Improvements in or connected with Gas and Oil Engines.
Year: 1893

page_text: Date of Application, 28th Mar., 1893
Complete Specification Left, 19th Dec., 1893-Accepted, 20th Jan., 1894
PROVISIONAL SPECIFICATION.
Improvements in or connected with Gas and Oil Engines.
I, HEINRICH BERK, Civil Engineer, of 7 Rossmarkt, Chemnitz, in the Kingdom
of Saxony, do hereby declare the nature of this invention to be as follows:-
This invention relates more particularly to gas engines adapted to perform a
cycle of four operations, such as the Otto engine, and has for its principal object
the better utilization of the energy of the expanding gases, by increasing the
piston surface upon which the gases act after the ignition of the combustible
mixture.
For this purpose I employ, in addition to the ordinary power cylinder or four-
cycle cylinder, an auxiliary cylinder into which a portion of the expanding gases
enters immediately after ignition, so that the expanding gases act not only on the
piston of the main cylinder, but at the same time also on the piston in the auxiliary
cylinder.
I prefer to employ three cylinders working side by side on the same crank shaft,
the right and left hand cylinder being main cylinders at different stages of operation,
while the middle one is the auxiliary cylinder adapted to work alternately in
conjunction with the right and left hand inain cylinder. The three pistons move
always in the same direction (simultaneously forward and simultaneously backward)
and arrive at their dead centres at the same time.
The head of the intermediate or auxiliary cylinder forms a separate casting
which contains the distribution valves for the auxiliary cylinder and serves to
connect the two main cylinders, with each other and with the intermediate
cylinder.
The whole valve gear is set in motion from the crank shaft by a pair of
horizontal shafts arranged right and left of the group of cylinders and parallel to
the same.
Each of the two main pistons draws in explosive mixture during the first out-
stroke and compresses it during the first instroke; during the second outstroke the
mixture is ignited, and during the second instroke the waste gases are driven out.
While the first main piston makes its first outstroke, the second main piston makes
its second outstroke, and vice versa, so that the ignitions in the two cylinders take
place alternately.
At each revolution of the middle crank the middle cylinder is caused to com-
municate through one of two intermediate valves with that main cylinder, in
which the combustion takes place, while communication with the other main
cylinder is interrupted.
During the return stroke, the waste gases from the main cylinder are discharged
directly through the corresponding valve, and those from the auxiliary cylinder take
the same course, after having passed the intermediate valve.
The reversal of the intermediate valve takes place before the pistons have
completed their instroke, in order to compress the gases slightly, so as to establish
nearly the same pressure at the back and at the front of the intermediate valve and
thereby to facilitate its operation by the valve gear. At the moment of ignition
the intermediate valve should have fully opened, in order to allow the expanding
gases to pass into the auxiliary cylinder as freely as possible.
The admission valves for the main cylinders are preferably slide valves, while the
intermediate and discharge valves are lift valves.
As the intermediate valves are exposed to the heat of the gases of combustion at

page_text: the moment of ignition, provision should be made for their efficient cooling through
flexible pipes.
For this purpose, the valve, together with the valve spindle, is made hollow and
provided with a continuous supply of cooling water which enters the lower end of
the valve spindle through a flexible pipe and escapes at the upper end after having
passed through the valve.
The lower half of the valve spindle (extending from the valve downward through
the lower stuffing box or guide) is preferably made in one piece with the conical
valve, while the upper half (extending from the valve through the upper stuffing box
or guide) forms a separate piece which is detachable, and extends into the interior of
the valve, where its extremity is closed by a plug. Communication between the
water space of the valve and the interior of the upper spindle or tube is established
through radial openings formed in the spindle immediately above the plug.
The water ascending into the valve is therefore forced towards the circumference
of the same, before it can enter the upper half of the spindle, or the guide tube.
The intermediate or auxiliary cylinder may have a separate discharge valve for
the waste gases.
If now after every power stroke that intermediate valve which has
admitted the expanding gases into the auxiliary cylinder, is closed and the discharge
valve is kept closed during a portion of the ensuing instroke, the partial condensation
of the waste gases by external cooling may form a partial vacuum, so that the
auxiliary piston performs useful work also during the first half of its return
stroke.
In some cases, the intermediate valve admitting the expanding gases to the
auxiliary cylinder may be closed a considerable time before the completion of the
outstroke or power stroke.
Dated this 28th day of March 1893.
FAIRFAX & WETTER,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or connected with Gas and Oil Engines.
I, HEINRICH BERK, Civil Engineer, of 7 Rossmarkt, Chemnitz, in the
Kingdom of Saxony, 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 following statement :-
The object of this invention is, to take full advantage of the power-generating
gases produced in gas and petroleum engines, by causing the said gases, as they
rise to a high pressure in the motor cylinder, partially to pass into an auxiliary
cylinder, where the portion of the gases thus admitted is allowed, in additional
expansion chambers, to act upon the surfaces of auxiliary pistons; so that more
space for expansion and larger piston surfaces are submitted to the action of the
entire motor-gas supply (at the moment when such gas is developing the maximum
amount of heat and energy), than have hitherto been available in the suction or
main cylinder alone.
The peculiar construction of the improved engine is illustrated in the accom-
panying drawings, in which
Fig. 1 is a side elevation, Fig. 2 a horizontal section and Fig. 3 a cross section
through the cylinders and valves of an engine embodying my invention.
The other figures are diagrams and detail views.
Three cylinders b, c and d are arranged parallel to each other and secured to
one common frame or support a in the usual manner. The open cylinder ends
extend some distance into the support, while their opposite closed ends (at the
back) project beyond the support, and carry the valves and other means for the
distribution and ignition of the motor fluid. The main shafte is provided with
I .

page_text: three cranks, all extending in the same direction, and the pistons b', c and d of
the cylinders b, c and d, respectively, are connected with these cranks by their
rods b, c, and in such a manner that the said pistons ¹, c¹, and d¹ always
move in the same direction, and simultaneously reach the ends of their alternate
backward and forward strokes.
The two cylinders b and c are the main power cylinders, the third or auxiliary
cylinder d being interposed between the two, in as close proximity to each as
possible. For the admission of the motor fluid, and the ignition of the charge,
the cylinder heads secured to the free rear ends of the two main cylinders b
and care provided with suitable means of inlet and ignition, such as ignition and
distribution valves; while the auxiliary cylinder d is fitted with a large head or
closing piece, extending across the three cylinders b, c, d and connecting them
together; the intermediate valves and cand the outlet valves 68 and being
also located in this transverse head piece.
The distributing shafts and k driven from the main shaft e, each complete
revolution of which makes them, alternately, perform one half of a revolution, are
arranged along the sides of the engine and operated through the medium of the
pairs of cylindrical gear wheels h h and the pairs of bevel wheels ii', respectively.
These shafts kk, in their turn operate both the inlet and igniting devices, and the
intermediate valves and exhaust valves 68 c8.
The main driving pistons c¹, in completing their outward stroke, open the
chambers 63 c³, and in these compression or explosion chambers the gaseous
mixtures, as they are drawn in and compressed, are ignited in the usual manner;
their rapid combustion or explosion generating high-pressure motor-gas which
drives the pistons outwardly.
Each of the motor cylinders and c works in a cycle of four operations, the
first outstroke of each piston causing the gas-mixture to be drawn in, while
during the first inward stroke the mixture is compressed. During the second
outstroke, ignition takes place, and motive power is imparted to the cranks and
shafts, and the second inward stroke effects the discharge of the consumed or
waste gases.
Thus, while the shaft completes two revolutions, each of the
cylinders, in acting as a motor, performs one complete series or "cycle" of
operations; and inasmuch as the distribution valves are so arranged that the
cylinder causes ignition to take place and produces motive power, while the
cylinder e draws in and compresses the charge and that, conversely, the cylinder c
produces ignition and yields power while the cylinder b draws in and compresses
the charge, it will be seen that at each revolution of the main shaft either one or
the other of the two cylinders acts as a motor.
Now, in order to derive as full advantage as possible from the high-pressure
motor-gases generated in the main cylinders b, and c, part of these gases are
allowed, at the moment of ignition, and when the maximum energy is developed,
to pass into the immediately adjacent auxiliary cylinder d through side-passages
or ports, which are made as wide and short as possible; whereby larger expansion
chambers and piston-surfaces are provided for the motor gases, than would have
been available in the main cylinders alone.
With this object in view, the auxiliary cylinder d is, at each revolution, con-
nected with either of the motor cylinders, 6 or c, by means of the corresponding
intermediate or junction valve, 66 or c, as the case may be; the connection being
in each case made with. that cylinder which, at the time, is performing the power
generating outstroke, and the scavenging instroke; while the other motor
cylinder, c or b, as the case may be (being in the meantime closed and discon-
nected), performs its suction (outward) stroke, and its compression (inward)
stroke. Thus, while the cylinder c, for example, exercises suction during
the outstroke of its piston c', and compression during the instroke of the
said piston, the junction valve c and exhaust valve care closed. The
other cylinder b, however, is connected with the auxiliary cylinder d, as the said
piston c¹ starts its forward and backward strokes, the junction valve 6 being

page_text: thereby opened. The high-pressure motor-gases, which are rapidly generated, and
require much space, expand and pass, as they do so, through the port 6, valve b
and port d³, into the auxiliary cylinder d, where they set the piston d¹ in motion;
in addition to which, motor gases may develop in the auxiliary cylinder by the
combustion of such gas mixture as may happen to have been carried into it along
with the high-pressure gas.
When this joint operation of the pistons is completed, the exhaust valve 68 opens,
the waste gases from the cylinder 6 are directly expelled, and those issuing from
the cylinder d are so also, after passing through the intermediate valve be.
As another revolution of the main shaft commences, and while it lasts (that is to
say after the cylinder c has been allowed, during the preceding revolution, to draw
in and compress a supply of gaseous mixture independently of the other cylinder),
the action of the valves is reversed, so that now the valves 66 and 48 close and the
valve opens; with the result, that the cylinders ċ and d, during the second
forward (or driving) stroke of the piston and its ensuing backward (or scavenging)
stroke, operate jointly.
Thus, it will be seen, that at each revolution another main cylinder acts as a
motor, or in other words, each main cylinder performs such action at every other
revolution, alternately; while the auxiliary cylinder d generates motive power at
each revolution, co-operating at one revolution with the main cylinder b, and at
the next, with the main cylinder c.
The diagrams, Figs. 5 to 8, serve to illustrate the operation of the valves.
Assuming, for instance, all the pistons to have just come to the end of their
inward stroke, and further, that the piston b has just compressed the charge
within the cylinder b. Ignition therefore takes place in this cylinder, while the
piston c' has just ejected the waste gas. The operation of the parts will then be as
follows ;-

page_text: just a moment before the pistons complete their inward strokes; so that a
small quantity of gas is in each case compressed within the cylinder d. Then
practically equal pressure is provided for on both sides, to permit the intermediate
valve, 6 or c, (as the case may be) to open, whereby the operation of such valve,
and the distribution of the motor fluid, are greatly facilitated. At the time of
the ignition of the charge, which takes place at (or near) the moment when the
piston-rod reaches the dead centre during the instroke, the junction valve, 6 or c³;
as the case may be, must be almost completely open, i.e. raised from its seat,
so that the gaseous products of combustion, as they develope with some violence,
may pass with the least possible difficulty into the cylinder d.
As before mentioned, the valves are operated by means of the shafts k or k¹,
which the main shaft sets in motion, whenever it completes one half of a
revolution.
For the valve & there is provided a cam or eccentric 1, with suitable operating
'mechanism designated by the same letter;
The valve 68 has similar mechanism m provided for it;
The valve c is similarly fitted with mechanism n; and
The valve c with mechanism o.
The size and shape of the cams etc. and the relative positions thereof must be
determined according to requirements, and to the schedule of operation of the
valves.
During the ignition and the motor stroke, the intermediate valves b and c in
the junction ports or channels d³, or e' d³, as the case may be, are subjected to
intense heat. Such "fire-valves," then, must be rendered capable of accomplishing
their object by a special construction, such as is represented on an enlarged scale
in Fig. 9.
The valve-body or cone, consisting of the parts 2, 3, and 4, is hollow and thus
adapted to be cooled by causing water to flow through it. By such means a
considerable part of the heat is constantly carried off, the valve-body is not so
liable to warp, but better capable of retaining its proper position on the valve
seat, and is never heated to an extent likely to cause gases to ignite through
contact with it, and thereby to produce untimely explosions. To increase the
power of resistance of the valve-cone, and to facilitate its cooling, the parts 2
and 3, which are integral with each other, (Fig. 9), are provided with an upward
extension 4, protruding through the valve-lid or cover, the part 4 being, by
means of a small-pitched screw thread 5 screwed into the valve cone 2 and 3. To
enable the complete valve 2, 3, and 4 to slide easily in its guide, and to. cause it to
form as tight an outward joint as possible, under the high pressure of the motor
gases, guide sleeves 7, 7, are provided for its upper and lower parts. These
sleeves 7 loosely surround the valve rods 3 and 4, without, however, leaving any
appreciable space between them and the rods; they are held in place at the
bottom by a flanged cap 8, and at the top by a screw cap 9 (as shown at 10).
In order to check as effectually as practicable any accidental passage of gases,
there are provided in the bushes 7, 7, a number of annular extension-grooves.
The bushes 7, 7, are made of a somewhat softer material, than the valve-
rods 3 and 4, so that the said bushes are more liable to wear than the rods, and
need alone be exchanged or replaced from time to time.
For conducting cooling water to and from the apparatus, rings or fittings 11, 11,
for the reception of hose or the like, are provided as shown, the water pipes them-
selves being preferably flexible hose made of the usual material, or if desired
flexible metal pipes.
When it is desired to clean the valve, access may be gained to its interior by
removing the plugs 13, 13.
To ensure the thorough cooling of the valve body 2, and to prevent the metal
of which it is made from making it too heavy, it is hollowed out as much as
possible, the upper guide rod 4 extending with its lower end some distance into the
interior of the valve-body, where it is closed by means of a plug, screwed or

page_text: soldered in position; while at its periphery there are provided a number of radial
perforations 4, so that the water, in its upward course, is forced towards the walls
of the cone first, and then passes on, through the said radial perforations 4*.
In order to utilize the motor gases in the auxiliary cylinder d to a still fuller
extent, the engine just described may be modified by providing the auxiliary
cylinder d with an additional exhaust valve d, Fig. 10, operated by special
distributing mechanism.
If now after each power stroke that intermediate valve ( or c) through which
the power gases have just entered the cylinder d, is closed and the discharge
valve d is kept closed during a part of the subsequent instroke, the discharge or
waste gases contained in this cylinder d will form a partial vacuum through
condensation, and the piston d' will during a portion of its stroke, produce an
inward pull and thus yield power under the influence of the atmosphere. When
the piston has completed about of this instroke and the pressure in the cylinder
has correspondingly increased, the discharge valve d is opened for about of the
instroke, waste gases are discharged, and during the last 1 of the instroke the
valve dis again closed, in order to establish the compression required for
connection with the other main cylinder.
In an engine provided with a discharge valve d in the cylinder d, according to
this second modification (Fig. 10), the stroke and diameter should be increased.
Moreover, the intermediate valve or c (as the case may be) may be closed a
considerable time before the completion of the respective power stroke, in con-
sequence of which the auxiliary cylinder d receives a smaller quantity of power
gases, the latter remain shut off for a longer period and produce a better vacuum.
In this case the auxiliary cylinder d must be cooled more strongly, and an injection
of a water spray will be beneficial.
It is easy to see, that the exhaust valve d' mounted in the auxiliary cylinder d
will do good service, also in case the relative dimensions of the cylinders b, c, d, aud
the ratios of their strokes do not yield a useful vacuum in the auxiliary cylinder d.
If in this case the valve d' opens during almost the whole instroke, the discharge
of the waste gases from cylinder d will take place more easily, than if these gases
had first to pass the intermediate valves 16 and c³.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1. A gas or petroleum engine having two main cylinders (b and c) each of which
works in the well-known cycle of four operations, and a high-pressure auxiliary
cylinder (d) common to both, said engine being constructed in such a manner, that
each main cylinder acts separately during its suction and its compression period,
but is so connected with the said auxiliary cylinder at the beginning of its power
stroke and during the same, that the gases of combustion (or power gases) arising
in it (the main cylinder) act on two piston surfaces and in two cylinders, at the
time of their highest temperature and tension, substantially as described.
2. In a gas or petroleum engine of the type described above, the special
construction of an intermediate or fire valve with cooling device, said valve (6° and
Fig. 9) being made hollow and provided with a hollow guide spindle extending
into the interior of the said valve, where it has a plug and radial perforations, in
order to deflect the cooling water against the walls of the valve, substantially as
described.
Dated sh: L 1
T
.
1000
FAIRFAX & WETTER,
433, Strand, London, Agents.