Improvements in Gas Motor Engines.
Year: 1888

page_text: Date of Application, 29th Dec., 1888
Complete Specification Left, 19th Sept., 1889-Accepted, 12th Oct., 1889
PROVISIONAL
SPECIFICATION.
Improvements in Gas Motor Engines.
1, CHARLES WILLIAM PINKNEY, of 5 Regent Street, Smethwick, in the County of
Stafford, Engineer, do hereby declare the nature of this invention to be as follows:-
The object of my invention is to provide an efficient gas motor engine of certain
and regular action wherein in normal working there is an impulse at each forward
stroke of the engine and wherein the cylinder is purged from products of combustion
before the next motive charge is admitted. The invention also includes improved
arrangements for use in starting the engine and for governing it and supplying gas
thereto and other details as hereinafter described. The engine is of the class wherein
the mixture of air and gas is compressed before ignition. In an engine constructed
according to my Invention two cylinders are employed one being the cylinder in
which the motor piston works and the other being the cylinder by which the gas is
forced into the first named or motor cylinder. The one I will refer to as the motor
cylinder and the other as the gas cylinder. The front end of both the motor and gas
cylinders use as air pumps the pistons thereof forcing air through passages or pipes
into an air chamber which is provided with an outlet passage leading to the end of
the motor cylinder whereat the charge to be ignited is admitted. The said chamber
is provided with an inwardly opening valve by which on the back stroke of the
engine air is drawn into the said chamber and thence by the pipes or passages men-
tioned into the motor and gas cylinders for being at the return strokes pumped back
under pressure into the air chamber and when a certain pressure is attained the said.
air.passes into the combustion chamber of the motor cylinder. The pistons of both
cylinders are made of considerable length that of the motor cylinder acting as a valve
to cover and uncover the exhaust port. The exhaust port is uncovered "when the
piston of the motor cylinder has travelled to near the end of its forward stroke. The
pressure in the part of the cylinder into which the charge to be ignited is received
(which I call the combustion chamber) is then lower than that in the air chamber
and consequently the valve by which air is admitted from the air chamber to the com-
bustion chamber opens and air passes into the said combustion chamber and sweeps
out the products of combustion of the previous charge through the exhaust port.
Whilst the gas cylinder piston has been making its forward stroke at the same time
as the motor cylinder piston the said gas pump piston has drawn in gas into the space
at its rear through a gas inlet valve opening from a gas inlet chamber to the gas
cylinder, air passing into the combustion chamber at the same time. When the
pistons make their back stroke that of the motor cylinder compresses the air in the
combustion chamber and the gas cylinder piston forces the gas through a valve into
the combustion chamber which may be done as hereinafter described or through an
orifice direct or through a grating or number of orifices preferably inclined in different
directions so as to ensure the mixing of the gas with the air. As aforesaid both
pistons at the time of making their back stroke draw in air into the spaces at their
forward ends. When the pistons have nearly completed their back stroke the piston
of the gas cylinder may act on a valve (which is at other times pressed to its seat by
spring) and so opens communication with the gas chamber to allow remaining com-
pressed gas to pass thereinto and back to the gas pipe. The valve by which gas
passed into the combustion chamber then closes and the motor cylinder piston
completes the compression of the mixed air and gas in the combustion chamber. At
about the end of the back stroke a valve (normally held to its seat by a spring) is
opened to allow a portion of the compressed mixture from the combustion chamber to
flow into a hot tube or other form of igniter so that ignition takes place (or an
electric circuit is completed so as to give an igniting spark) and the motor cylinder
piston is driven forward the gas cylinder pisten also making its forward stroke they
a

page_text: both compressing air and passing it into the air chamber. The piston of the gas
cylinder may be connected by its rod with the crosshead or other convenient part of
or in connection with the piston fod of the motor cylinder so that by preference (but
this is not essential) both pistons unke their strokes siuiultaneously. The valve which
opens communication with the igniter (or the electric circuit completer if that be
used) may be operated by a rod worked by a cam on the crank shaft or in any other
convenient way.
For starting the engine I provide a relief valve fixed at a convenient position on
the motor cylinder which valve when opened allows some of the air which would
otherwise be compressed in the combustion chamber to escape therefrom and I may if
so desired also provide a relief passage controlled by a plug valve in the gas cylinder
which passage communicates with the gas chamber and gas supply pipe so that when
this valve is opened the gas leaks back to the supply pipe in a proportion which
ensures only a proper proportion of gas being supplied to the combustion chamber.
When the engine is properly started these air and gas relief valves are closed.
The air relief valve I prefer to make with a casing provided with a rotating cover
and operating on the valve by means of an incline there being passages through the
cover by which the relief air passes. The pressure due to combustion keeps the valve
closed at the proper times.
For governing the engine I may employ an ordinary centrifugal or other suitable
governor, which when the engine exceeds the proper speed acts on a lever which
moves a tumbler on a counterweighted lever into such a position that a projection
(which may be on the rod which actuates the valve to the igniter) comes into contact
with this tumbler so that the counterweighted lever is operated and through links or
connections act on levers or the like to bring them into a position to prevent, the gas
supply valve to the gas cylinder and the air supply valve to the combustion chamber
closing so that the air and the gas instead of meeting and mixing are passed back
again without mixing and consequently no ignition takes place until the speed of the
engine is reduced.
Instead of using the front end of the motor cylinder as an air. pump I may use a
separate air pump for example if I make the engine as a double acting engine.
The hereinbefore described arrangements for admitting the gas to the motor
cylinder is applicable more especially where electrical ignition is adopted but in cases
where ordinary ignition is used I prefer to first pass the gas through a valve opening
outwards from the gas cylinder into an ante-chamber (which may be on the cover of
the cylinder and to control the passage of the gas from this antechamber into the
motor cylinder there is provided a trip valve which is opened by trip gear at or about
the time when in the back stroke the piston of the motor cylinder has covered the
exhaust port so that then the gas passes into the air in the motor cylinder in sprays or
otherwise. This opening of the trip valve may be effected by means of a cam on the
crank shaft connected by a rod with a lever acting on the trip valve which valve is
loaded by a spring to keep the pressure required in the ante-chamber. The trip valve
then closes and the motor piston continues to compress the charge of gas and air in
the combustion chamber and when it is at about the end of the compressing stroke
the ignition valve is opened and allows the gascous mixture to flow into the heated
ignition tube or other igniter which causes ignition and drives the piston forward.
Where the antechamber and trip valve are employed as aforesaid the system of
levers acted upon by the governor may be extended so as not only to maintain open
the air and gas valves as aforesaid but also to move out of position a part which
during the normal working of the engine is acted upon by the device which opens
the trip valve so that when the engine runs at too high a speed the gas will not be
passed into the motor cylinder as the trip valve will remain closed until the parts
return to their normal position.
11
ليمن
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, London, W.C., Agents.

page_text: ענעם OUL
Improvements in Gas Motor Engines.
I, CHARLES WILLIAM PINKNEY of 5 Regent Street, Smethwick in the County of
Stafford, 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 :-
The object of iny Invention is to provide an efficient gas motor engine of certain
and regular action wherein, in normal working there is an impulse at each forward
stroke of the engine and wherein the cylinder is purged from products of combustion
before the next motive charge is admitted. The Invention also includes improved
arrangements for use in starting the engine and for governing it and supplying gas
thereto and other details as hereinafter described. The engine is of the class wherein
the mixture of air and gas is compressed before ignition. In an engine constructed
according to my Invention two cylinders are employed one being the cylinder in
which the motor piston works and the other being the cylinder by which the gas is
forced into the first named or motor cylinder.
The one I will refer to as the motor cylinder and the other as the gas cylinder.
The front end of both the motor and gas cylinders I use as air pumps, the pistons
thereof forcing air through passages or pipes into an air chamber or reservoir which
provided with an outlet passage leading to the end of the motor cylinder whereat
the charge to be ignited is admitted. The said chamber is provided with an inwardly
opening valve by which on the back stroke of the engine air is drawn into the said
chamber and thence by the pipes or passages mentioned into the motor and gas
cylinders for being at the return strokes pumped back under pressure into the said
air chamber and when a certain pressure is obtained the said air passes into the coun-
bustion chamber of the motor cylinder. The pistons of both cylinders are made of
considerable length that of the motor cylinder acting as a valve to cover and uncover
the exhaust port. The exhaust port is uncovered when the piston of the notor
cylinder has travelled to near the end of its forward stroke. The pressure in the part
of the cylinder into which the charge to be ignited is received (which I call the com-
bustion chamber) is then lower than that in the air chamber and consequently the
valvo by which air is admitted from the air chamber to the combustion chamber opens
and air passes into the said combustion cliamber and sweeps out the products of com-
tion of the previous charge through the exhaust port. Whilst the gas cylinder piston
has been making its forward stroke at the same time as the motor cylinder piston the
said gas pump piston has drawn in gas into the space at its rear through a gas inlet
valve opening from a gas inlet chamber to the gas cylinder, air passing into the
bustion chamber at the same time. When the pistons make their back stroke that of
the motor cylinder compresses the air in the combustion chamber and the gas cylinder
piston forces the gas through a valve into the combustion chamber which may be
done as horcinafter described or through an orifice direct or through a grating or
number of orifices preferably inclined in different directions so as to ensure the mixing
of the gas with the air. As aforesaid both pistons at the time of making their back
stroke draw in air into the spaces at their forward ends. When the pistons have
nearly completed their back stroke the piston of the gas cylinder may act on a valve
(which is at other times pressed to its seat by a spring) and so open communication
with the gas chamber to allow remaining compressed gas to pass thereinto and back
to the gas pipe. The valve by which gas passed into the combustion chamber then
closes and the motor cylinder piston completes the compression of the mixed air and
gas in the combustion chamber. At about the end of the back stroke a valve (nor-
mally held to its seat by a spring) is opened to allow a portion of the compressed
mixture from the combustion chamber to flow into a hot tube or other form of igniter
o that ignition takes place (or an electric circuit is completed so as to give an igniting
park) and the motor cylinder piston is driven forward, the gas cylinder piston also
naking its forward stroke, they both compressing air and passing it into the air
com-

page_text: chamber. The piston of the gas cylinder may be connected by its rod with the cross
head or other convenient part of or in connection with the piston rod of the motor
cylinder so that by preference (but this is not essential) both pistons make their strokes
simultaneously. The valve which opens communication with the igniter (or the
electric circuit completion if that be used) may be operated by a rod worked by a cam
on the crank shaft or in any other convenient way.
For starting the engine I provide a relief valve fixed at a convenient position on
the motor cylinder which valve when opened allows some of the air which would
otherwise be compressed in the combustion chamber to escape therefrom and I may
if so desired also provide a relief passage controlled by a plug valve in the gas
cylinder which passage communicates with the gas chamber and gas supply pipe so
that when this valve is opened the gas leaks back to the supply pipe in a proportion
which ensures only a proper proportion of gas being supplied to the combustion
chamber. When the engine is properly started these air and gas relief valves are
closed. The air relief valve I prefer to make with a casing provided with a rotating
cover and operating on the valve by means of an incline or inclines there being
passages through the cover by which the relief air passes. The pressure due to com-
bustion keeps the valve closed at the proper times.
For governing the engine I may employ an ordinary centrifugal or other suitable
governor which when the engine exceeds the proper speed acts on a lever which
moves a tumbler on a counterweighted lever into such a position that a projection
(which may be on the rod which actuates the valve to the igniter) comes into contact
with this tumbler, so that the counter-weighted lever is operated, and, through links
or connections, acts on levers or the like to bring them into a position to prevent the
gas supply valve to the gas cylinder and the air supply valve to the combustion
chamber closing, so that the air and the gas, instead of meeting and mixing are
passed back again without mixing and consequently no ignition takes place until the
speed of the engine is reduced.
T
Instead of using the front end of the motor cylinder as an air pump, may use a
separate air pump for example, if I make the engine as a double acting engine.
The hereinbefore described arrangements for admitting the gas to the motor
cylinder is applicable more especially where electrical ignition is adopted, but 1
generally prefer to use ordinary ignition by means of a flame or heated tube or the
like, and in cases where such ignition is used I prefer to first pass the gas (through
a valve opening outwards from the gas cylinder) into an ante chamber (which may
be on the cover of the cylinder) and to control the passage of the gas from this ante-
chamber into the motor cylinder, there is provided a trip valve which is opened by
trip gear at or about the time when in the back stroke, the piston of the motor
cylinder has covered the exhaust port, so that then the gas passes into the air in the
motor cylinder in sprays or otherwise. This opening of the trip valve may be effected
by means of a cam on the crank shaft connected by a rod with a lever acting on the
trip valve which valve is loaded by a spring to keep the pressure required in the ante
chamber. The trip valve then closes and the motor piston continues to compress
the charge of gas and air in the combustion chamber and when it is at about the end.
of the compressing stroke, the ignition valve is opened and allows the gaseous mixture
to flow into the heated ignition tube or other igniter, which causes ignition and drives
the piston forward.
Where the ante-chamber and trip valve are employed as aforesaid the system of
levers acted upon by the governor may be extended so as not only to maintain open
the air and gas valves as aforesaid but also to move out of position a part which
during the normal working of the engine is acted upon by the device which opens
the trip valve so that when the engine runs at too high a speed, the gas will not he
passed into the motor cylinder as the trip valve will remain closed until the parts
return to their normal position.
And in order that my Invention may be well understood I will now describe the
system mode or manner in or under which it may be carried into practical
effect selecting for this explanation an example wherein the ignition of the

page_text: charge is effected by ordinary ignition, that is to say by means of a flame or a heated
tube or the like.
Figure 1 is a vertical longitudinal section and Figure 2 is a horizontal section of a
gas motor engine constructel according to my Invention. Figure 3 is a transverse
section on the line 1-2. Figure 1. Figure is a transverse section on the line 3-4
Figure 1. Figure 5 is a transverse section showing the back pressure gas valve.
Figure 6 is a longitudinal section of tho gas cylinder. Figure 7 shews the governing
arrangement. Figures 8 and 9 are diagrams shewing the cycles of operations in the
motor cylinder and in the gas cylinder respectively. Figure 10 is an enlarged view
of the governing arrangement. Figure 11. is a section shewing the rear cover of the
cylinders with the trip valve and gas inlet valve. Figures 12, 13, and 14 shew
different views of the combined suction and relief valves of the gas cylinder.
Figure 15 is a vertical section, and Figure 16 a horizontal section of the valve for
admitting air into the motor cylinder, and Figures 17, 18 and 19 are views of the
starting valve.
A is the motor cylinder and B is the gas pump or cylinder. The front end of the
motor cylinder A is fitted with a stuffing box a formed upon a hody part a consti-
tuting the front cover of the cylinder and recessed to receive the forward end of the
piston of the said cylinder. The forward end of the cylinder constitutes an air pump
cylinder whilst the rearward end constitutes the combustion chamber. The front end
of the gas cylinder B is fitted with a stuffing box and this front end of the gas
cylinder I also use as an air pump. By these two air pumps I am enabled when the
engine is at work to draw in at each back stroke of the piston C and E a large supply
of air to be afterwards passed through the motor cylinder at every forward stroke of
its piston E and thereby clear out the products of combustion from the motor cylinder
and passages. The piston rod of the gas cylinder piston C is connected to the same
crosshead D as that to which the piston rod of the motor piston E is connected or the
said pistons may be otherwise so connected together that they both in their back stroke
draw air into the cylinders and in their forward stroke pump the air into a
reservoir F through the pipe or passage V and passage X, where it remains until the
pistons E and Chave moved forward say about ths of their forward stroke or when
the piston uncovers the exhaust ports H in the motor cylinder A. The pressure in
the combustion chamber T of the cylinder A then falls below that in the air
reservoir F, so that the air passes from the reservoir F into the said combustion
chamber through the passages V 1 and valve J driving out the exhaust gases through
the ports H. The air inlet valve G to the chamber or reservoir F (see Figure 3) is
of the ordinary kind it being capable of opening to admit air to the said chamber but
closing when the inlet pressure is removed. Whilst the engine is making its forward
stroke the cylinder B takes in gas through a back pressure valve at K, gas chamber
passage Z and suction and relief valve M which gas on the return stroke is delivered
into the gas reservoir N see Figure 11 (preferably arranged in the cylinder covers 22)
at say about 3011. pressure and is held in that state by the retaining valve 0.
The air having driven from the motor cylinder A the exhaust gases, the pistons E
and C commence their back or compressing stroke, when just as the piston E has
covered or about covered the exhaust ports H the gas trip valve P (which controls a
passage in communication with the gas reservoir N) is opened and allows the gus to
pass from the chamber N into the air in the cylinder A. This opening of the valve P
is effected as shown in Figure 7 by means of the cam Qrod R and lever S the
roller 22 on the rod R being kept against the cam Q by a spring 23 fixed in the
guide bracket 2k. The trip valve P see Figure 11 is loaded with a spring 25 to
keep the required pressure in the reservoir N. When the projection on the cam
has passed the roller 22 on the rod R the trip valve P is closed and the motor piston E
continuing to travel in the cylinder A compresses the charge of the now mixed gas
and air into the combustion chamber or space whilst the gas pump piston Cat the
same time is delivering a charge of gis into the reservoir N where it is retained ready
for the next charge. When the motor piston has nearly reached the end of its
compression stroke an ignition valve at 20 Figure 2 is openeil by means of an eccentric

page_text: or can 18 and thereby the gaseous mixture is allowed to flow into a red hot tube or
to other igniter in the ordinary way which causes ignition of the charge in the combus-
tion chamber whereby the piston is driven forward. The ignition valve at 26 is
held on its seat by means of a spring or otherwise. A fresh supply of air is drawn
into the chamber F at each back or compressing stroke of the pistons E and through
the opening 35 the air travelling in a circuitous course through the chamber 36 (as shewn
by arrows in Figure 3) and passing thence by the inlet valve G into the chamber F.
to prevent noise at the time of suction. A passage a³ is provided through which the
pump B may be lubricated. To govern the engine I may use a centrifugal ball
governor of the ordinary type to the rod or spindle of which I attach an engaging
lever or rod 1 provided at one end with two projections 2, 2" for engaging with a pro-
jection or pecker 34 on a slide 34 attached to a rod 34 of the eccentric 18. This
engaging rod 1 is connected at its opposite end to one arm of a bell crank or tumbler 16
mounted on a stud 16ª on a fixed part of the engine. The other arm of this bell
crank or tumbler is provided with a roller 16 engaging a projection or notch provided
on the upper end of a lever 4 see Figure 10. The lever 4 is connected by a link 38
to an arm 5 of a bell crank mounted on a shaft 9 the other arm 8 of which bell crank
is provided with an adjustable piece 18 for actuating the gas valve as hereinafter
described. On the shaft 9 there is also mounted a lever or arm 6 the outer end of
which is connected to a sliding bar 10 provided at its upper end with a projection 12
fitted to slide freely in a socket or recess formed in the lower end of the lever S, the
upper end of which lever actuates the trip valve P for admitting gas into the combus-
tion chamber of the motor cylinder as herein after described. The projection 12
is pressed against by the end of the cam rod R actuated by the cam Q for the
purpose of opening the gas trip valve P when the engine is running at its normal
speed.
The adjustable piece 13 when the engine is working at its normal speed just clears
the lower end of the rod or spindle 14 of the gas valve M.
In connection with the air valve J and mounted on the shaft 9 is a lever 7
chambered out or recessed at its outer end to receive the lower end of a spindle 15 (see
Figure 15) which spindle I prefer to make in two parts with a light spring 27
between to allow for any inaccuracies of tho governor when operating the lovers. The
head 28 of the spindle 15 is so formed as to retain the air delivery valve J open when
the head is lifted up by the lever 7 behind the collar 29 which takes place when the
engine runs too fast. The action is as follows:-The increased speed of the engine
causes the governor balls to fly out and depress the engaging lever 1 so as to cause
the lower projection 2° to come into contact with the lower part of pecker 34 which is
being moved backwards and forwards by the eccentric or cam 18. The engaging
lever 1 is thus caused to more towards the crank shaft and being connected to one
arin of the bell crank or tumbler 16 by an ordinary joint and joint pin, the other arm
of the said hell crank or tumbler which works against the projection 31 on the lever 4
is moved into the notch or groove 32 in which it is securely retained by the weight
of the arms 6, 7 and 8 on the shaft 9 which are moved into their opposite positions to
that shown in the drawings, that is to say the spindle 14 is raised by the lever 8 and
brought into contact with the gas valve M so as to raise and retain the said valve off
its seat the air delivery valve J is kept off its seat by the projection or head 28 on
the spindle 15 being lifted behind collar 29 and the projection 12 on the sliding bar 10
is moved upwards by the lever or arm 6 out of the way of the end of cam rod R
thereby preventing the trip valve P from being opened and consequently the charge
of gas, that had been compressed into the reservoir N on the previous outstroke, from
being passed into the main cylinder A. The valves J and M being kept off their
respective seats, the air flows back into the reservoir F and the gas flows into the
chamber L. The back end of the chamber L is fitted with a non return valve K to
prevent disturbance in the gas main pipe which would otherwise take place and also to
prevent destruction of the gas bag. When the speed of the engine reduces, the
governor balls fall and the engaging lever 1 is raised bringing the upper projection 2
into contact with the top portion of the pecker 34 which now pulls the bell crank or

page_text: tumbler 16 and the levers 6, 7 and 8 into their normal positions as shown, the valves.
and M being brought onto their seats and the projection 12 on the sliding bar 10
being brought opposite the end of cam rod R so that the charge of gas which was
left in the reservoir N will now he tripped into the cylinder A and the engine will
work in the ordinary way.
The automatic air delivery valve J (see Figs. 15 & 16) is fitted with a cushion
piston 35 and adjusting plug 39 to regulate the clearance in the cushioning cylinder 40,
the cushion of air being used to prevent the valve J from being slammed on to its
seat at each revolution of the engine. A spring 41 is provided to overcome the
friction of valve and to assist it on to its seat. The valve J is connected to the
cushion piston 38 by the cotter 42. In the guide 44 for the spindle 15 is a set pin 43
the point of which is let into a groove 45 in the upper part of the spindle 15 to prevent
the said upper part from turning round or out of position.
The relief or hand starting valve and box which we prefer to employ is shown in
Figures 17, 18 and 19. A socket 46 is screwed into the cylinder A the outer and or,
head of which socket is hollow and is provided with an external screw thread to receive
a screw cap 47 the inner face of which cap is formed with a seat for the valve 52.
Projecting on diametrically opposite sides of the cap 47 are two studs 48 on which
rests and turns an outer casing 49. The hearing edge of this casing has two inclined
recesses 50 which when the casing is turned a certain distance on the studs 18
descend and engage the said studs and prevent the further rotation of the casing.
The casing 49 is provided with a number of holes or passages 54 through which the
mixture of air and gas is free to leak out of the cylinder A when the valve 52 is
opened. The valve 52 is shown as closed, when it is required to be opened the casing
is turned round on the studs 48 by means of the handle 51 to a position at right
angles to that shown, the casing being thus brought into its lowest position and the
valve 52 opened and the studs 48 engaged in the notches 50. The mixture of gas or
vapor and air will now be free to leak out through the passage 46 valve 52 and
holes 54 when working the engine round by hand. When the piston E passes the
passage 46 it compresses the gaseous mixture to only a few pounds pressure (thus
enabling the attendant to start the engine with comparative ease) and when at about
the end of its compression stroke the gaseous mixture is ignited by the hot tube or
other igniting arrangement whereupon the piston E is driven forward and uncovers
the passage 46 the pressure due to the explosion entering with great force the casing 19
and as the holes id are not large enough to relieve such a rush pressure accumulates
therein which lifts the casing 49 thereby raising the valve 2 on to its seat and so
preventing the pressure from leaking out of the cylinder and helping the piston forward
during the remainder of its siroke. When the engine commences to work the
casing 49 is turned by means of the handle 51 into the position shown in the drawing
the valve 52 being thereby maintained closed. A slightly compressed spring 55 is
interposed between the bottom of a recess formed in the casing 49 and a stop 56
secured to the valve spindle so as to keep the valve to its seat.
The gas reservoir N is preferably formed in the cover 22 of the motor cylinder A
which cover also closes the gas cylinder or gas pump B the portion which covers the
said pump end being fitted with the retaining valve O and a screwed plug 57 to enable
the valve O to be readily got at. The valve O is held on to its seat by a spring 58.
The part of the cover 22 that closes the end of the motor cylinder A is fitted with
the trip valve P which has two seats 59 and 60. The said cover is also fitted with
stuffing box and guide 61 for the trip valve spindle in the projecting end of which
guide is formed the seat 60 for the valve P to rest upon and prevent the gas escaping
out of reservoir N past the valve spindle and through the packing 62, the seat 59 serving
to preserve the pressure in the reservoir N and also to admit gas into the main cylinder A
as hereinbefore described. The required pressure in the reservoir N is maintained by
the spring 25 which keeps the trip valve P on its seat against the required pressure
in the sail reservoir the said spring pressing at one end against the cap 64 on trip
valve and at the opposite end against the bottom of the spring case 63 secured to
the guide 61.

page_text: The combined gas inlet valve relief valve and cock is shown detached in Figures 12,
13 and 14. The valve M is contained in a box 65 and the spindle 14 which operates
the valve is formed with a head or seat 66 to prevent leakage of gas when in tho
position shown, a small leather diaphragmn 67 is also provided to prevent leakage when
the valve M is held off its seat by the spindle 14 being raised by the governor as herein
before described. 68 is a stopper screwed into the box 65 to enable valve M. to be readily
got at and to govern the lift of the valve. 69 is the guide for spindle 14, 70 is a
passage leading from valve M to the gas pump B and 71 is a socket for an ordinary
plug gas cock for controlling the passage of gas from the gas chamber L.
In some cases I prefer to use a separate air pump instead of using the front end of
the motor cylinder as an air pump as herein before described.
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 :-
1st. A gas
motor engine in which the front end of the gas pump is employed in
combination with the front end of the motor cylinder for the purpose of exhausting
the motor cylinder of the products of combustion arising from the explosive mixture
and for assisting in recharging the combustion chamber of the motor cylinder
substantially as herein before described.
2nd. In a gas motor engine the combined use of the motions of the gas pump piston
and the motor piston for drawing and compressing air into an air reservoir and
means for admitting the said air when at a certain pressure into the combustion
chamber of the motor cylinder substantially as and for the purpose herein before.
described.
3rd. In a gas motor engine means for effecting the mixture of gas and air inside
the motor cylinder by first admitting air into the said cylinder to drive out therefrom
the products of combustion and then admitting gas or vapour at the required pressure
into the air contained in the cylinder substantially as herein before described.
4th. The combination and arrangement of parts constituting the trip valve and
means for operating it for admitting gas or vapour into the motor cylinder substantially
as hereinbefore described with reference to the accompanying drawings.
5th. The combination of parts constituting the air admission valve the air reservoir
and passages communicating therewith and the motor cylinder substantially as heroin-
before described.
6th. The combination of parts constituting the governing device for governing the
admission of gas or vapour and air into the combustion chamber substantially as
herein before described with reference more particularly to Figures 7 and 10 of the
accompanying drawings.
7th. The combination of parts constituting the starting valve for gas motor engines
substantially as herein before described and illustrated by Figures 17, 18 and 19 of
the accompanying drawings.
8th. The general construction combination and arrangement of parts constituting
the gas motor engine substantially as herein before described and illustrated by the
accompanying drawings.
Dated this 10th day of Santombar 1889