IMPROVEMENTS IN GAS ENGINES
Year: 1882

page_text: LETTERS PATENT to William Benjamin Hutchinson of the parish of Islington
in the County of Middlesex, Engineer, for an invention of IMPROVEMENTS IN
GAS ENGINES
PROVISIONAL SPECIFICATION left by the said William Benjamin Hutchinson
at the Office of the Commissioners of Patents on the 18th May 1882.
WILLIAM BENJAMIN HUTCHINSON of the parish of Islington in the County of
Middlesex, Engineer IMPROVEMENTS IN GAS ENGINES
My improvements relate to that class of gas Engines in which the charge of
hydro-carbon gas and air is drawn into the working cylinder of the engine by the
upstroke of the working-piston, and there ignited at atmospheric pressure.
In this class of engines as usually made, the igniting port is frequently fitted
on its inner, or cylinder,-face, with a plain hanging valve, suspended on a screw or
pin. I find that this valve frequently fails to do its duty properly, inasmuch as it
very often swings sideways upon its screw, and so fails to cover the igniting port,
altho' it falls to the side of the cylinder. The consequence is, in practice, that the
duty expected from and required of the fall of this valve is not discharged.
To obviate this, I make my improved hanging valve with a tab at each of its
top corners, in each of which I form a hole, thus providing for the use of two
screws. By this means I effectually prevent all lateral movement of the valve.
It is a very general practice to make the valves of the gas and air admission
ports of india rubber. These indiarubber valves are quickly destroyed by the
high temperature of the products of combustion of the gas-and-air mixture in the
working cylinder. To obviate this, I place upon the air-admission duct, at a point
between the air-valve and the opening of the air-duct into the working cylinder,
an automatic metal lift-valve, which effectually prevents the products of
combustion from coming into contact with the air-valve. I adopt a similar plan
for the protection of the gas admission valve when it is made of indiarubber,
or dispense with the use of indiarubber in its construction, making it wholly of
metal.

page_text: Instead of attempting to cool the working-cylinders of my improved gas engines
by radiating surfaces or any other device, I may jacket them with suitable non-
conducting material, such as asbestos, with the intention of keeping the cylinders
hot, inasmuch as I find that each admitted charge of gas-and-air mixture is much
more easily ignited in a hot cylinder, than in a cold one, as well as developing
more power.
I sometimes use a plunger valve for admitting the gas-and-air charge, and of
igniting it The gas and air are drawn into the cylinder of the plunger-valve, and
there ignited; a suitable port, communicating with the working cylinder, and
allowing the power of the ignited mixture free access to the face of the working
piston. With this arrangement I dispense with all india-rubber valves.
I, also, in another variety of my improved gas Engine, draw the gas and air
mixture into the working cylinder through convenient gas and air ports, and
ignite said charge as follows. The piston or plunger-valve draws into its
cylinder, by its up-stroke, gas and air, through suitable ducts. This gas-and air-
mixture is ignited in a chamber formed in the plunger-valve, and this burning
mixture is brought, by the down-stroke of the plunger-valve, into communication
with the gas-and-air mixture in the working-cylinder, which it, at once, ignites.
With my improved hanging-valve, as described above, I sometimes use a port
opening against its outer-face, and delivering at that point gas only, for the
purpose of preventing "miss-fires" of the mixture of gas and air in the working
cylinder.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Benjamin Hutchinson in the Great Seal Patent Office
on the 17th November 1882.
WILLIAM BENJAMIN HUTCHINSON of the parish of Islington, in the County of
Middlesex, Engineer. IMPROVEMENTS IN GAS ENGINES
My improvements relate to that class of Gas Engines, in which the charge of
bydro-carbon gas and air is drawn into the working cylinder of the engine, by the
upstroke of the working piston, and then ignited at atmospheric pressure.
My said improvements relate firstly to the method of making and hanging the
valve used to cover the inside face of the igniting port. In the class of gas engines
above mentioned, the igniting port is frequently fitted on its inner, or cylinder,
face, with a plain hanging valve, suspended on a screw or pin. I find that valves
made and hung in this way, frequently fail to do their duty properly, inasmuch as
they very often swing to one side as they fall, and so fail to cover the igniting
ports, altho' they fall to the sides of the cylinders. Consequently, the duty expected
from, and required of, the fall of these valves, is not discharged.
My improved hanging valve and seat is illustrated in figs. 3 and 4 of the
accompanying drawings. Fig. 3 is an elevation, and fig. 4 is a sectional side
elevation. The hanging valve, 1, is made of iron, steel or other suitable metal, and
hangs on two pins, 2. 2. The igniting port, 3, is shewn in the centre of the valve
plate, 4. Around this igniting-port, runs an annular chamber, 5, communicating
with the inside of the working cylinder by several openings, 6, 6 etc. Pure gas is fed
into the annular chamber, 5, in any convenient way, and from the distance it has
to travel, and the considerable surface of hot metal it comes in contact with, it is
delivered into the cylinder, at the moment the igniting flame enters the igniting-
port, 3, at so high a temperature, as to materially facilitate the ignition of the
working charge of gas and air in the main cylinder of the engine, and so make
"missfires' a practical impossibility.
My improvements relate, secondly, to the construction of the gas and air valves
as commonly made in the class of engines above mentioned.
It is a very general practice to make these valves of indiarubber. These india-
rubber valves are quickly destroyed, by the high temperature of the products of
the combustion of the gas-and-air-mixture in the working-cylinder. To obviate
this, I place, upon the air-admission duct, at a point between the air-valve, and the
opening of the air duct into the working cylinder, an automatic metal lift-valve,
which effectually prevents the products of combustion from coming into contact
with the air-valve. I adopt a similar plan for the protection of the gas-adinission
valve, when it is made of indiarubber, or I dispense with the use of indiarubber in
its construction, making it wholly of metal.
This second improvement is illustrated in figs. 1 and 2 of the accompanying
drawings. Fig. 1 is a side elevation, partly in section, and fig 2, a front elevation,
partly in section also, shewing a vertical single-acting gas engine of the class above
mentioned, with this improvement embodied therein. The upstroke of the piston, 7,
in the working cylinder 8, draws in a charge of gas through the gas-supply-
valve, 9, and of air, through the air supply valve, 10. The latter is of the usual
description, viz. of metal and indiarubber. Between the valve, 10, and the mixing-
chamber, 11, I fit an automatic lift valve, 12, which effectually prevents the india-
rubber of the valve, 10, being injured by the hot products of combustion coming in
contact with it. When the gas-supply-valve, 9, is made of metal and indiarubber,
I place a metal automatic lift, or a metal hanging-valve, between it and the
cylinder. The gas-and-air-mixture passes from the mixing-chamber, 11, through a
perforated plate, 13, thereby becoming intimately intermixed. The plunger-
valve, 14, opens and closes the exhaust port, 15, and to enable it to do this

page_text: properly, it is actuated in any convenient and well known way, by the crank-shaft
of the engine. The charge of gas-and-air-mixture, when in the working cylinder,
is ignited by any suitable kind of burner, at the lighting port, 16.
Instead of attempting to cool the working cylinders of my improved gas engines,
by radiating surfaces or any other device, I may jacket them with suitable non-
conducting material, such as asbestos, with the intention of keeping them hot,
inasmuch as I find that each admitted charge of gas-and-air-mixture is much more
easily ignited in a hot cylinder, than in a cold one, as well as developing more
power.
Another of my improvements relates to the method of igniting the charge of gas-
and-air-mixture, and is illustrated by fig. 6, which is a sectional elevation of my
improved igniting plunger valve, and the adjoining portions of the engine.
The valve, 17, is driven direct from the crank shaft of the engine. As it rises in
its cylinder, 18, the working piston, 19, likewise connected in the usual and well-
known way, direct with the crank shaft, draws through the chamber, 20, formed
in the valve, a charge of gas-and-air-mixture, into the working cylinder, 21. The
air-port is shewn at 22, to which the air is brought by a duct, conveniently formed
in the base of the engine. The gas-supply may be arranged so as to open into the
cylinder, 18, at any suitable point, on either side thereof. Any suitable kind of
igniting burner, 23, may be used. When the igniting ports, 24, 24, are in line, the
charge of gas-and-air-mixture in the chamber, 20, and the working cylinder 21, is
at once ignited, and its propelling power exerted upon the under face of the
working piston, 19. In the plunger cylinder, and close to the igniting port, 24, I
forin a small duct, 25, which feeds pure gas to the igniting flame, as the latter
enters the chamber, 20, for the sake of ensuring a perfect ignition at each stoke.
The hanging valve, 26, hangs on two pins, as the one shewn in figs 3 and 4; but
its lower edge is concave, so that it does not, when down, cover the duct, 25. This
duct, is furnished, at a point in its course outside the valve cylinder, with a
suitable non-return valve, to prevent the explosion, or products of combustion,
finding their way into it.
Fig. 5 is a sectional elevation of another variety of improved igniting valves, to
be driven direct from the crank shaft of the engine. The valve, 27, at its upstroke,
draws into the cylinder, 23 b, a charge of gas-and-air mixture, through the gas
port, 28, and the air port, 29. Both these ports are controlled by the lift valve, 30.
The igniting-valve, 27, is made with an internal chamber, 31, A duct, 32, leads
from this chamber, to the under-face of the valve-This duct is controlled by a
ball-valve 33. As the valve descends, the ball is forced upwards, and the gas-and-
air mixture previously drawn into the cylinder, 23 b, is forced, vid the ducts, 34,
into the chamber, 31, where it is ignited by the burner 35. The The valve, 27,
continues to descend, and brings the burning mixture in the chamber, 31, into
contact, by the port, 36, (formed in the side of the working cylinder of the
engine, 37) with the working charge of gas-and-air-mixture therein. This working
charge is supplied to the cylinder in any convenient and suitable manner.
working piston, 38, is geared direct to the crank shaft, and its stroke is timed
relatively to that of the valve, 27, so as to receive the power of the exploded gas-
and-air-mixture at the proper moment.
The
With either of the igniting valves last described and illustrated in figs. 5 and 6,
the exhaust valve and port shewn in fig 1, or any other that may be suitable may
be used.
Figs. 7, 8, 9 and 10 illustrate a combination and adaptation of the before
described systems of inspiring, igniting and exhausting devices. The figs. shew a
single-acting low-pressure horizontal engine, but the valve drawn is equally well
adapted for use with a vertical engine of this type.
Fig. 7 is a side elevation, partly in section.
Q
plan in contion

page_text: The valve, 39, of any convenient section, is worked from the crank-shaft, in any
convenient way. The gas-and-air-mixture is drawn into the mixing chamber, 40,
in the valve, during the early part of the outstroke of the working piston, 41,
through the gas-port, 42, and the air-port 43. The valve, 39, is shewn at nearly
the end of its stroke, and allowing the igniting burner, 44, to ignite the working
charge in the cylinder, 42, thro' the ports 45, 46. The working piston, as drawn,
is on the outward stroke. The slide-valve, on its return stroke, opens the exhaust
ports, 47, at the moment the working piston commences its return-stroke.
Suitable non return valves may be used at any point on the gas and air supply
ducts, or upon both.
The igniting and exhaust valves illustrated in figs 1, 2, 5 and 6, are adapted for
use with either vertical or horizontal engines.
Having now fully described my invention, and the methods of carrying the
same into effect, I claim as new, and therefore protected by the hereinbefore in part
recited Letters Patent,
1 The improved hanging valve as and for the purpose described and illustrated
in figs. 3 & 4.
2 The igniting valves, with their accessories, as and for the purpose described
and illustrated in figs. 5 and 6.
3 The slide valve, as and for the purpose described, and illustrated in figs 7. 8. 9
and 10.
4 The combination of parts forming a gas Engine as described and illustrated
in figs 1 and 2.
In witness whereof I the said William Benjamin Hutchinson have hereunto
hand and seal this Seventeenth day of November in the year of Our
Bet
my
Lord 1882.
W. B. HUTCHINSON (L.S.)