Improvements in Gas and like Engines.
Year: 1899

page_text: Date of Application, 29th Aug., 1899-Accepted, 7th Oct.,
1899
COMPLETE SPECIFICATION.
Improvements in Gas and like Engines.
I, AUGUSTUS GAGE PACE, of No. 20, East Forty-seventh Street, in the Borough
of Manhattan, City, County, and State of New York, United States of America,
Manufacturer, 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:
This invention relates to engines, and more particularly to that class thereof in
which a combustible material or fluid ignited to permit the expansive force
thereof to operate a piston, and which are generally designated as gas-engines."
The object of the invention is to provide a double-acting engine of this
character in which a plurality of pistons are simultaneously acted upon in such
manner that the force exerted by the combustible material on one side of one
piston is equal to the force exerted on the other side of another piston, thereby
to produce a relatively perfectly balanced engine in which the ordinary shocks
which take place in gas-engines are avoided or reduced to a minimum.
A further object of the invention is to provide a gas-engine effective in opera-
tion, and which, as compared with analogous devices of this character developing
the same amount of power, will be simple in construction and of materially less
weight and bulk.
In the drawings accompanying and forming part of this specification, Figure 1
is a top view of one form of engine embodying this invention. Fig. 2 is a trans-
verse sectional view thereof taken in line a-a, Fig. 3. Fig. 3 is a view of this
form of engine partly in vertical section. Fig. 4 is a like view, but taken at
right angles to that shown in Fig. 3. Fig. 5 is a plan view of one organization of
piston-cylinders and combustion-chambers, the end or top plate of the casing
being removed. Fig. 6 is a vertical sectional view of one form of a combustible
fluid or material supply device, such, for instance, as a carbureter. Fig. 7 is a
side view thereof looking toward the left hand and partly in section, said device
being shown connected with the exhaust conduit. Fig. 8 is a detail view, on an
enlarged scale, showing one form of igniting mechanism which may be used in
connection with this improved engine. Fig. 9 is a detail view of one form of
device for separating the sparking-points of said igniting mechanism. Figs. 10
to 15, inclusive, are vertical sectional views of the present organization of piston-
cylinders and combustion-chambers for the purpose of illustrating the operation
of the engine; and Fig. 16 is a diagrammatic view, on an enlarged scale, illus-
trating the work performed by the pistons during each stroke thereof.
Similar characters of reference designate corresponding parts in the different
figures of the drawings.
As a preface to a further description of this improved engine, it will be under-
stood that while the same is shown in the drawings as an upright" engine, and
described herein as having an explosive force effective at the underside of one
piston and the upper side of the other piston, it will nevertheless be understood
that such engine may be disposed in a horizontal or in any other desired position,
so that the terms "under" and "upper," or their equivalent expressions, as used

page_text: herein, are to be interpreted to mean, in the description and claims, as one or the
other side of the pistons, as the case may be.
I furthermore desire to state that the organization herein shown and described
may be more or less varied without departing from the scope of the invention,
which comprises, in a general way, a plurality of pistons so organized that the
force which operates at one side of one of the pistons simultaneously operates at
the other side of another piston and may also operate first at one side of the
pistons and then at the opposite side thereof, so that said pistons are simul-
taneously operative in opposite directions, each under force equal to a force
exerted on its companion piston, and that whatever organization accomplishes
this result is within the scope of this invention.
This improved gas-engine comprises, in one form thereof herein shown and
described, and which may be its preferred form if desired, a plurality of piston-
cylinders, each having a piston therein, and a plurality of combustion-chambers,
each combustion-chamber of the series being in communication with both piston-
cylinders, whereby, on an explosion in each combustion-chamber, the explosive
gases will pass simultaneously into each of said cylinders, said combustion-
chambers having induction and eduction passages or ports to permit the inflow
and outflow, respectively, of fresh and spent combustible material, the induction
and exhaust thereof being effected in the present instance by means of the pistons,
the induction preferably by the suction created by such pistons, and the exhaust
preferably from a rotary part of the engine put in operation by said pistons, and
said combustion-chambers having connected therewith suitable means for supply-
ing combustible material and with suitable means for igniting the same.
In the present organization of engine it comprises a pair of piston-cylinders 1
and 2 shown herein forming a casing, (designated in a general way by A). This
cylinder forming casing may be supported in any desired and suitable way, but in
the present instance it is shown supported by and bolted to a series of uprights B
carried by a base C, and which may form the framing of the engine.
In communication with these piston-cylinders 1 and 2 is an expansive-force
generating-compartment, which may comprise a pair of combustion-chambers 3
and 4. In the present organization of engine shown herein these chambers are
disposed in the casing forming the piston-cylinders, and are shown herein as
disposed intermediate said cylinders, one or the upper end of the combustion-
chamber 3 being in communication with one cylinder, as the cylinder 1 adjacent
to one or the upper end thereof, by means of a suitable port or passage 5 of suit-
able area, while the opposite or lower end of said chamber 3 is in communication
with the other cylinder 2 adjacent to one or the lower end thereof by a like port
or passage 6, while one or the upper end of the other combustion-chamber 4 is in
communication with the cylinder 2 adjacent to one or the upper end thereof by a
similar port or passage 7, while its opposite or lower end is in communication with
the cylinder 1, adjacent to one or at the lower end thereof, by a like port or
passage 8.
From which it will be seen that each combustion-chamber is in com-
munication with a pair of piston-cylinders, being in communication adjacent to
one end with the cylinder at one side thereof, and in communication adjacent to
the other end with the cylinder at the other side thereof, and that the combustion-
chamber which communicates with one cylinder adjacent to the top thereof also
communicates with the other cylinder adjacent to the bottom thereof, so that when
an explosion takes place in either combustion-chamber, expansive gases simul-
taneously pass to each piston-cylinder, at the top of one and at the bottom of the
other, whereby an equal force is exerted on each piston, thereby to operate the
same simultaneously in opposite directions. By this organization it will be seen
that a double-acting engine is provided in which the pistons are acted on, first
at one side, and then at the opposite side thereof. Disposed in the cylinder 1 is a
piston 9, and in the cylinder 2 is a piston 16, each of which may be provided
with suitable packing in the usual manner, the rods 10 and 17 of said pistons
being shown in the present instance extending downward and passing through

page_text: the cylinder-walls and preferably through suitable stuffing-boxes, and respectively
connected with slide-blocks 11 and 18 movable vertically in guide-ways 12 and 19
depending from the casing. These slide-blocks 11 and 18 are respectively con-
nected by pitmen 13 and 20 with a driving crank-shaft 15, the cranks 14 and 21
of which are extended in opposite directions, whereby when one piston is adjacent
to one end of one cylinder, the other piston is adjacent to the opposite end of the
other cylinder; that is to say, when one piston is adjacent to the top of its cylinder,
its companion piston is adjacent to the bottom of its cylinder, it being under-
stood that the explosion may either occur when the cranks are substantially at
their dead centers and the pistons are correspondingly at the extreme limit of
their strokes, the momentum of the fly-wheel being sufficient to carry such pistons
by their dead centers, whereby an entire stroke of the pistons receive the full
benefit of the explosion, or such explosions may occur at that time when the cranks
are slightly off their dead centers and the pistons have commenced their down-
ward stroke. The crank-shaft 15 is provided with the usual fly-wheel 151, the
momentum of which, due to the explosions in the combustion-chambers, will,
during a predetermined period, after such explosions, reciprocate the pistons,
thereby to place the engine in condition for the next explosions.
All the walls of the casing may, if desired, be provided with water-ways 22
to allow for a circulation of cold water to reduce the temperature caused by the
explosion of gas in the combustion-chambers.
Suitable means is provided for controlling the supply of combustible material
to the combustion-chambers 3 and 4, and in the present instance this means com-
prises a pair of valves, designated herein as inlet-valves, disposed one to control
the passage of material to each combustion-chamber, and for this purpose the
present organization of engine is shown provided with a housing 26 disposed at
the top of the casing A, and which housing has a port communication 27 with
the interior of the combustion-chamber 3, and a port communication 28 with the
interior of the combustion-chamber 4. These respective ports are controlled by
inwardly-opening valves 29 and 30, each of which is shown having a stem extend-
ing upwardly through a suitable spider 31 disposed in the ports, and between
which spider and collar on the upper ends of the valve stems coil springs 32 are
disposed. These springs tend to hold the valves yieldingly against their valve-
seats, whereby the valves may be opened by suction at predetermined periods in
the operation of the pistons. This housing 26, and thereby the inlet-ports 27
and 28, is in communication by means of a suitable conduit or pipe 26, with a
suitable combustible material supply device or apparatus, shown in the present
instance as a carbureter (designated in a general way by D) comprising a casing 51
mounted on the frame of the engine at any suitable place, and having a car-
bureting-chamber 51' and an oil-receiving chamber 55, said carbureting-chamber
having therein an auxiliary or air-chamber 52, the upper end of the wall of
which is formed as a valve-seat supporting a puppet-valve 53 having a depending
stem 5:31 movable in, and guided by, a socketed member 5311 carried by the
casing 51, and having an upwardly-extending stem 54 projecting through the
upper wall of the casing 51 into said oil-receiving chamber 55 with which an
oil-supply pipe 56 communicates. The opening through the upper wall of the
casing 51 is shown somewhat larger than the diameter of the valve-stem 54 pass-
ing through it, so that an inlet for oil is formed between the wall of said opening
and said stem. This oil or inlet opening is controlled by a valve 57 mounted
on the stem 54 of said puppet-valve within the oil-receiving chamber 55. A
coiled spring 58 surrounds an upwardly-extending arm of this oil-controlling
valve 57. being disposed between said valve and the inner end of a removable
closure 55 of the oil-receiving chamber, and serves to hold both of said valves 53
and 57 in engagement with their respective valve-seats. The auxiliary or air-
chamber 52 has an inlet-pipe 59 for the admission of air, which is regulated by
suitable means adapted for that purpose, and in the present instance this admission
of air is controlled both manually and automatically. In the present structure

page_text: the means for regulating the admission of air is shown comprising a pair of per-
forated disks 60 and 61 mounted for rotation adjacent to the outer end of the
inlet-pipe 59. These disks are pivotally connected together at their centers so
that each may rotate independently of the other. From one disk, shown herein as
the inner disk 60, a hand-piece or handle 62 projects outwardly, whereby the
disk may be rotated by hand to cause its perforations or openings to more or less
register with the perforations or openings of the other or outer disk 61. This
outer disk 61 has an outwardly-extending arm 63 to which a con-
nector or link 64 is secured, the opposite end of which has a pivotal con-
nection with an arm 65 mounted adjacent to one end of a rock-shaft 66 suitably
supported by a bracket 67 secured to the framing of the engine. Adjacent to
the opposite end of this rock-shaft 66 a second arm 68 is mounted and extends in
a direction opposite to the arm 65. The free end of this arm engages an annular
channel formed in a block 69 mounted to slide vertically on a centrifugal
governor shaft 70. In the present organization the governor comprises a plurality
of weighted links 71 having their upper sections pivotally connected to a
collar 72 rigidly secured to the governor-shaft, the lower sections being pivoted
to the sliding-block 69. The governor shaft is supported by a suitable bearing,
and carries adjacent to its lower end a bevel pinion 73 in mesh with a bevel-gear
wheel 74 mounted on one of the shafts, as 45, hereinafter described. By this
construction it will be seen that as the speed of the engine increases, the governor
balls carried by the links will be forced outward by centrifugal action, and this
motion will, of course, more or less rotate the disk 61 to regulate the openings for
the admission of air.
It is desirable that a small amount of heated air shall be drawn into the
carbureter-chamber 51¹ to mix with the fresh air and oil to form combustible gas.
For this purpose a jacket 75 is shown mounted on the exhaust-pipe 36 hereinafter
described, and which jacket is provided at one side thereof with a series of open-
ings or peforations 76, and is connected by a conduit or pipe 77 with the interior
of said carbureting-chamber 51. Since it is desirable that the amount of heated
air admitted to the carbureting-chamber 511 shall be quite small as compared
with the air admitted through the openings in the disks 60 and 61, the combined
area of the perforations 76 is consequently somewhat smaller than the combined
area of the openings through said disks.
From the foregoing it will be seen that when the inlet-valves 29 and 30 are
opened by the suction of the pistons at the proper predetermined periods, this same
suction will operate through the conduit 261, opening into the carbureter-
chamber 51 to open the oil-valve 57 and fresh-air valve 53, said air-valve being
shown herein of greater area than said oil-valve, whereupon fresh air will pass
from the auxiliary or air-chamber 52 into the carbureter-chamber 51', and there
mingle with the heated air passing through the conduit 77 and with the oil from
the oil-receiving chamber 55, this combined fluid being then drawn by such
suction through said conduit 26¹ leading from the carbureting-chamber 51' to
the housing 26, and from thence through that inlet port, the valve of which is
open, to the proper combustion-chamber.
It will be understood that other means for supplying the combustion-chambers
with combustible material may be employed without departing from the scope of
this invention.
After an explosion in each of the combustion-chambers 3 and 4, it is necessary
to exhaust the spent gases resulting from such explosion, and for this purpose
suitable means is provided, shown herein comprising a pair of exhaust valves,
one for each combustion-chamber, and shown operative by the engine, preferably
through rotary parts thereof, and through the instrumentality of the pistons; and
in the present instance a housing 33 is shown secured in position at that end of
the casing A opposite to that which carries the inlet-valve housing 26, and shown
herein at the underside of said casing, and which housing communicates with said
combustion-chambers 3 and 4 by means of suitable exhaust ports 34 and 35,

page_text: respectively, one for each chamber, and is provided with an exhaust-pipe 36 lead-
ing to any suitable place, and on which exhaust-pipe the perforated jacket 75,
herein before described, is mounted. Disposed in position to control the exhaust
ports 34 and 35 are the exhaust-valves 37 and 38, one for each port, and which are
provided with depending stems 39 and 40 projecting through suitable tubular
portions 33 within the housing 33, said stems being pivotally connected at their
lower ends with levers 41 and 42, which are, in turn, pivotally secured to the
frame of the engine. Coiled springs 44 are shown disposed on the valve-stems
between suitable collars thereon and the underside of the housing 33 and serve
to hold the valves yieldingly against the port-valve seats.
For the purpose of operating these valves at predetermined periods to permit
the cylinders and combustion-chambers to be freed of the spent gases resulting
from the explosions, counter-shafts 45 and 46 are mounted in bearings on the
frame of the engine and carry gear-wheels 47 and 48 meshing with a pinion 49
secured to the driving crank-shaft 15, the ratio of which pinion and gears, in the
present instance, is shown as two to one. Mounted on each of these counter-
shafts 45 and 46 are suitable cams 50 operative, on the rotation of the counter-
shafts from the driving-shaft 15, to engage the levers 41 and 42 of the valve-
stems 39 and 40 at predetermined periods to alternately raise and thereby open
said valves to permit the exhaust, said cams being shown so disposed relatively
to the counter-shafts as to permit this alternate operation of the exhaust-valves,
and in the present cycle they are shown as operative in immediate succession.
At the proper predetermined period it is necessary to ignite the combustible
material in the combustion-chambers 3 and 4, thereby to permit the expansive
force thereof to reciprocate the pistons. Any suitable means operative to
accomplish this purpose may be used, but in the present instance this is accom-
plished by electricity. In the organization shown this igniting means is in dupli-
cate, one connected with each combustion-chamber, and therefore a description
of one will be deemed sufficient.
Projecting through one of the walls of a combustion-chamber, for instance
Chamber 3, is a pair of sparking devices comprising rods 80 and 82 having
sparking points 78 and 79. The rod 80 extends through a tube 81 of insulating
material, while the rod 82 is in electrical contact with the chamber wall. This
rod 82 is mounted to rotate, and is provided at its outer end with a handle or
finger-piece 83, whereby the sparking points 78 and 79 may be shifted away
from each other, so that any sediment, such as oil, may be discharged, should
there be any collection thereof between the sparking points, and whereby, also,
by shifting the points in one combustion-chamber out of engagement with each
other, the engine may be arranged for single action, as at times may be neces-
sary, particularly in marine engines, whereby one combustion-chamber will
operate the two pistons simultaneously in the manner herein set forth by an
equal pressure on each of said pistons. Any desired source of electricity may
be employed for producing a spark between the sparking points 78 and 79. In
the present instance I have shown a battery 84, one pole of which has a wire
connection 85 with the wall of the combustion-chamber 3, and consequently
with the sparking point 79. A simple form of means is herein shown for
making and breaking the electric circuit, and which, in the present instance, is
operated by a rotary part of the engine, and comprises a gear-wheel 87 of insu-
lating material mounted on the counter-shaft 45. This insulated gear-wheel
has a toothed metal block 88 in its periphery engaging at its inner end with a
metal ring 89 secured to the gear 87, and is in mesh with a pinion 90 mounted
to rotate on a fixed bracket 91 carried by the frame of the engine and insulated
therefrom by suitable insulating material 92. A brush 93 is attached to the
frame of the machine and bears with its free end upon the metal ring 89.
From the bracket 91 a wire 86a extends to a binding post on the outer end of
the rod 80, and a wire 86 from the battery is in connection with the brush 93,
whereby, on the rotation of the counter-shaft 45 by the driving-shaft, the insu-

page_text: lated gear 87 is rotated to bring its metal block 88 into contact with the
pinion 90, whereby an electric circuit is made and a spark produced to iguite
the combustible material in the combustion-chamber 3. In the present instance,
since each counter-shaft 45 and 46 carries an insulated gear 87 having a metal
block 88, it follows that these blocks are disposed at different points relatively
to their gears, so that the ignition of the combustible material in the combus-
tion-chambers 3 and 4 will take place at different times, and herein shown in
alternation and in immediate succession.
The operation of an engine constructed substantially as herein shown and
described is as follows:
Assuming (see Fig. 3) that fresh uncompressed gas has been drawn into the
combustion-chamber 4 through the inlet-valve 30 and into the lower part of
cylinder 1 and upper part of cylinder 2, and that combustion-chamber 3 is clear,
and that piston 16 will shortly be in position to start upward and piston 9
downward, when said piston 9 makes its downward stroke and piston 16 its
upward stroke, (see Fig. 10,) fresh uncompressed gas is drawn into combustion-
chamber 3 and into the upper part of cylinder 1 and lower part of cylinder 2
through the inlet-valve 29, owing to the suction created by the downward move-
ment of said piston 9 and the upward movement of said piston 16 through the
passages 5 and 6, while at the same time the fresh gas previously drawn into
combustion-chamber 4 and the cylinders 1 and 2 is compressed by this down-
ward movement of piston 9 and upward movement of piston 16 by means of
passages 7 and 8, at which time the gear 87 carried by the counter-shaft 46 has
been rotated by said counter-shaft into position to carry its metal block 88
into contact with the pinion 90, whereupon an electric circuit is formed, a spark
produced, and the gas exploded in said chamber 4, the resulting expansive
gases passing from said chamber through the passages 7 and 8 to the upper
side of piston 16 and the under side of piston 9, thereby simultaneously recipro-
cating said pistons into the position shown in Fig. 11, which upward movement
of piston 9 and downward movement of piston 16 thereupon compresses the
fresh gas previously drawn into combustion-chamber 3, at which time the other
gear 87 of the counter-shaft 45 has carried its metal block 88 into position to
form contact with its pinion 90, whereupon a spark is produced in said com-
bustion-chamber 3 and a second explosion takes place, the resultant expansive
gases passing from said chamber 3 through the passages 5 and 6 to the top of
piston 9 and the under side of piston 16, thereby reciprocating said pistons
simultaneously into the position shown in Fig. 12, which downward movement
of piston 9 and upward movement of piston 16 forces out through the passages 7
and 8 and exhaust-valve 38 the spent gases resulting from the first explosion in
chamber 4, said valve 38 being opened at this time by means of the cam 50)
carried by the counter-shaft 46, which, at this time, has been rotated into posi-
tion to lift the lever 42 and thereby the valve 38. The pistons, owing to the
momentum of the fly-wheel 151, continue to reciprocate, whereby piston 9 moves
upward and piston 16 downward, (see Fig. 13,) and forces out from chamber 3
through the passages and 6 and exhaust-valve 37 the spent gases resulting
from the second explosion, said exhaust-valve 37 being opened at this time by
the other cam 50 carried by the counter-shaft 45, and which has been rotated
into position for this purpose, this movement of the pistons, owing to the
suction created through passages 7 and 8 also opens the inlet valve 30 and
draws fresh combustible material into chamber 4 and lower part of cylinder 1
and upper part of cylinder 2. The pistons continue to reciprocate, owing to
the momentum of the fly-wheel, whereupon piston 9 goes down and piston 16
up, (see Fig. 14,) whereupon the fresh gas just drawn into chamber 4 is com-
pressed in said chamber, and owing to the suction created through the passages
5 and 6 leading to the chamber 3, the inlet-valve 29 of chamber 3 is opened and
fresh combustible material drawn into said chamber 3. At this time, the insu-
lated gear 87 carried by the counter-shaft 46 has carried its metal block 88 into

page_text: position to form contact with the pinion 90, whereby a spark is produced and
an explosion takes place in said chamber 4, as before.
The expansive gases
passing through the passages 7 and 8 to the under side of piston 9 and the
upper side of piston 16 force said piston 9 upward and piston 16 downward, (see
Fig. 15,) which action compresses the previously drawn incombustible material
in chamber 3, whereupon it is exploded in the manner hereinbefore set forth.
From the foregoing it will be seen that when an explosion occurs in one
combustion-chamber both pistons are simultaneously acted upon and recipro-
cated in opposite directions; and that, furthermore, in the present cycle, an
explosion in one chamber immediately follows an explosion in the other chamber,
after which, and before the next explosions take place, both chambers 3 and 4
are cleared of spent gases and filled with fresh gas, and the gas in one of said
chambers is compressed in readiness for an explosion, which explosion stroke
compresses the gas in the other chamber, all of which will be more clearly seen
by reference to Fig. 16, in which, for the purpose of clearly illustrating the
operation of the pistons, the chamber 3 is indicated at the top of the diagram,
while chamber 4 is at the bottom, the heavy lines indicating the strokes of one
of the pistons, as, for instance, piston 9 of cylinder 1, and which strokes corre-
spond with those shown in Figs. 3 and 10 to 15, while the dotted lines at the
commencement and end of the diagram indicate, respectively, previous and
continued strokes of said piston. From this diagram it will be seen that, pre-
suming the pistons to be in the position shown in Fig. 3, and point z of the
diagram, their movement to the position shown in Fig. 10, point a of the
diagram, draws fresh gas into chamber 3 and compresses the previously drawn
in fresh gas in chamber 4, whereupon an explosion takes place in chamber 4,
which causes the pistons to move into the position shown in Fig. 11, point b
of the diagram, whereupon the fresh gas just drawn into chamber 3 is com-
pressed, and another explosion takes place, causing the pistons to move into the
position shown in Fig. 12, point c of the diagram, thereby forcing out the spent
gas in chamber 4, whereupon, under the momentum of the fly-wheel, the pistons
move into the position shown in Fig. 13, point d of the diagram, and force out
spent gas in chamber 3 and draw in fresh gas in chamber 4, and continuing
their reciprocatory movement to the position shown in Fig. 14, point e of the
diagram, draw fresh gas into chamber 3 and compress the fresh gas in chamber 4,
whereupon an explosion takes place and the pistons are moved into the posi-
tions shown in Fig. 15, point f of the diagram, whereby the fresh gas in
chamber 3 is compressed and an explosion takes place, and so on.
From the foregoing it will be seen that when an explosion occurs, for instance
in chamber 4, since there is fresh uncompressed gas in chamber 3, this gas while
being compressed acts as a cushion to counteract the shock caused by an explo-
sion of the material in chamber 4, and when an explosion occurs, for instance
in chamber 3, since there is spent gas in chamber 4, this acts, to a certain
extent, while being forced out, as a cushion, to counteract the shock caused by
an explosion of material in chamber 3.
In conclusion, it will be seen that since the pressure on one side of one piston
is equal to that on the other side of the other piston, it follows that a perfectly
balanced engine is provided, thus avoiding or reducing the ordinary shocks,
which take place in gas-engines as usually constructed to a minimum and
making it practicable to construct an engine of comparatively light weight and
bulk, but having power equal to engines of greater bulk and weight; that, fur-
thermore, this perfect balance will greatly reduce the friction, thereby reducing
the amount of fuel necessary, and since the inlet-valves open directly into the
explosion-chambers, there will be no loss of heat as in engines commonly con-
structed with relatively long ports or passages; and as the ports leading from
the combustion-chambers to the piston-cylinders may be of relatively large area,
the ignited gas will not be subjected to cooling.

page_text: 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. An engine of the class specified comprising a pair of cylinders; a piston
in each of said cylinders; a pair of combustion-chambers, each combustion-
chamber communicating with both of said cylinders in such manner that the
pressure of exploded material may be exerted at one side of one piston and at
the opposite side of the other piston, and so that, also the pistons may be acted
on, first at one side, and then at the opposite side thereof.
2. A combustion-engine comprising a pair of cylinders; a piston in each of
said cylinders; a pair of combustion-chambers, each of said combustion-cham-
bers communicating with both of said cylinders, so that the pressure of exploded
material will be simultaneously exerted at one side of one piston and at the
opposite side of the other piston; means for alternately admitting combustible
material to said chambers; means for alternately igniting said material in said
chambers; and means for alternately permitting an exhaust thereof.
3. A combustion-engine comprising a piston-cylinder; a piston therein; and
a pair of combustion-chambers, one combustion-chamber having communication
with said piston-cylinder adjacent to one end thereof, and the other combustion-
chamber having communication with said piston-cylinder adjacent to the oppo-
site end thereof; means for controlling the admission of combustible material
to said chambers; means for igniting the combustible material; and means for
controlling the exhaust from said chambers.
4. A combustion-engine comprising a pair of cylinders disposed side by side;
a combustible chamber having communication adjacent to one end with one
cylinder and adjacent to its opposite end with the other cylinder; means for
controlling the admission of combustible material to said chamber; means for
igniting said material; and means for controlling the exhaust of spent material
from said chamber.
5. A combustion-engine comprising a pair of cylinders; a crank-shaft; pistons
operative in said cylinders and operatively connected with said crank-shaft; a
pair of combustion-chambers, each in communication with both of said cylin-
ders, so that the pressure of exploded combustible material will be exerted on
the top of one piston and on the bottom of the other piston; means for con-
trolling the admission of combustible material to said chambers; means for
controlling the exhaust therefrom and comprising a pair of alternately operative
valves; means operative from said crank-shaft and embodying cams for operating
said valves at predetermined periods.
6. A combustion-engine comprising a pair of cylinders; a piston in each of
said cylinders; a pair of combustion-chambers, each combustion-chamber having
communication with both of said cylinders, whereby the pressure of exploded
gas therein will operate simultaneously at the top of one cylinder and at the
bottom of the other cylinder; a source of electricity; sparking-points pro-
jecting into a combustion-chamber and having connection with said source of
electricity, one of said sparking-points being mounted for shiftable movement,
whereby it may be shifted out of its operative position; and means operative by
the engine for making and breaking the electric circuit.
7. A combustion-engine comprising a pair of cylinders; a pair of combustion-
chambers, each combustion-chamber having communication with both of said
cylinders, so that the pressure of exploded material will be exerted adjacent to
one end of one cylinder and adjacent to the opposite end of the other cylinder
simultaneously, and so that the pistons may be acted on, first at one side, and
then at the opposite side thereof; and means for supplying combustible material
to said combustion-chambers.
8. A combustion-engine comprising a casing having two cylinders and two
combustion-chambers; means for igniting gas in the combustion-chamber;

page_text: pistons operating in the cylinders; a housing on the casing having port com-
munications with the combustion-chambers: valves for controlling said eom-
munications and operated by the section of the pistons; a carbureter having
communication with the housing; an exhaust pipe; valves for controlling the
exhaust; a jacket surrounding the exhaust pipe and having a series of perfo-
rations; a pipe connection between said jacket and the carbureter: an auxiliary
chamber in the carbureter, the upper end of the wall of said auxiliary chamber
forming a valve-seat; a puppet-valve for engaging the said seat; an oil-inlet; a
valve for controlling said oil-inlet and having connection with the puppet-valve;
an inlet-pipe for the auxiliary chamber; a valve in said inlet-pipe; a governor
operated by the engine; and a connection between said governor and the valve
in the inlet-pipe, substantially as specified.
1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.