IMPROVEMENTS CONNECTED WITH
Year: 1877

page_text: LETTERS PATENT to Charles Linford, of Abbey Iron Works, Leicester, in the
County of Leicester, for the Invention of
GAS ENGINES."
IMPROVEMENTS CONNECTED WITH
Sealed the 24th July 1877, and dated the 14th April 1877.
PROVISIONAL SPECIFICATION left by the said Charles Linford at the Office
of the Commissioners of Patents on the 14th April 1877.
CHARLES LINFORD, of Abbey Iron Works, Leicester, in the County of Leicester.
"IMPROVEMENTS CONNECTED WITH GAS ENGINES."
This Invention relates to improvements connected with gas engines, and
consists,―
Firstly. Of an improved design and arrangement of parts for atmospheric gas
engines. I use a cylinder wherein are two pistons connected together by suitable
rod or rods; in the centre of the cylinder I form a large opening for the admission
of air. In this opening I place a crank with a connecting rod connected to one of
the pistons; the pistons are connected together by two suitable rods in any con-
venient manner. On the crank shaft I fix a fly wheel and cams for working the
valves for the admission of and eduction of the gases, the object being to obtain
great power in proportion to the quantity of gas consumed. The cylinder is
closed at both ends, but has a large opening in the centre, or it may be made
in two parts, and the pistons connected together as before mentioned. At the
closed end of the cylinder at any convenient place I fix a valve for the escape
of the unconsumed gases, also a valve for supplying and lighting the explosive
charge.
The valve for the escape or eduction of the unconsumed gases is connected to a
receiver; in the receiver a vacuum is obtained by an air pump or any other suitable
means to start the engine. Suppose one of the pistons to be near one of the closed
ends of the cylinder, the other piston would be near the centre of the cylinder next
the large opening mentioned, at which time the escape or eduction valve would be
in open communication with the cylinder and the receiver, the inlet valve at the
other end would be open to the piston near the closed end of the cylinder, and
would allow the explosive mixture to enter, and by the use of a small hand air
Pin R71

page_text: pump attached to the receiver, the piston at the end of cylinder in open communi-
cation with the receiver would, by the pressure of the atmosphere through the
large opening in the centre of the cylinder, be caused to move, and by so doing
would draw the piston at the closed end with it, thereby drawing in the explosive
charge, which being lighted at the proper time would propel the piston outward,
and the other piston inward, giving at the same time a momentum to the fly wheel,
which would carry the crank over the centre and repeat the explosion at the
contrary end of cylinder; by an air pump being put into motion by the action of a
cam or eccentric on the crank shaft, a partial vacuum would be formed in the
receiver, and the eduction open at the contrary end, the engine would then be
started. This engine can be made with cylinders either horizontal, vertical, or
inverted, and two or more cylinders can be used; when used vertically I place
upon the rim of the fly wheel a balance weight to balance the aforesaid pistons.
Secondly. Of an improved system of bellows piston for drawing in and expelling
the charge, and arrangements of appliances connected therewith. "This I do in the
following manner:-In single acting atmospheric gas engines where an explosion
chamber is used, wherein the working piston does not go, I use a block or piston
attached to which on the under side by any suitable means, I fix an india-rubber
corrugated ring or cylinder, which is capable of being closed or distended as may
be required, one end of the aforesaid ring is connected to the bottom side
of the block or piston, the other end being connected to base of explosion chamber.
The interior of the aforesaid ring is exposed to water supplied to the explosion
chamber; the object of the aforesaid ring is to prevent leakage, also to enable water to
be used on the under side of the aforesaid block or piston, and which water serves a
two-fold purpose, namely, to keep the piston or block cool, and balance the afore-
Baid block or piston.
Thirdly. Of an improved system of arranging and working the exhaust valves in
connection with the said engines. These valves embody a novel feature in their
construction, which renders them well adapted for their peculiar work. They are
constructed and arranged that they may be opened at any part of the instroke of
the piston of atmospheric gas engines, and are also always closed when the pistons
are drawing in a charge of explosion mixture. For this purpose I use a valve,
generally known as a ventilator, but of peculiar construction, the same can be
worked by ratchet and paul, eccentric, or cain, whichever most convenient.
Fourthly. Of an improved system of obtaining a vacuum in gas engines, and in
appliances connected therewith. For this purpose instead of an air pump, I use a
corrugated cylinder of india-rubber or other suitable material, and work the same
by cam, lever, or eccentric from any part of the engine most convenient.
By using the aforesaid india-rubber cylinder I obtain a better vacuum than by
the use of an ordinary air pump, without the loss by leakage and friction of piston
or buckets.
Fifthly. Of an improved system of governing, and appliances connected therewith,
in the aforesaid engines. For this purpose I use an ordinary steam engine
governor acting upon a novel link arrangement in the connecting rod of the slide
valve.
By the action of the aforesaid governor upon the link the rod is shortened, but
the stroke of the valve remains the same, the position of the valve being altered,
so that there is a less charge of gases or explosive mixture admitted into the cylinder,
the position of fireing or lighting the charge is also much sooner, thereby reducing
the force of the explosion and decreased speed of the piston accordingly, also at the
same time the governor acts upon a small gasometer, in which a definite charge of
combustible gas is regulated for supplying the cylinder according to the speed of the
engine.
Sixthly. Of an improved piston for gas engines, and appliances connected there-
with. The object of this improvement is to prevent leakage in pistons of atmospheric
gas engines. It is found almost impossible to prevent leakage in pistons of the afore-
said engines without considerable friction upon the metallic rings of the aforesaid

page_text: pistons; to prevent this leakage I use on the outside of the piston, that is, the part
exposed to atmospheric pressure, a hollow india-rubber packing filled with air, and
of such a diameter as to fill the cylinder without pressing hard against the sides;
on the return or inward stroke of the piston, when there is a partial vacuum behind
the piston, the pressure of the atmosphere will be upon the hollow ring, the ring
will be compressed against the sides of the cylinder to prevent leakage of air
by the piston, thereby giving greater power to the aforesaid engines.
Seventh. Of an improved system of working the valves and pistons of the afore-
said engines, also in actuating the cams, eccentrics, and wheels. For working the
aforesaid valves I use a friction clutch; the clutch has on its face corrugations
turned truly to fit into each other, so that by the pressure of a weight or eccentric
lever, the aforesaid faces are pressed one into the other; the motion may be given
out by loose and fast pullies with suitable geared wheels.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Linford in the Great Seal Patent Office on the 13th October
1877.
CHARLES LINFORD, of Abbey Iron Works, Loicester, in the County of Leicester.
"IMPROVEMENTS CONNECTED WITH GAS ENGINES."
This Invention relates to improvements connected with gas engines.
My Invention as regards the general construction of machinery for utilizing the
motive power of gas and atmospheric air, and of the details of improvements will
be clearly understood by reference to the annexed Drawings, in which Figure 1 is
an external elevation, partly in section, of a gas engine, and Figure 2 a side elevation
of same.
A is a water jacket to a cylinder B, in which works a piston Cin a down-
ward direction, under the force of explosion of gas and air combined, in a manner
well known, the explosion taking place in the upper part of the cylinder only, the
opposite end of the cylinder being open to admit of atmospheric pressure returning
the piston by an up stroke. This piston is connected by a couple of rods D, D, to a
lower piston E within a corresponding cylinder F, against the under side of which
piston a new charge of gas and atmospheric air is caused to act to push this piston
upwards, and serve like a double-action engine for communicating motion to the
crank G through the connecting rod H, which is jointed and attached to the upper
piston only, as shown, the two rods D, D, maintaining the rigid connection and con-
sequent movement of the pistons C, E, in their up-and-down strokes.
The two cylinders B, F, are referred to in my Provisional Specification as one
cylinder only because of the intermediate piece I, in which are openings to permit
of air passing to the open ends of the cylinders, and for the passage of the crank
shaft J, which projects to the outside, where it is supported in bearings K, K. One
end of the shaft carries a fly wheel L for regulating the motion of the engine. The
shaft also carries eccentrics M, N, one of which, M, actuates the inlet valves P, P, of
the cylinders, while an eccentric on the opposite end of the shaft regulates the
valves Q, Q, of the exhausts, the valves being so regulated that the inlet of one
corresponds to the outlet of the other in order that the cylinders receive their
charges alternately.
In connection with the exhausts is a pipe R leading the refuse gases of the
cylinders to a receiver S, from which they are withdrawn by the bellows T, the
bellows being double-acting for the purpose. The bellows have the top and the
bottom plates as fixtures to the foundation U, and an intermediate plate V is con-
nected by a strap to a cross head W, worked up and down by a link X, and angle-
legged rock lever Y under the control of an eccentriclever or rod Z from the crank
shaft, as shown.
The eccentric M which regulates the air, and also the gas entry valve P, has an

page_text: adjustable link motion a attached from a fixed point b. The link a is slotted; a
slider attached to the eccentric rod is free to move in it, and at part of its travel to
cause the link to rock upon its pivot pin c, and thus through the rod d and slotted
lever e to act upon the valves P. The rod d has attached to it a link f in connection
with the governor arm g, by the motion of which the governor is acted upon more
or less during its rotation, and so regulates the more or less opening of the valves P.
The governor receives rotation by V gearing h, or in other suitable manner from the
main shaft J. The pistons C, E, are provided with my previously patented spring
or cushion plate i, and need no explanation here. The cylinders B, F, have each a
narrowed extension j of cylindrical or other form, in which is fitted a ring k, shown
separately in Figure 3. It is pierced with holes for the passage of the gas into the
chamber j, where the gas commingles with the air previously let in by the valve P
prior to the charge being exploded by an outside flaine in the usual manner.
Figures 4 and 5 are detail views of the eccentric M, and the upper slotted plate a,
with the slider in that part of its travel when it acts upon the upper air inlet
valve P.
Figure 6 is a detail view of the upper part of cylinder A, B, at right angles to
that shown in Figure 1, in order to show the air inlet passage m and the gas
inlet n, both of which are under the control of the valve P. p is the exhaust
passage in the extension j, the outlet from which to the pipe R is governed by the
valve Q
Figures 7 and 8 are detached sectional views of a cylinder A, B, in which a
modified form of piston C is fitted. This piston C is provided with an extension or
block g to enter into the chamber j, in which it serves as a piston for the gas to act
upon on its admission into the chamber j, where it is kept apart from the
atmospheric air which enters by the passage m into the cylinder proper. The travel
of the piston causes the extension block to come out of the exterior chamber j, and the
gas and atmospheric air to commingle when the firing by the outside flame causes the
force to act upon both the piston E and upon the block as part of same. This engine may
have only one cylinder above or below the crank shaft, as a single-action engine
only, and as a single or a double-actioned engine the bellows can be dispensed with.
The bollows, if used, may be arranged to force air and gas into the cylinder while
the piston is travelling in the opposite direction, so that when the piston returns
the combined air and gas become compressed by the piston, whereby the charge
is brought into a state fit for burning and expanding gradually without causing
an explosion, as would be the case when the bellows act for exhausting purposes
only.
Figure 9 represents a sectional view of a cylinder A in which are two pistons
B, C, the one, B, serving as the motor to the mechanism by the return stroke under
atmospheric pressure in the usual manner, the other, C, as the bellows piston,
having an independent movement from the mechanism to force out the remaining or
residual gases from the cylinder A after the piston B has completed its working
stroke, and at or near a state of rest, as in the position shown. The piston C like
the cylinder in this view is vertical, and works with its side wall within a chamber
between the cylinder and a lining sleeve D, in which the packing rings and a junk
ring are fitted for preventing the escape of gas from between them. The lining
sleeve D is bolted by its flange to the cylinder, and the piston rod E works through
an aperture in its cap or top plate, to the under side of which a flexible diaphragm
is fitted to prevent escape of gas or passage of air, the diaphragm pinching the
piston rod Ein its up-and-down strokes.
The rod E is attached to a cross head F, under the control of links G, G, and a
side lever H, which is pivotted on or to the main base plate I, as is more particularly
shown in Figures 10 and 11, in which an engine is shown in a more complete form,
and as I purpose constructing them, although not in any way limiting myself
thereto for carrying my Invention into practice. The side lever H has its other
end weighted and joined to a disc lever J, by which an attachment is made with a
rotating part of the mechanism, as hereafter explained.

page_text: The main piston B carries at its upper part a cupped cap K as a lubricating plate,
between which and the piston is fitted an india-rubber dished ring or dished washer,
with its outer edge in contact with the inner wall of the cylinder A. This dished
ring prevents the escape of gas on the up thrust of the piston by its tendency to nip
the wall of the cylinder, and it prevents the passage of air downwards during the
down stroke of the piston by the top prossure of the atmospheric air which acts
upon it as well as upon the piston in forcing the piston down. This dished ring or
washer may be substituted by the doubled ring shown in Figure 12, the periphery
being compressible by atmospheric pressure. The rod M of this piston carries a
cross head N, from which two legs P, P, depend, the lower ends of the legs being
attached by slotted plate arrangement to the bowls or blocks Q, Q, of levers R, R,
so that the up-and-down motion of the piston rod may produce a circular
reciprocating movement to those levers which are centred or hung loosely upon
the shaft S, the levers R being balanced by a weighted end T, which under extra-
ordinary high charges may come into contact with the buffer U provided for the
purpose.
One of the levers R has a snug, to which a lever V is attached, the opposite end
of it being in connection with a paul lever W, also hung loosely upon the shaft S,
on which the lever moves in a circular reciprocating manner corresponding to that
of the levers R, R.
The paul X on the lever W is of encentric edge-nip form, and when moving in
one direction it travels freely; but on the reverse travel it pinches or nips the
periphery of a pulley-like wheel Y for pulling it round in the same direction, and
thus communicate rotary motion to a band or strap wheel Z, with which it as a
driver forms a part and mounted loosely upon the shaft S. The inner periphery of
this strap wheel Z is toothed, and the teeth gear into a pinion a, which is fast upon
the shaft b, on which a fly wheel c is mounted for continuing the motion of
mechanism that may be driven by it.
The paul lever W has at its upper end a rock link d, affixed in such a manner
that its lower end may act upon an intermediate link e, which is attached to it and
to one end of the strap f; the opposite end g of the strap being attached by the link
to the lever W, so that when the lever W travels in one direction, the strap is
opened out and cleared from the periphery of the strap wheel Z; but in the reverse
travel of the lever W, the strap closes in, and nips the wheel Z, and brings it
round the required distance, after which the strap releases its hold, and the wheel
Z continues its motion.
It will be seen by Figure 11 (side elevation) that the paul X comes into action at
the same time as the strap f, and they act conjointly for the purpose of actuating
the wheel Z. The shaft S carries loosely on its opposite end a toothed wheel i geared
into by a second pinion; upon the main shaft b to rotate it. This wheel i has a
crank pink, to which the upper end of a connecting rod L is attached for com-
municating a reciprocating motion to the lever m, supported loosely upon the
shaft n, so that a paul p may be thrown into the path of teeth of a ratchet wheel r
to secure an intermittent circular motion thereof.
The paul p is fitted on the lever, that its engaging tooth may act in conjunction
with a strap s fitted to rest above the ratchet wheel. The strap has a springy
tendency to keep itself and the paul away from the ratchet wheel, consequently the
paul only acts when the spring strap is forced downwards; and this is effected on
the termination of each down stroke of the depending legs P, P, one of which comes
into contact with a bowl t on a lever u suspended by the strap from a fulcrum v.
When this depression of the lever u occurs, the strap is forced down and the paul is
permitted to drop into the ratchet tooth, and is forced into it by a weight or
roller w, which rides upon it for the purpose. The lever at this time is downwards,
near the weighted lever H, so that the lever by the rotation of the toothed wheel
causes the paul to pull the ratchet wheel r round a fourth of its revolution at each
half revolution or half rotation of the wheel i.
The lever m is fast upon the axle u, and as it moves intermittently, a cor-

page_text: responding motion is given to the toothed wheel x, which moves the pinion y one
complete revolution for opening and closing the exhaust port by the valve 2, shown
separately in Figures 13 and 14, the valve being connected by a rod 1 from an
eccentric 2 on the shaft 3, on which the pinion y is mounted.
The valve is enclosed in a casing 4, and has a spindle 5 passing through to the
outside, where it carries a ratchet wheel 6 operated alternately by the paul 7 on the
crank lever 8, which is pinned to the rod 1. The valve, which is here shown of a
ventilator shape, receives a circular motion on its spindle to open the port from the
cylinder, another ratchet wheel 9 on a square sleeve 10 closing the passage again,
when the paul 11 acts upon it, this being under the control of the crank lever 12 by
a distinct rod 13 from a short lever 14 forming part of the paul lever W, the
mechanism being so arranged that the rod 1 and the rod 13 are actuated alternately
one from the eccentric on the shaft, and the other from the paul lever W.
The exhaust after leaving the valve box or casing 4 passes by a pipe 15 to a re-
ceiver 16, through the self-closing valve 17, the exhaust being from this receiver drawn
through the valve 18 into the bellows 19, and out again by the valve 20 into the
atmosphere. 21 is an over-pressure or safety valve to relieve the receiver should
it become overcharged from any cause, or of the bellows 10 ceasing to act.
The bellows which is shown detached and on a larger scale in Figure 15 is worked
by the rod 22 from the short lever 23, also forming part of the paul lever W, and
consequently moves with it. The feed valve 24 is actuated by the link 25 from a
crank disc 26 carried by the shaft 3, and it receives a corresponding motion, but
alternately with the exhaust valve z through the rotation of the shaft 3, the disc 27
which operates the levers J and H. being on the same shaft (3).
Figures 16 and 17 show another arrangement of mechanism by which the inlet a
and exhaust valves can be operated. On the shaft b I mount a concentric grooved
friction disc 28, which continues its rotation; this disc can at intervals be geared
into frictional contact by a corresponding disc 29 mounted loosely upon the shaft b
by its sleeve 30, the sleeve having a groove in which a clutch lever 31 works for
moving the disc 29 into and out of gear. The clutch lever is carried by the pin 32
on the standard or frame 33, and has one leg 34 attached to a spring 35, which
brings the discs 28 and 29 into contact, when the lever 34 is drawn downwards by
the spring 35, and the tail end 36 of the lever 37 is released from the stop 39, which
release is effected by the end of the leg P striking in its down stroke upon the
lug 40 of the stop 39, the stop being pivotted at its end 41 for the purpose of
allowing the spring 42 to return the stop to the locking position when the leg P
goes up again. The lever 37 carries a link 43 attached by another link 44 to the
main frame 33.
The release of the clutch levers and the drawing action of the spring 35 throws
the end of the lever 43 into the path of the leg P on its up stroke, and this causes
the roller 45 to strike against the roller 46 with sufficient force to push it and the
clutch mechanism in the reverse direction, thereby overcoming the tension of the
spring 35 and withdrawing the clutch out of gear; at the same time the spring 42
brings the stop up and lodges it against the lever 37 until the leg P comes down and
acts upon the lug 40 again.
The sleeve 30 carries a bevil pinion 47 to gear into the corresponding pinion 48
on the shaft 49, whose opposite end carries another bevil gear 50 to operate the
shaft 3 and the discs 26 and 27, as explained for the mechanism relating thereto in
Figures 9, 10, 11.
The shaft carries another bevil wheel 51 to gear into the pinion 52 for operating
the governor 53 (by which the speed of the engine can be regulated) through the
intermediation of a bell crank 54 when the spheres rise, the bell crank then acting
upon a rod 55 to ensure an end-on motion of a bolt 56 forming part of same, which
bolt is moved into the path of the clutch lever 37, to hold both the lever 37 in
tension against the action of the spring 35 and the catch lever 39, as is more
particularly shown in Figure 17.
The
passage of gas and air combined or gas alone under pressure can be regulated

page_text: by thegovernor in the manner shown by Figure 18, in which the governorar ins
when extended by centrifugal force are caused to lift the end 57 of the lever 58 and
depress the end 59, thereby pressing by the rod GO the valve 61 upon its scating,
more or less, as desired. The weight 62 serves to equilibrate the governor and
renders the valve sensitive in its action. The valve 61 is of a disc form, sccured on
the "bye pass" 63 by a ring 64, the centre being free to rise by the connection of
the plate 65 to the rod 60.
The object of the sleeve piston C, shown in Figure 9, as working between the
cylinder and the trunk D is, the packing rings are kept always from the heat, and
are thereby rendered more efficient than usual in preventing the escape of gas when
the explosion takes place, and facilitates the non-burning of the packing.
The trunk D may have a water jacket on its inner portion, it being a fixture, like
the cylinder A, to the base plate.
Having now described the nature of my said Invention, and in what manner the
same is to be performed, I declare that I claim,-
Firstly. The construction and arrangement of parts of mechanism forining a gas
engine and their method of action, as described with reference to Figures 1, 2, and 6
of the annexed Drawings.
Secondly. I claim the construction and arrangement of parts of mechanism
forming a gas engine and their method of action, as described with reference to
Figures 9, 10, and 11 of the annexed Drawings.
Thirdly. I claim the modifications or arrangements of parts of gas engines
shown in Figures 7 and 8 and Figures 16 and 17, as and for the purposes set
forth.
Fourthly. I claim the employment in a gas engine of two pistons in separate
cylinders for double-action effects, said two pistons being connected by rods, as
described, and substantially as shown in Figures 1 and 2 of the annexed Drawings.
Fifthly. I claim in gas engines of any kind the employment of a sleeve piston
working between the cylinder and an inner jacket or trunk, as and for the purposes
described.
Sixthly. I claim the employment of the arrangement of gas engine, shown in
Figures 1 and 2, with one cylinder only, for single action effects, as set forth.
Seventhly. I claim fitting gas-check rings on gas engine pistons, as shown at
Figures 9 and 12, as and for the purposes described.
In witness whereof, I, the said Charles Linford, have hereunto set my hand
and seal, this Twelfth day of October, One thousand eight hundred and
seventy-seven.
CHARLES LINFORD, (L.S.)