Improvements in Gas Engines and Method of Operating the same.
Year: 1888

page_text: Date of Application, 17th July, 1888
Specification Accepted, 14th Sept., 1888
COMPLETE SPECIFICATION.
Improvements in Gas Engines and Method of Operating the same.
I LEWIS HALLOCK NASH, Engineer, a citizen of the United States, residing in the
city of Brooklyn, County of Kings and State of New York, in the United States of
America, Engineer do hereby declare the nature of my said invention and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement :-
I will proceed to describe the engine, and its various modifications, illustrated in
the accompanying drawings, while the points of novelty in my invention which I
desire to cover by these letters patent will be specifically pointed out in the claims
concluding this specification.
Figure 1 of the accompanying drawings represents a vertical section of my improved
gas engine.
Figure 2 represents a similar section taken centrally through the power cylinder at
right angles to figure
Figure 3 shows the under side of the perforated partition of the combustion
chamber, by which the currents entering the latter are retarded, expanded and
directed from curved paths in parallel lines into and through the cylinder.
Figure shows the power cylinder in vertical section used with an enlarging
passage for the inflow, in which the arrows illustrate the moving currents of the
charge, so as to mix with escaping waste gases, when my perforated partitions are
not used.
Figures 5 & 6 show power cards or diagrams taken from the engine operating
respectively under the conditions in which the charge is, or is not mixed with the
escaping waste gases, as will be hereinafter more fully explained.
Figure 7 shows the admission valve operating mechanism.
Figure 8 shows the valve-case in section.
Figures 9 & 10 show the valve and case in sectional views, the valve being in
different nositions

page_text: Figure 11 is a cross section of the valve and its case on the line x x of figure 9.
Figure 12 shows the valve in section and fig. 13 a cross section thereof through
the ignition chamber and supply passage.
Fig. 14 represents the valve case in elevation showing the ignition and escape
ports.
Fig. 15 is a cross section of á modified form of valve and its igniter chamber.
Fig. 16 is a vertical longitudinal section through the valve shown in fig. 15,
showing the ignition ports thereof communicating with the external lighter jet and
with the charge.
Figs. 17 & 18 are detail views of the entrance mixing valve.
Figs. 19, 20 & 21 are detail views of the governing device shown in Fig. 1.
The engine shown is of the vertical type and the power cylinder is surrounded by
a cooling jacket W. The hood D₁ opens into the power cylinder A and communicates
at one side of the latter with the supply valve port D. The lower end of the power
cylinder opens into the casing E of the frame, which forms a compression supply
chamber F for the engine of which the piston is the compressor.
The term power chamber or cylinder is properly used to designate not only the
cylinder but also the horn-shaped passage CC, since the combustion and expansion
of the gases occur in all of thein.
An exhaust passage G is formed by the jacket around the cylinder and opens into
the chamber of the latter by a series of ports 2 at about the middle of the length of
the cylinder, and the jacket has one or more outlet ports 3 for the escape of the gases,
as seen in Figure 2.
The power transmitting crank-shaft H is mounted in the engine casing F, so that
its crank H and the piston connections I of the latter are enclosed and operate within
the supply compression chamber.
The fly-wheel J is secured upon the crank shaft outside of the casing, and the
supply-valve operating eccentric K is secured upon said shaft within a chamber L of
the casing, within which the valve connecting rod M also operates, so that the piston
and valve operating parts are inclosed to prevent splashing of the lubricant.
The combustion chamber is contracted and has somewhat the form of a curved horn,
the smaller end C communicating with the supply port a of a valve D, which forms
both the supply and the ignition valve.
The compression chamber F communicates by a passage with a pipe P, which
opens into the valve chamber port c, and such communication is controlled by a
governor valve Q fitted into said passage b, so as to open and close the port 61 of the
passage to increase or diminish the flow of the charge under the action of the
governor. This valve serves to permit the flow of a certain quantity of the com-
bustible mixture to form the charge and to retain the surplus mixture within the
compression chamber and such function is, in the device shown, controlled by the
governor.
The valve seen in Fig. 12 is of cylindrical form and has ports d d which open into
a central passage e, a central port g which communicates with the external lighter y,
a central escape port h which communicates with a case port open to the air, a supply
ports and an ignition port which open tangentially into the circular ignition
chamber, as shown in Fig. 13. The valve case shown in Fig. 8 has a supply port c
which communicates through pipe P with the compression chamber F of the engine,
a port a communicating with the power cylinder, an ignition port g opening to the
external lighter, an escape port m which communicates with the outer air through the
passages n, Fig. 11, and escape port p through the case-wall.
The device for operating the valve is best seen in Fig. 7, and it consists of a cam K
secured to the crank-shaft H, a roller 4, carried by an L rocker-arm 6, pivoted to the
engine frame by the pin 7, and by the pin 9 pivoted to the valve-rod M, which latter
is connected to the lower end of the valve D by the pin 10. A spring 11 is secured
at either end of the rod M and to the engine frame, so that will constantly tend to
hold the valve connections down upon the cam and to move the valve downward,
while its up stroke is effected by said cam."

page_text: The engine shown in the drawings has an its convenient parts, and par
base, provided with water jackets, the chamber of the latter being connected with the
cooling jacket of the power cylinder in such a manner that the water will circulate
from one to the other. W2 is a space for the cooling medium of the power cylinder
and W₁ are the spaces of the frame also filled with water. These spaces communicate
by a wall passage so that the water can flow from one to the other either by the
natural flow or by any convenient means of providing a free circulation. The water
will absorb the heat from the power cylinder and give it up to the engine frame so
that the latter will radiate it away and thus the entire engine will be kept at a com-
paratively uniform and cool temperature.
The piston shown is of the trunk-form and may have any suitable pitman connection
with the crank-shaft.
The compression chamber F is supplied with a combustible mixture by a mixing
valve placed externally thereto adapted to automatically regulate the relative pro-
portional supply of gas and air to the power cylinder, so that the charge of combustible
mixture shall be of uniform quality and density. This mixing device forms an
attachment for the compression pump of the engine, as seen in Fig. 2, the connection
with the compression pump being made at 18, so that the pump draws its charge
through the mixing device, which connects with the gas supply pipe at 19 and has a
perpetual open air inlet at 20.
Referring to figures 17 & 18, the case e² of the device is formed with an interior
chamber 2, and two valve ports g' and h¹ of unequal area with which a conical valve
of corresponding separate valve seats i¹ and j¹, operates vertically by its weight to control
the flow of gas through the smaller valve seat ', and to control the flow of air through
the larger valve seat g¹. In the construction shown the chamber f2 is formed between
the valve seats and the larger of the latter is directly above the smaller, the valve being
central with both. The case e² is preferably of circular form and has a horizontal
partition plate K¹, which forms the bottom of the chamber f2 and has a central
opening which opens in the small upward flaring valve seat, and into said chamber
and communicates with the gas supply passage 19, in said partition plate. The chamber
is supplied with air through a series of openings f³ in the bottom plate K' which are
made of definite size in relation to the gas supply valve seat opening. The upper
valve seat flares upward and is formed in the top of the chamber and the valve
has conical scats corresponding with the seat openings forming a lifting valve guided
by a fixed central pin upon which the valve is fitted.
The valve chamber is enclosed by a cover which has the guide pin for the valve.
The supply of gas to the chamber is controlled by and regulated by a screw plug .
Fig. 18 fitted in a screw threaded horizontal opening in the case, so that the inner end
of said screw plug crosses the central opening below the lower valve seat and is set
to open and to close said opening more or less; the adjustment of said plug being
made from the outer side of the case, as seen in Fig. 18.
The supply of air to the chamber f2 is controlled and regulated by a screw cup m¹,
which screws into the lower open end of the case, so as to close more or less the
opening in the bottom plate of said chamber 2; the inner end of said cup, for this
purpose, being formed with an inward projection rim m², wide enough to close said
openings f when the cup is driven up against the said bottom plate. In the operation
of the mixer the force of the suction of the pump in drawing its supply through the
device lifts the valve, so as to open communication of the compression pump with the
chamber which thereby opens communication of the gas and air passages h¹, f³ with
the said pump. Now the relative quantity of gas and air that will be drawn into the
chamber will depend upon the relative size of the supply passages hf.,
The double seated valve is made of sufficient weight to greatly overcome the pressure
of the gas in the pipe 19, so that whenever the device is in action the force of the
suction will be considerable, and the slight variations in the pressure of the gas supply
usual in service pipes of cities will, therefore, have little effect as compared with the
suction of the pump in controlling the flow of the gas and air. It is, therefore,
practically necessary only to consider the gas as having approximately the same

page_text: pressure as the air and the conditions are obtained whereby the two currents are drawn
from separate supply passages having substantially equal pressures into a chamber in
communication with the compressor. Under these conditions the flow of each
constituent will be practically proportional to the capacity of the supply passages.
When the suction of the pump stops, the double seated valve closes by its weight
cutting off both gas and air until the next action of the pump. As the size of the
openings, f, in the bottom of the chamber control the proportional flow of the
constituents, the form of the valve seats should be such as to lift quickly and com-
.pletely open the full capacity of the inlet openings.
I may, however, use any form of fuel mixing device that will supply a mixture in
definite proportions of gas and air.
The
The fly-wheel of the engine has preferably the governor device for governing the
operation of the engine. In this governing device the fly-wheel has a radial pin n
secured in the rim of the wheel and extending within the rim terminates in an enlarged
bearing end n², upon which a weight p¹ is fitted, having a chamber q longer than the
bearing of the pin head. This construction gives the weight two cylindrical bearings,
one upon the pin n¹ and the other upon its enlarged end n², so as to make a free
sliding joint for the weight thereon. The inner end of the chamber which forms the
larger cylindrical bearing in the weight is closed by a plug which has a central hole
to receive the end of a link ¹, which is connected to the weight by a pin s¹.
weight chamber forms an air cushion and for this purpose is divided by the head of
the bearing pin into two chambers, each of which forms an air cushion upon the fixed
head as the weight moves in and out to resist its motion. These two cushion chambers
communicate through the joint of the dividing head which is fitted sufficiently loose
for that purpose, so that the air will slowly leak through said joint from one chamber
to the other and allow of a perfectly easy motion of the weight when it moves slowly,
but will offer considerable resistance to a rapid motion. Upon the hub of the wheel
is fitted a freely moving ring t¹, Fig. 20, having a circumferential groove t², into
which fits a pin u¹, Fig. 1, on the lower end of a lever u³, pivoted to the engine frame
at u, and having a free connection with the plug-valve. The ring has an interior pro-
jecting feather 3, which stands oblique to its axis and fits into a groove 2 of the
connecting link. To retain the lower end of the link in position it is fitted into a
groove-bearing formed in the side of the hub and thereby guides the link in its
movements with the weight. A spiral spring w connects the free end of the link
with the wheel-rim at a point diametrically opposite to the weight for the purpose of
balancing the centrifugal force of the weight; and the tension of the spring is
regulated by a screw and nut w¹.
As the speed of the fly-wheel increases the weight p₁ will be moved outward with
its link so that the groove 2 of the latter will move the ring t¹, by its feather con-
nection, outward and thereby operate the lever u³ so as to throw the plug-valve Q inward,
to close according to the extent of its movement the supply port 61 to control the
supply to the valve. As the speed of the wheel decreases the opposite action takes
place and the supply to the cylinder is increased, and thereby the power of the engine
is also increased.
By this construction the governor device consists of only one weight and a single
balancing spring and this simple retarding device is sufficient to prevent all
vibrations of a single unbalanced weight without impairing the sensitiveness of the
governor.
The compression chamber F is preferably supplied, as described, with a combustible
mixture by mixing valve R, (Fig. 2) placed externally thereto, adapted to automatically
regulate the relative proportional supply of gas and air to the power cylinder, so that
the charge of combustible mixture shall at all times be of uniform quality and
density.
The engine on its upward stroke draws in a combustible mixture through the
mixing valve R into the compression chamber F, wherein it is compressed by the down
stroke of the piston until the latter arrives in the position shown in Figs. 1 & 2 in
which the valve D has opened the ports d, a, so that the charge enters the combustion

page_text: chamber through the ports c e da as shown by arrows, driving before it the waste gases
through the exhaust ports G.
The piston now compresses the charge by the upward stroke during which time the
valve is the position of Fig. 9 and the port g is in communication with external lighter
jet y at which time some of the charge passes through the passage g.
The quantity of the combustible for each charge is controlled automatically or
otherwise by the governor which opens and closes the passage b connecting the com-
pression chamber with the supply valve. When this passage is nearly closed by
the valve Q, only a small quantity of combustible mixture can flow into the combustion
chamber from the compression chamber, so that some of the mixture will remain under
pressure in the supply chamber and expand again as the piston moves upward. Under
this expansion the mixing valve will remain closed during a portion of the piston's
movement and upon completing its upward movement only a quantity of combustible
mixture will be drawn in through the mixing valve equal to that which flowed out of
said chamber to make the charge in the cylinder. In this way a combustible mixture
of uniform and constant proportions is supplied to the power cylinder for all condi-
tions in the operation of the engine, and therefore the operation of igniting the charge
and the efficiency of the expanding gases will be the same whether the engine is
running under a high or a low power. In this operation the compression pump co-
operates with the governor in drawing exactly the quantity of the combustible
mixture into the compression chamber to make good the quantity taken out for each
charge.
As in my improved method of operating a gas engine the compression pump and
the storage reservoir are in free communication with each other, therefore when the
power cylinder has received only a small portion of the charge from the reservoir the
balance of the gases therein will be retained and will expand back into the com-
pression chamber during a portion of the stroke of its piston, thus partially filling the
compression chamber from the gases in the reservoir until the pressure therein is
reduced below that of the atmosphere. After this the piston begins to suck in a new
charge through the mixing valve to fill up the space made vacant by the remaining
portion of the stroke of the piston. If in this operation the governor entirely closed
the supply passage at any stroke of the compressor then the whole of the charge would
be retained in the compression chamber and no new charge would enter through the
mixing valve at the next stroke of the compressor.
On the contrary, the retained gases would simply.expand and be again compressed
until some of them were allowed to enter the power cylinder, after which a new
supply just sufficient to supply consumption would be drawn in by the next stroke of
the compressor. It is evident that if a check valve closing by back pressure were
placed between the compression pump and the storage reservoir the above stated
operation would be impossible, because such an intermediate valve would prevent the
return of the charge from the reservoir into the compressor and the compressor would
only act to force all the charge taken in at each stroke into the reservoir, whether the
charge in the latter had been used or not. This operation of my engine is important
and advantageous in preventing the accumulation of the charge in the reservoir and
avoiding the necessity of providing against such excessive pressure of the charge and
providing an automatic means for regulating the supply.
Referring now to exhausting the waste gas from the power cylinder, it will be
understood that when the piston first opens the upper edge of the exhaust ports the
charge will rush out of the ports so quickly as to produce a shock and cause the
pressure to be reduced to that of the atmosphere, frequently producing a suction in
the cylinder. Now when a check valve is used to admit the charge, the fresh com-
bustible mixture will instantly rush into the cylinder while the waste gases are still
hot, and they will be ignited prematurely; but when the gases are prevented by a
positive moving valve from entering at this time and until the shock of the exhaust
is passed and the remaining gases are somewhat cooled the new charge may then be
admitted without danger of being prematurely ignited. The difference in time is

page_text: small but it corresponds to a considerable movement of the crank, and is effective in
securing the desired result.
It will be observed that the fresh gases entering the combustion cylinder or
chamber drive before them and out of the exhaust ports the foul gases remaining in
the chamber after combustion has taken place. This is due to the fact that the
entrance and exhaust ports are substantially at opposite ends of said chamber and are
both open simultaneously for a short period of time. In engines of this type the
exhaust ports are usually opened by the piston in what may be termed its forward
stroke and I find it convenient to employ this term to designate the type of engine
illustrated.
However tight the supply valve of a gas engine is made to work, its joint forming
contact will wear so as to be liable to permit leaking from back pressure and foul the
charge and seriously interfere with the operation of the engine. I provide a perfect
remedy for this difficulty so that however badly the valve may leak the waste gases
cannot be forced back into the supply. Such provision I have shown in a plug-valve,
but it may be used in any form of valve. This provision consists in providing the
valve case with a separate valve controlled port c opening into the fuel supply
passage P and a separate valve controlled port a communicating with the combustion
chamber and between these ports there is an escape port p, which separates the joint
forming bearings of the two case-ports, and is open to the outer air as seen in Figs. 9
& 10. Such case ports are shown as surrounding the valve and this intermediate
escape port p opens to the air through the valve case.
The valve has two separate bearing faces, one controlling each of said ports and a
division space (ports d) is formed between these bearing faces, into which the leakage
from the separated valve bearings may escape and thus avoid all possible chance for
being forced into the supply passage; because in such position of the valve both the
supply-ports are closed by the valve and any gases that leak by the bearing surfaces
will pass into and away through the escape port.
In this provision it is immaterial whether the escape passage be formed in the valve
case or in the valve, so long as it separates the joint forming surfaces of the two
supply ports when they are closed.
The construction by which this is effected serves also the important function of
preventing the flame from the combustion chamber being communicated back to the
supply.
In my experiments I have used an ordinary lifting check valve in the supply pipe
which communicated directly with the combustion chamber, so that the back pressure
of the gases in the combustion chamber would act to close said valve. I found that
such valve could not be relied upon however perfect its seating, as the valve would
wear out of perfect joint; and that it was also liable to collect foreign matter, such as
dirt and flakes of burnt oil, which would prevent it closing tightly. This caused
leakage, fouling the supply, as well as allowing the flame to pass under the valve and
ignite the mixture in the supply reservoir. I found that a sudden explosion of the
charge in the combustion chamber would often transmit the flame under the bearing
face of the check valve however perfect its seating and that this result would also take
place from the rebound of the valve caused by the sudden impact from the
explosion.
I provide against this serious difficulty of a check valve by the use of a positively
moving (preferably a sliding) valve for controlling the admission of the charge which
can have no such rebound and no uncertain action, and by the provision of an escape
passage for the flame should it leak by the bearing surfaces of the .valve. Because,
now supposing the flame to run along the joint forming faces of the valve from the
cylinder port a the flame would enter the escape passage or port p, and pass out to
the air. It could not pass beyond this escape port into the supply passage P,
because the port c is closed by the upper portion of the valve and because the pressure
carrying the flame would end in the escape port which separates the two supply ports.
I also found that when the pressure in the combustion chamber has been reduced, by

page_text: reason of the opening of the exhaust ports, below the pressure in the supply passages,
the gases from the latter would rush into the combustion chamber and become
prematurely ignited and the flame would be transmitted under the valve back into the
reservoir. My improvement overcomes this very serious defect by a positively
moving valve and which cannot be opened by the varying pressures of the gas, but
which is controlled by the connecting mechanism and is only opened at the proper
time. Any positively moving valve having substantially the functions I have pointed
out will be the equivalent and may be used instead of a sliding or plunger valve
shown.
In gas engines, of which that illustrated in the drawings is a type, in which the
waste gases are expelled from the combustion chamber by the inflowing charge, the
ports are necessarily very small compared with the area of the combustion chamber,
and hence the charge issues from the ports at a high velocity in jet currents, which
enter the combustion chamber and circulate around it, mixing with the waste gases
therein contained before they have been forced out through the exit ports.
To prevent this my improvements provide for retarding and expanding the flow of
the gaseous currents within the combustion chamber, by interrupting its continuous.
flow and directing the gases in parallel currents of uniform velocity through the power
cylinder, by means of one or more partition plates having perforations, and placed
either at the end of, and within said passage, or in said cylinder. The entering gases
then carry the volume of waste gases before them without eddy currents.
more
I have shown in Fig. 4 by the arrows the manner in which without the perforated
plates the charge enters and circulates in contact with the construction chamber walls,
so as to mix to a large extent with the out-flowing waste gases; while in Figs. 1 & 2
I have shown means for preventing such mixture, which consists of one or
perforated plates N placed across the path of the entering charge, so as to retard the
volume of the charge and cause it to spread out over the surface of the plate and flow
through all the holes, and thus have parallel lines of direction imparted to it as it
leaves the diffusing and retarding plate or plates. I prefer to place one of the per-
forated plates at the junction of the power cylinder within the combustion chamber,
and another, N¹, in the valve connecting passage C of the combustion chamber. Í
prefer to make the perforations, 12, flaring in the direction of the flow, the
better to diffuse the flow within the cylinder and to give it free passage through the
holes.
The action of these non-mixing plates is as follows:
The charge entering through the valve with a high velocity tends to cling to the
concave surfaces of the chamber, or passages, as shown by the arrows in Fig. 1, and
meeting the perforated partitions N₁ the volume is slightly retarded in its motion,
spreading out over the entire surface of the plates, the eddies are broken up and the
volume passes through the holes, uniting a larger volume with a more uniform flow.
Meeting the second partition plate N₁ the volume or currents again spread over
its perforated surface, breaking up the eddies and passing through the holes 12,
into the cylinder wherein the currents unite in a flowing stream or volume in
parallel lines and drive out the waste gases before them without mixing therewith.
It will be understood that the receiving surfaces of these partition plates are preferably
unbroken; that is, they are flat ; and that the sizes of the perforations must be such
as to permit the free passage of the gases and the flame through them from the
entrance passage into the cylinder; and, while I prefer to make the partitions of a
plate in which the perforations and solid surfaces will be about equal area, so as to
give the retarding and expanding action of the gases flowing upon them, yet partitions
of wire netting or other suitable material may be used. As the passage forms also the
igniter flame passage, the flame is caused to expand and be diffused in its curved path
by contact with the perforated partition plates and to enter the charge in the power
cylinder in parallel lines producing complete combustion and obtaining the fuil force
and effect of such explosion, by giving a uniform and instantaneous ignition to the
volume of gases within the power cylinder.
It will be observed that the use of a plurality of perforated partitions in the.

page_text: powder chamber A, C, divides such chamber into series of separate chambers. The
object which I have in view and the purpose effected by such division may be briefly
described as follows:
The gas entering the chamber C¹ is arrested or checked by the first partition and
the eddies expand themselves in circulating around said chamber and are thus
neutralized or composed, so that the gas is prepared to flow through said partition in
direct lines, not by the action or reaction of the jet currents, but by the difference of
pressure present in the chamber C and C. The gas in the chamber C¹ is caused to
flow through the partition N¹ solely by the differences of pressure in said chambers,
and it therefore passes said partition in an easy and even flow because the difference
of pressure is not very great. The same is true of the passages of said gases through
the chamber C, so that the gas enters the chamber A not only in direct lines, but in
an easy and even flow, free from jets or eddies and upon the principle of statics, as
distinguished from the principle of dynamics or impact.
It will be observed that the fresh gases entering the combustion cylinder or
chamber drive before them and out of the exhaust ports the foul gases remaining in
the chamber after combustion has taken place. This is due to the fact that the
entrance and exhaust ports are substantially at opposite ends of said chamber and are
both opened simultaneously for a short period of time. In engines of this type the
exhaust ports are usually opened by the piston in what may be termed its forward
stroke and I find it convenient to employ this term to designate the type of engine
illustrated and described.
The advantageous results of this improvement are best seen by referring to the
pressure cards shown in figs. 5 & 6, in which Fig. 5 shows a card taken from an
engine in which the inflowing charge is caused to mix with the escaping products of
combustion, as seen in Fig. 4, while Fig. 6 shows a card taken from the same engine
having one non-mixing perforated plate seen in Figs. 1 & 2. A comparison of these
pressure diagrams will show that there is a gain in power of nearly twenty per cent.
by the use of such retarding partition. By employing both the partitions shown in
Fig. 1, I have ascertained by experiment that there is a gain in power of nearly
fifty per cent. I have shown the passage conveying the charge to the power
cylinder as being in the form of a curved horn but it is not necessary to so
form it. When the retarding partition is used it acts to control the flow without
regard to the shape of the connecting passage but an enlarging passage of some sort
is preferred.
My invention also embraces an ignition chamber of improved construction. This
chamber is of such a form and its relation to its supply passage such that the gases
will have a whirling or circulating motion therein for the important purpose of
forming a burner which cannot be extinguished by variations in the pressure of
the supply which will, under all conditions in the working of the engine, ensure the
ignition of the charge. I find in practice that a jet of gaseous mixture which is caused
to traverse a chamber in curved or circular paths will burn in said chamber with
a rapidly rotating flame; that it will remain lighted under very great variations in
the velocity and pressure of the supply jet; and that it will be more permanent than
any other form of igniting jet hitherto used.
My invention applies this principle in the construction of a lighter device for a gas
engine, and the use of such an igniting chamber is not dependent upon the particular
construction of engine or valve shown, or its use in the valve, as it may be used in
connection with igniters independent of the valve. It is not necessary that this
ignition chamber should be circular, or that the jet port communicating therewith
should be tangential, since any form of chamber and relation of jet or jets may be
employed which will cause the inrushing gas to revolve about said chamber, substan-
tially as shown. The passage or port s of this chamber is smaller than the chamber f
so that the gas entering the latter at its side will impinge upon its circular walls and
be directed thereby in a rapidly rotating flame jet and effect the ignition of the
charges through the port r. In its circular course in the chamber it maintains a
compact body holding the flame with constancy within the ignition chamber f, ready

page_text: at all times and under all conditions to make the ignition in the operation of the valve.
The operation of lighting the gas in the chamber f takes place at every complete
movement of the valve.
I have found that in order for a combustible mixture to burn with a torch flame the
flowing current must have a small velocity and that a flame will not transmit itself
through a connecting passage quickly against the flow of the current. I have found
that when the flow of the gases is very slow or has ceased entirely that the flame will
flash back through the connecting passage very quickly and that if the flow be
reversed, so that the flame passes in the same direction as the flow, the flame will be
transmitted through the orifice with instantaneous rapidity and that under these
conditions the ignition will take place through a very minute aperture, even a hole as
small as one sixteenth of an inch in diameter being amply sufficient to effect the
ignition of the charge.
It appears, therefore, that there is an appreciable time required for the flame to be
transmitted from one particle to another of a combustible mixture and that, in order
to ignite such a mixture flowing in a jet, the particles of fuel must be retained in
contact with the ignition flame for a sufficient length of time to effect their ignition
and that, in order for the fuel to be transmitted through a flowing stream of
combustible mixture, the said stream must not flow faster than the rate of the
transmission of the flame from particle to particle.
Referring to the drawings, Figs. 1, 8, 9, 10, 11, 12, 13 & 14, f is the ignition
chamber which is supplied from the power cylinder with a jet of combustible mixture
through the passages when the valve is in the position shown in Fig. 9, said
passage being so related to said chamber that the jet issuing therethrough will be
caused on entering the chamber to whirl about therein. is a passage bearing a
similar relation to said chamber. g is the lighting port through which said chamber
is intermittently brought into communication with the flame or ignition device y.
h is a relief passage communicating with the ignition chamber on the opposite side
from said flame when said chamber is in communication therewith, said relief passage
opening into the air through the ports m n n. a is a port in the valve case of said
valve containing the ignition chamber, said port being in communication with the
combustion chamber and intermittently in communication with the passages to supply
the whirling jet in chamber and with passage through which passage and port a the
flame is transmitted to the combustion chamber. ccare ports also in said valve caso
being in communication with the duct P, through which the gas passes from the com-
pression chamber to the combustion chamber, said ports cc, when the valve is in the
position shown in Fig. 1, establishing communication between the duct P and the
combustion chamber through the hollow upper end e of said valve and the ports d
and a. p is a port in said valve case between the ports a and c with which the port d
communicates when the ports cand a are closed and by means of which if any foul
gases should leak through the ports a they will escape to the air and will be prevented
from passing to the ports c to foul the fresh gases contained in duct P.
The operation of this device may thus be described:
When the valve is in the position illustrated in Fig. 9 a jet of gas enters the
chamber through passages and whirls about said chamber, a portion of said gases
passing out through port g with a spiral whirling motion. The flame from the
lighter y, as will be hereinafter more fully explained, flashes back through port g by
means of which the whirling gases in chamber are ignited, the rear escape passage h
being open through ports m and n to the air. Continuing its upward motion the
valve next makes communication between the ignition chamber n the combustion or
power chamber through the port r, which has also a tangential relation with the
ignition chamber, the first effect of which, since the pressure in the combustion
chamber exceeds that in chamber f, is to cause gas from the combustion chamber to
rush into the ignition chamber f, which, entering through the passage tangentially,
as shown, instead of blowing out the flame therein serves to accelerate the whirling
motion of the ignited gases and to feed the flame. As soon as the pressure in the
ignition chamber is substantially equal to that in the combustion chamber the rate of
B

page_text: flow of the gases in passager diminishes or ceases altogether, when the flame is
instantly flashed back through passage r into the combustion cylinder and ignites the
charge. The said valve then descends to the position shown in Fig. 1 admitting a fresh
charge to the combustion cylinder through ports ceda which drives out before it
the waste or foul gases contained therein. The valve then commences its ascent, again
receiving and igniting a charge in the igniter chamber and subsequently firing the
charge in the combustion cylinder.
Instead of employing separate passages s and for supplying the combustion chamber
with a whirling charge of gas and for igniting therefrom the charge, respectively,
I may employ a single passage having the double function of said separate passages;
that is to say, the gas may be admitted to the combustion chamber and the charge
exploded therefrom both through the same passage, as s or r.
It will be observed that one of the principal features of my present invention is
the use of an ignition chamber which is supplied with a whirling jet which will
remain lighted under all the varying conditions of use. This jet is brought alternately
in communication with the lighter and with the charge.
The operation of the igniter has two phases: first, the ignition of the flame in the
ignition chamber by the burner y; and, second, the ignition of the charge from
the flame in the said chamber. The first phase in the operation is illustrated in
Fig. 9 in which the valve is in a position which allows the combustible mixture from
the combustion cylinder to pass through passages and enter the ignition chamber f
with a tangential whirl passing through the port g to the lighter jet y. The flame
then instantly flashes back into the chamber wherein it burns with a steady
torch-flame. This permanent flame is due to the whirling motion of the gases
whereby they are retained in the ignition chamber sufficiently long to be completely
ignited.
An important feature of this whirling movement of the gas jet consists in the
facility which it affords to the flashing of the flame from the external burner y to
the chamber through the long connecting passage.
The flame, as above pointed out, is not readily communicated through a passage
against the flow of the current of the combustible mixture. But the whirling motion
of the escaping gases gives the advantage that while there is an outwardly flowing
circumferential current in the connecting passage, there is also an inwardly flowing
central current through the center of the same passage at the same time and it is by
means of this inflowing current that the flame from the external lighter jet is
instantly transmitted to the ignition chamber. This operation I will now particularly
describe.
The whirling movement of the current causes a rarefaction of the gas in the center
of the whirl, which causes a current to flow inwardly toward the ignition chamber.
The instant the flame of the lighter jet y is communicated to the center of this whirling
current it flashes along the passage to the inner chamber. The second phase in the
operation of the igniter in igniting the cylinder charge is shown in Fig. 10, in which
the valve has closed the communication between the ignition chamber and the external
lighter jet, and has opened communication between the ports a and to the combustion
chamber. The instant the flow ceases through said passage the flame will flash back
through it to the charge contained in the combustion chamber. The back passage
communicating with the air through the ports m and n, being open at the time as
port g, reduces the outward current through said port 9 by means of which the
flame is more readily transmitted from the lighter g to the chamber f
h
Referring to figs. 15 & 16, wherein a modified form of igniter and its valve is shown,
A is a slide valve having an adjustable bearing surface D' controlled by the screws E³E'.
I prefer to make the valve and its case of metals having different rates of expansion
under the influence of heat to which they are exposed-as the valve of steel and its
case of brass to prevent binding. Referring to the igniter chamber, 65 is the passage
through which gas from the combustion chamber enters the ignition chamber a³ to
form therein a whirling igniter jet. is a port communicating between the combustion
cylinder through the port 9 with the igniter chamber, to fire the charge. c³ is a ring

page_text: dividing the igniter chamber as from the passage e, cut away on one side to form the
port dare the ports communicating with the external lighter y, to ignite said
whirling jet. In the construction shown it will be seen that whereas the jet current
issuing from the passage 6 enters directly into the ignition chamber, the gas entering
by back pressure from the combustion cylinder the instant before the charge is fired
first circulates around the passage e until it has lost a portion of its velocity when it
enters the igniter chamber proper through the ports. In this form, as in all the
other forms of igniter chamber, it is not necessary that the chamber be circular or that
it have any particular form, or that the passage leading thereto be of any particular
construction or bear a tangential relation therewith, as long as their construction and
relation be such as to cause or permit eddy or whirling currents to be formed or to
circulate therein.
The formation shape and location of the ignition chamber is not limited to any
special construction and it may be either formed in the valve or in the case; or in a
depression of the joint forming face of either or both.
To facilitate the starting of the engine I provide a reservoir d' which communicates
with the combustion chamber through a passage controlled by a valve f¹. I prefer to
place this reservoir at the top of the inflowing charge passage and connect it with the
latter by a pipe in which the valve f¹ is placed. When the engine is being started
the fly-wheel is turned by hand, which causes the charge to be drawn into the com-
pression chamber F, wherein the charge is compressed by the back stroke of the
piston.
Since it is desired to operate the engine with a high degree of compression it would
require a considerable force to move the piston back in starting, especially in large
engines, and to relieve this pressure in starting the cock f¹ is opened so that some of
the gas will flow from the inlet passage C into the chamber e¹, and thereby lessen the
degree of the pressure during the back stroke of the engine; but as soon as the
engine is in operation the cock f¹ is closed and thereafter the engine compresses its
charge to a greater extent.
In figs. 1 & 2 of the drawings I have shown a frictionless bearing of the connecting
rod with the piston, which consists of an inner bearing block 25, on the upper end of
the abutment rod 1, and an outer bearing block 26, and a knife edge bearing piece 27,
secured to the piston between the bearing blocks 26 & 27 the latter of which is secured
within openings in two tie-rods 28 & 29, the lower ends of which are secured to the
crank-pin bearing boxes. The knife edge piece 27 of the piston has its under bearing
upon the lower block 25, made convex and its upper knife edge bears in a V-shaped
groove in the upper block 26, these two bearing blocks being retained in position by
the tie-rods.
The pushing strains are resisted by the abutment rod I; and the pulling strains
upon the abutment rod are resisted by the two tie-rods which are formed with enlarged
open ends so as to receive the bearing boxes of the crank-pin and the knife edge
bearing device for the piston. As the connecting rod I, swings back and forth the
upper block 26, will rock upon the knife edge bearing piece 27; and that the lower
bearing block will roll upon its convex surface, and hence there will be no sliding
movements of these parts and no friction or wear so that they will require
no oil.
In conclusion I desire to remark, that in the foregoing specification I have described
in connection with the accompanying drawings a complete organized gas engine
with various novel features which have been in general terms particularly pointed
out; but it will be understood that these several features may be employed indivi-
dually as well as collectively or conjointly, since they are not necessarily dependent
upon each other. They may obviously, therefore, be employed, one or more of
them, in engines which in other features differ radically from that I have shown.
And I desire it also to be distinctly understood that my invention is not limited to the
precise devices or combinations of devices illustrated or described, since equivalent
devices may be employed and various modifications not altering or departing from
their essential or controlling feature or purpose may be substituted, without departing

page_text: from either the principle, purpose or scope of the several features of my present
invention.
Having thus particularly described and ascertained the nature of my said inven-
tion and in what, manner the same is to be or may be performed, I declare that
what I claim is :-
1. In a gas engine, a valve containing an igniting chamber and a device for causing
a whirling jet of gas within said chamber, substantially as described.
2. An igniting device consisting of an ignition chamber having an orifice entering
said chamber at one side for the introduction of gas so as to produce a whirling flame
within said chamber, substantially as described.
3. In a gas engine, the combination of a power chamber in valved communication
with a lighter device, an ignition chamber provided with a tangential supply passage
establishing communication with said power chamber and a whirling jet of gas within
said ignition chamber, substantially as described.
4. In an igniter device for a gas engine the combination of a flaring retarding
passage and a device for causing a whirling jet of combustible mixture within said
passage, substantially as described.
5. The combination with the external igniting device of a gas engine of a valvo
having a circular lighter jet chamber, having a gas supply port entering into said
chamber tangentially, for the purpose of giving a whirling motion in a circular path
to the lighting jet within the lighter chamber.
6. An ignition chamber for a gas engine igniting device having a tangential supply
port, an ignition chamber arranged with its axis parallel to the face containing the
acting ports, substantially as described for the purposes specified.
7. An igniter device consisting of a chamber having a central port communicating
with a lighting device, combined with a device for causing a whirling jet of gas within
said chamber, substantially as described.
8. An igniter device for gas engines consisting of a chamber having a central port
leading to the external air through which the gas is ignited and a tangential supply
passage for the introduction of gases, substantially as described.
9. The combination with a gas engine, having a permanent lighter device of a
lighter jet chamber of circular form having a tangential gas supply port and a central
end lighter port, for the purpose stated.
10. The combination with a gas engine, having a permanent lighter jet, of a slide
valve having a circular lighter chamber having a gas supply port entering said
chamber tangentially, and a central end' lighter port of less area than the said chamber,
for the purpose stated.
11. An igniter for gas engines having an ignition chamber provided with a jet
supply passage conveying the gases in a tangential whirl within said chamber and
having an ignition port formed at one side of the ignition chamber to direct the
inflowing gases in a whirling movement within said chamber, substantially as described,
for the purpose specified.
12. The combination in an igniting device for a gas engine of a circular ignition
chamber, a supply passage having valved connection with the combustion chamber of
the power cylinder, entering said ignition chamber tangentially and a passage having
valved communication with the external lighter, operating substantially as described
for the purpose specified.
13. The combination in a gas engine igniting device of a circular ignition chamber,
one or more tangential supply passages therefor having valved cominunication with
the combustion chamber of the power cylinder, and an ignition passage opening
centrally into said ignition chamber having valved communication with an
external ignition burner, operating substantially as described, for the purpose
specified.
14. The combination of an igniter chamber in valved communication with a power
cylinder of a gas engine a charge supply valve, an igniter and an escape passage in
communication with the said igniter chamber, said power cylinder and said igniter

page_text: chamber being intermittently in communication, and whirling jet of combustible
mixture within said chamber, substantially as described.
15. The method of igniting the charge in a gas engine which consists in. causing
gas to flow through an igniter chamber with a spiral whirling jet to a burner to
effect the ignition of gases in said chamber, closing communication with said external
burner and opening communication with the power cylinder to effect the ignition of
the charge.
16. The method of causing gas to rotate about an igniter chamber consisting of
admitting a jet of gas at one side of said chamber, so as to impinge obliquely upon
the walls thereof, substantially as described.
17. The method substantially herein described of igniting a charge of combustible
gases which consists in supplying a jet of gas to an ignition chamber having a
valved communication with a lighter through a supply passage, so as to cause said gas
to whirl about said chamber, closing communication with said lighter and effecting
the ignition of the charge in the engine from the ignition chamber through said supply
passage.
18. The method of igniting the charge of a gas engine consisting of causing
gas to flow into an igniting chamber with a whirling motion and igniting said
whirling gas by applying a lighting device to the center thereof, substantially as
described.
19. In a gas engine the combination of an igniter chamber, a power chamber
in valved communication therewith and a device for causing a whirling jet of
combustible mixture within said chamber supplied from said power chamber, sub-
stantially as described.
20. In a gas engine the combination of an igniter chamber, a device for causing
a whirling jet of combustible mixture within said chamber, an igniter, a combustion
cylinder in valved communication with said chamber, said whirling jet of combustible
mixture being augmented by the charge entering said chamber from the combustion
cylinder, substantially as described.
21. In a gas engine the combination of a power cylinder in valved communication
with a lighter device, an igniter chamber provided with a tangential passage through
which communication for the passage of the flame is established with said power
cylinder and means substantially as described, for igniting the charge contained in said
igniter chamber.
22. An igniter device for gas engines, consisting of a case having a port g,
communicating with the cylinder, a permanent external lighter y and a slide having an
ignition chamber f, the tangential jet passages and the tangential charge ignition
passage, substantially as described.
23. An igniter for gas engines having an ignition chamber f, provided with a
tangential supply passages, an exterior ignition port g and a tangential port r,
having the relation and operating substantially as described, for the purpose
specified.
24. In an igniting device for gas engines, the combination with an ignition
chamber of a port having valved communication with an external lighter, a tangential
supply passage, arranged to supply said chamber when the external lighter port is
open, and a tangential ignition passage having a valved communication with the
combustion chamber of the power cylinder, operating substantially as described for the
purpose specified.
25. An igniting device for gas engines consisting of a plunger valve having a
circular ignition chamber provided with a central ignition port g and one or more
tangential ports for supplying the said chamber and a case having a port leading to
an external lighter and a port leading to the combustion chamber, substantially as
herein set forth.
26. In a gas engine an ignition chamber having a tangential supply combined with
an ignition passage and an independent escape passage substantially as and for the
purpose set forth.
27. In a gas engine a lighter device, an ignition chamber and a device for, causing.
'

page_text: a jet of combustible gas to whirl about within said chamber, combined with a
passage communicating with said lighter, and an escape passage substantially as
described.
28. In a gas engine the combination of an ignition chamber, a device for
causing a jet of combustible gas to whirl about within said chamber, a lighter port
and a back passage to discharge the waste gases from said chamber, substantially as
described.
29. In a gas engine the combination of an ignition chamber, a device for causing
a jet of combustible gas to whirl about within said chamber, a lighter port and a back
passage opened before the ignition passage to discharge the waste gases from such
chamber, substantially as described.
30. In a gas engine, a lighter device an ignition passage and a device for causing
a jet of combustible gas to pass through said passage with a spiral or whirling current
producing therein a reverse central current along which the flame is transmitted,
combined with an escape port, substantially as set forth.
31. The combination with a gas engine having a fixed lighter jet, of a lighter
jet chamber of circular form having a tangential gas supply port, a central end
lighter port and a central end back port to discharge the waste gases from said
chamber.
32. The combination with a gas engine having a permanent lighter jet, of a slide
valve having a circular lighter chamber having a gas supply port entering said
chamber tangentially, a central end ignition port of less area than the said chamber
and a back end discharge port of less area than the said ignition port, for the
purpose stated.
33. The method substantially herein described for igniting the charge of a gas
engine, consisting of supplying an igniter with a charge of gas, igniting said gas and
opening communication between said chamber and the power cylinder and causing the
back pressure of the gases contained thercin to enter and whirl about said igniter
chamber.
34. The method herein substantially described of igniting the charge of a gas
engine, consisting of causing gas to enter and whirl about an igniter chamber, igniting
said whirling gases and opening communication between said chamber and the power
cylinder and causing the back pressure of the gases contained in said power chamber
to enter and whirl about said igniter chamber.
35. The method substantially herein described of igniting the charge of a gas
engine, consisting of supplying an igniter with a charge of gas, igniting said gas,
opening communication between said chamber and the power cylinder, and also
between said chamber and an escape passage, and causing the back pressure of the
gases contained in said cylinder to enter and whirl about said igniter chamber.
36. The method substantially herein described of igniting a combustible charge for
a gas engine, which consists in causing some of the gas to flow into a circular ignition
chamber with a tangential motion, igniting the gases through a valve port by an
external burner, closing said port and igniting the charge in the engine from said
ignition chamber through a tangential supply passage for the purpose specified.
37. The method hereinbefore described of affecting the ignition of a combustible
charge of gas in the engine which consists in affecting the combustion of a portion
thereof in an ignition chamber having valved communication with an external lighter,
affecting the ignition of the charge through a passage entering said ignition chamber
tangentially and connecting it with the combustion chamber of the power cylinder.
38. In a gas engine the combination of an ignition chamber, an external lighter and
a device for causing a current intermittently to flow from said lighter toward said
chamber, along which the lighting flame is transmitted substantially as described.
39. In a gas engine, the combination of an ignition chamber, a lighting device, a
device for causing a current of combustible mixture to flow from said ignition chamber
to such device, and a device for causing a current simultaneously to flow toward said
ignition chamber, along which the igniting flame is transmitted, substantially as
described..

page_text: 40. An igniter device for gas engines consisting of an ignition chamber provided
with a passage leading to a lighting device and a passage leading to the power chamber
combined with a device for causing a whirling jet of combustible gas within said
chamber and a device for causing a current flowing toward said chamber along which
the lighting flame is transmitted, substantially as described.
41. The combination in a gas engine of a power cylinder, a lighter, an igniter
chamber, an intermediate chamber and communicating passage, a device for causing
a current of gas to flow through said passage in one direction and a device for causing a
central current to flow therethrough in the opposite direction, substantially as described.
42. The method of igniting the charge in the power cylinder of a gas engine,
consisting of igniting a charge of combustible gases, through a passage having a spiral
current and a centrally returning current leading to an intermediate chamber
communicating with an igniter chamber and of igniting the charge in said power
chamber from the flame in said ignition chamber, substantially as described.
43. The method of igniting the charge in a gas engine which consists in causing a
portion of the charge to flow into an ignition chamber with a spiral whirling jet to
an external burner to affect the ignition in said chamber, closing communication with
said chamber, closing communication with said external burner and opening
communication with the power cylinder to affect the ignition of the charge.
44. The method herein described of igniting the charge in the combustion chamber
of a gas engine from an intermediate ignition chamber, which consists in causing a
portion of the charge from the former to flow into the latter with a whirling motion,
igniting the gases therein by an external burner and affecting the transmission of the
flame in a direction opposite to that of the flowing current by stopping the flow of
the latter.
45. In combination with a power cylinder of a gas engine, an ignition chamber, a
lighting device, a communicating passage between said chamber and device, and a
device for causing a current of gas to flow through said passage in one direction, and
also a device for causing a reverse current therein along which the flame from the
lighting device is transmitted, substantially as described.
46. In an igniting device for gas engines, the method substantially as herein
described of affecting the ignition of the charge along a connecting passage, which
consists in causing the gases to flow through said passage with a spiral or whirling
motion, thereby creating a reverse central current in said passage along which the
flame is transmitted, for the purpose specified.
47. In a gas engine a compression chamber and a reservoir constantly in free
communication therewith combined with ports provided with a valve for controlling
the supply of the mixture to the reservoir solely by the back expansion of the gases
contained in said reservoir, substantially as described.
48. In a gas engine a compression chamber, a reservoir constantly in free
communication therewith and an automatic governor combined with ports and provided
with a valve for automatically controlling the supply of mixture to the reservoir solely
by the back expansion of the gases contained in said reservoir, substantially as described.
49. In a gas engine the combination of a compression chamber and a reservoir
constantly in free communication therewith, gas and air supply ducts and a valve,
said gas and air supply ducts and said valve all being controlled by the back
expansion of gas contained in said chamber, substantially as described.
50. In a gas engine a compression chamber and a reservoir constantly in free
communication therewith combined with ports provided with a valve for controlling
both the density of the gas admitted to said chainber and also the volume thereof by
means of the back expansion of gas contained therein, substantially as described.
51. In a gas engine the combination of an entrance passage of constant capacity,
a compression chamber in free communication with a reservoir, a combustion chamber
and a conduit provided with a valve for controlling its capacity, leading from said
compression chamber to said combustion chamber substantially as described.
52. The combination of the power cylinder and piston of a gas engine with a
compression pump, a reservoir into which each charge is compressed having free

page_text: communication with said compression pump, and a governor controlling the quantity
of the charge from said compression pump, whereby the excess of the charge contained
in the reservoir expands upon the back stroke of the piston to properly limit the
supply for said reservoir for supplying the engine.
53. In a gas engine the combination of an entrance passage of constant capacity
controlled by a check valve, a compression chamber in free communication with a
reservoir a combustion chamber and a conduit provided with a valve for controlling
its capacity, leading from said compression chamber to said combustion chamber,
substantially as described.
54. In a gas engine a combustion chamber having entrance and discharge ports at
opposite ends of said chamber, both open at the same time combined with a com-
pression chamber and a reservoir in free communication therewith, a conduit connecting
said combustion chamber and said compression chamber provided with a valve for
automatically closing said conduit and a valve controlled by an automatic governor
for controlling the capacity of said conduit, substantially as described.
55. The combination with the piston of a gas engine of a compression cylinder, a
mixing supply valve therefor, a supply plunger valve, a fly-wheel governor and a valve
operated by the latter to control the flow from said compression chamber to the supply
valve, substantially as described.
56. The combination with the power cylinder of a gas engine having exhaust ports
uncovered by the piston on its forward stroke, of a compression chamber, a mixing
valve supplying a uniform mixture, a governor controlling the flow from said chamber
and a plunger valve supplying the charge substantially as described.
57. In a gas engine, a combustion chamber having entrance and discharge ports at
opposite ends of said chamber both open at the same time, combined with a positively
moving supply valve, a compression chamber and conduit provided with an automatic
governor for controlling its capacity connecting said compression chamber and said
combustion chamber, substantially as described.
58. The combination of the power cylinder of a gas engine having exhaust ports
placed in the middle of its length, having its supply passage entering at its back end
and a compression chamber at its forward end forming a reservoir for the compressed
charge with a piston controlling the discharge of the waste gases and compressing the
combustible mixture on its forward stroke, a supply passage leading to the main valve,
having a throttle valve controlled by a governor and a sliding supply valve controlling
the flow into said cylinder supply passage actuated by positive connecting mechanism,
substantially as described.
59. The combination of the power cylinder of a gas engine having exhaust ports
placed in the middle of its length and having its supply passage entering at its back
end, with a piston controlling the discharge of the waste gases, a sliding supply valve
controlling the flow into said cylinder, actuated by positive connecting mechanism a
compressor supplying a uniform combustible mixture for the engine, a supply passage
conveying the mixture to the engine valve and a throttle valve for said supply passage
actuated by a governor, substantially as described.
60. The method substantially herein described of operating a gas engine, which
consists in admitting a combustible mixture to a compressor, compressing it into a
reservoir having free communication with the compression chamber admitting some
of the compressed charge to the power chamber in quantities controlled by a valve
and regulating the supply to said compression chamber solely by means of the back
expansion of gases contained therein.
61. The method substantially herein described of operating a gas engine which
consists of admitting the compression chamber of said engine, by means of an
admission valve controlled solely by the back expansion of gas contained in said
chamber a quantity of mixture of uniform density at each stroke of the piston equal
to the quantity consumed in the engine by the preceding stroke of the piston.
62. The method substantially herein described of operating a gas engine which
consists in compressing a combustible mixture within a compression chamber at each
stroke of the compressor, drawing from said compression chamber. a quantity of

page_text: mixture at each stroke of the piston proportioned to the power developed and
regulating the supply to said chamber solely by means of the back expansion of said
surplus mixture.
63. The method substantially herein described of operating a gas engine which
consists of admitting to the compression chamber of said engine, by means of an
admission valve controlled by the back expansion of gas contained in said chamber, a
quantity of mixture of uniform density at each stroke of the piston equal to the
quantity consumed in the engine by the preceding stroke of the piston.
64. The method substantially herein described of operating a gas engine which
consists in drawing a combustible mixture in successive charges of uniform density
into a compression chamber during the back stroke of the piston, controlling the flow
from said compression chamber of the supply valve by a governor, admitting the
charges to the combustion chamber during a movement of a plunger valve, com-
pressing the charge during the back stroke of the piston and igniting the charge
during a movement of the valve.
65. The method substantially herein described of operating a gas engine which
consists in drawing into a compression chamber successive charges of a combustible
mixture, by the back stroke of the piston, compressing the charge in said chamber by
the forward stroke of the piston, admitting the charge in the power cylinder, closing
communication between the combustion chamber and the supply chamber, closing
their connecting passages, opening between said chambers an escape passage for the
leakage and igniting the charge upon the next forward stroke of the piston."
66. The combination with a power cylinder of a gas engine, of a cylindrical
plunger valve provided with an ignition chamber and a device for causing a whirling
jet of combustible mixture within said chamber, substantially as described.
67. The combination with the power cylinder of a gas engine having ports
opened by the piston on its forward stroke and a compression chamber, a supply
passage leading from said chamber, a plunger valve having provision for controlling
the supply and igniting the charge, and an external lighter, substantially as herein
set forth.
68. The combination with a gas engine of a valve chamber having a port entering
the combustion chamber and a separate supply port, a valve having bearing faces
operating said ports, an escape passage, a cylinder having exhaust ports uncovered by
the piston on its forward stroke and suitable valve operating connections, substantially
as herein set forth.
69. In a gas engine a combustion chamber having entrance and discharge ports at
opposite ends of said chamber both open at the same time, combined with a valve for
controlling the supply passage of said chamber, said valve being provided with an
escape passage, substantially as and for the purpose set forth.
70. The combination with the power cylinder of a gas engine, of a slide valve, a
valve case having a cylindrical port, a separate supply port and an escape port separating
said ports, substantially as herein set forth.
71. The combination with the power cylinder of a gas engine, of a slide valve
having divided bearing surfaces, a valve case having separate ports for the supply
and for the combustion chamber and an escape port placed between them, substantially
as described.
72. The combination with a gas engine, of a plunger valve and an inclosing case
therefor, having provision for supplying the charge for igniting the same and for
preventing the back passage of the flame to the supply port, substantially as
described.
73. The valve case having the annular supply port c and the annular supply port a
the ignition port g and an escape port h, arranged between the said supply ports, in
combination with a plunger valve of two parts De, having the circular ignition
chamber f, its tangential ports r and s and a central port g and means for imparting
to said valve a reciprocating movement.
74. The combination of a plunger valve having two separate joint forming faces,
0

page_text: of a valve case having a port c opening to the fuel supply passage a port a commu-
nicating with the combustion chamber and an escape port p opening to the air between
the said ports cand a and whereby when the latter are closed the division space of the
valve is open to the escape port for the purpose described.
75. The combination in a gas engine of the power cylinder and the piston, with a
reciprocating plunger valve for admitting and igniting the charge having the
ports d ghr and s, with a valve case having corresponding co-operating ports, sub-
stantially as described, for the purpose specified.
76. In a gas engine a power chamber A, C, having ports at opposite ends of said
chamber, both open at the same time, combined with a perforated plate extending
entirely across said chamber proper for the purpose of breaking up eddies in the
inflowing charge and causing the charge to flow through the power chamber in uniform
volume without eddies, substantially as and for the purpose set forth.
77. In a gas engine a power chamber A, C, having ports at opposite ends of said
chamber, both open at the same time, combined with a perforated plate extending
entirely across said chamber, the perforations in said plate flaring in the direction of
the inflow of the charge for the purpose of breaking up eddies in the inflowing charge
and causing the charge to flow through the power chamber in uniform volume with-
.out eddies, substantially as and for the purpose set forth.
78. In a gas engine a compression reservoir, a power chamber A, C, having ports
at its opposite ends both open at the same time, a duct provided with a positively
moving valve for controlling the communication between said compression reservoir
and power chamber combined with a perforated plate extending entirely across said
power chamber for the purpose of breaking up eddies in the inflowing charge and
causing the charge to flow through the power chamber without eddies, substantially
as described.
79. In a gas engine a power chamber A, C, combined with a plurality of perforated
partitions arranged across said chamber at intervals to divide the same into a series
of separate chambers, substantially as and for the purpose set forth.
80. The combination with a valve and a valve case both having ports for supplying
the charge and for igniting the same, and an external lighter jet, with a supply
passage and combustion chamber having a curved horn shape, one or more perforated
partition plates placed therein, a piston and a power cylinder having ports adapted
to be uncovered by the piston on its forward stroke, substantially as described, for the
purpose specified.
81. The combination in a gas engine, of a piston and a power cylinder having ports
adapted to be uncovered by the piston on its forward stroke, with a charge supplying
passage and combustion chamber having a curved horn shape provided with a per-
forated partition placed across the junction of said passage with the cylinder and one
or more similar partitions placed across the supply passage between the said junction
partition and the charge supplying port, substantially as described, for the purpose
specified.
82. In a gas engine a combustion chamber having entrance and discharge ports at
opposite ends of said chamber both open at the same time, combined with a valve
operating to stop the flow of gas during an interval of time between the reduction of
the old charge within said chamber to atmospheric pressure and the introduction
therein of a fresh charge, for the purpose set forth.
83. In a gas engine a combustion chamber having entrance and discharge ports at
opposite ends of said chamber both open at the same time combined with a positively
moving supply valve operating to cause an interval of time to elapse between the
reduction of the old charge in said chamber to atmospheric pressure and the intro-
duction therein of a fresh charge, for the purpose set forth.
84. The combination in a gas engine of the power cylinder a piston operating as a
charge supply compression pump, on its forward stroke, a reservoir for the combustible
mixture and a valve controlling the admission of the charge to the combustion
chamber, with a reservoir communicating with the combustion chamber through a

page_text: valve controlled passage for relieving the pressure in said chamber in starting the engine,
substantially as described, for the purpose specified.
85. The combination with the piston and power cylinder of a gas engine of one or
more perforated plates placed in the charge supplying passage of the combustion
chamber, and a reservoir d having valved communication with said combustion
chamber operating substantially as described.
86. The method substantially herein described of operating a gas engine which
consists in compressing a combustible mixture, exhausting the waste gases at one end
of the combustion chamber, delaying the admission of fresh gases to the cylinder until
a period of time after the shock of the exhaust is over and until the intense heat of
the waste gases is reduced, and admitting the fresh charge at the other end of the
cylinder to drive out the remaining gases.
87. The combination in a gas engine of the piston and a power cylinder having
exhaust ports adapted to be uncovered by the piston on its extreme forward stroke,
with a crank shaft and piston connections, a cam secured by said shaft, a valve and
valve rod connection operated in one direction by said cam and a spring holding the
valve connection against said cam, substantially as described.
88. The combination with the piston and its crank shaft connections of a gas engine
of the cam K, the roller 4, the rocker arm 6, the valve rod M, the spring 11, and a
reciprocating plunger valve for admitting the charge and igniting the
same, sub-
stantially as described.