US1305577A - And one-fourth to evbsetz e - Google Patents

Description

IVI. R. WOLFARD.

- INTERNAL CONBUSUUN ENGINE..

APPLICATION FILED FEB 5. 1912 I Patented June 3, 1919. l

3 SHEETS-SHEET l M. R. WULFARD. INTERNAL CoMBUsHoN ENGINE,

APPLICATION FILED FEB. 5. 1912.

Patented J une 3, 1919.

3 SHEETS-SHEET 2.

M. R. WOLFARD.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED rri.5,`1912A 1,305,577. Patented um 3, 1919. I n 3 sHEETs-sHET 3.

UNITED STATES PATENT @FFM-EEG MERL R. WOLFARD, F CAMBRIDGE, MASSACHUSETTS, ASSGNOR OE ONE-FOURTH TU LEROY A. AMES, OF SPENCER, MASSACHUSETTS, AND ONE-FOURTH TG EVERETT Eil.

KENT, 0F NEWTON, MASSACHUSETTS.

INTERNAL-COMBUSTION ENGINE.

Specication of Letters Patent.

Patented June 3, lti

Application filed February 5, 1912. Serial No. 675,538.

To all iii/1,0ml 'it may concern.'

Be it known that l, MiniL R. loiirAiu), a citizen of the United States, residing at Cambridge, in the county of Middlesex and State of Massachusetts, have invented new and useful Improvements in Internal-Coinbustion Engines, of which the following is a specification.

This invention relates to improvements in i0 internal combustion. engines, being here illustrated inore particularly as it inay be applied to a two cycle engine using heavy oil fuel. although the invention or suitable parts of it inay be applied to various types i5 of engines, and to engines working on various cycles, and with various kinds of fuel.

It .is the object of the invention to iinprove on preceding engines by providing an inn crease of capacity in engines of given size or weight; an. increase of etliciency, both thermodynamic and niechanical; .a reduc- -tioii of number of valves and inoving parts; :i general siniplification of the mechanism as a. whole; and the elimination of certain lioubleson'ie mechanism, particularly that for producing the high pressure fuel-inject ing blast, which has hitherto been thought necessary in some types of engines. It is also the purpose to attain the other advantages which result from the improvements herein disclosed. and to cover by Letters Patent such features or combinations as are novel and patentable.

ln engines of the Diesel type, which represent the liigl'iest etliciency heretofore attained, in practice, il' has been necessary to force the charge of fuel oil into a bodyof air. so greatly compressed that it has `a temperature high enough to ignite the oil.

40 The oil has to be coim'ninuted and distrib-y uted in this body of air, in order to get complete combustion quickly. This has hitherto been/attemptedby using an auxil iary supply/of air of vet higher pressure,

but aty lower temperature, to blow in the oil, in the forni of spray.

It is the inventors belief that the attenuated character of the clearance space in engines as heretofore constructed, has been an important cause of the universal failure, in

practice, to attain the efficiency which is theoretically possible. At the inner end of stroke, the air is distributed in a Wide thin 'i'eilnote air.

layer over the'end of the piston. The fuel which enters earlier consumes the air nearest the place of entrance. The fuel which ein ters later then finds itself surrounded by lhe combustion or products of the coinbustion of the earlier fuel; and it cannot burn until the piston has inoved out far enough for this later fuel to become iniXed with the This results in retarded conibustion or afterburniiigy n n an engine embodying the present iiivention the clearance space, or what may for present purposes be called the clearance space, isso located at the beginning of fuel adn'iission, and is so changed in its location while the admission of fuel contiiiues, that the lair that has been iinpoiindeld and conipressed, ready for the next combustion,-

rushes past the fuel inlet valve as the fuel is entering. Thus each particle of eil, as it enters, linda at once an abundance of air for its combustion. This rush of air may of itself tend to cause sub-division of the oil into niinuteparticles, somewhat as has the higher-pressure blast of air injected heretofore; but the insertion and spraying et fuel is effected by simple mechanical means 'withorft any such higliei--pressure blast.

sizes is not necessary. Eachl cylinder has ports which are uncovered by its piston in the ordinary way at the end of strolre, the ports of one being connected to a supply of air, iinpelled by a slight pressure, and the ports in the other cylinder being connected to exhaust, This air rushes through the eylinder it first enters, through the passage' into the other cylinder, and thence tothe exhaust ports the-rein, with goed scavenging effect. The inward strokes of theA pistons, which then ensue, close the ports, both inlet and fifi les

titl

nii

i ierie pressure; and

ance space changes.

other eylinder.

"Y larly at the inegi-inning,

eiihauetin an improved manner or relation as hereinafter described so as to obtain a. nipleteeeai'eiigi 'andstartlirom atmofcompress the air thus iinpounded in 'the two cylinders until, at the inner end of stroke oi the leading "piston, 'the air is under high pressure read)v for the admission and combustion ol the next charge of itiiel, and is contained mainly in the cyl inder which has the lagging' pieton, and in the passage. fis the leiulinggv pieton then starts outward, the lagging piston heiligA still in motion inivard, the location oi" the clearn Air rushes from the passage toward the leading n. gon. passing the fuel admission faire whien, at that moment, begins injeet oil. 'the air talles up the oii in particles and carries it. burning into the leading cylinder, where expansion occurs. This mixingv of oil and air may he ei: edited, if desired, by the inerhaniral distrilnlier of oil hereinaitr described. ll'ie iiow from the other cylinder rontinuos until the lagging piston reaches its'inncr end of stroke. The admission of fuel may Continue 'as long' as desired, the fuel burning; as it enters.. the lagging pieton starts out* ward, expansion occurs in both Cylinders until the exhaust opened inthe eine. eylinder, eiosely 'Tdilelized by the inlet of air to the other. [is illustrated, the lagging pie ton and the exhaust ports are in the smaller cylinder.

The inoven'ients of the tiro pistons relative to each other, and the consequent timesl oi opening and closing the ports, are also titres oi' novelty. rFixe cylinder irliirh has the exhaust ports is illustrated as haring approximately one fourth et theeolnme oi the lt arranged with its axis oilset i om the diametrieal line of the rranlr einde; if piston rod is relativelyy sho and iti; por i relatirel),v longer than those in the other eyiinder. The result; if; tlrt, iii-- though the GraniteI remain always at a, lixed angle apart, the relative positiorm oi'i` their pistons rari', 'lilhe smaller, having eemplet'ed l greater spe-.eil than does the leading pistom and opens the exhaust ports before the larger piston orient: the air inletI ports. .find its ensuing inward stro. slower than tht inward :stroke of the pieton, particu-- tuus holding,l the enhauat open ior/,a period. attcr the air inlet ports have been eloseil. .During this delay the air which has entered the inlet porte in the larger cylinder compl` ly drives out air)7 'produits of eon'ibustion not expelled lii/ the first rush, and leaves tl'ienconi'zents ol the two cylinders at approximately at .oepherie pressure at the beginning oi? eeniiireunion.`

The construction dose iin etlifonibustion at every ita inward stroke. at a certain interi'al ol' time after the larger mores outward with Leone?? sion in two c \,'lindcrs; romplete exhaust land srarenrjing; a suitable compression oll pure air lor the. next romlmstion; and arr-css ol.E euliiricnt air to over* particle olE tuel at iii-actually the instant ot suih partielcs entrance to the chamber with resultant continuous and complete combustion. This also allows the use of a hot comlmstion rhamher which further facilitates instantaneous and complete combustion as. for example, by vaporizine and ignitinje' the oil introdiu'ed, besides adding' marked thermal advantages which Cannot he obtained here valves .and wat( .eoeled rages Ll'orm a large part of the inelesing Waits of the comliuution chamber. Any desired ignition system ma.)v be used.

No high-pressure air injection isrequircd to insert the luel. No mechanically operated faire in required: either `ilor admission., or for transfer of air, or i'or seareneingor for exhaust oit' the products et combustion. The air used. `li'or searenging', and for the combuse tion, ent rs under small pressure such as may' he obtained, for example, oy crank` case rompreesion, or 'oy a` differential piston. The therniodynamir efficiency theoretically and practically obtainable is greatly increased by the extended expansion secured through the novel arrangement of two pistons and the ports, without increasing the number ot' mechanical parts over those otherwise nece .rjf for mixing; the charge.

bodiment of the invent-.ion7 various construetioiial details and arrangements being` omitted:

filigure i .is a. side elevation in central seetion through the tiro cylinders; i v

" n end elevation in section on the is pfaiii in section on theline 3*-3 jean end eleration oiE a detail env- '.i section on the lino 'l---l oi Fig. 3; 5' is an elevation in sect ion showalternatii'e structure. oi" a detail, en-

` is a` eide elevation olE the saine;

J {StL-ft are diagrams of simultaneous pieton positions; and lil 7 is a diagram ot eoinpression and iansion ol the working tiuid.

{tori-ine' tothe drawings, It() represent/s the .larger eylindei-, il 'the pieton therein, 12 the air inlet porta therein and i3 the crank shaft; towhich the piston connected. represents; the sine/ller cylinder, 21 the lpiston therein and 92 the exhaust' ports therein. The crank of the larger piston is represented inclosed ijn a rase troni which a Aioasliage .iti leads to the inlet ports l2. A. pesi-:agie eonneets the head ende oit. the cylinders.

tliie 'in ige i" i ignition device 3l land l 53g for oil. er other i'uele each of which may be of any suitable type. The drawings also indicate a pipe 33 leading from a pump 34 which may be conveniently located, for supply of fuel, the pump being driven by a cani 35 on the main shaft 13, by which oil is injected into passage 30 at predetermined times.

The ignition device 31, as illustrated, consists of two nickel steel points between which an electric are is formed. One point 31 may be merely a. knob on the under side of the passage 30, the other 31 being adjustable toward-and from the knob 31 by means of a screw 36, and one or both. of these being suitably insulated from the engine casing, as at 37. The conductors leading to these two terminals arernarked 38, 38. The ignition device 31 is preferably arranged with its are in a recess 39 in the side wall of the passage 30, so that it is not in the direct line of iow through the passage, yet is within the line ot discharge trom the fuel injecting port 32, (Fig. 3). A special ignition device such as this is not required it' the compression ot' air in the cylinders and passage 30 be high enough, as in engines of the Dieseltype, because the air temperature will ignite the fuel. ln engines working on lower compression of air the ignition device may generally be cut out of action atter the engine has been running a few minutes, ignition being, then caused by the high temperature retained in the passage 30, this being the system herein referred to as ignition by hot combustionchamber. lt is only when the engine is starting, or is running on very low pressures, that any special ignition device will be needed.

The iuel admission port 32 is a discharge orifice, exaggerated in size in the drawing, for clcarncss, leading from a. hollow rotating vhollow*"plug hi() which projects into the pas; 'sage 3d, being partly cinbcddcd 1n the side walls thereolI opposite the ignition device, as illustrated in Fig. l. rl`he interior ol' this plug` l() is filled with fuel vtroni the supply pipe 33 through a chanibcr l2 in the statioir ary block l and an opening Lil in the rotating plug it). 'l`he plug seated in this lblock on ground bearings fili, 5Fl, which prevent lcalcagc and hold its upper end clear from the surrounding hot walls. lt is rotated at' a suitable speed by gears 45. ln an engine constructed as illustrated it is desirable to have thc discharge nozzle 32 move While they fuel is being injected, so that, starting with its initial direction ot discharge toward the ignition device and the entrance to the large cylinder l0, it shall sweep toward the other end of the passage 30 and the ventrance from the small cylinder 20. "ihe connection to the main shaft 13 should be arranged. 'to produce the desired amount of rotation ot the plug 40 during the period in which admission of the fuel is to occur. The

rotation at other times is of' no consequence, because tlow ot :fuel occurs only when the pump 3l is actuated by the earn Consequently there may be one or more complete rotations ol the plug between inflow periods, without escape of oil. The inovcinent of the nozzle 32 while fuel is being introduced distributes the incl through the air which is ready in the passage and in the head end of the cylinder 2l). r[he oritice may, if desired, be annular as at 32 in Fig. 5, where an interior spring hooktcnds to hold the valve in closed position on the oritice. When veriY sinall quantities of tiuid pass through a valve like this, the distribution is made lnore certain by cinicentrating the l'low at fixed points in the circumference, for which grooves BQ are illustrated, seen best in Fig. 5 where the valve has been removed. These grooves extend through the valvesteni-guidc, whichis integral with the valve seat. ri`he valve stein and guide may be slightl)v tapering. Then the stein can be ground to a perfect.- lit at the same time that the valve is ground to its seat.

if preferred, the nozzle 32 may be held stationary, pointing toward the ignition dev` vice, in which case the fuel that it delirers will be taken up as l the air rushes past it toward the outgoing piston in the large c vl inder l0. The tflescribed nioven'ient, in which the nozzle is swung gradually toward the direction iron'i which the air is moving, makes the distribution more rapid, because the inore remote air receives its load oi fuel betere reaching the nozzle.

ln thctvpo of engine illustrated in Fig. 1 the pistons travel close to the c vlindcr heads, expelling all't'he contents therco'liuto that space which is in the passage 2&0, which remains lined iirlocation, and is here referred to as lixed clearance space, and that space which is .in the c 'rlindcr 2l) which ncrv be considered'as shitting into the other cvlindcr ll), as the lagging piston fil nflvanccs inward` and the leading piston ll1 nievesA outward. lthe fixed clearance space may be a large or sinall proportion o'l the whole, according to the design olf the engine, thc size ol passage Il() and thc degree o lag ol' the piston 2l. li the lixcd clearance space be l'clativelv sulall, the rate ot injection ot l'ucl should bear sonie proper relation to the rate at which air is displaced troni the clearance in cylinder 20 and driven into the clearance which is liornicd in cylinder l0 as its piston moves out, in order to secure good mixing and also to prevent the pressure resulting; troni coin bustion Jrfron'i becoming too great before eX- pansion occurs. it', on the contrary, the clearaiufevspace -lObe relatively large. it is more capable ot holding the air displaced from cylinder 20; and the piston 2l may then be set so thatit lags less behind the other piston. rlhis makes an engine of someliti .Y piston opel-1s the what greater y and shifting oi' clearance I capacity of output. Also, the walls et the passage 30, where it is of larger cross-section, absorb less heat during combustion and are cooled less during scavenging. Y l

An y suitable means may be employed for preventing' excessive heating of the cylinder walls, piston, etc., a Water jacket beingl illustrated,

Heut may be conserved by making-zi lining 4G el white iron Crucible steel or other tough and tenacious material chosen primarilyv for its strength and durability, without regard to its heat absorbingor heat conductingrv qualities and, suitably insulated from the walls, as by a thin layer et asbestos 17. lll/larping olf this lining, by unequal eXpansion caused by the great heat, may be prevented Aby making;- one or more saw-euts 48, which in the case of the cylinder or piston' plate may be arranged radially, as illustratcd in Fig'. 8. lhe asbestos which would be thus exposed may be guarded from disintegration by a thin interveniugl plate oi metal 'lhe greatest changes of temperature then occur in this lining, but as it is only loosely attached, as by a Acentral bolt 50, as illustrated, (Fig. l), serious stresses are not transmitted to 'the cylinder casing. Enough heat transmitted, however, to prevent eroi-heating of the said liixing. This relieves the outer wall :from much of the dis tortiou (ine to temperatures, and makes the` gradient of temperatures 'through the outside wall reasonably constant. This lining'. serves as a screen for heat inside the chamber,

"llie heat retained by this screen is in the ordinary type of engine carried away by the water jacket. @wir/and above this valuable conserving oit heat in one cycle for the next, this het screen or lining' has two other important functions: it is an ideal vaporizer for liquid fuels; and it is an ideal iguiter and coinlnistiou chamber, lele particle of oil can strike the Walls anywhere without being instantly vaporizcd and. eou'lpletely burned, thus eliminating" ailitenburuing. -These adtantas"w l been claimed for i'iorcelain or. siinilai li uns, but such materials crack and are not practicable.

The arrancan ent et the piston and porte f' hanst in the two ture et the Y piston en the produces the arrangement space, with quick mining; oit air and fuel, above described; but this 'lagging piston moves faster on the out- Ward stroke, gaining on the leading' piston, se that it opens the exhaust ports as soon as,v er preierably inst a little heitere, the leading air inlet ports. Eile accomplish in simple tvne et engine illus- `Jed, Talithout int" secondary miiltt inward stroke,

. ton travel, and being cylinder engines, to drive the small and lagging pistons, the lagging piston 2l is connected by a rather short rod 21 to a crank 23 hung on the end of the main shaft 13; and the cylinder 20 is offset a little from the plane of the axes of the main shaft 13 and the larger cylinder, which axes intersect in the usual Way. The distance which the smaller cylinder is thus offset, and the length oi the rod connecting its piston to the crank, may vary according to circumstances, but it is believed that in the best practice the fornier will usually be equal to between onethird and two-thirds of the length of the crank 23, and the latter be from two to three times the length of said crank. Owing te 'l he confinement of the piston end of the con necting rod 2l to a line unsymnietrical With respect to the crank circle the tivo dead centers of thatrod are not synnnctrically disposed, in the crank circle. In the diagrams, Fig. 6 the location of these tivo points is indicated by the letters c and c respecH tively. Consequently, it' the crank i3 rotate at uniform speed the piston 2l will make its outward stroke somewhat more rapidly than its inward. y

rlhc relation and the operation of these various parts to each other Will be here eX- plained by the use of an illustrative eX- ample. For this purpose the following proportions of dimensions are assumed Length of crank of larger or leading piston seven and one-half inches, giving stroke of fifteen inches; the cylinder having a diameter of ten inches, and airv inlet ports extending thrce-it'ourths of an inch above the lowest peint 03E piston travel. Length of crank of si'nall or lagging' nist-on five inches, giving a piston stroke of approximately ten and one-halt inches; this cylinder having a diameter of inches, exhaust ports extendingtwo inches above the lowest point of pisset with its axis paralicl to that of the other and three inches dis tant from the plane ot`-that other cylinder and the main shaft; the sten tc its crank 23? being; twelve and onet in length; and the crank 23 ben eet eny the same shaft with the crank but at an angle ci? lag with respect nto. lt will be understood that lthese dimensions are purely for illustration, and may beyaried in practice, not only by increasing or decreasing them, lout-also by changing' their proportions .teeach other within reasonable limits in accordance with the principles of the invention. Figs. (ia-6 illustrate diagrammatically the relations otthe parts to each other at successive critical points in an engine having the proportions stated. These indicate the two cranks, 13 and 2'3, turning about the common axis rod connecting thisy 13, and connected i by reds l1 and 2l" respectively to .the pis' Storrs il. andi in cy moet?? diagrams show graphically the location and extent ot the ports, l2 and 22, and, by double lines, the portions of the crank circle in each case corresponding thereto. The relative positions of the pistons 1l and 2l at the beginning of compression are indicated in Fig. 5a. The leading piston l1 has then about half completed its inward stroke, when the lagging piston 2l is closing the exhaust ports 22. ln Fig. 6b the leading piston is at its inward end of stroke, the stroke of the piston 2l being still incomplete. Compression is completed; and fuel injection is about to begin, to continue while the lagging piston completes its stroke and forces air past the fuel inlet. In Fig. 6 the piston 2.] is at its inward end of stroke, and the leading piston 11 is well under way on its outward stroke. In Fig. 6d expansion has been completed; both pistons are near their outward end oi stroke, the piston 2l having reached the exhaust ports, which is followed an instant later, Fig. 68, by the piston 11 reaching air inlet ports. A period of retardation of the piston 2l then follows while it is pass` ing its dead center, and while its connecting rod is straightening into line with the axis of its cylinder until the position where this piston closes the exhaust ports. ln Fig. 6f the leading piston has been to its outward limit, and, on its return, n inlet ports, while the crank of piston 2l has barely passed its outward dead center. The air inlet then remains closed and the exhaust remains open till the position shown in Fig. 6a is reached, after which the compression stroke is relatively rapid from the position of Fig. 6a to that of Fig. 6l.

Beginning with the position indicated in Fig. 6a, which is the close of exhaust, pure air is compressed in both cylinders starting at about atmospheric pressure. The maximum compression is reached approximately at the positionindicated in Fig. G", at which time the piston 11 begins to move outward,

creating a space toward which the compressed air is driven, past the fuel inlet, by the still advancing piston 2l, till this lagging piston 2l reaches its inward limit as indicated in Fig. 6c, after which expansion occurs in both cylinders. Upon the opening` of exhaust, which it will be observed is very close to the end ot stroke ot both pistons, although the exhaust did not close till the inward stroke oi' the larger piston was abou'J hall completed, contents oi' 'both cylinders flow out, impelled by expansion and by the inrush oi' air under slight compression through the .inlet ports. A'ltcr the inlet ports are closed.. Fig. of, the exhaust-ports continue open. This enables the pressure in the cylinders to tall to atmospheric pressure, or to whatever level ot pressure exists outside oi exhaust ports, in case a condenser or i suction device be employed. rlChe steady adis closing the air Vance inward of the large piston pushes the recently admitted air ahead of it, which in turn pushes ahead of itself any products of combustion, out through the exhaust ports, so that when the exhaust ports inally close, F 6, both cylinders contain only pure air. rlhis is an advantage over previous engines working by crank ease compression, becausel it is not possible by the method ot' conn pression to transfer to the working cylinder its full volume of pure air, owing to thedil ferences oi pressure needed to effect; Itile transfer of airA from the atmosphere into the crank case and from the crank case into the cylinder; and the fractional volume of air thus introduced `becomes mixed witlA the other contents oi the cylinder; whereas in the present invention the fractional volume oi. air docs not become mixed, vbut remains while the other contents are expelled on the first portion of the inward stroke.

This purity of air results in a more rapid and complete combustion of the charge than heretofore customary in two-cycle engines, thus adding both to the etliciency and to the capacity of the engine. i Indeed the charge of air for combustion will be even purer than in the ordinary four-cycle engine, in which the inert gases are never expelled from the clearance and mix with the charge during the suction stroke.

The described arrangement ot' inlet and exhaust closing, and of exhaust opening, makes two other important additions to the economy heretofore attained'in engines having pistonpperated valves, which will be explained by reference to the theoretical. diagram, Fig. 7

In the diagram, Q3 represent. the conipression line of a working fluid; its expansion at constant pressure with addition of heat during combustion; and its adiabatic expansion thereafter, l-#Q being the line of atmospheric pressure. The dis tance 1 2 represents the volume or displacement of a certain weight or quantity of air at atmospheric pressure.v 'It thisI same weight were at two pounds pressure the distance 1 8 would indicate its displacement. In an engine beginning to compress the assumed weight at two pounds would thereiore close its exhaust valves-z at the point H; and the'lenglh of piston .stroke would be substantially the distance tie-l according to customary practice in engines having piston operated valves. On the outward stroke the exhaust valve would open at the same distance of piston movement, indicated at 9. The work done would be indicated by the area S-*S-P-f). In an engineenibodying the invention, and holding'- thersame weight ol1 fluid at atmosphcricr pressure at the beginning of compression, the exhaust valve would close at 2; the length ot stroke would be Q--l; and it thx` exhaust 'were to rename l claim 1- j l.. :\n internal combustion engine ineludingg' in combi nation two cylinders and means to admit air to them for the combustion; a passage continuously open between their head ends7 suliicient in size for the main body ot air to pass throughit under normal operating conditions without materia-l increase et pressure; pistons in the' cylinders, connected together to move the main body of air through said passage at their` inner end of stroke; means to inject the fuel charge directly into said main body of air at the inner end of stroke gradually while it is so beingmoved; and means whereby the fuel ignites and burns gradually during the continuance of its said injection into the main body of air.

2. n internal combustion engine including in combination two cylinders and means to admit air to them for the combustion; a passage continuously open between their head ends, sufficient in size for the main body ot air to pass through it under normal operating conditions without material increase ot'pressure; pistons in the cylinders` connected together to move the main body et air through said passage at. their inner end otstroke; a pipe holdinga column ot liquid t'uel extending;` continuously to said passage; a pump acting; on said "fuel, inject@ ing part thereotI gradually into said passage while' the main body et air is so being moved; and means whereby the fuel ignites and burns gradually during` the continuance ot its said injection into the main body et air.

.\n internalcombustion engine ineluding in combination two cylinders and means to admit air to them for the combustion; a combustion chamber connecting their headeuds sullicient in cross-sectional area 'for the main body of `gases` to vpass through it under normal operating conditions without material increase ot pressure; a piston in one cylinder haring approximately no clearance therein; there being clearance to ',it in said chamber; a piston in the other c iliinder connected to the tiret piston in such relation as to reach its inner end et stroke atter the first mentiomid piston has reached its inner end ot stroke and is moving; ont ward; and means gradually to inject, [uel across said chamber, while the main body ot air which is to support the combustion thereot being' pushed past the point ot iuel injection by the second mentioned piston.

t. ln an internal combustion engine, the combination ot a working cylinder, and a piston therein traveling to the head of the cylinder approximately without clearance therein; another cylinder connected therewith` and a piston therein; there beinrc` a chamber affording space outside of said working cylinder cooperating with space in the second cylinder to provide capacity between the two pistons for holding the main body ot air for supporting combustion; means t0 inject fuel gradually into .said main body of air at a place near the junction of said chamber with said working cylinder; whereby on the outward stroke of the ypistonY in said Working cylinder said main body of air fiows gradually past said place where fuel is beinginjected while it is being injected; and means whereby the main combustion occurs immediately upon and progressively with said injection of tuel.

In an internal combustion engine the combination ot a working` cylinder and a piston therein traveling to its head approximately Ywithout clearance therein; means inclosing space outside ot said working cylinder tor .the main body of air compressed by sarl piston t'or supporting the combusvtion, said space having a connection ot sut-,l

lieient size tor gases under normal operating conditions to flow from it to the said win-king cylinder without any material increase ot pressure due to construction of passage: means to inject fuel gradually into said space ata place near the entrance therel'rom to said workingn cylinder, and displacing means adapted and organized to 'torce the main body of air past the place of fuel injection during said fuel injection at and a'tter said pistons inner end of stroke.

o. ln an internal combustion engine' the combination of a working cylinder and a piston therein traveling to its head approztimatelv without clearance therein; means inclosina'spaee outside of said Working cylinder tor the main body of air compressed by said piston'for supporting the combustion. said space having a connection of suf* {icient size :for gases under normal operating;` conditions to ilow from it to the said working cylinder without any material increase of pressure due to constriction of passau-e; means toinject fuel gradually into said space at a place near the entrance therefrom to said working cylinder; displacing. means :ulaptrd and organized to torce the main body ol' air past the place of fuel injection durinr` said fuel injection at and after said pistons inner end of'stroke; and means whereby ignition occurs appri-iximately ata the beginningl of said injection of fuel.

\ ln an internal combustion yengine the combination et two connected cylinders and positirelyacting pistons therein, ending i their in 'ard strokes at dillerent times, there whereby thermain combustion begins-immediately upon entrance of fuel and continues progressively with injection of fuel into said main body of air.

8. In an internal combustion engine the combination of two connected cylinders and positively-acting piston therein, ending their inward strokes at diiierent times, there being free connection between the .head ends of said cylinders, continuously open to the extreme end of stroke in each cylinder and sufficient in size for passage of the main body of cylinder contents in either direction un der normal operatingconditions without material increase of pressure; and means to introduce fuel gradually while the pistons are -near their inward limit of stroke directly into said continuously open passage and\to cause its combustion therem progressively with such introduction.

9. In an internal combustion enginel the combination of a cylinder, a Working piston therein compressing air on inward stroke, there lbeing space constituting clearance outside the cylinder to receive such compressed air, said space having a connection of suficient size for gases under normal operati` ing` conditions to How from it to the said working cylinder without any material increase of pressure clue to constriction of passage; a fuel inlet to said space and means whereby, fuel is injected lthereinto gradually, immediately after each inward stroke:

another cylinder, connected with said first cylinder through said space, and a piston in the .second cylinder', connected with the first piston and displacing the clearance toward the first cylinder during fuel injection; the whole organized and arranged so that the said displacement of clearance operates substantially without producing excess pressure above the normal pressures of the main compression anl combustion and so that the `Fuel burns progressively as it is injected.

l0. In an internal combustion engine the combination of a cylinder, a working piston therein compressing 'air on inward stroke; another cylinder connected with the first and affording clearance for the air compressed therein; a piston, in the second cylinder, connected with the first piston, and displacing the clearance toward the first cylinder; and a fuel inlet and means whereby fue] is injected into said clearance gradually, in'mlediately after each inward stroke ofthe working piston and during said displacement of clearance -the whole organized and arranged so that the said displacement of clearance operates substantially without producing excess pressure above the normal pressures of the main compression and con bustion and so that the fuel burns progressively as it is injected.

11. In an internal combustion engine the combination of two cylinders, a passage con- .out of the direct currents 'maximum of hot gases bnstion engine, of two cylinders,

v controlling its ports,

:acotar/v necting them; a piston in each cylinder,- air ports' in one supplying both cylinders; exhaust ports in the other, relieving" both cylinders; said passage being a combustion chamber; one wall thereof having a recess formingl a hot ignition spt adjacent to but flowing through said passage to and from said ports.

l2. In an internal combustion engine, in combination, a cylinder and chamber connected therewith by a continuously open passage having a' cross sectional area lessthan thatof Said cylinder, but sufficient for the main body of gases to pass through it under normal operating conditions without any material increase of pressure, a piston in the cylinder; means to inject fuel gradually at the time of combustion and displacing means acting concurrently with the injecting means, the two cooperating to distribute said fuel progressively through the main 'body of engine contents.

13. Inan internal combustion engine the combination ot1 two connected cylinders, one

being larger than the other, connected pis-r tons therein; a ho't ignition spot in the lpas sage connecting the cylinders; air ports for both cylinders inthe larger; exhaustports for both cvlinders in the smaller; whereby a and a minimum of cool air flow past the ignition spot at end of outward stroke; and means to inject fuel for immediate combustion at the end of inward stroke.

14. In an internal combustion engine the combination of two connected cylinders, pistons therein having cranks connected together, one lagging behind the other; the cylinder' of the lagging piston being oii'set from the plane passingthrough the axis of its crank parallel to its own axis, exhaust ports in the offset cylinder, air ports in the other cylinder relatively shorter than the exhaust' ports; and mea'ns to inject fuel at the inner end of stroke.

15. The combination, in an internal coma passage ports in one, exhaust piston in each cylinder and means whereby the pistonecontrolled exhaust ports remain open on inward stroke until a considerable proportion of the combined piston displacement has occurred, and remain elosedon the out ward stroke until nearly the whoiecombined displacement has occurred.

16. In an internal combustion engine the` combination of two connected cylinders; connected pistons in them, one lagging be-l hind .andv being smaller than the other and oiiset from the plane passing through the axis of its crank shaft parallel to its own axis; 'a relatively short rod connecting its piston and crank, whereby said piston is speedier than the other on the out-stroke and connecting them, air ports 1n the other, a

slower on @the n-srake; ports foy air inkxts controlled by the langer pston; and pome; or @xbm-1st, opened by the smalmpsiion as soon as the am* pons and cosa by it mfier thm f l?. Bn n'rm combuston engine, im combinuioxna a eylnder'and a hmmber com nected therewih by a continuously open passage having a. @foss sectional area, hess than that 0 said cyndcr, but suceu't 01" hhs ,main body @f gases to pass thmugh it imder nmnm opm'ung conc'iions Without any ma'l'ml nceas@ o pressure? a psxm in the cylinders; means to project n, spray of liquid fuel into "che chamber at th@ time of combustion; and displacing means, act-ing smutzmeously wih the 'projecting means whereby the, si ue spray is-dxected jtO ffm'mlt pzurts of the main body of engine contents successively.,

Sgned by me at Boston, day of January, 1912.

MERL R. VULFARD.

Mass., this 30th itnesscs @www KENT, Josmli T. BRENNAN.

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