Improvements in and relating to Gas and Hydrocarbon Engines.
Year: 1888

page_text: COMPLETE DI BUITIVATION.
Improvements in and relating to Gas and Hydrocarbon Engines.
I, OGNESLAW KOSZTOVITS of St Petersburg, Russia, 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.
Description of drawing I. Fig. A represents the front or longitudinal view and
Fig. B the plan of the engine -The cylinders a are placed at four pieces (more or
less can be applied at convenience) on each of the two sides; the two opposite
cylinders are always connected by exploding chambers 6 and represent thus a single
cylinder with two pistons acting in opposite directions. Hence the gases expand in
the exploding chambers 6 to both pistons c and the piston-stroke is transmitted to the
crank shaft d of the engine by the piston-rods e, which are connected with the working-
beams and these latter with the connecting-rods g.-The piston-rods e are connected
with the pistons c by ball or other turning joints. The crank shaft d is placed in
standards h, which are stiffened by tubes / connected to the standards of the beam-
shafts k-Instead of tubes any other solid connection can be applied, as also the
bearings themselves can be of very, different forms.-The cylinders a strengthen the
bed-plate m and stiffen the standards h and . - The jackets n cover the four
cylinders a on both sides and contains the cooling water, which surrounds the
cylinders a. The exploding chambres are double walled, and are filled with cooling
water. The fly-wheel o is fixed to one end of the crank-shaft d, and the pulley p to
the other end. For powerful engines a fly-wheel may be fixed to each end of the
crank-shaft, whilst the pulley is placed in the middle. In this case a further standard
or bearing must be added, the pulley being thus fixed between two bearings.-The
more powerfull engines require a friction clutch in the pulley p for the purpose of
letting the pulley rest whilst the engine is being started by turning the fly-wheel by
hand. Only if the engine is in full action the friction clutch may be coupled by
and by. The bobbin of the inductor 9, effecting the electrical priming of gases in
the exploding chambers, rotates by a drum r on the crank-shaft and thus produces the
'

page_text: electric current for priming.
- are two coolers connected with the cooling-room
between the cylinders a and the jackets n by pipes t and u The cold water enters by
pipes t and the warm water is conducted off by pipes u. The gas is conducted by
tube w; the air by the pipes to the engine. The gas pipe to has a safety-valve
to prevent back-impacts of explosions.-A more exact description of the gas generators
working, the distribution and priming of gases will be found in the discription of
drawings I and IV hereafter given.
Description of drawing II Fig C represents the side view of the engine and every
part is designed as in drawing I-This view showes the rotatory motion of the shaft k
by two chains A, actuated by the crank-shaft d The proportion of the chain-wheels B
on the crank-shaft d, to the chain-wheels c on the shaft k is 1: 2, that is the crank-
shaft makes twice more revolutions than the distributing-shaft.-The cranks of the
crank-shaft have an inclination of 180 degrees one to the other.-Fig. D represents
an enlarged sectional view of two opposite cylinders a with the intermediate exploding-
chamber, that is a section of one double-cylinder In this Fig. a represents the
two opposite cylinders, 6 the exploding-chamber with conical contractions on both
sides enlarging themselves to semi-globular forms, joining thus to the cylinders a.-
c are the pistons in the cylinders a -The air is admitted by the tube d, the cock e
and the tube f-The air is mixed in the mixing chamber g, below the exploding
chamber 6 with the gas or other exploding-substances, entering by the tube h, the
cock and the tube k. The tubes fand k may connect, as shown above, two mixing
chambers g, situated side by side. In this case two opposite cylinders require only
one air-cock e and a single gas or exploding-substances cock -The closing and
opening of cocks e and 2, .e. the regulation of admission of air, gas or other exploding
substances is done with the hand by levers 7 and shafts m. In the bottom between the
exploding-chamber 6 and the mixing-chamber g is placed the common valve n¹ for gas
or other exploding substances and air, behind in depression of the exploding-chamber
1s placed the valve discharging the products of combustion. The distributing-shaft q
is fixed to the cross-bar of the standard p, and is moved by the chain from the crank-
shaft. The distributing shaft has thumb pieces s, which lift the levers t.-These levers
are connected by wire to the levers u, lifting thus the discharging valves o; the
springs in the bed-plate replace the levers t to their original places, shutting thus
the valves o. The common gas and air valves are selfacting, ie they open themselves
by the suction of the pistons c and are closed by springs below the mixing chambers g.
The chain w turns the contact-hammer of the electrical priming.-A more exact
explanation of the working of the electrical priming is hereinafter given in the
description of drawing IV.-The engine works as follows: The pistons c suck into
the exploding chambers 6 and the cylinders a,-through the valve n, a mixture of
gas or other exploding substances with air.-
-When filled the valve shuts itself, the
pistons c then moves back and compresses the sucked mixture.-The priming takes
place shortly before the moment of highest compression, the gases expand successively
burning up and push the pistons c outwards, which going backwards forces out the
remainders of combustion through the discharging valve o opened at this moment.
Description of drawing IV-Fig. N (plan) and O (front-view) represent a pair of
double cylinders a with rectilineal centre-line, contrary to the cylinders shown in
drawings I and II, for this reason they are equally provided with rectilineal exploding
chambers b instead of oblique ones.-The working beans e e, on both sides of the
cylinders are constructed alternatively one rectilineal e and the other oblique e,
because the connecting-rods_ c are linked to the crank-shaft d side by side; f are
beam-shafts, g piston-rods.Fig. P shows an enlarged section of a rectilineal beam,
Fig. Qan oblique beam, applied to the disposition of cylinders as shown by Fig. N
and O. Considering drawings I, II and III and their descriptions the advantages
of double cylinders and their arrangement compared to all other existing benzine-
petroleum and other gas engines are as follows 1) Complete equipoising of swinging
masses, consequently no shocks-2) By the low situation of the cylinders and
their mutual stiff connection, they form a very solid construction, requiring no
weighty fondation plate.-3) Advantageous bedding of the pulley, especially with

page_text: powerfull engines, between the double cylinders and two standards and bearings
in the middle of the whole construction, preventing thus the one-sided wear
and tear of the pulley.-4) Advantageous disposition of two fly-wheels with more
powerfull engines on both its sides -5) The engine works very regular and quietly,
especially if more cylinders are applied; for instance; four cylinders will give one
upstroke after half a rotation of the crank-shaft, .e. whilst the rotation of the crank-
shaft the pistons continually work alternately and little is done by the fly wheel,
which is not required at all with the application of more than four cylinders.-More-
over as gases expand to two sides, the expansion will be more regulated and equable,
than with cylinders, where gases expand one-sided.-6) More force with equal
quantity of gas, required by common engines, because the gases act on two pistons
and thus equivalent engines can be of smaller dimensions -7) According to 2)
and 6) and considering the advantages of the whole compact construction it will be
evident, that the engine, compared to others of equal strength, is less weighty and of
smaller volume. Description of drawing III. Fig. E and F represent a cross-section
of an exploding chamber b with priming-device A. The shaft B with the chain-
wheel c receives a rotatory motion by a chain from the distributing-shaft and con-
sequently also turns the contact-hammer D, through which the one (negative or
positive) current is passing.-The pin E is fastened on two insulated pins F per-
pendicular to each other, fixed in the priming device A, through which passes the
other (positive or negative) current. As soon as the turning contact hammer D
touches the pin E the current will effect the priming of gases in the exploding
chambers. The parts of the inductor represented in Fig. G (longitudinal view)
Fig H (side view) and Fig. T (plan) are as follows: G is the bobbin operated by
the wheel H, I the magnets and K the bearings of the bobbin and magnets.-L are
attachment-screws for the conducting_wires Fig. K represents another contact
niechanism in the exploding-chamber. In the wall M turns a shaft with the contact
hammer N fixed to it.-The insulated notched pin P, bent aside, goes through any
part of the wall or as shown through the cover o.-In the notch of this pin is pivoted
the wheel Q, ascending and descending the notch. As soon as the contact hammer N
strikes the wheel Q, the circuit is completed, the wheel is pushed by the hammer in
the direction of the notch, and is thus a rotated in an opposite direction to the
hammer In consequence thereoff the wheel endeavours to descend the oblique side
of the notch, e. to return to its first place.--Fig. L and M show two gas generators
of different construction The apparatus Fig. L consists of a double walled reservoir a
designed for the gas producing liquid. Through the space 6 between the inner and
exterior walls of the reservoir a are conducted the hot waste-gases.-The gases enter
by the pipe c and go by the pipe d-Hence results the heating of the liquid in the
reservoir a, in consequence whereof a more energetic development of gas is produced
Too great heating can be prevented by a valve, forcing the gases to pass through a
branch-pipe, without touching the reservoir.- is an opening for infusing benzine,
petroleum or other substances. The reservoir above the apparatus is filled with
gravel (broken stones) between two pierced plates. The evolution of gas arrives as
follows: The pipe 9 sucks the gas and consequently the air in the reservoir a is
rarefied. The air enters by the funnel h, which is provided with a thin dust-net,
the pipe 1, and goes into the reservoir, as much as possible devided by the net k, in the
liquid, saturates itself with gases, passes the reservoir f, where the liquid taken with
it is arrested by the stones or filtering material and falls into the reservoir a and
finally the gas reaches by the_pipe g the exploding chambers of the engine.-The
construction of the reservoir Fig. L may be modified as in Fig. M so that the hot
waste-gases of the engine are conducted by a spiral-pipe or other system of tubes
through the liquid into the space 6 (when required otherwise by a side-pipe).-
Instead of applying the waste-gases for heating the gas-producing liquid, the hot
water leaving the cylinders may serve for this purpose, conducting it by the spiral
tube into the space b, and thence through the tube u to the cooler (See drawing I)
The tubes t admit the cool water, the tubes u discharge the hot water, leading the
hot water from the cylinders directly to the 'gas generator, thence the water passes

page_text: the apparatus in the described manner, thus heating it and reaches by pipe u the
highest part of the cooling apparatus -By this means the water is in continual
circulation it is cooled, heated again, yields the heat and is cooled again to
recommence the same operation.-The Reservoir Fig L as well as Fig. M when
the double-wall, rests, the space b and the spiral tube are omitted, and when made
in larger proportions provided with two tubes for delivery and discharge, may be
used as gas generators and coolers at the same time In this case the cylinders
of the engine are cooled by the gas producing liquid, whilst the liquid itself will
be heated and converted into gas.-Over the conducting tube must be liquid in
sufficient quantity, not to sink below the opening of the conducting tube, after
10-20 hours working of the engine After this time liquid must be supplied.-
Of course the gas generators can be used as cooler only if thick oils are applied
& converted into gas by great heat.-At all events the gas generators must be
provided with a thermometer, to show outside the temperature of the liquid inside.―
Refering to drawing IV and the description the advantages of the priming
mechanisms and gas generators will be as follows. The priming mechanisms 1)
Less wear of the rotatory contact, especially of the contact hammer, than with
contact-mechanisms constructed by Otto and others. 2) No sooty secretions and
thence no false-priming 3) A quiet and noiseless working -The same advantages
may be claimed for the rotatory inductor. 1) Less wear of the inductor
than with Otto's and others, where the bobbin makes only half turnings by the
pression of several springs. 2) A considerable higher intensity of the electric
current, hence stronger priming currents, by a less ponderous and spacious
inductor. 3) Quiet and noiseless working, even if it must providé several
cylinders with priming-flashes.-The gas generators With Otto's and others, as
generally acknowledged, waste-gases only touch the lower bottom of the thick
cast iron reservoir. Advantages of my reservoirs are 1) Highest possible
utilisation of the heat of waste-gases, by passing at the reservoir Fig L the whole
wall in a very large proportion; this wall can be made of thin copper.
With
the reservoir Fig. M the waste-gases are still more utilized, by leading them
directly by copper tubes through the liquid -2) The utilization of heat of the
heated cooling water is of far more importance, because always the most heated
cooling-water from the cylinders will be conducted through the space of the
reservoir walls. 3) The highest possible utilization of the heat produced by the
engine and the application of the gas producing liquid for cooling, as described
above. Refering to the drawings and the above given descriptions it will be
evident that to this engine may be applied more or less than four double cylinders,
even only one, with two pistons, as well as other details can be made in other
shapes and various contraction
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) The disposition of an exploding chamber in the middle of one double-cylinder, 2.e.
the disposition of two opposite cylinders connected by an exploding chamber between
them, applied to any engine.
2) The application of two pistons in a single straight cylinder, with the explosion
in its middle between the pistons, acting in opposite directions, applied to benzine-
petroleum-naphta engines and others working by exploding substances.
3) The application of rotatory inductors with rotatory contact-arrangement for
priming exploding substances or exploding gases, applied to any engine.
4) The application of a system of pipes through the gas producing liquid, by
which are conducted products of combustion e. the hot waste-gases, as long as
required, to heat the gas producing liquid to this effect..
5) The application of the hot water directly issuing from the cylinders, to heat the
gas producing liquid, by forcing it directly from the cylinders with aid of a system
of pipes through the liquid and through the outside and inner wall of the reservoir
and thence to the cooler, to ascend hereafter cooled to the cylinders.

page_text: 6) The utilisation of the products of combustion, of the waste-gases, by conducting
them through the space between the inner and exterior walls of the reservoir, and
surrounding thus the entire inner wall-surface as long as necessary.
7) The refrigeration of the cylinders of the engine by the liquid from which the
gas is used to move the engine.
8) The application of this my engine as well as stationary or as movable engine i.e.
for manufacturing purposes, as locomotive, and as aerial machine or in general for
any kind of ships and submarine ship-engines
Dated this 12th day of May 1888.
O. KOSZTOVITS,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.