. This
spring also performs the important office of resisting the tendency of the valve to
lift when a vacuum is formed in the conduit I by the downward movement of the
piston B in cylinder B.
The stem J³ is provided with a spring N and nuts N1, N2, operating to keep the
valve J seated whenever the latter is not lifted by cam T. The pressure of gas in
the cylinder B, when compressed by the upward movement of the piston B¹
has a tendency to lift the valve, and this spring resists this tendency to lift
said valve.
The stem H is also provided with a spring N and nuts N1, N2, for the purpose of
keeping valve G seated when not lifted by its valve lifter. This valve H has a
tendency to lift for the same reason that valve G does.
Various means for lifting the valve G, J and H aforementioned, may be employed.
The preferred means of my invention are as follows, A shaft P is journalled on a
bearing P, connected to the frame work A, and carries cam R having an elongated
working surface. The cam operates valve G as follows,-The valve stem G³ of
said valve rests upon a stud G2 fixed in a lifter G¹³ hinged at one end to pivot R*,
and carrying at its free end the roller G the latter resting against the periphery
of the cam R. The revolution of the cam R brings its working surface R¹ into
contact with roller G" and lifts the latter, and with it lifts the lifter G³, and valve
stem G. The pivot R2 is upheld by upright R³ fixed to the bearing P' in turn
fixed to the bed or frame A. The valve stem H³ is operated by lifter H' hinged
at one end to pivot rod R2 and carrying at its free end the roller Hs, resting upon
the periphery of the said eccentric K. The working surface R' of this eccentric R,
as the latter rotates comes in contact with roller H, and lifts it, and lifter H', and
valve stem H³ thereby operating valve H.
The means for operating the igniter valve are as follows, viz.:-
One end of a lifter J is pivotally suspended at J to a fixed stud Jo, or equivalent
portion of the engine. This stud Jo, is, in the present instance fixed to the piece S
fixed to the side of the cylinder B. Arms S1, S2, fixed to said piece S, projects

page_text: horizontally under the valves, and through these arms pass and slide the valve
stems G³, J³ and H. These arms steady the valve stems and with the exception
of valve stem G, in the instance hereinafter mentioned, prevent the stems from any
lateral deflection.
The lifter J has a portion J7 extending to one side of the main portion of the
said lifter, and it is this portion J' which comes directly beneath the bottom of the
valve stem J3. The lifter J also carries a roller J which latter rests upon
the cam T, fixed on said shaft P and having a working surface or point T', as the
cam T turns around, the point T¹ lifts roller J, and the latter lifts the lifter J* and
thereby elevates the stem J3 and its valve J.
It is desirable that the engine itself limit the supply of gas fed to it, in order
that it may not run at a higher rate of speed than is desired, and also that it may
retain an uniform rate of speed in spite of the different amounts of work placed
upon it at different times, according to the various exigencies and demands of the
machine shop, railroad car, or other mechanism it is employed to operate.
The supply of gas can be regulated by a governor in connection with any of the
well known means.
I prefer to employ in connection with the governor a device of my invention, at
once novel, useful and on account of its simplicity, economy and certainty of action,
superior for my purposes to those now in use. This novel device will be described
in connection with the governor.
Vindicates the governor of the usual form fixed to a suitable support, and
preferably fixed as shown to the upper part of the bearing P. The lower portion
of the vertical reciprocating shaft of the governor is connected by a connection Vi
to the end of an arm of a right-angled lever, whose upper arm is at its free end
connected to one end of the coupling rod V³. The other end of this coupling
rod V³ is connected to the stem G. The opening in the bar S2 which receives the
stem G is wider in the direction of the length of the coupling rod V3 than the
thickness of the stem, viz.: as shown by dotted lines in Figure 3. The opening in
the bar S which receives the stem G5 is also widened sufficiently to allow the stem
to oscillate the full length of said opening or slot in bar S2. The width of the said
openings in bars S1 and S2 is however only sufficient to admit said stem G³,
thereby preventing the said stem from lateral oscillation to and from the
cylinder B.
When the engine is working at its normal speed, the lower end of stem G³ rests
upon the stud G12 of the lifter G³, and the engine then takes a fresh supply of gas
at every revolution of the cam, but when the engine is running faster than its normal
rate of speed the balls of the governor lift so that the vertical rod thereof is
depressed and such depression works the lever V2 and advances the coupling rod
away from the stem G and consequently pulls stem G' towards the left side of the
engine, when viewed as in Figure 3, and off from the stud G. When the stem G³
is thus held, the lifter G will rise and fall without having operated the valve
stem G and valve G, because the stud G will pass by the end of stem G³, and
miss it. As soon as the speed of the engine has diminished to its normal rate,
balls of the governor will drop and the end of stem G³ will be brought again
over the stud G2 and the valve G will be again operated, and the engine again
regularly take a fresh supply of gas until the speed rises above the normal, when
the foregoing operation of the governor, lever V2 and stem G will be repeated.
Thus the engine is easily kept running at a uniform and desirable rate of speed.
When the engine is not working, the balls of the governor will fall, and the
stem, G³, will be thrown out of contact with the stud G¹, on the left hand side of
said stud G¹².
When the engine is to be started it is necessary that the stem G be compelled
to engage the stud G13 until the engine shall get into operation and the governor
shall take of the stem G³ as aforemention. For this purpose I employ a hook or
equivalent detent G" (see Figure 15), pivoted on the bar S. Before starting the
engine, the stem G is moved directly over stem G₁, so as to directly impinge

page_text: thereon. The hook G18 is now hooked around the stem G³ as shown in said
Figure 15 and the engine started. The hook thus keeps the stem G in working
condition over the stud G12. When the engine is fully started, the hook G™ is
thrown off, and the governor will regulate the necessary impingements of the
stud G against the stem G.
Another description of such detent is shown by the dotted lines in said Figure 15,
below the figure in solid lines.
gas
The manner in which my engine operates is, in general, as follows,-Gas is first
admitted through the supply pipe into the space G₁ below valve G, and the engine
started. The cam R moves up over from right to left as indicated by the arrow
marked thereon. The working surface R¹ of cam R now lifts roller G14, lifter G13,
stud G¹², stem G', and valve G, thereby admitting fresh gas into the conduit I and
to the upper end of the cylinder B. At the same time, the piston B' is descending
and the fresh gas admitted through valve G fills the enlarging space in the
cylinder B above piston B', as the latter descends. At the time the piston B' has
reached the lowest point of its stroke, the working surface R₁ of cam R will be just
leaving the roller G, and consequently the latter will descend and valve G will close.
As the engine continues to operate the piston B' rises and compresses the in
the cylinder, until it (the piston)_reaches the upward point of its stroke and then
the working point T of the cam T has reached the roller J, and lifting the latter,
thereby lifts lifter J, stem J3, and lifts the valve piece J of the igniter valve.
The fresh gas in the conduit I rushes up past the valve piece J, and coming into
contact with the red hot pipe K, is lighted, and instantaneously burns backward
into conduit I, and cylinder B. Thus in an instant the gas in the cylinder B over
piston B' having been lighted, a great expansion of gas liberated by the combustion
of the aforementioned gas takes place, and with force drives the piston downward.
The igniter valve J after said ignition of gas, immediately closes, as the point T¹ of
the cam T immediately leaves the roller J. As the engine continues to operate
and the piston begins again to rise the working surface R' of the cam reaches the
roller H, and lifts the latter, thereby lifting lifter H7, stem H³, and the exhaust
valve piece H2. The exhaust valve H thus being opened, the volatile products
The working
arising from the consumed gas will pass out of said exhaust valve.
surface R of the cam R does not leave the roller H8 until the piston has reached
the uppermost point of its stroke. The pision thus forces all of the volatile
products of combustion remaining in the cylinder out of the exhaust. Thus nearly
all of the said volatile products of combustion are thereby passed out of the cylinder B
and conduit 1. The working surface R¹ of cam R now leaves roller H³, whereupon
the exhaust valve H immediately closes. The working surface R¹ of cam R next
immediately lifts roller G again, and admits fresh gas to the conduit I and
cylinder B. The foregoing operations are continually repeated and thus the
engine is operated.
It will thus be observed that the cylinder takes gas at every other downward
stroke, and exhausts at every other upward stroke.
As is obvious from an inspection of the drawings, the shaft P is operated by the
train of gear wheels W', W, W2. The gear wheel W₁ is fixed on the shaft P and
engages the gear W', on axis X', journalled in a bearing fixed to the frame,
as shown by dotted lines in Figure 1. This gear W₁ in turn engages the gear
wheel W fixed to and rotated by the crank shaft F'. The relative size of the
wheels are proportioned as shown.
上
It may be here remarked that at the second elevation of the igniter valve
piece J, and at each subsequent elevation thereof, the bad gas, viz.: the volatile
products of combustion in the chamber or space J', is driven up and out of the said
chamber, and through pipe K' and opening K³ of sphere K², by the fresh gas
rushing from the conduit I past the lifted valve piece J6, and into said J7,
so as to turn the cams R and T, relatively to the strokes of piston B' as hereinbefore
described.
space

page_text: Any other train of gear wheels or pulleys, or equivalent mechanism, suitable for
thus rotating the cams aforementioned may be employed.
The governor is also to be operated by any suitable mechanism.
In the present illustrative instance, the governor is rotated by a pinion W³,
meshing with the gear W2, and the shaft W₁ turned by said pinion directly
operating the mechanism of the governor in the usual well known manner, and
substantially as shown.
When carbureted air is to supplied to the machine, and a carbureter as heretofore
mentioned is employed, a valuable saving of gasoline is effected from the fact that
my engine draws just that amount of gasoline needed for the operation of the
engine, and no more.
The governor thus automatically by means of the valve G, causes to be drawn
from the carbureter just the amount of carbureted air sufficient to operate the
engine and keep it running at an uniform rate of speed.
The valve L¼ raises and lets down the gasoline whenever the governor
determines such action shall take place. The purpose of the valve L* is to operate
the valve L. The cock L" regulates the inflow of gasoline to the space Lo, and
keeps the space supplied with gasoline so that the valve L' may let down all of the
gasoline necessary for the operation of the engine.
The conduit I and the upper part of the cylinder is kept hot, when the engine
is running. In this way, the engine can use carbureted air, as the latter, when it
enters the conduit is thereby kept in a gaseous form. Were the conduit I and the
upper part of the cylinder kept cool, the carbureted air or gas would be, under the
pressure present therein, condensed and liquid gasoline be formed in the conduit I
and the engine would no longer operate.
A suitable water jacket Z surrounds the cylinder as far up as the upper surface
of the piston travels therein. An inlet pipe Z¹ communicates with the lower part
of the space of this water jacket, and an exit pipe Z2 communicates with the upper
portion of the space of this water jacket. These pipes Z2, Z', may be attached to
a tank or other suitable conduits or vessels, so as to obtain a necessary circulation
of water around said cylinder to keep the latter cool enough to allow the lubrication
of the said cylinder with oil.
While the various features of my invention are preferably employed together,
one or more of the said features may be used without the remainder, and in so far
as applicable one or more of said features may be used in connection with gas
engines other than the one herein specifically described.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
1. In a gas engine, the combination of the inlet valve G, exhaust valve H,
conduit I, and igniter valve J, having passage way J8 below the valve and com-
municating with conduit I, and space J' above the valve connected, when the valve
piece J is elevated, with the said passage way J8, tube K, located above space J',
pipe K in contact with the said space J' and passing through space K³ of the
burner, and sphere K², communicating with the pipe K', and also having aperture K³,
allowing egress of the gas within into the outer air, substantially as and for the
purposes specified.
2. In a gas engine, the combination of the inlet valve G, exhaust valve H,
conduit I, said inlet valve and exhaust valve opening into said conduit, and igniter
valve J, having passage way J, below the valve and communicating with conduit I,
and space J above the valve connected, when the valve piece J is elevated, with
the said passage way J, tube K, located above the space J', pipe K¹ in contact
with the said space J' and passing through space K of the burner, the tube K
having the annular lining of non-heat-conducting material surrounding the pipe K¹
above said burner space K, ubstantially as and for the purposes specified.
:

page_text: 3. The combination with a gas engine, and with the supply pipe leading thereto,
a carbureter having an air pipe opening upwardly therein, a gravity valve covering
said pipe and lifted by the suction in the engine supply pipe, and an oil valve
engaging the air valve and lifted thereby to pass oil to the surface of the air
valve when it is distributed by the air current, all substantially as described.
4. In a gas engine having a governor and an air and gas supply pipe, a carbureter
communicating with said supply pipe, a feeding valve in said carbureter operated
by the suction in the supply pipe, and an air controlling valve in the supply
pipe, itself controlled by the governor, whereby the suction in the supply pipe
and hence the carburetted supply is controlled by the governor, substantially as
and for the purposes specified.
5. In combination with a gas engine and the supply pipe thereof, a carbureter
communicating with said supply pipe opening upwardly into said carbureter, a
gravity air valve covering said pipe and operated by suction in the engine pipe,
a liquid controlling valve engaging said air valve and operated thereby to feed
liquid upon the surface of said air valve and carbureting rings in proximity to said
air valve, substantially as described.
6. In combination with the suction pipe of a gas engine, the carbureter having
the delivery pipe L' connected to said suction pipe and having the exterior shell L,
interior tube or hollow cylinder L2, carbureting rings L¹³, between said shell L,
and said cylinder L2 communicating with the outer air and provided with valve
piece L resting upon it, and valve stems L' and L", valve piece L', lifted by
valve L, spaces L, L, for the passage of oil past the valve piece L', when the
valve is lifted, space L above the valve piece L', and inlet valve, substantially as
and for the purposes specified.
7. In a gas engine, a governor, and the gas supply valve G, and swinging valve
stem G beneath the valve G, and vertically reciprocating stud G", and lever V⁹
connected to the governor and to stem G³, substantially as and for the purposes
specified.
8. In a gas engine, the inlet valve G and its supporting stem Go, and valve
lifter G¹³, and exhaust valve H and its supporting stem H³, and valve lifter H',
and the single cam R having working surface R', for both valves, substantially as
and for the purposes specified.
9. In a gas engine, the inlet valve G, its lifter G13, and exhaust valve H and its
lifter H', the lifters hinged on the common pivot R2, and both engaging the same
cam R, whose shaft P is at right angles to the common plane passing through the
valves, substantially as and for the purposes specified.
10. In a gas engine, the inlet valve G, its lifter G¹³ and roller G and exhaust
valve H, and its lifter H' and roller H³, the lifters hinged on the common
pivot R2, and both engaging the same cam R, whose shaft P is at right angles to
the common plane passing through the valves, substantially as and for the purposes
specified.
11. In a gas engine, the gas inlet valve, exhaust valve, and igniter valve and
their lifters, and the cams R and T, on a common shaft, and operated thereby,
the cam R in contact with the lifters of the inlet and exhaust valves, and cam T
in contact with the lifter of the igniter valve, substantially as and for the purposes
specified.
12. In a gas engine, the gas inlet valve, and conduit I leading therefrom to that
part of the cylinder which is above the upper stroke of the piston, and above the
said upper part of the cylinder, the said gas inlet valve being arranged for the
admission of air and a volatilized hydro-carbon, and the exhaust valve located in
conduit I between said gas inlet valve and the working cylinder, and an igniter
valve located in said conduit I between the gas inlet valve and the exhaust valve,
thereby heating those parts of conduit I, through which the commingled unignited
air and volatilized hydrocarbon pass on their way to the cylinder, thereby preventing
any condensation of the carbureted air under pressure in said conduit and cylinder,
substantially as and for the purposes specified.

page_text: 13. In a gas engine, the gas inlet valve, and conduit I leading therefrom to that
part of the cylinder which is above the upper stroke of the piston, and above the
said upper part of the cylinder, the said gas inlet valve being arranged for the
admission of air and a volatilized hydrocarbon, and the exhaust valve located in
conduit I between said gas inlet valve and the working cylinder, and an igniter
valve located in said conduit I between the gas inlet valve and the exhaust valve,
thereby heating those parts of conduit I, through which the commingled unignited
air and volatilized hydrocarbon pass on their way to the cylinder, thereby preventing
any condensation of the carbureted air under pressure in said conduit and cylinder,
and the cylinder below the uppermost point therein reached by the piston being
in contact with a water jacket Z, for keeping the lower portion of the cylinder
wherein the piston plays at all times cool, and in proper condition for lubrication
with oil, substantially as and for the purposes specified.
14. A gas engine having an inlet suction pipe in combination with a carbureting
device, consisting of the exterior shell L, gas exit pipe L¹ connected thereto, and
to the said suction pipe of the engine, air inlet pipe controlled by valve L',
valve L, inlet gasoline valve, and means substantially as herein set forth for
enabling air inlet valve L' to operate said gasoline inlet valve L', substantially as
and for the purposes specified.
Dated this 9th day of March A.D. 1891.
BENJAMIN CADWELL VANDUZEN.