IMPROVEMENTS IN GAS ENGINES
Year: 1882

page_text: LETTERS PATENT James Atkinson, of 47 Marquis Road, Finsbury Park,
London, in the County of Middlesex, Engineer, for an Invention of
"IMPROVEMENTS IN GAS ENGINES "
PROVISIONAL SPECIFICATION left by the said James Atkinson at the
Office of the Commissioners of Patents on the 14th September 1882.
JAMES ATKINSON, of 47 Marquis Road, Finsbury Park, London, in the County
of Middlesex, Engineer, "IMPROVEMENTS IN GAS ENGINES
These improvements are in part modifications of the engines described and
illustrated in the Specification of Letters Patent N° 4086 A.D. 1881 granted to me,
and in part are applicable to gas engines generally
One of my improvements consists in a modification of the engine described in
the above mentioned Specification N° 408681 and illustrated in Figs 1. 2. 3. 4
Sheet 1 and Fig 5 and 6 Sheet 2 thereof, whereby the gas pump is dispensed with
and instead of air only, gas and air are admitted together to the crank end of the
cylinder, being compressed into a receiver and admitted at the commencement of
the working stroke to the power end of the cylinder by a valve similar to that
described and illustrated in Fig: 6 Sheet 2 of said Specification, or a modification
of this valve hereinafter described. In this modification I propose to construct the
receiver in a special manner; as follows:-a light, loose, free piston, works in a
short cylinder, in such a manner that there is no clearance except the unavoidable
space in the passages which admit the compressed air and gas and allow them to
pass on to the valve that admits them to the power end of the cylinder. A large
space in communication with the other side of this piston forms the receiver,
leakage past the free piston allows this large space to fill with air or air and gas to
pressures that closely approximate the pressures on the non clearance side; the free
piston will make its stroke in accordance with the admission and exhaustion of
each charge. Any accidental ignition cannot pass this piston and it is thus
limited to the one charge; a dash pot is provided to limit the stroke of the free

page_text: piston and absorb any shock from accidental ignition--Another important object
attained is that the charge last compressed is the one used to make the next
working stroke and the action of the governor is thus immediately effective.
When a separate gas pump is used with this construction of receiver it may
deliver direct into the space on the non-clearance side of the free piston, the
compressed air mixing with it here, and on their way to the power end of the
cylinder; the inlet and outlet being specially arranged to mix them up as
completely as possible. This arrangement being preferable when a weak quality
of gas is used.
In another modification of engine, I retain the crank end of the cylinder for
compressing air only, with a compressed air receiver and a separate gas pump
without compressed gas receiver, as set forth in the specification to my Letters
Patent No 4086 A.D. 1881, but use one valve to admit them to the power end of
the cylinder; this being a slide valve working between two faces in an enclosed
chamber, the slide having separate through passages for gas and air, communicating
with suitable ports in the faces; the gas and air mixing in their compressed state
on their way to the cylinder.
I propose to use an igniting slide working between two faces, one next the
cylinder, and an outer cover, and I may make the slide thinner than usual. In the
face next the cylinder there is a port communicating with the inside of the cylinder,
this port may be always, or is at any rate some time before ignition, open to a port
in the slide, which at the time of ignition opens into an ignition cavity in the outer
cover; alongside the ignition cavity is a narrow cavity or slot for gas which
supplies the igniting flame through a small communicating passage which may be
regulated in area by a screw or other suitable means; to prevent the gas in the gas
slot being driven back the port in the slide also opens into it. The port in the slide
when opening to the igniting cavity may also open to another cavity in the outer
cover, which is thus placed in free communication with the cylinder, and into which
any residuum hanging about the cylinder port will be compressed by the fresh
charge on its admission to the cylinder and be followed up by a little of this charge,
thus insuring uncontaminated mixture in the slide port ready for igniting and a
strong burst of flame into the cylinder. I may make this cavity of considerable
length in proportion to its capacity, using, for example, a tube closed at the outer
end. The igniting cavity and the gas slot are supplied with air and gas and the
igniting flame lighted through suitable grooves in the face of the slide, these
grooves communicating at the proper time with ports or passages in the outer face
and with an external light; these ports being cut off previously to ignition. The
outer face is kept up to the slide by a pinching screw which bears about opposite
to the cylinder port, it screws through a crossbar which in ordinary working rests
against collars on suitable studs which have springs on them to give the desired
pressure and. relieve any excessive pressure. Instead of driving the slide by a
connecting rod it may be driven by a brass or brasses on the crank pin or excentric
working in a slot in the end of the slide and the slide itself may be lengthened
beyond the faces in contact, it having longitudinal passages in the ends with a view
to keeping it cooler. It will be observed that the most important ports are in the
outer cover, removed from the warping effects of the heat and pressure in the
cylinder, and the slide having no internal lighting flame and being thin is more
easily kept in order with less risk of abrasion and requiring less lubrication; with
this arrangement I can also work with a shorter travel of the slide.
"
Another of my improvements consists in the following governing arrangement :-
An excentric cam, small crank pin, or connection with any suitable moving part of
the engine, with its rod, works a valve in such a manner that its extremes of stroke
correspond with about mid stroke of the engine; this valve is moved positively in
one direction only and is returned by a spring. It is moved positively to open.
comin unication between the gas supply and a flexible bag during about one half of
a revolution, during the other portion of the revolution the valve places this bag in

page_text: communication with the suction valve to the pump or crank end of the cylinder..
the extent of the latter movement being controlled and regulated by any ordinary
governor, which interposes a stop to give the desired opening, or to prevent any
opening when a working stroke is not to be made. The object of this flexible bag
is to prevent fluctuations of pressure in the gas main affecting the regularity of the
engine. The size of the bag should be such that it will not allow more than a
maximum amount of gas being drawn in at any one stroke; the ordinary gas bag is
also used.
These engines may be started by compressed air obtained in any convenient
manner, this air is admitted through a valve (which may be also a non return
valve) to the receiver below the free piston, and thence to the working end of the
cylinder through the compressed admission valve, which may be held open as long
as may be required in moving the piston towards the crank; during this movement
by means of a suitable connection the air suction valve may be prevented closing
so that there may be no compressing resistance; the return stroke is effected by a
connection with a suitable valve to supply the compressed air to the crank end of
the piston; this may either be a separate valve or an arrangement for lifting the
delivery valve from the compressing end of the cylinder. One or more revolutions
may be thus made and when sufficient work is stored up in the fly wheel to do
so, the compressing end of the cylinder is allowed to pump ordinary charges till the
engine drives itself. Arrangements may be made to work these valves by means of
one handle.
Instead of cutting a thread on the spindle of the compressed admission valve, as
illustrated in Fig: 6 Sheet 2 of the Specification to my Letters Patent N° 4086
A.D 1881, and operating this valve by revolving the spindle, I may substitute a
wedge on the rod worked by the lever 11, or worked direct from the cam 10 (see
Figs 1, 2, 3 Sheet 1 Specification N° 408681) which shuts this valve or allows it
to open.
The valve may also be a compound or an equilibrium valve so as to
admit by more than one seating.
In the working of the small type of gas engine described by me and illustrated
in Sheet 2 of the Specification of my Letters Patent N° 4086 AD 1881 I find that
occasionally an ignition takes place when the ignition port is open and the slide
moving downwards, causing a violent rush of flame from the admission ports; to
prevent this I attach a finger or connection to the exhaust valve working in a
groove in the main slide and covering the ignition port during the downward
movement, but the finger being left behind during the upward movement of the
main slide it leaves the ignition port uncovered at the right time. I also place the
separate air admission valve excentric to the passage to the cylinder, with the
object of reducing the concussion of this valve when closing.
In this type of engine I propose to use a governor consisting of a disc fitted to
a suitable spindle and driven in any convenient manner by the engine; working
on a pin fixed in this disc, there is a lever having on one side of the pin a curved
path terminating in a weight, and on the other side of the pin a curved path only;
the weight tries to fly outwards by centrifugal force but is restrained and its
position controlled by a spring; the two curved paths are in different planes of
revolution and in corresponding planes of revolution are placed curved levers
attached to the plug of a cock or other valve, so that as the position of the lever
on the disc alters in sympathy with the speed of the engine, one or other of the
curved paths comes in contact with the corresponding curved lever attached to the
regulating valve or cock and moves it so as to give. the desired opening. The larger
engines of this type are water jacketed.
Where it is not convenient to obtain a supply of water for cooling purposes I
connect the jacket to a coil or range of circulating pipes (which may be placed near
the engine or away from it in a more convenient position) and in some instances
allow water to moisten the outer surfaces so as to increase their cooling powers.
The circulating water may have in solution salt, spirit, soda or other ingredients

page_text: suitable for preventing corrosion, or deposit, and to prevent its freezing in cold
.weather.
I may also use a modification of governor in which I use two chambers, one for
air and one for gas, these chambers being provided with inlets and outlets on
opposite sides of a diaphragm in which are openings; one spindle passing through
both chambers is moved by an ordinary governor and carries cones or valves
fitted to the openings which regulate the area of the openings for gas and air
respectively.
These improvements although herein described in relation to a one cylinder
engine are equally applicable to engines having more than one cylinder.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said James Atkinson in the Great Seal Patent Office on the 13th
March 1883.
JAMES ATKINSON of 47 Marquis Road Finsbury Park London in the County of
Middlesex Engineer. "IMPROVEMENTS IN GAS ENGINES
"
These improvements are in part modifications of the engines described and
illustrated in the Specification of Letters Patent N° 4086 A.D. 1881 granted to me,
and in part are applicable to gas engines generally.
One of my improvements consists in a modification of the engine described in
the above mentioned Specification N° 4086 A.D. 1881 and illustrated in Figures 1,
2, 3, 4 Sheet I and Figures 5 and 6 Sheet 2. thereof, whereby the gas pump is
dispensed with and instead of air only gas and air are admitted together to the
crank, end of cylinder, being admitted at the commencement of the working
stroke to the power end of the cylinder by a valve similar to that described and
illustrated in Figure 6 Sheet 2 of said Specification, by a modification of this valve
hereafter described, or by a slide valve, the said slide valve being simply for this
purpose, or it may also contain the necessary accessories to enable it also to ignite
the charge at the proper time. The engine operating otherwise in the same manner
as described in Specification of my Letters Patent 4086 A.D. 1881, that is to say, gas
and air are compressed in the crank end of cylinder at each revolution into a
receiver from which they are admitted to the power end of the cylinder at the
commencement of each working stroke, and being then ignited cause a working
stroke once every revolution during the return stroke, the consumed gases being
driven out through a suitable exhaust valve by the returning piston.
In this modification I propose to construct the receiver in a special manner as
follows, and as illustrated in Figures 1 and 2 Sheet 1 of the accompanying three Sheets
of Drawings. A light loose, free piston 1, works in a short cylinder 2 in such a
manner that there is no clearance when this piston is at the bottom of the cylinder
except the unavoidable space in the passages 3 and 4 which admit the compressed
air and gas and allow them to pass on to the valve that admits them to the power end
of the cylinder. A large space 5 in communication with the other side of this
piston forms the receiver; leakage past the free piston 1 allows this large space 5
to fill with air, or gas and air, to pressures that closely approximate the pressures
on the non-clearance side; the free piston will thus be compelled to make its stroke
in accordance with the admission of each charge from the pumping end of the
cylinder and its transmission to the working end of the cylinder. The main object
obtained by this construction of receiver is that no accidental ignition of the gas
and air in the receiver can take place; if at any time the combustible mixture
should ignite in the passages to the cylinder, this ignition will be confined to one
charge only; it would force the piston 1 upwards and the dashpot 6 would bring it
to rest without any shock whatever; the small valve 7 closes upwards against any
pressure inside the dashpot, but would open so as to allow the piston to fall again
freely. In all probability such accidental ignitions would take place whilst the
combustible charge was being admitted to the working end of the cylinder the
communication to the cylinder being open; hence a considerable portion of the
power developed by such accidental ignition would be utilized in the engine.
Another important object attained is that the charge last compressed is the one used
in making the next working stroke and hence any variation in the combustible
mixture caused by the governor is immediately effective. When a separate gas
pump is used with this construction of receiver it may deliver the compressed gas

page_text: r
direct into the space on the non clearance side of the piston 1 or into the passage 3,
the compressed air mixing with the compressed gas here, and on their way to the
power end of the cylinder; the inlet and outlet being specially arranged to mix
them up as completely as possible. This arrangement being preferable when a weak
quality of gas is used.
In another modification of engine I retain the crank end of the cylinder for
compressing air only, with a compressed air receiver and a separate gas pump
without compressed- gas receiver as set forth in the Specification of my Letters
Patent No 4086 A.D. 1881, but use one valve to admit them to the power end of the
cylinder, this being a slide valve working between two faces in an enclosed chamber
and having through passages for gas and air communicating with suitable ports in
the faces; the gas and air mixing in their compressed state on their way to the
cylinder.
Another of my improvements consists in an arrangement of igniting slide
applicable to a slide that ignites only; and in a modification thereof constituting
a slide which ignites and also admits the combustible mixture. A slide to ignite
only constructed in my improved method is shewn in Figures 3, 4, 5 and 6 Sheet 1,
the modification thereof to ignite and admit also in Figures 7, 8, 9 and 10 Sheet 1.
The slide in each case is made very thin, half inch being a suitable thickness. The
slide is thus not liable to be warped by the varying temperatures and as it cannot
expand much owing to its thinness the outer cover may be screwed hard up, the
slide being allowed sufficient freedom to work practically frictionless between the
inner and outer covers; a film of oil or other lubricant effectually preventing any
material leakage from the various ports or passages. In Figures 3, 4, 5 and 6,-
8 is the slide, 9 is a false face secured to the cylinder-10 is the outer cover-11 being
the bolts that secure the outer cover; in the false face 9 there is a port 12 communi-
cating with the inside of the cylinder; this port 12 may be always, or is at any
rate sometime before ignition, open to a port 13 in the slide which at the time of
ignition opens into an ignition cavity 14 in the outer cover. This port 13 being
the only through port in the slide 8. Alongside the ignition cavity 14 is a narrow
cavity or slot 15 for gas, which supplies the igniting flame, through a small com-
'municating passage 86, which may be regulated in area by a screw 17, or other
suitable means, to prevent the gas in the gas slot 15 being driven back. The
port 13 in the slide also opens into this slot; the port 13 in the slide when opening
to the igniting cavity 14 may also be open to another cavity 18 in the outer
cover 10, which is thus placed in free communication with the cylinder and into
which any risidium hanging about the cylinder port 12 will be compressed by the
fresh charge on its admission to the cylinder and be followed up by a little of this
charge thus ensuring uncontaminated mixture in the slide port 13 ready for
igniting and a strong burst of flame into the cylinder. I may make this cavity 18
of considerable length in proportion to its capacity, using, for example a tube closed
at the outer end as shewn in Figure 4. The igniting cavity 14 and the gas slot 15
are supplied respectively with air and gas and the igniting flame lighted through
suitable grooves 16 and 87 in the face of the slide 8, these grooves 16 and. 87
communicating at the proper time with ports or passages 88.and.19 in the outer
cover 10 and with an external light 20. These ports being cut off previously to
ignition. The gas to support the igniting. flame being regulated by the cock 89
and supplied through the passages 90 and 91. Instead of screwing the outer
face 10 hard up by means of the bolts 11 it may be, kept up to the slide by a
pinching screw, bearing about opposite to the cylinder port screwed through. a
cross bar which in ordinary working rests against collars on suitable studs which
have springs on them to give the desired pressure and relieve any excessive pressure.
Instead of driving the slide by a connecting rod it may be driven by a brass or
brasses 21 on the crank pin. 22, or eccentric which drives it. The brass or
brasses 21 working in a slot 23 in the end of the slide. and the slide itself
lengthened beyond the faces in contact and having, longitudinal passages 24. in the
ends to keep it. cooler..

page_text: In the modification of the above shown in Figures 7, 8, 9 and 10 the compressed
combustible mixture is admitted also by the same slide that ignites; the periods of
admission and cut off being governed by the position of the cutting off edges of the
port 25; this same port also deciding the time of ignition. The combustible
mixture is admitted by the port or passage 26 which takes the place of the port or
cavity 18 as shown in Figure 4 and it will be understood that as the combustible
mixture is admitted by this port through the slide, there is no necessity for a
cavity to clear away the residium from the neighbourhood of the igniting cavity
and that I am thus enabled to use a portion of the combustible charge in lieu of
pure gas direct from the main. As soon as the port 25 cuts off the admission it
opens into the igniting cavity 27 which has just been cut off from the groove 28
in the slide, by means of which the igniting flame in the igniting cavity 27 was
lighted by being in communication with the external light. In this modification
the igniting flame in the igniting cavity 27 is sustained by a small portion of the
combustible charge admitted through a small groove 29 in the face of the slide 8,
the slot 30 and passage 31, the screw 32 regulating the quantity.
It will be observed that the most important points and cutting off edges are in
the outer cover or the outer face of the slide, they are thus removed from the
warping effects of the heat and pressure in the cylinder and also the slide having
no internal lighting flame and being thin is more easily kept in order with less risk
of abrasion and requiring less lubrication; with this arrangement I can also work
with a shorter travel of the slide.
Another of my improvements consists in the following combination of parts for
governing compression gas engines; an eccentric cam, small crank pin or connection
with any suitable moving part of the engine, with its rod works a valve in such a
manner that its extremes of stroke correspond with about midstroke of the engine.
It is shown in Figures 11 and 12 as a slide valve 33 moved by a cam 34. This
valve is moved positively in one direction only and is returned by a spring 35; it
is moved positively to open communication between the gas supply 36 and a
flexible bag 37 during about one half of a revolution and whilst the engine is
compressing the gas and air or whilst the gas pump is compressing the gas for the
next stroke; it is shewn in this position in the illustrations; during the other
portion of the revolution the cam 34 moves the valve 33 so as to place the bag 37
in communication with the suction valve to the pump or crank end of the
cylinder by means of the connection 38; the latter movement of the valve 33 is
caused by the spring 35 and its extent controlled by the steps of the cam 34;
the lowest step being so arranged that the valve will not open communication
between the bag 37 and the engine; the other steps being arranged to entirely
or partially open the passage, thus regulating the quantity of gas admitted. The
capacity of the bag 37 is adjustable by means of the clip 39 and is such that it will
only just contain the maximum amount of gas that is to be admitted to the
engine for one working stroke. The maximum amount of gas being by this
means definitely measured the regularity of the engine is not effected by the
fluctuations of pressure that commonly take place in gas mains; also as the gas
flows by its own pressure into the bag without being suddenly sucked in from
the gas supply, the working of the engine does not interfere so seriously with
gas lights supplied from the same main; in addition to the governor bag 37 an
ordinary gas bag should also be used. These engines may be started by com-
pressed air in any convenient manner, this air is admitted through a valve,
preferably a non return valve, to the receiver 5 below the free piston 1 and admitted
thence to the working end of the cylinder through the compressed admission
valve, when one is used, and which may be held open as long as may be required
in moving the piston towards the crank; during this movement by means of a
suitable connection the air suction valves or one of them is prevented closing;
the return stroke is effected by admitting the compressed air through a suitable
valve to the crank end of the cylinder; instead of a separate valve; for this
purpose an arrangement may be made for lifting the delivery valve from the

page_text: compressing end of the cylinder. When the engine is constructed to admit bythe
igniting slide as shown in Figures 13, 14, 15 and 16, Sheet 2, I prefer to use, a,
comparatively speaking, small slide valve, constructed in the same way as a common
steam engine slide valve, with the exception that there is no provision for
exhausting through this slide valve from the power end of the cylinder; suitable
pipes connect the passages controlled by the slide valve with each end of the
cylinder; in these pipes or connections and close to each end of the cylinder I place
small cocks or valves; these are opened to start the engine and closed after it is
started so as to shut off the whole apparatus from the engine whilst at work; the
slide valve being moved by hand whilst starting; as this arrangement is so simple
as to be readily understood I have not deemed it necessary to illustrate it..
To enable these improvements to be more easily understood. I have shown a
combination of them in Figures 13, 14, 15 and 16. Sheet 2.showing only. the
cylinder portion with these improvements attached, the other parts of the engine.
being preferably constructed as shown in Specification of Letters Patent No. 4086
A.D. 1881 granted to me. Figure 13 is an elevation partly in section; Figures 14
and 15 are end elevations, Figure 16 is a section of the power end of the cylinder,
shown through the exhaust valve 46 the slide valve 8 and the compressed admission
pipe 45. The cover 40 for the compressing end of the cylinder is shown in section
Figure 13 through the gas suction valve 41 and the delivery valve 42; the air
suction valves 43 being shewn in elevation in Figure 15. The tap 44 admitting a
little water from the water jacket 47. The receiver 5 is shown placed above the
cylinder and fixed to the top of the water jacket 47. 45 is the compressed
admission pipe connecting the receiver 5 to the power end of the cylinder 48. The
governor 49 is attached to the shaft 50 which is driven by skew spur.wheels in the
same way as shown in the Specification of my Letters Patent No 4086 A:D. 1881,
this shaft 50 also works the exhaust valve 46 by means. of the cam 51 through the
lever 52, and the slide 8, through the crank pin 22. The piston 53 is shown in
Figure 13 at the crank end of the cylinder with as little clearance as possible and in
Figure 16 it is shown at its extreme inward position with no more clearance than
is necessary to allow for the unavoidable deposit which takes place here. The
cover 54 to the power end of the cylinder is water jacketted in the space 55,
passages 56 allowing the water to circulate between the water spaces 55 and 47.
When a compressed admission valve is used similar to that illustrated.in
Figure 6 Sheet 2 of the Specification of my Letters Patent 4086 A.D. 1881, instead
of cutting a thread on the spindle and operating the valve by revolving this
spindle, in some instances I substitute a wedge on the rod and which may form a
portion of the rod worked by the lever 11 or worked direct from the cain 10
(see Figures 1, 2, 3 Sheet 1 Specification 4086 A.D. 1881) which shuts this valve or
allows it to open; the valve may also be a compound or so called equilibrium valve
so as to admit by more than one seating; this modification may be used when the
engine is of considerable size, the valve being then not so liable to cause - trouble
from leakage.
In the working of the small type of a gas engine described by me and
illustrated in Sheet 2 of the Specification of Letters Patent 4086 A.D. 1881. I found
that occasionally an ignition took place when the ignition port was open and the
slide moving downwards, causing a violent rush of flame from the air admission
port to prevent this I attach a finger or connection 57 (see Figures 17, 18, 19
and: 20 Sheet 3). in which the improvements to this engine. are shewn) to the
exhaust slide 58 working in a groove 59 in the main slide 60 and covering the
ignition port 61 during the downward movement, as in the position shown on the
drawing; but the Figure 57 being left behind during the upward movement of the
main slide 60 it leaves the ignition port 61 uncovered at the right time; I also
inclose the air admission port 62 by a passage 63 leading to a self acting retaining
valve 64 which effectually prevents anything passing from the cylinder outwards
through this port 62.
,
I also place the separate air admission valve or valves 65 eccentric to the

page_text: passage 66 of the cylinder, these valves (there may be one two or more) consist of
hollow metallic rings placed between corresponding metallic surfaces; between
these surfaces and the rings I place rings of sheet india rubber or similar material
in such a manner that air is drawn through them in the direction as shown by the
arrows; a cover 68 with pipe 69 attached supplies the air to the valve. By these
improvements I materially reduce the concussion of the air valve or valves when
closing.
In this type of engine also I use a governor as illustrated Figures 19 and 20
Sheet 3 consisting of a disc 70 driven in any convenient manner by the engine,
working on a pin 71 fixed in this disc 70. There is a lever having on one side of
the pin 71 a curved path 72 terminating in a weight 73 and on the other side of
the pin 71 a curved path 74 only; the weight 73 tries to fly outwards from
centrifugal force but is restrained and its position controlled by a spring 75; the
two curved paths 72 and 74 are in different planes of revolution and in
corresponding planes of revolution are placed curved levers 76 and 77 attached to
the plug 78 of a cock 79, or other valve, so that as the position of the lever on the
disc alters in sympathy with the speed of the engine, one or other of the curved
paths come in contact with the corresponding curved lever attached to the
regulating valve or cock 79 and moves it so as to give the desired opening.
The large engines of this type are water-jacketted, 81 being the water jacket.
Where it is not convenient to obtain a supply of water for cooling purposes I
connect the jacket to a coil or range of circulating pipes which may be placed
near the engine or away from it in a more convenient position; in Figure 17 I
show an advantageous arrangement of these pipes as applied to the small type of
engine; the pipes 80 being arranged backwards and forwards at the back of the
engine and being placed immediately below the fly wheel, a current caused by the
fly wheel revolving assists in cooling the water, from the water jacket 81
surrounding the cylinder 82. In some instances, generally speaking when the coil
is placed away from the engine preferably exposed to the atmosphere, I allow a
small quantity of water to drip on to the coil in a manner commonly used with
air condensers for steam engines, I thus materially increase their cooling powers.
The circulating water has in solution soda, spirit, salt, glycerine or other
ingredients suitable for preventing oxidation or deposit and also to prevent
freezing in cold weather.
I may also use a modification of governor in which I use two chambers, one for
air and one for gas, these chambers being provided with inlets and outlets on
opposite sides of a diaphragm in which are openings; one spindle passing through
both chambers is moved by an ordinary governor and carries cones or valves
fitted to the openings which regulate the area of the openings for gas and air
respectively.
These improvements although herein described in relation to a one cylinder
engine are equally applicable to engines having more than one cylinder.
Having now described and ascertained the nature of my said Invention and in
what manner the same is or may be performed. I Claim as secured to me by the
herein before in part recited Letters Patent.
Firstly The use of a gas engine in which the compression of the gas and air
takes place previously to ignition, constructed, combined, and arranged to work
substantially as hereinbefore described and shown Figures 13, 14, 15 and 16 of the
Drawings.
Secondly-In a gas engine in which the compression of the gas and air takes
place previously to ignition, the use of a receiver having a loose free floating
piston operating substantially as and for the purpose herein before described; said
receiver being shown separately Figures 1 and 2 Sheet 1, and in combination
with other parts of a gas engine at Figures 13, 14 and 15 Sheet 2 of the
Drawings.
Thirdly-In a gas engine in which the compression of gas and air takes
place previously to ignition, the use of an igniting slide constructed and arranged

page_text: to operate substantially as herein before described and shown separately at
Figures 3, 4, 5, and 6 Sheet 1 of the Drawing, or the use of the modification thereof
herein before described and shown separately at Figures 7, 8, 9 and 10 Sheet 1 and
in combination in Figures 13, 14 and 16 of the Drawings.
Fourthly-In a Gas Engine in which the compression of the gas and air takes
place previously to ignition, the use of governing arrangeinents, combined and
operating substantially as herein before described and illustrated, separately at
Figures 11 and 12 Sheet 1, and in combination with other parts of a Gas Engine
at Figures 13, 14 and 15 Sheet 2 of the Drawings.
Fifthly The use of a Gas Engine in which the compression of the gas and air
does not take place previously to ignition, constructed, combined and working
substantially as herein before described and illustrated at Figures 17 and 18
Sheet 3 of the Drawings, and being a modification of the similar Gas Engine
described and illustrated in the Specification to iny Letters Patent No. 4086.
A.D. 1881.
Sixthly In a Gas Engine in which the compression of the gas and air does
not take place previously to ignition, preventing ignition when the admission ports
are open by means of a tongue or finger operated substantially as hereinbefore
described and shown Figures 17 and 18 Sheet 3 of the Drawing.
Seventhly-In gas engines in which the compression of the gas and air does
not take place previously to ignition, the use of a Governor constructed and
arranged to operate substantially as hereinbefore described and illustrated in
Figures 19 and 20 Sheet 3 of the Drawings.
In witness whereof I the said James Atkinson have hereunto set my
hand and seal this thirteenth day of March in the year of our Lord One
thousand eight hundred and eighty three.
TRA