Improvements in Gas Engines.
Year: 1894

page_text: COMPLETE
SPECIFICATION.
[Communicated from abroad by WILLIAM WALLACE GRANT, of No. 64, South
Oxford Street, Brooklyn, in the County of Kings and State of New York,
United States of America, Chemist.]
Improvements in Gas Engines.
I, HENRY HARRIS LAKE, of the Firm of Haseltine Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex, 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 :-
This invention relates to a type of explosive gas engine which, although
operative with an admixture of fixed gases, is more particularly designed with
reference to the employment of a liquid hydro-carbon, as gasolene, and the admixture,
vaporization and explosion thereof, with atmospheric air, within the engine cylinder
to develop the motive energy required for driving a piston connected with the
engine crank shaft. In referring to a liquid hydro-carbon I employ for convenience,
in this description the term "gasolene" without, however, intending to restrict
myself to the use of any particular hydrocarbon that may be commercially known
by the name of gasolene.
This invention has for some of its objects, first, the provision of simple and
reliable means for the safe employment of gasolene in an engine, comprising a
cylinder having but a single port through which the cylinder is charged and
exhausted; second, the controlling of said charging and exhaust port by a single
valve, preferably of the poppet type, the port providing at the same time a seat
for said valve; third, the injection of liquid gasolene in the form of a finely
divided jet or spray, directly into the port of the engine cylinder so that the
so called carburetting of the charge of atmospheric air will take place wholly
within the engine cylinder and hence leave no explosive mixture upon the exterior
side of the cylinder port; fourth, cutting off the gasolene jet or spray before the
induction of atmospheric air is completed, whereby any residual spray remaining
within the port, after the operation of the cut-off, will be drawn or forced into
the engine cylinder leaving, practically, only atmospheric air within an exterior
air inlet and exhaust chamber which incloses the atomizing and spraying device,
and thus obviating the common danger of backward flashing or ignition and
explosion of gases behind the cylinder valve, fifth, the provision of an air pump or
compressor adapted to be operated at any desired length of stroke within its range
of adjustinent to develop and regulate the required pressure for lifting and
spraying the gasolene; sixth, means for preserving the gasolene level within the
pipe through which it is supplied; seventh, the provision of an atomizing or
spraying device located in the exterior air inlet and exhaust chamber adjacent
to the cylinder port; eighth, the arrangement of suitable valves in connection
with said air inlet and exhaust chamber in such a manner as to control the air
inlet and exhaust passages or pipes and when preferably so desired shield the
spraying devices or atomizer from direct contact with the hot exhaust gases;
ninth, the location of an automatically actuated cut-off and expansion valve
intermediate the gasolene atomizer and the air compressing pump to control the
blast of air for spraying the liquid hydrocarbon; tenth, the provision of novel
automatically controlled mechanism for effecting electrical ignition of the com-
pressed charge in the engine cylinder; eleventh, a governor mechanism controlling
a valve for relieving any undue pressure of the blast of compressed air supplied
to the gasolene atomizer; and twelfth, the provision of mechanism for controlling

page_text: from the engine shaft, the operation of the valve at the cylinder port, for operating
the air compressing pump and the cut-off and expansion valve intermediate said
pump and the atomizer, and for actuating the electrodes employed in exploding
the charge.
To these ends my invention consists in the features of construction and novel
combinations of devices and mechanism in an explosive gas engine, as hereinafter
more particularly described.
In the accompanying drawings illustrating the invention,
Figure 1 is a side elevation of my improved gas engine.
Figure 2 is a plan of the same partly in horizontal section on the line 2-2 of
Figure 1.
Figure 3 is a detail sectional plan on the line 3-3 of Figure 1.
Figure 4 is a vertical central section of the rear portion of the engine cylinder.
Figure 5 is a rear elevation of the engine cylinder showing the exterior air inlet
and exhaust chamber partly in section.
Figure 6 is an enlarged detail view of the electrodes and their insulating and
supporting sheathing, together with their actuating pendulum lever.
Figure 7 is a plan of the electrodes with sheathing and insulation in section.
Figure 8 is an enlarged view of a portion of the devices for operating the
cylinder valve.
Figure 9 is an enlarged plan of the cut-off and expansion valve that controls the
air blast to the atomizer.
Figure 10 is a horizontal section of the same, and
Figure 11 shows a modification in the arrangement of the atomizer and the
valve of the main air inlet to the air inlet and exhaust chamber.
Referring first to Figure 1, the numeral 1 designates the engine base or supporting
frame-work which may be of any convenient shape and construction, but is
preferably arranged to inclose an air space, not shown, from which is drawn the
air for use in operating the engine.
Upon the forward end of the engine base or frame 1, Figures 1 and 2, is mounted
in suitable bearings a crank shaft 2 that may be provided at one end with a fly
wheel 3 and at the other end with a band wheel 4 through which power may be
taken from the engine. A fly wheel and also a band wheel, or other power
transmitting device, may of course be attached to either end of the engine crank
shaft.
The rear end of the base or frame 1, supports a horizontal engine cylinder >,
that may be water-jacketed, as shown at 6, Figures 2 and 4, throughout the greater
part of its length. The rear end of this engine cylinder 5, is closed by a head 7.
and its forward end is open for the working of close fitting piston 8, in the outer
face of which is a recess 9, inclosing centrally located lugs 10, for pivotal
attachment of a pitman 11, connecting with the crank 12, of the engine shaft.
The inner face of the piston 8, is hollowed or formed with a concaved, preferably
hemispherical recess 13, that is adapted to form part of an explosion and expansion
chamber in the rear portion of the engine cylinder.
The engine cylinder 5, is provided with only a single charging and exhaust
port 14, which, as shown in Figures 2, 4, 5, and 11, is preferably located in the
centre of the cylinder head. This chamber and exhaust port 14, is controlled by
a valve 15, located in the cylinder 5, and secured to the forward end of a valve
rod or stem 16, that is supported in rear of the engine cylinder and arranged to
reciprocate in the longitudinal axis thereof. The forward face of the cylinder
valve 15, is conical, whereby the valve in opening, or moving forward to permit
exhausting, will encounter less resistance from the energy contained in any portion
of unexpended charge remaining in the cylinder. The rear face of the valve 15,
is conoidal and is fitted to a correspondingly tapered or bevelled seat in the
cylinder port. As shown in Figure 4, the valve 15, may be made hollow for the
purpose of lessening its weight. The valve rod 16, may be supported and guided
partly in a stuffing box 17, provided in the cap plate 18, of an air inlet and exhaust

page_text: chamber 19, attached to the outer face of the cylinder head, another guide support
for said rod being provided by a spider frame 20, arranged in said exterior
chamber. The valve rod 16, is thus supported in such a manner as to permit the
valve 15, to move in a straight line and be operated squarely to and from its seat
in the cylinder port.
On a rearward extended portion of the valve rod 16, is formed a rack 21,
engaged with a segment gear 22, Figure 2, on one end of a lever 23, fulcrumed
to a lug 24, that may be attached to the chamber 19, at the rear of the engine
cylinder. A spring 25, Figure 2, is arranged to bear on the lever 23, in such
direction as to move the segment gear 22, and engaged valve rod 16, rearward
and thus normally close the cylinder port 14, by seating the valve 15 therein.
The rack 21, on the valve rod 16, is preferably cylindrical or extended entirely
around the valve rod so as to always engage the segment gear 22, even should
the valve rod have any tendency to turn or rotate in its bearings or guide supports.
To the outer end of the segment-gear-lever 23, is connected one end of a rod 26,
Figures 1 and 2, the other end of which connects with the centrally jointed
portion of a two-part lever composed of sections 27, and 28, Figures 2 and 8.
One of these lever sections, as 27, is fulcrumed at one end to the side of the
chamber 19, and is provided with a spring 29, bearing on the front face of the
lever section 28, as shown in Figures 2 and 8. The inner end of the lever
section 28, is provided with a stop lug 30, Figure 8, arranged to bear against the
rear face of the lever section 27, and thereby hold the two lever sections 27
and 28 rigid when oscillated in a rearward direction as presently explained. The
spring 29, in front of the two-part or jointed lever will permit the outer lever
section 28, to yield in a forward direction and will return it to normal position in
line with the section 27, when the lever is relieved of pressure.
In the outer end
of the lever section 28 is mounted a small roller 31 through which pressure is
applied for actuating the segment-gear-lever 23, in such direction as to move the
valve rod 16, and attached valve 15, forward and thereby open the single port 14
of the engine cylinder.
In moving forward the valve 15, to open the cylinder port 14, the roller 31,
and its above described lever connections are actuated from a reciprocating bar 32,
Figures 1 and 2, that may be supported in suitable guides 33, at one side of the
engine cylinder. To a forward portion of this reciprocating bar 32, is pivotally
connected one end of a pitman 34, the other end of which is in pivotal connection
with a wrist pin 35, on a gear wheel 36, mounted on one side of the engine frame
and in mesh with a smaller gear or pinion 37 on the engine shaft. As shown in
Figure 2, the rear end of the reciprocating bar 32, is preferably somewhat
rounded on the inner side to facilitate frictional engagement with the roller 31,
as said bar is moved rearward. It will be apparent that during a rearward move-
ment of the reciprocating bar 32, in bearing contact with the roller 31, the jointed
lever 27, 28, will be oscillated in a rearward direction on the fulcrum at the inner
end of the main lever section 27, the two sections 27 and 28 of said lever being
held in rigid alignment with each other by reason of the stop lug 30, on the rear
of the section 28, and thus, through the rod 26, the segment-gear-lever 23 will
be oscillated in such direction as to move the valve rod 16, and valve 15 forward
and thereby open the port 14 of the engine cylinder. When the bar 32 has been
moved rearward a sufficient distance to permit the roller 31 to enter a notch or
recess 38, Figure 2, in the inner side of said moving bar the pressure on said
roller 31 and its lever connections will be at once relieved and the spring 25 will
then immediately act on the lever 23, in such a manner as to force the segment
gear 22 rearward, thereby imparting movement in the same direction to the valve
rod 16, and valve 15, so as to close the cylinder port. On the return forward
movement of the reciprocating bar 32, actuated from the engine shaft, the engage-
ment of the roller 31 in the notch 38, will cause the lever section 28 to fulcrum
on its pivoted connection with the lever section 27, and rod 26, the stop lug 30,
Figure 8, being adapted to yield backward as the lever section 28 is swung forward,

page_text: and thus the sections 27 and 28 of the jointed two-part lever will no longer remain
rigid but the section 28 will flex in a forward direction against the pressure of the
spring 29, and remain in that position while the roller 31 becomes disengaged
from the notch 38, and is pressed inward by the inner side of the forward moving
bar 32, until said bar has moved forward a sufficient distance to become wholly
disengaged from the roller 31, when the spring 29 will at once. restore the two
part jointed lever 27, 28, to its normally rigid condition. It will thus be observed
that during a forward movement of the bar 32, the main lever section 27 does not
move on its fulcrum but remains stationary, while the forward flexing of the lever
section 28, to which the fulcrum is transferred obviates all strain on the parts and
prevents any disturbance of the seated or closed cylinder valve. Thus while the
cylinder valve 15 is promptly opened or moved forward upon the rearward move-
ment of the reciprocating bar 32, and becomes automatically closed at the end of
the rearward stroke of said bar, it will remain closed and be unaffected by the
return forward movement of said bar.
At a suitable point on the outside of the engine cylinder 5, preferably on one
side of and parallel therewith is secured an air compressing pump cylinder 39,
Figures 1 and 3, constituting part of a mechanism for developing the requisite
pressure for a blast of air to be used in atomizing the liquid gasolene or hydro-
carbon that is to form, when vaporized, a portion of each explosive charge
for operating the engine. The rear end of the pump cylinder 39 is permanently
closed and in the open forward end of said cylinder is placed a close fitting
piston 40, Figure 3, having a piston rod 41, that is provided with adjustable nuts
or collars 42, and 43, which may be placed at any required distance apart to regulate
or control the stroke of the piston as hereinafter explained. On the forward
portion of the horizontally reciprocating bar 32, is an arm 44, carrying a collar 45,
that surrounds the piston rod 41, between its adjustable nuts or collars 42, and 43,
so that by coming in contact with first one and then the other of said adjustable
nuts or collars 42, 43, a reciprocating movement will be imparted to the piston 40,
of the air pump or compressor. By referring to Figure 3, it will be
seen that the nut or collar 42 is placed on the forward or outer end of the
piston rod 41, so that when the reciprocating bar 32 is at the end of its
forward stroke the piston 40 will occupy a like position in the pump
cylinder. The rear adjustable collar or nut 43 is nearer the piston head 40, and
it is obvious that by adjusting this nut or collar 43 forward toward the nut or
collar 42, or rearward and more nearly toward the piston head 40, the stroke of
the piston will be correspondingly increased or diminished according to the required
degree of compression to be imparted to the air in the cylinder.
The pump
cylinder 39 is provided near its rear end with a single opening or passage 46,
Figure 3, for inlet and egress of air. During the forward or outward stroke of the
pump piston the cylinder 39 will take in air by suction through a pipe 47, leading
from or communicating with an air space preferably arranged in the interior of the
engine base to lessen or obviate any liability of drawing in dust. In an upper
portion of this pipe 47 is a check valve 48, Figure 1, which closes by gravity when
the suction of the pump 39 ceases. On the rearward or inward stroke of the
pump piston 40, the valve 48 being closed, the air in the cylinder 39 will be
compressed and forced out through the opening 46 into a pipe 49, Figures 1, and 3,
which communicates with a branch or bend of the pipe 47, between the check
valve 48, and the pump cylinder. The pipe 49 is preferably carried forward a
certain distance and is bent downward and rearward toward the air inlet and
exhaust chamber 19, exterior to the rear end of the engine cylinder. In the
lower horizontal portion of the pipe 49, is an automatically actuated cut-off
aud expansion valve 50, Figures 1, 2, 9, and 10, which is normally in a closed
position with reference to the passage of air coming from the pump or compressor.
By reason of this closed valve 50, the pipe 49, is adapted to serve as a sort of
receptacle or reservoir for the accumulation of compressed air. The rotary plug
of the cut-off and expansion valve 50 is provided with a central transverse

page_text: passage 51, Figure 10, which is adapted to be aligned with and permit com-
munication through the pipe 49, when the valve is opened to supply a blast of
compressed air to the gasolene atomizer hereinafter described. In the plug of the
valve 50, parallel, with the main passage 51, but outside the centre of the plug,
is a smaller passage 52, Figure 10, which is adapted to establish communication
between the exit or atomizer end of the pipe 49, and a pipe 53 leading from the
valve 50, to the air space in the engine base. Through this smaller passage 52,
when the valve is closed, any unexpanded compressed air, that has passed through
the passage 51 of the valve 50 toward the atomizer, will be permitted to expand
backward through the pipe 53, Figures 1, and 10, and escape thence into the air
space of the engine base, so that the gasolene spray will cease the instant the air
blast is cut off. On the upper end of the rotary cut-off and expansion valve 50, is
pivotally mounted a free working arm or lever 54, Figures 2 and 9, which is
preferably provided with a friction wheel 55, at its outer end. During a rearward
movement of the reciprocating bar 32, hereinbefore described, an adjustable
tappet 56, Figures 1 and 2, carried by said bar will bear on the wheel or roller 55,
in such direction as to cause the pivoted arm or lever 54 to press forcibly against
a pin or stud 57, secured rigidly in the top of the rotary valve 50, and thereby
revolve the valve sufficiently to bring its main passage 51 into alignment with the
pipe 49, so as to establish communication between the air compressor and the.
atomizer for the purpose of spraying the gasolene. After the tappet 56 has been
moved rearward a sufficient distance to become disengaged from the wheel or
roller 55, a spring 58, bearing against the rear side of the pin or stud 57, will
exert sufficient pressure thereon to revolve the valve 50, in the opposite direction,
the valve passage 51, being thereby closed so as to cut off the blast of compressed
air. At the same instant the valve passage 52 will establish communication between
the pipes 49 and 53, Figure 10, and thus afford a relief exit for any unexpended
compressed air in that portion of the pipe 49, between the valve 50, and the
atomizer, as before mentioned. Were it not for some such provision as this the
more or less compressed air between the closed valve and the atomizer will still
continue to develop a spray of gasolene. On the closing of the valve 50 by the
spring 58, the pin or stud 57 returns the pivoted valve or lever 54 to its normal
position. Now when the reciprocating bar 32 moves forward, or toward the engine
crank shaft, the tappet 56 will swing the pivoted arm or lever 54 in a forward
direction without operating the oscillatory valve 50 against the pressure of a
spring 59, Figure 9, by which spring the said pivoted lever will be restored to
normal position after the tappet has passed.
In order to relieve any excessive degree of compression in the air compressing
pump cylinder 39 and its exit pipe 49, and thereby automatically regulate the
action of the engine, a relief pipe 60 may be connected with the pipe 49 at a
convenient point between the valve 50, and pump cylinder. This relief pipe 60
may communicate at its other end, directly with the atmosphere or with the air
space inclosed by the engine base. A normally closed valve in the relief pipe 60
is controlled by a governor 61, Figures 1 and 3, connecting by belting 62 with a
pulley on the engine shaft so that as the speed of the engine is increased by a too
great energy in the action of the air blast and atomizing devices the governor will
open the valve in the pipe 60 and relieve the pressure until the speed of the engine
shaft is reduced to the required number of revolutions.
The gasolene or other liquid hydro-carbon employed in operating the engine may
be supplied from a suitable tank 63, Figures 1 and 2, through a pipe 64 leading
upward from the lower part of said tank to a point adjacent to the air inlet and
exhaust chamber 19 at the rear end of the engine cylinder. In the upper part of
the gasolene supply pipe 64 is a check valve 65, Figure 4, and above this valve
the pipe 64 is provided with one or more exit tubes 66, Figures 4, 5, and 11, that
are arranged to pierce the wall of the chamber 19 at a suitable point, preferably
in direct proximity to the single charging and exhaust port 14 of the engine
cylinder. I prefer to employ a group of these gasolene tubes as more clearly

page_text: shown in Figure 5, though only one tube may be provided if deemed sufficient.
As shown in Figure 5, it is preferable to cause the tubes 66 to enter the
chamber 19, through an external recess 67, Figure 5, formed in the bottom of
said chamber. By means of this recess 67, a considerable portion of the tubes 66
may be surrounded, outside the chamber 19, with a body of comparatively cool
air, thus to some extent shielding the tubes from the heat of the hot exhaust gases
that escape through said chamber.
The gasolene supplied through the tube or tubes 66 is atomized, or sprayed by
the action of a blast of compressed air forced through a tube or tubes 68,
Figures 2, 4, 5, and 11, leading from a pipe 69, that communicates with the exit
end of the pipe 49, in which the automatically controlled cut-off and expansion
valve 50 is located. At the end of the pipe 69, is located a check valve 70, that
closes when the air blast is cut-off, to avoid induction from the chamber 19.
The air inlet and exhaust chamber 19, in which the atomizer tubes 66 and 68
are located, is arranged to conduct or transmit the main supply of air for the engine
cylinder from a main air supply pipe 71, Figures 1, 5, and 11, which preferably
leads from the interior of the engine base, so as to lessen any liability of drawing
in dust. An exhaust pipe 72 leads from the chamber 19, to any convenient
point.
In the form of construction shown in Figure 5, where the atomizer tubes are
arranged in direct or immediate proximity to the cylinder port 14, a check
valve 73 may be placed at the upper end of the main air supply pipe 71, to
prevent any escape of exhaust gases through said pipe and a flap valve or
shutter 74 may be arranged between the cylinder port 14 and the exhaust pipe 72,
for the purpose of preventing the suction of the engine cylinder from drawing back
therein any exhaust gases that have already escaped through the chamber 19 to
the exhaust pipe. When however, the atomizer tubes are arranged a little to one
side of the cylinder port 14, as shown in Figure 11, the check valve 73 at the top
of the main air supply pipe 71, will be preferably replaced by a flap valve or
shutter 75, so arranged as to open toward the cylinder port and serve, when
closed, to shield the atomizer from direct contact with the heat of the hot exhaust
gases.
It will be observed that by locating the valve 15 within the cylinder 5 in such a
manner as to seat rearwardly in and tightly close the single charging and exhaust
port 14, the exterior air inlet and exhaust chamber 19 and inclosed atomizer will
be effectually isolated from the engine cylinder at the time of explosion and the
atomizer will be thus protected from the flash and burning of the exploding
charge.
The level of gasolene in the tank 63, from which the engine draws its supply,
should never exceed in height the top of the spraying tubes unless some special
provision is made to guard against an overflow. A hand valve 76, Figure 1, is
provided in the pipe 64, the better to prevent the column of gasolene from falling
out of the pipe when the engine is not in use, and when so desired, to serve as a
regulating or controlling gauge, for regulating the supply or volume of gasolene
passing to the atomizer. By means of the check valve 65, Figure 4, in the upper
portion of the gasolene supply pipe 64, just below the spraying device or atomizer,
the level of gasolene will be sustained in the pipe, when once charged, and thereby
promptly furnish gasolene for the spray.
The mechanism for effecting electric ignition of the compressed charge in the
engine cylinder preferably comprises a pair of oscillatory electrodes 77, Figures 6
and 7, projecting inward through a tapered opening 78, Figure 4, in the cylinder
head, a sufficient distance to make contact with the concaved inner surface or
recesses of the piston head 8 at the end of the compressing stroke. The
electrodes 77 are each separately wrapped for a part of their length with an
insulating covering 79, Figure 7, and each electrode is provided about midway its
length and on its outer side with a laterally projecting arm 80, to assist in holding
it in place within a cross shaped sheathing or metal case 81, in which both

page_text: electrodes are mounted side by side. This metal case or sheathing 81 is made in
two hollow halves, each approximately T-shaped so that when brought together
in proper position they will form a cross-shaped casing as shown in Figure 7.
The space within the case or sheathing 81 is filled in, around and between the
electrodes, with asbestos 82, Figure 7, or some other suitable incombustible and
insulating material.
The forward end of the electrodes which are to come in contact with the piston 8
at the proper time, may be somewhat rounded as shown, and the rear ends are
provided with binding screws 83, for attachment of wires or flexible conductors 84,
connecting with a battery or other source of electric energy. The lateral arms 80
of the electrodes occupy a central position in and between the lateral arms or
trunnions 85 of the cross-shaped metal case or sheathing 81, and are so packed and
secured by the asbestos filling 82, as to prevent any longitudinal displacement of
the electrodes from impact of the piston in the engine cylinder. When connected
with a battery the electrodes are in open circuit until closed at their contact ends
or points by the piston 8, at the end of its compressing stroke. At this time the
piston touches and rubs the ends of both electrodes, thereby acting as an armature
to close the circuit. As soon as the piston passes away from the electrodes, at
the beginning of one of its forward strokes the circuit is broken and the spark
which is thus induced between the contact ends of the electrodes ignites or explodes
the compressed charge in the engine cylinder and thus imparts an increased impulse
to the forward movement of the piston. Contact of the piston with the electrodes
cause their inner ends to oscillate downward within the engine cylinder against the
pressure of a spring 86, Figure 4, supported outside the cylinder and bearing down
on the rearward projecting portion of the electrode casing. By this spring 86 the
electrodes and their casing are oscillated or returned to their normal position when
the pressure of the piston is removed. The electrodes and casing are mounted by
means of their trunnions or journals 85, in bearings 87, provided on the rear or
outer side of the cylinder head 7, in proximity to the tapered opening 78, through
which the electrodes project into the engine cylinder, suitable provision for
oscillation of the electrodes being thus provided. To one side of the outer and
rearward projecting portion of the electrodes casing 81, is secured a laterally
extended arm 88, Figures 5, and 6, the outer end of which is reduced in diameter
and made cylindrical. From this cylindrical outer end of the rigid arm 88, is
suspended a pendulum lever 89, Figures 1, and 6, carrying a friction roller 90 at
its lower end. The rounded upper end or head of the pendulum lever 89, is
perforated to pivot on the arm 88, and in its periphery is a slot 91, for passage of a
pin 92, which is secured to the arm 88, and serves at the same time to retain the
pendulum lever 89 on said arm and to hold said lever rigidly in a perpendicular
position secure from swinging in a rearward direction but free to be swung forward..
As the piston in the engine cylinder is completing an exhaust stroke a vertical
projection 93, Figures 1 and 2, on the reciprocating bar 32, will be carried by the
rearward movement of said bar into position to engage the friction roller 90, and
press the rigidly held pendulum lever 89 upward, thereby causing the contact ends
of the electrodes 77 to be rocked downward or depressed within the engine cylinder
a sufficient distance to escape contact with the piston. The contact ends or points
of the electrodes will now remain depressed until the piston, on its charging or
return forward stroke, has passed beyond their reach, at which time the roller 90
will become disengaged from the projection 93, and the electrodes will resume
their normal position, under the action of the spring 86, in readiness for contact
with the piston 8, upon its return compressing stroke. The return forward move-
ment of the bar 32, causes its projection 93 to again engage the roller 90, on the
pendulum lever 89, but this time without operating the electrodes, the lever 89
being free to swing in a forward direction.
The several parts of the engine are so arranged that the order of the operation
will be first, charging the engine cylinder with atmospheric air, and spraying the

page_text: gasolene; then compressing the charge; then explosion or expansion of the charge
upon ignition; and then exhausting the engine cylinder; requiring two complete
revolutions of the engine crank shaft during these operations.
It will be observed that propose to employ in this engine a form of piston
that is adapted to serve the important purpose of receiving, holding and then giving
heat over to the atomized gasolene injected into the cylinder, besides permitting
the pitman to be so connected centrally of the length and diameter of the piston
head as to cause the piston to work more evenly throughout the cylinder.
The hemispherical recess 13, formed in the piston affords safety against contact
of the piston with the inwardly projecting portion of the conical cylinder valve 15,
while the rim of said recess provides an armature of circuit closer and breaker for
the igniting or sparking operation of the electrodes. The value of the single port
of the engine cylinder operated in conjunction with, or controlled by a single valve
will be readily understood. The operating mechanism of this single valve 15, is so
arranged that it will be promptly opened at the proper time and remain open
during the period of exhausting and charging and will then close automatically
and remain closed during the subsequent compression, ignition and expansion of
the charge. The adjustable tappet 56, Figures 1 and 2, on the reciprocating
bar 32, is arranged to open the cut-off and expansion valve 50, at the moment the
engine cylinder begius to charge, and is made adjustable so that the said valve
for supplying a blast of air to the atomizer may be caused to open a little earlier
or a little later upon the stroke as may be desired. The length of the tappet 56,
is somewhat less than would be required to hold the valve 50 open during the
whole of the time consumed in charging the engine cylinder 5, and, therefore,
the blast of air is cut off from the atomizer before the engine cylinder has finished
charging with atmospheric air, so that any after or residual spray of gasolene will
not be left in the cylinder port 14 or chamber 19, but will be wholly carried into
the engine cylinder by the suction of the main air supply. As before explained,
the gasolene spray ceases the instant the air blast from the pump 39 and pipe 49 is
cut off. The mechanism, hereinbefore described, for controlling the operation of
the electrodes is so arranged that the pressure of the electric spark will occur
only at each second revolution of the engine shaft, or when the charge in the
engine cylinder has been compressed in readiness for explosion.
To contribute to a still more succèssful operation of the engine, I have designed
that the supply of gasolene shall be drawn or charged into the engine from a
specially devised and constructed safety gasolene tank, of such construction that
the gasolene level in the gasolene supply pipe 64, Figure 4, may be maintained
therein at whatsoever point desired by the ordinary or normal atmospheric
pressure; thereby obviating the necessity for the air blast lifting the gasolene, as
it is consumed, through the height otherwise required to preserve the level in said
gasolene supply pipe; and thereby also, the check valve 65, may, if desired, be
dispensed with.
The manner of securing and maintaining this level is as follows; The gasolene in
the lower or compensator compartment of the tank above referred to is maintained
at an approximately constant level so long as there is any gasolene contained in the
upper or reservoir compartment thereabove. Therefore, it is only necessary that
the tank be raised, and rest or stand supported so that the gasolene level within
the compensator shall be on a level with that point of the gasolene supply pipe 64,
whereat it is desired the level shall be maintained. Nothing further than this will
of necessity be required, as thereupon the levels of the tank compensator and of the
gasolene supply pipe will continue to correspond.
When it is desired to substitute a fixed gas for gasolene, for the purpose of
making an explosive compound for actuating the engine, it will only be necessary
to connect the pipe 64 with the gas main, or other source of the gas supply, instead
of having such connection with a gasolene tank; the valve 65 of the pipe 64 being
weighted to approximately balance pressure of the gas within the gas main, the

page_text: engine may thereupon be made to operate without the necessity for further change
in its mechanism; the air blast serving to facilitate the transmission of gas from
the pipe 64 into the cylinder port.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim is :-
1. In a gas engine, the combination of a cylinder having a single charging and
exhaust port located in the cylinder head, a poppet-valve controlling said port and
having a conical projection extending into the cylinder, and a piston having a
concavely recessed face to form part of the explosion chamber and afford safety
against contact of the piston with the inwardly projecting portion of said valve,
substantially as described.
2. In a gas engine, the combination of a cylinder having a single charging and
exhaust port located in the cylinder head, a conical poppet-valve controlling said
port and adapted to seat therein, a valve rod provided with a rack, a segment-gear-
lever engaged with said rack and provided with a spring, a jointed lever adapted to
be swung rigidly in one direction and to flex or yield at its joint in an opposite
direction, a rod connecting said levers, and a reciprocating bar actuated from the
engine shaft and adapted to swing the jointed lever rigidly in opening the valve
and cause it to yield in the opposite direction without affecting the valve,
substantially as described.
3. In a gas engine, the combination of a cylinder having in its head a single
charging and exhaust port controlled by a poppet-valve located in the cylinder, a
piston having a concavely recessed face to afford safety against contact with the
inwardly projecting portion of the valve, oscillatory electrodes projecting into the
cylinder adjacent to said single valved port, and means for automatically controlling
the position of the electrodes to permit or prevent contact thereof with the recessed
face of the piston, substantially as described.
4. In a gas engine, the combination of a cylinder having a single charging and
exhaust port, a valve located in the cylinder and controlling said port, an inlet and
exhaust chamber communicating with the cylinder through said single valved
charging and exhaust port, and an automatically controlled atomizing mechanism
located in said chamber in proximity to the said cylinder port, substantially as
described.
5. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port controlled by a valve, a valved air inlet and exhaust
chamber communicating with the cylinder through said port, atomizing mechanism
located in said chamber in proximity to the cylinder port and adapted to inject a
spray of gasolene into the cylinder, an air blast pipe for supplying compressed air to
the atomizer, and an automatic cut-off and expansion valve located in the air blast pipe
and provided with a relief passage for the backward expansion of compressed air
from the atomizer on the closing of the cut-off valve, substantially as described.
6. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port located in the cylinder head, an automatically actuated
valve controlling said port, an air inlet and exhaust chamber adapted to com-
municate with the cylinder through the cylinder port, a main air supply pipe
leading into said chamber and an exhaust pipe leading therefrom, automatic valves
for controlling the inlet and exhaust passages of said chamber, an atomizer located
in the air inlet and exhaust chamber in proximity to the cylinder port, an air blast
pipe for supplying compressed air to the atomizer, and a cut-off and expansion
valve located in the air blast pipe, substantially as described.
7. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port located in the cylinder head and controlled by a single
automatically actuated valve, a valved air inlet and exhaust chamber communicating
with the cylinder through said port, a gasolene atomizer located in said chamber
and comprising one or more gasolene tubes and one or more air tubes, a valved pipe
B

page_text: for supplying gasolene to the atomizer, an air blast pipe for supplying compressed
air to the atomizer, and an automatic cut-off and expansion valve located in the
air blast pipe to control the operation of the atomizer, substantially as described.
8. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port controlled by a single valve, an air inlet and exhaust
chamber provided with an air supply pipe and an exhaust pipe, a gasolene atomizer
located in said chamber in proximity to the cylinder port and comprising groups of
gasolene tubes and air tubes piercing the walls of the chamber, a valved gasolene
supply pipe, an air blast for supplying compressed air to the atomizer, and an
automatic cut-off and expansion valve adapted to control the air blast and provided
with a backward expansion passage, substantially as described.
9. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port, a valve located in the cylinder and adapted to seat in
and control said port, a piston having a recessed face opposite the inward projecting
portion of said valve, a chamber provided with air inlet and exhaust passages, an
atomizer located in said chamber, and valves adapted and arranged to automatically
control the air inlet and exhaust passages of said chamber and shield the atomizer
from the heat of the exhaust gases, substantially as described.
10. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port, a valve located in the cylinder and adapted to seat in
and control said port, an air inlet and exhaust chamber, an atomizer located in
said chamber, an air compressing pump having a pipe communicating with the
atomizer, and an automatic cut off and expansion valve located in said pipe
substantially as described.
11. In a gas engine, the combination of an engine cylinder having a charging
and exhaust port controlled by an automatically actuated valve, an air inlet and
exhaust chamber, an atomizer located in said chamber, an air compressing pump
having an air blast pipe communicating with the atomizer, an automatic cut-off and
expansion valve located in the blast pipe and provided with a central main passage
for establishing communication with the atomizer and a smaller passage for back-
ward expansion from the atomizer on cutting off the blast, and a relief pipe
adapted to communicate with said smaller passage, substantially as described.
12. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port controlled by a valve, an air inlet and exhaust chamber,
an atomizer located in said chamber in proximity to the cylinder port, an air com-
pressing pump having a blast pipe adapted to communicate with the atomizer, an
automatic cut-off and expansion valve located in said pipe, a relief pipe leading
from the blast pipe intermediate said pump and valve, and a governor controlling a
valve in the said relief pipe, substantially as described.
13. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port controlled by a valve, an air inlet and exhaust chamber
communicating with the cylinder through said port, an atomizer located in said
chamber, a concavely recessed piston in the engine cylinder, a pair of insulated
oscillating electrodes mounted in bearings on the cylinder and projecting into the
explosion chamber of the cylinder in position to make and break contact with the
piston and means for automatically controlling the position of the electrodes to
permit or prevent contact with the piston, substantially as described.
14. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port controlled by a valve, a recessed piston, a pair of
parallel oscillating electrodes projecting into the engine cylinder in position to make
and break contact with the piston, an insulating casing provided with trunnions and
adapted to receive and support said electrodes, bearings to support the trunnions of
said casing, a rigid arm projecting from one side of the electrode casing, a pendulum
lever pivoted on said arm and adapted to be held rigid in one direction but capable
of yielding in the opposite direction, a reciprocating bar adapted to actuate said
lever to move the electrodes out of reach of the piston, and a spring to return the
electrodes, substantially as described.

page_text: 15. In a gas engine, the combination of a cylinder having a single charging and
exhaust port controlled by a single valve, a piston, an atomizer for spraying
gasolene into said cylinder, an air blast for the atomizer, an automatic cut-off and
expansion valve for controlling the action of the atomizer, and automatically
controlled electrodes adapted to make and break contact with the piston to explode
the charge, substantially as described.
16. In a gas engine, the combination of a cylinder having a single charging and
exhaust port controlled by a single valve, a chamber communicating with the
cylinder through said port and having air inlet and exhaust passages, an atomizer
located in said chamber, an air compressing pump having a blast pipe leading to
the atomizer, a reciprocating bar actuated from the engine shaft and having an arm
carrying a collar that surrounds the piston rod of the air compressing pump, and
adjustable nuts or collars placed on the said pump piston rod at opposite sides of
said arm to govern the stroke of the pump piston, substantially as described.
17. In a gas engine, the combination of a cylinder having a single charging and
exhaust port controlled by a single valve, a chamber communicating with the
cylinder through said port and provided with air inlet and exhaust passages, an
atomizer located in said chamber, an air blast pipe leading to the atomizer, a cut-off
and expansion valve located in said pipe and provided with an arm or lever, a
reciprocating bar actuated from the engine shaft, and a tappet adjustably mounted
on said bar and adapted to act on said lever and control the opening and closing of
said valve so as to cut off the air-blast to the atomizer before the engine
cylinder has finished charging, whereby any residual spray of gasolene will be
wholly carried into the cylinder by the suction of the main air supply and backward
flashing prevented, substantially as described.
18. In a gas engine, the combination of a cylinder having a single charging and
exhaust port controlled by a single valve, a chamber communicating with the
cylinder through said valved port, an atomizer located in said chamber, a supply
pipe leading to the atomizer from a source of supply for gasolene or other hydro-
carbon liquid and an air blast pipe leading to the atomizer and provided with a
check valve, substantially as described.
19. In a gas engine, the combination of a cylinder having a single charging and
exhaust port controlled by a single valve, a chamber communicating with the
cylinder through said valved port and provided with valved air inlet and exhaust
passages, an atomizer located in said chamber, an air compressing pump, an air blast
pipe leading from said pump to the atomizer and provided with a check valve, and
a cut-off and expansion valve, located in said pipe between said pump and check
valve and provided with a relief passage, substantially as described.
20. In a gas engine, the combination of a cylinder having a single charging and
exhaust port controlled by a valve located in the cylinder, oscillatory electrodes
projecting into the cylinder, a piston having a concaved face and adapted to make
and break contact with the electrodes, an atomizer for spraying hydro-carbon liquid
into the cylinder, an air blast for the atomizer, a cut-off and expansion valve located
in the air blast pipe, and mechanism for automatically controlling the cylinder
valve, the cut-off and expansion valve and the electrodes, substantially as above.
21. In a gas engine, the combination of an engine cylinder having a single
charging and exhaust port, an exterior chamber provided with air inlet and exhaust
passages and adapted to communicate with the cylinder through its single port, an
atomizer located in said chamber, and a valve located in the engine cylinder and
arranged to seat rearward in the single charging and exhaust port to tightly close
said port and isolate the atomizer and its surrounding chamber from the flash and
burning of the exploding charge, substantially as described.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.