US1019222A - Internal-combustion engine of the revolving-cylinder type. - Google Patents

Description

A. B. E. CHEESEMAN a J. G. FLORENCE. INTERNAL GOMBUSTION ENGINE OF THE REVOLVING CYLINDER TYPE.

APPLIGATION FILBDMAY Z7, 1911. Patented Mar. 5, 1912.

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wr/dam Tfm A. E. E. CHEESEMAN al J. E. ELOEENEE. INTERNAL GOMEUSTION ENGINE of* TEE EEvoLvING CYLINDER TYPE.

Y V APPnLIGATION FILED MAY'27, 1911. 1,01 9,222. j Patented Mar. 5, 1912.

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A. B. E. CHEESBMAN @L J. G. FLORENCE. INTERNAL GOMBUSTION ENGINE OP THB REVOLVING CYLINDER TYPE.

APPLIUATION FILED MAY 27, 1911. 1,019,222. Patented Mar. 5, 1912.

4 SHEETS-SHEET 3.

fla E9 6" A. B. E. CHEESBMAN. L J. G. FLORENCE. INTERNAL GoMBUsTIoN ENGINE 0F THB RBVOLVING CYLINDER TYPE.

APPLIGATIN FILED MAYZ?, 1911.

Patented Mar. 5, 1912.

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CHEESEMAN,

r radiating UNlTED STATESPATENT OFFICE.

VALFRED B. E. GHEESEMAN, OF LONDON, AN D JOSEPH G. FLORENCE, OF WALTHAMSTOW,

ENeLArm.

INTERNAL-COMBUSTION ENGINE 0F THE REVOLVING-CYLINDEB TYPE.

To al?, whom t may concern:

Be it known that we, ALFRED BnYsoN EAST a subject of the King of Great Britain, residing at 36 Delaware Mansions, Maida Vale, London, and JOSEPH GORDON FLORENCE, a `subject of the King of Great lritain, residing at 125 Coppermill Lane, i TWalthamstoiv, Essex,

England, have invented certain new and useful improvements in or Relating to Internal-Combustion Engines of the Revolving-Cylinder Type, which the following is a specification.

This invention relates to rotary engines of that 'type in which a number of cylinders revolve, as a unit, around the crank shaft. Hitherto such type of engine, While having considerable advantages in the Way of balance and lightness, has suffered from various drawbacks as regards necessity for compress ing the charge in the crank chamber, and then passing it into the cylinder; the use of pumps for supplying fuel to the cylinders; mechanical valves; lubrication; valve actuation, and control, and generally in the way of complications due to the rotation of the cylinders.

Jrecording to the present invention we do not compress the charge in the crank chamber or use a pump, thereby dispensing with the use of piston valves with their attendant drawbacks, among which may be mentioned the excessive entry of lubricant into the cylinder, the charge according toour invention being intrbduced to the various cylinders from the crank shaft, through a chamber formed or arranged preferably at l closed by the pistons in vtype commonly i atmosphere in. such way the side of the cylinders and rotating with them. Provision is made for the supply of fuel or explosive mixture to the cylinders from this chamber and for the admissionof air and petrol or other hydrocarbon to the chamber to=form `the explosive mixture, this chamber' being in communication with the that the explosive mixture is supplied automatically to the cylinders. under pressure produced by the rotation of the cylinders, a fan being used, ornot, to assist in maintaining or obtaining this pressure. i

lille dispense with mechanical or automatic valves by provid-ing the cylinders with inlet and exhaust ports, which are opened and their reciprocation in the cylinders," the engine thus being of the known as a valveless engine.

Specification of Letters Patent.

A edV 1n opposition Patented Mar. 5,1912.

Application led May 27, 1911. Serial No. 629,907.

lThus whatever may be the speed of rotation of the cylinders the ports will be opened and closed in a perfectly regular manner, Where-- as 1n engines having spring-controlled valves generally arranged in the heads of the cylin ders, the action of centrifugal force comes into play and causes the action of the valves to vary with the speed of rotation of the cylinders.

`We provide the supply chamber at the side of the cylinders with a trunk funnel or scoop for the supply of air thereto, and a carbureter may be arranged in the trunk or funnel or in the chamber itself in such manner that as the engine rotates airis forced into the chamber, through or around the carbureter to form, with the fuel introduced through the carbureter, an explosive mixture, which is then supplied to the cylinders as their inlet ports become uncovered by their respective pistons. The cylinders work on the two stroke system with the inlet and exhaust ports arranged substantially opposite one another in the `sides of the cylinders, but they need not necessarily be arranged opposite one another.

'The cylinders may exhaust straight into the outer air or a silencer or silencers may be provided, for instance by arranging a chamber, similar to the fuel supply chamber, on the exhaust side of the engine, Vand providing it with an outlet funnel or mouth directto theA direction of rotation of the engine so that a suction action will be created, tending to assist in the discharge of the exhaust gases, from the cylinders. The inertia of the gases released from any cylinder will have a scavenging effect upon the cylinder that opened to exhaust immediately prior thereto, and the exhaust gases will become a form of jet reaction tending to assist the engine to revolve.

`While, in its simpler form,the crank shaft will be stationary, the engine may be constructed so that vthe shaft rotates in the opposite direction to that of the cylinders.

A small fan or similar feed device may be fitted in the mouth of the air scoop to assist in delivering the air through the trunk and carbureter to the annular chamber, but such fan is not always essential. The mouth of the. scoop is set in the direction of rotation so that as the engine revolves, air is forced down the scoop through the trunk around or ythrough the carbureter, into `the annular chamber,

andthe mixture thus formed is delivered through the ports into the cylinders under pressure produced naturally by the method of scooping the air into the trunk as the cylinders revolve. Obviously as the fuel supply chamber rotates with the vcylinders the supply of fuel, petrol for instance, must be.

arranged from a central point, and this can be elected 1n various ways. For instance petro may be fed through a bearing of the crank shaftand led through a pipe which' may be integral with the crank chamber, to the vcarbureter fixed' in the inlet trunk. By the means above described, the ordinary t pe of inlet and exhaust valves is dise pense with and the engine isworked on a 2-stroke cycle in place of the Otto or 4- stroke cycle. Ignition is effected by leads integral with or connected to the revolving parts'and carried through the outer casing of the bearing to or near the periphery thereof, where a 'distributer wipe connected to a magneto or .other electrical source is -pressed by a spring 25' or other means against the leads,'or other form of distributer may be arranged. As it is desirable that there should be control of the carbureter, such' control may -be effected by a flexible Wire passing through the casing ofthe bearing to a sleeve which can slide upon a spigot extension of the crank shaft'bearing. The sleeve and flexible wire rotate with the engine. This sleeve may be actuated by a suitable lever attachment. The throttle may be kept Open by a spring or other means, and the flexible wire used only for Aclosing the valve or vice versa. -The carbureter could also be controlled by means of an adjustable lug or ring on, a sta- 4'0 tionary part, acting on a lever, projection or other device'connected to the carbureter,

vso that in accordance-with the position of .the adjustable ring or equivalent, the opening 'of the carbureter Will be varied and controlled. In the case of a float feed carbureter' being used, or where it is undesirable to place the carbureter on or in the rotary. part of the apparatus, we may arrange the carbureter on a stationarypart, and

lead the petrol supply to the annular chamber. The petrol may be led tothe spigot extension 'of the crank-shaft bearing by a lixe'd nozzle entering the hollow end through agland and packed stuing box' so as to prevent leakage. The cylinders may be connected up to avsihgle or multiple crank shaft and may be of any desired number, and caused to'act consecutively. The whole engine may revolve on two 'main bearings with the cylinders andA pistons between them, the

main bearings being supportedv upon ball races, and end thrust taken up by ball races.

When the-engine is used for purposes of a,

flying machineawhere screw propelle'rs'or "6.5 tractors are necessary, the vpropellerfor tractor blades may be fitted to the cylinders or to the cylinder heads.

l/Vc will nowv describe a practical form of the invention, reference'being had to the accompanying drawings7 in which .like reference characters refer to like parts.

Figure 1 is a sectional elevation of a sixcylinder engine according to the present invention, and Fig. 2 is a side view, partly in section, and Fig. 3 is a detail view. Fig. 4' shows, in two half views, side elevations, partly in section, of parts of the annular chambers forming the mixing chamber and exhaust chamber respectively, the right handhalf of this figure illustrating the fan and means for driving it.` Fig. 5 shows a detail view ofthe automatic means for controlling the speed of the fan. Fig. 6 is a sectional detail illustratingmeans for causing the crank shaft and casing to rotate in opposite directions.

The crank shaft l-of the engine is stationary, its squared end being mounted in a bearing or dog 8 secured by bolts9 to a .fixed part 16 of thel engine frame. A

crank casing 34 carrying six cylinders 10 arranged Aradially about the crankshaft 1 is mounted so as t0v freely revolve around theA each cylinder is connected' by a rod to the crank, one-of` the connecting rods 2being mounted directly on a bushing 3 on the( crank pin and the other tive connecting rods 6 being mountedon; bushings v7 on gudgeon pins 15 mounted in the forked end of the connecting rod 2, in well known manner.

Now in order to avoid the use of ordmary `mechanically operated inlet and exhaust valves for the cylinders, we rlui the engine on the tWo stroke system, forming inlet and exhaust openings 11 and 12, in the cylinders which'are covered and uncovered as the pistons reciprocate in the cylinders. As .is usual in this class of engine, a dellector 14 is'formed on the piston to prevent the incoming charge from passing straight across the cylinder to the exhaust which 1s open at approximatelythe same time.'

In order to provide for v'the int1'oduct1on of the charge tothe cylinders as they rotate, We provideon 'one side of the cylinders a closed casing, here shown in the`form o f a flattened tubular ring 17. This ring may,

however,l be of circular cross section, or the chamber may be formed by a casing, bolted 'to the sides ofthe cylinders, of such conf struction as to provide a substantiallyla'nnular passage/or conduit, communicating with the openings 11l in thecylinders. In" Fig. 2 this annular pipe or conduit 1T is shown as secured to the cylinders by' means'of studs and nuts'18. cThis annular chamber is provided witli an airinlet funnel or scoop'19 rotate air is forced down the funnel into the might proceed directly from the jet to a box chamber. At about the point where the funnel merges into the annularch'amber, is arranged a carbureter or mixing `device 20 having a throttle valve 23 `and a petrol jet or passa ge 22, the valve controlling the inlet and' outle-t of the carburetor. The petrol discharges into the center of the throttle valve and passes thence outwardly, the throttle being in the form of a partlcylinder, the turning of which regulates both the supply of 4fuel and air. However no special form of supply and throttle device is claimed in this application, as any suitable form or valve device can be used. Petrol is supplied to the passage 22 by means of a supply pipe 21, which is brought down and enters the rear end bearing 5 (Fig. 3) of the crank shaft. Here the pipe communicates with a tubular passage 4 formed in the ybearing 5, and in its extension Ent the petrol supply passage 4a here being in the axial center of the shaft. Leading into'the center of the extension 5' is the fixed petrol supply pipe 47, a suitable stuffing box 48 being provided to `'form a tight joint between the rotating part 5 and the stationary part 47. It will thus be seen that petrol can be supplied, from any suitable source of supply, through the inlet 47, and thence through the passages 4, 5a and tube 21 to the jet in the chamber 17.

It may be mentioned here that although the method described of supplying fuel to the cylinders is a satisfactory one, it is obvious that it is not the only way in which' this could be done. Forv instance, a pipe or scoop mounted on the axial extension of the crankshaft bearing, the fixed supply pipe t7 communicating with this box or scoop. Further,instead of supplying petrol, other fuel or gaseous substance or mixture may be provided and supplied to the annular chamber, in which case a carburetor inside the funnel or chamber would not be necessary, but a, rich lmixture would be used and the air supply through the funnel would be so controlled, as by a valve, operated in a similar manner to the throttle valve of the earbureter, that the'desired strength of mixture could be obtained and controlled. This rich mixture or vapor would require so much air that the air throttle would be open to such an extent as to allow the pressure of air in the funnel to act in the manner described as it is essential that the pressure in the aunular chamber must be in excess of that in the cylinder when the admission ports open.

It is desirable to be able to control or regulate the opening of the throttle valve 23 from the outside, and for this purpose we provide the valve 'with a pulley 24 to which a control wire 26 is secured, vthe valve being provlded with a suitable spring, which acts against the pull ofthe control wire. This Wire is brought down toward the crank shaft bearing and passes parallel to the crank shaft to a sleeve 30 mounted so as to slide on the bearing extension 5a. This sleeve .can turn in a ball thrust cage 32 pivotally mounted in or on a central lever 27, hinged at 31 to a fixed part 38 of the frame, and provided lever vin any adjusted position along'a bar or tube 28. By moving the lever 27, the wire 26 can be moved backward or `forward as d'esired, the spring on the throttle valve tendin@V to draw the cage 32 to the left.

annular chamber at a sufficiently high pressure, but when running slowly it is advisable or necessary to supplement this pressure, and we therefore provide in the funnel or in the chamber a fan positively driven from the outside. A method of effecting this is illustrated in Fig. 4. Between lthe annular chamber 17 and its funnel 19 we the diameter of which is approximately equal to the internal diameter of the portion fan is secured to a shaft portion or spindle 50 mounted ,and rotatable in a bearing 51 formed or providedin the wall of the chamber 17. To this shaft is secured a flexible wire or cat-gut connection 52, attached at its other end to a rotatable spindle 54 mounted in a tubular bearing 53 on the crank casing which rotates with the engines. The end of this shaft 54 carries a friction stationary part of ithe engine. The result will be that as the engines, and with them the. annular chamber 17,*rotate the friction of the friction roller 55 rotates in a bearing? one with or secured to the casing 34 carrying the cylinders. This rod 58 pressed outward by a spring 5i? .so as to cause the l roller 55 to press against its track 56'. Mounted on the bearing sleeve 57 is abellcrank lever 6() one arl'u of which lies in a slot G1 formed in the sleeve 57 and rod 58, while. its other end is weighted, the device acting as a centrifugal governor. Thus at slow or normal speed the roller 55 will re-` jl main ,in engagement with the trackway 56 with a clamping nut 29 for securing the When theV engine is runningat a high?,` speed, the air is driven into the funnel and insert the carbureter and below it a fan 49,

of the chamber 17 in which it works.. The

sleeve on the end of a rod or bracket 5S. longitudinally movable in a bearing 57 iuv roller 55 which engages a trackway 56 on a roller 55 will run on the trackway 56 and and rotate continuously and through the 1 flexible connection 52 cause thei fan to rotate.

' of or behind the mixing'chamberl` v -1.2 into an annular chamber 12 The. Products of combustionpass out the cylinders through 'the exhaust openings which may .be similar tothe chamber 17, the chamber fend of this lead having a 'serted in a metallic socket rotating part surrounding l2 havingits,- iIi the direction when the .engine is running,

as a silencer,

be provided with a separate chamber.-

It now remains to describe how the charge is l fired in each' cylinder.

provided with a sparking to which a lead 16 is connected, the other plug which is in- Each cylinder is the crank shaft. Each socket member is in electrical contact or connection with an insulated contact wire or strip 45 in the hub or outer casing of the bearing parallel with the shaft and terminating inl an exposed contact surface 45, There are thus six contact surfaces at equal distances apart around the shaft. A stationary distributer'wiper 44 pressed down by a spring is adapted to comel into contact successively -With lthese contact .surfaces 45 as the engine revolves. The wlper 44 is in electrical connection with the high tension wire from the magneto 39 suitably mounted on the framing of the engine. The magneto is driven by a gear Wheel 42 keyed on its shaft, andengaging a corresponding 'gear Wheel 41 mounted on the rotating tubular bearing part'of the engine casing, 'and thus the magneto is driven at a speed corresponding to that of the revolving cylinders.

We have stated that instead of the crank shaft beingy stationa`ry,it may revolve in the opposite direction to that of the engine, in

"Wh1ch case we interpose gearing between the crank shaft and the rotating casing, so thatt-he two rotate in opposite directions in fixed relationship. A method 'of effecting *this is shown in Fig. 6. The crank shaft 1 has keyed upon it a toothad wheel a gearing with and driving'an idle-wheel b mounted on the shaft b c .rried by the easing. This intermediateA w11 el 'b drives a toothed wheel c keyed on a shaft c which has also keyed on it a second toothed wheel d which meshes with and drives-a toothed wheel e secured to the rotatory casing 34 carrying the cylinders, It will be seen that by the in- `Qutlet opening-1 2 (Fig. 4) oppositeito that of the rotation of the cylinders, so that a suction action is created, Which assists -in the evacuation of the cy ders. This chamber may be arranged to act but, if desired, each outlet may plug 18 Fig. l)

member 25'in the terposition ofi-the idle lwheel 'b the gear Wheel a and shaft-l rotate in' the opposite direction to. the wheel eand casing 34.` v

If the engine 1s 'used on an aeroplane, the

propellers' or tractors may bebolted or 'otherwise-secured to the cylinders as indi- 'cate'diat 49 in Fig. 2.' In this case or in -other cases the airsupply funnel may. bear' vranged at .theside of the annular chamber insteadof, in line with it.

. What. wel claim and desire to secure by Letters Patentis'z-j l-A multi-cylinder rotary valveless ltwo- Q'stroke internal combustion engine, comprising'afixed crank shaft, a series of radial cyl- `finders 'adapted to -rotate around ysaid crank shaft, .1 Crank pistons in said cylinders acting on the to and communicating with said cylinders,

v'means for ,introducingr fuel to said chamber,

lthe said chamber havlng an air inlet to the lsupplying' air to the fuel under atmosphere opening in the direction of rotation of the cylinders for automatically ressure produced by the' speed of rotation o the eng1ne,substantially 'as described.

shaft, a fuel supply chamber common i 2.- A multi-cylinder rotary valveless twostroke internalcombustion engine compris- 1n a iixedcr'ank shaft,.a radial series of cy inders adapted to` rotate. around. said 4crank shaft, pistonslin said cylinders actingA on said crank shaft, means for supplying` explosive mixture automatically to the cylinders under pressure produced by the rotation of the. cylinders, and a fan for increasing the pressure produced by the rotation of the cylinders.

3. Amulti-cylinder rotary valveless twostroke internal combustion engine comprising a lixed crank shaft, a` radial series of cylinders rotating around said shaft and having pistons acting on said crank shaft, a common supply chamber for explosiveiuid revolving with and communicating with each of said cylinders, said chamber havingl an intake openlng to the atmosphere facing in the direction of rotation of the engine for the purpose of lproducing pressure in said chamber, substantially as set forth.

4. A multi-cylinder rotary valveless twostroke internal-combustion engine comprising a xed crank shaft, a lradial series of cylinders adapted to rotate around said crank shaft and having pistons acting on said crank shaft, a common supply chamber for explosive fluid revolving with and communicating with each of said cylinders, said chamber having an intake opening to the atmosphere facing in the direction of rotation of the engine for the purpose of ducing pressure in said chamber, anda for increasing the pressure rotation of the cylinders, substantially7 as set forth.

5. A multi-cylinder rotary valveless twofan set forth.

y 6. A multi-cylinder rotary valveless twostroke internal, combustion engine comprising a fixed crank shaft, a radial series of-cylinders adaptedto rotate about said crank shaft, pistons in said cylinders acting on said crank shaft, ports in said cylinders adapted to be covered and uncovered by the lpistons in their reciprocations, an annular lateral supply chamber for explosive fluid revolving with and communicating with said cylinders and having an intake opening to the atmosphere facing in the direction of rotation of the engine for the purpose of producing pressure in said chamber,`and a fan for increasing the pressure produced by therotation of the cylinders, substantially as set forth.

7. A multi-cylinder lrotary valve'less twostroke internal combustion engine comprising a fixed crank shaft, a radial series of cylinders adapted to rotate about said crank 'shaft and having pistons acting on said crank shaft, a commonsupply chamber for explosive Huid revolving with and communicating With each of said cylinders, a car- Ibureter in said chamber, said chamber having an intake opening to the atmosphere facing in the direction of rotation of the engine for the purpose ofproducing pressure in said chamber, substantially as set forth.

8. A multi-cylinder rotary valvelessltivostroke internal combustion engine comprising a fixed crank shaft, a radial series of cyl-` inders adapted to rotate about said crank shaftand having pistons acting on said crank shaft, a supply chamber for explosive fiuid revolving With and communicating with said cylinders, a carbureter in said chamber, said chamber having an intake opening to the atmosphere facing in the direction of rotation of the engine for the purpose of producing pressure in said chamber, and a fan for increasing the pressure pro- .'duced by the rotation of the cylinder, substantially as set forth. A

9. A multi-cylinder rotaryT valveless twostroke internal combustion engine compris'- ing a fixed crank shaft, a radial series of cylinders adapted to rotate about said 'crank shaft and having-pistons acting on said crank shaft, an Aannular lateral supply chamber for explosive fluid revolving with andl communicating with said cylinders, a

sure in said chamber, substantially as set forth.

10. A multi-cylinde rotary valyelcss two-stroke internal combustion engine -`comprising a. fixed crank shaft, a radial .series of cylinders adapted to rot-ate about said" crank shaft Aand having pistons acting on said crank shaft, a supply chamber for explosive fluid revolving with and communieating with said cylinders, said chamber having an intake opening to the atmosphere facing -in the direction o-f rotation of the engine for the purpose of producing presH sure in said chamber, and a chamber on the exhaust side of said cylinders and comuninicating Wit-hthe exhaust ports of said cylinders, said chamber having an outlet opening facing in a direction opposite to the direction of rotation ofthe engine, substantially as set forth. i

11. A multi-cylinder rotary valveless two-'stroke internal combustion engine comprising a fixed crank shaft, a radial series of cylinders adapted to rotate about said crank shaft and having'pistons acting on said crank shaft, an annular lateral supply chamber for explosive iiuid revolving with and communicating with said cylinders, a carbureter in said chamber, said chamber having an outwardly extending intake pipe provided with an open erd facing in the direction of rotation of the engine for the purpose of producing pressure in said v chamber, and a chamber on the exhaust side of said cylinders and connnunicating with the exhaust ports of said cylinders and an outlet in saidf'chamber opening in a direction opposite to the direction of rotation `of the engine, substantially set forth.

l2. A multi-cylinder rotary valvcless tivostroke internal combustion engine Acomprising a fixed crank shaft. a radial series of cylinders adapted to rotate about said crank shaft and having pistons acting on said crank shaft, a supply chamber for explosive fluid revolving vwith and connnnnicating said crank slraft.v an annular lateral sir-ugly sive uid revolving with and communicating with said cylinders, a carbureter in said chamber,v said chamber having an intake opening to the atmosphere in the-direction of rotation of the engine for the purpose of producing pressure in said chamber, and means for supplying the fuel charge for the carbureter through the crank shaft bearings, substantially as set forth.

15. A multi-cylinder rotary valveless tWcstroke internal combustion engine comprising a fixed crank shaft, a radial series of cylinders adapted to rotate about said crank shaft and having pistons acting on said crank shaft, a supply chamber for explosive fluid revolving With and communicating.

with said cylinders, a carbureter in said chamber, said chamber. having an intake opening tothe atmosphere in the direction V of rotation "of the engine for 'the purpose of producing pressure in said chamber, a fan in said chamber for increasing the pressure produced by the rotation of the cylinder, and means for supplying the fuel charge for the -carbureter through the crank shaft bearings, substantially as set forth.

16. A multi-cylinder rotary valveless twostroke internal combustion engine comprising a fixed crank shaft, -a radial series of cylinders adapted to rotate about said crank shaft and having pistons acting on said crank shaft, an annular supply chamber for explosive Huid revolving with and communicating with said cylinders having an offin the direction of rotation o the engine, a

carbureter in said offset portion, and means for supplying the fuel charge for the carbureter through the crank shaft bearings, substantially as set forth.

17. Amulticylinder rotary valveless twostroke internal combustion engine comprising a fixed crank shaft, a radial series of cylinders adapted to rotate about said crank shaft and having pistons acting .on Said crank shaft, an annular lateral supply cham' ber for explosive fluid revolving with and communicating with said cylinders, said supply chamber having an offset intake portion opening tothe atmosphere in the direction of rotation of the engine', a carburetor, in said offset portion, a fan in said chamber in proximity to the carbureter, and means for supplying-the fuel charge for the carbureter through the crank shaft bearings, substantially as set forth.

18. A multi-'cylinder rotary valveless tvvo-A stroke internal combustion engine vcomprising a fixed crank-shaft, a radial series of cylinders adapted to rotate about said crank shaft and having pistons acting on said 'crank shaft, an annular supply chamber for explosive uid revolving with and communicating With said cylinders, said chamber having an 'offset portion opening to the atmosphere in the direction of rotation of the engine for the purpose ofproducing pressure in said chamber, an annular chamber on the exhaust side of said cylinders and communicating with the exhaust ports of said cylinders, said chamber having an olfset portion provided with a discharge opening in a direction opposite to the direction of rotation of the engine, substantially as set forth.

In testimony whereof we have affixed our signatures in the presence of two Witnesses.

ALFRED B. E. CHEESEMAN. JOSEPH Gr. FLORENCE.v

Witnesses:

vHERBERT-1). JAMESON, lVILLrAM S. QoLLrNs.

Copies of this patent maylbe obtained for ve cents each, by addressin g the Commissioner of Patents,

Washington, D. C.

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