IMPROVEMENTS IN GAS MOTOR ENGINES
Year: 1883

page_text: LETTERS PATENT to Christopher Thomas Wordsworth of Leeds in the County
of York and Herbert Lindley of Manchester in the County of Lancaster
Engineers for an Invention of "IMPROVEMENTS IN GAS MOTOR ENGINES":
PROVISIONAL SPECIFICATION left by the said Christopher Thomas
Wordsworth and Herbert Lindley at the Office of the Commissioners of
Patents on the 20th July 1883.
CHRISTOPHER THOMAS WORDSWORTH of Leeds in the county of York and
HERBERT LINDLEY of Manchester in the County of Lancaster. Engineers,
"IMPROVEMENTS IN GAS MOTOR ENGINES
"3
$
The Invention relates. principally to improvements in the second part of an
invention for which Provisional protection was granted to Christopher Thomas
Wordsworth N° 2181. A.D 1880. and consists in an arrangement and construction
of the several parts necessitating a modification in the cycle of operation whereby a-
more certain and efficient action is obtained in gas motor engines.
To this end we arrange the working and charge pistons in a similar manner to
that described in Patent 4327 granted to William Robert Lake (communicated to
him by George Bailey Brayton) and employ a reservoir. for the storage of a body
of air or a portion of the products of combustion only. The charge or compression
piston we make of larger, diameter than the working piston in order to enable us to
use a greater quantity of gas and air or combustible vapour and air and obtain
more power in an engine of a given size. The clearance.space in the working
cylinder is in this case made larger than that shown in Patent 4327. By
preferance we use two pairs of cylinders whereby we obtain double the power of a
single engine at the expense of an extra cylinder, and piston only, as two cranks
and connecting rods are necessary to a single engine. In order to overcome the
defects of a gland and piston rod, the connecting rods in our improved arrange-
ment are preferably in tension-during the combustion of the gases for which
purpose we arrange the end of the working cylinders next to the crank... We may
imention that we do not confine ourselves, to what we may term, the Brayton

page_text: 4
arrangement of cylinders, but if deemed preferable we may use the two open
ended single acting cylinders provided with piston and connecting rods in com-
pression as in Patent 70382 granted to Christopher Thomas Wordsworth and
Herbert Lindley, the cycle of operation (presently to be described) remaining the
same. The gas and air valves may be either of the conical or lifting type or may
be reciprocating slide valves of ordinary type.or circular and rotating, the latter
form being preferable. For the exhaust valve we employ an ordinary or lifting
valve. In the case of a double engine a rotating lay shaft is arranged to operate
alternately the valves of both pairs of cylinders. For igniting the charge of gas
and air or combustible vapour and air in the working cylinder we prefer to use a
tube beated externally as described in Patent No 32137 granted to James Akinson
and specially modified to suit the circumstances of this Invention; in a double
engine we may only use one heated tube for each pair of working cylinders. A
slide either flat or circular and firing by flame contact may however be employed.
as described in Patent No 4340" granted to C. T. Wordsworth. Thomas Browett
and Herbert Lindley.
"
To illustrate the action of this engine we will now describe the cycle of
operations in a single engine; in a double engine the same functions would only
be reduplicated.
We will consider the charge or compression piston as about to make a
stroke drawing in gas and air or hydro-carbon and other combustible vapour
and air At the same time the working piston is making a stroke but in
the opposite direction relatively to its cylinder expelling from the cylinder its
contents through an exhaust valve. The stroke completed finds the charge
cylinder full of gas and air or combustible vapour and air and the working
cylinder empty of all that can be displaced by the piston. The exhaust valve
now closes and the charge or compression piston begins to compress the charge
into the working cylinder. The working piston which is now recedeing has a less
displacement than the advanceing charge or compression piston (by reason of being
smaller in diameter than the charge piston) and by the time the whole charge is
"forced from the charge or compression cylinder into the working cylinder, the
pressure in the latter cylinder is considerably increased above the atmospheric
pressure and thus charges the cylinder with a greater volume of combustible gases
than has been possible in gas engines constructed as heretofore. During the next
stroke of the pistons air only is drawn in by the charge piston or if desired waste
products may be drawn in from the exhaust pipe or a chamber in connection
therewith and in the working cylinder the charge is compressed into the clearance
space at the end to a pressure of from 30 to 40 lbs or more if desired. The
charge is now ignited and by reason of the great volume of combustible mixture
contained in the clearance space, a very considerable pressure is produced, driving
the working piston to the end of its stroke and expelling the air (or waste
products) from the charge cylinder into a reservoir. At the end of the working
stroke the exhaust valve is opened and the spent charge escapes while at the same
time the air or waste products from the reservoir (which is at a pressure of a few
pound above atmosphere) rushes through suitable passages or valves into the
working cylinder and flushes it. The pistons are now in the same condition as
when we first considered them and the cycle is complete. In the case of a double
engine the charge is ignited alternately in the working cylinders, all four pistons
moving simultaneously. To govern the engine we employ a governor to operate a
small lever or similar mechanism by which the cam on the rotating shaft which
actuates the gas inlet valve is rendered operative or inoperative. We may here
remark that the high initial and terminal pressures which are obtained in the
working cylinder in this engine make it specially adapted for compounding. For
this purpose when the exhaust valve of the working cylinder is opened we admit
the hot products of combustion through suitable passages into another cylinder of
larger diameter, precisely as in a compound steam-engine, or the piston of the
latter cylinder may be timed to have already made a portion of its stroke and
ட் 11

page_text: as the
drawn into its cylinder a body of air which will be heated and expanded by the
hot gases entering from the high pressure cylinder thus performing work. In the
compound engine the low pressure may either be single or double acting and
working at the same speed as the other pistons, or geared: two to one:
whole of the exhaust cannot be utilized in the low pressure cylinder we may send
what remains into a regenerator or heater and heat up the air or gas and air
previous to their admission to the working cylinder from the charge cylinder. Or
the charge or low pressure cylinders or both, may be heated by sending the
exhaust or a portion of it into a jacket surrounding them. In double engines we
may place the working cylinders at opposite ends of the engine and take the
charge for one working cylinder from the next adjacent charge or compression
cylinder.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Christopher Thomas Wordsworth and Herbert Lindley in the Patent
Office on the 19th January 1884.
CHRISTOPHER THOMAS WORDSWORTH of Leeds in the County of York and
HERBERT LINDLEY of Manchester in the County of Lancaster Engineers.
"IMPROVEMENTS IN GAS MOTOR ENGINES
"
The invention relates principally to improvements in the second part of an
invention for which Provisional Protection was granted to Christopher Thomas
Wordsworth No 2181 A D. 1880. and consists in an arrangement and construction
of the several parts necessitating a modification in the cycle of operation, whereby
a more certain and efficient action is obtained in gas motor engines. To this end
we may arrange the working and charge pistons in a similar manner to that
described in Patent N° 432. A D. 1872. granted to William Robert Lake (communi-
cated to him by George Bailey Brayton) and employ a reservoir for the storage of
a body of air or a portion of the products of combustion only, for the purpose of
flushing the working cylinder after each ignition. The charge or compression
piston, we make of large diameter than the working piston in order to enable us
to use a greater quantity of gas and air or combustible vapour and air and obtain
more power in an engine of a given size.
The clearance space in the working cylinder is in this case made larger than
that shewn in Patent N° 432.72. By preference in engines of large power we use
two pairs of cylinders whereby we obtain double the power of a single engine at
the expense of an extra cylinder and piston only, as two cranks and connecting
rods are necessary to a single engine. We may mention that we do not confine
ourselves to what we may term the "Brayton" arrangement of cylinders, but if
deemed preferable we may use the two open-ended single-acting cylinders provided
with piston and connecting rods in compression as in Patent N° 703. A D 1882,
granted to Christopher Thomas Wordsworth and Herbert Lindley, the cycle of
operation (presently to be described) remaining the same. The gas and air valves
may be either of the conical or lifting type, or may be reciprocating slide valves of
ordinary type or circular and rotating.
For the exhaust valve we employ an ordinary or lifting valve. In the case of a
double engine a rotating lay shaft is arranged to operate alternately the valves of
both pairs of cylinders. For igniting the charge of gas and air or combustible
vapour and air in the working cylinder we prefer to use a tube heated externally
as described in Patent N° 3213, AD. 1879. granted to James Atkinson and
specially modified to suit the circumstances of this invention; in a double engine
we may only use one heated tube for each pair of working cylinders. A slide
either Hat or circular and firing by flame contact may however be employed, as
described in Patent N° 4340, A D 1881. granted to Christopher Thomas Wordsworth,
Thomas Browett and Herbert Lindley. To illustrate the action of this engine, we
will now describe the cycle of operations in a single engine, in a double engine the
same functions would only be reduplicated. We will consider the charge or
compression piston as about to make a stroke drawing in gas and air or hydro-
carbon, or other combustible vapour and air. At the same time the working
piston is making a stroke but in the opposite direction relatively to its cylinder,
expelling from the cylinder its contents through an exhaust valve.
The stroke completed finds the charge cylinder full of gas and air or combustible

page_text: vapour and air, and the working cylinder empty of all that can be displaced by the,
piston. The exhaust valve now closes and the charge or compression piston begins.
to compress the charge into the working cylinder. The working piston, which is now
recedeing has a less displacement than the advancing charge or compression piston
(by reason of being smaller in diameter than the charge piston) and by the time
the whole charge is forced from the charge or compression cylinder into the
working cylinder, the pressure in the latter cylinder is considerably increased
above the atmospheric pressure and thus charges the cylinder with a greater
volume of combustible gases than has been possible in gas engines constructed
as heretofore.
During the next stroke of the piston, air only is drawn in by the charge piston,
or if desired, waste products may be drawn in from the exhaust pipe or chamber
in connection therewith, and in the working cylinder is compressed into the
clearance space at the end to a pressure of, from 30 to 40 lbs or more if desired.
The charge is now ignited and by reason of the great volume of combustible
mixture, contained in the clearance space a very considerable pressure is produced,
driving the working piston to the end of its stroke and expelling the air (or
waste products) from the charge cylinder into a reservoir. At the end of the
stroke, the exhaust valve is opened and the spent charge escapes while at the same
time the air or waste products from the reservoir (which is at a pressure of a few
pounds above atmosphere) rushes through suitable passages or valves into the
working cylinder and flushes it. It must be understood however that it is not
always necessary or desirable to flush the working cylinder with air or waste
products, after each working stroke; when this is dispensed with the charge
cylinder always draws in a combustible mixture through a self-acting lift-valve,
whenever during the preceding stroke a working charge has been forced into the
working cylinder. During the waste strokes of the charge cylinder (corresponding
to the working and exhaust strokes of the working cylinder). the combustible
charge in the charge cylinder is compressed into the clearance space in the cylinder
and pipes, thus absorbing work during the working stroke but giving out work
again on the exhaust stroke and so the work expended in compressing is not all
lost. The pistons are now in the same condition as when we first considered them
and the cycle is complete. In the case of a double engine the charge is ignited
alternately in the working cylinder, all four pistons moving simultaneously. To
govern the engine we employ a governor to operate a small lever or similar
mechanism, by which the cam of the rotating shaft which actuates the gas inlet
valve is rendered inoperative or in the case where as aforesaid, flushing is dipensed
with, the governor may then throw out of gear the mechanism which operates the
valve admitting the charge to the working cylinder and at the same time may
cause the exhaust valve to be held open until such time as the speed may have
again fallen to the speed of lowest position of governor. We may here remark
that the high initial and terminal pressures which are obtained in the working
cylinder in this engine make it specially adapted for compounding. For this
purpose when the exhaust valve of the working cylinders is opened we admit the
hot products of combustion through suitable passages into another cylinder of
larger diameter, precisely as in a compound steam-engine, or the piston of the latter
cylinder may be timed to have already made a portion of its stroke and drawn
into its cylinder a body of air which will be heated and expanded by the hot gas
entering from the high pressure cylinder thus performing work. Or the exhaust
from the high pressure cylinder may be received into a volume of air compressed
in the low pressure cylinder to a pressure at or about that of the final pressure in
the high pressure cylinder. In the compound engine the low pressure cylinder
may either be single or double acting and working at the same speed as the other
pistons or geared two to one.
We prefer to make compound engines with two high-pressure or working
cylinders, which are charged, alternately by one charge cylinder, and which

page_text: exhaust alternately into one low pressure cylinder which thus receives an impulse
every stroke, the whole effect being a forward and backward stroke, each revolu-
tion as in an ordinary steam engine when the engine is doing full work. As the
whole of the exhaust cannot in all cases be. utilised in the low pressure cylinder
we may send what remains into a regenerator or heater, and heat up the air, or
gas and air, previous to their admission to the work-cylinder from the charge
cylinder, or the charge or low pressure cylinders, or both may be heated by sending
the exhaust or a portion of it into a jacket surrounding them. In double engines
we may place the working cylinders. at opposite ends of the engine and take the
charge for one working cylinder from the next adjacent charge or compression
cylinder.
.
In order to render our invention clear we have appended hereunto three sheets
of drawings which we will now proceed to describe.
'
In Sheet I, Fig. 1 is a side elevation.
"
Fig 2. is a plan. Fig 3 is an end view of one of one of our improved motors
which for the sake of simplyfying the drawings, we have shewn as a "single
engine, that is with one working and one charge cylinder only. In all of these
views the same letters refer always to the same parts.
1 shows the double piston with the larger end or charge piston next the crank,
this we do because the charge cylinder has less working parts about it, that
might be rendered inaccessible by reason of the proximity of the crank connecting
rods, etc.
2 is the cross-head pin passing through a hole in the waist of the pistons and
3, 3, are the connecting rods. 4 the crank shaft.
5 is the charge cylinder with its charge or mixing valve 6. This valve is of the
ordinary conical or lifting type, and admits air from the pipe 7, which mixes with
gas drawn in through holes in the seat from the annular passage 8 which is in
communication with the gas regulator 9 and gas pipe 10.
11 is the working cylinder which is supplied or charged with a combustible
mixture from the charge cylinder by means of the pipe 12
The valve controlling admission of charge to the working cylinder is shewn
detached in elevation in Fig 4. and consists firstly of a small grid slide 14 and
secondly of a back pressure valve 15. The slide 14 is operated by means of a
cam 16. and lever 17. The cam which is shewn detached in Fig 5, has a flat or
depression on it and when the bowl on the lever 17 which runs on the periphery
of the cam 16, arrives at the flat, the lever 17 is depressed by reason of the
spring (18 (see Figs 2 &) 4 and the slide is thus moved and the charge allowed to
pass on by the lift valve 15 and into the working cylinder,
"
When the speed of the engine becomes too high the governor 19 moves a small
filling piece 20. (which is pinned on a light rocking shaft 21 under control of
governor) underneath the prolonged end of the lever 17 and thus the next time
the flat on cam 16 comes opposite the bowl on lever 17 the slide is not depressed
and the charge does not pass into the working cylinder. At the same time another
filling piece 22 is moved opposite the prolonged end of the lever 23 which works
the exhaust valve and similarly holds the exhaust valve open during the waste
strokes that take place when the engine is running light and does not require to
fire a charge every time.
The exhaust valve here referred to is shewn numbered 24 in Figs 1 and 2. and
is worked in the usual manner by means of lever 23 and cam 25. on lay shaft 26.
A pair of bevel-wheels 27 on the layshaft 26 serve to drive the governor 19. To
ignite the charge we use a small iron tube heated to bright redness in the muffle 28.
by means of a small bunsen burner 29, and at the correct time for firing the charge
a hole in a small slide is caused to make communication between the compressed
charge in the cylinder and the interior of the heated tube; at the time of making
such communication the tube is open at both ends, and thus a slight escape of
compressed mixture takes place but the onward motion of the slide almost

page_text: immediately closes the tube at one end and brings the other end more fully into
connection with the interior of the cylinder. Fig 6 shows the position of the slide
at the instant that the tube is open at each end. Referring to the drawing 30 is
the slide with a cover 31, The slide being worked by a lever 32 and eccentric 33
on lay shaft 26. 34 shows the heated tube communicating with the working
cylinder 11 by means of the small hole 35 in the cylinder and hole 36, in slide 30
see Figs 1, 2, & 6. the object of allowing a slight escape of the contents of the
tube just at the time of firing, is to clear the tube of any incombustible products
and to ensure certainty of firing. The slide is shewn arranged to fire on its
upward stroke. The action of the engine will now be easily understood but it
may be well to follow the cycle through again with reference to the figures.
The pistons being at the dead centre out (or towards the crank) make a complete
instroke drawing in a combustible mixture into the cylinder 5 through the mixing
valve 6 and the smaller piston expelling products from a previous stroke through
the exhaust valve 24 The valves 24 and 6 now close and the pistons make an
outstroke thus compressing a charge of combustible mixture from cylinder 5
through pipe 12 and slide-valve 14 and lift-valve 15, into the cylinder 11. The
next instroke draws in another combustible charge as before in cylinder. 5. and
further compresses the charge already in cylinder 11. to a pressure of 30 or 40 lbs
to the square inch. into the clearance space at the end of the cylinder.
At or about the dead centre in the slide 30 is caused to make communication
between the charge and the heated tube 34 and the mixture is fired and the pistons
impelled outwards, the working piston doing work, and the charge piston com-
pressing the contents of the charge cylinder into the pipe and clearance space, 12.
At the dead centre out the exhaust valve opens; the pistons then commence to
make another instroke expelling the waste products in the working cylinder and
aided by the re-expansion of the compressed gases in the charge cylinder.
Fig 7 shows an arrangement of disc slide valve at the end of the compression
cylinder instead of the self-acting lift-valve 6. In this arrangement after the
charge piston has delivered a charge to the working cylinder the gas is shut off and
air only in drawn in which is expelled on the next stroke through the same port
and pipe as it entered by, the combustible charge drawn in on the next stroke
being delivered by a different Port to the working cylinder. 37 shows the end or
face of charge cylinder against which the disc slide works. 38 is the disc driven
by gearing from the lay shaft 26. by means of the spur and intermediate wheels 39
& 40 working into teeth in the periphery of the disc slide. 41 is the slide cover
with the air opening 42 and gas valve 43 cast on it. After a combustible charge
has been delivered to the working cylinder, from the charge cylinder, air only is
drawn in on the next stroke through the air inlet 42 and ports 44. through the
slide and cylinder face; the air thus drawn in is expelled on the next stroke through
the same passage as it entered by. The next stroke requires air and gas to be
drawn into the charge cylinder, the air entering by branch 42, the gas through
valve 43 and into the cylinder by port 45, and through a corresponding port in the
slide. In this case we prefer to send it to the working cylinder through a port, or
pipe in the pistons and through a check valve which prevents its return on com-
pression taking place in the working cylinder. 40 is the governor which by means
of a bell crank lever 47 moves the filling piece 48. away from the gas valve
spindle, and thus gas is not drawn into the charge cylinder, when the speed of the
engine becomes too high. The ports in the slide are shown in quadruple the motion
of the slide being correspondingly reduced by the gearing. Sheet 2, shews our
improved compound engine arranged according to the method referred to, in which
the low pressure piston is caused to move at the same speed as the working and
charge pistons and in which one low pressure cylinder is caused to receive the
exhaust alternately from two high pressure (or working) cylinders. Fig. 1 shows
a side elevation of our improved compound gas motor, Fig 2, being a plan & Fig 3,
a front end view & Fig, 4 a back end view of the cylinders showing the exhaust

page_text: valves, charge inlet valves and igniting arrangement on a larger scale, The same
numbers refer to the same parts in all figures.
In Figs 1 & 2, 1 is the charge cylinder with its charge or mixing valve exactly
as in the single engine just described. 2 & 21, are the two high pressure cylinders
and 3. is the low pressure cylinder. The pistons in these four cylinders are
connected together in pairs as is clearly shewn in the drawing, that is, the charge
piston and one high pressure piston are cast together and the other high pressure
piston is cast with the low pressure piston. A common cross-head pin 4 passes
through an eye in each piston and is connected by means of two connecting rods
5 & 51, to this double throw crank shaft 6, Thus all four pistons move simulta-
neously. The combustible charge from cylinder 1 passes along pipe 7 and into a
waste or branch 8, communicating with the under side of the two inlet valves 9
and 91, leading into the two high pressure cylinders. These two valves are held
down on their seats by strong springs 10 and 10' (see fig 4) (which shows a section
through the left hand inlet valve). They are worked alternately by means of
levers 11 and 11' and a cam on the rotating lay shaft 12. A small piston 13
working in a cylinder immediately under the valve spindle guide serves to compress
a a portion of atmospheric air which tends to prevent the escape of the compressed
charge past the spindle of the valve. We may however use an inlet valve similar
to the one shown on the single engine herein before described as shewn in fig 4.
Sheet 1.
After the charge is admitted to either of the high pressure cylinders through
the corresponding inlet valve 9 or 9' the charge is recompressed as hereinbefore
described and fired by means of the firing slide 14 and heated tube 15. The slide
is moved by means of a slotted lever 16 worked by means of a crank 17 on the 'lay
shaft 12. The tube 15 serves to fire the charge in either cylinder, the slide
making communication between the interior of the heated tube and the interior of
each cylinder alternately, the construction and action being precisely the same
with regard to either cylinder separately as in the single engines before described.
The tube 15 is heated by a small bunsen flame burner 18, in the oval muffle 19.
After the charge is fired and a working stroke has been made in either of the high
pressure cylinders the exhaust valve in that cylinder is caused to open and admit
the products to the low pressure cylinder 3
In Figs 1, 2 &, 4, 20 & 20¹, are the exhaust valves placed in the bottom of their
respective cylinders. The undersides of these two valves communicate with the
common branch or waste 21, which in turn is in communication with the pipe 22
leading to the low pressure cylinder 3. The exhaust valves 20 & 201, are held
down on their seats in a similar way to the inlet valves by means of springs 23,
the tension on the spring being sufficiently great to hold either of the valves
down, against the pressure of the exhaust gases on the opening of the other exhaust
valve.
The valves are lifted by means of lever 231 worked by a cam on lay shaft 12
and the spindles are furnished with small air pistons as in the case of the charge
inlet valve but a similar one to the one shewn in section in Fig 5 being a water-
jacketted grid slide similar to Fig 4 Sheet 1. may be substituted for the spring-
loaded valves. The low pressure cylinder 3 is also furnished with an exhaust
valve 24 which is operated in the usual manner by means of a lever 23 and cani
on lay shaft 12. We have before remarked that the hot exhaust from either of
the high pressure cylinders may be received in a body of cold air compressed or
otherwise contained in the low pressure cylinder 3 and pipe 22, and the plan Fig 2,
shows how this may be done.
When the piston in cylinder 3 arrives nearly at the end of its stroke inwards
(or away from the crank) the exhaust valve 24 is opened and any pressure in the
cylinder allowed to escape, a further motion of the piston uncovers a port or
ports 25 communicating with an air reservoir in the base 26. This reservoir
contains air slightly compressed having by a previous stroke of the piston been

page_text: drawn in by a flap or suitable valve 27, in the side of the base and compressed on
the next stroke. When the low pressure piston therefore passes the port 25 (see
Fig 2), this compressed air rushes into the low pressure cylinder 3 and
displaces a certain amount of the exhaust gases in cylinder 3 through exhaust
valve 24
The valve 24, then closes at a point of the outstroke of the low pressure piston
sufficiently to press up the contents of the cylinder to a pressure equal to or about
the terminal pressure in the high pressure cylinder or instead of the exhaust valve
being then closed, which owing to wear of mechanism might not take place just
when it ought, the exhaust passage may be brought forward into a waste or
annular port communicating with the interior of the low pressure cylinder by
means of ports formed at a suitable distance from the end of the cylinder such
ports being closed by the movement of the piston itself, and so trapping the air.
independently of the exhaust valve being opened or closed.
In governing the engine we employ a sensitive high speed governor 28, which
when the speed becomes too high raises the cross lever 29 and by means of the
bell crank levers 30 & 30¹, and 31 & 31¹, moves the filling piece 32, from over the
end of the inlet valve lever 11 and thus the valve is not lifted and the charge
does not pass into the high pressure cylinder as in the hereinbefore described
single engine
At the same time in order to prevent a vacuum being formed in the high
pressure cylinder, a suitable snifting valve 33 is placed in the bottom of each high
pressure cylinder or in any suitable position
The cycle of the engine is this; -
A combustible charge in the charge cylinder is forced alternately into the two
high pressure cylinders where it is ignited and performs work, there is thus one
high pressure stroke every revolution from one or other of the two high pressure
cylinders, the low pressure cylinder also receives the exhaust products alternately
from the high pressure cylinders, and performs one working stroke in each
revolution, and as the direction of its working stroke is opposite to that of the
high pressure cylinders we have in two revolutions- the following working
strokes :-
first revolution
second revolution
1st half revolution working stroke in left hand high Pressure
cylinder
2nd half revolution working stroke in low pressure cylinder
1st half revolution working stroke in right hand high pressure
{eylinder:evolution working stroke in low pressure cylinder.
There is thus an impulse in each half revolution as in an ordinary steam-engine
and by this means very steady turning and the best economical effect is obtained.
This cycle of operations and arrangement of parts lessens the impact due to the
great pressure of the gases, when first exploded (by reason of acting on a small
piston) and also enables the hot gases produced by ignition to be expanded down
to a lower temperature and pressure than has hitherto been possible.
It will have been noticed that in the single high pressure engine herein before
described there is a waste stroke in the charge cylinder during which the charge
previously drawn in is compressed and re-expands.
This waste stroke may be utilized by making the charge cylinder of half the
required area and causing the piston to deliver half the required volume of com-
bustible charge, at each stroke, the first cylinder-full being delivered to and stored
in a suitable reservoir.
Figs 1, 2 & 3, Sheet 3. shew such an arrangement of the various parts as will
effect this. 1 is the charge cylinder 2 the piston at same 3 the mixing valve & 4
the charge pipe leading to the charge inlet valve 4¹ on the working cylinder. 5 is
a. valve box having a back pressure valve 6 to prevent the return of the first
volume displaced by piston 2, and 61 is a spring loaded enclosed valve to permit the

page_text: second volume displaced by the piston 2 into the pipe or reservoir 4, to return into
the charge cylinder on the next outstroke of the piston instead of drawing in
through the mixing valve another charge.
The spring loaded valve will be loaded sufficiently to resist the pressure due to
the first volume being compressed in the pipe or reservoir and it only comes into
action when the charge inlet valve is not opened and the engine, not working to
full power. Fig 3 shews a sectional view of the valves and box as arranged to
suit the other constructional points of the engine-On sheet 3 Figs 1 & 2. shew
also an arrangement for flushing the working cylinder with air. The working
piston 16 is of larger diameter than the body of the trunk joining the two pistons
so as to leave an annular space in front of the working piston when in place in its
cylinder. This space 7 communicates by a pipe 8 and cheek valve 9. with a
reservoir 10, and there is also a pipe 11. by which the slightly compressed air can
return through a port 12 to the other side of the working piston when this port is
uncovered by the piston and so fluslí the working cylinder drawing out the
products of combustion through the exhaust valve.
A valve 13 is opened by a cam 14 (or it may be self-acting) admits air through
a pipe 15, into the annular space.
Having now described the nature of our invention and in what manner the saine
may be carried into effect, we wish it to be understood that what we beleive to be
irst The construction of gas motor engines in which the charge and working
pistons are connected together in the same line. the charge piston being
larger than the working piston for the purpose and in the manner
herein before described.
econd. The construction of gas motor engines in which a charge piston of larger
diameter than the working piston is used for the purpose herein before
described, the compression of the combustible charge occupying the whole
or nearly the whole of one revolution of the engine
bird The arrangement and combination of parts or modifications thereof of a
single or double high pressure gas engine as shewn on sheet 1 of the
drawings.
ourth. In a compound gas motor engine the cycle of operation described and the
mechanism and arrangement of parts or modifications thereof for carrying
same into effect as shewn in sheet 2. of the accompanying drawings and
whereby the diagram of pressure as shewn in Figs 4 & 5 Sheet 3 may be
produced.
fth The charge inlet valve shewn in Fig 4, on Sheet 1 or modifications thereof
in combination with either a high pressure, or compound gas engine.
xth. The charge inlet and exhaust valves and Modifications of same shewn on
sheet 2. consisting of a small piston on the valve spindle working in a
cylinder under the valve spindle guide for the purpose and in the manner
herein before described and shown in the drawing.
venth. The arrangement and combination of the heated tube and slide or mere
modification thereof for the purpose of igniting the charge of gas and air
as shown in Fig. 6 Sheet 1. whereby the contents of the pipe are expelled
just before firing and a more certain action obtained.
"
ghth In the compound engine as herein described, introducing into the low
pressure cylinder and clearance space a body of cool air at any desired
pressure so as to receive and absorb the heat of the exhaust from the
high pressure cylinders and convert same into work and also to serve
as a medium for transmitting the pressure of the hot gasés released from.
the high pressure cylinders to the position of low pressure cylinders.
•
.

page_text: th. In a gas motor engine as herein described the construction of an engine
wherein a charge piston of smaller diameter than the working piston and
connected and moving therewith is caused to compress the combustible
charge into the working cylinder in the manner as described and shewn
in the drawings on Sheet 3.
In Witness whereof we the said Christopher Thomas Wordsworth and
Herbert Lindley have hereunto set our hands and seals this eighteenth day
of January in the year of our Lord one thousand eight hundred and
eighty four:
CHRISTOPHER THOMAS WORDSWORTH (L.S.)
HERBERT LINDLEY
(L.S.)