Improvements in Gas and Oil Motor Engines.
Year: 1894

page_text: Date of Application, 10th July, 1894
Complete Specification Left, 10th Apr., 1895-Accepted, 1st June, 1895
PROVISIONAL SPECIFICATION.
Improvements in Gas and Oil Motor Engines.
I SAMUEL GRIFFIN Kingston Iron Works Bath Somerset Engineer do
hereby declare the nature of this invention to be as follows:-
My invention relates to improvements in gas and oil motor engines in which two
motor cylinders are mounted in combination side by side with their axis parallel
and working with the ordinary double cycle so arranged as to impart an impulse to
the crank shaft alternately from each cylinder at every revolution at full power.
Hitherto such engines have been arranged with two independent pistons and
connecting rods, each piston and connecting rod actuating a separate crank attached
to the same shaft.
In order to dispense with the extra complication and weight involved in the
above described arrangement, according to my present invention, I mount two
single acting double-cycle cylinders side by side in a suitable casing or water-jacket
with their axis parallel, the said cylinders together with their pistons being
somewhat longer than usual in order to afford ample guiding surface and rigidity
in working. These two said pistons are rigidly connected together at, or near,
their onter ends by means of a light strong crosshead at about the centre of which
(advantageously equidistant between the two said pistons) is jointed a single
connecting rod which is attached in the ordinary way to a suitable crank and
shaft. This said crank shaft may be arranged to work either in a line with, or at,
right angles to the bisection of the axis of the said cylinders. These said cylinders
being arranged either vertically or horizontally as may be found convenient the
details of valve gearing being suitably modified.
According to another modification of my invention I mount two such combinations,
as previously described, side by side with the bisections of the cylinders at right
angles to the crank shaft in such a manner that the connecting rod of each pair of
cylinders will actuate a separate crank. These two cranks being advantageously
combined with the same shaft, such cranks being set at an angle of 180° with each
other (i.e.) opposite.
The valve gearing is so arranged that an impulse takes place in one cylinder of
each combination or pair alternately in succession at full power each crank thus
receives an impulse once in every revolution. By this means I obtain greatly
increased power with steadiness of running and freedom from cyclical variation
the reciprocating parts being at the same time perfectly balanced.
According to another arrangement I mount two such combinations as previously
described opposite each other with the axis of the cylinders in line, the bisection
of the combined cylinders being either in line with or at right angles to the crank
shaft as may be convenient. The connecting rod of each pair of cylinders actuates
the same crank, an impulse being imparted thereto twice in each revolution at
diametrically opposite points. Ignition takes place in one cylinder of each
combination or pair alternately in succession at full power as previously described.
In certain cases where the reduction of space occupied is of importance-e.g.-
launch engines the cylinders may be advantageously arranged in a vertical
position with the crank shaft beneath, the flywheel being mounted on
independent shaft above the crank shaft aud gearing therewith by means of
suitable friction rollers, and running at a speed considerably above that of the
crank shaft, by this means the weight of the flywheel necessary to balance
an

page_text: the motion of the engine may be considerably reduced. In order to facilitate
the starting of the engine, suitable mechanism may be arranged so as to easily
and quickly engage and disengage the said friction rollers so that the flywheel
may be easily revolved at a considerable speed by any suitable means independently
of the crank shaft, and while thus revolving being engaged by means of the said
mechanism with the said friction rollers, the crank shaft will revolve causing the
first impulses to be obtained in the cylinders after which the engine continues
working in the usual manner.
To effect the ignition of the working charge in the combined cylinders alternately,
I employ two separate ignition tubes arranged either vertically or horizontally in
communication with the combustion chamber of each cylinder.
These two said ignition tubes being surrounded by a casing in which they are
simultaneously heated to the required temperature by any suitable means-
preferably that described in my Specification No. 8733 of 1892.
In order to facilitate the examination and cleaning of the combustion chambers
and passages connected therewith, I arrange the valves and gearing connected
therewith on the side of the cylinders so that the ends of the combustion chambers
may be closed by means of simple covers unencumbered by working gear of
any kind.
C T1
1004
SAMUEL GRIFFIN.
I, SAMUEL GRIFFIN of Kingston Iron Works, Bath, Engineer, 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:—
My invention relates firstly to improvements in gas and oil motor engines in
which two motor cylinders are mounted in combination side by side with their axes
parallel and working with the ordinary double cycle so arranged as to impart an
impulse to the crank-shaft alternately from each cylinder at every revolution at
full power.
Hitherto such engines have been arranged with two independent pistons and
connecting rods each piston and connecting rod actuating a separate crank attached
to the same shaft.
In order to dispense with the extra complication and weight involved in the
above described arrangement according to my present invention I mount two single
acting double cycle cylinders side by side in a suitable casing or water jacket with
their axes parallel the said cylinders together with their pistons being advantageously
somewhat longer than usual in order to afford ample guiding surface and rigidity
in working.
These two said pistons are rigidly connected together at or near their outer
ends by means of a light strong crosshead at about the centre of which
(advantageously equi-distant between the two said pistons) is jointed a single
connecting rod which is attached in the ordinary way to a suitable crank and
shaft. This said crank shaft may be arranged to work either in a line with
or at right angles to the bisection of the axes of the said cylinders. These
said cylinders being arranged either vertically or horizontally as may be found
convenient the details of valve gearing being suitably modified.
According to another modification of my invention I mount two such combinations
as previously described side by side with the cross-sections of the cylinders at
right angles to the crankshaft in such a manner that the connecting rod of each
pair of cylinders will actuate a separate crank, these two cranks being formed

page_text: or mounted on the same shaft and set at an angle of 180° with each other
(i.e. opposite) or more than two such combinations may be used if desired and the
cranks may be set at any other suitable angle as desired.
The valve gearing is so arranged that an impulse takes place in one cylinder of
each combination or pair of cylinders 'alternately in succession at full power each
crank thus receives an impulse once in every revolution. By this means I obtain
greatly increased power with steadiness of running and freedom from cyclical
variation the reciprocating parts being at the same time perfectly balanced.
According to another arrangement I mount two such combinations as previously
described opposite each other with the axes of the cylinders of each combination
in line the bisection of the combined cylinders being either in line with or at right
angles to the crankshaft as may be convenient. The connecting rod of each pair
of cylinders actuates the same crank (or it may be separate cranks) an impulse
being imparted thereto twice in each revolution at diametrically opposite points.
Ignition takes place in one cylinder of each combination or pair of cylinders
alternately in succession at full power as previously described.
In certain cases where the reduction of space occupied is of importance e.g.
launch engines the cylinders may be advantageously arranged in a vertical position
with the crank shaft beneath, the fly-wheel being mounted on an independent shaft
above the crank shaft and gearing therewith by means of suitable friction rollers
and running at a speed considerably above that of the crankshaft by this means
the weight of the fly-wheel necessary to balance the motion of the engine may be
considerably reduced. In order to facilitate the starting of the engine suitable
mechanism may be arranged so as to easily and quickly engage and disengage the
said friction rollers so that the flywheel may be easily revolved at a considerable
speed by any suitable means independently of the crank shaft and while thus
revolving being engaged by means of the said mechanisin with the said friction
rollers the crank shaft will revolve causing the first impulses to be obtained in the
cylinders after which the engine continues working in the usual manner.
To effect the ignition of the working charge in the combined cylinders
alternately employ two separate ignition tubes arranged either vertically or
horizontally respectively in communication with the combustion chamber of each
cylinder these two said ignition tubes being surrounded by a casing in which
they are simultaneously heated to the required temperature by any suitable means;
or as au equivalent thereof a single ignition tube may be employed in such casing
such ignition tube being attached to a suitable base and communicating respectively
with each cylinder or combustion chamber in the pair of cylinders-each such
opening being in direct communication with the said ignition tube and controlled
by suitable valves operated either by the direct pressure of the compressed charge
or said valves may be mechanically operated in any suitable manner. In either
arrangement my object is to dispense with the second ignition casing or chimney
with its heating flame as usually employed in double cylinder engines by thus
arranging a single chimney and heating flame for each pair of cylinders to do
duty for both cylinders in said pair thus considerably decreasing both complication
and expense in working.
In the case of oil engines the means of heating the ignition tube or tubes may
be that described in my Patent No. 8733 of 1892.
In order to facilitate the examination and cleaning of the combustion chambers
and passages connected therewith in certain cases I may arrange the valves and
gearing connected therewith on the side of the cylinders so that the ends of the
combustion chainber may be closed by means of simple covers unencumbered by
working gear of any kind.
DESCRIPTION OF THE DRAWINGS.

page_text: elevation through the cylinders showing method of connecting the pistons with
each other and with the crank. This arrangement is specially suitable for boat
propulsion or other portable or locomotive purposes.
The same letters indicate the same parts in each of these Figures 1 and 2.
A is cylinder casing or water jacket.
B B' are pistons working in the cylinders C C¹.
D is connecting rod attached to the steel crosshead E which rigidly connects the
two pistons B B
F is crank which receives its motion in the usual way from the connecting
rod D.
Referring specially to Fig. 1-G is the fly-wheel mounted on the independent
shaft H. this shaft being fitted with friction wheels I I¹ which gear with corre-
sponding wheels J J' fitted to the crank shaft K.
The said friction wheels can be thrown into and out of gear by means of the
hand lever L which imparts motion to the cams M M which by means of the
rods N N¹ raise or lower the bearings N' N' in which the shaft H revolves. A
quick rotating motion is imparted to the flywheel when out of gear with the
crankshaft by means of the hand lever O which moves the internal tooth wheel P
by means of the pawl Q the motion of the wheel P being transmitted directly to
the shaft H by means of the pinion R with which it gears only when the friction
wheels II and J J¹ are out of contact.
The action of the entire combination is as follows:-
The friction wheels II¹ having been lifted out of contact with the friction
wheels JJ by means of the lever L a quick rotating motion is imparted to the
flywheel G by means of the lever O and intermediate mechanism as previously
described. The position of the lever L is now quickly reversed thereby bringing
the friction wheels I. 1' and J J' into contact when the momentum of the
flywheel G is immediately imparted to the crank shaft K and thence to the
pistons B B. A combustible charge is thus drawn into the leading cylinder
compressed and fired giving the first impulse after which the engine continues
working in the ordinary way-an impulse taking place alternately in each double
cycle cylinder CC at every revolution of the crankshaft at full power such
impulses being communicated direct to the crank F by means of the single con-
necting rod D. It is to be noted that when the fly-wheel G is in its normal
position revolving with the friction wheels II and J J in contact the pinion R
is cut of gear with the internal toothed wheel P consequently the whole of the
starting gear is at rest.
The valve gear and heater shown on Fig. 1 for the sake of completing the
drawing as an oil engine not forming any part of the present invention is not
described. Such valve gear may be modified in any way required without departing
from the nature of my present invention.
Referring now to Sheet 2-Fig. 3 is side elevation of two such combinations
of cylinders as shown in Fig. 2 fitted to a single base or frame and arranged to
actuate a single shaft having two cranks set at an angle of 180° with each other
i.e. opposite. This arrangement being in accordance with the second modification
herein before described. The cylinder casings A A' are united to the base or
frame G by means of the pillars H H₁ there being corresponding pillars at the
other side as shown in Fig. 2 which serves as a front elevation. The double
pistons B' Fig. 3 contained in the casing A' are at their extreme outstroke being
connected by the rod D' with the crank F' which is consequently at its bottom
centre. The double pistons contained in the casing A are at their extreme
instroke the crank F with which they are connected being consequently at its top
centre. The cranks F F¹ are connected with the shaft E at an angle of 180°.
Any suitable valve gear may be arranged to operate the cylinders either with gas
or oil vapour.
For convenience of description I shall designate the cylinders in each casing
Nos. 1 and 2 it being obvious that either cylinder may be made to answer to either

page_text: number according to the setting of the valve gear which controls the inlet and
exhaust.
The engine being in motion in the position shown in the drawing No. 1 cylinder
in the casing A being charged with a compressed combustible compound ignition
will take place the expansion causing the crank F to make oue half revolution-
the corresponding cylinder No. 2 in the casing A being at the same time charged
by the outward stroke of its piston. During this same half revolution the crank F¹
will turn as far as its top centre thereby compressing the combustible charge
contained in the cylinder No. 1 in casing A' while the products of combustion
or air contained in the cylinder No. 2 in A¹ is expelled. The compressed charge
in the cylinder No. 1 of A' is now ignited its expansion causing the crank F' to
complete its revolution as far as its bottom centre, during this stroke cylinder No. 2
in A¹ is charged with combustible compound while the charge in cylinder No. 2
in A is compressed the products of combustion in cylinder No. 1 in A being
ejected.
Ignition now takes place in cylinder No. 2 in A the expansion causing the
crank F to turn as far as its bottom centre cylinder No. 1 in A being again
charged by the outward action of its piston. During this stroke the crank F will
turn as far as its top centre compressing the charge in cylinder No. 2 in A'
while the products of combustion contained in cylinder No. 1 in A¹ will be
expelled. Ignition now takes place in cylinder No. 2 in A¹ the above described
succession of cycles being repeated thus causing two impulses to be given to the
crank shaft in each revolution. By means of this arrangement I obtain great
power together with freedom from cyclical variation the reciprocating parts being
perfectly balanced perfect steadiness in working together with freedom from shock
is secured at any desired speed.
Referring now to Sheet 3-Fig. 4 is a front elevation partly in section of two
combinations of cylinders as previously described these being arranged horizontally
in accordance with the third modification hereinbefore described.
The combined cylinders C C are fitted to the water jackets or casings A A'
in these cylinders slide the double pistons B B which are firmly united by the
crossheads E E¹. These combined cylinders are mounted on a base F. opposite
each other with the bi-sections of the combined cylinders at right angles to the
crankshaft G which is placed midway between them.
Each pair of combined cylinders is connected with the single crank H by means
of the connecting rods D D.
The cycle of the cylinders is precisely that described in reference to Fig. 3.
The impulses following each other alternately in one cylinder of each combination
it follows that an impulse will be imparted to the crank H twice in every
revolution at full power. The valve gear may be arranged in any suitable
manner to operate the cylinders with ordinary gas or oil vapour as may be desired.
It will be obvious that one pair of cylinders may be omitted if desired in such
case the crank H receives one impulse every revolution precisely as described in
reference to Figs. 1 and 2.
One special feature of my invention is this that the two motor cylinders of each
combination being in such close proximity to each other the lighting of the charge
in each cylinder can be readily accomplished by means of an ignition tube or
tubes heated in a single casing or chimney by a suitable flame thus entirely
avoiding the expense and complication of two separate igniting apparatuses such
as is usually necessary with ordinary double cylinder engines.
Referring now to Sheet 4-Figs. 5, 6 and 7 represent respectively arrangements
of casing or chimney in which is heated the tube or tubes for firing the working
charge in the cylinder A. Fig. 5 is a single ignition tube surrounded by the casing
or chimney B in which it is heated by a suitable flame. This tube commuuicates
by means of the passage D with the passages C C one of which leads direct to
the combustion chamber of one cylinder and the other to the other cylinder-
communication between these passages being respectively closed or opened by the

page_text: double-seated valves E E' which are held on their lower seatings by the
springs F F1.
'
The action is as follows:-
When the combustible charge contained in the cylinder communicating with C¹
is nearly at full .compression the valve E will be lifted from its lower seating
against its upper seating by the said compression as shown--the corresponding
valve E remaining at the same time firm on its lower seating and thus shutting all
communication between D and C. The compressed combustible charge will now
pass into the incandescent tube A where it will be ignited. Immediately the
resultant pressure is relieved by the exhaust the valve E will drop on its lower
seating thus closing communication between D and C¹.
At the following compression of the charge in the corresponding cylinder com-
municating with the corresponding action already described will take place.
In Fig. 6 the arrangement and action is the same as that just described in
reference to Fig. 5 with the exception that the valves E E' are moved at the proper
time by suitable external mechanism instead of internal pressure.
Fig. 7 represents the arrangement of two separate ignition tubes A A' contained
in a single casing or chimney B where they are simultaneously heated by a suitable
flame. Each tube A A¹ alone communicates directly with one of the combined
cylinders by means of the passages CC, a timing valve may be used with this
arrangement if desired.
The ignition of the charge in each cylinder is effected by the tube with which
it is in communication in the ordinary way.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
In a gas or oil motor :-
1. The employment of double or conjugated pistons rigidly connected to each
other at the outer end thereof and working in suitable cylinders parallel to each
other.
2. The employment of double or conjugated pistons rigidly connected to each other
at the outer ends thereof and working in suitable cylinders parallel to each other
substantially in the manner and for the purposes hereinbefore described.
3. In a gas or oil motor having two cylinders arranged parallel to each other and
a piston operating in each such cylinder the combination therewith of a crosshead
to which the outer end of each such piston is rigidly attached and slots or guide-
ways in which said crosshead is adapted to slide reciprocally.
4. In a gas or oil motor having two cylinders arranged parallel to each other
and a piston operating in each such cylinder the combination therewith of a cross-
head to which the outer end of each such piston is rigidly attached and slots or
guideways in which said crosshead is adapted to slide reciprocally substantially in
the manner and for the purposes hereinbefore described.
5. In a gas or oil motor having two cylinders arranged parallel to each other and
a piston operating in each such cylinder the combination therewith of a crosshead
to which the outer end of each such piston is rigidly attached guideways in which
said crosshead is adapted to slide reciprocally and a connecting rod from the said
crossbead to the motor crank.
6. In a gas or oil motor having two cylinders arranged parallel to each other and
a piston operating in each such cylinder the combination therewith of a crosshead
to which the outer end of each such piston is rigidly attached guideways in which
said crosshead is adapted to slide reciprocally and a connecting rod from the said
crosshead to the motor crank substantially in the manner and for the purposes
hereinbefore described.
7. The combination and arrangement of double or conjugated pistons rigidly
connected together at their outer ends by means of a crosshead such pistons
working in suitable parallel cylinders slotted longitudinally at their outer ends

page_text: where they lie next to one another to permit the reciprocal movement of the cross-
head and a connecting rod connecting said crosshead with the motor crank.
8. The combination and arrangement of double or conjugated pistons rigidly
connected together at their outer ends by means of a crosshead such pistons
working in suitable parallel cylinders slotted longitudinally at their outer ends
where they lie next to one another to permit the reciprocal movement of the
crosshead and a connecting rod connecting said crosshead with the motor crank
substantially in the manner and for the purposes hereinbefore described.
9. The arrangement and combination of two pairs of double cylinders and two
pairs of connected pistons therein so disposed in relation to each other that when
one pair of pistons is at full outstroke the other pair will be at full instroke such
combination being arranged to actuate a single crank or double cranks set opposite
each other substantially as and for the purposes herein before described.
10. The improved arrangement of fly-wheel mounted on a shaft independent of
the crank shaft and adapted either to drive or to be driven by the latter substantially
as and for the purposes herein before described.
11. The herein described arrangement and combination of parts whereby the
flywheel may be set in motion independently of the crank shaft and afterwards
brought into gear therewith for the purpose of starting the motor to which it is
applied substantially as and for the purposes herein before described.
12. The combination with a pair of cylinders of a single igniting apparatus a
separate communication leading from each such cylinder respectively to said single
igniting apparatus and means to independently open or close each such communi-
cation at the proper time substantially in the manner and for the purposes
hereinbefore described.
13. The combination of two ignition tubes in one casing adapted to ignite the
charge in each of a pair of cylinders said tubes being both heated in one flame
an independent connection from one tube to one of the cylinders and a separate
connection from the other tube to the other cylinder substantially in the manuer
and for the purposes herein before described.
14. The improvements in or in connection with gas and oil motors arranged
constructed combined and acting substantially in the manner and for the purposes
herein before described and illustrated in the drawings hereunto annexed.
Dated this 10th day of April 1895.
TONGUE & BIRKBECK.
Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Applicant.