IMPROVEMENTS IN PRESSURE GENERATORS FOR MOTIVE ENGINES, AND IN THE APPLICATION OF MOTIVE ENGINES TO THE PROPULSION OF TRAM CARS AND OTHER CARRIAGES
Year: 1876

page_text: LETTERS PATENT to Charles Ferdinand de Kierzkowski, of 7, Collingham
Road, Cromwell Road, in the County of Middlesex, for the Invention of
"IMPROVEMENTS IN PRESSURE GENERATORS FOR MOTIVE ENGINES, AND IN THE
APPLICATION OF MOTIVE ENGINES TO THE PROPULSION OF TRAM CARS AND
OTHER CARRIAGES."
Sealed the 30th September 1876, and dated the 12th August 1876.
PROVISIONAL SPECIFICATION left by the said Charles Ferdinand de
Kierzkowski at the Office of the Commissioners of Patents on the 12th
August 1876.
CHARLES FERDINAND DE KIERZKOWSKI, of 7, Collingham Road, Cromwell Road,
in the County of Middlesex. "IMPROVEMENTS IN PRESSURE GENERATORS FOR
MOTIVE ENGINES, AND IN THE APPLICATION OF MOTIVE ENGINES TO THE PRO-
PULSION OF TRAM CARS AND OTHER CARRIAGES."
The first part of my Invention has reference to generating fluid pressure by
means of the explosive force and heat obtained by the combustion of air and
common lighting gas, hydrogen and air, or other explosive compound.
The second part of my Invention has reference to a particular mode of connecting
a motive engine, either of some known type or comprising any one or more of the
improvements forming the other parts of this Invention to a tram car, railway or
road carriage or wagon, and comprises the various contrivances and appliances
herein described or referred to for working the same.
In carrying out the first part of my Invention I use a hermetically closed vessol,
which I call the pressure box, in which are placed one or more metal cylinders,
which I call compressing cylinders.
In each of these compressing cylinders is fitted a loose air-tight piston, capable
of moving freely from end to end of the compressing cylinder.
A set of valves is so placed at one end of each compressing cylinder as to admit
with each down stroke of the compressing piston a charge of air, which is drawn
either from the outer air or from another hermetically closed vessel, which I call
the exhaust box, into which the the fluid after being used in the motive engine is
discharged.
Another set of valves is likewise so placed in connection with the compressing

page_text: cylinders as to discharge into the pressure box at each up stroke of the compressing
piston the charge of air previously drawn in with the down stroke.
At the other end of the compressing cylinder are placed a set of pipes or passages
and valves contrived so as to admit successive charges of the explosive compound
beneath the piston into the compressing cylinder, and to discharge the same out
of the compressing cylinder into the outer air after combustion at suitablo
intervals.
A special electrical apparatus is also placed in connection with those last-namod
valves by means of which an electric spark is generated successively in the several
compressing cylinders, so as to ignite the explosive compound at the proper time.
A specially contrived pressure gauge, placed in connection with the pressure box,
regulates the charges of explosivo gases in accordance with the pressure in the
pressure box, and also interrupts the electric circuit, and thus stops the generation
of further pressure when the pressure in the pressure box has reached a given limit,
which limit can be varied at will.
It will be seen that with this arrangement, when the electric spark ignites the
explosive charge beneath the loose piston in the compressing cylinder, this loose
piston is driven violently by the expansion of the gases towards the other end of
the compressing cylinder, compressing the air in front and driving it through the
valves previously referred to into the pressure box. Only a small portion, however,
of the heat evolved by the combustion of the gases applies itself to the propulsion
of the compressing piston, because the temperature of the products of combustion
is raised to so much higher a degree than that of the surrounding inedium that a
very large proportion of the heat of combustion passes off almost instantaneously
through the sides of the cylinder.
The space inside the pressure box and round the compressing cylinders may bo
partially filled with water, in which case the heat which passes off through the
sides of the compressing cylinders is communicated to the water. Thus, with every
discharge of the compressing cylinders further heat is imparted to the water
which is gradually converted into steam. The steam collects in the upper part of
the pressure box, where it mixes with the compressed air discharged at each stroke
from the compressing cylinder. The fluid thus produced is therefore a mixture of
steam and compressed air, the tension of which corresponds to the quantity of heat
evolved by the combustion of the gases. This fluid is then ready for use in any
motive or other engine adapted to be driven by fluid pressure.
As the heat of combustion passes off from the products of combustion through
the sides of the compressing cylinder, their temperature and pressure decrease, and
the compressing piston falls by reason of its own weight to the lower end of the
compressing cylinder, drawing in above it into the latter in descending a fresh
charge of air from the exhaust box or from the outer air through the valves
previously referred to. The products of combustion are also expelled into the open
air through the passages previously referred to by the weight of the compressing
piston descending upon them.
As the compressing piston approaches the lower end of the compressing cylinder
it touches the catch of a spring previously driven down by the force of the
explosion. This spring when thus released raises the piston to a certain height,
drawing beneath it as it ascends a fresh charge of the explosive compound.
The electrical apparatus is so contrived that when the full charge has been drawn
in, that part of the circuit which causes the spark in the compressing cylinder is
completed and the charge is ignited, provided the circuits are also completed at
the regulator in connection with the pressure gauge and also at a distributor, the
object of which is to divert the electric current into the compressing cylinders
successively, and to prevent explosions taking place simultaneously in more than
the proper number of cylinders.
When the compressing cylinder draws its charge of air for compression from
the exhaust box the air therein is rarefied, and the back pressuro or resistance to

page_text: the discharge therein of the fluid from the exhaust pipe of the motive engine is
diminished.
The rarefaction or expansion of the air in the exhaust box also causes con-
densation of the steam mixed up with it, thereby improving the vacuum and
further lessening the back pressure.
The pressure box should be cased in some material which is a bad conductor of
heat, so as to prevent the escape of heat by radiation.
It is to be observed that the compressed air discharged from the compressing
cylinder into the pressure box remains at the temperature to which its compression
has raised it, and is therefore in a condition to yield as much work as has been
expended on it in compressing it.
In carrying out the second part of my Invention I place the works of the motive
engine, that is to say, the pistons, eccentrics, &c., between two sole bars underneath
the floor of the vehicle to be propelled and between the latter and the ground.
These sole bars are attached at one end of the axles of the vehicle by means of
suitable pluimer blocks and brasses, which enable the axle to turn freely on its
own centre. To the other end of the sole bars is fixed the boiler and furnace, or
generator, or reservoir of compressed air, or of high-pressure steam, or other
apparatus, in which is produced or stored the pressure fluid destined to work the
motive engine. This end of the sole bars, with the generator, boiler, or other
apparatus above referred to, is carried by a pair of wheels which have a traversing
radial motion, which enables them to adapt themselves to any curve the vehicle
may be running on whilst the centre line of the sole bars with the generator, boiler,
or other apparatus above referred to, and the works of the motive engine fixed
thereto, remains coincident with the centre lino of the vehicle and at right angles
to the driving axle.
Motion is imparted to the axle to which the sole bars are connected by means of
cranks or toothed wheels worked by the motive engine, so that the pair of wheels
belonging to this axle become the driving wheels of the vehicle, and that proportion
of the weight of the vehicle which is carried by this pair of wheels becomes
available for adhesion together with a proportion of the weight of the motive
engine, sole bars, &c., which is also carried by the driving wheels.
A contrivance is also provided for giving a traversing motion by hand to the
radial wheels which carry the boiler end of the sole bars, so as to facilitate passing
through points and crossings.
Suitable handles, and specially contrived levers, bars, &c., are provided for
working the engine from either end of the vehicle. .
A light pair of extra wheels may be attached to the sole bars of the motive
engine in such wise as to be capable of being thrown into gear with the motive
engine, and serve instead of the pair of wheels belonging to the vehicle to carry
one end of the motive engine and to propel it when the latter is detached from the
vehicle.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by the
said Charles Ferdinand de Kierzkowski in the Great Seal Patent Office on
the 12th February 1877.
CHARLES FERDINAND DE KIERZKOWSKI, of 7, Collingham Road, Cromwell Road,
in the County of Middlesex. "IMPROVEMENTS IN PRESSURE GENERATORS FOR
MOTIVE ENGINES, AND IN THE APPLICATION OF MOTIVE ENGINES TO THE PRO-
PULSION OF TRAM CARS AND OTHER CARRIAGES."
The first part of my Invention has reference to generating fluid pressure by means
of the explosive force and heat obtained by the combustion of air and common
lighting gas, hydrogen and air, or other explosive compound.
The second part of my Invention has reference to a particular mode of connecting

page_text: a motive engine, either of some known type, or comprising any one or more of the
improvements forming the other parts of this Invention, to a tram car, railway, or
road carriage, or wagon, and comprises the various contrivances and appliances
herein described or referred to for working the same.
In carrying out the first part of my Invention I use a hermetically closed vessel,
which I call the pressure box, in which are placed one or more metal cylinders,
which I call compressing cylinders.
In each of these compressing cylinders is fitted a loose air-tight piston, capable of
moving freely from end to end of the compressing cylinder.
A set of valves is so placed at one end of each compressing cylinder as to admit
with each down stroke of the compressing piston a charge of air, which is drawn
either from the outer air, or from another hermetically closed vessel, which I call the
exhaust box, into which the fluid, after being used in the motive engine, is dis-
charged.
Another set of valves is likewise so placed in connection with the compressing
cylinders as to discharge into the pressure box at each up stroke of the compressing
piston the charge of air proviously drawn in with the down stroke.
At the other end of the compressing cylinder is placed a set of pipes, and passages
and valves, contrived so as to admit successive charges of the explosive compound
beneath the piston into the compressing cylinder, and to discharge the same out of
the compressing cylinder into the outer air, after combustion, at suitable intervals.
A special electrical apparatus is also placed in connection with these last named
valves, by means of which an electric spark is generated successively in the several
compressing cylinders, so as to ignite the explosive compound at the proper time.
A specially contrived pressure gauge placed in connection with the pressure box 2
regulates the charges of explosive gases in accordance with the pressure in the
pressure box, and also interrupts the electric circuit, and thus stops the generation of
further pressure when the pressure in the pressure box has reached a given limit,
which limit can be varied at will.
It will be seen that with this arrangement, when the electric spark ignites the 3
explosive charge beneath the loose piston in the compressing cylinder, this loose
piston is driven violently, by the explosion of the gases, towards the other end of the
compressing cylinder, compressing the air in front, and driving it through the valves
previously referred to into the pressure box. Only a small portion, however, of the
heat evolved by the combustion of the gases applies itself to the propulsion of the 3
compressing piston, because the temperature of the products of combustion is raised
to so much higher a degree than that of the surrounding medium, that a very large
proportion of the heat of combustion passes off almost instantaneously through
the sides of the cylinder.
The space inside the pressure box and round the compressing cylinders may be 4
partially filled with water, in which case the heat which passes off through the sides
of the compressing cylinders is communicated to the wator. Thus, with every dis-
charge of the compressing cylinders further heat is imparted to the water, which is
gradually converted into steam. The steam collects in the upper part of the pres-
sure box, where it mixes with the compressed air discharged at each stroke from the 4
compressing cylinder. The fluid thus produced is therefore a mixture of steam and
compressed air, the tension of which corresponds to the quantity of heat evolved by
the combustion of the gases. This fluid is then ready for use in any motive or other
engine adapted to be driven by fluid pressure.
As the heat of combustion passes off from the products of combustion through 5
the sides of the compressing cylinder, their temperature and pressure decrease, and
the compressing piston falls by reason of its own weight to the lower end of the
compressing cylinder, drawing in above it into the latter in descending a frosh
charge of air from the exhaust box, or from the outer air through the valves pre-
viously referred to. The products of combustion are also expelled into the open air 5
through the passages previously referred to by the weight of the compressing piston
descending upon them.

page_text: As the compressing piston approaches the lower end of the compressing cylinder,
it touches the catch of a spring, previously driven down by the force of the ex-
plosion. This spring when thus released raises the piston to a certain height, draw-
ing in beneath it as it ascends a fresh charge of the explosive compound.
The electrical apparatus is so contrived that when the full charge has been drawn
in that part of the circuit which causes the spark in the compressing cylinder is
completed, and the charge is ignited, provided the circuits are also completed at the
regulator in connection with the pressure gauge and also at a distributor, the object
of which is to divert the electric current into the compressing cylinders successively
and to prevent explosions taking place simultaneously in more than the proper
number of cylinders.
When the compressing cylinder draws its charge of air for compression from the
exhaust box the air therein is rarefied, and the back pressure or resistance to the
discharge therein of the fluid from the exhaust pipe of the motive engine is
diminished.
The rarefaction or expansion of the air in the exhaust box also causes condensa-
tion of the steam mixed up with it, thereby improving the vacuum and further
lessening the back pressure.
The pressure box should be cased in some material which is a bad conductor of
heat, so as to prevent the escape of heat by radiation.
It is to be observed that the compressed air discharged from the compressing
cylinder into the pressure box remains at the temperature to which its compression
has raised it, and is therefore in a condition to yield as inuch work as has been ex-
pended on it in compressing it.
In carrying out the second part of my Invention, I place the works of the motive
engine, that is to say the pistons, eccentric, &c., between two sole bars underneath
the floor of the vehicle to be propelled, and between the latter and the ground.
These sole bars are attacherl at one end to one of the axles of the vehicle by means
of suitable plummer blocks and brasses, which enable the axle to turn freely on its
own centre. To the other end of the sole bars is fixed the boiler, and a furnace or
generator, or reservoir of compressed air, or of high-pressure steam, or other
apparatus, in which is produced or stored the pressure fluid destined to work the
motive engine. This end of the sole bars, with the generator, boiler, or other appa-
ratus above referred to, is carried by a pair of wheels which have a traversing
radial motion which enables them to adapt themselves to any curve the vehicle may
be running on, whilst the centre line of the sole bars, with the generator, boiler, or
other apparatus above referred to, and the works of the motive engine fixed thereto,
remains coincident with the centre line of the vehicle, and at right angles to the
driving axle.
Motion is imparted to the axle to which the sole bars are connected by means of
cranks or toothed wheels worked by the motive engine, so that the pair of wheels
belonging to this axle become the driving wheels of the vehicle, and that proportion
of the weight of the vehicle which is carried by this pair of wheels becomes avail-
able for adhesion, together with a proportion of the weight of the motive engine,
sole bars, &c., which is also carried by the driving wheels.
A contrivance is also provided for giving a traversing motion by hand to the
radial wheels which carry the boiler end of the sole bars, so as to facilitate passing
through points and crossings.
Suitable handles and specially contrived levers, bars, &c., are provided for work-
ing the engine from either end of the vehicle.
A light pair of extra wheels may be attached to the sole bars of the motive
engine in such wise as to be capable of being thrown into gear with the motive
engine, and serve instead of the pair of wheels belonging to the vehicle to carry one
end of the motive engine, and to propel it when the latter is detached from the
vehicle.
In order that my said Invention may be most fully understood and readily
carried into effect, I will proceed to describe the Drawings hereunto annexed.

page_text: DESCRIPTION OF THE DRAWINGS.
Figures 1 to 8 in the accompanying Drawings are plans, elevations, and sectional
views of a pressure generator and its various fittings and appurtenances constructed
in accordance with the first part of my Invention. The same letters in the various
Figures refer to the same parts.
A is the pressure box, which may be made of any convenient form, and which
should have a casing (not shown in the Drawings) made of some material which is
a bad conductor of heat.
B, B, are the compressing cylinders, which may be placed either vertically or
inclined, and of which there may be any convenient number.
C, C, &c., are the compressing pistons, which are driven to the upper ends of the
compressing cylinders by the explosion of the gas beneath.
D, D, &c., are the valves through which the air compressed by the ascent of the
pistons C, C, &c., is driven out of the cylinders B, B, &c., into the pressure box A.
They may be formed of leather flaps, as shown in the Drawings, or of metal, or of
any other material. These valves close themselves against the return of the air
from the pressure box A. into the cylinder B.
E, E, &c., are the valves, through which the successive charges of air for com-
pression are drawn into the cylinders B, B, &c., by the descent of the pistons
C, C, &c. These valves, which inay be arranged to communicate with the exhaust
box F herein-after described or with the outer air, close themselves against the cxit
of air out of the compressing cylinder B..
F is the exhaust box, which may be either attached to the generator, as shewn in
the Drawing, or may be a separato vessel. In either case the exhaust fluid after
use in the motive engine cylinder is either partly or wholly discharged into the
exhaust box F by means of a connecting pipe (which is G in the arrangement shewn
in the Drawing) and the compressing cylinders draw their charge of air either
partially or wholly from it through the valves E, as before stated, which valves
must be connected to the exhaust box F by means of suitable connecting pipes.
That portion of the steam in the fluid exhausted from the motive engine which is
condensed by rarefaction in the exhaust box F collects on the floor of the latter
and is pumped back into the pressure box A by means of a force puinp worked by
the motive engine, and connected by suitable pipes (which are not shewn in the
Drawings) with the exhaust box F and the pressure box A respectively.
The explosive charges of gas and air may be admitted into the cylinder B and
expelled after conibustion by means of the following arrangement :-
The lower ends of the compressing cylinders B, B, &c., are bolted or otherwise
secured to bases H, which are bolted down air and water tight to the floor of the
pressure box. Down the middle of each of these bases is a cylindrical opening I,
in which works a piston or plunger J. This piston has a hollow rod K, which
passes through the floor of the pressure box and terminates at its lower end with a
hinge joint L, to which are jointed the arms M and N. The arms M are jointed
to other arins O, O, &c., which are connected with the common spindles of the taps
P, P, &c., and Q, Q, and the arins N, N, are jointed to other arms R, R, which are
connected with the common spindles of the taps S, S, and of the electric contact
pieces T, T, &c. The taps P, P, are placed on pipes which communicate with the
open air, and the taps S, S, are placed on pipes connected with a reservoir of gas,
and it is through these pipes and taps which fit into corresponding passages U
and V in the bases H that the explosive charges of gas and air are drawn into the
compressing cylinders by the ascent of the pistons J and C. The passages U and
V are fitted with ball or other valves which prevent the return of gas or air from
out of the compressing cylinders B, B.
The
The taps QQ, are placed on branches to a pipe Y, which may be carried in a
coil through the pressure box A, and communicates with the open air.
branches of the pipe Y are fitted into corresponding passages Z, Z, through the

page_text: base H, and it is through these passages, branches, and the pipe Y, that the
products of combustion are expelled into the open air. A ball or other valve W in
each branch prevents the return from the pipe Y of the products of combustion
back into the cylinders B, B.
The piston Jis supported by a spirial spring X, the tendency of which is to
maintain the piston J in its highest position. A spring catch a prevents the
piston J from rising again after a down stroke until a rod b is pressed down by the
descent of the piston C upon it.
The ignition of the explosive charges may be effected by means of the electric
contact piece T, which consists of an insulated metal strip fixed on the same
spindle as the tap S, and which completes or interrupts the electric connection
between the wire (d) which terminates in the cylinder B and the wire e, which is
connected with the distributor herein-after described, and thence with an electric
battery, according as the arm R which works the spindle to which the contact
piece T is fixed is raised or lowered by the upward or downward motion of the
plunger J.
The diversion of the electric current into the different cylinders may be effected
by means of the following contrivance, which I call the distributor.
Each cylinder has a separate insulated wire e connecting the contact piece T with
the distributor. This. distributor consists of a disc f formed of some material,
which is a non-conductor of electricity, and which is fixed on a shaft g. On one
side of this disc, and on the same shaft g, an insulated cylinder h of brass or other
conducting material is fixed so as to be concentric with the disc. An insulated
metallic strip i is fixed radially to one face of the disc f so as to connect the metal
cylinder with the circumference of the disc f. A spring contact piece j com-
municating with a wire from the battery presses against the metal cylinder h,
which is consequently always in electric communication with the battery. Against
the circumference of the disc press as many spring contact pieces 0, 0, 0, &c., as
there are compressing cylinders, each of these contact pieces receiving the end of
the wire e previously referred to, coming from each of the compressing cylinders.
These contact pieces are placed in a circle round the contre of the disc so that the
end of the metallic strip i comes successively in contact with each when the disc f
revolves on its axis, thus completing this part of the electric circuit successively
for cach of the cylinders. The shaft g on which the disc f is fixed is caused to
make periodical fractions of a revolution by the action of arms R, which are
jointed to the arms N, and which therefore follow the motions of the plunger J.
The arms K push the shaft ground on its own axis by means of the arms 1, to
which are fixed springs m, which hit against projecting pins n when moving in one
direction, but which spring over the pins n when moving in the other direction.
The limiting pressure which it is desired should not be exceeded in the pressure
box may be regulated by the following contrivance, which I call the pressure regulator.
I divide the wire leading from the battery or induction coil to the distributor
previously referred to, and I connect the two ends thus divided with two contact
pieces and 7 of the regulator shown in Figures 5, 6, 7, and 8. This regulator
consists of a tablet made of some non-conducting material. Into this tablet is
inlaid a strip of conducting metal s, which is connected with the contact pieces p.
Another strip of conducting metalt is inlaid in a sliding piece u made of non-
conducting material which is capable of sliding in the tablet r in a parallel line
with the strip 8. This sliding piece u can be moved by means of a screw v
working in a nut w attached to the slide piece u. A spring contact piece x
pressing on the strip t keeps it always in connection with the contact piece q and
its wire.
A cross head y, made of conducting metal, is attached with insulating material
intervening to the head of the piston rod of an ordinary spring pressure gauge
which communicates with the pressure box herein-before referred to. The piston
rod of the pressure gauge moves in a parallel line to the two strips 8 and t in
such wise that the cross head y connects and completes the circuit between them as

page_text: long as both are in contact with it. By means of the screw and the sliding
piece u connected with it the strip t can be moved back towards the pressure gauge
so that it ends at that point which the connecting piece u, cross head y, would
reach when the pressure in the pressure box has attained the limit which it is
desired not to exceed. When the pressure in the pressure box exceeds this limit
the cross head y passes off the strip t, and the electric circuit between it and the
strip is broken, so that no further charges can be ignited in the compressing
cylinder until the pressure in the pressure box is reduced by the working of the
motive engine or otherwise. The pressure gauge piston then recedles, carrying with
it the cross head y, which then again completes the circuit between the strips & and
t so soon as it returns within the limit at which the end of the strip t is set.
The following arrangement may be used for varying the strength of the charge
of explosive gases, according to the pressure for the time being in the pressure box,
as that the compressing piston e may always receive sufficient impetus to discharge
the air from the cylinder B into the pressure box A.
To the sliding piece of the regulator I attach a rack which gears into a spur
wheel which is fixed on to and works the spindle of a tap or valve in the pipe
which brings the gas from the reservoir to the compressing cylinders. This tap is
set so that the action of the rack on the spur wheel opens it more or less, according
as the regulator is set for a higher or lower limit of pressure. The aperture through
which the supply of gas is drawn being thus varied, the piston C in rising draws in
a greater or a less proportion of gas, as compared with the proportion of air
which it draws through a pipe of fixed dimension. This contrivance is not shown
on the Drawings, being sufficiently intelligible from the foregoing description.
The action of the pressure generator is as follows:-To start the compressors, the
plunger J must be drawn down by hand until the spring catch a passes out of the
Hoor of the pressure box, so that when released the plunger J is held in its middle
position by the catch d. When the plunger J is held in its middle position by
the catch d. When the plunger J is in this position, the tap Q is held open by
the arms M and O. The compressing piston C being no longer supported by the
plunger J, descends, driving out through the tap Q and the pipe Y whatever air or
gns there may have been beneath it. When the compressing piston C reaches the
bottom of the cylinder B, and presses down the rod C of the spring catch d the
plunger J is released and rises up by reason of the upward pressure of the spring X,
carrying with it the compressing piston C. The upward motion of the compressing
piston draws into the cylinder B a charge of air and gas through the taps P and
S, which during the ascent of the plunger J are kept open by the arms M and O,
and N and R.
When the plunger J reaches its highest position, the contact piece T, which has
meantime been turned by the action of the arms N and R, completes the electric
circuit between the wire d which terminates inside the cylinder B and the wire e,
which is in connection with the electric battery through the electric distributor and
pressure regulator herein-before described. This process having been gone through
with all the compressing cylinders, the electric apparatus is put into activity, and
the current passing into the particular compressing cylinder to which the distributor
directs it, flies in the shape of a spark from the end of the wire d to the nearest
inetallic conductor and ignites the explosive charges of gas and air.
The compressing piston C is driven upwards, and the plunger J downwards, by
the force of the explosion, and the latter returns after the force of the explosion is
spent to its middle position, where it is retained by the spring catch d. In descend-
ing, the plunger J gives a fractional part of a turn to the shaft g by means of the
arins N, R, l, which push the spring m against the pin n. The partial turn of the
shaft g brings the contact piece i of the distributor into contact with the terminal
piece of the wire leading to another compressing cylinder, into which the current is
consequently diverted, exploding the charge as before. Thus, one of the effects of
each explosion is to divert the clectric current by means of the distributor into the
next cylinder.

page_text: Meantime, the compressing piston C drives in its ascent the air above it out of
the cylinder B through the valves D into the pressure box A. By the time it has
reached the end of its stroke a large proportion of the heat of combustion has passed
out through the sides of the cylinder B into the contents of the pressure box A, the
temperature of the products of combustion has been further reduced by the work
done in this expansion. Hence the pressure beneath the compressing piston C is
considerably diminished, and the latter descends again by reason of its own weight,
and by reason also of the partial vacuum formed beneath it. It is under the action
of this vacuum, added to the gravity of the piston C, that the descent of the piston
C is accomplished, and a fresh charge of fluid for compression is drawn into the
cylinder B through the valve E.
As the piston C approaches the bottom of the cylinder B it drives out by its own
weight, as before, the burnt gases beneath it through the passage Z, the tap Q, and
the pipe Y.
When the piston C reaches the bottom of the cylinder B, it again presses down
by its own weight the rod 6 of the spring catch d and is then again raised by the
action of the spring X pressing up the plunger J. A fresh charge of gas and air
is drawn into the cylinder beneath the piston C by the ascent of the latter, and
when the plunger J has again reached its highest position the contact piece T once
more connects the wire d with the distributor, and the charge is ready to be ignited
as soon as the distributor diverts the electric current into the cylinder.
Figures 9 to 14 in the accompanying Drawings are plans, elevations, and sectional
views of the modes of connecting a double cylinder motive engine to the vehicle to
be propelled (which in this instance is supposed to be a tram car) in accordance with
the second part of my Invention.
A is the body of the tram car which may be of any usual type; B₁ is the axle
belonging to one of the pairs of wheels which carry the tram car. To the axle B¹ is
keyed a toothed wheel C₁ gearing into and worked by another toothed wheel D¹
which is keyed on to the driving shaft of the motive engine hereafter referred to.
E, E, are the sole bars, between which are fixed the works of the motive
engine, &c., which may be of any ordinary known type.
The sole bars have fixed to them at one end connecting pieces F', F¹, by means
of which they are attached to or detached from the plummer blocks and brasses F³,
which remain always on the axle of the vehicle.
The sole bars E¹, E', are bolted or rivetted at the other end to the boiler or
furnace pressure generator, reservoir of compressed air, or of high-pressure steam or
other apparatus which supplies the engine cylinders with the pressure fluid for
working it. In the case of the accompanying Drawings the engine cylinders are
worked by a pressure generator G₁ of the type forming the first part of this Inven-
tion, and the sole bars are secured thereto.
The pressure generator G₁, or other apparatus in place thereof, is carried by the
wheels and axle H¹, which may be placed either underneath or in front of the
pressure generator or boiler, &c.
The wheels and axles H¹ may carry the load placed upon them by means of
bearing pieces I¹, which are provided with suitable bearing pieces and springs 1¹,
which have a traversing motion either by means of rollers or sliding surfaces nlong
a curved path J' which is fixed to the plummer blocks K' in which the axles of the
wheels H work.
By means of this arrangement the wheels H¹ can adapt themselves to any curve
whilst the centre line of the engine and boiler or pressure generator remains
coincident with the centre line of the vehicle.
The following contrivance may be used for giving lateral traversing motion by
hand to the wheels H¹ to facilitate passing through points or crossings:-The two
ends of a cord L' are fastened to the ends of the curved path J. The central
portion of the cord L' takes one turn round a pulley P¹, which is fixed on a
spindle Qprovided with a wheel handle R¹. The spindle Q' fits into a socket S²,
which is fixed to the side of the boiler or pressure box by means of a hinge joint,

page_text: so that the weight of the pulley P¹, spindle Q1, and wheel handle R' keep the cord L'
stretched tight. The cord L is then carried round the guiding pulleys O¹, N',
and M³, terminating, as before stated, at the ends of the path J. By this arrange-
ment when the wheel handle R¹ is turned in either direction a traversing motion
with respect to the centro line of the vehicle is given to the wheels and axles H¹
by means of the endless cord L', which is drawn in at one end and payed out
at the other by the turning of the pulloy P¹ fixed to the spindle of the wheel
handle R¹.
The following contrivance may be used for working the throttle valve and the
reversing and expansion gear of the engine from either end of the vehicle:-The
handle T of the throttle valve of the engine fits into a recess formed in a horizontal
disc U¹, which is fixed to a vertical shaft V, which works in suitable guides secured
to the front of the vehicle. The shaft V₁ and disc U¹ can be turned round a vertical
axis by means of a handle W placed at the upper end of the shaft V¹, and the
turning of the disc U₁ gives motion to the handle T¹, which opens or closes the
throttle valve. Motion can be given to the handle of the throttle valve T" from
the other end of the vehicle by means of an endless cord X¹, which passes round
the disc U and also round another disc at the other ond of the vehicle, to which
motion is given by means of a shaft and handle exactly similar to the shaft V¹ and
handle W. To the rocking shaft Y¹ which works the reversing and expansion gear
of the engine is fixed a bevilled wheel Z', gearing into another bevilled wheel a',
which is held in a horizontal position by means of suitable brackets. The top of
the bevilled wheel Z¹ is formed into a disc having a recess in it, into which fits a
pin, which is fastened to another disc c¹ held in suitable brackets fixed to the under
side of the vehicle. This disc c can be turned on its vertical axis in either direction
by means of the endless cord d¹, which passes round discs e¹ at each end of the
vehicle, fixed to vertical shafts f¹ provided with handles g'at the top. The motion
of the disc c¹ gives motion to the rocking shaft Y¹ through the pin b' and the
bevilled wheels Z¹ and a².
The shaft V¹ may be made hollow, as shewn in Figure 12, so as to allow the
shaft to pass through it, or the shafts V¹ and f¹ may be secured to separato
guides in separate places.
An extra train of wheels and axles h¹ may be fitted to the sole bars E¹ by means
of the swinging links ¹, which are so disposed as to enable the wheels h¹ to be
lifted off the ground and hung up by the hook j¹ when the engine is attached to a
tram car, or to enable the wheels to be brought round to the position shown in
dotted lines, so as to support the sole bars E when the engine is detached from the
tram car. When in the position shown in dotted lines a cog wheel k¹ fixed to the
axle h¹ gears into a cog wheel fixed to the crank shaft of the engine, so that the
engine can propel itself. The hook is made so that by turning it back, as shown
in dotted lines, it holds in position the projecting end of the link i¹ when the cog
wheels k¹ and l' are in gear.
A three-cylinder motive engine may be adapted in a similar manner to the pro-
pulsion of a tram car or other vehicle, but in such case the driving shaft is fixed to
the sole bars E¹, E₁, in a position parallel to the centre line of the vehicle, and com-
municates motion to the driving axle by means of a bevilled wheel.
The same arrangement herein-before described for working the starting and
reversing gear from either end of the vehicle may be used, the connections
being arranged to suit the positions of the starting and reversing handles of the
.engine.
Endless bands or cords or friction rollers may be used instead of cog wheels for
communicating the motion of the motive engine to the driving axle.
Having thus described the nature of my said Invention and the manner of per-
forming the same, I would have it understood that I do not confine myself to
the exact details, but I claim in connection with the first part of my Invention,
First. The placing of one or more cylinders, which I have called compressing
cylinders, in a closed vessel, which I have called the pressure box, and which may

page_text: be partilly filled with water, from which results the utilization in the manner herein
described of the heat produced by the combustion of explosive gases.
Secondly. The contrivances herein described for admitting into the compressing
cylinders successive charges of explosive a combustible gases.
Thirdly. The contrivances by which the electric current is diverted to the proper
cylinders and their charges ignited at the proper times.
Fourthly. The contrivances by which the generation of further pressure in the
pressure box is stopped when a certain limit has been reached.
Fifthly. The contrivances by which the strength of the charges of explosive gases
is varied according to the pressure for the time being in the pressure box.
Sixthly. The drawing into the compressing cylinders of the exhaust fluid from
the motive engine, whereby a partial vacuum can be formed in the exhaust box,
and the back pressure in the engine piston is diminished.
I claim as new and my 'Invention in connection with the second part of the
Patent,-
First. The fixing of the works of the motive engine, i.e., the cylinders, pistons, &c.,
to two sole bars, one extremity of which is secured to and carried by one of the
pairs of the wheels of the vehicle, which wheels worked by the engine become the
driving wheels, and the other end by a separate pair of wheels having radial
transverse play, which enables them to set themselves to any curve, whilst the
centre line of the motive engine remains coincident with the centre line of the
vehicle.
Secondly. The within-described contrivance for working the throttle valve of the
motive engine from either end of the vehicle.
Thirdly The within-described contrivance for working the reversing and ex-
pansion gear from either end of the vehicle.
Fourthly. The within-described contrivance for carrying a spare set of wheels
and putting them in and out of gear.
Fifthly. The general arrangement by which a separate engine communicates
motion to the wheels of a vehicle, so that whilst the weight of the vehicle itself is
available for adhesion, the faculty is preserved of readily detaching the engine from
the vehicle.
In witness whereof, I, the said Charles Ferdinand de Kierzkowski, have here-
unto set my hand and seal, this Second day of February, in the year of our
Lord One thousand eight hundred and seventy-seven.
"