US1134684A

US1134684A - Internal-combustion engine.

Info

Publication number: US1134684A
Application number: US69536412A
Authority: US
Inventors: Emil M Kramer
Original assignee: Individual
Current assignee: Individual
Priority date: 1912-05-06
Filing date: 1912-05-06
Publication date: 1915-04-06
Anticipated expiration: 1932-04-06

Description

E. MfKRAMER.

INTERNAL COMBUSTION ENGINE.

APPHCATION FILED MAY 6. m2.

1-, 1 34,684 a t d Apr. 6, 1915:

7 s SHEBTS-SHEET 1.

- jzz erdar a 16 5nd Z E. M. KRAMER.

INTERNAL COMBUSTION ENGINE. APPLIC TION FILED MAY 6,1912

1,134,684 v Patented Apr.6, 1915.

8 SHBBTSSHEET 2.

Q/ assay) "fizz/e72 Z021 4 ,MEnZLZIZf/ZI Q'7W67 E. M. KRAMER.

INTERNAL COMBUSTION ENGINE.v

APPLICATION FILED MAY 5. I912.

' Patented Apr. 6, 1915.

8 SHEETSSHEET 3.

t. M. KRAMER INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 6. I9l2.

Patented AM, 1915.

BSHBETSSHEET 4.

fiver? 1 0 ,mzlmme E. M. KRAMER. lNTERNAL COMBUSTION ENGINE.

APPUCATION FILED MAY 6,1912.

fi///////////////////////////////ff/Z/Z/?//////Zl Patented Apr. '6, 1915;

9 SHEETS-SHEET 6.

E. M. KRAMER.

INTERNAL COMBUSTION ENGlNE.

APPLICATION FILED MAYs, 1912.

1 1 34,684., V Patented Apr. 6, 19 15,

E. M. KRAMER.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED. MAY 6. 1912. 7 1,1 34,684. d P 191 8 SHEETS-11113! 'l.

I I r unnjm' aim IIIHH I E. M. KRAMER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY a. 1912.

1,134, 34,, Patented Apr. 6, 1915..

g' fi. I a

i nnrr nn smite earners ermon.

EMIL 1H. KRAMER, OF PAXTON, ILLENQZS.

INTEBNAL-CGMBUSTION ENGINE.

Application filed may 8, 1912. Serial no. 885,364.

To all whom it may concern Be it known that I, EMIL M. KRAMER, a citizen of the United States, residing at Paxton, in the county of Ford and State of Illinois,'have i vented a new and useful Improvement in Internal-Combustion Engines, of which the following is a specificatron.

My primary objects, generally stated, are to provide novel improvements in the valve mechanism of internal combustion engines for compressing the charges before admission to the engine cylinders; to provide novel means for starting the engine without manual cranking thereof, said means being preferably so constructed that they will operate while the engine is running to compress charges to he fired, and may he manually operated, when the engine is at rest, to compress charges for introduction into the engine cylinders for firing therein to start the engine; to provide for the driving of the engine in either the forward or re verse directions; to provide means whereby the engine may be operated to deliver an impulse upon each forward stroke, or upon alternate forward strokes, of the piston; to utilize to the maximum extent the suction produced in the engine in its operation, for drawing the vaporized fuel into the latter; to pr vide for the preheating of the vaporized fuel before it enters the engine in order that the greatest eiliciency may be obtained therefrom; and generally to provide improvemcnt-s in engines of this type to the end of causing them to perform their functions to better advantage and to secure the maxirmun'of power commensurate with the -i'uel consunmtion.

Referring to the accompanying drawings in which I'have illustrated certain of the many forms in which my invention may be embodied, Figure 1 is a view in vertical sectional elevation (taken at the irregular line 1 on Fig. (5 and viewed in the direction of the arrow) of an engine which may he operated to deliveranimpulseupon each forward stroke, or upon alternate forward strokes, of. the piston, constructed in accordance with my invention, this view showing the relative positions of parts when the charge in the cylinder illustrated is about tobe tired, the parts of the construction shown being illustrated in the positions assumed by them while the engine is operating under its self-contained power. Fig. 2 is a view simimechanism.

tional view taken at the line 15 on Fig. 1.

lar to Fig. 1 showing the charge-compressing and valve-mechanism in its lowermost position under manual operation for com-.

pressing a charge for introduction into the cylinder cooperating therewith for starting the engine. Fig. 3 is a broken section taken at the line 3 on Figs. 1 and l and viewed in the direction of thearrows. Fig. 4 is a section taken at the line i on Fig. 3 and viewed in the direction of the-arrow. Fig. 5 is a section taken at the line 5 on Fig. 3 and viewed in the direction of the nI 'OW. Fig. 6 is a broken section taken at the line 6 on Fig. 1 and viewed in the direction of the arrow, this view showing one of the plurality of the cylinders of the engine and the mechanism cooperating therewith. Fig. 7 is a view similar to Fig. 6 with certain of the parts omitted, the better to disclose certain details of the valve-sleeve-operating mechanism. Fig. 8 is a section taken at the line 8 on Fig. 6 and viewed in the direc tion of the arrow, this view showing details of the valve-sleeve-operating mechanism in the position they normally occupy while the engine is running: Fig. 9 is a View like Fig. 8, showing the parts of the mechanism illustrated in Fig. 8 in the position they occupy when manually operated for controlling the introduction of the charge into the engine to start the latter. Fig. 10 is a section taken at the line 10 on Fig. 6 and viewed in the direction of the arrow. Fig. 11 is a section taken at the line 11 on Fig. l and viewed in the direction of the arrow. Fig. 12 is a broken section taken at the irregular line 12 on Fig. 1 and viewed in the direction of the arrow. Fig. 13 is a view snnilar to Fig. 1 of another embodiment of my invention. Fig. 11 is a view similar to Fig. 1, showing another modifica tion of the charge-compressing ahd valvel ig. 15 1s an enlarged secend viewed in the direction of the arrow. Fig-16 is a broken view in elevation of the carburetor for the engine, and the manifoldeonnections between the carbureter and the engine. Fig. 17 is a sectional view of one of the similar valve-equipped branch pipes of the manifold shown in Fig. 16.

F igs. 18 and 19 are broken views in,sectronal elevation of the'upper ends of engines constituting other embodiments of my Patented Apr. 6, 1915.

invention; and Fig. 20., a broken view ofthe charge-compressing and valve mechanism of engine iiiiistifiitcii in 1.9 this view shown T Waive and 1'iLii ZGS- Water-jacketed. as indicated at 225 and. provided With tile; usual jumpspaz'k pings 29 at their upper ends, contain pistons 30 adapted to be reciprocated in. said cylinders vand. in their lowcz'mosi. position open the interiors of said cylinders to exhaust-ports 31 therein. The pistons 30 are connected, through the medium of piSton-ro ls 32 with cranks 83 carried by a crankshaft, 342 extendinp' ihrough the crank-c se 26 and. jour- 'naieci 1n bezi'mtigs 35 i1lin lii in nccorciance' with the Wei; imownpraciiijce of constructing engines;

Surmountmg the crank-case 9'6 and so cured, thereto, as by screws 36, are vaivc cylinders 37, one of said cylinders being vided for each cylinder .25 and wronged preferably at one side of the latter represented. A pots leads from the interiorof each cyiindci' 37 at the upper end. of the latter into nne respective cylinder with -which it ,coiipcmtes, and 2t, poi-c 35 ieiuis from each cyiincici' 3?} ii siighi; distance below the port 38. v infio a conduit 49 'pi'ovidc in the Wikiii of the respective cylinder with which ii; coiigiei'fices and extending spii-ziiiy about the lower, representeci in Figs. 1 and 15, the conduits 40 being in corxonrmnicetion wifih the several branches fL of a manifold: 42 opening; inzc the carbnrcter i which may be of any siiiicbieconstrnction. 1% this ai'i'angem z'ia, is designed. that the Viipfii'iffiii foe sucizeci "'i'oin she csi-iniretcir 43 into the manifold by the notion oi? i hc engine Wiii be caused to around the cyiiniie'zs 2:), Where ii; will he sii'njecefi to the host of the hitter, and; thence pass into the cylinders 37 for compression therein and final discharge into t he cyiinders as hereinafter fully cxpiiiincci, thus causing the va-- porixed fuel to be heated preliminary no discimrge into the engine-cyiinders,with 'the ma nifcst ,mivn n'tii Each cyiiniieimii" contains a. reoiprocciiio vaive-sicevc 44, "the upper end each of which is of eniarged (iimneter, rcg-ziesenized, at 45. and operates in Jhe correspondino'iy eniarged porfiion 4% of the cyiincier-hore f, each sieeve 44, which coniains 2i piston 48 slidabie therein as hereinafter iiescrihed. being provkiedwvith a nussagge 49 which is minotai to be moved into one? onfi of iegis action with the respeciive '

pOT'i JS

38 and 39 in; rec-i acting cine sicev'e as hereinafter Ciesciihed. Y

In bhe opea'oriioi'i of Jae 'iyh gi sleeves 'gins'bons caiisei to b mica in the c iimicis indcpen oiLhei: the purpose of hai'gcs into the cyiiniilczs com them therein and izhcrcafier compressed chm-gee into she engine (iei's for firing therein, a icscription o iii'eans iiiusiaia ted this purpose bein;

oiiows: .iflxicniiing hrough the crank-0 253 and journal ed in. bearings 50 therein 3 o. shaft 51 provided with cranks 552 corr sponciing in number to cranks 33, anti so arranged. on the shaft 51 to cause ihem to occupy the same rciaive positions as those occupied my ilhfi as iiiustrinfied those shown in Fig. 1, The cranks pivotnily connected with connecting- 7306 .93 53 at the lower ends of 'iziie latter 1211c upoei ends of the rods 53 being ioiii'naieii. on 54 carried by heads 55 provided on iii e iowcy {1&3

ends of piston rods 56 connected with the pistons 48, the heads 55 being jonrnaieci on studs 56 secured to blocks 57 siidabiy cc fined in guides 58 on rocimnemhei's 1o mil-ed on studs (30, secured in bosses (Si; in crank-case 26,, the boss 61 for one of the and; cylinders oeing foi-i. 194 as a part of an en i- Wziii 32 of him case- 26, whereas iJhe other bosses (31 are provided on the inner ends of brackets 53 carried. on the interior said. 5-5 crankcase. Secure-ti on the shaft 51 adiacen'u $30 the respective ci'aniis are tiics 34; surroiii'uicd by straps 65 proviil with lugs 66 pivotziiiy connected. as in? outed at, 6?, with the lower ends of iinks the iRiI-iflOl-I' being: pivotiiiiy coi'inecibcci inclicntef at ($9, witi she lower ends of the spcctii'e sieeves 44%;. The o'mily connected indicated at 3" ivotiiiiv connected 2o rcspeciiv rociz expiiainco. ice YO .zmxembmw 59 are equippefii.

211 gears meshing with seg 0 provided on a shaft 74: goiii'nziie s in the ends of the crank-case egme 72 iLiJQ parts connect-e6 may be osciiiaced for she purpose il iffikfr expiaineci. the constrccfiion new itsci the shaft 5 adepi'cei to he 3 iizhiroi'sgh. :bhe motions,

.ne said QOR'ZIRQCLGKES iiins' of a ciniractei' aciapibing the sham, oi he z'otatcci either 21 3 a one no one ratio or so two mcio, reiative in

shaft

34, 1 sired. igiesci-ipizion of these meem id foiioww'ifhe shaft 51 has to iii mo gems Y6 and 7? of (iiiicrcn;

synced new ,sented in 1??" m J meshing; we gears cnn in nally of the shaft 31 but revoluble there- With. The sleeve 81 is provided with a groove 82 into which the forlied end 83 of a shifting-lever 84 fulcrumed as indicated at 85 on a lug 86 on the engine base, extends.

The sleeve 81 is provided with laterally projecting pins 87 and 88 which extend in opposite directions and are adapted to be alternately projected into openings 85) and 90 respectively in thegeirs 78 and 75). It will be understood that by this arrangement either of the gears 78 or 7f) may be clutched to the shaft 34 for driving the shaft 51 at the same speed or one-half the speed of the shaft34, as desired. In the arrangement illustrated, the spark-timing device usually employed in internal combustion engines is represented at 91, the rotary element of which is journaled .in an extension 92 of the engine-frainand is equipped with a gear 93 meshing with a similar gear 94 fixed on the shaft 51, these gears being of the same size in order that the timer shall operate at the same speed as the shaft .31.

The normal operating position of the I mechanism for actuating the sleeves 4.4 and pistons 48 is that illustrated in Figs. 1, (S, 7, 8, 1O, 11 and 12. Assuming that the clutch 81 isin engagement with the gear 78 for driving the shaft 51 at'the same rate of speedas the shaft 34, and that the engine is operating under its own power, downward movement of the pistons 30 in the respective cylinders under the action of exploded charges therein operates to turn the

shafts

34 and 51 in the direction of the arrows in Fig. 1, with the result of causing the respective sleeves 44 and pistons 48 to be drawn do-wm 'ardl y, in succession, in their cylinders 37 by reason of their eccentric connections with the shaft 51, as hereinbefore described. The initial downward movement of the sleeve 44 operates to move its passage 49 out of engagement with the co- 0 operating conduit 38, and before the piston 48 has. reached the limit of its downward movement said conduit has been moved-into registration with the inlet conduit 40. The effect of drawing the piston 48 downwardly in its surrounding sleeve 44 is to create a suction in the upper end of the sleeve which is not relieved until the conduit 49 in the latter is brought into registration with the conduit 40 whereupon gas is sucked from the carbureter 43 into the sleeve 44 above the piston 48 therein. In the ascending move ment of the pistons 30 the sleeves 44 and pis tons 48 arecaused to rise in the respective cylinders 37, the sleeves 44 rising to bring their ports 49 into registration with the respective ports 38. The pistons 48 rise in the sleeves 44 against the confined volumes of vaporized fuel which was sucked into the sleeves 44-, as hereinbefore described, and serve to compress the same. As soon as the sleeves 44 have risen sull'iciently far to bring their conduits 49 into registration with the ports the charges thus compressed in the sleeves 44 are caused to, discharge into the respective cylinders 25 above the pistons 30 therein, the arrangement of the operating mechanism for the pistons 48 being so con structed and arranged that when the pistons 80 are on their tiring strokes, as illustrated of the one disclosed in I ig. 1, its coiiperating piston 48 will close the conduit 4!) to the interior of the sleeve 44 in which it operates,

It will be understood from the foregoing that as the pistons 30 near the limits of their downward movements they will uncover the exhaust-ports 31 and thus permit the spent gases to escape from the cylinders 25, and that during said exhaust the interior of the sleeves ll are closed to the interior of the cylinders so that there is no chance for any fiiel discharging from the conduits 40 into the conduits 38. It will also be understood from the foregoing that the pistons 48 serve, in succession, to alternately suck charges into the respective sleeves 44 and compress the same therein and discharge them into the respective cylinders wherein the charges are fired through the medium of the SDflI'li-PlilgS 29 when the pistons 30 are on their firing strokes.

When the engine is at rest it may be started in the following manner: The operator swings the operating handle 76 to the left .in Fig. 1, thereby turning the shaft 74 and the gears 73 thereon to the left-in said figure. As the gears 73 are in mesh with the gears 72, thus operating the handle 76 causes the gem-s72 to turn to the right .inFig. 1 and thereby rock the members 59 to the position illustrated in Figs. 2 and 9. Thus operating the members all causes the piston 48' and sleeve4-l which coiiperate with the piston 30 which when the engine is at rest, is iii the uppermostposition, to be moved downwardly a distance equal or substantially equal to that which they are moved in the normal operation of the engine, as hereinbefore described, thereby moving said sleeve 44 into registration at its port 45) with the conduit 40 and sleeve. The operator then throws the handle 76 in the opposite direction which causes the parts to asslune the position illustrated in Fig. 1, thereby returning the sleeve'44 and piston 48 to their normal position, and in so doing, "ausing the piston 48 to compress the. charge of vaporized fuel sucked into the sleeve 4-1 and upon the movement of the conduit 49 into registration with the sucking a charge into the l the pivots 60 for the members 59, it will be understood that the istou which is con- :uected with one of cranks 52 which occupies the highest position will be given the greatest movement in its cooperating sleeve it when the lever 76 is dp'erated, and that the distances which the other pistons 48 will be moved will be correspondingly reduced, depending on. the positions their coiipersting cranks 5'2 occupy, the lower the crank 52 the less movement its cooperating piston will have, when the lever 76 is operated as described. Thus when the lever 76'is swung to the left in Fig. l, the greatest throw will be imparted to the piston 48 which cooperstes with one of the pistons 30 which occupies the highest position when the engine is at rest, whereby the ctl ective charge introduced into the engine discharges into the cylinder the piston in which is on its firing stroke.

The parts of the construction are so erranged that when a piston 30 is in s position in which its cooperating exhaust 31 is open the pivotal connection 55 between the memhers 53 and 56 which drive the piston. 48 cooperating .vvith staid piston 30 extends into 9.4. g l .I 1 suostautial aliuement with the pivot 60 end thus substantially no movement is impart ed tosaid piston i8, when the lever 76 1.3 sotouted as hereinhefore stated, which prevents discharge of charges intothe enginecylinders when the exhausts therein are open. it will be noted that the mechanism for operating the sleeves 4t and pistons 48 is so constructed that the same movement will be given the pistons t8 and sleeves it, whether the shaft 51 is turning in one direction or the other and thus the engine may be operated in either direction in starting it as described, or reversed While operating, by retarding or advancing the spark as the case may be as will. be manifest to those skilled in the art. I

The above description of the operation of the machine relates to the latter when it is being operated to deliver impulses upon each forward stroke of the piston. if it is desired to operate the engine so as to do liver on impulse upon each alternate. for

ward-stroke of the piston, the operator series the sleeve 81 toward the gear 79 (Fig. or to cause the pin 87 to extend into the recess 39, thereby clutching said gear to the shaft 34 and causing the shaft 51 to rotate at Ollifi lkfllf the speed of the shaft 34. Under such conditions the pistons 30 will make two complete rcciprocstions with each complete reciprocation of the piston 48 otherwise the operation of the engine will he the same as that described of the engine when operating to deliver an impulse upon each forvvard'stroke of the piston, excepting that the pistons 30 will produce idle compressions every other upward stroke and in alternation with the upward strokes of the pistons 48. v

Referring to the construction illustrated in Fig. 13, the engine therein shovvh operates upon the same principle as th engineoithc preceding figures. ln this arrangement, the engine is adapted to be operated to deliver an impulse each forward stroke of the piston only and the sleeves 4A- and' pistons 48 instead of being operated from a supplemental shaft driven from the engine shaft 34 are operated directly therefrom and consequently at a one to one ratio relative to the engine pistons, the following being a description of the mechanism for driving the sleeves 44 and pistons 48.- Secured to the shaft 34 adjacent to each of the cranks 33 are eccentrics 95 and earns. 96, the cams 96 being provided with continuous'cam-slots 9'? into Which rollers 98 carried on'the free ends of linlrs99, pivoted as indicated at 100,

to lugs 101 on the crank-case of the engine, extend. The eccentrics 95 are surrounded by eccentric straps 102 provided with upwardly extending arms 103 terminatin at their uppcrends in heads'lOi pivotc as indicated at 105 to the sliding members 57 guidedly confined on the rocking-members,

59. The connecting-rods for the'pistons 4:8 in this construction are illustrated at 106 and are pivotally connected, as indicated at 107, with the-respective heads 104 on the arms 103. Cihe sleeves 44 are pivotally connected, as indicated at 108, With the upper ends of links 109 which are formed with break-joints 110 and are pivotally connected at their lower ends as indicated at 111, with;

is that illustrated of the one shown in Fig.

18, the piston of the engine cylinder shown in Fig. 13 being on its'firing stroke. is the piston 30 is driven downward in the operation .of the engine under the explosion of a charge in the cylinder 25, it-turns the shaft 34 in the direction of the arrow in Fig. 13, with the result of rotating the cams 96 and eccentrics 95 thereon. As the piston 30 descends, its cooperating piston 48 and sleeve I I as hereinbefore explained, assuming the pis- 44 are drawn downward, the sleeve 44 being given a comparatively rapid initial down ward movement by reason of the pin 98 engaging with an abrupt portion 113 of the cam 96. The piston 48 is drawn down'by the rotation of the eccentric 95 which serves to pull the block 57 downwardly in the rockmember 59, the piston 48 in this action serv ing to suck into'the sleeve 44 above said piston a charge of vaporized fuel from the carbureter through the conduit 40. The parts are so timed that as the piston 30, after unc ering the exhaust 31 for discharging the burnt gases, rises in its cylinder 25, the roller 98 will be engaged by the opposed abrupt portion 114 of the cam 96 to move the sleeve 44 upwardly to cause its conduit 49 to register with the conduit 38, and to cause the eccentric 95 to force the block 57 upwardly in the rock-member 59 to raise the piston 48 in the sleeve 44, thereby compressing in the sleeve 44 the charge of vaporized fuel sucked into the latter in its downward movement, hereinbefore explained, and discharging the compressed charge into the cooperating cylinder 25, wherein it is fired for. driving the piston 30 therein downwardly.

The engine illustrated in Fig. 13 is operated for starting it in the same manner as explained of the construction shown in the preceding figures. Thus, to start the engine the operator swings the operating lever 76 upwardly to the left in Fig. 13 for rocking all of the rock-members 59 to the right in Fig. 13 to the position indicated by the dotted lines 119. The piston 48and sleeve 44 which cooperate with one of the pistons 30 which when the engine is at rest is on the firing stroke, will thus be drawn downwardly in the cylinder 3? containing them and given the same movement as is produced when the engine is operating under its own power, as hereinbefore explained, for sucking a charge into the sleeve 44, com pressing it therein and discharging it into I r cylinder 25 cotiperating with the sleeve 44 and piston 48 thus operated, and above the piston 30 therein, wherein the compressed charge is ignited by the spark-plug 29 for driving the piston 30 downwardly to start the engine.

In order that the movements of the sleeves 44 and pistons 48 and the operating mechanism therefore be clearly understood, I have represented by dotted lines in Fig. 13 some

dotted lines

115, 116 and 117, respectively,

and when the operating handle 76 is moved upwardly to the left in Fig. 13, for manually producing a compression in the sleeve 44,

ton 30 to be in the position illustrated in said figure, the link 109, rock-member 59 and connecting rod 106, will occupy the positions represented by the dotted

lines

118, 119 and 120, respectively.

The construction illustrated in Fig. 14.is the same as that shown in Fig. 1, excepting that the sleeve 44 instead of being operated by a mechanical connection between it and the shaft 51, is designed to be operated by frictional engagement of the piston 48 therewith. In this arrangement the cylinder 37 is shouldered as represented at 120 to form a stop cooperating with the shoulder'portion 121 of the enlarged portion 45 of the sleeve 44 for limiting the downward movement of the sleeve in said cylinder, and provision is made for producing the greater friction between the piston 48 and the sleeve 44 than exists between the sleeve 44 and the cylinder 37, as by providing a tighter rotating joint between the piston 48 and sleeve 44 than is provided between said piston and cylinder 37'. Thus the piston 48 in its initial downward movement carries with it the sleeve 44 to open the port 49 to the conduit 40, the piston 48 in its continued downward movement sucking a charge into the sleeve 44. As the piston 48 begins its initial upward movement it carries the sleeve 44 with it until the latter abuts against the upper end of the cylinder 87, in which position the port 39 is closed to thesleeve and the port 49 is brought into registration of the port 38. The piston 48 in its continued upward movement in operating upon the charge of vaporized fuel drawn into the sleeve 4-4 produces compression thereof and forces it into the cylinder 25 forfiring, it being understood that the operation of the piston 48 and sleeve 44 in this construction is the same whether the piston be operated by the rotation of'the shaft 34 or by operating the lever 76.

In the construction illustrated in-Fig. 18, the feature of providing a sleeve for cooperation with the charge-compressing piston is omitted. and in its place the passages between the cylinders 37 and the cylinders 25 and the carbureter are provided with checkvalves operating o permit charges to be sucked into the cylinders 3-7 when the pistons 48 therein move downwardly and be forced from .said cylinders into the main cylinders of the engine as the pistons 48 rise iii the cyiiridersil Thus, each coriduilr reprcseu; o or. 122 and correspoudiug Wick the co" duics 38 is provided Wish a clicclrvalvc which cooperaies with a seat 124: and opens toward the cylinder 25, and the concluitsrcpreseuled 125 and from which pipes 126 lead into she respective conduits i0, courain check-valves 12%? which cooperate with costs 126* and open toward the cylinders 37. The pistons 48 of this con-- strucfilion may be opsrared in any desirable manner as 'loy ilie mechanism .liereiubci'orc described, to cause rlicir reciprocatious in the cylinders 5'? to be so ibimecl. with relation to the pistons 30 as cause rliern r0 suck iuso the cylinders 3? the charges of volatilized fuel from the carburetor and compress said charges in the last: referred to cylinders and force them into 'clrc cylinders .15 While the pistons 30 are rising therein.

It will be undersrood that when pisions 48 are counccted'up with any of the isron-acrualing mechanisms hcrcinlicfore escribed, they will be caused to perform tbs functions slated either While the is operating normally under its own power or when manually acruared as explained, while the engine is at rest, for compressing charges and discharging them into the cylinder the piston of which is on ihc firing stroke.

in the constructions illustrated in Figs. 19 and 20, l have illusirated srill another embodiment of my invention. "in this case the cylinder in which the charges are compressed is represented at 127 and. corre spouds Willi the cylinder 3'? oi the preceding figures The, main cylindc 25 is connected at its upper end with the interior of the cylinder 1'27 through the medium of a passage 128 which conrains a check-valve 1% sim ilar to the checlovalve 123. The port 4:6 of the cylinder 25 communicates with a conduit 130 which extends peripherally about the inner surface oi"- the cylinder 1'27 and leads upwardly ill the latter and opens through the Wall of said cylinder eta poiirt diametrically opposite to the conduit 128.

The conduit 130 for od Wi'li a valve-seal;

131 with which a check-valve 132 rouper ates, and c mmumcaes with a by-pass 133 I which opens into file interior of the cylinder 127 at the upper nd of the latter. The piston for compressing; the charges is represented at 134, said piston confiaining socket 135 in which the depending head 186 ricd on the top 137 of the cylinder 127 extends. The piston 13% is provided with a transversely extending passage 138 which opens into the socket and into a peripheral groove 139 in the piston 13%. The parts just described are so constructed thar when the piston 134 is at the limit of iis upward stroke, ljhc head 136 will extend. into sii'ic socketto a point below the passage All 4 and the peripheral groove 13% will be in reg is atioxi will: the conduit 128 the upper cool of the conduit 130. I

Ill; is esiguccl float the "piston mechanism of she construction illusiralsed in F ig. 19 i355 timed in its operation relative to the piston 30 as described of the preceding coustructions, and to this end. may be rivcu through the medium of the hereinbefore do scribcd piston-driving mechanism or any other suitable mechanism to cause ii to compress um charges and discharge the same into main cylinder of Elie engine for driving, the piston therein.

issumiug that like parts of tho engine are in rile positions iliusirated in Fig. 19 in which the pisbon 30 is co its firing stroke, downward movement of the piston 134' will tend to produce suclion action in the cyliri" der 12'? above the piston 13% and in the chamber 135. The suction action above the piston 13% as the piston descends serves c0 suck inro it a charge from the carburctcr through rho-conduit 130, past the valve 13L and through the bypass 185 into she cylinder 1727 and as soon es the groove 139 reg islcrs with the lower cool of the conduit 130, as represented ll} Fish 20, the chamber 135 by reason of the comparative vacuum there-- in :vill be filled will; vola'rilized fuel from said. conduit. In illlc upward movementoi. vtlielpisron 134 the charges sucked iuio the cylruder 127 above said piston and into rho chagn'ber 13s are compressed tliereirr, and so sooga as rho-piston 1.34: has been raised so a position in which its groove 139 registers with the conduit 128 and rho upper cud oi rlic conduit 1.30, the charge compressed in tlie'cylindcr 127 above the piston 13% and char poi" on which was compressed in the chamber 135 will discliargl from the cylin der 127 and into the conduit 129 from whence it pass-es into the cylinder 25 above thc piston 30 therein for firing. It will be noted that the 'ston 13 1 will operate to perform the functions just described when it is being operarcd. either by the engine operating under its own, power or when manually actuatcd cc pump a cognpressed charge, "for firing", into the cyliudericomaining the piston which is on the firiu'g stroke. Each of the branch pipes 41 contains a clieclcvalvc which closes'toivard the carburetor 43, and thus when Sucsion is produced in any of the cylinders 37 of flee en gins the suction action tli us produced isconccnira'led. on the carliurclcr which is of advaritagc in structures of this character as ii insures size utilization to "chc maximum exoi the power of the suction action of ihe cng'giuc in opcraiino; on the fuel supply While l have illusrraied and described certain specific constructions of engines constituting embodiments of my invention I do not wish to Foe understood as iulcridiugr to limit it to such consiruccious, as the same may be variously altered and modificdwithout departing from the spirit of my inventlon.

l/Vhat I claim as new and desire to secure by Letters Patent is:

1. In an internal combustion engine having a drive-shaft, the combination with its working-cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel, means for operating said charge-compressing means from the drive shaft of the engine including members pivotally connected together, and shiftable guiding means therefor, and means for shifting said guiding means, when said piston is at rest, for operating said charge-compressing means, for the purpose set forth.

2. In an internal combustion engine having a drive-shaft, the combination with its worlringcylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel, means for operating said charge-compressing means from the drive shaft of the engine including members pivotally connected to gether, a shiftable guide member, a block operatively connected with said pivotally connected members and movable on said guide member, and means for shifting said guide member when said piston is at rest for operating said charge-compressing means, for the purpose set forth.

3. In an internal combustion engine having a drive-shaft, the combination with its working-cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel, means for operating saidv charge-compressing means from the drive. shaft of the engine including members pivotally connected together and pivotally supported guiding means therefor, and means for oscillating said' guiding means when said pistoin is at rest, for operating said charge-compressing means, for the purpose set forth. 1

s l 4. In an internal combustion engine having a drive-shaft, the combination with its workirig-cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel, means for operating said charge-compressing means from the drive shaft of the engine including members pivotally connected together, apivoted guide member, and a block operatively connected with said pivotally connected members and movable on saidguide member, and means for osci 111g said guide member when said piston at' rest for operating said charge-compressi 9; means, for the piirpossfitl? orth.

operated by said 51 In an internal combustion engine, having a drive-shaft, the combination with its' working cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel, means for operating said charge-compressing means from the drive shaft of the engine, including a crank, members pivotally connected together and operatively connected, respectively, with said crank and with said charge-compressing means, and shiftable guiding means therefor, and means for ton' is at rest, for operating said chargecompressing means, for the purpose set forth. l

6. In an internal combustion engine, the combination with its working-cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel including an auxiliary cylinshifting said guiding means, when said pisder, and a sliding sleeve and a charge-compressing piston therein, said auxiliary cylinder containing ports communicating with said working-cylinder and ada ted to communicate with a source of fue supply, respectively, and said sleeve containing a port adapted to alternately register with said auxiliary-cylinder ports, means, operable when said first-named piston is'at rest, for

operating said charge-compressin means to discharge -a compressed charge 0 fuel said working-cylinder above the piston therein for startin the engine, and means rst named piston in its movements for actuating said charge-compressing means, for the purpose set forth.

7, In an internal combnstion engine, the combination with its working-cylinder and the piston therein of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel including an auxiliary cylinder, and a sliding sleeve and a charge-compressing piston therein', said auxiliary cylin- I der containing ports communicating with said working-cylinder and adapted to communicate with a sgurce of fuel supply,-respectively, and said sleeve containing a, port adapted to alternately register with said auxiliary-cylinder ports, meant! operatively connected with said sleeve and with said last named piston and operable, when said firstnamed piston is at rest, fora'eciproca'ting said charge compressing piston and said sleeve to discharge a compressed charge into said working cylinder .above the piston therein, and means operated by said first named piston in its movements for reciproeating said charge-compressing piston and said sleeve, for the purpose set forth.

8. In an internal combustion engine, the

the piston therein, of charge-compressing; means cooperating with said cylinder tori termittingly supplying thereto compressed charges of fuel including an auxiliary cyl inder, and a sliding sleeve and a chargecompressing piston therein, said auxiliary cylinder containing ports communicating with said Working-cylinder and adapted to communicate with a source of fuel supply,

m respectively, and said sleeve containing a said first named iston is at rest for the on pose set forth.

.9. ln'an internal combustion engine the combination with its Working-cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingiy supplying thereto compressed.

charges of fuel including an auxiliary cylin der, and a sliding sleeve and a charge-com- 3o pressing piston therein, said auxiliary cylinder containing ports communicating with said Working-cylinder and adapted to cornmunicate with a source of fuel supply, respectively mud said sleeve containing a port adapted to alternately register with said auxiliary-cylinder ports, and means for op" erating said sleeve and charge'coinpressing piston including members pivotally connected together and driven from said drive shaft 40 and operatively connected with said sleeve and charge-coinpressing piston, means for guiding the movements of said pivotally connected members, and means for shifting said guiding means for actuating said sleeve and charge-compressing piston when said first named piston is at rest, for the purpose set forth.

' 10. In an internal combustion engine, the combination with its Working-cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for intermittingly supplying thereto compressed charges of fuel including an auxiliary cylinder, and a sliding sleeve and a charge-compressing piston therein, said auxiliarycylinder containing ports communicating with said Working-cylinder and adapted to communicate with a source of fuel supply, respectively, and said sleeve containing a port adapted to alternately register with said auxiliary-cylinder ports, means for open sting said sleeve and charge-compressing piston including members pivotally connect ed.-together and operatively connected, re-

"spectively, with said sleeve and charge-com piston, means onerated o,

said sleeve and charge-compress ig piston including pairs of members pivotally vii 'i 'v drive shalt oil the engine for cameras; said pivotally connected meinhers to resins catc said sleeve and charge-compressing ton, and means opcratively connected s said pivotally connected members for ating said sleeve and chargecompres sin piston when said first named piston is rest, for the purpose set forth. ll. in an internal combustion engine, the combination with its Working-cylinder and the piston therein, of ciiargecoinprcssin g means cooperating with said cylinder r i v rmittingly sunplying thereto compressed charges of fu l including an auxiliary cyliri's der, and a sli ing sleeve and a charge-conipressing piston therein, said auxiliary cylinder containing communicating fifth said 'Worlring cylinder and adapted to ccmmuuicate with a source of fuel-supply, spectively, said sleeve containing a adapted to alternately register with euxiliaryeylinder ports, means for operconnecte together, a member of each pair thereof losing connected with said charge compressing piston and With said sleeve, means for reciprocating said pivotally connected members, a pivotally supported guide member operatively engaging with the said pair of members connected with said chargecompressing piston for guiding the movements thereof and means connected with the other pair of said members and with said guide member eccentrically of the axis about which the latter turns when oscillated, and means operatively connected with said pivoted guide member for oscillating the latter, for the purpose set forth.

12. In an internal combustion engine, the combination with its Working-cylinder and the piston therein, of charge-compressing means cooperating with said cylinder for in termittingly supplying thereto compressed charges of fuel, means for operating said charge-compressing; means from the drive shaft of the engine including members pivotally connected together and pivotaily supported guiding means therefor, the parts described being so constructed and arranged that when the piston-is at the lowermost position on its stroke the pivotal connection between said pivotally connected members will extend close to the point at which said guiding" means are pivotally supported, and means for oscillating said guiding means when said piston is at rest, for operating; said charge-compressing means, for the'punpose set forth.

13. The combination with the cylinders of an internal combustion engine and his tons therein, oi charge-compressing pumps communicating respectively with said cylin- 1 elem, means for operating said i l l masses timed relation to the respective cylinders with which'they cooperate, and means for operating, when the engine is at rest, the one of said pumps which communicates with the cylinder, the parts of which are on the firingstroke when the engine is at rest, for introducing into said cylinder a charge of compressed fuel.

14. The combination with the cylinders of an internal combustion engine and pistons therein, of charge-compressing pumps communicating, respectively, with said cyl inders, pivoted guide-members operatively engaged by the reciprocating members of said pumps, and means for actuating the reciprocatory members of said pumps in timed relation to themovement of the pistons in the cylinders with'which said pumps respectivel coiiperate, whereby the recipnocatory member oi that pumpwhich cotiperates wit the c linder, the piston of which latter is on the ring stroke when the engine is at rest, extends on said guide at a point eccentric to the point of pivotal support of said guide members, and rocking of the .latter causes the reciprocating member or" said last referred. to pump to be reciprocated to intro duce a charge of gfuel into said last referred to cylinder.

15. The combination with the cylinders of an internal combustion engine and pistons therein, of charge-compressing pumps communicating, respectively, with said cylinders, pivoted guide-members operatively engaged by the reciprocating members of cobperates with the cylinder, the piston of.

which latter is on the firing stroke when the engine is at rest, extends on said guide at a point eccentric to the point of pivotal support of said guide-members, and rocking oi the latter causes the reciprocating member of said last referred to pump to be reciprocated tointroduce a charge of fuel into said last referred to cylinder. 1

16. The combination with the cylinder of an internal combustion engine and pistons therein, of charge-compressing pumps v. communicatin respectively, with said 0371 inders, pivote guide-members operatively engaged by the reciprocating members of said pumps, and means for actuating the reciprocatory members of said pumps in timed relation to the movements, of the pistons in the cylinders, with which said pumps respectively coiiperate, the axes upon which said pivoted members are movable being substantially in alinement with the connections of said means with said reciprocating parts of the pumps when the pistons are at the ends of their firing strokes, whereby the reciprocatory member of that pum which cotiperates with the cylinder, the plst'onof which latter ison the firing stroke when :the engine is at rest, extcndson said guide at a point eccentric to the point of ivotal support of said guidemembers, an; rocking of the latter causes the reciprocating member ofsaid last referred to pump to he reciprocated to introduce a charge of fuelinto said last referred to cylinder. I

1' The combination ofthe cylinders of an internal combustion engine and pistons therein, of charge-compressing pumps communicating, respectively, with said cylinders, pivoted guide-members, blocks slidable on said guide-members and to which the reciprocatin members of said pum s are connected, re s operatively connecte with said blocks in pivotal relation thereto, and means actuatedfrom said engine-shaft for actuat-.

operate, the axis upon which said pivoted members are swingable extending. in substantial alinement with the pivotai connections of the reciprocating members ofsaid pumps with said blocks when the pistons are at the ends of their firing strokes, whereby the reciprocatory member of that. pump which coiiperates with the c linder, the piston of which latter is on t e firing stroke when the engine is at rest,-extends on said guide at a point eccentric to the point of pivotal support of said guide-members, and rocking of the latter causes the reciprocating member of said last referred to pump to be reciprocated to introduce a charge of fuel into said last referred to cylinder.

- EMIL M. KB