US1339187A - Internal-combustion engine - Google Patents

Description

C.'V. FITE AND C. C. CODDINGTON.

INTERNAL COMBUSTIO-N ENGINE.

C. V. FITE AND C. C. CODDINGTON. INTERNAL COMBUSTION ENGINE.

C. V. FITE AND C. (LICODDINGTON.

,INTERNAL COMBUSTION ENGINE.

APPucAnoN man `1AN.30.1919'.

Patented May 4,1920.v

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IAC. Vl FITE AND C. C. CODDINGTON.

INTERNAL COMBUSTION ENGINE.

M'PUCAHON HLED 1AN.30,1919.

Patented May 4,1920.

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UNITED STATES 'PATENT carica.

CEPI-IAS V. FITE .AND CHARLES C. CODDINGTON, 0F CHARLOTTE, NORTH CAROLINA.

INTERNAL-COMBUSTION ENGINE.

To all 'whom t may Concern Be it known that we, CEPHAS V. FITE and CHARLES C. CoDDINGToN, citizens of the United States, residing at Charlotte, in the county of Mecklenburg and State of North Carolina, have invented new and useful Improvements in Internal Combustion Engines, of which the following is a specification.

This 'invention relates to four-cycle internal combustion engines, and one object of the same is to utilize the explosive force of the fuel or fuel mixture to the best power generating advantage by the employment -in each cylinder unit of two working pistons having differentiating timed operations in regular order and receiving the fuel or mixture between them under compression and subjecting it to additional compression previous to ignition.

A further object of the invention is to eliminate cylinder valves and, in fact, all valves as much as possible in connection with the cylinder of an internal combustion engine and to rely upon two working pistons not only to eect a preliminary and subsequent compression of the fuel or fuel mixture but to control the admission of the fuel or fuel mixture between the pistons under partial compression for the purpose of vadditional compression thereof prior to ignition and finally to expedite the exhaust of the spent gases and a thorough scavenging of each cylinder unit.

A still further obect of the invention is to reduce the usual equipment or accessories of each cylinder unit to a minimum and thereby materially reduce the cost of manufacture and also avoid the wear of parts and the necessary repair and replacement thereof with advantages in the positive action of the engine as a power generating medium and wherein the parts are compactly arranged and are of comparatively simplified construction.

lVith these and other objects and advantages in view, the invention consists in the referred construction and arrangement of tie several parts which will be more fully hereinafter described and claimed.

In the drawings: v

Figure 1 is a transverse vertical section through one of the cylinder units of the improved internal combustion engine show- Specification of Letters Patent. Patented lay 4, 1920.

Application filed January 30, 1919. Serial No. 274,015.

ing the pistons at the beginning of the power stroke.

Fig. 2 -is a similar View illustrating the pistons and coperating mechanism at the end of the power stroke or beginning of the exhaust.

Fig. '3 is a similar view showing the pistons operating to clear the cylinder of the burnt gases.

Fig. 4 is a similar view illustrating the beginning of the in-take stroke when a vacuum will be formed between the two'working pistons and the mixture compressed by thet compression element of one of the pistons.

Fig. 5 is a similar view showing the pistons arranged in position to receive the eX- plosive charge to subject the same to fur-' ther compressionand ignition and also illustrating the completion of one power stroke relatively to the pistons and coperating parts shown by Fig. 1.

Fig. 6 is a horizontal section taken in the plane of the line 6 6, Fig. 1.

Figs. 7, 8, 9, 10 and 11 areviews, respectively, similar to Figs. 1, 2, 3, 4 and 5, and illustrating the use of a sleeve valve motion in addition to the two working pistons and other parts embodying the features of the invention.

Fig. 12 is a horizontal section taken in the plane of the line 12-12, Fig. 7

The numeral 5 designates a main combustion cylinder having thereon a compres-- posed within the crank case and dome or cap. -Within each' cylinder twoworking pistons 13 and 14 are mounted and preferably formed hollow with their inner closed working faces 15 and 16 in opposition, the

outer ends 17 of the pistons being open for convenience of operative association therewith'of connecting rods 18 and 1.9-, respecl 4 when the lower working piston 13 is at the tively, attached to the cranks 11 and 12 of. the shafts 9 and 10. Each cylinder has anA i'n-take pipe 20 which is attached or ape plied to the lower portion of the compresvsion cylinder 6 and opensinto the latter, the

said pipe being provided with an inwardly opening check valve 21. At an intermediate point each cylinder is provided with `an exhafust port 22 opening into an exhaust pipe 23, and in addition the cylinder is provided with the usual water jacket 24 which will be readily understood. At a suitable distance below the exhaust port 22 a sparking plug 25 is exposed to the interior of the cylinder, said plug being so positioned relatively to the strokes of the working pistons that ignition will be effected at the time upper limit of its stroke withinthe cylinder. vThe upper part'of the cylinder at one side is formed with a by-pass 26 opening into the 'lower portion' of the compression cylinder 6and communicating therewith is an in-take port 2-7 which extends vertically or yis elongated?` and intersects and fully communicates with a lower port 28 opening into. the combustion chamber 5 defined by the cylinder and in which the pistons have 4reeiprocation. `The by-pass 11 is formed by recessing or diametrically diminishing the upper portion of the wall of the upper working cylinder 14, as at 29, the two pisv tons 13 v and 14 closing and pening the exhaust port 22 and ports 27 and 28 at regular intervals during the cycles or the com` pletion of one power stroke of the pistons. In the Iform of the' internal combustion engine as shown by Figs. 1 to 6, inclusive, the 'working pistons 13 and 14 directly bear against lthe inner surface of the wall of the` combustion chamber 5aL and will be provided with suitable packings orpacking rings to obstructleakage and on the upper end of` the upper piston 14 is a compression piston 30 which extends oyer or projects laterally relatively to the upper end of the said piston and engages the wall of the compression cylinder 6 and works evenly oi' regularly with the said upper piston .to which i.t\is

fixed. The'compression piston^30 also con- 'trols the open and closed position'pf the'intake' pipe 20 relatively to said compression cilinder and thereby regulates thefinlet of e=fuel or fuel mixture into the compression cylinder and the main combustion cylinder.- The compression of. the charge of' fuel orfuel mixture below the cgmpression piston 30 fis effected .against the lupper exi posed portion 31"'of the end of the cylinder 5 located within the compression cylinder 6 and also downwardly through 'the' by-pass l 26 'and port 27 this compression-of the fuel or yfuel mixtureI being. effected 4bytheA compression 'piston when the port 28' tothe combustion chamber is closed by the almirerA moves slower than 'the piston 13, theproportion as to time shown being one half, or, in other'words, the piston 14 moves at one halfthe rate of speed of the piston 13. Thistimed operation is accomplished by securing on the lower crank shaft 9 a sprocket wheel 32 andg applying to the upper crank shaft 10 a sprocket wheel 33 which is twice the diameter of the said lower sprocket wheel, these sprocket wheels being connected by a chain belt 34. For the purpose of practical illustration, the sprocket wheels 32 and '33 and the chain belt 34 are shown as the motion transmitting and timing means between the crankV shafts 9 and 10, but it will be understood that any other suitable mechanical devices such as connected gearing might beused without in the least det will also be observed that the upper connecting rod 19 is attached to the crank 12 in closer relation to the upper crank shaft 10 than is the ldwer connectin rod 18 to its crank 11, and this difference v1n attachment of the connecting rods also affects and provides for the difference in time of movement of the two working pistons 13 and 14. When then pistons 13' and 14 have been driven apart by the explosion orv combustion of the fuel or fuel mixture, the lower working'piston 13 naturally depresses more rapidly within the'cylinder and drives the crank shaft 9 at a greater rateof speed than the crank shaft 10 connected to the upper piston parting from the spirit of the invention.

14 l which has a slower rising movement within the cylinder, and as the upper piston 14 rises, ity elevates the compression piston 30 to clear the communication of the in-take pipe rwith the compression c linder 6 and permit the latter to be chargyed, the upper piston 14 at this time being closed .over the iii-take port 27, as shown by Fig. 2, and the by-pass feature at such time also being clear or free of the Acombustion chamber or at an `elevation above the said port 27. At this time also the 'lower combustion chamber port 2 8 'is closed by the lower working piston 13 and such piston rem-ains in this position, as illustrated by-.Fig. 3, owing to the .fact that the lower crank 11 is turning im the regular arc of a circle relatively to the '.f'point of attachment of the connectin rod 4118 the lower'pisto'n 13 and until the upper piston 14 clears the exhaust port 22 and permits the spent gasesand products of y combustion to pass outwardly through the said exhaust port into the exhaust pipe 23,

the upper working piston 14 being' at the highest point of its stroke and the Compression cylinder 6 below the compression piston 30 is fully cleared for a charge of fuel or fuel mixture below the compression- -piston.` YWhen the lower` crank 11 continues around as shown by the arrow in Fig. 3,

' until it reaches a little higher point than shown in said gure, the lower working piston 13 starts to move upwardly to force the charge of spent gas and the remaining products of combustion fully from thecombustion chamber 5a so that the latter is t-horoughly scavenged or cleaned prior to the admission of a new charge thereto. This upward stroke of the lower working piston 13 continues until the lower crank 1l I reaches the position shown by Fig. 4 and at such time the upper crank 12 will have passed the vertical center of its shaft 10 and moved to the right thereby causing the upper working piston 14 to descend and effecting a compression of the charge in the compression cylinder V6 beneath the compression piston 30, such compressing force causing the check valve 21 to be forced into closed position and thereby relieving the in-take pipe 20 of back pressure. The compression of the charge in the compression cylinder 6 continues until the compression piston 3() has its lower side in close adjacency to the `upper end 31 of the cylinder 5 exposed within the said compression cylinder and at such time the upper working piston 14 will have descended to the lowermost limit of its stroke within the combustion chamber 5a of the cylinder 5, closing the exhaust port 22 and bringing the by-pass structure of the cylinder into position 'to liberate the compressed charge by opening the in-take port 27, the compression of the charge being effected for a certain interval downwardly through the by-pass and port and into the port 28. AThe lower working piston 13, however, will not have at such time fully cleared the port 28 communicating with the combustion chamber 5a, it being necessary for thelower crank 11 to descend below its shaftfso that the connection for the rod 18`will be in vertical alinement with said shaft, and when this position of parts i continuing to slowly move downwardly into the combustion chamber, and when it has reached its lowermost stroke will remain 1n a maximum lowered posltion for an interval move upwardly again within the combustion chamber will compress the charge until the lower piston again arrives at the positiony shown' by Fig. 1 when explosion or combustion of the charge will be effected and the pistons again driven apart as hereinbefore explained. This cycle of operations will be effected regularly and it will be seen that the preliminary compression of the charge of fuel or fuel mixture will be materially advantageous for the rapid supply of feed thereof between the two working pistons 13 and 14 when the lower port 28 is opened by the maximum descent lof the Vlower working piston 13 and at such time it vwill be understood that the exhaust port 22 In the modified form of the engine shown by Figs. 7 to 12, inclusive, theA double working piston construction and the compression piston and relative parts are the same as in the first form described and similar reference characters have been, applied to corresponding parts. features heretofore described, the modified form of the engine has a lower exhaust port 35 communicating with an exhaust pipe 3G and by. this means the combustion chamber 5fL will be more quickly relieved ofthe spent gases and products of combustion as the lower exhaust port 35 is opened to the combustion chamber 5a simultaneously'with the upper exhaustport 22. In the modified construction also the upper working piston 14 is provided with a depending sleeve valve 37 which is preferably an integral part of said piston though it may be a separate device attached thereto as a continuation of the same. The sleeve valve 37 is formed with a fuel or fuel mixture inlet port 38 to register with the port 28 and also withan exhaust port 39 to register with the exhaust port 35 and an upper larger -port or opening 40 which alternately registers with the upper exhaust port 22 and' exposes the sparking plug at the proper interval to ignite the charge compressed between the inner closed ends or faces 15 and 16 of the working pistons 13 and 14. 'The piston 13 moves Awithin the sleeve valve 37, the latter regularly shifting vertically with the upper piston 14 in the same timed relation without in the least interfering with the more rapid Vstroke of the lower piston 13 moving therein. Bythe use of the sleeve valve 37 the part of the wall of the combustion chamber 5a engaged by the working piston 13 as shown by Figs. 1 to 5, inclusive, is relieved of wear due to the -quick action of the In addition tothe .tle several -ports of the'latter relatively to the combustion chamber which is defined by the'said sleeve valve. The ignition of the successive charges and the explosion or combustionl of the latter4 takes place in the modified construction in the sleeve valve and thereby the cylinder is protected'and will be rendered more durable and efficient. It is obvious that the ypiston with the sleeve valve may be more readily replaced than the cylinder in the event of deterioration of the sleeve valve in part serving as the combustion chamber. It is also possible in the modified structure to form the cylinder of a lower grade 'of metal than the sleeve valve in View of the fact that the inner wall of the cylinder is Vrelieved of direct engagement and deterioration of the exploded gas and products of combustion.

The general operation 4of the several parts as shown inthe modified construction is-the same as in the first form of the de-l vice with the exception of the double exhaust and indicating that one or morel exhaust ports and pipes may be used, the object bein to quickly liberate the spent gases and pro uctsl of combustion from the combustion chamber. Briefly referring to the operation of the modified construction, it will be seen from the position of the parts shown by Fig. 7 that the enlarged port or opening 40 is opposite the sparking plug and exposes the latter to the compressed charge of fuel or fuel mixture between the pistons 13 and 14 when ignition is about to take place. The two -pistons as shown by Fig. 8havebeen affected by the explosion of the charge and havereached the end of their power stroke, the upper piston 14 continuing to slowly -rise until the orts 39 and 40 register with'the lower an upper exhaust ports 35 and 22 While the lower piston 14 continues to descend to clear the lower port 39. During this exhaust the port 38 is elevated a. distance from the port 28 and the latter port is closed by the sleeve valve 37 and also the port 27 is closed by the upper piston 14, the compression cylinder 6 then receiving a charge of the fuel or fuel mixture through the intake v20, as in the first structure. In the position of the pistons as shown by Fig. 10, the exhaust has been completed and the compression piston starts Yits descent with the upper .working piston 14 and the lower piston 13 as closed, v'the lower port 39 is about to descend, while the upper working piston 14 and sleeve valve Filg. 7

avingfully described our invention, we claimi 1. In an engine of the class specified, an

interiorly unobstructed single main cylinder having a compression cylinder at one end thereof, two oppositely disposed crank shafts respectively arranged `near one end of the main cylinder and the outer end of the y compression cylinder, two pistons mounted in the cylinder and connected to the shafts and movable" toward: and from each other, one of the pistons having means fixed thereto and movable therewith inthe compression lcylinder to compress the) fuel toward the adjacent end of the main cylinder, and means for effecting a slower movement ofone piston than 'the other. 4

2. In an engine, of the class specified, an interiorly unobstructed single main cylinder having a compression cylinder at one end thereof provided with fuel supply means, two oppositely disposedcrank shafts coordinated with the saidcylinders, and

ignition means mountedin and exposed through an intermediate portion of the main cylinder, and two pistons mounted to operate in the main cylinder at different speeds and connected to the crank shafts, the slower moving one of the pistons having a compression piston fixed thereto and mounted to have the same timed movement in the compression cylinder to compress'the fuel toward one end of the main cylinder and into the latter.

3. In an engine of the class specified, a single main cylinder, two oppositely disposed crank shafts coordinated with the main cylinder, two pistons mounted in the cylinder and 'connected to the shafts and movable toward and from each other, the one piston having means fixed theretoand movable therewith for compressing the fuel toward one end of the main cylinder, and means for effecting a movementl of one piston one-half `slower in time than the movement of the' remaining piston. 4. Inan enginef of the class specified, a main cylinder having a compression cylinder, themain cylinder havin a by-pass in itsfside wall opening into t e upper and lower .extremities thereof to establish communication with the compression cylinder, two crank shafts. cordinated with the cylinders, and ignition means mounted in and exposed through an intermediate portion `of the main cylinder, andtwo pistons mounted in the main cylinder and\eonnected to-the said shafts and one having a lslower movement than the other, the slower moving piston operating to open and close the by-pass at intervals to alternately establish and cut olf communication'between the compression cylinder and the main cylinder, a compression piston being mounted in the compression cylinder and connected to the slower moving piston in the main cylinder and operating to compress the fuel toward and into the by-pass and between the pistons in the main cylinder.

5. vIn-an engine of the class specified, an interiorly unobstructed main cylinder having a fuel by-pass with an interior opening adjacent to one end of the cylinder and extending downwardly through a part of the wall of the cylinder and also opening into the lower portion of the latter, the cylinder being further provided with exhaust means, twoshafts coordinated, with the cylinder, ignition means mounted in and exposed through an intermediate portion of the two oppositely working pistons mounted in the cylinder and connected to the shafts, the one piston controlling the opening and closing of the opening of the by-pass adjacent to one end .of the cylinder and the remaining piston controlling the opening and closing of the remaining opening of the bypass.

6. In an engine of the class specified, a main cylinder provided with a compression cylinder atone end `and having a fuel supply inlet means, the' main cylinder having a by-pass inlet-means extending through a part of the wall of the same and opening into thel upper and lower portions thereof, the main cylinder also being provided withan exhaust means, two shafts 4coordinated with the cylinders and two oppositely Working pistons mounted in the main cylinder and connected to the shafts,'the one piston moving slower than the remaining piston and controlling the opening and closing of the by-pass and having a compression piston connected thereto and movable .in the compression `cylinderto compress the fuel toward one end of the main'cylinder, and ignition means mounted in and exposed through an intermediate portion of the main cylinder.

7. In an engine of the class specified, a main cylinder provided with a compression cylinder having a fuel inlet means, the main cylinder havingA a by-pass inlet extending through a part of the same and opening into the lower portion thereof, the main cylinder also being provided with exhaust means, two shafts coordinated with the cylinders, and two oppostely working pistons mounted in the main cylinder and connected to the shafts, the one piston moving slower than the other and controlling the opening and closing of the by-pa'ss relatively to the main cylinder and also having a compression piston connected thereto and moving in the compression cylinder.

8.'In7 an engine of the class specified, a main cylinder provided with a'compression 'cylinder having fuel inlet means, the main' cylinder having a fuel by-pass inlet means extending through a part of the same and opening into the lower portion thereof and also having exhaust means, two shafts coordinated with the cylinders, and two oppositely working pistons mounted in the main cylinder and connected to the shafts, the one piston moving slower than the other and having a portion of the by-pass formed therein and controlling the opening and closing of the by-'pass relatively to the main cylinder, the slower moving piston also hav-- ing a compressionl piston connected thereto and moving in the compression cylinder,

`9. In an engine of the class specified, a main cylinder inclosing a combustion chamber and having a compressioncylinder on one end thereof, said compression cylinder being normally fully open to the main cylinder and provided with a fuel inlet, the

main cylinder having a fuel by-pass with an Vinlet opening adjacent to the compression cylinder and an inner outlet'opening at an intermediate portion of the-said main cylinder, a lower 4crank case secured to the cylinder, crank shafts respectively extending into the crank case and over the compression cylinder, two pistons in the combustion kton in the compression cylinder, ignition means mounted in and exposed through the intermediate portion of the main cylinder to act between the opposing ends of the pistons in the combustion chamber, and connections between the crank shafts and the pistons.

10. In an engine of the class specified, a main cylinder embodying a combustion chamber and having a compression cylinder onthe top thereof fully open into the said main cylinder and provided with a fuel supply inlet, the main cylinder adjacent to the combustion chamber having an inlet and a by-pass in the wall thereof, the by-pass having an'outlet at the intermediate portion of the main cylinder, two crank shafts in opposition and disposed adjacent to the main and compression cylinders, two pistons with inner closed ends movable in opposite directions in the, main cylinder and respectively connected to the crank shafts, one of the pistons having a compression piston movable in the compression chamber, the said compression piston and the piston to which it is attached controlling the inlet.

of the fuel to the compression chamber and to-the by-pass, ignition means disposed at an lintermediate point in the combustion chamber, and means cooperating with the craiik shafts for causing one piston to move slower than the other,

11. In an engine of the class specified, af main cylinder having a compressionl cylinv der, two oppositely disposed crank shafts disposed adjacent to the outer ends of the main and compression cylinders, two pistons mounted and movable in opposite directions in the main cylinderand connected to the crank shafts and movable parts and to each other, the one piston having a compression piston connected thereto and movable in the' compression cylinder, the compression and main cylinders having fuel inlet` means o ened andclosed respectively'by the one piston in the main cylinder and the come pression piston, the main cylinder also having exhaust means, intermediately positioned i niting means exposed through an interme iate portion of the main cylinder between the inner opposing ends of the two` pistons in said latter cylinder, crank shafts,l

and means coperating with the crank shafts forcausing. the one piston having the compression piston connected thereto to move' slower than the other pistonin the main cylinder.l

12. In an engine of the class specified, a main cylinder having a fuel by-pass extending through a part of the same and opening into the lower portion thereof, a'compression cylinder on the main cylinder and having fuel inlet means, the compressioncylinder also having communication at intervals with the main cylinder through the Auel inlet to' the compression cylinder, the

piston in ,the main cylinder having the compression piston connected thereto also controlling the opening 'and closing ofthe bypass relatively to the main cylinder.

13. In an engine of the class'specified, a main cylinder having a compression cylinder with a fuel inlet, the main cylinder having a by-pass extending through a part of the same and provided withan inlet adjacent to the compression cylinder andan outlet into the lower portion ofthe main cylinder, the main cylinder also being provided with exhaust and ignition means, two shafts coordinated with the main and compression,l cylinders, and'two oppositely working pistons mounted in the main cylinderdand connected to the shafts and one moving slower than the other,

the slower moving piston having a compres sion piston working in the compression cylinder and the two latter pistons controlling the inlet of the fuel to the compression cylinder and the main cylinder. '14. An engine of the class specified comprising a cylinder having a fuel by-pass inlet communicating with opposite portions thereof and also provided with exhaust and ignition means, and reversely working pistons mounted in the cylinder and the one j moving slower than the other, the slower moving piston controlling the inlet of fuel to the by-pass and the remaining piston controlling inlet of the fuel tothe cylinder between the two pistons.

15. An engine of the class specified comprising a main cylinder having a fuel bypass having two points of communication with the cylinder, a'compression cylinder cooperating with one end of the main cylinder and having a fuel inlet, the main cylinder also being provided with exhaust `and ignition means, and two pistons working in opposition in the main cylinder and one moving slower than the other, the slower moving piston having a compression piston in the compression cylinder controlling inlet of,

fuel to the latter, and the said slower moving piston also controlling the one point of communication of the by-passwith the cylinder and the remaining working piston in the main cylinder controlling the other point of communication of the byass with'the main cylinder, the fuel being compressed into ythe by-pass by the compression piston prior to communication of the said by-pass with the interior of the main cylinder.

16. An engine of the class specified comprising a main cylinder having fuel inlet and exhaust means, ignition. means mounted in and exposed through an intermediate pqrtion of the said c linder, and working plstons mounted wit inthe said cylinder and moving in opposition to each other, the slower moving piston controlling the inlet l'Ol ,of the fuel to the cylinder 'and the remaining pistonv controlling the inlet of fuel between the two pistons,and one slower than the other, the inner opposing ends of the pistons being closed. Y

17. An engine of the class specified comprising a main cylinder having opposite open ends and provided with fuel inlet, exhaust and ignition-'means and also provided with means for preliminarilyv compressing the charge of fuel toward the one endof and forcing the compressed charge into the main cylinder, and two` working pistons withinl t e main cylinder having inner o posing compressing faces between which t e preliminarily compressed charge is delivered and further compressed prior to ignition,

the one piston moving slower than the other 1.

b ut both connected for simultaneous opera-I tron, the ignition means being mounted in and exposed through an intermediate pori the other lpiston is mounted to move, the sleeve'valve having ports for admitting the charge of fuel to the cylinder between the pistons and for opening the exhaust means -and exposing the ignition means, the one piston controlling the inlet of fuel to the main cylinder and the remaining piston controlling the inlet of fuel to the cylinder between i the two pistons.

19. An engine of the class specified co-mprising a main cylinder having fuel supply and fuel'inlei'l exhaust and ignition means, and two working pistons mounted within the cylinder and moving in opposition to each other, the onepiston having a sleeve valve within which the other piston has movement, the piston carrying the sleeve valve having a slower movement than the remaining Y piston and the sleeve valve formed with ports to permit entrance of the charge of fuel intothe cylinder between the pistons, to open the exhaust means and to expose the ignition means, the piston with the sleeve valve operating to control the inlet of the-fuel through the sleeve valve from the fuel supply means of themain cylinder and the remaining piston working to control the inlet of fuel within the sleeve valve between the two pistons.

20. engine ofthe class specified coml i prising a main cylinder with fuel inlet and upper and lower exhaust means and ignition means between the said exhaust ports, the main cylinder also having a compression cylinder at one end normally. open thereinto, and pistonsf working in opposition within the cylinder, the one piston having a sleeve valve within which the remaining piston is mounted and also having a compression piston fixed thereto and -movable in the compression c linder, the sleeve valve being pro'- vided wit ports to permit entrance of the fuel charge in the cylinder between the pistons, and to'expose the upper and lower ex- .haust lmeans and the ignition means at proper intervals.'

21. An engine of the class specified comprising a main cylinder having a full compression cylinder at one end and a fuel inlet and upper and lower exhaust ports and ignition means between the said exhaust ports,I

and two main pistons. working in opposition' witlhin the cylinder, the one piston having a l vcompression piston connected thereto and working in thecompression cylinder and also provided' with a sleeve valve within whichthe remaining main piston is mounted to operate, the sleeve valve being provided with ports to permit the entrance of the Jfuel charge into the .cylinder 'between'the mainv pistons and to expose the exhaust ports and the' ignitin means at proper intervals.

In testimony whereof we have hereunto set our hands in presence ofjtwo subscribing witnesses.

. CEPHAs v. y

CHARLES c. coDDiNGToN.

Witnesses: a 1 v HARRY O. FOSTER, l .Cms A. RUPP.

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