IMPROVEMENTS IN GAS MOTOR ENGINES
Year: 1885

page_text: I GEORGE WILLIAM WEATHERHOGG of 41, Spring Gardens Charing Cross
Westminster in the County of Middlesex Mechanical Engineer, do hereby declare
the nature of my invention for IMPROVEMENTS IN GAS MOTOR ENGINES to be
as follows:
My Invention has reference to motive power engines operated by a combustible
mixture of air and gas more particularly to those of the kind described by me in
the Specification of former Letters Patent granted to me for "Improvements in
Gas Motor Engines" and dated 14th March /84 No 4880.
In the Specification No 4880/84 I described an engine in which the gas or
vapour supplys were first admitted into an adjustable gas chamber in which were
fitted a composite plug or piston valve for regulating the supplies of gas from the
gas chamber to the power cylinder. The gas passing from a gas bag or gasometer
through an automatic inlet valve into the gas chamber and the supplies were
regulated by the composite valve.
According to a modified construction and arrangement of such engines the gas
chamber is provided with a loose piston resting on a seat and a plunger piston
which may be operated either by a cam or eccentric from the main driving shaft,
or from a second motion shaft as desired.
The plunger piston is preferably arranged so as to have longer or shorter strokes
in order to admit more or less gas or vapour in the gas chamber and whilst the
air pump is charging the power cylinder with pure air for the next combustible
charge the plunger piston forces out the gas charge through the piston valve into
a chamber or passage where it mingles with the charging air in its entry into
the cylinder and so forms the next combustible charge therein.
The plunger may be regulated by any governor gear or similar to the arrange-
ments previously described in patent No. 4880/84 whereby a slideing bar or
toggle piece causes the plunger to be thrown out of gear but preferably by the
following arrangement. The plunger piston is connected to the cam or eccentric
by means of a rod slideing in a guide and a locking device somewhat similar to the
Corlis steam valve gear consisting of spring gripping blades which are notched into
a sleeve of the rod forming as it where a rigid bar so long as the engine is at work.
A tumbler piece carried by the sleeve of the rod is caused to strike against an
engaging bit of the governor which when the engine exceeds its normal speed

page_text: lowers or raises as arranged-causing the gripping blades to release the plunger
which prevents it from delivering a charge of gas until the normal speed is
regained, The plunger being, if necessary, for this purpose held out by a weight
or spring enabling the chamber to remain charged with gas until required for the
next combustible charge. This regulating apparatus being applicable also to gas
motors of other kinds and with suitable modifications to release the supply and
cut-off gear of compressed air or other motors.
The gas chamber is constructed with a double beat supply valve arranged so
that whilst one valve is opening to admit the gas into the gas chamber the other
closes the main gas supply and thereby lessens the fluctuations which would other-
wise arise from unequal suction when the same is taken from the main gas supply.
In the aforesaid specification No 4880/84 I described an arrangement for
utilising some of the waste heat evolved from the combustion of the gases in gas
motor engines taken up by the cooling water by which a weighted valve when
opening outwards from the water jacket delivered a portion of such water, or
vapour of steam, into a chamber from whence it was admitted into the power
cylinder where it periodically mixed with the products of combustion so as to
increase the power of the engine, and in which a waste pipe carried away a
portion of the cooling water. I now modify that arrangement by dispensing with
the overflow or waste pipe, periodically passing all the cooling water into the
cylinder so as to more fully mix with the products of combustion, or the
expanding gases, obtaining further economy of gas and lubrication thereby.
I employ a light check valve between the water jacket of the engine and the
water supply arranged so that water will flow into the water jacket under a very
slight head or pressure. When the water begins to boil in the jacket it closes this
check valve and by its ebolution, or pressure, passes through a weighted valve
from whence it is delivered by means of a valve into the combustion chamber
or power cylinder.
In a gas motor engine such as where very short strokes are employed and where
it is advantageous to more fully expand the products of combustion than what can
be done in a single cylinder, this apparatus for utilising the waste heat may if
prefered be applied to the second-expansion chamber of such engines. I further
construct gas motor engines embodying the present improvements with an oblique
arrangement of the air pump arranged in such a mauner as to admit of its being
worked separately from the power piston by a light connecting rod the rods of
each being worked from one common crank pin. The air pump is preferably
placed within the bed plate of the engine. The power cylinder is open at its
outer end the piston of which is of the ordinary plunger type fitted with metalic
rings and outer shoes or guides, but the rings of the piston are expanded laterally
by means of glut wedges arranged so that they may be forced out by the pressure
of the expanding gases, Or the rings may be expanded by means of short rods
formed upon the glut pieces and coupled to a screwed rod which is held in
position by a lock nut and capable of being expanded externally when desired.
Or a combination of both parts may be employed for the same purpose. This
arrangement is applicable to other forms of gas motors than those herein described.
The air pump is provided with slide or suction and delivery valves, the air
mixing with the gas and passing from the pump through a pipe or chamber into
the combustion chamber of the power cylinder.
The exhaust openings are two or more in number and preferably situated so.
that the working piston uncovers the openings when near its outstroke whilst it
is propelled by the expansion of the ignited charge and the products of com-
bustion escape therefrom Thus while the power piston is moveing slowly at and
about the extreme of its outstroke the valve slide-or check valve-as the case
may be then opens a communication with the chambers of the air pump and
power cylinder when the fresh inrush of air cleanses the cylinder from any
remaining products. The power piston in returning recovers the exhaust openings
and the cylinder is then filled with fresh air driven from the air pump chamber

page_text: which is compressed into the combustion chamber by both the air and power
pistons, during a portion of which time the gas pump plunger delivers its charge,
as before described. A small portion of the stroke is thus occupied in exhausting
the power cylinder.
In admitting the combustible charge to the power cylinder the charge should
consist of an homogeneous combustible mixture which is made more
or less
explosive by varying the quantity of gas admitted to the power cylinder which
may be done by adjusting the stroke of the gas plunger or the stop cock of the
engine But in either case the whole charge should be of such a nature as to fire
instantaneously. I sometimes prefer to make the outlet chamber of the air pumps
(or it may be a separate chamber connected thereto) of sufficient capacity so as to
form a storage reservoir, the air inlet valves being timed so that the air enters
the power cylinder under considerable compression by which arrangement the
exhaust openings are kept open a shorter period and thus less of the effective
stroke is lost in exhausting the products.
When so arranged a storage of compressed air is always available for starting
the engine to work which may be let in by hand with a suitably arranged valve,
or by any moving part of the engine The gas plunger being arranged with a
gab link or other suitable disengaging gear so that charges of gas may be pumped
into the combustion chamber by hand and the plunger thrown into gear whilst
the engine is in motion The air passages into the cylinder may also be provided
with a release tap permitting a portion of the charging air to escape whilst at the
same time a full charge of gas may be delivered into the engine until it has started
to work.
In a gas motor engine in which a compressed air reservoir is employed I pre-
ferably adopt the following device for regulating the working pressures and if
required also the gas supply-To the air passage I connect a regulating valve
consisting of a casting divided by a flexible partition or diaphragm to the upper
side of which is secured a spindle working through a guide and connected to a
weighted lever the lever being connected to a trip gear The under side of this
casting is provided with an inlet valve for supplying the reservoir with compressed
air The under side of this inlet valve is provided with a lifting pin resting on a
shoulder and worked either by the engine or the weighted lever as desired. The
operation of this part of the machine is as follows:-When the engine exceeds its
normal speed the air is forced from the air pump into the reservoir until the
required pressure is obtained which raises the diaphragm and spindle and the
latter being connected to the weighted lever raises the inlet valve and also is
arranged to cut off the gas supply permitting the engine to make strokes with
compressed air only-when on the pressure being reduced the weighted lever
falls and the engine commences to work with air and gas as before. Or the levers
may be arranged so that the engine works with a higher compression without
cutting off the gas supply-as desired.
By a modification of this arrangement instead of the diaphragm a small plunger
piston working in a casting open at one end and geared to the levers may be
substituted therefor. The gas charges may be fired by any known means but
in a gas motor engine in which the combustible charges are ignited under com-
pression I preferably adopt the following arrangement :-
A casting formed upon, or it may be loose, and projecting somewhat into the
combustion chamber is provided with a hollow plunger piston valve having a
reciprocating but more preferably a combined reciprocating and twisting motion
imparted to it by an eccentric cam or other arrangement. The outer end of the
plunger is provided with a seat or facing which when pressed or screwed down
fits perfectly tight upon a seating formed in the casting. The inner end of the
plunger is provided with a very small hole opening into a chamber which has
other small holes drilled into the same communicating with the combustion
chamber and the hollow part of the plunger which contains an igniting flame this
hole is adjusted by a coned screw or other device whereby the opening is so small

page_text: 'that the flames cannot traverse it The flame chamber has also four ports cut into
it near its outer end which when unscrewed, or open, communicates with two
other passages one leading to the atmosphere and the other to a permanent gas
flame burning in a chimney formed in the casting. When the plunger is open
and the compression of the combustible charge is being made a small portion of
the mixture of the charge finds its way through the small openings into the small
chamber and which passing into the flame chamber ignites at the gas flame of the
chimney continuing to burn therein when by the further movements of the plunger
the outer passages are closed the plunger has reached its facing and brought
another small port of the flame chamber nearly to the edge of the passage leading
into the combustion chamber, during a portion of which time-although not
absolutely necessary-I preferably increase the feed of the igniting flame by
another passage and small opening leading also from the combustion chamber into
the igniting flame when by a further movement or slight twist of the valve the
passages are more fully open to the combustion chamber and the charge therein is
instantly fired which propels the pistons outwards in the usual manner.
plunger valve then gradually reopens to the atmosphere and the permanent gas
flame when the operation is repeated, any residual products of the flame chamber
being blown out into the atmosphere through the air passage which opens slightly
before the flame igniting passage thereby more fully preventing that flame from
being blown out.
The
By this latter arrangement no springs are required to keep the valve upon its
seat This ignition arrangement admits of the valve being placed in any position
also of being timed to suit engines fireing not only every outstroke but it may be
every alternate, or every third outstroke as desired and in cases where very quick
running engines are required two of the same kind of valve may be coupled and
geared so as to each fire an alternate charge in the same cylinder.
Engines of the latter type may have duplicated cylinders upon the same bed
plate and the valves worked from the crank shaft without the aid of a second
motion shaft.
The air pumps may also be made double-acting therefor.
In order to prevent abrasion of the power cylinder or other working parts of a
gas motor engine I construct a pneumatic lubricator as follows. An oval or other
shaped oil vessel, which may be of glass or other material, is provided with an
internal bowl or tray, having a tubular stem secured to the outer vessel and in
which works a plunger falling upon a stop piece formed upon its lower end The
stop piece (or it may be a washer thereon) forms a joint against the lower part of
the stem This plunger rises and falls by the varied pressure of the air, or gases,
and when it is in its lowest position a few drops of oil passes through a small
opening into the tube-which may be regulated by a screw-the oil resting on the
top of the plunger which in rising delivers the oil into the bowl or tray from
whence it passes into small tubes to the parts requiring lubrication. The quantity
being regulated by a small tap. Should the oil be fed into the bowl too rapidly
it falls back into the outer vessel and thus a continuous supply is maintained
whilst the engine is in work. This form of lubricator is equally applicable to
compressed air motors.

page_text: I GEORGE WILLIAM WEATHERHOOG of 41 Spring Gardens Charing Cross West-
minister in the county of Middlesex Engineer do hereby declare the nature of my
invention for IMPROVEMENTS IN GAS MOTOR ENGINES and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
My Invention relates to motive power engines operated by a combustible
mixture of air and gas more particularly to those of the kind described in former
Letters Patent granted to me for improvements in gas motor engines and dated
the 14th of March 1884. N° 4880.
In the specification No 4880/84 I described an engine in which the gas or
vapour supplies were first admitted into an adjustable gas chamber in which were
fitted a composite plug or piston valve for regulating the supply of gas from the
gas chamber to the power cylinder. According to a modified construction and
arrangement of such engines the gas chamber is now provided with a piston
delivery valve and a plunger piston operated by an eccentric from the main
driving shaft or by a crank pin geared from the same arranged to force the gas
charge through the piston delivery valve into and through a mixing chamber
where it mingles with the charging air on its entry into the power cylinder.
The Invention further consists in improvements in the detail and mode of
operating such engines whereby economy in the cost of working and a greater
certainty of action is obtained than heretofore.
And in order that my said Invention may be fully understood I hereunto append
3 Sheets of explanatory Drawings reference being had to the following description
and the Figures in which the figures refer to similar or like parts in such full and
distinct terms as to enable any one skilled in the art to which this Invention
belongs to put the same into practice.
In this
Fig. 1 shews part side elevation of an engine embodying one part of my present
Invention. The crank shaft fly wheel and other parts are shewn in plan in Fig. 8.
Fig. 2 shews part sectional plan of Fig. 1. Fig. 3 is end view of the same,
Fig. 4 being a transverse section of Fig. 2 through line A. B. shewing the gas
mixing chamber gas valves and other parts hereinafter referred to.
arrangement 1 is the air compressing cylinder 2 the power cylinder and 3 the
combustion chamber to which is cast the gas charging chamber 4 and bolted to the
power cylinder as shewn. The plunger piston 5 is preferably connected to and
operated from the crank shaft by a separate crank pin driven by a pair of spur
wheels as shewn in Fig. 8. A rod connected to the piston 5 and sliding in a
guide 61 is connected to the crank pin by means of a rod 7. A locking device for
disengaging the piston 5 when the engine exceeds its normal speed consisting of
spring gripping blades 71 are notched into a sleeve 8 of the rod 6 forming as it
were a rigid bar whilst the engine is working with a gaseous charge, but when the
engine exceeds the normal speed a tumbler 9 which is pivotted on the sleeve 8
strikes an engaging bit 10 of the governor which releases the spring gripping
blades thereby preventing a gaseous charge from passing into the cylinder during

page_text: D
which time the gas chamber 4 remains charged with gas until required for the next
combustible charge. Fig. 7 shews a modification of the above described regulating
gear in which the tumbler is carried on the top of the sleeve the lever of which is
notched into the solid portion of the rod and held by one spring which presses
upon a bolt 9¹ the bolt being notched into the rod and keyed upon the spindle of
the tumbler 9. In this arrangement the tumbler is made with a tail piece having
distance notches arranged so that should the engine increase in speed after the
tumbler has passed the engaging bit the latter would catch one of the notches
thereby preventing the plunger delivering a full charge of gas at a later period of
the stroke. The engaging bit may be operated in various ways as shewn in
Fig. 1 it is held up to a centrifugal governor spindle by a weight or spring, or it
may be operated by the air pressures-as hereafter more fully explained.
To the gas chamber is bolted a casting 11 in which works a double beat supply
valve 12 to this casting is also fixed a gas bag 13, or other receiver, capable of
holding one supply of gas for each charge. The gas passes from the service
supply through a stop cock 14 into the casting and charges the gas bag or receiver.
when upon the opening of the inlet valve 12¹ which is effected by the suction
of the plunger 5-or by mechanical means as desired-the charge of gas passes
from the gas bag or receiver into the chamber 4, the valve 121 then closing by its
own weight, or aided by a light spring. In some cases I prefer to admit a small
portion of atmospheric air into the gas chamber 4 along with the gas and when so
arranged I drill a number of small holes through the valve seating 121 communi-
cating with the atmosphere which causes the latter to permeate the gas on its entry
into the gas chamber which has a tendency to keep the gas cool.
The valves are arranged so that when valve 12¹ opens to admit the charge the
lower one is scating itself Thus throttling or cutting off the supply from the
main and preventing the fluctuation which would otherwise arise from unequal or
direct suction By which means the engine may be worked direct from a main
supplying gas for lighting purposes without employing an auxiliary pressure
regulator. As will be seen by the Drawings the gas valves are held in position by
a loose seating piece fitting into the casting 11 in which is screwed a gland for
carrying the outer end of the valve spindle. This arrangement admits of the
casting 12 being placed in any suitable position-according to the design of the
engine.
On the return stroke of the plunger piston 5 the gas-or air and gas-is forced
through the delivery valve 14 whence it passes through a number of small holes 15
where it mingles with the charging air prior to its entry into the power cylinder.
The valve 141 being adjusted by a spring whereby upon or shortly before the
closure of the exhaust the gas will at once begin to mingle with the charging air,
The passage 18 being formed so that the air will meet the gas and cause it to
partly mix in the hollow of the valve 14. But-as described in my previous
specification-in most cases I prefer to blow a portion of the charging air through
the exhaust previous to the gas mingling with the same.
In this arrangement the air passes through the ports 16. 16' for supplying the
air compressing cylinder at such times as when the latter ports are open to each
other The air either passing through openings 17 into the chamber of the covering
plate or taken direct from the atmosphere through port 16' as desired In the latter
case the chamber of the covering plate may be filled with the circulating water of
the engine. The valve slide for operating the engine being of the same type as
described in my previous specification No 4880/84 will require no further
description here It may be operated either by a second motion shaft-as before-
or by a rocking shaft hereinafter described.
In the aforesaid Specification No 4880/84 I described an arrangement for
utilising the waste beat I now modifiy that arrangement as shewn in Figs. 1. 2
and 4. in which a casting or exhaust box is shewn bolted to the exhaust valve 195
from which one-or more-thin metal tubes open into an outlet chamber 20
through which the exhaust passes into the atmosphere. The casting is provided

page_text: with a passage 21 communicating with the water jacket of the engine. A water
supply valve 22 which may be weighted to the head or pressure of water in the
supply pipe-admits the circulating water to flow into the casting and around the
exhaust pipes and valve on its entry into the water jacket thereby taking up a
certain portion of the heated products as they pass into the atmosphere.
When the water begins to boil in the jacket of the engine the pressure closes the
inlet valve 22 and passing through the outlet valve 23 is delivered into the com-
bustion chamber by means of the valve slide as before-Or by a pressure pump
hereinafter explained. That is to say:-The water or steam supply continues to
be admitted amongst the products of combustion by the heat evolved from the
explosions until such times as the temperature and pressure of the cooling water
falls to its normal condition when no more water or steam is delivered into the
cylinder until a further excess of heat causes it.
In Fig. 2 is shewn my improved method of tightening the piston rings of gas
motor engines. The pistons are fitted with metal rings and glut pieces to which
are attached small rods having a tapering or cotter end 23 which when tightened
up by lock nuts 24 expand the rings laterally. Or the taper cotter part may have
a turned end fitting into a corresponding hole made in the inner cover of the piston
when the pressure of the gases would force in the taper part and wedge or expand
the rings automatically.
In gas motor engines of large power I sometimes adopt the following mode of
working the engine To one of the air passages or air chambers I connect a
Regulating Valve which at suitable times charges a storage reservoir with com-
pressed air until a certain predetermined pressure is obtained when on a further
rise in pressure a charge of compressed air is made to act on the working stroke of
the engine in place of a combustible charge of air and gas by which means the
speed is more evenly regulated than when working with a supply of gaseous
mixture only and by suitable modifications the apparatus may be made to cut off
the gas supplies in place of the ordinary governor.
Figs. 5 and 6 shew one form of the regulating valve as appied to the engine
herein described Fig. 5. shewing elevation and Fig. 6 part cross section and end
view of same.
In this arrangement a casting 25 in which works a spindle valve 26 is bolted to
the passage 18 of the air cylinder opening into a corresponding passage of the
valve. The valve is held to its seating by the pressure of a spring regulated by the
hand screw 27. An outlet passage opens into the pipe 28 leading into the storage
reservoir 29 which for convenience is shewn placed in the bed plate of the engine.
A casting 30 is connected to the outlet pipe 28 which is divided by a flexible
diaphragam, or piston valve, and spindle A lever 31 working upon a fulcrum is
held upon the spindle by a weight or spring-not shewn-the tension or weight of
which is somewhat under the working pressure of the combustible charges prior to
explosion. When the engine is in work a portion of the charging air is driven
under the valve 26 into the air reservoir until the pressure therein equals that of
the compressed charges and when the engine exceeds its normal speed a further
charge, or charges, of air passing into the reservoir will raise the diaphragam or
piston valve in the casting 30 which raises the lever 31 and depresses the engaging
pin or bit 32 of the gas regulating gear thereby causing the tumbler 9 to release the
spring gripping blades and thus prevent a charge of gas from passing into the engine
during the next one, or more working strokes Simultaneously with this move-
ment a lever 33 which is connected to the lever 31 has a rocking motion imparted
to it by a cam and lever 34 from either the crank shaft or the second motion
shaft 35 as desired and is raised so as to bring a striking blade 36 into connection'
with the lever 37 thereby raising the spindle valve 26 by the intermediate pin 38
permitting a charge of compressed air to act on the air pump imparting power
thereto. The air charge on the return stroke being let through the exhaust of the
engine. This action continuing until the normal speed is regained when by
the reduced pressure in the reservoir the engine again commences to work with the

page_text: combustible charges. The power absorbed in compressing the air charges upon
increased speed-as in most gas engines-is thus utilised and a saving of gas
effected thereby. Although I have described the apparatus as cutting off the gas
supplies in addition to admitting the air charges it will be obvious that a centri-
fugal or other governor may be employed to cut off the gas supplies permitting the
apparatus to act on the air supplies only, and that the apparatus may be aided by
an additional governor. 39 is a screw stop valve which may be closed before the
engine is stopped working, thereby sealing up the air in the reservoir until the
engine is restarted. This compressed air may also be used to start the engine
Which may be done by unscrewing the stop valve 39 when upon the crank shaft
being placed somewhat over the centre, by lifting up the lever 31 by hand a
compressed charge would force the pistons outwards without any gas passing into
the engine, A few such strokes being sufficient to turn the engine round when on
releasing the lever a charge of gas would pass into the power cylinder and be fired
on the next outstroke the engine then working in the manner before described.
In cases where a second motion side shaft is employed the lever 33 may be
driven therefrom the parts being arranged accordingly.
In gas motor engines in which the air and gas supplies are drawn into the air
pump if the lever 33 be made with an additional striking blade it may be arranged
to open the gas, or air and gas supply valves, alternately closing the same and
opening the air pressure valve when the engine exceeds its normal speed-as in
the preceding arrangement.
In gas motor engines in which the combustible charges are compressed by the
power piston, or where an air compressing pump is not employed, or even where
an air or air and gas compressing piston is employed the regulating valve may be
connected to the power cylinder direct in which case a portion of the products of
combustion are forced into the reservoir in place of the compressed air, the parts
being so arranged that when the engine exceeds its normal speed a portion or
charge of this compressed mixture will act on the power piston-as in the preceding
arrangement.
Or the reservoir may be charged with compressed air by the front end of the
power piston and admitted into the engine cylinder so as to impart power to the
piston on either the in or out strokes of the engine.
Although I have shewn and described the apparatus in which the casting 30
containing the diaphragam or piston valve is placed upon the pipe 28 and by the
side of the cylinder it may be placed upon the storage reservoir and within the bed
plate of the engine if desired, the pipes and levers being arranged accordingly.
In order to obtain a greater certainty of action in firing the combustible charges
of the engine than what can be ensured by means of the flat valve slide
at all times, I sometimes adopt the following device for igniting the charges
A casting 40-shewn in section in Fig. 9. and enlarged side view in Fig. 11 part
of which forms a hollow cylindrical valve projecting or opening into the com-
bustion chamber of the engine the other part forming a shoulder or collar piece 41
which works upon a corresponding seating or facing piece 42, shewn in Fig. 12,
which is preferably screwed upon the casting of the combustion chamber.
The end of the valve opening into the combustion chamber is provided with a
small chamber 43 which opens into a flame chamber 44 The opening being
adjusted by a coned screw 45 whereby the passage is so small that the igniting
flame cannot traverse it.
The chamber 43 has a number of small holes opening into the combustion
chamber as indicated by the arrows 46 The flame chamber projects into the outer
part of the valve having ports 47 and 48 opening on to the facing 42. The
opening 47 alternately leads to one of the openings 49 which communicates with
the atmosphere and a permanent gas flame in the chamber 50. When the port 47
of the valve is open to one of the ports 49 a small quantity of the combustible
mixture finds its way through the coned opening into the flame chamber 44 where
it ignites and continues to burn therein when by the twisting or rocking movement

page_text: of the valve the outer air and gas ports are closed shutting in the flame until such
times as the port 48 opens into the port 51 leading into the combustion chamber
when the charge therein is instantly fired.
The valve port 48 travelling over the port 27 opens into one of the small
openings 52 which are for the purpose of blowing out any residual products of the
flame chamber 44. almost immediately after which the port 47 opens to the other
air and gas igniting port 49, when the valve returns and the action is repeated.
A small connecting rod 53 having a reciprocating motion imparted to it for driving
the valve by means of a lever and rocking shafts 54. 54' geared together and
coupled to a rod 7 which is worked by a revolving crank pin 55 driven by spur
gearing so as to travel half the speed of the driving shaft of the engine. A
framing 56 secured to the casing by stud pins contains a rubbing plate 57 which
is employed for holding the valve to its seating and is set up by a hand screw and
spring 58 and held in position by a taper cotter 59 which holds the rubbing plate
against the framing, A pair of steel washers 60 is preferably interposed between
the rubbing surfaces through which oil is fed for preventing abrasion. The back
of the valve may be made hollow so as to contain water for keeping it cool if
desired Fig. 10 shews end view of this arrangement.
Instead of operating the valve by the rocking shafts 54 the latter may have a
rotary motion and instead of either of the latter arrangements it may conveniently
be placed alongside of the cylinder and driven direct from the shaft 7.
In cases where very quick speeds are required two of these valves may be
coupled together by spur or other gearing alternately firing .the charges-the
gearing being arranged accordingly. By which means these engines may be ma fe
to run up to from five to eight hundred revolutions per minuite.
In this arrangement the air is taken through a hollow drum and check valve 61
into the air pump-see section in Fig. 13-the air and gas mingling together in the
mixing chamber 62 where the gas first passes through small perforations. 63 and is
delivered underneath a check valve 64 into the combustion chamber. The other
parts of the engine being similar to those already described will require no
further description. In this arrangement when it is desired to utilise the waste
heat I employ the valves 22 and 23-before referred to and force the water
amongst the products of combustion by means of a small force pump which is
coupled to the gearing of the plunger piston 5 and connected by a pipe to the
delivery valve 23 which feeds the pump with the cooling water when any excess
of heat arises from the explosions, the pump remaining stationary when the engine
exceeds its normal speed-This arrangement is not shewn in the drawings the
pump being of the ordinary type fitted with suction and delivery valves.
As before described-the engine is now arranged so that the combustible gases
when most liable to premature ignition is kept apart from the combustion chamber
and power cylinder until such times as it is cleansed from any sparks or the
residual products of a previous explosion by a portion of the charging air But
instead of the cylinder being filled with atmospheric air upon the closure of the
exhaust as described in my Specification No 4880/84-The parts are arranged
whereby the cylinder is filled with combustible mixture from the air and gas
pumps up to the point of the exhaust closure The piston being then about in the
position shewn in Fig. 2. The volumes forcing out the cleansing air with the
residuum in front of the same as I find in practice that it is not essential to fill
the cylinder and combustion chamber with fresh air in order to cleanse the same
from the residuum.
The engine is now arranged to work with a compression of from two to four
atmospheres when by continuity of pressure after the closure of the exhaust the
whole charge is delivered in one homogeneous mass into the combustion chamber.
The combustible mixture is made more or less explosive by varying the quantity
of gas in proportion to the compression The whole charge being of such a nature
whereby it is fired almost instantaneously and producing a rapid expansion The
combustion being complete at about the of the stroke from ignition.

page_text: '
In order to prevent abrasion of the cylinder and other working parts I construct
a Pneumatic Lubricator as shewn in section in Fig. 14 consisting of an oval or other
shaped vessel 65 having a cover and internal bowl or tray 66 with a stem or tube 67
formed thereon in which works a plunger piston valve 68, The upper part of the
plunger is made smaller in diameter both parts of which fit the tube 67. The
lower part of the tube is connected to the air pump or power cylinder-as the case
may be The plunger rises and falls by the varying or intermittent pressure of the air
or gases and rests upon a cone filling a conical seating formed in the internal bowl,
When the vessel is filled with oil and no pressure in the tube the plunger drops by
its own weight when a small quantity of oil finds its way through the cone shaped
opening 69 into the recessed part of the plunger which as the pressure rises
delivers the oil into the bowl from whence it is taken through small passages 70 by
tubes to the parts requiring lubrication. The quantity of oil may be further
regulated by the tap 71. It will be observed that should the oil pass the opening
too rapidly that it will simply overflow the bowl and fall into the outer vessel
without waste.
The conical shaped plug when resting on the bowl prevents the oil from draining
into the pipes when the engine is not in work.
By the hereinbefore described arrangements the volumes of the combustible
charges are constant according to the speed of the engine, and although I have
herein described the Invention as being operated by a combustible mixture of air
and ordinary coal gas, it will be understood that it is equally applicable for working
by hydrocarbon gas or other vapour.
I have also to state that I do not restrict myself to the precise details herein
described or delineated.
Having now particularly described and ascertained the nature of my said
Invention and in what manner the same is to be performed, I declare that what
I claim is:
1st The combination of the power cylinder with the air compressing and gas
pumping cylinders, shewn in Figures 1. 2. 3. 4 and 8, the said cylinders and their
accessories being constructed arranged and operated substantially in the manner
herein described.
2nd The method substantially as herein described of preventing the fluctuation
of gas on the service supply of a gas motor engine, that is to say, first admitting
the gas charge into a gas bag or other flexible receiver through the open part of a
double-seated valve and closing or throttling the main supply whilst the other
part of the valve is opening to admit the charge into the gas or air and gas pumps
or cylinders.
3rd The arrangement of the gas pumps and air and gas passages and valves
working in connection therewith so that an uniform mixture of the air and gas is
effected prior to its entering into the combustion chamber or power cylinder
substantially as herein described and shewn in the Figures.
4th The combination of the parts of the locking device as shewn in Figures 1.
2 and 7. with the plunger piston 5 for preventing a gaseous charge passing into the
combustion chamber of the power cylinder when the engine exceeds its normal
speed substantially as herein described.
5th Expanding the piston rings of gas motor engines by means of glut pieces
and a tapering cottar bolt substantially as herein described.
6th The method substantially as herein described of preventing premature
ignitions, expelling the residuum, and charging the combustion chamber and power
cylinder with combustible mixture, that is to say, blowing a portion of pure air
through the combustion chamber previous to its coming in contact with the gaseous
charge, the parts being arranged whereby the cylinder is filled with an uniform
combustible mixture upon the closure of the exhaust.
7th In a gas motor engine in which the waste heat is utilised in the manner
above referred to, providing a water inlet valve in addition to a water outlet valve

page_text: in order to permit the hot water to be transmitted more fully through the delivery
valve, without forceing the water back up the supply pipe.
8th In combination with the arrangement of water inlet valve, set forth in the
preceding claim, the provision of a water cased box, through which the exhaust
products pass, arranged so that a portion of the heat is extracted therefrom
substantially as and for the purpose herein described.
9th In a compression gas motor engine the application of a pressure regulating
valve for charging a storage reservoir with compressed air, the parts being so
arranged that when the engine exceeds its normal speed a charge of compressed air
is made to act upon the air piston in place of a working charge of air and
gas, substantially as and for the purposes herein described.
10th In combination with the arrangement of pressure regulating valve as set
forth in the preceding claim the provision of means for cutting off the gas supplies
substantially as herein described.
11th In a compression gas motor engine in which the combustible charges are
drawn in and compressed by the power piston itself, or where a compressing piston
is employed in addition to the power piston, the application of a pressure regulating
valve for charging a storage reservoir with the fluid products of combustion, the
parts being arranged, constructed, and operated whereby when the engine exceeds
its normal speed a charge of the fluid is made to act upon either the power or air
cylinders as the case may be-substantially as berein described.
12th The improved arrangement and construction of the ignition valve of com-
pression gas motor engines, and parts combined therewith, by which a hollow
cylindrical valve having its inner end adjusted by a conical screw and projecting
into the combustion chamber, The other part forming a shoulder or collar piece, is
made to have a rocking or twisting motion by gearing whereby at certain periods
of the stroke a portion of the combustible mixture passing up the valve is
ignited and burns in the flame chamber thereof, when by increased pressure of the
gases and a further movement of the valve, upon the outstroke of the power
pistons, the charge is ignited, substantially in the manner herein illustrated and
described.
13th In a gas motor engine of the type above described the combination of the
gas plunger piston 5 and gas mixing chamber 62 with section and delivery valves 64
the said cylinders and their accessories being constructed arranged and operating
substantially in the manner herein before described and shewn in the Figures 9. 10.
11. 12 and 13. of the accompanying Drawings.
14th In a gas motor engine the construction of a pneumatic or pressure lubri
cator, the parts being arranged, combined and operated substantially in the manner
herein described and shewn in Figure 14 of the accompanying Drawings.
Dated this 26th day of February 1886.