US289691A - Gas engine - Google Patents

Description

(No Model.) 4 Sheets-Sheet 1.

L. H. NASH.

GAS ENGINE.

No. 289,691. v Patented Dec. 4,1883.

(No'ModL) 4 Sheets-Sheet 2.

I L. H. NASH.

GAS ENGINE. No. 289,691.. PatentedDec. 4, 1888.

N. PETERS. PhaivLilhugraphvL Wahinglnln u c.

4 Sheets-Shevet 3.

- Patented Dec. 4

L.H. NASH.

GAS ENGINE.

Illlllllll (No Model.)

N. PETERS. Pinata-Litho ra hy, Walhinglon. O.

- 4 Sheet'sSheef 4. L. H. NASH.

(No Model.)

GAS ENGINE.

- Patented Dec. 4, 1883.

N. PETERS FhoXo-Lillwgrapller, Washinglon. u. C.

I jacket therefor.

U ITED STATES PAT NT Orricn.

LEVIS HALLOOK NASH, OF BROOKLYN, ASSIGNOR TO THE NATIONAL METER COMPANY, OF NEYV YORK, N. Y.'

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 289,691, dated December 4', 1883.

7 Application filed April 18, 1883. (No model.)

To mZZ whom it may concern.-

Be it known that I, LEwIs I-IALLOOK NASH, a citizen of V the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Gas-Engines, of which the following is a specification.

In an application for a patent made by me March 19, 1883, I have described and claimed certain matters of invention in a single-acting, gas-engine particularly directed to the saving of the heat abstracted by the use of a circulation of water usually employed to cool the working-cylinder, in the form of a water- The heat hitherto lost in the employment of the water-jacket is by my said invention absorbed by the gaseous-mixture, after compression, in passing over the heated parts of the engine on its way to the workingcylinder, and the gaseous mixture is thus utilized asa cooling elementby reason of being compressed at a comparatively cool temperature in the presence of water by the forward stroke of the piston, and caused to pass from a compression-chamber over and around the hot cylinder and the working parts in its passage to the cylinder from a suitable storing-chamber. The heat thus absorbed from the engine by the gas under compression serves to increase its elastic force within the cylinder, and in this way the compressed working-gases are used as the medium for preventing the cylinder from being unduly heated, and the heat taken therefrom is saved as an element to increase the elastic force of the working-fluid.

The invention herein is directed to certain improvements in the gas-engine, whereby itis air, water, and gas into a compression-chamber formed in the forward end of the cylinder, and is compressed by the forward stroke of the piston. The heat produced by the comsupplied to the ligl1ter3'ets.

will be very small, and gas may not be used at all in the compression-chamber, but only using gas to effect the lighting of the charge The liquid fuel injected into the compression-chamber will,

by its evaporation by compression, absorb much of the heat developed by the compression of the gases, and thus reduce the temperature of the working-fluid, and to assist in effecting this cooling action cold water may be injected with the liquid fuel. Provision is made for starting the engine by the pressure of the workingfluid stored in the storagechamber, or by a gaseous fluid formed in the lubricating-chamber by the heat thereof. Two

or more coacting cylinders are combined with a gas-storage chamber which communicates with the compression-chamber of each cylinder, so that the com-pressed gases are discharged from each cylinder on the forward stroke of the piston into the storage-chamber,

wherein they accumulate and maintain a suffi cient,pressure to be utilized as a starting power. The burning of the gases within the cylinder serves to heat the engine, and thereby allow it to be operated by the volatile liquid injected into the heated cylinder.

" "Having thus briefly stated the several matters of my invention, I will now more particularly describe the same, reference being had to the accompanying drawings, which illustrate one form of engine adapted for carrying it into practical effect.

Figure 1 represents a vertical central section of an upright double-cylinder single-acting gas-engine, showing one piston at the point of ignition and the other on its returning stroke. Fig. 2 represents a similar sec tion taken at right angles to Fig. 1 through the valves. Fig. 3 represents a vertical secscribed.

tion taken centrally between the cylinders, showing the storage-chamber for the combustible mixture compressed in the compression-chamber. Fig. 4 represents a vertical section taken through the valve-chamber of V. Fig. 5 represents a horizontal section taken through the line as x of Fig. 1. Fig. 6 represents a similar section taken on the line y y of Fig. 1. Fig. 7 represents a vertical section through the valves in position 011 the return-stroke of the piston; Fig. 8, a similar section, showing the valves in position when the charge is being admitted.

I have shown myzinvention as applied to a double-cylinder upright engine, the cranks being set opposite to each other; but two or more cylinders may be arranged inclined to each other, and the cranks may be set at suitable angles. A single cylinder may also be used when the liquid fuel is employed.

The cylinders A A are single-acting, and are formed within an upright case or shell, K, which also incloses the operating parts.

A storage-chamber, D, is formed in the upper part of the case or shell, and extends from the top thereof to below the lower heads of the cylinders, on each side of and beneath said therefrom during the working of the engine;

but it may be supplied with an explosive mixture by independent means, such as an inde pendent air and gas compression. pump. This communication is effected by check-valves '0 0 arranged in the storage chamber, and

adapted to open a passage in the lower head of the cylinder, as shown in Fig. 1, being closed by a spring and opened under the pressure in the compression-chamber, so that the storage-chamber D communicates with the compression-chambers and with the power ends of the cylinders, as will be presently de- Beneath this chamber the shell incloses the working parts, and forms a reser-. voir, I, for oil and water for lubricating the working parts.

The cylinders are arranged at the top of the case, and are closed at their upper ends by a removable head, As the working-fluidis stored at a comparatively low temperature,

. eratingparts.

and is in contact with both sides and lower heads of the cylinders, it acts as a heat-ahsorbing medium, and therefore prevents the undue heating of the cylinders and of the op The supply and exhaust valves are also inclosed by the case, and are subjected to the cooling ofiect of the compressed working-fluid.

The forward ends of the working-cylinders form compressiomchambers G 0 wherein the volatile liquid is injected, vaporized by compression with air and water, and gas when used,

and forcedinto the storage-chamber D as a combustible vapor, where it is constantly maintained under compression for use in the cylinder. The other end of the cylinder is the power end, into which the gases are admitted by the valves and ignited in any suitable way.

The forward ends of the cylinders A A terminate in open cylinders B 13*, Fig. 6, of less diameter than those within which the pistons P 1? work, and form bearings for the trunks or hollow rods R R, which support the pistons and act as slideways to them. These smaller cylinders B B have sufficient length to form a good bearing and tight joint for the hollow piston-rods, which open into the lubricating-chamber I, and thereby lubricate the piston-rod connections. The pistons 13 P do not touch the working-cylinders, being supported by the rods R R and provided each with a packing-ring, D D", suited to stand a high temperature. H H is suitably secured over the rear ends of the pistons, to protect them from the direct contact of the ignited gases. The greatest heat will be developed in the end of the cylin- .der where the gases ignite, and this part of the cylinder will become very hot, and the cap, working within this hottest part of the cylinder, nearly fills it on the return-stroke of the piston, and by making said cap of sufficient length the packing-ring will be caused to work in a comparatively cool part of the cylinder. Piston-rods R R secured to the caps, pass through stuffing-boxes in the cylinderhead H and serve to support the pistons and prevent them from touching the cylinders.

The case is made air-tight when the chamber I is used for the evaporation of gaseous vapor from a volatile fluid, and itis provided with heads I for access to the working parts. The power-transmitting crank-shaft S passes through the lower end of the case, and its cranks K are connected to the piston-rods R It by rods R having a rocking bearing on said pistonfrods and connections R which are connected to the wall of the shell K by guide- A hollow cap or cover,

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arms It, in a manner and for the purpose sct forth in mysaid application.

The valves V V are arranged in chambers formed in the case K, and communicate with each other by a passage, F, formed at the top of the case, and communicating by the opening a with the storage-chamber D by the set quartering with the crank K, so as to open the ports of said valve V throughout the full stroke of the piston. This valve V also controls the exhaust, the admission of the products to the compression-chamber O, and the admission of the compressed gases to the cutoff valve V arranged to communicate with the valve V through the passage e. For the purpose of starting the engine, the passage 6 is connected by the pipe d with the cylinderpassage f, so that the valve V may operate the engine independently of the cut-off valve V while the engine is being started. The valve V operates to cut off the admission of the charge to the cylinder when the cook a of the pipe (1 is closed to light the charge and to operate the lighter-jets. The compressed gases are admitted to the valves V V through the passage F from the storage-chamber D, while the pipes W W serve to admit the water and fuel mixed together into the'valveports 1" i of the valve V, whence it is admitted into the compression-chambers O O. The valve V has a lighter-space, L, within which an internal lighter-jet, J, burns, and is supplied through the pipe 19, an external jet, J, being arranged to relight the internal jet, J, at each stroke of the piston from the same sup- 1 p f he lighting of the charge by means of the jets is the same as that usually practiced ,in

gas-engines; but I may employ any suitable means for ignition, as by the electric spark, in which case the use of gas may be dispensed with after the engine is in operation with the liquid fuel.

The valves shown are adapted to operate the engines in one direction only butI do not limit myself to the use of any particular form of valve, nor to its application to an engine having a fixed point of cut-off, but may use any approved form of valve or operating mechanism with a variable cuteoff, or to run either backward or forward.

The liquid fuel may be injected into each compression-chamber, or into one of them, and after passing through the valved opening therein will fall into the storage-chamber D, where the fuel not previously evaporated by the heat of the compression will be evaporated by contact with the hot engine-walls, so that its vapor will become mixed with the compressed gases in said storage-chamber.

Engines having a variable cut-off may be operated by simply lighting the mixed gases as they flow into the power-cylinders,in-starting the engine when cold, from the gas in the storage-chamber; but I have shown a simple method of starting the engine provided with a fixed cut-off by means of the gases stored in the chamber around the cylinders. WVith such a cut-off the valves operate to admit the gaseous charge at the beginning of the stroke, and to continue the admission of the gases throughout the stroke, except during thetime when, the gases having been ignited in' the cylinder, the pressure of the gases therein is greater than that in the storage-chamber, at which time acheck-valve, 0, in the pipe at prevents the return of the gases in the cylinder to the storage-chamber.

To start the engine when-there is a suflicient pressure of the gases in the storage-chamber to drive it, the operating-valves are opened and the engine will move under such pressme, and since the valves are constructed to operate through the full stroke of the engine it can be started from any part of the'stroke not on the dead-center. As soon as a piston has reached the point at which the ignition of the charge takes place, the explosion of the same will drive the engine forward, at the same time closing the check-valve c or 0 in the pipe d or d", and thusprevent further admission of the compressed gases during this stroke, unless the pressure of the exploded gases in the cylinder should fall by expansion and loss of heat to a lower point than the pressure of the gases in the storage-chamber. In such case the engine would be caused to complete its stroke by a further admission of compressed gases. The pressure of the gases in the storage-chamber will be maintained by the fresh supply of the liquid fuel, which will be compressed in the compression-chambers 0 G and delivered as combustible vapor in the storage-chamber D at each stroke of the piston; for, since the gases in the power-cylinder are hot, it will not take such a large quantity of the cold gases from the storagechamber D as to exhaust the latter before the engine is in operation. It will thus be seen that in order to start the engine it is only necessary to have a sufficient pressure of gas in the storage-chamber to overcome'the friction of the engine. If the engine has been at work and only stopped for a short time, there will be a sufficient pressure of gas in the storagechamber for the purpose; but if it has been stopped for a long time it will be found that the pressure will not be sufficient by reason'of leakage. To produce sufficient pressure in such case, I provide an air-compression pump of sufficient capacity to compress enough air and gas tofill the storage-chamber and connect it with the pipe 19 Fig.2, which pump may be worked by hand or otherwise. As soon as a sufficient pressure is obtained in the storage-chamber the engine can be started, as stated. As the power-cylinders and the hollow piston-rods are surrounded by the compressed gases, they are kept from being unduly heated, because the gases will be very much colder than the powercylinder, and therefore will abstract heat from it.

The operation of the coacting pistons and their valves being identical, it will be sufficient to describe the operation only of one of the pistons and its valves.

The engine having been started and the piston 1? being on its'back-stroke, air enters the compressionchamber 0 through the port 2', as

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the latter is opened and closed by the valveport z" in the valve V, the air-entrance being formed in the wall of the shell, as shown in Fig. 4. Gas is admitted through the pipe 9 into the port 1'? of valve V, as in Fig. 7, when it enters the port 2" of the same valve, while the liquid fuel and the water mixed together i are admitted through the pipe WV into the same valve-space, the whole passing into the compression-chamber 0 through the port 2". At the same time the waste gases are expelled through the port 0. \Vhen the piston has completed its back-stroke, the valves are in the 'position' shown in Fig. 8, the outlet-port O is closed, and the ports 6, g, and IV also closed by the valve V, so that the forward stroke of the piston compresses the liquid fuel and gases contained in the compression-chamber O, forcing them through the stop-valve cinto thestoragechamber D. At the beginning of the forward stroke of the piston the port of valve V opens communication through the port h with the inlet-passage F, and through the port 6 with the port m of valve V, so that the compressed charge passes from the storage-chamber D through ports and passagesF, h, k, e, m, and f to the cylinder-space A, until the valve V closes said communication with the cylinder-space A by closing the port f, which is shown in Fig. 2 as just on the point of being closed by the valve V At this time the port .15 of valve V will be full of gas, which has entered through the pipe 9. The valve V now opens communication with the storage-ohan1- ber D, Fig. 8, through port 8, so that the compressed gases, entering at s, will carry in with them the gas contained in i and 1" through port 1-, which is opened by port n of valve V and hence they will pass through the passage L into the passage f, where they will issue near the lighter-valve V At this instant the valve V opens communication between the lighterspace L and passage f, so that the flame issuing from the lighter-jet J is communicated to the gas issuing from L, and thence to the charge. The valves are shown in the positions they occupy, respectively, in Fig. 2 just previous to the instant of ignition, in Fig. 7 on the return-stroke of the piston, and in Fig. S during the admission of the charge.

I have shown and described my invention as applied to two coacting single cylinders; but it is obvious that I may construct a single-cylinder engine to operate in the same manner.

In starting the engine when cold, the throttle-valve to, Figs. 8 and 5, is closed, and a mixture of gas and air, under pressure, is admitted to the storage-chamber D through pipe 19 and cock (6. The cook a in the pipe (1 is now opened, making free communication between the port 6, operated by valve V, and the cylinder-passagef, leading'to the cylinder-space A. The cook a" is also opened for the same object with relation to the cylinder-space A".

The throttle-valve a now being opened, the pressure of the compressed gases is admitted through the passage F to port h, and through port is of valve V to port 6 it passes through the pipe d and the port f into the cylinderspace A, driving the piston 1 forward until it has completed. its stroke, during which time the piston P is making its return-stroke. The valve V now closes the ports 6 k and opens the exhaust-port O for the return-stroke of the piston 1?, while the corresponding valve of piston P opens communication with the passage F through its ports 6 71?, Fig. 5, so that the compressed gases pass into the cylinderspace A through the pipe d and port f thus driving the piston P forward. As soon as the piston P has reached the point where the gases are ignited, the ignition of the chargeis effected by the lighter-valve V, and the ex plosion of the charge closes the check-valve 0 of the pipe 61 thus closing all the communication with the storage-chamber D until the pressure in the cylinder-space A becomes less than that in the storage-chamber, at which time more gas will enter through the pipe 0?, completing the stroke of the piston P Both cylinders now operate as described, and the engine-case is gradually heated by the ignition of the gases at each stroke, and the cocks a? and a are now gradually closed, thus making the engine operate as a simple explosivegas engine. When the engine is sufficiently hot, liquid fuel is admitted to one or both of the cylinder compression-chambers O or O through the pipe W or V Fig. 5, with water for admixture with the entering air and gas. As fast as the liquid fuel is evaporated the supply of gas may be diminished until the engine is operating by the vapor of the liquid fuel, the gas being used to operate the lighter that is to say, after the engine is in running order, I gradually admit the liquid fuel through the pipes \Vand WV until the engine is operating by liquid fuel alone, gas being only supplied to the lighter-jets J J through the pipe I have thus described a simple means of starting a gas-engine wherein the point of cutoff is fixed by the connecting and operating mechanism of the cut-off valve so as to occur in a definite portion of the stroke; but it will be understood that my invention is not limited to an engine operating inthis way, but it may be applied to an engine operated by a variable cut-off as well, by adjusting the cut-off so as to first admit the gases through the full stroke and lighting the mixture as it enters the power-cylinder, then causing the engine to cut off shorter until it is in full operation and sufficiently heated to operate as a simple explosive-gas engine. The important matter of this part of my invention consists in the operation of starting the engine by the pressure of the stored working-fluid, in which the engine is first operated by the pressure of said fluid as a simple compressed-air engine,

case.

charge in the same manner as gas-jets.

then heated by the ignition of the gases, and, when the engine is hot, changing the operation of the engine by suitable valve mechanism to operate as a simple explosive-mixture gas-engine.

I have described the engine as being operated by a combustible mixture produced from the liquid: fuel, air, and gas, which has been admitted into the compression-chambers O and 0 but I may operate the engine by the vapor of a volatile oil which is injected in the lower lubricating-chamber, I, of the inclosing- This chamber I, besides serving as a reservoirfor oil to lubricate the working parts, may be utilized as an air-tight storagechamber for gaseous vapor for operating the engine. This maybe done by injecting a volatile fuel through an external pipe, 12, entering the case, the heat of which will evaporate this fuel, so that the upper part of the chamber I will be filled with the vapor of the fuel and water, which may be used for the purpose stated. An external pipe, f, provided with a controlling-cock, a, leads from the chamber I to the pipe 9 by which the lighter-jets are supplied with this combustible vapor to light the A pipe, 10 provided with a controlling-cock, a leads from the chamber I to the gas-supply pipe 9, by which the engine is supplied with the gaseous vapor thus produced by the volatile fuel. A similar pipe may connect the pipe 9 with the chamber I for the same purpose,

In operating the engine by means of vapor produced in the chamber I, said chamber forms an evaporator for the liquid fuel, and the introduction of air therein is not necessary, the gaseous vapor being supplied to the pipe 9 to operate the engine in the same manner as when gas is used. The vapor from the volatile fuel acts the same as gas, and when the engine is operated by gaseous fuel the chamber I forms the source of supply.

vA governor may be applied to the cocks of the supply-pipes 39 to control the supply of the gaseous vapor to the engine. These pipes pfp" form an outside communication of the chamber I with the engine; but such communication may be made through cored passages in the engine-case. An external pipe, (1 controlled by a cook, a, connects the chamber D with the lower chamber, I, by which compressed air may be caused to enter said chamber I, and thus drive the gases contained in the latter into the engine. In this case the air and vapor will enter the chamber D through the valves 2) o and be compressedin the cylinder-chamber, the same as when using gaseous fuel to operate the engine.

It is also obvious that the engine may be operated by a working-fluid produced at the same time in the storage-chamber D and in the lubricating-chamber I, as described, the two supplying-chambers communicating with the valve system of the engine, as shown and stated, or in any suitable way, so long as the engine is constructed and is adapted to produce the gas by which it is operated from a liquid fuel capable of being evaporated in the presence of heat and under compression.

In the construction shown the volatile liquid fuel is injected into the engine-case upon the heated working-connections to produce gas for operating the engine 5 but the same result may be obtained by casting a chamber anywhere contiguous to a heated portion of the engine casing or cylinder, into which the volatile liquid may be injected, and the gaseous vapor used, as stated, from chamber I.

The construction of the engine provides four steps in methods of operation: first, by means of gas and air, as in ordinary gas-engines; second, by means of gas and liquid fuel injected into the air-compression chamber or pump, so that the fuel is stored with the air in the chamber D and used as described, gas being-used to effect the lighting; third, by liquid fuel injected into the compressionchamber and mingled with air; and, fourth, the chamber I is used to evaporate liquid fuel, because it is hot enough to do so, and the vapor of this fuel is conducted to the gas-supply pipes of the engine to operate it. The gases stored in the chamber D are alone sufficient to start the engine in operation, and in this operation it will be necessary to use a supply of gas, or a combustible vapor of oil from any source, when the engine is cold.

When the engine is operated by liquid fuel injected within the air-compression chamber, it will develop a steady power, as for a marine engine; but when it is desired to operate the engine with a variable power it is best to do 'so by means of fuel injected within the chamber I, the amount of gaseous fuel supplied to the engine-case being regulated by the supply-cock a, Fig. 2. If desired, such supply may be regulated by a governor.

The two last-described methods of operating the engine may be either used together or separately.

The engine may be operated by por supplied from the chamber I by the pipe 12", the lighter being supplied through the pipe 1 or vapor producer, and forms the gas-supply. When liquid fuel is injected into the compression-chamber O or 0 gas is not needed there, as the liquid will furnish all the fuel required to run the engine, gas only being supplied through the pipe 10 to effect the lighting. When the chamber I is not used for producing gaseous va- In this case the chamber I is only a gas" the working-fluid, as stated, it is used for coolthe compression-chamber, and thus work as a engine indefinitely. I may now out off the supply of gas from the pipes g and g and operate the engine by liquid fuel, which will be injected into the compression chamber and compressed with the air.

I have stated that the fuel and water may be admitted through the same pipe mixed together; but a separate pipe may be used for each, if desired.

In Fig. 5 the watersupply pipes NV and W are shown, and the air and gas supply pipes g and g and it will be understood that these supply-pipes have corresponding relation to valves of both operating-cylinders, while in Fig. 2 is shown the pipe WV through which liquid fuel, with water, is injected into the chamber I, and the vapor produced therefrom used to operate the engine, as described. It will, however, be understood, referring to my application filed July 5, 1883, that I do not claim herein anything claimed in said application, the same subject-matter of invention being shown and described herein which is specifically claimed therein.

I claim- 1. A gas-engine cylinder adapted to vaporize a liquid fuel, in combination with a stor age-chamber into which a gaseous mixture is forced by the working-piston, substantially as described.

2. A gas-engine cylinder provided with a combustion and a compression chamber, the latter being adapted to vaporize a liquid fuel, in combination with a storage-chamber for a compressed gaseous mixture, having suitable inlet and outlet valves, substantially as described.

' 3. The combination, in a gas-engine, of one or more single-acting cylinders having pistons adapted to divide each cylinder into a receiving and compression chamber for the fuel, and a chamber for the charge of combustible gases, with a storage-chamber for the compressed gases, having suitable valved communication with the compression chambers and the charge-receiving chambers of the cylinders,

whereby the compression-chambers of the sevstructed and adapted for operation substantially as described, for the purpose specified. 5. The method of operating a gas-engine,

which consists in injecting liquid fuel direct into the cylinder compression-chamber with a supply of air, and discharging the gases produced from said liquid fuel under compression into a storage-chamber, whence they pass into the power-cylinder for operating the engine, substantially as set forth.

6. The method of operating a gas-engine, which consists in injecting liquid fuel direct into the cylinder compression-chamber with a supply of air, discharging the gases produced from said liquid fuel under compression into a storage-chamber for supplying the power-cylinder, and lighting the charge by a separate supply of gas, substantially as described.

7. The method of operating a gas-engine, which consists in compressing the air and combustible within a storage-chamber, using the pressure of the stored combustible fluid to start the engine, burning the said combustible fluid within the cylinder'to heat the engine, and finally operating the engine as an explosive-gas engine, substantially as described.

8. The piston-connections of a gas-engine, inclosed by the chamber I, wherein water is injected to cool the engine-case and said connections, as described.

9. The method of producing an explosive gaseous mixture, which consists in injecting liquid fuel with air into a chamber, compressing the same, and vaporizing the liquid by the heat produced by compression, substantially as described. I

10. The method of operating a gas-engine, which consists in injecting a liquid fuel with air into a compression-chamber, absorbing a part of the heat developed by compression, and then reducing the temperature of the working-fluid, substantially as described.

11.. The method of reducing the temperature of a compressed gaseous mixture and cooling the working parts, which consists in injecting into a compression-chamber liquid fuel mingled with cold water, substantially as described.

12. The combination of the cylinder-valves V V passage F, throttle-valve a, and the storage-ch amber D, substantially as described.

13. The valve V, eccentric y, set quartering to the crank, to open the ports of said valve V throughout the full stroke of the piston, in combination with the cut-off valve V and through-passage e, substantially as described.

14. The combination of the valve V, passage e, pipe d, and cylinder-passage), whereby the engine may be started independently of the cut-off valve.

15. The combination of the compressionchamber, pipes for admitting fuel and water thereto, and a valve for controlling the same, substantially as described.

16. The method substantially herein described of operating a gas-engine, which consists in introducing therein a charge of air and gas under compression, and working the engine therewith until the parts have become and discharging. the gaseous product into a heatedsufficiently to volatilize a liquid fuel, storage-chamber, from which it is conducted then. injecting such liquid. fuel into acomprest0 the working-cylinder in charges. sion-chamber and continuing the operation by 'In testimony whereof I have hereunto set my 5 means of the gaseous mixture evolved from hand in the presence of two subscribing wit- I 5 the liquid fuel and air. nesses.

17. The method substantially herein de- LEWIS HALLOOK NASH. scribed of operating a gas-engine, which con- \Vitnesses:

sists in injecting liquid fuel into a compres- A. E. H. JOHNSON, r0 sion-ehamber with a supply of water and air, J. NV. HAMILTON JOHNsON.

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