Improvements in Air and Gas Engines.
Year: 1899

page_text: Improvements in Air and Gas Engines.
.I, JOHN WASHINGTON EISENHUTHI, & Citizen of the United States, residing at No. 40
Wall Street, in the City, County, and State of New York, Mechanical Engineer, do
hereby declare the nature of this invention 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 improvements in air and gas engines and more particularly
to that class of engines which are adapted to use mixtures of air and gas or oils to
operate a piston and also adapted to use compressed air for operating a piston.
It consists in providing an engine with one or more cylinders adapted to be operated
by a mixture of gas or oil and air and one or more cylinders adapted to be operated
by compressed air, the said cylinders being adapted to be operated to assist each other
and means for controlling the admission and exhaust of the air and gas mixtures and
the compressed air.
It further consists in providing an engine with a cylinder adapted to use a gas or
oil and air mixture, a cylinder for compressing the said air and gas or other mixture
and forcing it into the first mentioned cylinder, and in also providing it with a
cylinder adapted to receive compressed air to assist in operating the engine in con-
junction with the aforesaid air and gas or oil mixture cylinder.
It also consists in certain other novel constructions, combinations and arrangements
of parts all of which will be hereinafter more fully described and claimed.
In the accompanying drawings,
Fig. 1 represents a front elevation of my improved air and gas engine, portions
thereof being shown in section to more fully reveal the construction.
Fig. 2 represents a horizontal transverse section through the cylinders of the said
engine on the line 1-1 of Fig. 1.
Fig. 3 represents a similar sectional view taken on the line 2-2 of Fig. 1.
Fig. 4 represents a vertical central section through the air and gas cylinder.
Fig. 5 represents a vertical section taken centrally through the compressed air
cylinder, also showing a condenser and compressed air tanks connected therewith.
Fig. 6 represents a central vertical section of the condenser.
Fig. 7 represents a central vertical section through one of the compressed air
tanks.
Fig. 8 represents a détail sectional view illustrating the communication between
a compression chamber of the gas engine and an exploding chamber and also showing
the means for producing a spark to ignite the gaseous mixture.
Fig. 9 represents a detail view showing the manner in which the cross-head of the
piston rods may be mounted in the frame.
Fig. 10 represents a detail front elevation of the same, and
Fig. 11 shows another way in which the cross-head may be mounted.
A in the drawings represents a cylinder adapted to receive an air and gas or oil
mixture for operating the piston therein; B represents a compressing cylinder.
for compressing gaseous mixtures to be used in cylinder A; C represents a cylinder.
adapted to receive charges of compressed air for operating the piston therein.
and D represents the main shaft of the engine.

page_text: In constructing gas engines, I find upon repeated experiments that a great saving
in the use of gas or oil can be obtained by the use of compressed air to assist in
operating the engine, a great increase of power being at the same time contributed
by this combination. The compressed air mechanism of the engine when
constructed in accordance with my invention is ever ready to start the operation of
the engine as well as to assist in its continued action. As illustrated in the drawings
I prefer to construct my improved gas engine with three cylinders, one of which is
to be operated by an air and gas or oil mixture, the second of which is adapted to
compress the said mixture and force it into the said cylinder, and the third of which
is adapted to be operated by compressed air.
The main shaft D of the engine is preferably mounted in a suitable base frame
as d being journalled in bearings as d¹ at one or more points upon the said
frame. Formed upon said shaft are cranks adapted to be operated by the cylinders
of the engine, the crank d² being connected by means of a pitman ³ with a piston
rod d which extends into the cylinder A. The piston rod d is provided with a
piston d5 of suitable size which fits into the cylinder A and is adapted to be
reciprocated therein for imparting movement to the crank d². A suitable packing
gland as a is adapted to surround the piston rod d and prevent any leakage or
escape of the gaseous mixtures which explode in the cylinder A. The main shaft D
also carries a crank as do which operates a pitman d. The pitman d' is connected
with a piston rod 8 which extends into the compressor cylinder B and has secured
it to a piston do which is caused to reciprocate in the cylinder B through the action
of the crank do so as to draw in and compress an air and gas mixture and force the
same into the compression chambers and exploding chambers of the gas cylinder A.
The piston rod de may also be provided with a suitable packing gland as d¹º. A
crank c is also formed upon the shaft B and is connected with a pitman c¹ which in
turn is pivotally connected with a piston rod c² which extends into the compressed'
air cylinder C. The piston rod c² carries a piston c3 which is adapted to be reciprocated
in the cylinder C by the charges of compressed air forced into the same. The
piston rod c² is also provided with a packing gland c¹ to prevent the leakage of the
compressed air. In order to guide the outer ends of the piston rods d d and c²,
suitable guides as E are secured to the frame of the engine and are adapted to be
engaged by roller bearings connected with the cross-head of each piston rod. As
illustrated in Fig. 4 of the drawings the cross-head may be provided with an
extension as e adapted to extend through a slot formed in the guide plate E
and carrying bearing rollers as e¹ which engage the front and rear surfaces of
the guide plate E and thus form a guide to direct the movement of the piston rods.
While the rollers e¹ may be of any suitable construction, yet I prefer to mount them
on ball or roller bearings as e² illustrated in Fig. 4 of the drawings. In this
construction the roller e¹ consists of an outer rim portion, between which
and a
stud or shaft e³ secured to the extansion e, are interposed balls
or rollers to afford an anti-friction bearing for the said rim portion. As
illustrated in Figs. 5, 9, 10 and 11 the number of rollers upon each side of the
guide plate may be increased. As illustrated in the said figures, two rollers as et et
are mounted upon the cross-head extension ein front of the guide plate E, a
single roller as being mounted on the rear side of the said guide plate. As
also illustrated in these figures, the rear roller may be made adjustable being
journalled in movable blocks as e7 which slide in guide slots as e8 formed in the
extensions of the cross-head. An adjusting screw as e is adapted to engage the said
block to adjust it with reference to the guide plate. It will be seen that by this
construction any wear of the parts can be readily taken up by 'manipulating the
adjusting screw eº. As illustrated in Fig. 9 of the drawings the guide plate as
El may be made adjustable in the frame of the engine, it being in this instance
mounted upon transverse rods as E2 and held in place by means of adjusting
nuts E3 E3. It can be readily seen that by means of these nuts the guide
plates E¹ can be adjusted accurately with respect to the piston rod and thus guide
the same more perfectly.

page_text: t
The main shaft of the engine D is provided with a spiral gear adapted to engage
a corresponding spiral gear upon the lower end of a vertical shaft F mounted in
suitable bearings upon the frame of the engine. The said spiral gears are preferably
enclosed in an oil tight casing as D¹ so that the gears may be made to run in oil and
thoroughly protected from dust and dirt. The upper end of the shaft F carries a
spiral gear as f, which meshes with a corresponding spiral gear fl secured to a shaft f.
The said gears ƒ f¹ are also mounted in a dust tight casing. The shaft f is pre-.
ferably mounted horizontally of the engine and suitable bearings formed thereon and
extends along behind the cylinders A, B and C. It also carries a spiral gear wheel
as which meshes with another spiral gear as f* secured to one end of a horizontal
shaft which is mounted in the frame of the engines and extends transversely of
the same, preferably between the cylinders A and B to the forward side of the engine.
It is provided upon its forward end with a spiral gear as f which is adapted to mesh.
with and actuate a spiral gear 9 mounted upon a shaft G. The shaft G is arranged;
upon the front of the engine and is journalled in suitable bearings formed-
thereon, the said shaft G and the shaft f being adapted to operate the valves of the,
engine as will be hereinafter more fully described.
The means for mixing the gas or oil with air for use in my improved engine forms.
no part of this invention and it is therefore not illustrated nor described, it being accom-
plished by any suitable means and fed to the engine through inlet pipes as a¹ a¹.
The compressing piston upon being reciprocated draws or sucks the air mixture
into the cylinder B from the said inlets a¹ a¹ through valve controlled openings
therein. These openings are controlled by the valves a2 a2 which have stems a³ and
engage a suitable bearing. A spring as at engages a shoulder formed upon the said.
steins and normally holds the said valves in their closed position. The shape of the,
valves as illustrated in the drawings is such that the gas and air mixture can be
drawn into the compressing cylinder but cannot pass back through the valve again..
After drawing the charge of gas and air mixture into the cylinder, the piston is
then adapted upon the return stroke to compress and force the said mixture through
a valved opening into the compression chambers or passages H H, there being two,
of these chambers arranged at each end of the compressing cylinder.
The entrances to the compression chambers are also controlled by means of spring.
operated valves h h which are so formed that a charge may be forced into the com-
pression chambers but cannot return into the compressing cylinder. Each com-
pression chamber H H communicates with two-exploding chambers formed at
each end of the cylinder A, the entrance into the said exploding chambers- being
controlled by the valves h². These valves are held closed normally by springs
as 3 surrounding their stems and engaging annular shoulders formed thereon.
These springs h³ ³ are made sufficiently stiff and strong to hold the valves ² 12
closed against the pressure of the air and gas mixture in the compression chambers H
until they are forced open by suitable mechanism as will be hereinafter described. The
exploding chambers h¹¹ communicate with the interior of the cylinder A through
the valved openings leading to the entrance ports of the said cylinder. The valves h
which control these openings are mounted in suitable packing bearings formed in the
walls of the exploding chambers, the stems of the said valves being extended into
passage-ways leading to the ports of the cylinder A. As it is always desired
to ignite the explosive mixture whenever it is forced into the cylinder A, the stem
of each valve is provided with a contact as adapted to engage a spring con-
tact 8 mounted in the wall of the chamber 5. The end of the contact / extends
through the wall of the said chamber and is thoroughly insulated therein as at hº,
the outer end of the said stem portion being connected by means of a wire with any
source of electricity. The stein of the valve, ht is also connected with the said
electrical source and normally completes a circuit therewith. It will be seen that
when the valve is forced open that the contacts will be separated and will snap by
each other, thus breaking the circuit and producing a spark which will ignite. the
gas mixture at once and simultaneous with its entrance into the cylinder A. While
his sparking mechanism may be used constantly, yet after the engine has been
"

page_text: running a while and becomes thoroughly heated, a platinumn point or stud as h¹0 may.
be used for this purpose, the said stud being mounted so as to extend into the
passage-way h5 ad being kept red-hot by the heat of the engine. The cylinder A is
preferably provided with two inlet ports at each end thereof and therefore two ex-
ploding chambers as above described, which are adapted to be charged alternately.
By this construction one exploding chamber can be thoroughly exhausted of the
spent and burnt gases, while the other is being re-charged. This construction is of
great importance as it operates to prevent the parts from becoming too highly
heated and gives ample time for the thorough exhaustion of the spent gases and
prevents the liability of any back firing of the gas mixture into the compression
chambers. Each end of the cylinder A is further provided with exhaust ports as j
which communicate with exhaust chambers J J. These exhaust chambers are pro-
vided with valves as j¹ which are normally held closed by springs and are adapted
to be opened at the proper time by mechanism to be described hereafter. In order
to operate the valves h2h2 controlling the communication between the. exploding
. chambers and the compression chambers, I mount cains as g¹ g¹ upon the shaft G,
the said cams being adapted to engage forked levers as g² g² pivotally mounted upon
the engine. The free ends of the levers g² engage the ends of the said valve stems
The cams
and force them open in accordance with the movement of the said cams.
are adapted to operate the valves alternately to cause the proper charging of explod-
ing chambers. In order to operate the valves * * controlling the entrance of the
gaseous mixture into the cylinder A I also secure to the shaft G suitable cams as g³
which engage levers g pivotally mounted upon the frame of the engine. The free
ends of these levers engage the ends of the said valve stems and operate them in'
accordance with the movement of the cams. The cams are so timed as to operate
the said valves * alternately at the proper time. In order to force the valves j¹
controlling the exhaust passages at the proper time, I secure a cam 3 to the shaft f.
The said cam engages levers j j* which are adapted to come in contact with the ends
of the valve stems and force them open in accordance with the movement of the said
cam 3. The gearing between the shafts and G is so constructed as to cause the
latter shaft to revolve but once upon every two revolutions of the former shaft, in
order to produce the required movement of the various cams above described.
The cylinder C is adapted to receive its supply of compressed air through an inlet
passage c. The passage c5 connects with the ends of the cylinder C by means of
valve controlled passages c. The valves c7 which control these passages are adapted
to be held normally closed by means of springs e and are so constructed that the air
can only pass through them when the valves are opened by means of suitable
mechanism. In order to open the said valves a cam as g which engages levers g
the said levers being adapted to operate the valves c' through their stems c², is
mounted upon the shaft C. The cam g5 is adapted to open the said valves alternately
to allow the compressed air to enter the ends of the cylinder Calternately as desired.
Upon the other side of the cylinder is formed an exhaust passage-way c¹0 communi-
cating with both ends of the cylinder and connected with valve passage-ways. These
passage-ways are provided with valves similar to the valves c c and are adapted to be
operated by means of levers as el el similar to the levers g g which levers c¹¹ are
operated at the proper time by means of a cam 7 secured to the shaft f. The
cam is so mounted on the shaft f2 as to exhaust the cylinder alternately to
correspond with the charging thereof. In constructing the cylinders of my engine,
while they may be formed separately, yet they are cast all in one piece with the
exception of the heads, which may be secured in place afterwards in any suitable
manner. The gas cylinder A is preferably constructed with a water jacket as A
surrounding the same to assist in keeping the temperature of said cylinder from
reaching too high a point.
In connection with my improved mechanism above described. I also assist the
operation of my engine and materially increase its power and economy by means of
certam condensing heating apparatus as will now be described. The exhaust from
the compressed air cylinder is conducted through a pipe as to a condensing

page_text: of
cylinder K and is adapted to be exhausted therefrom by means of a pump as
any suitable construction which is connected with the said condenser. In order to
operate the piston of the pump I connect the same with a lever as 2, the said lever
being fulcrumed upon an arm upon the frame of the engine. The other end of
the lever is connected by means of a link with the cross-head of the piston
rod c. It will be seen that upon the reciprocation of the piston rod c² the lever
will be rocked and cominunicate a reciprocating movement to the piston or pump k¹.
The pump is connected by means of suitable piping with compressed air cylinders
as L and the pump is then adapted to draw out the exhaust from the condenser K
and force it after it has been cooled therein, into the compressing tanks or cylin-
ders IL, a check valve being used in the said piping to prevent any back flow of
the compressed air into the pump. In order to cool the air and exhaust from the air
cylinder, I contemplate providing the condenser with a series of pipes as through
which a cooling liquid as cold water or other suitable fluid may be passed. By making
the pipes numerous and reasonably thin the heated air from the engine may be
quickly condensed or cooled. In Fig. 6 of the drawings I have illustrated one way in
which water or other cooling liquid may be forced into the condenser. In this view M
illustrates a circular pump adapted to, draw water from any suitable source and force
it into one end of the condenser as at m. It would then pass through the pipes
therein to the opposite end of the condenser as at m¹ and out through a discharge
pipe m2. It will be apparent that the water might be caused to flow through the said
condenser by placing a head of water above the said condenser and allowing it to
pass out through the pipes thereof. Any other means may be employed for forcing
the water through the condenser. After the exhaust from the air engine has been thus
cooled, it can be compressed in the air tanks L L more easily than if it remained in
a heated condition. By means of the use of a three-way cock as the pump may be
caused to compress the air in but one tank at a time so that the compressed air from
the other tanks may be used to run the air engine cylinder. Gages as may be
mounted upon the tanks I to indicate the amount of compression which the air in-
side has undergone. In order to further increase the capabilities of my improved
engine, I also contemplate heating the air in the said tanks to increase its expansive
power before using it in the air chamber. For this purpose I utilize the hot exhaust
from the gas cylinder A, passing the same through suitable pipes as which run
through the air tanks L. These pipes may be extended from end to end of the
said tanks L as illustrated in the drawings, or they may be arranged in a coil form.
Any other arrangement of pipes can be used without departing from the spirit
of my invention. It will be readily seen that by passing the exhaust from the gas
engine that I will be enabled to use the great heat which is generated by the action
of the said cylinder and thus greatly increase the expansive power of the air in the
tanks for use in the air cylinder. The air cylinders are connected with an
air engine by any suitable pipe or pipes as 13 controlled by a suitable cock or cocks (*.
While I have illustrated in the drawings two tanks L L, yet it will be apparent that
I can use any number of tanks. Among other advantages accruing from the use of a
number of tanks I may be mentioned this, that the pump need not be required to
compress air in the cylinder which is being used to run the gas engine and which is.
under increased pressure by reason of the heated exhaust from the gas cylinder. In
constructing an engine in accordance with my invention, I find it of great advantage
to arrange the cranks at points upon the circle of their travel, which shall be one-
third the distance of the said travel with relation to their cranks upon the said shaft.
By this construction the pitman of the different cranks will never be upon a dead
centre at the same time and the pistons of the gas cylinder and the air cylinder will
greatly aid each other in their operation.
:
It will be apparent from the above description that I have produced an engine
which is capable of great power, and yet one which is simple in construction and
operation. An engine constructed in this manner is under perfect control and may
be started at any time for by reason of the system of, compressed air tanks some of
the tanks will always be charged with compressed air and can be used in the air

page_text: cylinder, at any time to start the engine. The continued use of the compressed air
in the air cylinder adds greatly to the power of the, engine and on account of the
system of cranks by which the different piston rods used in my invention are con-
nected to one common shaft, the air engine is adapted to aid the gas engine and the
compressor at all dead centres, thus increasing the smooth running of the engine.
By means of my system of condensing the air, which has been highly heated in the
engine and compressing it in tanks for use again and heating the said air after being
compressed, I produce great economy in the forces used in the engine and increase
its power and capability to a great extent. I also contemplate conducting, the
exhaust from the gas engine after its heat has been utilized to increase the
expansive power of the air in the air tanks, to the condenser and cooling it in con-
junction with the air from the air cylinder and compressing it therewith in the air
tanks. This in addition to the use of the said exhaust again, prevents any noise
which would otherwise accrue from discharging the exhaust into the open air. It
will be apparent, however, that I may discharge the exhaust directly into the open
air without affecting the construction and operation of my device.
Although I have above described the use of a pump for forcing cold liquids through
the pipes of the condenser for cooling the hot air and exhaust from the engine, yet
it will be apparent that I could employ a fan or blower of any suitable construction
for forcing cold air through the said pipes to cool the exhaust and cause the condensa-
tion of the same without departing from the spirit of my invention. I could also
use any other suitable mechanism for accomplishing these ends.
In Figure 1 of the drawing, I have indicated at A a valve of any suitable con-
struction which is adapted to act as a snifting valve or a safety valve, it being
constructed like the other valves in the engine and loaded with a spring of suitable
stiffness to prevent its opening under the ordinary action of the engine. In the case
of an accidental firing of the explosive mixture in the compression chamber from any
cause, these valves will act as safety devices and prevent any harın from coming to
the engine casing. I contemplate using any suitable form of safety valve for this
purpose.
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
1. In an air and gas engine, the combination with a main shaft provided with
crank portions, of pistons connected to the same, cylinders to enclose the said pistons,
means for running one of said pistons by means of a gaseous or explosive mixture,
means for operating another piston by compressed air, a third piston being operated
by one of the cranks in conjunction with the piston in the gas cylinder to compress
and force the gaseous and explosive mixture into the said gas cylinder, substantially
as described.
2. In a gas engine, the combination with a suitable cylinder, of a compressor
adapted to draw in and compress a gaseous mixture from any suitable source, com-
pression chambers arranged at each end of the said cylinder to receive the said
compressed mixture, exploding chambers separate from the compression chambers,
means for connecting the said chambers and connecting with ports leading into the
cylinder, and valves for regulating the charging and exploding of the gaseous
mixture in the exploding chambers alternately at each end of the cylinder, sub-
stantially as described.
3. In a gas engine, the combination of a cylinder having one or more inlet ports
at each end; exploding chambers communicating with each inlet port, valves for
regulating the admission of an explosive mixture to said ports at predetermined
intervals, compression chambers at each end of the cylinder separate from the said
exploding chambers, valves for controlling the communication between the exploding
and compression chambers, a compressor adapted to force a gas and air mixture into
the said compression chamber, valves for controlling the said compressed mixture

page_text: and means connected with the main shaft of the engine for controlling the operation:
of the valves, substantially as described.
4. In a gas engine, the combination with a suitable cylinder, of compression
chambers formed at each end thereof, two exploding chambers connected with each,
compression chamber, valves for regulating the flow of the compressed mixture from.
the compression chamber to the exploding chambers, cams adapted to engage the:
stems of the said valves, springs for normally holding the said valves closed and means
connected with the main shaft of the engine for operating the said cams, substantially
as described.
5. In a gas engine, the combination with a suitable cylinder, of compression
chambers adapted to receive charges of compressed exploding material, exploding.
chambers separate from the compression chambers, valves for controlling the
passage of the compressed material from the compression chamber to the exploding
chambers and from the exploding chambers to the cylinder, levers mounted upon the.
engine and adapted to engage the ends of the stems of said valves, cains adapted to
engage the said levers and means connecting the said cams with a moving part of
the engine for operating the said cams; substantially as described.
i
6. In a gas engine, the combination with a suitable cylinder, of compression.
chambers formed at each end thereof, exploding chambers separate from
the compression chambers, valves for controlling the movement of the
compressed mixture through the said chambers to the cylinder, a transverse
shaft mounted upon the engine, cains secured to said shaft and adapted
to engage the stems of said valves, spiral gearing interposed between the said shaft
and a working part of the engine for communicating motion to said cains, substantially,
as described.
7. In a gas engine, a frame having guideways formed thereon, friction rollers
engaging said guideways upon both sides thereof and carried upon the cross heads of
the piston rods of the engine, the said guide ways directing the movement of the
piston rods, substantially as described.
8. In a gas engine, a frame having guides mounted thereon, friction rollers
interposed between the cross-heads of the engine piston rods and the guides, and
adjusting nuts upon the frame of the engine for engaging the said guides whereby.
the same may be adjusted with respect to the piston rods, substantially as
described.
9. In a gas engine, a cross-head formed upon the piston rod of the engine, friction
rollers mounted upon an extension formed on the said cross-head, one of said friction
rollers being journalled in sliding blocks, the said extension on the cross-head being
provided with slots to receive the said sliding blocks and set across for adjusting the
position of the said blocks, whereby the friction roller may be adjusted to take up any
wear in the parts, substantially as described.
10. In an engine, a frame having a guide mounted thereon, a cross-head moving
upon said guide, friction rollers engaging the said guide and mounted upon studs:
formed upon the said cross-head, roller bearings interposed between the said studs
and rollers for reducing the friction thereof, substantially as described.
11. In an air and gas engine, the combination with a suitable cylinder, of
compression chambers formed upon each end of the same, exploding chambers
separate from the compression chambers and the cylinder, means for compressing
an exploding mixture in the said chambers successively, valves for controlling the
flow of the said mixture, an air cylinder adapted to assist the gas cylinder in running
the engine, means for admitting the compressed air to each end of the air cylinder,
and means connected with the main shaft of the engine for operating the valves of the
gas engine and the air engine, substantially as described.
12. In a gas, and air engine, the combination with suitable cylinders, of pistons
idapted to operate therein, the said pistons being connected with the same shaft,
neans for forcing a compressed exploding mixture into the gas cylinder of the engine,
alves for controlling the flow of the same, means for admitting compressed air into
he air cylinder of the engine, valves for controlling the flow of the same, a shaft.

page_text: mounted upon the said engine, cams mounted upon the said shaft, the said cams.
being adapted to engage the stems of the valves of the gas cylinder and the valves
of the air cylinder and means for operating the said shaft, substantially as
described.
13. In a gas and air engine, the combination with suitable cylinders for receiving
a gas exploding mixture and compressed air, of compression chambers, exploding
chambers, valves for regulating the flow of an explosive mixture through the same,
exhaust passages also connected to the said cylinder, valves for controlling the said
exhaust, valves for controlling the admission of compressed air to the air cylinder and
valves for controlling the exhaust therefrom, a shaft for controlling the inlet valves,
and a shaft for controlling the exhaust valves, cams upon said shaft engaging said
valves, and spiral gearing interposed between the said shafts and means connecting
the said shafts with a working part of the engine for operating the same, substantially
as described.
14. In a gas and air engine, the combination with suitable cylinders, of means for
forcing an exploding mixture into the gas cylinder, valves for controlling the flow of
the said mixture, exhaust passages also connected with the said cylinder, valves for
controlling the said exhaust passages, means for supplying compressed air to the said
compressed air cylinder, valves for controlling the said supply, exhaust passages also
connected with the said air cylinder, valves for controlling the said exhaust passages,
a shaft mounted upon the said engine, cams mounted upon the said shaft adapted to
engage the stems of the said inlet valves, another shaft mounted upon the said engine,
cams mounted upon the said shaft, the said cams being adapted to engage the stems
of the exhaust valves for operating the same, gearing interposed between the said
shafts and means connecting the said shafts with the main shaft of the engine for
imparting movement thereto, substantially as described.
15. In an air and gas engine, the combination with a suitable shaft, of a piston
connected therewith adapted to be operated by an explosive mixture, a piston
connected to said shaft, and adapted to be operated by compressed air, means for
delivering compressed air thereto, means for conveying away the exhaust of the air
cylinder, a condenser adapted to receive the said exhaust, a pump connected with
said engine for drawing off the said exhaust from the condenser and forcing the
same into tanks, tanks for receiving the said exhaust, the said tanks forming a
compressed air supply for running the compressed air cylinder, and means for con-
necting the said tanks with the said engine, substantially as described.
16. In an air and gas engine, the combination with a suitable shaft, of a piston
connected therewith adapted to be operated by an explosive mixture, a piston also
connected with said shaft and adapted to be operated by compressed air, ineans for
supplying compressed air to operate the air piston, a condenser comprising a tank
adapted to receive the exhaust from the air cylinder, means for passing a cooling
fluid through the said condenser for condensing the exhaust, a pump connected to
said condenser, a lever mounted upon the frame of the engine and connected to the
piston rod of the air engine, said pump being adapted to draw out the cooled air from
the condenser and force it into tanks, compressed air tanks adapted to receive a
cool exhaust from the pump, a check valve to prevent the back throw of the
compressed air and means for heating the air in the compressed air tanks for
increasing its expansive power, substantially as described.
17. In an air and gas engine, the combination with a shaft, of a piston connected
therewith, and adapted to be operated by an explosive mixture, a piston also con-
nected with said shaft and adapted to be operated by compressed air, means for
supplying compressed air to operate said latter piston, a condenser adapted to receive
the exhaust from the said air engine, means for forcing a cooling liquid through the
said condenser to cool the exhaust, a pump connected with the said engine adapted
to draw out the cooled air and force it into tanks, tanks adapted to receive the air
from the pump, means for conducting the exhaust from the gas engine through the
said air tanks whereby the great heat of the said exhaust will be imparted to the
air in the compressed air tanks for greatly increasing its expansive power, and means

page_text: for connecting the said tanks with an air cylinder for supplying compressed air
thereto, substantially as described.
18. In a gas engine, the combination with a suitable cylinder, of a compressor for
forcing a gas mixture into the same compression chambers to receive the same,
exploding chambers for receiving the mixture from the compression chambers, valves
for controlling the admission of the mixture from the exploding chambers to the said
cylinder, the stem of these valves extending into the passage communicating with
the cylinder, and being provided with a projection, a spring contact adapted to
engage the said projection when the valve stem is closed, means for insulating the
said valve stem and the said contact with the poles of an electric circuit, the con-
struction being such that upon the opening of the valve the circuit will be broken
whereby a spark is produced to ignite the gas mixture, substantially as described.
Dated this 2nd day of March 1899.
WHEATLEY & MACKENZIE,
40, Chancery Lane, London, W.C., Agents.