IMPROVEMENTS IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR ENGINES
Year: 1879

page_text: LETTERS PATENT to Hugh Williams, Civil Engineer, of Southport, in the
County of Lancaster, and of 15, Water Street, Liverpool, also in the County
of Lancaster. for the Invention of "IMPROVEMENTS IN AND RELATING TO
ATMOSPHERIC AIR AND GAS MOTOR ENGINES."
Sealed the 17th February 1880. and dated the 24th October 1879.
PROVISIONAL SPECIFICATION left by the said Hugh Williams at the Office
of the Commissioners of Patents on the 24th October 1879.
HUGH WILLIAMS, Civil Engineer, of Southport, in the County of Lancaster, and
of 15, Water Street, Liverpool, also in the County of Lancaster. IMPROVEMENTS
IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR ENGINES."
My Invention relates to certain improvements in the details of construction of
engines and parts connected therewith, used in the carrying out or development of
the improved system of working atmospheric air and gas motor engines, described in
the former Specification of former Letters Patent, No. 2, A.D. 1879. granted to Hugh
Williams and James Baron. The system of working atmospheric air and gas
engines, according to the said former Invention and Letters Patent, consists in the
introduction by enforcement, that is, by means of pressure exerted by the machine,
of compressed air in an isolated state, that is, compressed atmospheric air, into a
space within a working cylinder. Behind the piston and upon the piston reaching
the most advantageous part of its stroke a charge of inflammable gas is then forced
into the air, which has been introduced under pressure, as aforesaid, within the
cylinder at a point in the proximity of a kindling flame. By this arrangement,
and by so introducing the compressed air and inflammable gas into the cylinder
under pressure, all chances of violent and sudden development of pressure and
explosions, such as occur in other' gas engines in consequence of non or imperfect
regulation of the mixture of air and inflammable gas is obviated. According to this
arrangement there is a regulated and sufficient quantity of air introduced into the
cylinder to sustain combustion prior to the forced injection of the gas. It necessarily
follows that upon the gradual enforcement of the inflammable gas into the com-
pressed air in the cylinder, and in contiguity of a flame, an ignition will take place

page_text: the moment the mixture reaches its inflammable point in manner similar to an
ordinary jet burner, and the development of heat will be gradual in proportion to
the quantity of air and gas injected. The heat will also be more thoroughly dis-
persed among and through the compressed air within the cylinder, and consequently
generate an expansive pressure behind the piston resembling the action of steam.
By this arrangement a maximum power may be obtained from a minimum quantity
of gas.
It is self-regulating, taking fire at the least inflammable stage of the
mixture, namely, the moment the proper proportions are reached.
My present Invention has for its object,-
First. The defencing more accurately than in the former Invention, Letters Paient
No. 2, A.D. 1879, the most advantageous part of the revolution of the crank of the
engine to force the inflammable gas into the compressed air.
Second. The construction of a novel combination of valve, whereby the compressed
air is first admitted into the cylinder, and then the compressed gas. is also admitted
into the cylinder.
Third. A novel form of kindling valve, whereby the admixed compressed air and
compressed gas are ignited the right moment of the stroke.
Fourth. The position, construction, and operation of the exhaust valve, whereby
a partial vacuum is obtained.
Fifth. The method of and apparatus for starting atmospheric air and gas
engines.
First. As in the former Invention, No. 2/79, before referred to for example, I
use an engine of the trunk type, the trunk being formed on the piston, and being
of a lesser diameter than the piston forms an annular space between the trunk and
the sides of the cylinder. This annular space is utilized as an air pump, and com-
presses air into a storage chamber of capacity to contain a nearly uniform prescribed
pressure when the engine is. working, the pressure in the first instance being
obtained by a hand pump or by means of imparting a series of revolutions to the
crank, and thus actuating the piston. This conditional air pressure having been
arrived at, and when the piston shall have travelled about three quarters of its
inwards stroke, instead of one sixth of its inward stroke, as in the former Inven-
tion, Patent No. 2/79, the compressed air expands from the storage chamber, and is
admitted into the cylinder by the action of a cam, which works a peculiarly con-
structed self closing combination valve, the same valve by its further stroke
operating on another valve, and admitting the charge of compressed gas, and also
by working an adjunct valve causing the mixture to ignite at the right time by
opening communication to the kindling flame.
Second. In practice it is found that slide valves, such as that shown in connection
with the former Invention, Patent No. 2/79, before referred to. absorb a large
amount of power in their operation in consequence of the necessity of a powerful
spring to keep the valve to its face to resist the effect of the pressure from the
cylinder on the valve face. According to my Invention to remedy this defect I use
a combination valve for effecting the necessary operations described under the first
head for admitting air and gas. This combination valve consists of a piston
working in a small cylinder, which communicates by means of a non return valve
(of the mushroom or ordinary lift type) to the air storage chamber. One end of
the rod or stalk working the piston may be carried down to the working crank
shaft of the engine, from whence it is operated by a cam at the desired moment, or
it may be worked by a cam fixed on a secondary shaft. The piston is kept down
so as to close the valve by a spiral spring, or its equivalent, and by superior area of
the piston (which is open to the air pressure) over the valve proper, which consists
of a continuation of the piston rod developing into a lift valve, which forms the
air admission valve into the cylinder, and an extension of the valve rod or spindle
above the valve to a sufficient length to actuate on the valve for the admission of
compressed gas. The air valve works in a chamber into which opens the cylinder
port. The valve forming the gas valve is an ordinary mushroom or lifting valve,
and works between the chamber, having the cylinder port and a chamber commu-

page_text: nicating through a non-return valve to the gas pump.
The operation is, the
pressure of air on the superior area of the piston of the air valve keeps the air valve
closed until such time as the cam opens the air valve; then the compressed air
rushes from the air chamber into the cylinder in advance of the inflammable gas.
When an equilibrium is reached the cam continues to further lift the air valve until
the prolonged spindle of the air valve is brought to bear on the gas valve, and fully
opens the gas valve for the admission of the compressed gas to the cylinder, and the
valve is held open for the continuation of injection of gas for about one half of the
outstroke of the working piston.
Third. The kindling valve consists of a piston valve of hollow cylindrical type
worked by the same cam that operates the combination air and gas valves. This
hollow cylindrical piston valve receives a continuous charge of gas from the chamber
of the gas compressing pump, which charge is controlled by a small screw down
valve. The charge of gas within the said valve is ignited by a master light placed
externally, and the ignition is sustained within the said valve when not conveying
its charge to the passage of the working cylinder by a current of external air
passing through the inside of the said valve by two passages in its periphery.
When conveying its charge to the combustible fluid within the working cylinder
the said passages in the periphery of the valve are closed, and air for sustaining
combustion within the valve is admitted simultaneously with the closing of the
passages from the passage communicating with the compressed air chamber through
an adjustable screw valve. Thus the gas and air for supplying the igniting valve
will always be maintained at a pressure equal to the charge within the working
cylinder, and the inflamed charge within the igniting valve will readily communi-
cate with and ignite the charge within the, working cylinder. 1 would have it
understood that this ignition valve is applicable to other forms of air and gas motor
engines than that herein described.
Fourth. For the reasons before described under the second head in reference. to
the air and gas valves in preference to using a slide valve for the exhaust, I form
the exhaust valve of a flat faced lifting type worked by a cam fixed on the working
crank shaft, or by a cam fixed on a secondary shaft.. In the former Specification,
Patent No. 2/79, the position of the exhaust passage is shown about midway of
the stroke of the working piston, and the operation of the valve commenced at
nearly the completion of the outward stroke of the working piston, and terminated
at about one fourth of the inward stroke of the piston. In practise I have found
it preferable to remove the position of the exhaust passage from that in the former
Specification, Patent No. 2/79. to a position above the extremity of the instroke of the
piston. I have also found that in consequence of the condensation of the gases
after their ignition on the outward stroke of the piston that a partial vacuum exists
within the cylinder, and in order to utilize this partial vacuum I keep the exhaust
valve closed until the piston shall have reached about one half of its inwards stroke,
when the valve is suddenly opened by the cam and is held open until the piston
reaches a further one fourth of the same stroke of the piston.
Fifth. The method of and apparatus for starting atmospheric air, and gas engines
consists of first admitting atmospheric air in its normal state into the cylinder, and
then injecting a regulated charge of gas into the same. and then by means of a
novel form of hand gear working the engine until by means of the combustion of
the air and gas acting upon the piston the momentum of the engine overruns and
disconnects the hand gear. Such a hand gear may consist of a dislied disc keyed
onto the crank shaft. Within the disc and running loose upon the crank shaft
there is a loose boss, one portion of which is in the form of a worm wheel, and the
other portion is connected by means of links to frictional segments, which bear
upon and operate the dished disc, and thereby turn the crank shaft and the engine.
The worm wheel is driven by a worm operated by hand or suitable gear. In
operation motion being imparted to the worm wheel and boss the links and frictional
segments are thrown out and the engine rotated. The instant the momentum of

page_text: the engine by the combustion of the gas exceeds that of the hand gear the engine
releases itself and the starting is effected.
In further carrying out my Invention 1 dispense with the trunk arrangement of
the working cylinder piston, and I use a piston rod passing through a cover. the
space between the piston and the cover forming the air compressing portion of the 5
engine.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Hugh Williams in the Great Seal Patent Office on the 24th April
1880.
"
"
HUGH WILLIAMS, Civil Engineer, of Southport, in the County of Lancaster, and
of 15, Water Street, Liverpool, also in the County of Lancaster. IMPROVEMENTS
IN AND RELATING TO ATMOSPHERIC AIR AND GAS MOTOR ENGINES."
My Invention relates to certain improvements in the details of construction of
engines and parts connected therewith, used in the carrying out or development of
the improved system of working atmospheric air and gas motor engines described
in the Specification of former Letters Patent. No. 2. A.D. 1879, granted to Hugh
Williams and James Baron. The system of working atmospheric air and gas
engines according to the said former Invention and Letters Patent. consists in
the introduction by enforcement, that is, by means of pressure exerted by the
machine, of compressed air in an isolated state, that is, compressed atmospheric air,
into a space within a working cylinder behind the piston, and upon the piston
reaching the most advantageous part of its stroke a charge of inflammable gas is
then forced into the air, which has been introduced under pressure, as aforesaid,
within the cylinder at a point in the proximity of a kindling flame. By this
arrangement, and by so introducing the compressed and inflammable gas into the
cylinder under pressure, all chances of violent and sudden development of pressure
and explosions, such as occur in other gas engines. in consequence of non or
imperfect regulation of the mixture of air and inflammable gas is obviated. Ac-
cording to this arrangement there is a regulated and sufficient quantity of air
introduced into the cylinder to sustain combustion prior to the forced injection of
the gas. It necessarily follows that upon the gradual enforcement of the inflam-
mable gas into the compressed air in the cylinder and in contiguity of a flame,
an ignition will take place the moment the mixture reaches its inflammable point
in manner similar to an ordinary jet burner, and the development of heat will be
gradual in proportion to the quantity of air and gas injected. The heat will also
be more thoroughly dispersed among and through the compressed air within the
cylinder, and consequently generate an expansive pressure behind the piston
resembling the action of steam. By this arrangement a maximum power may be
obtained from a minimum quantity of gas; it is self regulating, taking fire at the

page_text: least inflammable stage of the mixture, namely, the moment the proper proportions
are reached.
My present Invention has for its object,-
First. The defining more accurately than in the former Invention, Letters
Patent No. 2, A.D. 1879, the most advantageous part of the revolution of the crank
of the engine to force the inflammable gas into the compressed air.
Second. The construction of a novel combination of valve, whereby the
compressed air is first admitted into the cylinder, and then the compressed gas is
also admitted into the cylinder.
Third. A novel form of kindling valve. whereby the admixed compressed air
and compressed gas are ignited at the right moment of the stroke.
Fourth. The position, construction, and operation of the exhaust valve, whereby
a partial vacuum is obtained.
Fifth. The method of and apparatus for starting atmospheric air and gas
engines.
First. As in the former invention. No. 2/79, before referred to, for example, 1
use an engine of the trunk type, the trunk being formed on the piston, and being
of a lesser diameter than the piston forms an annular space between the trunk and
the sides of the cylinder. This annular space is utilized as an air pump, and
compresses air into a storage chamber of capacity to contain a nearly uniform
prescribed pressure when the engine is working. The pressure in the first instance
being obtained by a hand pump or by means of imparting a series of revolutions to
the crank, and thus actuating the piston. This conditional air pressure having
been arrived at, and when the piston shall have travelled about three quarters of
its inwards stroke, instead of one sixth of its inwards stroke, as in the former
Invention, Patent No. 2/79, the compressed air expands from the storage chamber.
and is admitted into the cylinder by the action of a cam which works a peculiarly
constructed self closing combination valve, and also working an adjunct valve,
causing the mixture of air and gas, which latter is forced in by a pump to ignite at
the right time by opening communication to a kindling flame, or I use an engine
of the trunk type provided with a water jacket and an outer casing, which latter
forms an annular space into which works a piston. which is attached to and
worked by the trunk piston of the working cylinder. This annular space forms
the air compressor.
Second. In practice it is found that slide valves, such as that shown in con-
nection with the former Invention, Patent No. 2/79, before referred to, absorb a
large amount of power in their operation, in consequence of the necessity of a
powerful spring to keep the valve to its face to resist the effect of the pressure
from the cylinder on the valve face. According to my Invention, to remedy this
defect, I use a combination valve for effecting the necessary operations described under
the first head for admitting air. This combination valve consists of a piston working
in a small cylinder, which communicates by means of a non return valve (of the
mushroom or ordinary lift type) to the air storage chamber. One end of the rod or
stalk working the piston may be carried down to the working crank shaft of the
engine, from whence it is operated by a cam at the desired moment, or it may be
worked by a cam fixed on a secondary shaft. The valve piston is kept down so as
to close the valve by a spiral spring or its equivalent, and by superior area of the
piston which is open to the air pressure over the valve proper, which consists of a
continuation of the piston rod developing into a lift valve, which forms the air
admission valve into the cylinder. The air valve works in a chamber into which
opens the cylinder port. The valve forming the gas valve is a non return valve to
the gas pump.
The operation is, the pressure of air on the superior area of the piston
of the air valve keeps the air valve closed until such time as the cam opens the air
valve then the compressed air rushes from the air chamber into the cylinder in
advance of the inflammable gas. When an equilibrium is reached. the gas pump
commences to inject gas into the cylinder through the same passage as that which
previously admits the compressed air.

page_text: Third. The kindling valve consists of a piston valve of hollow cylindrical type
worked by the same cam that operates the combination air valve. This hollow
cylindrical piston valve receives a continuous charge of gas from the chamber of the
gas compressing pump, which charge is controlled by a small screw down valve. The
charge of gas within the said valve is ignited by a master light placed externally,
and the ignition is sustained within the said valve when not conveying its charge
to the passage of the working cylinder by a current of external air passing through
the inside of the said valve by two passages in its periphery. When conveying its
charge to the combustible fluid within the working cylinder, the said passages in
the periphery of the valve are closed, and air for sustaining combustion within the
valve is admitted simultaneously with the closing of the passages from the passage
communicating with the compressed air chamber through an adjustable screw
valve. Thus the gas and air for supplying the igniting valve will always be
maintained at a pressure equal to the charge within the working cylinder, and the
inflamed charge within the igniting valve will readily communicate with and
ignite the charge within the working cylinder. I would have it understood that
this ignition valve is applicable to other forms of air and gas motor engines
than that herein described. I would have it understood that I obtain my
equilibrium from the air and gas compressors, which feed the flame when actually
exposed to the tensed fluids within the cylinder.
Fourth. For the reasons before described under the second head in reference to
the air and gas valves, in preference to using a slide valve for the exhaust. I form
the exhaust valve, of a flat faced lifting type worked by a cam fixed on the working
crank shaft or by a cam fixed on a secondary shaft. In the former Specification,
Patent No. 2/79, the position of the exhaust passage is shown about midway of
the stroke of the working piston, and the operation of the valve commenced at
nearly the completion of the outward stroke of the working piston, and terminated
at about one fourth of the inward stroke of the piston. In practice I have found it
preferable to remove the position of the exhaust passage from that in the former
Specification, Patent No. 2/79, to a position above the extremity of the instroke
of the piston. I have also found that in consequence of the condensation of the
gases after their ignition on the outward stroke of the piston that a partial vacuum
exists within the cylinder, and in order to utilize this partial vacuum I keep the
exhaust valve closed until the piston shall have reached about one half of its
inwards stroke, when the valve is suddenly opened by the cam, and is held open
until the piston reaches a further one fourth of the same stroke of the piston.
Fifth. The method of and apparatus for starting atmospheric air and gas engines
consists of first admitting atmospheric air in its normal state into the cylinder, and
then injecting a regulated charge of gas into the same by means of a novel form of
hand gear, working the engine until by means of the combustion of the air and
gas acting upon the piston the momentum of the engine over runs and disconnects
the hand gear. Such a hand gear may consist of a dished disc keyed on to the
crank shaft. Within the disc and running loose upon the crank shaft there is a
loose boss, one portion of which is in the form of a worm wheel, or spur and pinion
arrangement, and the other portion is connected by means of links to frictional
segments which bear upon and operate the dished disc, and thereby turn the crank
shaft and the engine. The worm wheel is driven by a worm operated by hand or
suitable gear. In operation, motion being imparted to the worm wheel and boss,
the links and frictional segments are thrown out and the engine rotated. The
instant the momentum of the engine by the combustion of the gas exceeds that of
the hand gear, the engine releases itself and the starting is effected.
The following, which I have separated into sections, will explain the working of
my Invention:-
First. Every outward stroke of the working piston produces a motive force.
Second. Pure air only is drawn into a cylinder other than the working cylinder
during each outward and effective stroke of the working piston.
Third. The products of combustion are expelled during a part of each return or

page_text: inward stroke of the piston, and the pure air is enforced into the cylinder during
another portion of the same inward stroke, and the gas pump commences to inject
gas for the remaining portion of the same inward stroke, and continues such
injectment after the piston shall have traversed a considerable portion of the next
outward and effective stroke, and so on.
Fourth. My chief object in this Invention is the obviation of a complete and
uniform diffusion of the whole mass of combustible compound before exposure to
ignition. The gas is forced gradually into the cylinder, and I prefer the prolonged
action of an eccentric or a crank to obtain this object. The gas when introduced
gradually into atmospheric air and at the same time exposed to a flame or a spark
effects a union with the air without sensible violence or noise, from the reason of
the absorption of a correct proportion of air by the combustible gas, and this
correct proportion is discovered (and accomplished automatically) at its first stage
by the igniting flame.
The beforegoing being the nature, object, and purposes of my Invention, I will
now proceed to illustrate how the same may be practically applied, and to describe
forms and arrangements of apparatus such as are suitable for carrying my Invention
into practice, and for that purpose I have attached three Sheets of Drawings
illustrative of such apparatus and mechanism, which are marked with letters and
figures of reference corresponding with those in the following explanation, like
letters and figures being used to denote the same or corresponding parts throughout
th various views and figures.
For simplicity of explanation I will describe my Invention under the herein-
before defined five parts, and as preface I would state that the system of working
employed consists of the prior introduction of atmospheric air under compression
into a space within a working cylinder of an engine in such sufficient quantity as
will sustain combustion: heat is imparted to the charge of air by the injectment
or enforcement of a combustible fluid into its midst, in such a manner and in such
proportion that the mixture will ignite when brought in contact with a flame or
an ignited body, and will continue so ignited in proportion to the duration of the
injectment or enforcement of the combustible fluid, and thereby cause a gradual
and prolonged development of the heat and tension of the gaseous mass behind the
piston.
The combustible fluid may be composed of common illuminating gas or other
'carburetted hydrogen, such as the volatile constituents of petroleum.
Reference to the three Sheets of Drawings.
Figure is a plan shown partly in section of an atmospheric air and gas motor
engine constructed according to my Invention, with the details so arranged as
to explain the carrying out of the five parts into which I have divided my
Invention.
Figure 2 is a sectional elevation through A, B, Figure 1.
Figure 3 is a part outside view of Figure 2.
Figure 4 is an elevation of starting gear, being a section at C, D, Figure 1.
Figure 5 is a front elevation of Figure 4.
Figure 6 is an enlarged detail of the valves and cylinder end shown at Figure 1.
In this Figure (6) the air admission and igniting valves are shown in position with
the air and igniting flame cut off.
Figure is a similar section to Figure 6 but showing the air cut off, the passage
of the compressed gas into the cylinder, and the igniting flame exposed to the charge.
Figure 8 is a section through E, F, Figure 6, showing the exhaust valve.
Figure 9 is a section through the gas compressor through the line, H. I,
Figure 10.
Figure 10 is a section through K, K, Figure 6.
Figure 11 is a side elevation of the rocking lever and double throw cam used
to actuate the compressed air admission valve and the ignition valve.
First part. As in the former Invention, No. 2/79, before referred to, I use an

page_text: cylinder A is provided with a water jacket B and an outer casing C, which latter
forms an annular space into which works the piston D, which is attached to and
worked by the trunk piston E of the cylinder A. F is the connecting rod; G, the
crank shaft; H, engine frame and bed; I, the fly wheel; J, the strap or belt
pulley K, the starting gear hereinafter referred to; L is the valve actuating shaft
operated from the shaft G by the bevel wheels L', L" M is the gas compressor or
pump; N is the igniting valve; O, the compressed air admission valve; P is the
eccentric mounted on the shaft L for working the gas compressor or pump; Q is a
semi conical cam for operating the levers and rods Q' which control the action of the.
gas admission valve Q of the gas compressor M; M' is the gas inlet from the
main or otherwise; R is the passage from the gas compressor to the cylinder,
provided with a non return valve R. The igniting valve N and the compressed
air admission valve O are worked by the lever S, which receives motion or is
actuated by the cam S¹ or its equivalent on the shaft L, the return action being
ensured by the spring S". Air is admitted to the annular jacket C of the cylinder A
through the valve T, which is operated by the lever T', which is actuated by the
cam T on the shaft L; U is the exhaust valve; U' is the exhaust outlet. The
exhaust valve U is operated by the lever V, which is actuated by the cam V¹ on the
shaft L, the closing action being ensured by the spring V; W is the master flame
which is kept continually burning; X is the chimney: Y is a passage from the
annular jacket C provided with a non return valve Y¹. The valves T and Y¹act.
as suction and delivery valves to the air compressor formed by the annular space.C.
a is a governor or speed regulating mechanism, acting by controlling the admission
of gas to the gas compressor through the semi conical cam Q.
As before stated the annular space C is utilized as an air pump, by which air is
⚫ compressed to a nearly accurate uniform prescribed pressure when the engine is
working, pressure in the first instance being obtained by imparting a few revolutions
to the crank through the starting gear K. This conditional air pressure having
been arrived at on the instroke of the pistons E and D, and when the pistons shall
have travelled about three quarters of such inward stroke, the compressed air is
allowed to escape from the annular space C and the passage Y, and is admitted
into the cylinder A by the action, of the cam S', which through the lever S works
the compressed air admission valve O. By the further inward stroke of the engine,
the eccentric P causes the air compressor pump M to force the charge of compressed
gas into the cylinder. The ignition of the mixture is caused by the further stroke
of the cam S, which works another or adjunct valve, which is the valve N. The
position of the valves O and N. when the charge of compressed air and gas
commences to be admitted into the cylinder, is shown at Figure 6; the compressed
air passing from the porta into and through the passage O' into the top of the
cylinder A. By Figure 7 is shown the position of the valves N and O. After the
charge of compressed air has been admitted and the port is closed, and the ignition
is taking place in the valve N, and hence through d to the passage O' and the
cylinder A, sufficient air to support combustion in the valve N is admitted through
the port b. the valve N being closed to the master flame and the external
atmosphere. N is a small valve for regulating the supply of gas from the gas
compressor to supply the igniting valve.
Second part. In practice it is found that slide valves, such as that shown in the
Specification of Patent No. 2/79, absorb a large amount of power in their operation
in consequence of a powerful spring being required to the valve to its face.
According to this Invention I use a combination valve 0 of the piston type,
consisting of a piston e working in a small cylinder f which communicates with the
port a to the air compressor C. The rod e¹ of the piston e communicates with the
lever and crosshead S. The rod ell of the piston e communicates with the lift valve
of the mushroom type which forms the air admission valve into the cylinder.
The piston valve e, the admission valve h, are in their normal condition kept closed
by the spiral spring S", and are only opened by the operation of the cam S¹. The
pressure of air on the superior area of the piston e, assisted by the spring S", keeps

page_text: At
the air valve closed until such time as the cam S' opens it; then the compressed air
finds its way, into the cylinder A in advance of the inflammable gas. When an
equilibrium is reached between the air in the compressor and the air in the cylinder,
the valve is closed for the admission of air by the piston e covering the port a.
this point the gas compressor pump M forces the charge of gas into compressed air
in the cylinder. When the correct proportion of air and gas is obtained, which
will be about the commencement of the outstroke of the working cylinder piston.
the ignition of the mixture takes place through the valve N, as shown at Figure 7,
the ignition point being discovered at its first stage by the igniting flame. The
correct proportions of air and gas to commence combustion will be arrived at
instantly the least quantity of gas to support combustion is injected into the com-
pressed air in the top of the cylinder A in proximity to the igniting flame carried
by the valve N. This is the special merit of my Invention, that the smallest charge
of gas is not too much diluted by its complete diffusion with the whole mass of air
so as not to ignite at all. In my arrangement I obtain the proportionate work
done by the injection of one cubic inch of gas as I would by the injectment of
forty cubic inches, each cubic inch being capable of imparting certain units of heat
when combustion is perfect.
th
To further illustrate my system I would explain that gas when mixed withi
atmospheric air to the extent of from 5th to 20th of the whole volume is non
explosive and non combustible, by reason of its dilution. When gas forms
about or th of the whole volume it is in the highest degree explosive, therefore
when the proportion of the gas is anything beyond these two extremes it becomes
non effective, and is lost unproductively through the exhaust when applied to gas
motors. By my Invention the smallest possible charge of gas when brought in
contact with the flame is consumed, and becomes a heat generator in proportion to.
the number of heat units contained therein. To illustrate this more clearly I will.
assume that the space within the working cylinder A behind the piston E to be
equal to, say, 400 cubic inches, and that under the "Otto" principle of diffusing the
gas and air during their passage into the cylinder, the governor admits when partially
loaded a charge of gas of about 26 cubic inches, or a little under 11th of the of the
whole volume of 400 cubic inches. The result would be that the compound would not
ignite, but would be ejected through the exhaust pipe without contributing one atomi
of work, but on the contrary having actually absorbed work equal to 30 pounds, of
initial power on the square inch in compressing the charge. This frequently occurs
in that class of engine known as the "Otto" engine. Supposing again, that the
governor admits a charge equal to 57 cubic inches of gas. or about one seventh of
the whole volume, under the same condition as the above, the result would be that a
violent explosion would take place.
In the case of an engine constructed according to my Invention I will assume
the same figures, there being 400 cubic inches of air to maintain combustion, and
by the injectment of gas into this air the very first cubic inch of gas will absorb
its correct proportion out of this air to sustain its combustion, and will ignite when
in contact with a flame, and will continue to absorb the air until the whole 400
cubic inches of air and 57 cubic inches of injected gas are consumed, so that
however small the charge of gas may be utilize its thermal energy. On the other
hand, assume the governor were to admit to the gas injector, say, 60 cubic inches,
or 3 cubic inches above a combustible charge, and the charge be delivered within
the cylinder, I shall be able to consume 57 inches of it, and there would be only
three cubic inches lost unconsumed.. whereas in the "Otto" engine under these
conditions the whole charge of 60 cubic inches would be lost by the fact of the
compound being above a combustible point.
Third part. The kindling valve N consists of a piston valve of hollow cylindrical
type. worked by the same cam S¹ that operates the air valve O. This hollow
cylindrical piston valve N receives a continuous charge of gas through the
passage N from the gas compressor pump M, the discharge being regulated by
the valve N. The charge of gas within the cylinder N is ignited by the master

page_text: flame W, and the ignition is sustained within the valve N (when not conveying its
charge through the passage d to the working cylinder) by a current of external air
passing through the inside of the valve N by two passages i in its periphery, as
shown at Figure 6. When conveying its charge of flame to the combustible fluid
within the working cylinder the valve N assumes the position shown at Figure 7.
The passages i are closed, and air is admitted from the air compressor through the
passage b; thus the gas and air supplying the igniting valve will always be
maintained at a pressure equal to the charge within the working cylinder, and the
charge in the igniting valve will readily communicate with the charge within the
working cylinder and ignite it.
I would here mention that this type of igniting valve is applicable to other
forms of air and gas motor engines than that shown in the Drawings.
Fourth part. For reasons before described under the second head in reference to
the air valve, namely, the excessive friction. I use a valve of a flat faced lifting
type (as shown at U) for the exhaust. The valve U is worked by a cam, as before
stated in the first part, fixed on the shaft I. The position of the exhaust valve
passage is above the extremity of the instroke of the piston, as shown at Figure 1.
This is the most effective position, as in consequence of the condensation of the
gases after their ignition on the outward stroke of the piston a partial vacuum
exists within the cylinder. To utilize this vacuum I keep the valve U shut by the
lever V and the spring VI, and it is opened by the cam V1 when the piston E
reaches about one half of its inward stroke. At this point the cam V suddenly
opens the valve U and keeps it open until the piston E reaches a further one
fourth of the same stroke, when the exhaust is closed and the admission of
compressed air commences.
Fifth part. This relates to the starting gear K, and is illustrated at Figures 1, 4,
and 5. It is a novel form of hand gear K which works the engine, until by means
of the combustion of the air and gas acting upon the piston the momentum of the
engine over runs and disconnects the hand gear, which consists of a dished disc !
keyed onto the shaft L in such a position as shown at Figure 1. Within the disc !.
and running loose upon the shaft L, there is a boss m, one portion of which, m¹.
is in the form of a worm wheel, and the other portion is connected by means
n, n¹, n, n, to frictional segments p. pl. p, p, which bear upon and operate
the dished disc I, and thereby turn the crank shaft and work the engine. The
worm wheel m' is driven by the worm r operated by the hand wheel t. In
operation, motion being imparted to the worm wheel m¹ and the boss m, the links
n, n', n, n, are thrown out and grip the disc 1 and thereby actuate the engine.
The instance the momentum of the engine by the combustion of the gas exceeds
that of the hand gear, the engine releases itself and the starting is effected.
In the type of engine shown at Figures 1, 2, and 3, the annular space Z is
utilized, inasmuch that in the outstroke and when the engine is exerting its power
a vacuum is formed in the space Z, which vacuum afterwards assists the instroke,
thus equalizing to an extent the working of the engine.
I would here state that. I disclaim all matter contained in the following
Patents
Nicolas Auguste Otto and Francis William Crossley, No. 491, dated 5 February
.1877.
Richard Simon and Charles Grantley Becchey, No. 4979, dated 5 December
1878.
Richard Halliwell, No. 5092, dated 12 December 1878.
Having now described and ascertained the nature of my Invention, and explained
my new system of working engines by means of compressed air and combustible
fluid, and the manner in which the same may be carried into practical effect. I
would remark in conclusion that I do not limit myself to the precise construction
or arrangement of the several parts of the engine and apparatus, as described and
illustrated, inasmuch as such parts may, as will be obvious to persons familiar with
the construction and working of gas engines, be readily varied to meet varjons

page_text: requirements, and the improvements which constitute my Invention can be applied
to engines of various forms.
Under the first part of my Invention I claim,-
First. The introduction by enforcement or pressure of air compressed in an
isolated or pure state into a space within a working cylinder behind the piston
thereof, commencing at about three quarters of the inward stroke, and the sub-
sequent enforcement or supply under pressure of a continuous charge of inflammable
gas or combustible fluid into the compressed air. commencing after an equilibrium
has been produced between the air in the working cylinder and the air in the
compressor, and graduating an inflammable mixture of the required strength and
the subsequent sustained combustion, substantially as herein described.
Second. The general construction and arrangement of parts constituting an air
and gas motor engine, substantially as herein described and illustrated in the
Drawings hereto annexed.
Under the second part 1 claim,―
The construction of a compressed air valve, such as O, and the application
thereof to gas and air motor engines, such as herein described and shown in the
Drawings hereto annexed.
Under the third part I claim,-
First. The construction of a kindling valve, such as N. which contains and
transmits and sustains a charge of kindled gas and air to ignite the combustible
fluid within the working cylinder of a gas and air motor engine, substantially as
herein described.
Second. Supplying a current of atmospheric air in conjunction with a supply
of compressed gas to support combustion within a kindling valve, such as N, sub-
stantially as herein described.
Third. Constructing a kindling valye, such as N, to receive compressed air and
compressed gas to support and sustain combustion in transit from a kindling flame
to a combustible fluid within the working cylinder of gas and air motor engines,
substantially as hereinbefore described.
Under the fourth part I claim,-
The use and application to gas and air motor engines, such as are herein described.
of an exhaust valve, such as U, positioned and operated as herein described. and
operating for the purposes set forth.
Under the fifth part 1 claim.—
The construction, the application, and the use for gas motor engines, such as are
herein described, of a frictional starting gear, such as K, such as herein described
and such as illustrated at Figures 4 and 5 of the accompanying Drawings.
In witness whereof, I, the said Hugh Williams, have hereunto set my hand
and seal, this Twenty second day of April, in the year of our Lord One
thousand eight hundred and eighty.
HUGH (L.S.) WILLIAMS.