Year: 1897

page_text: of the lever which operates the admission and gas valves. This lever is operated
in the usual way by a roller and cam, but is pulled back by a spring, which keeps
the roller in contact with the cam. The latter has a drop formed on it at the
part corresponding to the point of ignition, and when this part comes round to the
roller the lever is pulled back further and the timing valve opened.
The blade for operating the gas valve is also pivotted to this lever, so that one
lever and cam serve to operate the admission, gas and timing valves.
The rod above mentioned which communicates motion from the admission to
the timing valve lever simply rests on the top of the former, so that it may be lifted
clear and the timing valve kept closed while the cylinder is being charged with the
starting charge.
The second part of my invention relates to the governing of the engine.
For this purpose I pivot a weight to the fly wheel, or to a pulley, or disk, or arm,
the said weight having a surface concentric with the crankshaft when the weight
is in the full in position. The centrifugal force of this weight is opposed by a
spring, and a roller is placed so that during a certain part of a revolution the sur-
face above mentioned shall act upon it when the weight flies out, by reason of
excess of centrifugal force. This roller operates a rod which has at its other end
a hardened blade adapted to come in the path of the push blade that operates the
gas valve, when the weight flies out. By coming thus in its path it causes the
push blade to miss the notch in the gas valve spindle, and thus cut out a charge.
The pivotted weight is provided with a stop, so that its outward movement is
limited to a very small amount, say about one-sixteenth of an inch, and thus the
motion of the roller and rod is very slight.
The speed may be changed within certain limits while the engine is running,
and for this purpose I arrange another spring, which tends to press the roller
against the revolving weight, which, therefore, has to overcome the resistance of
this spring as well as the one attached directly to it before the roller is moved
and a charge cut out. As the revolving weight only comes in contact with the
roller during a part of a revolution, I provide a stop for the roller also, which holds
it clear of the revolving weight, except when the latter flies out.
Of course, two weights might be used, and arranged so that they would balance
one another, so far as gravity is concerned.
The third part of my invention has reference to the cooling of the piston, and is
more especially applicable to large engines.
For this purpose I propose to circulate water through the back end of the piston,
and my improvements consist in the arrangement of pipes for effecting this object,
the arrangement being also made to answer for an indicator gear.
To a standard, or bracket fixed to the frame-work of the engine I pivot a pair
of tubes held together at their upper and lower extremities by metal blocks, having
passages in them communicating with the tubes. Pipes are led, one from the
water supply and the other to the waste pipe, from the upper block, short pieces
of flexible pipe being interposed between the fixed pipes and the block. The
block at the lower extremity of the pipes, above described, is pivotted to a con-
necting rod, which is also pivotted in the piston, and thus the pipes swing like
the lever of an indicator gear. This lower block has in like manner short flexible
pieces of pipe connected to it and to fixed pipes, whereof one leads to the bottom
of the water space in the piston, and the other to the top. The flexible pipes both
at the top and bottom are preferably approximately at right angles to the plane
of oscillation of the lever formed by the two pipes, and thus the range of motion
of the flexible pipes is small, and consists chiefly of a twisting motion. A pin,
or quadrant is attached to the swinging pipes at a point near their fulcrum, and
serves to give motion to the indicator, when required. The swing pipes may be
bent, if necessary to clear balance weights on the crank etc.
The fourth part of my invention relates to a method of starting the larger
engines, and is chiefly applicable to those worked by fuel gas.
For the purpose of charging the cylinder with a mixture of air and
gas under

page_text: (The capacity of this pipe should be such that the gas it holds will be sufficient to
form a good explosive mixture in the cylinder.)
The cock leading to the atmosphere is then closed and that leading to the start-
ing cylinder opened, also the cock, or valve admitting steam to the under side of
the starting piston is opened, and the latter is forced up, compressing the air
above the piston and forcing it into the gas pipe, and driving the gas in front of
it through the lift valve into the engine cylinder. A portion of the air may pass
into the engine cylinder, and the charge may be ignited either by reason of its
increasing diffusion or I may arrange to keep the timing valve closed till the piston
has moved into a certain position, and then cause the timing valve to be opened,
and the lift valve admitting gas and air to be simultaneously closed by the motion
of some part of the engine.
When the engine is started the steam may be shut off from the starting cylinder,
and the piston allowed to fall as the steam condenses in the cylinder, a shifting
valve being preferably fitted to its upper end so as to admit air to again fill the
space above the piston.
The drain cock should, of course, also be opened either while the piston is
descending, or after all the steam is condensed.
The above described apparatus answers both as a self starter and as an arrange-
ment for blowing off the bad gas in the main before starting.
Where steam pressure is not available I may arrange to weight the piston in the
vertical cylinder, and fix gear for raising this weight, and letting it drop freely,
the displacing air being in this case below instead of above the piston, and the
weight taking the place of the steam pressure, and forcing the gas and air into the
engine cylinder.
T] 01
1007
I, JOHN HENRY HAMILTON, of Sandiacre, in the County of Derbyshire, Engineer,
do hereby declare the nature of this invention and in what manner the same is
to be performed, to be particularly described and ascertained in and by the follow-
ing statement: —
I shall describe my improvements as applied to a horizontal engine of the usual
four-stroke type, though the improvements are generally applicable to other types
also.
The first part of my invention relates to the arrangement and mode of operating
the valves. In the combustion chamber of the engine I form 3 circular ports
having their axes in one plane at right angles to the axis of the cylinder. To
these 3 ports are fitted valve casings, the exhaust valve being at the bottom side
of the combustion chamber and having its spindle vertical, the admission valve
being on one side with its spindle horizontal. Both of these valves open directly
into the combustion chamber. At the top of the latter, and directly over the
exhaust valve I place the block which carries the ignition or timing valve. This
block is fitted to the combustion chamber with a ground joint, and is of such
diameter that when it is removed the exhaust valve can be taken out. The timing
valve is of the usual description, and is placed horizontally. It is normally held
against its seat. by a spring, but opened at the right time for ignition by a small
lever pivotted to its outer guide. To the other end of this lever is pivotted a light.
rod, and this rod has a catch formed upon it, which catch engages with the top

page_text: flies out. By coming thus in its path it causes the push blade to miss the notch
in the gas valve spindle, and thus cut out a charge.
The pivotted weight is provided with a stop so that its outward movement is
limited to a very small amount, say, about th of an inch, and thus the motion
of the roller and rod is very slight.
The speed may be changed within certain limits while the engine is running,
and for this purpose I arrange another spring, which tends to press the roller
against the revolving weight, which, therefore, has to overcome the resistance of
this spring as well as the one attached directly to it before the roller is moved
and a charge cut out.
As the revolving weight only comes in contact with the roller during a part of
a revolution, I provide a stop for the roller also, which holds it clear of the revolving
weight except when the latter flies out.
Of course, two weights might be used and arranged so that they would balance
one another, so far as gravity is concerned.
The third part of my invention has reference to the cooling of the piston, and is
more especially applicable to large engines.
For this purpose I propose to circulate water through the back end of the piston,
and my improvements consist in the arrangement of pipes for effecting this object,
the arrangement being also made to answer for an indicator gear.
To a standard, or bracket fixed to the framework of the engine I pivot a pair
of tubes, held together at their upper and lower extremities by metal blocks having
passages in them communicating with the tubes. Pipes are led one from the water
supply, and the other to the waste pipe from the upper block, short pieces of
flexible pipe being interposed between the fixed pipes and the block.
The block at the lower extremity of the pipes, above described, is pivotted to
a connecting rod which is also pivotted in the piston, and thus the pipes swing like
⚫ the lever of an indicator gear.
This lower block has in like manner short flexible pieces of pipe connected to it,
and to fixed pipes, whereof one leads to the bottom of the water space in the piston,
and the other to the top.
The flexible pipes, both at the top and bottom, are preferably approximately at
right angles to the plane of oscillation of the lever formed by the two pipes, and
thus the range of motion of the flexible pipes is small, and consists chiefly of a
twisting motion.
A pin, or quadrant is attached to the swinging pipes at a point near their fulcrum
and serves to give motion to the indicator when required.
The swing pipes may be bent if necessary to clear balance weights on the
crank, etc.
The fourth part of my invention relates to a method of starting the larger
engines, and is chiefly applicable to those worked with fuel gas.
.
For the purpose of charging the cylinder with a mixture of air and gas under
pressure, I propose to utilise the steam from the boiler of the gas plant, as
follows:-
In a vertical cylinder I fit a loose piston, and to the bottom end of this cylinder,
I connect steam and exhaust pipes, while to the top end are connected air and
gas pipes. The gas pipe is led from the engine to the starter cylinder and on past
the latter to some convenient point for blowing off bad or surplus gas. At the
engine end this gas pipe is connected through a cock to the main gas supply, and
also through a lift valve to the engine cylinder.
The action of the apparatus is as follows:-
The top end of the starting cylinder being supposed to be full of air, and the
piston being at the bottom of the cylinder, the cock between the gas pipe and the top
of the starting cylinder being closed, and that between this pipe and the.
atmosphere open, the cock at the engine end is also opened and gas blown through
this pipe to the atmosphere. This is continued till such gas as may have accumu-
lated in the gas main is blown off, and the starter gas pipe filled with good gas.

page_text: Date of Application, 9th Nov., 1897
Complete Specification Left, 9th Aug., 1898-Accepted, 17th Sept., 1898
I, JOHN HENRY HAMILTON, of Sandiacre, in the County of Derby, Engineer,
dc hereby declare the nature of this invention to be as follows:-
I shall describe my improvements as applied to a horizontal engine of the usual
four-stroke type, though the improvements are generally applicable to other types
also.
The first part of my invention relates to the arrangement and mode of operating
the valves.
In the combustion chamber of the engine I form 3 circular ports having their
axes in one plane at right angles to the axis of the cylinder. To these 3 ports are
fitted valve casings, the exhaust valve being at the bottom side of the combustion
chamber, and having its spindle vertical, the admission valve being on one sido
with its spindle horizontal. Both of these valves open directly into the combustion
chamber. At the top of the latter and directly over the exhaust valve I place the
block which carries the ignition, or timing valve. This block is fitted to the
combustion chamber with a ground joint, and is of such diameter that when it is
removed the exhaust valve can be taken out.
The timing valve is of the usual description and is placed horizontally. It is
normally held against its seat by a spring, but opened at the right time for ignition
by a small lever pivotted to its outer guide. To the other end of this lever is
pivotted a light rod, and this rod has a catch formed upon it, which catch engages
with the top of the lever, which operates the admission and gas valves.
This lever is operated in the usual way by a roller and cam, but is pulled back
by a spring, which keeps the roller in contact with the cam.
The latter has a drop formed on it at the part corresponding to the point of
ignition, and when this part comes round to the roller the lever is pulled back
further and the timing valve opened.
The blade for operating the gas valve is also pivotted to this lever, so that one
lever and cam serve to operate the admission, gas and timing valves.
The rod above mentioned, which communicates motion from the admission to
the timing valve lever, simply rests on the top of the former, so that it may be
lifted clear and the timing valve kept closed, while the engine is being charged with
the starting charge.
The second part of my invention relates to the governing of the engine.
For this purpose I pivot a weight to the fly wheel, or to a pulley, or disk, or arm,
the said weight having a surface concentric with the crankshaft when the weight
is in the full in position.
The centrifugal force of this weight is opposed by a spring, and a roller is
placed so that during a certain part of a revolution the surface above mentioned
shall act upon it when the weight flies out by reason of excess of centrifugal force..
This roller operates a rod which has at its other end a hardened blade adapted
to come in the path of the push blade that operates the gas valve, when the weight

page_text: pressure, I propose to utilise the steam from the boiler of the gas plant, as
follows:-
In a vertical cylinder I fit a loose piston, and to the bottom end of this cylinder
I connect steam and exhaust pipes, while to the top end are connected air and
gas pipes. The gas pipe is led from the engine to the starter, and on past the latter
to some convenient point for blowing off bad or surplus gas. At the engine end
this gas pipe is connected through a cock to the main gas supply, and also through
a lift valve to the engine cylinder.
The action of the apparatus is, as follows:-
The top end of the starting cylinder being supposed to be full of air, and the
piston being at the bottom of the cylinder, the cock between the gas pipe and the top
of the starting cylinder being closed, and that between this pipe and the
atmosphere open, the cock at the engine end is also opened, and the gas blown
through this pipe to the atmosphere. This is continued till such bad gas as may
have accumulated in the gas main is blown off, and the starter gas
pipe filled with good gas. (The capacity of this pipe should be such
that the gas it holds will be sufficient to form a good explosive mixture
in the cylinder.) The cock leading to the atmosphere is then closed, and that lead-
ing to the starting cylinder opened, also the cock or valve admitting steam to the
under side of the starting piston is opened, and the latter is forced up, compress-
ing the air above the piston, and forcing it into the gas pipe, and driving the gas
in front of it through the lift valve into the engine cylinder. A portion of the air
may pass into the engine cylinder, and the charge may be ignited either by reason
of its increasing diffusion, or I may arrange to keep the timing valve closed till
the piston has moved into a certain position, and then cause the timing valve to
be opened, and the lift valve admitting gas and air to be simultaneously closed
by the motion of some part of the engine.
When the engine is started the steam may be shut off from the starting cylinder,
and the piston allowed to fall as the steam condenses in the cylinder, a shifting
valve being preferably fitted to its upper end so as to admit air to again fill the
space above the piston. The drain cock should, of course, also be opened either
while the piston is descending, or after all the steam is condensed.
The above described apparatus answers both as a self starter, and as an arrange-
ment for blowing off the bad gas in the main before starting.
Where steam pressure is not available, I may arrange to weight the piston in
the vertical cylinder, and fix gear for raising this weight, and letting it drop freely,
the displacing air being in this case below instead of above the piston, and the
weight taking the place of the steam pressure and forcing the gas and air into the
engine cylinder.
DESCRIPTION OF THE DRAWINGS.
Fig. 1, Sheet 1 is a cross section through the combustion chamber of a gas
engine, and illustrates the first part of my invention. Figs. 2 & 3, Sheet 2, and 4
& 5 Sheet 3 shew the governing arrangement, which constitutes the second part
of my invention. Figs. 6 & 7, Sheet 4, shew the water circulating arrangement
for the piston, which constitutes the third part of my invention, and Fig. 8 illus-
trates the self starting arrangement, which constitutes the fourth part of my
invention.
In Fig. 1 the exhaust valve E, the admission valve A, and block B carrying
timing valve T, are situated in one plane at right angles to the axis, the block B
being directly over the exhaust valve E. This block B fits to the seating in the
combustion chamber with a ground joint, and is held to this seat by a pair of
clamps (not shewn) in such a manner that it can be bodily withdrawn when the
nuts, which fix these clamps, are slacked off. The exhaust valve can then be
taken out, or can be ground to its seat, if necessary, or the admission valve can
also be removed for inspection, or cleaning.

page_text: The timing valve is operated in the following manner:
A short lever L is pivotted to the timing valve spindle guide G, and has pivotted
to its other end. the rod C, which is provided at its other end with a catch K
adapted to engage the end of the lever D, which operates the admission and gas
valves. This lever is provided with a roller F, operated by a cam H fixed to the
side shaft of the engine. The cam H is cut away at 2, thus allowing the roller
to drop when it comes to this point under the action of the spring S, thus open-
ing the timing valve, and igniting the charge. The point of ignition can be con-
trolled within certain limits by means of the nut 3 on the timing valve spindle. The
ignition may be effected by a hot tube, as usual.
Fig. 2, is a section through the crankshaft just inside the boss of the fly wheel,
and Fig. 3 a horizontal section through the fly wheel and governor weight.
To the fly wheel of the engine I attach a weight M by means of a
pivot N. This weight is allowed to oscillate through a small distance, but its
motion is limited in either direction by the stop O, and lugs 4 & 5. In the position
shewn, the outer circumference of the weight M is concentric with the crankshaft,
but when, by reason of increase in the centrifugal force, the lug 4 comes in con-
tact with the stop O, the outer circumference of M becomes eccentric, and the rod R
receives a small end motion through the roller Q at every revolution of the shaft.
The angular position of the weight M relatively to the crank is such that one of
the two end motions, which occur every cycle, takes place just as the blade I, which
operates the gas valve, is moving forward to engage a notch in the gas valve
spindle. The end 6 of the rod R has a hardened bevelled surface, which comes
in the path of another hardened bevelled surface on the blade I, and the latter is
lifted so as to miss the notch in the gas valve spindle, and so prevent a charge of
gas being taken in.
Figs. 4 & 5 shew the blade I and end of rod 6 to a larger scale, in two different
positions of the blade I. In Fig. 4 the blade is shewn just as it is going to move
forward to engage the notch in the plate 7 which is attached to the gas valve.
Should, however, the speed of the engine be too great the rod R receives an end
movement, and the bevelled surface of the plate I strikes against the bevelled
surface of the plate 8, and is thrown upwards, as shewn in Fig. 5, thus cutting out
a charge.
The speed may be varied by altering the strength of the spring P, Fig. 2 but if
it is desired to vary the speed while the engine is running, I arrange a spring J
acting on the rod R in such a manner that it tends to keep the roller Q in contact
with M, and so apply an additional resistance to the centrifugal force of the
latter. The tension of the spring J being varied the speed will also vary.
The rod R is preferably guided, as shewn, by guides X & Y, secured to the
frame-work of the engine, but it may be swung on crank arms. The weight M
need not be of the shape shewn, but this is the simplest form.
Figs. 6 & 7 shew my arrangement for circulating water through the piston.
This consists of two end pieces 9 & 10 joined by two tubes 11 & 12 which are fixed
in the end pieces, the whole forming a lever which is pivotted in a bracket 13
attached to the engine, and oscillated by a connecting rod 14 pivotted in the piston.
The latter has a water space 15 from which lead pipes 17 & 18, which are con-
nected to the pipes 11 & 12 by means of short flexible pipes, one of which 19 is
shewn in Fig. 7. Two similar short flexible pipes connect the upper ends of 11
& 12 with the fixed ends of the supply and waste pipes. Water is led from a tank,
or other source of pressure to the inlet pipe, thence passing, say to pipe 12 by
flexible pipe 21, thence by pipe 17 to water space 15, thence by pipe 18 and flexible
pipe to 11, thence through flexible pipe to waste. A pin 22 fixed to the swinging
arm can give motion to the indicator, thus making the arrangement act also as an
indicator gear.
Fig. 8 represents the arrangement for starting the engine.
In this 23 is the gas pipe conveving the gas to the engine main sunnly 24 is

page_text: the back end of the engine cylinder, 25 a lift valve opening into the cylinder, 26
pipe leading from self starter cylinder, 27 self starter cylinder provided with a
freely moving piston 28, 29 a steam pipe provided with a cock or valve 30, 31
an air inlet valve, 32 shut off cock, 34 cock and pipe for filling pipe 26 with gas
and 35 drain and exhaust cock or valve.
The operation of starting is as follows;-
The cock 32 being shut and 33 open, the cock 34 is opened, and gas is allowed
to flow till the pipe 26 has become full of gas, and all the bad gas is blown out of
this pipe and pipe 23. The cocks 33 & 34 are then closed and 32 opened, and steam
is turned on to the bottom of the piston 28 by cock or valve 30. The piston then
rises compressing the air above it, and forcing the latter into the pipe 26 pushing
the gas
before it through the valve 25 into the combustion chamber of the engine.
The crank, having been previously put somewhat over the centre on the explosion
stroke, is forced forward by the increase of pressure due to the entrance of gas and
air into the combustion chamber, and the charge so formed is ignited either when
an explosive mixture reaches the hot part of the tube, the timing valve being
open during the charging process, or the timing valve may be held closed during
the charging operation and opened at a definite point of the out-stroke when
ignition will take place. After the first explosion the charges are admitted and
ignited in the usual manner. After the charge has been forced into the engine
cylinder the cocks or valves 32 & 30 are closed, and the piston 28 allowed to
descend as the steam below it condenses, air being drawn in through the valve 31
to re-fill the cylinder 27. The water from condensation may be let off through
the drain cock 35. Instead of the valve 31 there may be a cock to admit air to the
top of the cylinder.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
1. In a gas engine of the four-stroke type, the arrangement of the admission,
the exhaust and timing valves, substantially as described and shewn in Fig. 1 of
the accompanying drawings.
2. A shaft governor for a gas or oil engine consisting essentially of a weight, or
weights pivotted to the fly wheel, or other part fixed to the crankshaft, and
arranged so that when the speed is too high these weights cause a bevelled surface
to be interposed in the path of the push plate that operates the gas valve, sub-
stantially as described.
3. A water circulating arrangement for the piston of gas, or oil engine, sub-
stantially as described with reference to Figs. 6 & 7 of the accompanying drawings,
4. A self starting arrangement for gas engines, substantially as described and
shewn in Fig. 8 of the accompanying drawings.
Dated this 6th day of August 1808