Year: 1885

page_text: I; ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention (a communication to me
from abroad by The Economic Motor Company (Incorporated) of 9 Cortlandt
Street New York City United States of America and in what manner the same
is to be performed, to be particularly described and ascertained in and by the
following statement:-
.
This Invention relates to the class of engines known as non-compressing engines
and it consists mainly in a novel arrangement of valves for admitting the air and
gas to the cylinder for allowing the products of combustion to escape therefrom,
and for controlling the ignition of the explosive charge contained by the cylinder.
Reference is to be had to the accompanying drawings wherein Figure 1 is a
side elevation. Figure 2 is a horizontal section and Figure 3 is a rear end
elevation of the cylinder and igniting valve. Figure 4 is a section taken through
the exhaust valve, the gas valve and the air valve on line x, x, in Figure 10.
Figure 5, is a vertical transverse section taken on line y, in Figures 1 and 10.
Figure 6 is a side elevation of the gas valve operating cam.
Figure 7 is a longitudinal section of the same. Figure 8 is a vertical transverse
section taken on line z, z, in Figures 1 and 10.
Figure 9 is a vertical transverse section taken on line e¹ 21, in Figures 1 and 10.
Figure 10 is a longitudinal section taken on line &³, e³, in. Figure 4. Figure 11 is
a horizontal section of the automatic gas cut-off.
Similar letters of reference indicate the same parts in the different figures of the
drawing.
The cylinder A, is mounted upon the base B, in the usual way and is provided
with a water jacket C. The piston D, contained by the cylinder is connected with
the crank shaft E, by the connecting rod F, in the usual way and the path of the
piston lies between the open end of the cylinder A, and the exhaust port a, located
at about one third of the length of the cylinder from the rear end thereof.

page_text: The cylinder head G, is provided with an ignition aperture b and is chambered
to form a prolongation of the cylinder A, and to contain the air passage c. An air
valve casing H, is formed integrally with the cylinder head G and is inclined at an
angle of about 45 degrees with a horizontal plane.
The air valve casing H, is provided with a cylindrical valve I, which in its
travel in the casing, opens and closes the port d formed in the air valve casing and
communicating with the air passage c in the head G. The air valve I, is moved
by an eccentric e, placed on a horizontal shaft J, receiving its motion from the
crank shaft E, through a pinion f, on the crank shaft and a beveled wheel g, on
the shaft J engaging the said pinion. The relative size of the pinion and of the
wheel are as one to two, so that it requires two revolutions of the crank shaft E, to
produce one revolution of the valve shaft J.
An inclined exhaust valve casing K, is formed integrally with the cylinder A,
and its port h, communicates with the exhaust passage a, in the cylinder. The
exhaust valve L, which is fitted to the casing K, is formed of two parts i, j
connected together by a threaded stem k, and thus rendered adjustable, so that the
space between the two parts of the valve may be increased or diminished. The
part of the valve L, is closed, but the part j, of the valve L, is perforated, so
that the products of combustion which escape from the cylinder through the
port hand between the parts i.j may pass through the part j, into the exhaust
pipe M.
The valve L, receives its motion from an eccentric on the shaft j, and its stroke
is sufficient to open and close the port h twice during each revolution of the
shaft J, thus allowing the exhaust to escape through the passage a and port h, once
during every revolution of the crank shaft E.
The gas valve N, by which the admission of gas to the air passage C, through
the valve casing h, is effected, consists of a casing m, having ports n, o, p, and the
piston valve q, having two cylindrical ends fitted to the casing, with an intervening
space between them sufficient to admit of communication between the upper
port n, and the port o, or the port o, and the port p, but not wide enough to admit
of direct communication between the ports n, and p.
The reason of this construction will be made clear when the operation of the
engine is described.
The valve is recessed in its lower end to receive a spring r, by which it is
pushed upwards and the upper end of the valve q, is forked to receive a roller 8,
which rolls upon a cam t, carried by the shaft J.
The port n, communicates with the gas supply pipe; the port p, communicates
with the interior of the air valve H, and the port o, communicates through the
pipe u, with the flexible gas bag v, which in the present case is placed within the
base of the engine for the sake of protection. The cam t is secured adjustably to
a collar on the shaft J, so that it may be moved out or in to alter the throw of the
valve q.
The ignition valve b¹ is provided with a cylindrical stem a¹, which slides in an
oscillating guide c¹ pivoted to the cylinder G. The opposite end of the valve b' is
provided with an arm d¹ having in the end thereof a bearing for a crank pin c
projecting from the crank disc f¹ on the end of the shaft J.
The ignition valve 61 is provided with an ignition port g¹ which is arranged to
coincide with the ignition aperture b in the cylinder head G, once in every
oscillation of the valve b¹.
An ignition burner h¹, located below the ignition aperture b, sustains a flame
opposite the said aperture and near it, so that when the port g' in the ignition
valve b¹ is made to coincide with the ignition aperture in the cylinder head G,
by the rotation of the crank disc F, the explosive charge in the cylinder will be
ignited.
The various valves and moving parts of the engine are timed as follows. The
air valve is made to open during alternate out-strokes of the piston D. The
exhaust valve is made to open during every instroke of the piston D. The ignition

page_text: valve is made to open at the beginning of alternate outstrokes of the piston D.
The gas valve is made to open during the latter portion of alternate outstrokes of
the piston D, and while the air valve is open.
The cycle of movements required to maintain the continued operation of this
improved engine is as follows:
The exhaust valve being closed, the air valve also being closed and the piston at
the limit of its instroke and about to be carried out by the momentum of the fly
wheel, the air valve begins to open and air is admitted to the cylinder A, through
the port d, and the passage c.
When the piston has advanced about one half of its outstroke, the cam t, strikes
the roller in the top of the gas valve q, closing the port n and opening the port p,
when the gas previously admitted to the gas bag b, is drawn in through the pipe u,
and the gas valve n, through the port d, and passage c, along with the air entering
through the air pipe into the cylinder.
When the piston d reaches the limit of its outstroke, the explosive mixture of
the gas and air lies in the cavity in the head G and in that part of the cylinder
adjoining the head G and the forward part of the cylinder above the exhaust
passage a, and between the said exhaust passage the piston is filled with air or the
products of combustion resulting from the previous explosion.
When the piston D begins its instroke, the exhaust valve begins to open and the
products of combustion and some of the air contained by the cylinder and lying
between the exhaust passage a, and the piston, escapes through the passage a, and
port H, to the exhaust pipe n, while the explosive mixture of gas and air remain
in the portion of the cylinder behind the exhaust passage a. When the piston
reaches the limit of its instroke, the exhaust valve is closed and the air valve and
the gas valve being also closed the port g, in the valve b¹, is at this instant made
to coincide with the opening 6, in the cylinder head G.
A small quantity of the explosive mixture being pushed out through the
aperture thus opened, into the ignition flame, the ignition of the charge in the
cylinder follows, and the pressure generated in the cylinder pushes the piston'
forward, turning the crank shaft E, and the By wheel carried thereby, and storing
up sufficient power to return the piston, and during the inward movement of the
piston, the exhaust valve is again opened and part of the products of combustion
contained by the cylinder are expelled through the passage a, and exhaust port h,
and part of the products of combustion will remain in the portion of the cylinder
lying behind the exhaust passage a; but when the piston again moves outward the
exhaust valve is closed, the air valve is again opened and the products of combus-
tion are drawn forward followed by air entering through the air valve and after.
the piston has made about one half of its outstroke, the gas valve is again opened,
gas is admitted along with the air as before, and this cycle of operations is
repeated, so long as gas is supplied to the engine.
During the time when the roller & is not in contact with the cam t, the spring r,
pushes the valve q upward, so as to open the port n and close the port p: Gas then
flows in from the supply pipe through the port n, then outward through the port o,
and through the pipe u, to the gas bag v. By means of an ordinary regulating
cock in the gas supply pipe the supply of gas admitted to the gas bag during the
opening of the port n, is regulated so that only enough gas will enter the bag to
form a single explosive charge, and when the cam strikes the roller 8, in the
valve q, it first closes the port n, communicating with the gas supply and after-
wards opens the port p, leading into the air valve.
It will be seen that by this arrangement gas from the supply pipe can never flow
directly from the port n through the port p. It will also be noticed that no more
than one bag full of gas at one time can ever escape into the air valve and air pipe
connected therewith.
In figure 11 is shown an auxiliary safety gas cut-off which is attached to the
engine when desirable, to entirely shut off communication between the gas supply
and the engine immediately after the engine stops.

page_text: The exhaust valve A³, connected with the power cylinder B, and with the
exhaust pipe C, is an ordinary poppet valve opened inward towards the cylinder
by a cam on the main shaft of the engine.
A pipe D, communicates with the casing of the exhaust valve A*, outside of the
valve and enters the end of a casting E². A nipple a², entering the upper side of
the casting E supports a flexible bag 6, inside of a casing c³, formed on or
attached to the casting E.
A pipe G communicating with the casing of the valve A³, inside of the valve is
connected with a check valve d', which in turn is connected with the pipe D³, the
valve d opening toward the pipe D³. Between the check valve d¹, and the
exhaust valve A, and in the pipe D2, is placed a screw valve e², having a very
small opening.
Opposite the centre of the bag 62, a gas valve casing H* is supported by the
casting E³, with the stem f' of the valve contained by the casing, projecting
towards the bag b. On the end of the valve stem f³, nearest the bag 62, is
secured a disc g³, which is pressed by the bag when the bag is inflated in the
manner presently to be described. Surrounding the stem f2, of the valve e³, there
is a spiral spring h³, which tends to close the valve e³, and push the disc g¹
against the bag b².
Gas enters the top of the valve casing H², through the pipe and passes from
the valve through a passage in the casting E, thence to the igniting burner and
cylinder of the engine through a pipe ².
A hook ³, pivoted to the valve casing H³, is made to engage a pin projecting
from the bars of the disc g³, when it is desired to hold the gas valve e³ open to start
the engine.
The explosions in the power cylinder press some of the products of combustion
through the pipe G2, and check valve d³, into the pipe D²; a very small portion of
the products of combustion escape to the exhaust pipe c³, through the valve e³, but
the greater portion passes to the bag b, inflating the bag so as to bear upon the
plate g, and thus push the valve ea, further away from its seat.
This operation
also releases the hook k³, allowing it to fall out of engagement with the pin
projecting from the bars of the disc b³.
So long as the engine is operating normally the bag 62 remains inflated, holding
the gag valve open and all of the gases passing through the valve d³, are retained
in the bag and pipe connected therewith, excepting the small portion that escapes
through the valve e².
Should the engine stop from any cause, the pressure will not be maintained in
the bag b, as the gases will escape therefrom through the pipe D³, and valve e³, to
the exhaust pipe C, allowing the bag to collapse. The spring h³ then closes the
valve e preventing all escape of gas through the valve.
By means of this arrangement, all danger of explosions resulting from the escape
of gas, which in many other engines occurs when the engine stops from any
accidental cause with the gas on, will be entirely avoided.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed I declare that what
I. claim is
1. In a gas engine, the combination with the power cylinder, of air and exhaust
valves attached to or formed upon one side of the cylinder, and arranged trans-
versely thereto; a valve shaft lying parallel with the cylinder and taking its
motion from the crank shaft of the engine; eccentrics carried by the valve shaft
and connected with the air and exhaust valves; and a gas controlling valve
connected with gas supply, gas bag, and air valve by suitable ports and a cam on
the valve shaft for operating the gas valve, as herein specified.
2. In a gas engine, the combination with a cylinder having an ignition port
in the end thereof, of an ignition valve provided with an ignition port, a crank on
the valve shaft capable of reciprocating and oscillating the ignition valve, and

page_text: an oscillating guide for receiving the end of the ignition valve stem, as herein
specified.
3. In a gas engine, the combination with the power cylinder, of an exhaust valve
casing provided with a port communicating with the interior of the power cylinder,
and an exhaust valve arranged to open and close the exhaust port twice during
each revolution of the valve shaft, or once during every revolution of the crank
shaft of the engine, as herein specified.
4. The combination with the power cylinder and gas supply pipe and gas bag of
a gas engine, of a valve constructed and arranged to admit gas from the gas supply
pipe to the gas bag and from the gas bag to the engine in measured quantities, as
herein specified.
5. The combination with the gas supply pipe of a gas engine, of a valve provided
with a spring tending to close it, an inflatable bag or its equivalent diaphragm, or
piston and cylinder, connected with the explosion chamber of the power cylinder
by a tube with a small aperture, the inflatable bag being arranged to hold the gas
valve open while the bag is inflated by the explosions in the cylinder, as berein
specified.
6. The combination with the gas supply pipe of a gas engine, of a valve provided
with a spring tending to keep it open, an inflatable bag arranged to hold the gas
valve open when its bag is inflated, a check valve for preventing the return to the
cylinder of the gases in the gas bag and pipe leading thereto and a small escape
from the gas bag and pipe leading thereto for insuring the collapsing of the bag
when inflation ceases, as herein specified.
Dated this 19th day of October 1885.
A. M. CLARK.
By A. M. & W Clark,
Patent Agents,
53, Chancery Lane, London.