IMPROVEMENTS IN THE CONSTRUCTION OF GAS ENGINES AND IN CERT
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 IN CERTAIN
COMPLETE SPECIFICATION filed by the said Lewis Hallock Nash at the
Office of the Commissioners of Patents on the 4th December 1883.
LEWIS HALLOCK NASH of Brooklyn in the county of Kings and State of New
York, one of the [in the] United States of America IMPROVEMENTS IN THE CON-
STRUCTION OF GAS ENGINES AND IN CERTAIN METHODS OF OPERATING THE SAME.
The invention herein which I have made in the gas engine, is particularly
directed to means for preventing the heating of the piston and that part of the
power cylinder within which it operates to compress the air so that the piston may
work in a comparatively cool air compression chamber while the combustible gases
are burned in a very hot combustion chamber where the power is produced and the
heat concentrated, whereby a great saving of the heat is effected; to a novel
construction by which the gases are admitted into the cylinder combustion
chamber; and in the construction by which a combustion chamber is obtained to
admit of a high temperature therein without materially increasing the heat of the
other portion of the engine wherein the piston and other working parts operate;
to the construction of a single-acting gas engine cylinder and the combination of a
number of such cylinders so as to operate upon one crank, with suitable connecting
mechanism for the pistons and for the engine valves and their controlling
mechanism, and my invention comprehends a method of operating a gas engine by
liquid fuel and air, and of matters of construction and of combination which will
be hereinafter described and made the subject of specific claim.
The object of my invention is to produce a powerful and light gas engine
specially adapted to operate dynamo-electric machines and for other purposes. In
an application for Letters Patent made by me November 27, 1883, I have described
and claimed certain matters of invention in a single acting gas engine by which

page_text: the stored working fluid is caused to envelope and pass over the heated surface of
the power cylinder to cool the same, and I have therein shown and described a
construction of cylinder by which the working fluid is compressed by the forward
stroke of the piston within the forward end of the piston and then discharged into
a storage chamber. In the present construction, the air only is compressed within
the forward end of the cylinder and discharged into a storage chamber and thence
into an air tight vessel preferably placed away from the engine containing a
volatile liquid fuel which is thereby evaporated and the gas conveyed thence under
pressure to the valve system for operating the engine. In the construction of the
three co-acting cylinders, the air storage chambers of each have perpetual
communication so that the degree of the force exerted by the compressed air is
alike at every point of the engine. The accompanying drawings illustrate my said
invention in which, Figure 1 represents a transverse section of the engine taken
through the axis of three cylinders and showing the piston crank connections
thereof. Figure 2 represents a vertical section taken through the line xx of
Figure 1 showing one of the cylinders in axial section and its piston-rod crank
connections the piston-rod of the cylinder shown in projection being removed and
its crank connections broken away. Figure 3 represents a section through the
valves showing their operating connections and the position of the valves while the
charge is being admitted into the combustion chamber of the cylinder. Figure 4
represents a similar section of the valves showing their position when the
compressed air is discharged from the compression end of the cylinder into a
storage chamber surrounding the cylinder compression chamber. Figure 5 represents
a similar section of the valves showing their position on the return stroke of the
piston. Figure 6 represents a cross section of the cylinder on the line 1, 2 of
Figure 4 showing its communication with the valve ports and the communication
of the air storage chamber with the valve-ports on a smaller scale. Figure 7
represents a cross section taken on the line 3,-4 of Figure 2 showing particularly
the passage a¹ in the wall of the combustion chamber of the cylinder to convey the
flame behind the piston on a smaller scale. Figure 8 represents a section taken on
the line 5-6 of Figure 6 showing the valves which control the admission of the
fuel to the engine valves and to the lighter jets. Figure 9 represents a section of
an air-tight storing vessel within which the liquid fuel is evaporated and from
which the gaseous fuel is expelled under pressure to the controlling valves of
the engine.
Figures 10 and 11 represent enlarged views of the piston crank
connections. Figures 12 and 13 represent enlarged detail views of the reversing
gearing of the engine. Figure 14 represents the eccentric and its connection with
the shaft for changing the point of cut-off; Figure 15 represents a diagram showing
the changes in the point of cut-off of the gases entering the combustion chamber
and the point at which the compressed air from the compression chamber enters
the storage chamber. In the several figures of the drawings, the same letters
indicate the same parts and I have used the same letters to designate the three
co-acting cylinders with numerical coefficients to indicate the several parts of each
cylinder, and as the cylinders are of like construction and operation it will be only
necessary to describe the operation of one or a part of any one to show the action
of the same parts in another cylinder. The cylinders B1 B2 B³ are arranged
equidistant about a case Z upon which they are secured in any suitable manner.
The power transmitting crank shaft S is mounted in suitable boxes centrally
within the case which encloses the crank K and the connections for the pistons and
the valves.
Each cylinder as B' has cast with it a surrounding storage chamber D¹ for the
compressed air and a chamber W₁ for cooling water at the forward end of said
cylinder. Each cylinder forms an air compression chamber as C¹ at its forward end
which communicates through its valves U₁ V₁ with the air storage chamber D¹,
while the latter communicates with the combustion chamber A through the
air tight vessel Z³ and thence with the passage c' at the outer end of said cylinder
upon which the combustion chamber is mounted. The storage chambers D₁ D³ D³

page_text: for the air or air and gas (when gas is compressed with the air) of the several
cylinders communicate with each other through a passage d preferably formed on
the outer wall of the casing Z as shown in Figures 1 and 2 so that the pressure of
the stored air is equal at all parts of the engine. Each cylinder has formed on its
inner or forward end an open part of less diameter than that within which the
piston works to form a bearing for the trunk or hollow rod R¹ which supports the
piston P' and acts as a slide-way for it. This smaller cylinder part has sufficient
length to form a good bearing and tight joint for the hollow piston rod which
opens into the chamber of the case. The water chamber W¹ surrounds this bearing
part for the piston-rod and is arranged at the forward end of the cylinder adjacent
to the air compression chamber C¹ and is supplied with water admitted through
the pipe p shown in Figures 1 and 2. These chambers for water serve to keep the
air compression chambers C¹ C2 C3 and the bearings for the piston-rods R¹ R³ R³,
cool, so as to work well and to keep the air from being heated too much while being
compressed. without abstracting heat from the combustion chamber. The water
may be injected, or there may be a circulation if desired in which case there
should be an inlet and outlet pipe p¹ p³ as in Figure 1. Each cylinder has
mounted on its outer end and secured by bolts, a hood or cap J having an interior
diameter a little greater than that of the cylinder B¹ and forms the combustion
chamber A¹ of the cylinder. It is separated from the open end of the cylinder by
packing e¹ of some poor heat conducting material such as asbestos to prevent the
heat of the hood or cap J¹ from being communicated to the cylinder.
.
The piston P' has a suitable packing and works within the cylinder proper, the
depth of which is sufficient to allow for the stroke of the piston within it. A hood
or hollow cap H¹ is secured to the piston P¹ and is also separated from the latter by
a non-conducting packing, e' Figure 1 to prevent the heat of said hood from being
communicated to the piston. This piston hood or hollow cap is of a diameter just
sufficient to work within the cylinder without touching it and to work within the
cylinder hood J¹ and leave a space b¹ between it and the piston hood when the
latter is at the extreme of its outward stroke, which space communicates with a
flame passage c¹ around the inner edge of the base of the cylinder hood. J'
An
The gaseous charge is admitted by the valves UV into this space b¹ and passes
back to the end of the cylinder-hood so that the combustible charge takes up the
heat from these bodies, and its expansive force is thereby greatly increased.
enlarged passage a Figures 2 and 7 is formed upon the walls of the cylinder hood
J¹ which extends from the passage c¹ to the closed end of said hood and opens into
the combustion chamber. This passage a' serves to convey the flame from the-
passage c¹ to the combustion chamber behind the piston hood when the latter is at
the extreme of its outward stroke, and as from the length of this passage.a¹ it will
take some appreciable time for the flame to pass from the base passage c¹ to the
closed end of the hood J', a sudden explosion of the charge will therefore be
prevented. The lighting of the charge is preferably effected by the electric wires m
and Figures 2 and 8 which are insulated from each other and terminate in
points within the passage c¹ in relation to the inflow of the gas which I will presently
describe. As the cylinder and piston-hoods will become greatly heated by the
combustion of the successive charges, the hotter they become the less heat will be
abstracted from the gases in the power cylinder, before they do their work and I
prefer to cover the cylinder hoods with a non-conducting material to prevent loss
of heat from radiation The piston P₁ is supported by a rod R¹ which has a
rocking bearing upon the rod I which is jointed at h¹ to the connecting rods FI FI
and to the swinging tie-rods E¹ E¹, the said rods F F making a bearing upon the
crank-pink, the rocking bearing being within the hollow stem of the piston as
described and for the purpose stated in my said application. The crank pin k has
sufficient length to connect with the several piston connections of the engine.
Each cylinder is provided with-controlling valves which are connected with and
operated by the crank shaft. The valves U¹ V₁ of the cylinder B₁ are connected
with and operated by the rods x1 y1. connected with eccentrics- X Y on the

page_text: crank-shaft as shown in Figure 3, In this figure are also shown the rods x2 y²
which operate the corresponding valves of the cylinder B2 by connection with the
valve rods x1 y1; while the valves of the cylinder B³ are operated by the connecting
rods x3 y3 also jointed to the eccentrics X Y, hence any change in the position of
the eccentric X will affect the valves U₁ of all the cylinders in the same manner,
to change the point of cut-off and discharge of the gases and a change in the
position of the eccentric Y upon the same shaft will also affect all the valves V¹ to
reverse the engine The eccentrics are separate and independent in their action
each one performing a distinct function in operating the valves, yet the combined
action of the valves is necessary to operate the engine. The eccentric Y operates
the valve V' for the full stroke of the engine either forward or backward in which
operation of the eccentric Y and the cut-off, eccentric X need not be altered. The
engine will then work either forward or backward and cut-off at a fixed point.
If it is desired to change the point of cut-off the position of the eccentric X must
be changed. Figure 14 illustrates how this is done, in which the eccentric X is
shown as having a slot, fitting a flat part 82 of the shaft S over and upon which
the eccentric can be moved from the position X to the position shown by dotted
lines X2 In the position X the centre of the eccentric will be at o³ and will
describe the circle 15-16 so that the engine will cut off at the point 23 of Figure 15
and discharge the compressed gases from the chamber C¹ at the point 24 of the
stroke of the piston. If the eccentric be in the position ✗* its centre o* will
describe the circle 25-26 and the engine will cut-off at 29 and discharge the
compressed gases from the chamber C₁ at the point 30 Figure 15 The eccentric X
may be set at any desired position and secured by a screw or other suitable means
and the point of cut-off may be altered at any time when the engine is not
running by moving the eccentric into the desired position and securing it there.
In Figures 12 and 13 I have shown in detail, the device for effecting this change
of position of the eccentric Y in reversing the engine The eccentric Y has a slot S³
Figure 12 by which it is fitted upon the end of the shaft S so that it is free to be
moved side wise upon the shaft and is revolved by it. The eccentric Y may be
moved from the position shown in full lines in Figure 12 to that shown in the
dotted lines Y2 and the centre o³ of the said eccentric is the position it should
occupy when the engine is operating in one direction and the centre o* of the dotted
lines is the position the eccentric should occupy when the engine is running in
the reverse direction This lateral adjustment of the eccentric Y is effected by a
feather T Figure 13 secured to it and fitting into a groove T¹ in a flat slide o which
is adapted to be moved in the line of the shaft into and out of a slot o¹ in the end of
said shaft as shown by dotted lines in Figure 13. This adjustment of the slide o is
effected by a screw S connected therewith by a swivel joint w so that by turning the
screw S to the right, the slide o is moved into the position shown by dotted lines
and thereby the feather T will move the eccentric Y to the position shown by the
dotted lines Y2 which is the position of the eccentric for the reverse motion of the
engine. The screw S³ passes through a stuffing box in a removable head Z¹ of the
case and has a hand wheel W5 by which to operate the slotted slide. I have not
shown any means for shifting the position of the eccentric X while the engine is
running because in many engines there is no necessity for alternating the point of
cut off often and the engine may be easily stopped to do this, but the eccentric ✗
may be shifted by a device similar to that shown for shifting the eccentric Y.
The connections of the piston-rods with the crank-pin are shown in Figures 10
and 11 and consist of straps 12 t bolted together at each end and between
which are fitted two pieces of metal tt which abut together at the middle of their
length upon a taper key t¹ as shown in Figure 10; the meeting ends of said metal
pieces being notched to receive said key between them as shown in Figure 11
The joint bearing h¹ of the piston connecting-rod and of the crank pin k are at
each end of the straps t t and the metal pieces t³ so that by driving in the
taper key t¹ the pieces to tare caused to move into the bearings h¹k and thus take
up the wear of the parts For this purpose the head of the taper-key t¹ has a

page_text: right angled projection through which a screw to passes into a screw-tap in the
metal piece the straps t² to having slots to receive the key, and the screw passing
through the slot of the strap t as shown. For lubricating the working parts and
connections, oil is admitted into the case Z by any suitable oiling device and I
prefer also to inject water with the oil to prevent the latter from becoming gummy.
The construction and operation of the valves will be understood from the following.
Referring to the valves they are arranged in suitable chambers side by side and
are operated by the connections which I have described.
In the operation of valve V₁ the outlet port 1 for the waste gases opens into the
air at 14; port 2. communicates with port 7 of the valve U¹; port 3 has free
communication with the air storage chamber D¹; port 4 communicates with port 8.
of valve U; port 5 opens into the compression chamber C' as in Figure 6 and
port 6 opens into the air at 13 the said communication of port 3 with the air
storage chamber being in a similar manner to that in which port 9 of valve U¹ opens
into the storage chamber. In the operation of valve U¹ the ports 7 and 8 com-
municate with corresponding ports 2 and 4 of valve V1; port 9 communicates with
the air storage chamber D¹ Figure 6 port, 10, opens communication between ports
and 9 and the upper end of valve U opens and closes port 7. The valve V¹ has
a port 11 which operates with ports 2 and 3 and a port 12 which operates with
ports, 4, 5 and 6 while its upper end opens and closes the exhaust port 1. In the
operation of the valves the piston being on its return stroke they will occupy the
relative positions shown in Figure 5 and the waste gases from the combustion
chamber will escape through the passage c¹ and the port 1 of valve V₁¹ and the air
for the charge will enter the compression chamber C³ at port 6, through ports, 12,
and, 5. When the piston has completed its stroke, the valve V₁ closes ports 1 and 6.
and opens communication between ports 2 and 3 and between ports 4 and 5 the
valve U having already closed port 8 and opened port 7 so that the compressed air
from chamber D¹ enters through passages 3, 11, 2 and 7 into passage c¹ and thence
passes into the cylinder combustion chamber A' around the space b¹ and behind
the piston-hood, which is then in position within and nearly filling the cylinder
hood, as shown in Figures 1 and 2, At the instant of ignition the valve U₁ closes
port 7 Figure 4. The piston in its forward stroke compresses the air in chamber
C until it is at about the pressure of the air in the storage chamber D'. when the
valve U opens port 8 and thereby establishes free communication between
chambers D and C¹ through ports and passages 5, 12, 4, 8, 10 and 9 to the storage
chamber. Thus by the combined action of the valves U₁ V₁ the waste gases are
discharged from the chamber A¹ through the whole stroke of the piston. the charge
of air is admitted into the compression chamber C¹ the compressed charge is
admitted into the combustion chamber A¹ and the cut off is effected at the desired
instant of the stroke, while the compressed air from the chamber C¹ is admitted to
the storage chamber D' at the latter end of the stroke of the piston P¹ This is
effected by setting the valve. V₁ to operate its ports during the full period of the
stroke and the valve U¹ to act as a cut-off valve for the entering charge and to
admit the compressed air from the chamber C¹ at the desired time. The point of
cut-off and of discharge of the compressed air may be varied at pleasure by changing
the throw of the eccentric X as shown by the diagram of Figure 15 in which the
circle 19-20 represents the path of the crank-pin and the circle 15-16 the path of
the centre of the eccentric, and the line 17-18 the distance the valve U₁ travels
between the point of cut off of the entering gases and the point where the
compressed air is admitted to the storage chamber D¹.
During the time valve U is traveling this distance, the crank-pink will travel
the arc 21-22 and the piston will travel (not regarding the angular position of the
connecting mechanism for the purpose of illustration) the distance 23-24, the
point 23 indicating the cut-off and 24 indicating the point of the discharge of
the compressed air from the chamber C¹. If now the position of the centre of the
eccentric is changed so as to describe the circle 25,-26 the crank-pin will
described the arc 27-28 while the valve is traveling the distance 17-18 and 29

page_text: will be the point of cut-off and 30 the point of the discharge of the air from the
compression chamber hence by changing the throw of one eccentric X, changes the
point of cut-off and of the discharge of the air from the compression chamber.
The air passes from the chamber C Figure 6 to port 5 and from thence through
valve port 12 Figure 4 to port 4 and to port 8 of valve U¹ thence from port 8
through port 10 to port 9; it passes from port 9 to the storage chamber D¹. I
propose to use the vapor of a volatile fuel as gasoline for operating the engine,
and I prefer to control the admission of the gaseous fuel to the engine valves from
an air tight storing vessel Z' by separate valves u¹ v¹ which are shown in Figure 8.
These valves are arranged in the case parallel with the main valves and communicate
with the supply pipe G¹ and with the electric wires, m, n, and are operated by
suitable connections with the main valves. The valve u¹ is operated by an arm u³
which is connected with the valve U' as in Figure 2 and hence these valves will
make the same movement. The valve v¹ is similarly connected to the valve V1 by
an arm v² and both these valves make the same movements hence the valve vi
operates to open its port 5¹ throughout the full period of the stroke of the piston,
while the valve u¹ operates to cut off the admission of the gas through the
passage G; at the same instant that the air is shut off at port 7, by valve Ŭ¹.
In Figure 8 the valves u¹ v are shown in the position when the gas is being
admitted to the cylinder. The engine may be operated by means of any gaseous
fuel supplied through the pipe G₁ under pressure and such supply is obtained
from a suitable air tight vessel Ze as shown in Figure 9 which contains the liquid
fuel
This vessel Z connects by a pipe p³ preferably at its bottom with the storage
chamber D' and conveys the compressed air from said chamber D' into the vessel
containing the liquid fuel which is thereby evaporated; the compressed air passing
through the liquid fuel in the vessel and thus producing a gaseous vapor under
pressure stored in the vessel above the liquid fuel therein
A pipe p connects this vessel at its upper part with the engine, supply pipe G₁
and a cock a³ controls the supply from said vessel and may be operited by a
governor if desired. The gas under sufficient pressure passes from the vessel Z².
and enters the pipe G¹ through the ports 51, 12¹ to the passage G' from whence it
passes into the cylinder space c¹ and mingles with the air entering at port 7 of
valve U in relation to the electrical conductors which I will presently describe.
As the volatile fuel is evaporated by the compressed air passing through it, the
vessel Z2 must be constructed to withstand such pressure. The vessel containing
the liquid fuel may be placed at any distance from the engine so as to be outside
of the building in which the engine operates, if desired and since only vapor enters
the pipe p there will be no danger from the use of any highly volatile fuel. By
this construction the air storage chamber of the engine connects with a vessel
containing a volatile fluid and a portion of the air compressed by the engine is
conducted into the working chamber of the cylinder with the charge of gaseous
fuel and a portion of the air conducted into the generator vessel to produce the
gaseous fuel, but it will be understood that the air only is compressed in the
chamber C¹ and is used as the means of evaporating the gasoline in the vessel Z
I may however if found desirable, inject cooling water with the air into the
compression chamber; or the engine may be operated by injecting liquid fuel within
the compression chamber C₁; or by gas and air admitted into the compression
chamber as described in my said application. When so operating the engine by
compressing the charge in the chamber C¹ the valves u v¹ and the vessel Z' will
not be used and it is obvious that my invention does not depend upon any particular
means for supplying the working fuel. In connection with the arrangement of the
valves u for controlling the supply of fuel, to the engine valves, it is important to
notice that the electric wires m n are placed at the outlet of the passage G2 and
they should be so placed that one wire conductor, as m is in the flowing stream of
the fuel, while the other wire as n is just at one side of the gas current from said
passage so that when the electric spark passes from m to n it will pass out from

page_text: the gas into air and hence have to cross the point where the gas and air are
mingled at the edge or border of the gas stream, thus effecting the lighting of the
charge. The relative positions of the valve ports and passages shown in
Figures 3, 4 and 5 may be changed without changing the operation of the valves.
I do not propose to use cooling water except in cases where the engine is
developing great power and has become too hot for the piston and other working
parts to be properly lubricated by the oil. I may dispense with the hoods of the
cylinder and of the piston but prefer to use them for the purposes stated, and I may
dispense with the piston hood only. The case Z is provided with a removable
hood Z¹ by which access may be had to the operating connections of the valves
and the pistons. While I have shown and described a gas engine of three
connected cooperating cylinders and their valve controlling mechanism yet a
single cylinder may be used with its valve system and my invention is therefore
not limited to an engine having three cooperating cylinders.
In case the electric spark is used to light the charge and the gas admitted at the
back of the combustion chamber, the flame passage a¹ need not be used, but I prefer
the construction shown. A solid piston and the ordinary operating connections
may be used instead of the construction shown. I claim:-1st The combination
in a gas engine of the cylinder having a hood or hollow cap forming the
combustion chamber with the piston having a hood or hollow cap adaptel to
operate within the cylinder hood, and to form a space therein surrounding the
circumference and outer end of said piston-hood and means substantially such as
described whereby the combustible charge is admitted to said space in contact
with the walls forming said space substantially as described for the purpose specified.
2nd In a gas engine, the combination of the cylinder having a hood or hollow-cap
forming the combustion chamber, with a piston having a hood or hollow-cap
adapted to operate within the cylinder hood, and a non-conductor of heat
interposed at the junction of said hoods with their respective parts as and for the
purpose set forth.
3rd The combination in a gas engine, of the cylinder having a hood or hollow
cap forming the combustion chamber, provided with the ignition passage c¹ at its
junction with the cylinder opening into the combustion chamber as set forth.
4th The combination in a gas engine, of the cylinder having a hood or hollow-cap
forming the combustion chamber with a piston having a hood or hollow cap
adapted to operate within the cylinder hood and to form a surrounding space b¹
therein, the annular ignition passage c¹ at the base of the cylinder hood and the
flame passage a¹ on the inner wall of said cylinder-hood the said ignition and
flame passages opening into the combustion chamber as set forth.
5th The,
combination in a gas engine of the cylinder having a hood or hollow-cap forming
the combustion chamber with a non-conducting hood or cover enveloping said
cylinder-hood, as set forth
6th In a gas engine the combination of a cylinder a storage chamber for air
under compression, and a chamber for cooling water at the compression end of the
cylinder, substantially as described for the purpose specified. 7th The combination
in a gas engine of a power cylinder in which the charge of air is compressed by
the forward stroke of the piston with a chamber, for cooling water arranged
adjacent to the compression end of the power cylinder whereby the air com-
pression chamber is prevented from being unduly heated 8th In a gas engine,
the combination of the cylinder, a surrounding storage chamber for air
under compression, a chamber for cooling water at the compression end of the
cylinder, and a guide bearing for the piston-rod surrounded by said cooling
chamber with a piston having a hollow rod or trunk substantially as described
for the purpose specified. 9th The combination in a gas engine of the cylinder
having a hood forming a combustion chamber, a surrounding chamber D¹ for
air under compression and a chamber for 'cooling water, at the forward end of
the cylinder, with a piston having a hood adapted to operate within the cylinder
bood, substantially as described for the purpose specified

page_text: 10th The combination in a single-acting gas engine, in which the combustible
mixture is ignited upon the back stroke of the piston, and the charge of air is
compressed by the forward stroke of the piston of the valves U₁ V¹ and means
substantially such as described whereby one valve is adapted to open its ports
through the full stroke of the piston and the other valve is adapted to cut off the
inlet of the gases to the power cylinder and to open communication with the air
compression chamber substantially as described. 11th The combination with the
valve system of the engine, of the valves u¹ v₁ for controlling the charge of the
gaseous fuel; the wires m n, and the passage Ga having such relation to the said
wires that one of them terminates within the flowing stream of gaseous fuel and
the other terminates at one side of said stream for the purpose specified. 12th The
combination of the single-acting gas engine and means for connecting the pistons,
of the several cylinders thereof, for cooperative action, with the storage chamber
for air under pressure surrounding said cylinders, and a case enclosing the
operating connections, having a passage d communicating with the storage
chambers of the several cylinders substantially as described.
13th The combination with the piston of an engine, and. the power transmitting
crank-shaft of an intermediate adjustable connecting rod composed of straps t² t³
united at their ends, abutting pieces t t secured between said united straps,
forming end joint bearings and an adjusting key t passing through slots in the
straps and between the abutting ends of the interior bearing pieces, whereby the
latter may be adjusted for taking up the wear of the said joint bearings. 14th The
combination with a gas engine operating to compress its charge of air into a
storage chamber with an air tight vessel placed at a distance from the engine
containing a volatile liquid fuel, a pipe p³ connecting said storage chamber with
the lower part of said separate vessel, a charge supplying pipe G³, the supply-
controlling valves u¹ v¹and the main valves U₁ V₁, substantially as herein set forth.
15th The method substantially herein described of operating a gas engine which
consists in compressing the air in the forward end of the cylinder, passing it thence
around said cylinder and a portion of the air so compressed through a volatile
liquid fuel, contained within an air tight vessel preferably placed at a distance
from the engine and conducting under the pressure of the air the charge of gaseous
vapor evaporated thereby to the valve system of the engine and to the electric
wires for lighting the charge which is completed by admixing therewith a separate
charge of air
In witness whereof I the said Lewis Hallock Nash have hereunto set my hand
and seal this twenty second day of November in the year of our Lord, One
thousand Eight hundred and Eighty three.
דזרוז
LEWIS HALLO
LOCK NASH
L.S.