IMPROVEMENTS IN THE CONSTRUCTION OF GAS ENGINES AND IN
Year: 1883

page_text: LETTERS PATENT to Lewis Hallock Nash of Brooklyn in the County of
Kings and State of New York in the United States of America for an
Invention of IMPROVEMENTS IN THE CONSTRUCTION OF GAS ENGINES AND
COMPLETE SPECIFICATION filed by the said Lewis Hallock Nash at the
Office of the Commissioners of Patents on the 27th November 1883.
LEWIS HALLOCK NASH of Brooklyn in the county of Kings and State of New
York one of the United States of America IMPROVEMENTS IN THE CONSTRUCTION
OF GAS ENGINES AND IN CERTAIN METHODS OF OPERATING THE SAME
The object of my invention is to produce a light compact, durable, efficient and
powerful gas engine, and to utilize the heat usually lost in a water-jacket which I
dispense with. Authorities on the gas engine state in relation to the amount of
heat utilized in gas engines of the best type that the amount of heat converted
into useful work is about 16 per cent; heat abstracted by cooling water, 51 per
cent; heat expelled with waste gases 31 per cent; loss by radiation 2 per cent.
My invention is primarily directed to the saving of the heat abstracted by the use
of a circulation of water usually employed to cool the working cylinder and also
to effect a partial saving of the heat expelled by the waste gases. This great
saving is effected by utilizing the compressed working fluid of the engine after
compression to cool the heated portions of the engine on its way to the working
cylinder while the saving of the heat lost in the waste gases is effected by provision,
which allows of a high degree of compression of the charge and consequently of a
greater expansion. This provision consists in injecting cold water into the gas
compression chamber with the gases before or during their compression.for the
purpose of taking up heat produced by the compression of the gases and thus
reduce the power required for compression and deliver the compressed gases there-
from at a comparatively cool temperature so as to render it a heat absorbing
element in its passage to the working cylinder. An important matter of my
invention also consists of a novel construction whereby the parts subjected to wear
are arranged so as not to be immediately effected by the heat developed in the
0.17

page_text: power cylinder whereby the power cylinder may be operated under a greater degree
of heat than usual. There are other matters of improvement in construction and
in combination which will be described preparatory to a designation of what is
claimed as my invention. The construction of my engine is such that the heat
abstracted by the compressed working fluid from the power cylinder in cooling it
is not lost but this heat serves to increase the elastic force of the working fluid
and is taken up both as the fluid is caused to pass over the working cylinder and
into it. The storing chamber for the compressed working fluid is made air-tight,
surrounds the power cylinder and also the working parts of the engine and this
gives a very advantageous construction for effecting the lubrication of the working
parts and of the power cylinder. In gas engines, the lubricating material becomes
hard by reason, of the dry heat used, and the working cylinder has to be frequently
cleaned out, and to prevent this I utilize the storage chamber for the compressed
working fluid as a reservoir for water and for the lubricant whereby, the working
fluid is kept moist, and the oil kept liquid upon, the heated working parts, the
construction of the piston being such as to work without lubrication other than it
receives from the compressed working fluid, and the vapor of oil and water which
may pass in with it.
A vat of oil without the moistening effect of hot water and
the watery vapor would not maintain the lubricant in a moist condition nor allow
the lubricated, heated, parts to be constantly washed by hot water and thus kept
clean. The return or back stroke of the piston is aided by the pressure of the
compressed gas in the storage chamber which acts upon the enlarged hollow piston-
rod thus rendering the engine partially double acting. Having briefly stated
the several matters of my invention. I will now proceed to describe more
specifically my invention reference being had to the accompanying drawings
which illustrate one form of engine adapted for carrying it into practical effect.
Figure 1 represents a vertical central section of an upright single acting gas
engine, showing the piston at the point of ignition. Figure 2 represents a similar
view taken at right angles, to Figure 1 showing the valve operating connections
Figure 3 is a side view the rear part of the casing being removed to show the
eccentric valve connections, and the air inlet port, Figure 4 represents a horizontal
section taken on the line A B of Figure 2 showing the valves in position to close
the cylinder ports: Figure 5 represents a horizontal section taken on the line CD
of Figure 2 showing cylinder and valve inlet ports, the valves being reinoved.
Figure 6 represents a vertical section of the valves showing their position during
the return stroke of the piston. Figure 7 represents a similar section showing the
valves in the position they occupy during the first part of the forward stroke as
the charge is being admitted. Figure 8 represents the valve-chests in section and
the valves in elevation in the position they occupy at the instant of the ignition of
the charge. Figure 9 represents a section of the valve which governs the admission
and discharge of the working fluid. Figure 10 represents a section of a modified
form of the rocking-joint uniting the piston rod with the connecting rod, Figure 11
a similar section taken at right angles to Figure 10. Figure 12 a cross section
taken on the line x x of Figure 11 and, Figures 13, 14 and 15 are sectional details
of another modification of the rocking joint. I have shown my invention as applied
to a single acting engine, in which the working cylinder A is arranged in an
upright position within an upright case or shell F which encloses it and the
operating connections, the cylinder being arranged at the top of the case and either
cast or formed separately with it, and closed at its upper end by a removable head H¹
which may be made hollow and communicate with the gas storage space C if
desired. This shell or case forms the storage chamber C for the compressed
working fluid, and the latter therefore surrounds the cylinder as a heat absorbing
medium. It also forms a reservoir for water and oil by which to keep the working
fluid moist and to lubricate the working parts. The valves are also partially or
may be entirely enclosed by the case, and thus obtain the advantage of the cooling
effect, of the working fluid upon the valves also, The forward end of the working
cylinder forms the compression chamber C³ wherein the gaseous mixture is supplied

page_text: compressed and forced into said storage chamber C where it is constantly
maintained under compression for immediate use in the cylinder. The other
end of the cylinder is the power end into which the gases are admitted by the
valves and ignited in any suitable way. The forward or lower end of the
cylinder A terminates in an open cylinder C¹ of less diameter than that within
which the piston works and forms a bearing for the trunk or hollow rod R which
supports the piston and acts as a slide-way to it. This smaller cylinder has
sufficient length to form a good bearing and tight joint for the hollow piston-rod
which opens into the storage chamber and thereby gives the advantage of a force
to drive the piston on its back stroke from the pressure of the stored gases acting
upon the enlarged piston rod and the various surfaces exposed to said pressure.
The enlarged diameter of the piston rod takes up much of the compression
chamber C³ and necessarily diminishes the volume of this chamber and should be
so proportioned as to compress the amount of gaseous mixture required by the
engine. The piston P does not touch the working cylinder, being supported by.
the rod R and provided with a packing ring D suited to stand a high temperature.
A cap or cover H is suitably secured over the rear end of the piston to protect it
from the direct contact of the ignited gases and in the construction shown, to form
a communicating space C³ Figure 1 between the cylinder space C³, the hollow piston-
rod, and the storage chamber The greatest heat will be developed in the end of the
cylinder where the gases ignite and this part of the cylinder will become very hot
and the cap H working within this hotest part of the cylinder nearly fills it on the
return stroke of the piston and by making the cap H of sufficient length the ring D
will be caused to work in a comparatively cool part of the cylinder. If found.
necessary the capped end of the piston may be supported by a rod passing through
the cylinder head. In this construction I arrange a stop valve V, within the piston,
as shown in Fig. 1 by which the gases are caused to pass, at each compressing
action of the piston, from the cylinder space C³ into the piston-space Co and from
thence down through the hollow piston rod R into the storage chamber. The
valve V for this purpose is arranged to open upward into the cap space C³ and is
closed by a spring of suitable strength. The valve however may be placed at the
bottom of the compression chamber and the communication of the latter thereby
made direct with the storage chamber in which case the cap would serve only to,
protect the piston as stated. In either case the hollow piston-rod is exposed to the.
cooling effect of the gases in the working of the engine. It will be understood
that in using the compressed gases as a cooling medium for the working
parts of the engine that while in the compression of the gaseous mixture it will.
be heated to a certain extent, yet it will be very much colder than the power
cylinder and therefore will abstract heat from it. The hotter the power cylinder
is maintained, the less will be the heat given up to it by the gases therein and.
therefore the less heat will need to be abstracted by the cooling gases in keeping.
it at a given temperature. The interior wall of the hollow piston rod is formed.
with a shoulder about the middle of its length upon which rests a step T which is.
made of hardened steel and has a ring seat T¹, Figures 1 and 2 on its underside
enclosing a flat surface upon which bears the convex end N of a connecting rod R¹
which latter is held up against its seat by a tie rod R* supported centrally within
the hollow piston-rod by being passed through the piston and secured by lock nuts.
resting thereon and connected at its lower end to the said connecting rod R' by,
a loose fitting horizontal joint-pin P1, the said tie-rod being forked to pass over the
end of the said connecting rod. A rocking-bearing is also provided between the
pin P¹ and the eye in the rod R' said eye forming an edge or ridge bearing as
shown in Figure 2. As the bearing and the joint pin at P¹ are loose, the rod R¹
is free to rock in any direction within certain limits upon its convex-end N and
upon the working bearing in the joint pin and provides for lateral alignment of
the parts. By making the curve of the end rod R¹ of proper form, there will
practically be no friction to this form of connection within the limits of the motion,
required by it and there will be no possibility of any binding or cramping action

page_text: upon the piston rod R to cause friction in case the parts should get out of line.
As the bearing T can give no sliding motion there will be no wear and no
lubrication or adjustment will be needed while the bearing forms a kind of socket
joint which serves to take up the thrust of the piston upon its forward
stroke. This rocking socket joint bearing may be variously constructed and
I shall hereinafter describe modifications of this rocking-bearing. The power-
transmitting crank shaft Senters the lower end of the case, through a
stuffing box K2 and its crank K is connected by the rod R³ to the rod R¹
by a joint-pin P2 to which a guide rod R2 is also jointed and sweeps from a pivot P+
secured to one side of the case, as shown in Figures 1, 2 and 4,. I prefer to secure
the joint pin P2 rigidly to the connecting rod R¹. The guide-rod takes a swinging
movement shown by the dotted lines which intersects at two points the centre line
of the cylinder. The extent of the divergence of this are from the centre line of
the cylinder is the measure of all the side strain of the bearing of the
piston rod upon the cylinder C¹ and the longer the connecting rod R2 is
made, more nearly will the arc of the sweep coincide with the centre line
of the cylinder It will be seen that the are crosses the centre line at two
points P1 P2 Figure 1. I prefer to so adjust the length of the guide-rod R²
that the crossing point p¹ shall occur at the instant of the stroke, when the
ignition of the gaseous charge takes place, for this is the instant when the
greatest pressure is upon the piston. Since the rod R¹ is at such instant,
in line with the axis of the cylinder see figure 1, there will be no side pressure, of
the bearing of the piston-rod R upon the cylinder C₁ The curve p¹ p³ follows
along near the centre line through that portion of the stroke wherein the most
work is being done, by the gases in the cylinder hence the wear upon the sliding
part R and friction will be very little, the angular strain upon the connecting rod
R³ being taken up on the guide rod R2 where its friction can be easiest borne,
Figures 1, 2, and 3, show the position of the parts when the ignition takes place
and it will be seen that the position of the connecting rod R³ is such as to exert its
greatest power in producing rotation of the crank K. In Figure 1, p³ c shows that
the effective arm of the leverage of the rod R³ is nearly that which it would be in
an engine using a long connecting rod at halfstroke, while by the use of the short
connections shown this point occurs in the early part of the stroke of the piston.
The piston also at this point has its greatest speed, which is greater than that of
the crank pin Ps. This is a feature of importance in a gas engine, since the high
initial pressure of the gases at ignition only lasts for an instant and it is important
that the piston should travel fast at this time to utilize the power so developed.
By the combination of the three co-acting rods R1 R2 R³ jointed at P2 which forms
the connection between the piston and the crank I obtain the important beneficial
results stated while such combination makes it possible to use very short con-
necting rods thus giving great compactness to the engine and greatly reducing its
weight. The operation of the engine is not however dependent upon this combina-
tion of connecting rods. As shown the valves are arranged within chambers
formed in the casing, so as to communicate with each other the compression
chamber the storage chamber and the cylinder as shown in Figures 4 and 5. These
valves are shown as being cylindrical, provided with suitable ports corresponding
with ports in the valve chambers and operated by rods x1 x2 connecting with
eccentrics y¹y on the crank shaft as shown in Figures 2 and 3. The valve V is
operated by the eccentric y¹ set quartering to the crank and controls the exhaust,
the admission of the gaseous products to the compression chamber C³, and the
admission of the compressed gases to the cut off valve V2 arranged in communica-
tion with it. The cut-off valve V3 operates to cut off the admission of the charge
at any desired instant of the stroke, to light the charge and as a pump to compress
charges of gas for the lighter. The valve V₁ has a port I which communicates
with ports Go I and pipe W2 to admit the charge of air, gas and water in
one part of its stroke and in another part of its stroke it opens communication
with passages G₁ G to allow the gas compressed by the valve V2 to pass

page_text: through the ports and passages G³, G¹, G; Gō into the cylinder space C to
ignite the charge. The passage G³ leads from the port G and opens into
the cylinder C in such close proximity to the lighter valve space L as to
conduct a stream of gas so as to be instantly lighted and to communicate the
flame to the cylinder charge, as shown in Figures 2 and 5 whereby a simple jet of
gas is used to effect the lighting of the charge, instead of admitting a denser charge
of gaseous mixture at the latter part of the period of admission of the gases The
valve V also has a port I' which opens communication through the port I³ with
the storage chamber C and through the port I in the valve V2 whereby in con-
nection with said valve V the admission of the charge to the cylinder is controlled.
The chamber of the valve V₁ is open at its end at o Figures 6 and 9 and the valve
V operates to discharge the waste gases at the proper time through said
opening. The valve V2 bas a port I5 which opens communication between
the port 1 in the valve V' and the cylinder space C and a port G2
whicli opens communication through port G between the two valves, with the
port I in valve V₁ while the lower end of said, valve V2 operates to admit
gas through the supply pipe G into the space and through the port Go into
the port 1 of valve VI at the proper time. The valve V has also a lighter
chamber L within which an internal gas jet J burns and is supplied by the pipe W¹
an external jet J¹ being arranged to relight the internal jet J at each stroke from
the same supply. The lighting of tho charge by means of these jets is the same as
is usually practiced in gas engines but I may use any suitable means for ignition
as by the electric spark. Referring to the cooling effect of the gases before
described upon the working parts of the engine such cooling action will be
sufficient in engines developing a comparatively small amount of power and using
a moderate degree of compression, to preserve the working parts at a proper degree
of temperature. In engines developing greater power and using a higher degree of
compression my invention embraces the novel use of water as a medium for
assisting the cooling operation of the gases, and by the same means saving the heat
absorbed by the water in developing power in the engine.
In small engines developing a moderate power with a small degree of compression
I provide a simple way of effecting this result, while for engines using higher
compression and developing great power I provide means adapted to produce the
effect required. For light engines it will be sufficient to fill the lower part of the
storage chamber with water W which will be heated by the heat conducted down
the engine case and thus generates vapor, so that the compressed gases in the
Storage chamber, will be mixed with the vapor and thus increase the cooling effect
of the working fluid. As shown the crank-shaft and its connections are arranged
to work in the storage chamber and by their rapid motion will cause the water to
be thrown up in spray upon the connections and the lower portion of the cylinder
and thus assist in keeping these parts cool and serve to prevent the accumulation
of oily matter in the cylinder and upon the working parts, In the passage of the
mixed gases, steam and spray forming the working fluid over the hot surface of the
power cylinder A to the inlet valves, the spray will be converted into steam, and
further assist in keeping the cylinder cool, The water to supply the waste by
evaporation may be supplied in any suitable way, but it is best to allow it to enter
with the air and gas into the compression chamber of the cylinder.
For low pressure engines the water may be admitted in a stream through
pipe W2 and the quantity can be regulated by a cock W³ as required to keep the
engine at the proper temperature. The oil for lubrication is best supplied into the
storage chamber so that it will be carried by the spray to lubricate all the working
parts. In engines developing a great amount of power where it is required to
compress the charge to a very high degree in order to secure such power, the gases
undergoing such compression would be greatly heated by the work of compression
and therefore the working fluid would not be in condition to be used in
developing power. I provide for preventing this undue heating of the gaseous
mixture while undergoing compression by injecting a sufficient quantity of cold

page_text: water with the air and gas directly into the compression chamber C³ through the
pipe W2. The best effect is produced when the water is injected in spray so as to
mix thoroughly with the gases so that the water will take up the heat generated by
the compression of the gases thus keeping the temperature of the compressed gases
to a low degree. By thus injecting water with the air into the compression
chamber, it is possible to compress the gases to a very high degree without causing
a high temperature in the compression chamber, while undergoing compression. In
this comparatively cold condition the gases and water pass out of the compression
chamber into the storage chamber, where by reason of their contact with the
heated parts of the engine they will take up the heat from these parts and this
heat will be utilized in heating the gases and evaporating a portion of the water
carried with them, the surplus water falling into the storage chamber for the gas
and water. This heating of the gases is by heat abstracted from the cylinder by
their contact with its outer-walls and thus instead of losing the heat abstracted
from the power cylinder I am using it to heat the working gases, previously to
their admission into the power cylinder. Hence by my invention, heat is only lost
by two sources instead of three viz:-that conducted and radiated from the engine
casing and that injected with the waste gases. The loss from the first cause, can
be saved to a great extent by covering the engine with a non-conducting material
so that the only loss of heat will be that carried off or rejected with the waste
gases; while a further saving of heat is effected by reason of being able to use a
high degree of compression of the charge, and consequently I can expand the
working gases in the power cylinder to such an extent as to diminish the
temperature of the waste gases. Referring to the rocking-joint which I have
described. I have illustrated modifications thereof in Figures 10, 11, 12, 13, 14
and 15, In the modification shown in Figures 10, 11 and 12, the tie-rod R is
dispensed with and the connecting rod R₁ is held up against its seat T by a
centrally placed pin P3 supported at its lower end upon a bar B screwed to the
hollow piston-rod and bearing at its upper end upon a hardened steel nut N³
screwed upon the end of the rod R' and forming a convex bearing N upon the
seat T. By making the curve of the nut N³ of proper proportion to the length of
the pin P³, a perfectly easy roll may be obtained.
In some cases the bearing surface of the seat T may be made convex and the
nut N³ may be flat or slightly concave, the curves having such relation to each
other that the rocking upon such surfaces is without friction. In the modification
shown in Figures 13, 14 and 15, the bearing is adapted to rock in one direction
only as differing from those described which are adapted to rock in any direction.
In this latter modification the bearing end of the connecting rod R¹ is formed
of a section of a cylinder. In the operation of the engine, the air enters the
compressing cylinder chamber C³ through the port I as it is opened and closed by
the port 1 in the valve V₁ said port I opening at the wall of the shell as in
Figures 3 and 9.
Gas is admitted through the pipe G into the space v under the valve V2 so that
the valve space is filled with pure gas, while the excess of gas more than can
be contained in the space v passes through the ports G and I¹ into the compression
cylinder chamber C³ with the air; at the same time water may be admitted
through the pipe W2 into the port I¹ with the air and gas. The piston on its
back stroke draws the mixture of gas, air and water into the chamber C3 and
at the same time expelling the waste gases of previous charge through the port O
as it is opened by the valve V₁ see Figures 6 and 9. When the piston has
completed its back stroke the valves are in the position shown in Figure 7, the
outlet port O being closed and the ports I, G, and W2 are also closed, by the
valve V, so that the forward stroke of the piston compresses the gases contained
in the chamber C3; forcing them out through the stop valve V and through the
hollow piston-rod into the storage chamber C which surrounds the working
cylinder and communicates with it in the operation of the valves as in Figure 4.
At the beginning of the forward motion of the piston, the port I* of the valve V₁

page_text: opens communication through the port Is with the storage space C* and with the
port 15 of the valve V2 so that the compressed charge enters the cylinder space (³
through the ports and passages I3 I 15 until the valve V* closes communication
with the cylinder by closing the port I' as in Figure 8, At the same time the gas
contained in the space v is forced by the returning movement of the valve V2
through the ports and passages G2 G G4, Go from which last passage it issues in a
jet into the cylinder space C where it serves to communicate the flame from the
lighter to the charge. At this instant the valve V2 also opens communication
between the lighter space L and the cylinder space C so that the flame from the
lighter jet J is communicated to the gas jet issuing from Go and thence to the
charge. Referring to the lighter it is important to notice that the passage G³
serves to carry the flame of the lighter to the gases in the cylinder and the
operation of lighting is as follows
The space receives the gas through the pipe G and upon the return stroke of
the valve V2 the gas is compressed in the said chamber v. In the movement of the
valve V2 (the valve V₁ being in the position shown in Figure 7,) it opens communi-
cation between its ports G2 and G so that the gases pass direct to the passage G³
opening into the cylinder space C so that the gas issuing from the said passage G³
is lighted by the lighter jets at the instant, communication is made by the
valve V2 between the lighter space L and the cylinder space C, As shown in
Figure 2, the shell or air tight casing is provided with removable covers for
access to the working parts of the engine. Referring to the action of the stored.
gases in returning the piston upon the return stroke, it will be understood that
the reservoir space C is full of gases under pressure, which pressure acts
continuously upon the sectional areas of the enlarged piston rod R causing an
upward pressure upon it at all times On the forward stroke of the piston there
is an excess of pressure behind the piston over that exerted by the gases in the
reservoir C which drives the piston forward. But on the return stroke the waste
gases are discharged from behind the piston from the space C so that the pressure
is relieved from the cylinder space C and the pressure of the gases upon the
hollow-piston rod R drives the piston back through the return stroke; the effective
area of the surface upon which the pressure of the stored gases in the reservoir C
acts is equal to the area of the cross section of the hollow-rod R. Referring to
the rocking bearing of the piston connecting-rod; the motion is not one of
sliding friction but of rocking the same as that of a rocking chair upon the
floor, or of the rolling of a sphere upon a plane surface, the contact of the
convex surface upon the seat T takes up the strain upon the forward stroke,
In order to keep these parts in contact the pin P is held up against
the bearing end of the rod R¹ which forces the convex rolling bearing N
upon its seat T and thus prevent the parts from getting out of contact,
The bearing of the pin P is not the usual eye bearing, but the eye is
formed with a ridge or convex bearing as shown in Figure 2 which co-operates
with the rolling end spherical bearing to prevent all tendency of the parts to bind
and provides for a perfect alignment of the constructions. I claim ;-1st The method
substantially herein described of operating gas engines, which consists in passing
the compressed air and gases, around and over the hot surfaces of the power
cylinder for the purpose of cooling the power cylinder and heating the gases
before admission therein substantially as described for the purpose specified.
2nd The method substantially berein described of operating gas engines which
consists in compressing the air and gases, storing them under pressure for use and
then passing them around and over the outer heated surfaces of the power cylinder
on their way for admission thereto substantially as described for the purpose
specified 3rd The method substantially herein described of operating gas engines
which consists in compressing air and gas in connection with cold water injected
within the chamber wherein the compression of the air and gas is effected and then.
conducting said compressed gases into the power cylinder in suitable charges for
operating the engine. 4th In a gas engine, the combination of a power cylinder, of

page_text: an air tight storage chamber containing water and oil into which the compressed
gases pass on their way to, around, and over the power cylinder substantially as
described for the purpose specified.
5th In a gas engine, the combination of the power cylinder with the piston
forming therein the power space C and the compression-space C³ for the
gases and an outer shell or case forming a storage chamber for the compressed
gases surrounding the cylinder, communicating by suitable valves with the
compression chamber and with the power space of the cylinder and suitable
valves and connections for the engine, substantially as described 6th The
combination of the working cylinder of a gas engine, operating to compress
the gases in its forward end with an air tight enclosing case or shell forming
a reservoir for the compressed gases, surrounding said working cylinder, a hollow
piston rod opening into said reservoir and a suitable valved communication of
the said compression space, of the cylinder, with the gas storing chamber whereby
the pressure of the stored gas is utilized to drive the piston back on its return
stroke. 7th The combination in a gas engine of the power cylinder having a trunk
bearing C a hollow piston rod R and the piston P forming the chambers C C³ in
said cylinder and a hollow cap for said piston communicating with the hollow piston
rod, with an enclosing case or shell for the power cylinder communicating with said
hollow piston rod and a suitable valved opening in the piston adapted to open
communication with the cylinder space C³ the hollow piston cover in the hollow
piston-rod with said gas storage chamber substantially as described.
8th The combination with a piston of a rod connection having a rolling or spherical
end bearing upon a seat formed in the hollow piston rod or trunk and a pin by
which the parts are secured substantially as set forth. 9th The combination with
a piston of a rod connection having a rolling or convex bearing upon the pin to
provide for lateral alignment as shown and described. 10th In a gas engine the
combination of the air tight upright shell or case F with the power cylinder
depending therein at the top, the piston, a hollow piston-rod, the valve V, in the
piston and suitable valves and crank connections for the engine, the said upright
shell forming chamber for the compressed gases, for water and for oil,
11th The combination with a piston-rod connection having an end bearing free
to move in any direction of a pin connection having a convex bearing adapted to
hold the said end bearing of the rod connection against its seat substantially as
described
12th The combination in a gas engine of a hollow piston rod with the crank
connecting rods R¹ and R³, a pivoted guide rod R2 and means substantially such as
described whereby said hollow piston-rod is connected with the crank connecting
rod R' by a bearing adapted to rock or roll with the motion of the connections
13th The combination in a gas engine of the power cylinder and the piston or
piston rod with the crank connecting rods R¹ and R³ jointed to each other and to a
guide rod R2 pivoted to the engine frame, operating substantially as described.
14th The combination in a gas engine of a cylinder having a trunk bearing C₁ a
hollow piston-rod R and the tie-rod R* with the crank connecting rods R and R³
the said rod R' terminating in a convex bearing, the pivoted rod R³ and the bearing
step T seated upon a shoulder in the hollow piston-rod substantially as described
15th The combination in a gas engine of the piston P with a hollow cap or cover H
therefor forming a chamber for compressed air and gas as specified. 16th The
combination in a gas engine of the cylinder and the piston with the two co-acting
valves V1 V³, the valve V being constructed and adapted to open and to close its
ports corresponding with the full period of the stroke of the piston, and the
valve V2 operating as a cut off, a compressor for the gas which supplies the lighter
and a carrier for the lighter substantially as described. 17th The combination in a
gas engine of the valves V₁ V2 constructed and arranged to operate substantially
as described, with the external lighter jet J¹, the internal lighter jet J and the
passage G opening into the cylinder space C substantially as described. 18th The
combination in a gas engine of the valve V' having the ports I' I' and corresponding.

page_text: ports in the valve chamber, with the valve V2 having the ports and passages
substantially as described, whereby the valve V¹ operates to admit the air and gas
to the compression chamber 03 to discharge the waste gases from the power
cylinder and to co-operate with the valve V to admit the charge into the power
cylinder as set forth. 19th A gas engine in which the cylinder is suspended
within a reservoir containing a fluid under compression in combination with
the controlling valves of the engine and the piston operating connections also
arranged within said reservoir substantially as herein set forth. 20th A gas
engine having all of its operating parts contained within a surrounding
chamber which serves as a reservoir for a fluid motor. 21 The method of
operating gas engines which consists in introducing a fluid to the cylinder
upon one side of the piston where it is compressed and transferred through
the piston to a storage chamber from which it is admitted to the power side of the
piston, substantially as set forth 22nd A gas engine in which the piston is
provided with a valved chamber into which a fluid under compression is admitted
and ports or passages for conducting the same to a storage chamber substantially as
set forth. 23rd A gas engine in which the piston is provided with a valved
chamber and a trunk extension containing ports or passages for conducting a fluid
under compression to a storage chamber surrounding the cylinder as and for the
purpose set forth 24th The method of operating gas engines which consists in
conducting a fluid under pressure into a reservoir containing water which is
sprayed and mingled therewith heating the same and then conducting the mixed
gases and steam to the engine cylinder substantially as set forth. 25th A gas
engine provided with a surrounding chamber containing a liquid and having its
crank adapted in the path of its revolution to be immersed in said liquid for
spraying the same, in combination with a storage chamber for compressed air and
gas within said surrounding chamber substantially as described for the purpose
specified. 26th In an engine, the combination of cylinder and a fluid pressure
chamber cast integrally, the former being contained within the latter substantially
as described. 28th The combination of a fluid pressure chamber and an engine
cylinder cast integrally, the latter being contained within the former and each
provided with a removable head or cover substantially as set forth
In witness whereof I the said Lewis Hallock Nash have hereunto set my hand
and seal this seventeenth day of November in the year of our Lord, One
thousand Eight hundred and Eighty three.
LOCK NASH
LEWIS H
HALLO
("S°T)