US1123406A

US1123406A - Internal-combustion engine.

Info

Publication number: US1123406A
Application number: US52780609A
Authority: US
Inventors: Frank W Severin; Herman F Bock
Original assignee: VENN SEVERIN MACHINE CO
Current assignee: VENN-SEVERIN MACHINE Co; VENN SEVERIN MACHINE CO
Priority date: 1909-11-13
Filing date: 1909-11-13
Publication date: 1915-01-05
Anticipated expiration: 1932-01-05

Description

F. W. SEVERIN & H. F. BOOK.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 13, 1909.

Patented Jan. 5, 1915.

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Witnesses Inv anfur a .m n. E V E E k H m F K D D n F n E m r E H 1 W. SEVERIN & H. F. BOOK.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 13, 1909.

Patented Jan; 5, 1915.

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INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED NOV. 13, 1909 Patented Jan. 5, 1915.

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INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED NOV. 13, 1909.

Patented Jan. 5, 1915.

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Frank. W. Sevarxn HermanF BUCK.

Will-125525 Patented Jan. 5, 1915.

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F. W. SEVERIN &H. F. BOOK. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 13, 1909- Frank, W Saver I n WIITlEEEEE F. W. SEVERIN & H. F. BOOK.

INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED NOV. 13, 1909.

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l m l FRANK W. SEVERIN, OF CHICAGO, AND HERMAN F. IBOCK, OF A NTIOCH, ILLINOIS, AS-

SIGNORS 1'0 VENN-SEVEBIN MACHINE CO OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

hpeciflcation oi Letters Patent.

Patented Jan. 5, 1915..

Application filed November 13, 1909. Serial No. 527,806.

To all euiiom it may concern:

Be it known that we, FRANK W. Snvnnnv and HERMAN F. Boon, both citizens ofthe United States, and residents respectively, of Chicago, in the county of d of Illinois, and of Antioch, in the county of Lake and State of Illinois, have invented certain new and useful Improvements in Internal-Gombustion Engines, of which the following is a full, clear, concise, and exact description,reference being had to the ac ,companying drawings, forming a part of this specification.

Uur invention relates to an improved construction of internal combustion engine adapted particularly for use of crude oil, which is preferably introduced directly into the cylinder or cylinders of the engine with out previous vaporization. y

Our invention consists in an improved inspirator mechanism by which a comparatively heavy fuel oil is sprayed into the cylindcr which inspirator mechanism is adapted to be adjusted to correspond to any desired rate of fuel flow into the cylinder. This inspirator mechanism is further adapted to be readily cleaned when in any adjustment without changing such adjustment.

Our invention further consists in arranging a combustion chamber in connection with the inspirator mechanism in such a .manner that the combustion chamber receives the vaporized'fuel as it isintroduced into the engine by theinspirator. 1. The combustion chamber is so construct ed that it may be readily removed from the Q engine for cleaning purposes and when in operative position is so secured; to the englue that no tensional strains are exerted upon it. h A further ob ect of our invention is to I provide an improved means for supplying liquid fuel to the inspirator which mechanism consists in a pump operated by adjustable cams carried by the engine shaft,

1 bonaceous matter resulting from thejcom ook and State bustion of the liquid fuel is combined and made useful to assist in driving the engine where otherwise it would be deposited upon the cylinder walls and piston head and not only be lost, as far as its heat value is concerned, but would become a decided disadvantage in clogging the engine and necessitating frequent cleaning.

Our invention also consists in an improved distributing mechanism for establishing communication between the fuel pump and the several cylinders of the engine in those cases in which a multi-cylinder engine is employed.

It further provides a means for automatically regulating the amount of water supplied to the engine cylinder or cylinders in proportion to the load upon the engine.

The several drawings illustrating our invention are as follows:

' Figure 1 is a side view of our engine complete showing the governing mechanism and the fuel pump, the latter being shown in section. Fig. 2 is a face view of the parts shown in Fig. 1. Fig. 3 is a vertical sectional view of the upper portion of the cylinder of the engine taken along the line 3-3 in Fig. 2. Figs. 4 and 5 are detail views of the inspirator mechanism taken along the lines 4-4E and 55 respectively of Fig. 3. Fig. 6 is a detail view of the means used to hold the combustion chamber and inclosing casing in place upon the head of the cylinder. Fig. 7 is an enlarged view of the external portions of the inspirator mechanism as seen in smaller view in Fig. 2. Fig. 8 is a detail view taken along the line 88 in Fig. 2 and shows the means that is employed when it is desired to stop the engine. Fig. 9 is an enlarged view of the cam and governing mechanism taken from the position-shown .in Fig. 1. Fig. 10 is a sectional view of the parts shown in Fig. 9 taken along the line 10-10. Fig. 11 is a detail view of one of the cams and its supporting and adjusting mechanism taken along the line 11-11 in Fig. 10. Fig. 12 is a sectional view of the parts shown in Fig. 9 taken along the line 1212. Fig. 13 is a diagrammatic view of means that may be employed to supply water to the engine cylinder or cylinders simultaneously with the pumping of the fuel into such cylinder or cylinders. The valve casing is Cal shown in this figure as a section taken along the line 13-13 in Fig. 14. Fig. 14 is a detail view of the valve mechanism shown in Fig. 13 taken along the line l i-14. Fig. 15 shows, in a view similar to Fig. 2, a multi-cylinder engine constructed in accordance with our invention. Fig. 16 is a vertical longitudinal sectional view through the center of the distributing valve mechanism shown in Fig. 15. Fig. 17 is a transverse sectional view taken along the line 17-17 in Fig. 16. Fig. 18 is a transverse sectional view taken along the line 18-18 of Fig. 16. Fig. 19 shows in detail view a speed regulating mechanism that may be used if desired.

Similar numerals refer to similar parts throughout the several views.

As shown in Figs. 1, 2 and 3, our engine consists in a cylinder 1 mounted upon the crank case 2, which, in turn, is supported by a pedestal 3.

The crank case 2 forms a wholly closed chamber adapted to contain and compress air which is introduced into the cylinder through the passageway 4; and ports 5 at suitable intervals in order to scavenge the cylinder, thereby thoroughly removing the products of combustion and serving to introduce into such cylinder a supply of fresh air for the next explosion.

As indicated in Fig. 3, the engine is of the three-port, two-cycle type in which one explosion occurs for every revolution of the engine shaft. The exhaust ports of the engine are shown at 6, while the air intake ports, by means of which air is admitted to the crank chamber when the piston is in its uppermost position, are shown at 7. The cylinder is water-jacketed as indicated at 8-8, water being pumped into the jacket through the connection 9, and being lead from the jacket by means of the connection 10. The cylinder head 11 is provided with an inclined top and in its right hand wall,

as shown in Fig. 3, an inspirator mechanism is secured. This inspirator mechanism conslsts of an outer tube 12 extending from a flange 13, which is secured to the outside of the cylinder head by suitable screws 14. The tube 12 is nearly closed at its left hand end being provided thereat with a small aperture through which a small taper needle or plug 15, formedon or carried by the left hand end of the rod 16 projects.

The rod 16, as more clearly shown in Fig. 5, has formed in its outer surface a plurality of small shallow grooves 17,

which grooves extend across the left hand end of the rod 16 so as to form'continuous passageways from the pipe 18 communicating with the tube 12 to the opening in the left hand end of such tube.

The small passageways 17 terminate imm 'iately to the right of the connection of the pipe 18, and the rod 16 extends outside of the tube 12, and carries at its right hand end a cross-bar 19.

' A bracket 20 is supported from the tube 12 and extends around the right hand end of the rod 16 in such a position that the screw 21 extending through such bracket, may be employed to adjust the rod 16 to any desired position longitudinally in the tube'12.

The screw 21 is held in any desired adjustment by means of the jamnut 22.

A spring 23 is located around the rod 16 to hold such rod to the right firmly in contact with the end of the screw 21.

A suitable stuffing box 24 is provided to prevent leakage from the tube 12 toward the right hand end of the rod 16.

The construction just described provides that the rod 16 may be readily rotated by the cross-bar 19 for any adjustment of the screw 21. The rotation of the rod 16 serves to remove from the wall of the tube 12 those portions of the liquid fuel that may have carbonized thereon. It is found in pracitce that this deposit is almost invariably upon the tube 12 and not upon the rod 16, as a result of which the arrangement described serves admirably to keep the inspirator clean. Furthermore, in order to free the opening at the left hand end of the tube 12, if for any reason it should become clogged, the rod 16 may be moved to the left by the cross-bar 19 against the action of the spring 23, which action serves to force the taper pin 15 into the opening in the tube 12 and remove any material that may clog it.

It is to be understood that the waterjacket 8 extends around the portion of the cylinder head containing the tube 12, as a result of which the liquid fuel is, in large measure, protected from carbonization and vaporization until it reaches the extreme left hand end of the tube 12.

The left hand end of the tube 12 has secured thereto a cup 25 against the left hand inclined wall of which the fuel is projected from the inspirator. Upon striking this inclined wall, the fuel is deflected and in vaporized condition is projected into the combustion chamber 26 through its comparatively small neck 27.

The combustion chamber 26 rests in an opening formed therefor in the top of the cylinder head 11 and is held in place by a clamping screw 28 extending through the yoke 29 as shown more clearly in Fig. 6.

The yoke 29 is pivoted at 30 to a post 31 secured in the cylinder head 11, and this yoke is adapted to be removably secured at its other end by means of a pin 32 to a second post 33 also secured in the cylinder head 11.

The pin 32 is held in place by means of cotter pins 34, the removal of which permits the readywithdrawal iof tpin -32 and therefore the removal from the post 33 "of the yoke 29. The screw 28'besides engaging the combustion -chamber'26 passes throu h the inclosing casing 35 which it holds in place around the combustion chamber by 'means of the nut 36. Thecasing35 is provided with

openings

37 and 38 in its side wall and top "respectively which are closed by

shutters

39 and 40. These openings are provided in order that the combustion chamber 26 may be heated by means of a blow torch when the engine is started.

The pipe 18, through which liquid fuel is supplied to the inspirator, extends downward, as indicated in Fig. 1, to a pump '41 supported from the pedestal 3 as indicated.

This pump '41 is provided with a plurality of valves as indicated adapted to take oil in from the supply pipe 42 by means of the reciprocation of the pump plunger 43 and to deliver the pumped oil directly into the pipe 18.

The plunger 43 has secured near its upper end a collar 44 which is adapted to be engaged by the left hand forked end of the lever 45 which is pivoted at 46 to the bracket 47, supported by the pedestal 3. The lever 45 has pivotally secured thereto a roller 48 adapted to be engaged by the operating cams carried by the engine shaft.

The construction and operation of the pump operating cams, as well as the governing mechanism used to ,control them, will be more clearly understood by reference to Figs. 9 to 1 inclusive. As shown in these figures, the engine shaft 49 has rigidly secured thereto adisk 50, which has formed in its right hand face, as shown in Fig. 10, an annular groove 51. p

The portion of the disk 50 which engages the engine shaft is extended into a supporting hub 52. j

The periphery of the. disk 50 is cut away at intervals asindicated in Figs. 9, 10 and 11, and cams 53, having inclined faces, are disposed therein. These cams 53 are pivoted to the disk 50 as indicated at 54 and are also provided with slots 55 in which the flattened ends of pins 56 are adapted to slide.

The pins 56 are pivotally carried by a ring 57 so mounted on the hub 52 as to be capable of oscillatorymotion thereon, which oscillatory motion by sliding the flattened ends of the pins 56 in the grooves 55, turns the cams 53 upon their supports: and thus causes them to project more or less from the periphery of the disk 50 according as the motion of the ring 57 is to the right orto,

the left as. shown 1n Fig. 9.

A bell crank lever 58 is pivotally secured at 59 to the hub 52 of the disk 50 and its upwardly extending end, as shown in Fig. 9, is slotted as sh'own at 60in Fig. 12 and in similartofthe pin {56 is adapted to slide. The pin "61 is pivotally supported in the r s q The downwardly extending end of the bell cranklever 58, as shown in Fig. 9, carries a ball or weight 62Which is connected by -lneansof'a spring 63 with the ring 57 The lever 58, weight 62 and spring 63 coiiperate "to'constitute a governing mechanism and op- 18 that will maintain the speed of the engine. For this condition, therefore, the weight 62 isflin a position so as to exert a maximum amount of tension upon the spring 63 and therefore to rotate the ring 57 around to the left as shown in Fig. 9, to its extreme position. If for this condition a load is suddenly applied to the engine, the speed is instantly reduced,and the inertia this-sldt the il'attened end of the pin 61 of the weight 62 tending to continue ahead of the rate of rotation of the engine shaft causes a rotation to the right, as shown in Fig. 9, of the ring 57 and thus moves the cams 53 so that they project farther beyond the disk 50. 0n the other hand, if the full load condition obtains and as a result the cams 53 extend a corresponding amount beyond the periphery of the disk 50 and the load on the engine he suddenly reduced, the

engine shaft will be accelerated in speed while the weight 62 will tend to lag behind,

as a result of which the ring 57 is rotated slightly to the left as indicated in Fig. 9.

While there are three cams shown in Figs. 9 to 12 inclusive, it is to be understood that but one of these cams is used in connection with a single cylinder engine since but one charge of fuel is to be introduced into the cylinder for each rotation of the engine shaft. In connection with the three-cylinder engine shown in Fig. 15, however, three cams are used in order that each cylinder may receive a fuel charge for each rotation of the engine shaft. Similarly with other cylinder arrangeinents a corresponding number of earns 53 would be employed depending upon the number of cylinders used.

As shown in Figs. 1 a d 2, a rod 64 is slidably disposed above The pump plunger 43 in which position it is supported by a bracket 65 secured to the pedestal 3 "and by means of a bracket 66 secured to the lower end of the cylinder 1. The rod '64- is threaded at its lower end and provided with jam nuts 67 which may be so adjusted as to'impart to 'the'pump plunger 43 and collar 44 any desired vertical adjustment and thus to control the maximum stroke of the pump and therefore the maximum quantity of fuel that the pump is capable of communicating to the pipe 18 per stroke. A collar 68 is secured to the rod 64 and between this collar and the bracket 65 a spring 69 is located which normally holds the rod 64 in its upper position. Immediately below the bracket 66 the rod 64 is shouldered asindicated and above the bracket 66 it is provided with an enlarged handle 70 in order that the rod 64 may be depressed by hand and as a result that the pump plunger 43 may be pushed downward so as to move the collar 44 out of the path of the left hand end 'of the lever 45 when it is desired to stop the engine.

As shown in Figs. 2 and 8 a latch 71 is pivotally secured at 72 in such a position that it may be swung around the rod 64 above the shoulder formednear its upper end in. order to hold the rod in a position to render the pump 41 inoperative. The handle 70 also serves to fill the-pipe 18 with fuel when it is desired to start the engine, and to facilitate this operation and permit the air to escape from such pipe, a valve or cock 7 3 is placed in the tube 12 immediately above the connection of the pipe 18 to such tube. This cook 73 is open during the .filling of the pipe and thus provides that the pipe and inspirator are full of fuel when the engine is started.

In order to prevent precipitation of carbon as a result of the imperfect combustion of the fuel introduced into the cylinder by the inspirator, we provide means for supplying water to the engine cylinder between the wall of the cylinder and the piston, the water thus supplied serving in conjunction with the lubricating oil to lubricate the piston and after such lubrication further serving by its dissociation by the heat in the cylinder to combine with the carbon and form gaseous products adapted to assist in the operation of the engine. In this way the engine cylinder is kept free from precipitation of carbon and the maxi- -.mum heat value of the fuel is secured. The

'means employed to introduce the water in the manner referred to, as shown in Fig. 1, consists in a pipe 74 extending from the pipe 10 and in this pipe 74 there is located a valve 75 and a sight feed 76, the pipe 74 terminating after passing through such sight feed, in a connection 77 so located that 1 the motion of the piston 78 in the cylinder 1 will not uncover such connection, as a re- .sult of which-water.introduced through the .pipe 74 finds its way into the cylinder 1 between the wall of the cylinder and the piston 78. By means of the valve 75, the amount of water supplied may be controlled "6 -to any desired quantity which quantity is gine cylinder.

readily ascertained by means of the sight feed 76.

While the water may be introduced continuously in the manner indicated in Fig.

1, which is similar in all respects to the introduction of the lubricating oil for the engine piston, it may, if desired, be introduced simultaneously with the introduction of the fuel into the cylinder and this may be accomplished automatically by means of the mechanism shown in Figs. 13 and 14. As shown in these figures, a valve mechanism 79 is employed which mechanism is located in the pipe 74. The valve 79 is so disposed as to be operated by the lever 45 simultaneously with the operation by such The gate 82 and the plate 85 are provided with

openings

86 and 87 respectively which are adapted to be brought into alinement to a greater or less degree depending upon the adjustment of the plate 85, by means of the downward motion of .the rod 81. As a result of the construction described therefore, when the rod 81 is depressed by means of the lever 45, the

openings

86 and 87 are -at the same time brought opposite each other and water may flow through the pipe 74 which flow will be simultaneous with the introduction of the fuel into the engine cylinder. 'This is a condition that is frequently desirable especially if the operating conditions are such as to require a comparatively large quantity of fuel, and therefore a correspondingly large quantity of water to effect the complete combustion of such fuel. The quantity of water admitted by any one operation of the plunger 81 may be readily regulated by the adjusting plate 85, which, as indicated in Fig. 13, is held in any desired position by means of nuts 88 threaded upon its lower end and adapted to engage a bracket 89secured to the casing of the valve 79.

It is apparent that the system of control just described for the water supply through the pipe 74 is effective for all conditions in which the pressure in the pipe 10 is sufficient to introduce the water into the en- For operating conditions where this pressure in the pipe 10 is not sufficient, the valve mechanism 79 may be replaced by a water pump similar to the intends ll with a multi-cylinder engine, such, for example, as the three cylinder engine shown in Fig. 15, is similar in all respects'to that shown and described for a sin le cylinder engine with the exception that t e pumping cams are so arranged that the fuel pump is operated once during each rotationv of the engine shaft for each cylinder and further that a distributing valve is employed to direct the fuel successively to the different cylinders.

The distributing valve employed in connection with multi-cylinder engines is shown in Fig. 15 at 90 and is arranged to be operated by 'means of the shaft 91 to which a. pullev 92 is secured from which pulley a chain 93 extends to a pulley 94 mounted upon the engine shaft. The distributing valve 90 is shown in vertical longitudinal section in Fig. 16 and consists essentially of a recessed casing in which a rotary valve member 95 connected with the shaft 91 is adapted to rotate.

The valve member 95 has a port 96 extending through it longitudinally which port opens into a recess 97 formed in the right hand end of the member 95, as shown in Fig. 16. The recessed member 90 of the valve casing has three equidistant ports 98 formed therein with which the port 96 successively communicates as the member 95 i rotated.

The ports 98 are connected by pipes 99 with the inspirators of the three cylinders of the engine. The casing of the distributer valve is completed by an end section 100 held in place against the right hand end of the recessed member 90 by means of an internally threaded ring 101. The member 100 has a central circular opening extending therethrough and in the left hand end of this opening a triangular plunger 102 is located which plunger is forced to the left and into engagement with the rotary member 95 by means of the spring 103. This operation serves to seat the rotary valve member securely against the casing member 90 to prevent leakage from the port 96 into the ports 98.

A feather 104 is formed on the plunger 102 which engages a suitable key-Way formed therefor in the member 100 to prevent rotation of such plunger due to its contact with the rotary member 95. The cen-.

tral opening in the member 100 communicates at its right hand end with the pipe 18 extending to the fuel pump 41.

The construction of the distributing Valve is such that all possibility of the formation of air pockets is avoided since the passages designed for the reception of the liquid fuel extend continuously and in an upward direction without the use of any reentrant passageways.

As shown in Fig. 19, the handle secured to the upperen d of the rod64, may

by means of the thumb nut thereon, to hold -l the lever 105 in any position to which it may be moved. The mechanism just described serves to control the speed of the engine as follows. If it is desired to run the engine at maximum speed the lever 105 is moved around to the left upon its pivot 106 so as to allow the plunger of the fuel pump to be given its full stroke; While if it is desired to run the engine at less than its normal. speed, the lever 105 is moved around to the right upon its pivot 106' and the rod 64 is correspondingly depressed. against the action of the spring 69 so as to shorten the stroke of the fuel pump and therefore to decrease the amount of fuel introduced into the cylinder of the engine. in this manner the speed of the engine may be reduced or increased as desired and any desired speed may be maintained by clamping the lever 105' in the position securing this speed by means of the bolt 107.

While we have described the purpose of introducing water into the cylinder by means of the pipe 7 4, as being to prevent the formation of a carbonaceous depositwithin the cylinder and also for making use of the heat represented by'such carbonaceous mate rial, we have also found that it is practical to control the temperature of the engine cylinder by this same means without the use of the water jacket if desired. This is accomplished by increasing the amount of water supplied to the cylinder, the excess of water serving by its vaporization to absorb heat from the cylinder in quantities depending upon the amount of water introduced. The mechanism adapted to control the quantity of water thus supplied to the cylinder is shown in Fig. 1 in connection with the cylinder 1 and the supply pipe 74. This controlling mechanism consists of a li's valve 108 located in the'pipe 74:,the valve stem 109 of which is adapted to be operated by a lever 110 pivoted to the engine cylinder at 111.

A rod .112 of material having a higher heat coeflicient than the cylinder 1, is pivotally secured at its upper end at 113 to the lever 1.1.0'while the lower-end of such rod is secured in the lower wall ofl'a casing 114 adapted to contain the rod 112 and to thus subject it to practically the temperature of the engine cylinder.

The casing 114 is shown in vertical seetion through the -ro'dy'l'lfi in order 'to' more clearly-show the relationof the rod 112 to the cylinder and to the lever'110. The parts described are so adjusted that if the temperature of the cylinder 1 increases, the rod 112 is ,lengthenedfso as to move the lever -110 upwardihus serving to open the valve 108 and admit more water through the pipe 74in to the cylinder 1 while if the temperature of the cylinder is reduced, the rod 112 contracts thus moving the lever 110 downward which serves to partially close the valve 108 and thus cut off a portion of the Water flowing through the pipe 74 into the cylinder. In using this automatic regulating device the valve 75 may be used simply as a shut-off valve for entirely preventthe particular embodiments the engine is not in operation.

ing flow of water through the pipe 7 4, when While we have shown our invention in herein described, we do 'not, however, limit ourselves to these constructions, but desire to claim any equivalents that may suggest themselves to those skilled in the art.

What we claim is: 1. In an internal combustion engine, the combination of a cylinder, and an inspirator for injecting fuel into the cylinder, such 'inspirator comprising a tube, a grooved rod slidably mounted in such tube, and means 11, for rotating the rod to clean the grooves.

2. In an internal combustion engine, the combination of a cylinder, an inspirator for injecting fuel into the cylinder, such inspirator comprising a tube, a normally fixed but longitudinally adjustable grooved rod slidably mounted in and closely-fitting such tube,-and a needle valve on the inner end of such rod. 3. In an internal combustion engine, the combination ofa cylinder, an inspirator for injecting fuel into the cylinder, such inspirator consisting. in a grooved rod slidably mounted in an inclosing tube, an adjustable needle valve on the inner end of such rod, and means for rotating the rod without changing the adjustment of such valve. i

4. In an internal combustion engine, the combination of -a cylinder, an inspirator for injecting fuel into the cylinder, such inspirator consisting in a grooved rod slidably mounted in an inclosing tube, an adjustable needle valve on the inner end of such rod, means for rotating the rod Without changing the adjustment of such valve, and means for changing the adjustment of such valve.

5. In an internal combustion engine, the

combination of a cylinder, an inspirator for injecting fuel into the cylinder, such inspirator consisting in a grooved rod slidably mounted 111 an inclosing tube, an adjustable needle valve on the inner end of such rod, means for rotating the rod without changing the adjustment of such valve, means for changing the adjustment of such valve, and an inclined Wall in the cylinderagainst.which such fuel is projected.

-6. In an internal combustion engine, the combination of a cylinder, an inspirator for injecting fuel into'the cylinder, a combustion chamber in communication with the cylinder, and a cup in the cylinder below such chamber.

7. In an internal combustion engine, the combination of a cylinder, an inspirator for in ecting fuel into said cylinder, a combustion chamber in communication with said cylinder, and a combined cup and fuel, deflector in said cylinder below said chamber.

' 8. In an internal combustion engine, the combination of a cylinder, an inspirator for injecting fuel into the cylinder, such inspirator consisting in a grooved rod slidably mounted in an inclosing tube, a needle valve on theinner end of such rod, means for rotating the rod Without changing theadjustment of such valve, a combustion chamber in communication with the cylinder, and means separate from such chamber for holding it'in'place.

9. In an internal combustion engine, the combination of a cylinder, an inspirator for {injecting fuel into the cylinder, such inspirator consisting in a grooved rod slidably mounted in an inclosing tube, a needle valve ,onwthe inner end of such rod, means for rotating the rod without changing the adjustment of such valve, means for chang ing the adjustment of such valve, a combustion chamber in communication with the cylinder, means separate from such chamber for holding it in place, and a casing surrounding such chamber.

10. In an internal combustion engine, the combination of a cylinder, an inspirator for injecting fuel into the cylinder, such inspirator'consisting in a grooved rod slidably mounted in an inclosing tube, a needle valve on the inner end of such rod, means for rotating the rod without changing the adjustment of such valve, means for changing the adjustment of such valve, a combustion chamber in communication with the cylinder, means separate from such chamber for holding it in place, a casing surrounding such chamber, anda cup in the cylinder below such chamber, such cup associated with the inspirator and a portion of such cup serving to receive fuel from such inspirator and to deflect it into such chamber.

11. In an internal combustion engine, the combination of a cylinder, a piston in the cylinder, means for supplying water to the cylinder between the piston and the cylintm aatoe I der wall, and means for varying the quantity of Water thus supplied bychanges in the load upon the engine.

12. In an internal combustion engine, the combination of a cylinder, a piston closely fitting in the cylinder, means for supplying water to the cylinder between the piston and the cylinder wall, a pump for supplying fuel to the cylinder during compression, and governing mechanism for changing the quantity of fuel pumped in proportion to the load upon the engine and for changing the quantity of water supplied to the cylinder. 1

l3.' In an internal combustion engine, the combination of a cylinder, a piston closely fitting in the cylinder, means for supply-' ing water to the cylinder between the piston and the cylinder wall, a pump for supplying fuel to the cylinder during com pression, a rotary cam for operating such pump, and a governor carried by the engine shaft and adapted to change the throw of such cam in proportion to the load upon the engine such governor by its operation adapted to change the quantity of water supplied to the cylinder in proportion to the load upon the engine.

'14. In an internal combustion chamber,

the combination of a cylinder, a piston in the cylinder, means for supplying water between the piston and cylinder wall, and means for varying the quantity of water thus supplied by changes in the load upon the engine. v

15. In an internal combustion engine, the combination of a cylinder, "a piston in the cylinder, means for supplying water between the piston and cylinder wall, means for varying the quantity of water thus supplied by changes in the load upon the en glue, and thermostatic means for varying the quantity of water thus supplied in proportion to the temperature of the cylinder. 16. In an internal combustion engine, the combination of a cylinder, an inspirator for injecting fuel into the cylinder, a combustion chamber loosely mounted in communication with the cylinder, a casing surrounding such chamber, and a separate clamp for holding such chamber and casing in place.

17. As a means for controlling the operation of an internal combustion engine, the combination of a disk carried by the engine shaft, an adjustable camsupported by the disk and adapted to control the fuel sup plied to the engine, an oscillatory ring car'- ried by the disk for controlling the adjustment of such cam, and a spring-balanced weighted lever pivoted to such disk and adapted by its inertia to oscillate such ring, the friction of such ring on its support serving to cushion the operation of such lever.

18.. As a means for controlling the operation "of an internal combustion engine, the

combination of a disk carried by the engine shaft, adjustable cams supported by the disk and adapted to' control the "fuel supplied to the engine, ried by the disk for controlling theadjustment of such cams, and a spring-balanced weighted lever pivoted to such disk and adapted by its inertia. to oscillate such ring, the friction of such ring on its support serving to cushion the operation of such lever.

19. In an internal combustion engine, the combination of a plurality of cylinders, a pump for supplying fuel to such cylinders, a disk carried by the engine shaft, adjust able cams supported by such disk and adapted to operate such pump, an oscillatory ring carried by the disk for controlling the adjustment of such cams, and a springbalanced weighted lever pivoted to such disk and adapted by its inertia to oscillate such ring, the friction of such ring on its support serving to cushion the operation of such leyer. l

20. In an internal combustion engine, the combination of a plurality of cylinders, a pump for supplying fuel to such cylinders, cams carried by the engine shaft and adapt ed to operate such pump, distributer mechanism adapted to connect the pump successively gwith the cylinders simultaneously with the operation of such p ump,,and means for introducing water between the pistons and cylinder walls simultaneously with the fuel thus supplied. v 21. In an internal combustion engine, the combination of a plurality of cylinders, a pump for supplying fuel to such cylinders,

cams carried by the engine shaft and adapted to operate such pump, distributer mech anism adapted to connect the pump succes sively with the cylinders simultaneously with the operation of such pump, governing mechanism adapted to change the adjustment of such cams and thereby the stroke of the pump for changes in load upon the engine, and means for introducing water between the pistons and cylinder walls during compression, such governing mechanism adapted also to vary the quantity of water thussupplied in proportion to the load upon the engine.

. 22. In an internal combustion engine, the combination of a plurality of cylinders, a pump for supplying fuel to such cylinders, pistons in the cylinders, a disk carriw by the engine shaft, adjustable'cams supported by such disk and adapted to operate such pump. an oscillatory ring carried by the disk for controlling the adjustment of such cams, a spring-balanced weighted lever pivoted to such disk and adapted by its inertia to oscillate such ring, the friction of'such an oscillatory ring carltltt llti ring on' its supportserving to cushion the operation of such lever, and means for mtroducing water into the cylinders between the pistonsand the corresponding cylinder .spirator consisting in a grooved rod slidably mounted in an inclosing tube, a needle valve on the inner end of such rod, means for rotating the rod Without changing the adjustment of such valve, and means for changing the speed of the engine as desired.

24. Inan internal combustion engine, the combination of a cylinder, an inspirator for injecting fuel into the cylinder, such inspirator comprising a tube, a grooved rod slidably mounted in such tube, means for rotating the rod to clean the grooves, and

means for changing the speed of'the engine as desired.

25. In an internal combustion engine, the combination of a plurality of cylinders, a piston in each cylinder, a common crank shaft for such pistons, a pump for forcing fuel into such cylinders, and a cam for each cylinder carried by the crank shaft for actuating such pump.

26. In an internal combustion engine, the combination of a plurality of cylinders, a piston in each cylinder, a common crank shaft for such pistons, a pump for forcin fuel into such cylinders, and cams carried by the crank shaft for actuating the pump ence of to supply fuel to each cylinder during each rotatlon of the crank shaft.

27. In an internal combustion engine, the

combination of a plurality of cylinders, a mder, a common crank piston in each cy shaft for such pistons, a pump for forcing fuel into such cylinders, a cam for each cyl:

inder .darried by the crank shaft for actuating such pump, and a governor carried by I the crank shaft for changing the throw of v the cams for changes in speed of such shaft. 28. In an internal combustion engine, the

combination of a plurality of cylinders, a,

FRANK W. sEvERIN.

Signed this 1 day of November, A. D, 1909,'by FRANK W. SEVERIN, in the pres- ALBERT C. BELL,

THEODORE H..VENN.

. g HERMAN F. BOOK. Signed this 1- day of November, A. D. 1909, by HERMAN F. Boon, in the presence of .HENRY L. VENN, CHAS. E. MENToR.