US1360958A

US1360958A - Internal-combustion engine

Info

Publication number: US1360958A
Authority: US
Publication date: 1920-11-30
Anticipated expiration: 1937-11-30

Description

H. J. KLINE.

INTERNAL COMBUSTION ENGINE.

APPLICATION man APR. 7, 191s.

1,860,958. PamaNov. 30,1920..

3 SHEETS-SHEET H. J. KLINE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 7, I9Is.

1,366,958. mm1 Nov. 30,1920..

TIE- E H. J. /KLINL INTERNL COMBUSTION ENGINE. APPLICATION FILED APR. I. I9Ie.

1 ,360 ,958, Patented Nov. 30, 1920.

3 SHEETS-SHEET 3.'

\ r I @www Hannon J. KLINE, on nnrnoir, MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

Specication of Letters Patent.

Patented Nov. 30, 1920.

Application filed April 7, 1916. Serial No. 89,599.

To all whom t may concern.

Be it known that I, HARMON J. KLINE, a citizen of the United States, residing at Detroit, in the county of Wayne and VState of Michigan, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

' My present invention relates to improvements in internal combustion engines, and more especially to those of the two-cycle type wherein the charges of explosive gas or the bodies of air to be used in making up such charges are compressed in the crank case of the engine and subsequently transferred to and finally compressed in the working cylinder.

One of the primary objects of the invention is to provide an engine of this type which can be started easily and then run or operated on kerosene, alcohol or low-grade liquid fuels.

Another object of the invention is to provide an engine of this type which is capable of being operated efficiently and successfuily without the necessity of employing a watercooling system aiid the accessories necessary thereto, the engine being air-cooled, both externally and internally, the internal cooling being effected in such manner as to increase the eiliciency of the engine and to enable it to operate on low-grade liquid fueis.

Further objects are to improve the structure of the engine generally, enabling' it to be manufactured at relatively low cost, and in particular to provide an improved fuel supply and control and an improved construction for the pistons. f

The present application disclosessubjectmatter claimed in my prior application, Serial No. 750,028, filed February 2l, 1913, upon Vwhich Letters Patent he. 1,178,648 were granted on April 1l, 1916.

TheV invention consists in cer ain improvements, and Combinations and arrangements of parts, all as will 'be hereinafter more fully described, the novel features being pointed out particularly in the claims at the end ofthe specification. n

VIn the accompanying drawings 'Figure l represents a transverse section through an internal combustion engine of the V-type and embodying the present invention.

Fig. 2 represents a section on the line 2-2 of `Fig. l.

, a belt 6 which in turn drives a fan F ig. 3 shows the intake manifold and carbureter in top plan view, the adjacent wall of the crank case to which the intake manifold is attached being shown in section.

Fig. 4 represents a transverse section through the intercommunicating passage between a pair of cylinders, this view sho-wing the carbureter or fuel supply device also in section.

F ig. 5 represents a longitudinal section through a portion of the intercommunicating passage between a pair of the cylinders, this view showing the carbureter or fuel supply device in section.

Similar parts are designated by the same reference characters in the several views.

The present invention is particularly applicable to internal combustion engines of the two-cycle type employing a plurality of cylinders. An'engine of such type is shown in the `drawings and will be hereinafter described in detail. It is to be understood, however, that the invention is not necessarily limited to the particular construction shown, as equivalent constructions within the scope of the claims are contemplated and will be included as within the scope of the invention, and that modifications or changes may be made by those skilled in the art without departing from the invention.

In the embodiment of the invention shown in the present instance, the engine comprises crank shaft l having a pair of cranks 2 'and 3 set in diametrically opposite relation thereon, a fly wheel 4 being attached to the rear end of the crank shaft and a driving pulley 5 being attached to the forward end of the crank shaft, the .pulley 5 driving 7 which latter serves, as will hereinafter appear, to direct an air current past the cylinders of the engine to T he base 8 of the engine is formed in the present instance with a pair of separate crank cases 9 and l0 in which the cranks 2 and 3 operate and also, as shown, counterweights ll and l2 are provided for the cranks 2 and 3 respectively, to counterbalance the cranks and thereby minimize vibration during the running of the engine. The crank cases 9 and 10 are non-communicating, that is to say, each of these crank cases is closed to form a separate compression chamber. l

According to the present invention, one or more pairs of cylinders are used, two

effect external cooling thereof.

pairs of cylinders being shown and, preterably, they are arranged to provide an engine ot V-torm. To this end, the top. of the base 8 of the engine is suitably constructed to receive the different pairs ot cylinders, 1? and M designating the pair of cylinders appearing at the right-hand side of Fig. 2, and a similar or duplicate pair ot cylinders is arranged toward the opposite side ot the base or crank case casting. For the purposes of the present invention it is preferable to arrange the pairs of cylinders at an included angle ot o, or substantially so. The construction ot' the cylinders, pistons and related parts at one side ol" the engine is preferably the same as that of the cylinders and pistons at the opposite side olf the engine. and hence a detailed description of one pair of cylinders, pistons and related parts will be sufficient for both pairs of cylinders, pistons and related parts. As shown in 2, pistons 16 and 1'? are provided in the cylinders 13 and 1l, these pistons being` suitably packed in order that they may lit properly therein. These pistons are connected by the

connecting1 rods

18 and 19 to the cranks 2 and 3 respectively, the connecting rods 2() and 21 for the pistons ol3 the opposite pair ot cylinders being also connected to the cranks 2 and 3. rl'he pistons 1G and 17 `for each pair of cylinders are provided with

barrels

22 and 23, these barrels being` attached to and reciprocate with the respective pistons and they are pre'lerablf.Y arranged with their axes in alinement with the axes oli' the respective pistons. 'lhe heads or tops of the cylinders of each pair have openings through which the

barrels

22 and 23 may reciprocate, and

suitable packings

24 and 25 are provided to cooperate with the respective piston barrels. The cylinders are provided with

exhaust ports

26 and 27 which are located in the Walls of the respective cylinders a suitable distance above the upper end of the respec-` tive pistons When the latter are at the ends of their Working strokesa these exhaust ports communicating With an exhaust manifold 23. As usual,'in the operation of en gines of this type, the

exhaust ports

26 and 27 are uncovered by the upper ends ot' the respective pistons as the latter approach the ends ot their working strokes, thereby ei:- hausting the products ot combustion from the corresponding cylinders. rlhe piston -

barrels

22 and 23 ,are provided with

intake ports

29 and 30 which are so located in respect to the lengths oit the respective piston barrels and their strokes that these inta-ke ports vvill pass Within the heads ot the spective cvlinders and Will be uncovered. when the respective pistons approach the ends of their Working strokes.

According to the present invention, each piston barrel is composed of a tube or sleeve of steel or other relatively thin material. As shown in Fig. 1, the piston barrel 23 composed of such a tube or sleeve, its lower end being flared or enlarged, as at 31, and the lower edge of the flared or enlarged portion ot the barrel is formed with an outturned flange 32. The head ot the correw sponding piston 17 has an opening therein which forms a shoulder 33 in which the l'lared or enlarged portion ot the barrel rests and against which the out-turned flange 32 abats. A valve cage 34 is threaded or otherwise litted to or into the head of the piston, it being shown in the present instance as threaded into the opening in the head oli the piston and tightened so as to clamp the out-turned flange 32 ot the piston barrel between. it and the shoulder ot the piston head against which this flange abuts. The piston barrels -ivhen so constructed may be manufactured cheaply and they may be easily applied and removed, The relatively thin walls ot' the piston barrel also promote the interchange ot heat between theburned or burning gases within the cylinder and the air or explosive charge flowing through the piston barrel. The valve cage carries al check-valve 35 which permits air or fuel mixture compressed in the crank case to be transferred to the piston barrel and to the parts in communication therewith and prevents a back-tion* of such air or mixture to the crank case. As shown, the valve seats on the upper side ot the valve cage 34 and has a stem 36 which operates in the valve cage as a guide, and a compression spring 3i encircles the stem ot' the valve and abuts against the valve cage, this spring acting vieldingly to seat the valve or to retain it on its seat, although permitting the valve to open when thepressure of the air or fuel mixture in the crank case reaches a predetermined amount.

According to the present invention.,` a chamber or 'fuel storage reservoir is provided tor each pair ot cylinders and it 'lorms with the piston barrels ot those cvlin ders a space ol' relatively largeand substantially constant capacity or volume, as is the case 1n my prior application hereinbetore reterred'to. As shown1 a closed casing is llt-ted to the heads of the cylinders ot each pair, it being shown in Fig. 2 as fitted to the heads of the cylinders lil and lel. This casing embodies

chambers

33 and 39 which are bolted or otherwise suitably secured with huid-tight joints to the heads of the cvlinders 13 and 1d in alinement with theuaxes ot these cylinders and ot' dimensions sutilcient to accommodate the piston barrels 22 and 23 When the latter are elevated or at the limits of the in-strokes of their pistons. A communicating passage connects the chambers 33 and 397 thereby providing means orn communication betweenthe chami bers and the piston barrels 22 and 23 which latter are open at their tops. In the present embodiment of the invention, means is connected in the communicating passage between the

chambers

38 and 39 for supplying fuel to the fluid asv the latter flows through this communicating passage. Preferably, and as shown, a carbureter, atomizer or vaporizer is used, and the same is of a type capable of successfully vaporizing or atomizing kerosene, alcohol, or a low-grade of liquid fuel. To this end, the communi cating passage between the

chambers

38 and 39 comprises portions 40 and 4l which contract and.form a relatively narrow neck or venturi 42 at the point where they meet. Preferably, the portions 40 and 4l of the communicating passageway are inclined downwardly to the narrow neck or venturi.

ln order to utilize the heat from the fluid l passing' through thiscommunicating passage to assist in vaporizing the relatively heavy liquid fuel,a liquid fuel bowl or chamber 4, is provided which is immediately adjacent to the venturi. Preferably, and as shown, this liquid fuel bowl or cham ber is cast as a part of the casing which forms the communicating passage and it surrounds the venturi. The bowl or chamber for the liquid fuel is provided with a connection 44 to which a pipe may be attached to supply the liquid fuel thereto, and a float 45 provided, it being carried by a lever 46 which is pivoted within the liquid containing space of the bowl on the axis 47, and the lever cooperates with a valve 48' which latter serves, as in a manner common to carbureters, to maintain the liquid fuel at a given level in the fuel chainber or bowl. A, jet or nozzle is provided which receives liquid fuel from the bowl and introduces it into the venturi to be theretalren up by the fluid passing therethrough. Asshown, a boss or nozzle 49 is cast or otherwise formed in the bottom of the venturi, it having a vertical orupwardly directed bore 50, a valve seatl at the bottoni of said bore, and an opening 52 which serves to admit liquid fuel fromV the bowl into the bore 50 under the control of a valve 53 wh h latter cooperates with the'seat 5l. The liquid fuel chamber of the vaporizer conununicates with the venturi not only through the opening 52. which is below the level of the liquid fuel therein, but also through a sleeve 54 which extends upwardly from lthe venturi and provides means of communication between the latter and the portion of the liquid fuel bowl or chamber above the level of the liquid fuel therein. T he liquid fuel containing bowl or chamber is also closed to the atmosphere, and a pump or other equivalent means is provided for forcing the liquid fuel into the bowl orr chamber under the control, however, of the' float valve 48. The liquid containing bowl or chamber will, therefore, be subjected to the same pressure conditions as those existing in the venturi.

It is preferable to regulate or control the amount of liquid fuel supplied to the venturi, according to the amount of power demanded of the engine. rllhe present invention provides means which will supply liquid fuel in amounts proportionate to the pressure of the fluid in the venturi. As shown, such means comprises a. diaphragm 55 which is tightly clamped in the top of the bowl by a ring 56, the diaphragm being preferably corrugated, as shown, in order to resist distortion, and the diaphragm is connected to the valve 53 which controls the supply of liquid fuel to the nozzle or jet. For this purpose, the valve 53 has a relatively long stem which extends upwardly through the diaphragm and has a threaded portion 57 to cooperate with a nut 58, the latter. being secured to the diaphragm through the agency of the sleeve 59. Turning of the head 57a on the valve stem will raise lower the valve relatively to its seat 5l. Also, an increase in the pressure of the fluid in the venturi will correspondingly increase the pressure beneath the diaphragm. this causing the diaphragm to move upwardly, thereby lifting he valve 53 and "icreasing the amount of fuel passing to the nozzle. A reduction in the pressure of the fluid in the venturi will correspondingly cause the diaphragm to move downwardly, lowering the valve 53 and proportionately closing or reducing the amount of fuel flowing` through the valve seat 5l to the nozzle.

Kerosene, alcohol and other relatively low-grades'of liquid fuel require considerable heat for vapor-ization when used as fuel for internal combustion engines. The present invention provides means for facilitating the starting of the engine whereby the engine will be heated to a degree sufficient to permit its operation on the relatively low grade fuel. Preferably. and as shown. means is Vprovided for supplying gasolene or other easily volatile fuel for starting' purposes, and this Iolene or volatile starting fuel is preferably supplied as a vapor te the air drawn into the crank of the engine. ln the construction shown, carbureter (l0, which may be of any ordinary construction, is used, the gasol-ene supply pipe Gl. however, being provided with valve GQ for cutting` olf the supply of gasolene thereto when desired, and the air intake pipe of the carbureter is provided with a throttle or vane 64 which controls the volume of fluid, whether in the form of air or air containing vfuel' in vapor form. to the crank This intake pipe may, as shown. be connected to an intake manifold 65, the ln'aufhes or ends of the latter being bolted or otherwise swrrcd to the sides of thc crank cases 9 and lrl in register with openings 66 and (S7 leading into the respective crank cases.

`lvrs are provided for permitting the admission of fluid from the intake pipe 63 into the crank casesv but preventing backflow of such fluid and thus causing compression of the fluid in the crank cases. ln the present instance, each end of the intake manifold G5 is provided with a slotted valve seat G8, and a valve (i9,` preferably of flat form, is arranged to engage the inner side or face of the valve seat G55, The valve is guided by a stem '70 which is bolted or otherwise fixed to the valve seat, and a compression spring '7l is carried and supported by the valve stem and it acts yieldingly to seat'the valve.

The inode of operation of the engine constructed as shown and herein described is` briefly, as follows :--ln order to start the engine, the gasolene supply valve G2 for the carbureter GO is opened', admitting gasolene to the carbureter or vaporizer which snpplies volatile fuel vapor to the air d fawn into the crank cases. The diaphragm of the vaporizcr is also held down by a lever 55e or any other suitablc exterior means with appropriate ope 'ating connections, thereby holding the low grade fuel supply valve closed during starting. lly rotating the crank shaft of the engine in the usual way, the pistons are caused to reciprocate. llt will be observed that the cranks 2 and of the crank shaft are set dianietrically opposite and that a pair of' pistons is connected to each of these cranks. Furthermore, it is to be understood that each crank case is closed, except for its valve-controlled fluid admission port and its communication with the lower ends of the cylinders corres'ionding to the pistons which are connected to the crank operating in this crank case. Rotation of the crank shaft will, therefore, cause two ot the pistons to inove upwardly in their cyl inders, thereby producing a partial vacuuin in the corresponding crank case and causing gasolene or other volatile fuel vapor to be drawn troni the 'arbureter 60 through the intake (S5-and into this crank ease. This will continue until the other crank causes the pistons for the other pair ot cylinders to move upwardly in their cylindersA whereupon gasolene or other volatile fuel vapor vill be drawn into the other crank case. This alternating supply of gasolene or other volatile fuel vapor to the crank cases will continue during the starting and the preliininary running of the engine, the amount of' this starting fuelbcing regulated by adjustment of the throttle or vane 6l. 'lo starting of the engine in cold weather, priming cups 72 may be tapped into the tops of the overhead chambers 38 andA 39, whereby gasolene or other easily volatile raconte fuel niay be introduced directly into the fuel storage chamber. After the engine has continued to run on gasolene or other volatile fuel supplied by the carbureter G for a ieriod suflicient to heat the engine to a de- 'rcc that will enable it tooperate on a rela- 'i :ely low-grade of fuel, the supply of gasoene or other easily volatile fuel is gradually nt off by closing the gasolene supply valve 3Q, and simultaneously the diaphragm 55 gradually released7 permitting the valve S to open, in consequence of which the relatively heavy or low-grade of fuel is introduced into the venturi l2 from the nozzle e9.

During the operation of the engine it will bc observed that the pistons 16 and 17 for each pair of cylinders reciprocate simultaneously in reverse directions, the piston barrels 22 and 23 reciprocating in unison with their respective pistons. During the downstroke ofV each piston, the fluid in the corresponding crank case is compressed, and when this compression reaches a predetermined aniount, the valve in the head ofthe respective piston will be opened7 permitting such compressed fluid to be transferred from the crank case through the piston barrel 22 or 2B, as the case may be, and thence to the fuel storage chamber or reservoir connected to the heads of the cylinders. lllhile one piston is moving downwardly and is effecting a transfer of the compressed fluid from the crank case into the fuel storage chamber or reservoir, the other piston is moving up .vardly with its valve closed, thereby preventing a backfiow of fluid from the overhead storage chamber or reservoir into the other c Jank case. When the descending piston approaches the end of its out or downstroke, it uncovers the exhaust ports for this cylinder, thereby discharging the waste products of combustion therefrom, and the

intake ports

29 or 30, as the case Ina-y be, in the piston barrel come into communication with the cylinder, thereby admitting eX- plosive mixture into the cylinder which displaces any remaining products of combustion and fills the cylinder with fuel. rlhe succeeding in or 11p-stroke of this piston,

causes the charge of explosive mixture to be compressed and the compressed charge is fired at the proper point by a spark plug or equivalent ignition device 73. rlhis action is reversed during eac-h half revolution ot' the crank shaft, and in an engine of' the if-type employing two pairs of cylinders7 each crank case compresses fluid for the two opposite cylinders connected thereto. By arranging the cylinders at an included angle of d50, the cylinders are brought sufficiently near to the vertical to insure the requisite compression in the crank case.

It will be understood that, as each piston barrel approaches or VInoves downwardly, its cooperating piston barrel nieves upwardly,

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Vso

cylinde`rs are placed at an angle within such limits, theV axes of the opposed cylinders sufliciently approach parallelism to give a higher crank case pressure than is attained Vwith a single cylinder, the actual displace- Vment of the crank case for each pair of cylinders being' only slightly increased over that of a single cylinder.

I claim as my inventonzl. n an internal combustion engine, means comprising a fuel storage chamber for atomizing and vaporizing fuel oil under pressure and high temperature therein, said chamber having means for introducing fuel oil therein, and means for supplying air heated by the heat of combustion in the combustion chamber of the engine and under pressure to said chamber to mix'therein with said fuel oil to form explosive charges prior to the admission of such chargesI into the combustion chamber of the engine.

2. In an internal combustion engine, the combination of means for supplying a volatile fuel thereto for starting the operation thereof, means comprising a fuel storage chamber for atomizing and vaporizingheavy fuel oil under pressure `and high temperature therein, said chamber having means for supplying fuel oil thereto, and means for supplying air heated by the heat of combustion in the combustion chamber of the engine and underpressure to said chamber to mix therein with said fuel oil to form explosive charges prior/to the admission of such charges to the combustion chamber of the engine.

3. In an internal combustion engine einbodying a fuel chamber forming a passage and storage reservoir for fluid heated by the heat of combustion Within the combustion chamber of the engine, and having means for introducing heavy fuel oil therein, means for supplying an easily volatile liquid fuel to the engine to start the operation thereof, and means for supplying to said chamber air under pressure and heated by the heat of combustion in the combustion chamber of the engine, and for atomizing and vaporizing the heavy fuel oil under pressure and high temperature and for mixing the same with said heated air in said chamber to .form explosive charges prior to the admission of such charges into the Vcombustion chamber of the engine. Y

fl. ln an internal combustion engine having a crank case for compressing constituents Vof the explosive charges, a fuel storage chamber, and a piston havingv means for conducting compressed kcharges from the crank case ,through it to said chamber, of Vmeans for supplying air and an easily volatile liquid fuel to the crank case to start operation of the engine, means for cutting olf the supply of such liquid fuel., and means for supplying a diiiicultly volatile liquid fuel to the storage chamber to maintain the operation of the engine.

. ln an internal combustion engine having a crank case for compressing constituents of the explosive charges, a fuel storage chamber, and a piston having means for conducting compressed charges from the crank case-through it to said chamber, of means for supplying air and an easily volatile liquid fuel to the crank case to start operation of the engine, means for cutting off the supply of such liquid fuel While maintaining supply of air to the crank case, and means for supplying another fuel to the storage chamber independently of the crank case to maintain operation of the engine.

G. In an internal combustion engine having a crank case for compressing constituents of the explosive charges and also having a chamber to receive and store such constituents after compression in the crank case, of means for supplying constituents of explosive charges to the crank case, means for conducting such compressed explosive charges from the crank case through the respective piston to said chamber, and additional means for supplying a constituent of explosive charges directly to said chamber.

7. ln an internal combustion engine having a crank case for compressing constituents of the explosive charges and also having a fuel chamber separate from the conibustion chamber to receive such constituentsI after compression in the crank case, of means. including a throttle, for admitting constituents of explosive charges to the crank case, and independent means for supplying a constituent of explosive charges directly to said fuel chamber.

S. ln an internal combustion engine having a crank case for compressing constituents of the explosive charges, means for cutting olf the supply of fuel to the crank case, and a chamber to receive such charges after compression in the crank case and to introduce such charges into the cylinder, of a throttle for admitting and regulating a supply of air to the crank case, and means for supplying fuel directly to said cham'- ber to mix therein With air compressed in the crank case.

9. ln an internal combustion engine having a crank case for compressing constituents of the explosive charges, means for cutting ollil the supply of fuel to the crank case, and a chamber to receive such charges after compression in the crank case and to introduce such charges into the cylinder. of a throttle for admitting and regulating a supply of air to the crank case, and means controlled by the pressure in said chamber as determined by the degree of opening of said throttle for supplying fuel directlv to said chamber to mix therein with air compressed in the crank case.

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10. In an internal combustion engine having a crank case for compressing constituents of the explosive charges, means for controlling the supply of fuel to the cranh case, and a chamber heated by the heat of combustion and arranged to receive such charges after compression in the crank case and to introduce such charges into the cylinder, of a throttle for admitting` and regulating a supply of air to the cranlr case, and means for supplying fuel directly to said chamber to mix therein with air compressed Vin the crank case.

11. In an internal combustion engine, the combination with a fuel chamber having` means for introducing constituents of explosive charges therein, and a piston having a passage therethrough forheating such constituents by the heat of combustion, of

a piston having a passage therethrough for heating and supplying constituents of explosive charges to said chamber.l and means for admitting explosive charges from said chamber into the combustion chamber of the engine, of means adapted to contain a supply of liquid fuel subject tothe heat of said chamber and to supply such fuel to the chamber ito mix therein with the constituents of the explosive charges.

13. In' an internal combustion engine having a fuel chamber provided With a passage for the iloiv of constituents of explosive charges, a piston having a passage therethrough for heating and supplying constituents of explosive charges heated by the heat lof combustion to said chamber, and meansv for admitting explosive charges from said fuel chamber into the combustion charnbcr, of means connectedA to said passage for supplying an atomized heated fuel to the constituents flowing through said passage.

14. yIn an internal combustion engine, the combination of a fuel storage chamber having means for supplying heavy fuel oil thereto, means for atomizing and vaporizing heavy fuel oil in said chamber under pressure and high temperature and mixing the same in said chamber .vith air to form erplosive charges, 'and means comprising a conduit heated by the heat of combustion in the combustion chamber of the engine for admitting such explosive charges from said fuel chamber into the combustion chamber of the engine.

15. In an internal combustion engine having a fuel storage chamber, means for introducing compressed constituents of charges into said chamber and for maintaining such constituents under pressure therein, said constituents being heated by the heat of combustion in the combustion chamber of the engine priorto their introduction into said chamber, and means for introducing fuel into said chamber to mix therein under pressure with said compressed constituents of charges.

16. In an internal combustion engine having a fuel storage chamber, means for introducing compressed constituents of charges preheated by the heat of combustion inthe combustion chamber of the engine into said chamber and for maintaining such charges inder pressure therein, and means subject to the heating influence of such constituents in said chamber for introducing heated and atomizer fuel into said chamber.

1T. In an internal combustion engine having a fuel storage chamber provided With a passage having therein a venturi through which the constituents of the charges pass before entering the cylinder, means for supplying compressed constituents of charges previously heated by the heat of combustion in the combustion chamber of the engine into said chamber and for maintaining such charges under pressure therein, and means for subjecting a liquid fuel to the heating influence of the heated constituents in said passage and for introducing the fuel SO heated into said venturi.

18. In an internal combustion engine, the combination with a fuel storage chamber having a passage through Which the constituents of charges floiv before entering the combustion chamber, of means including a conduit through said combustion chamber for introducing air, heated by the heat of combustion-in said combustion chamber, into said storage chamber and for maintaining a pressure in said storage chamber, and a liquid fuel chamber for subjecting liquid fuel therein to the heat of the fluid in said passage.

19. In an internal combustion engine, the

combination of a fuel chamber having a venturi for the flow therethrough of constituents of charges prior to the introduction thereof into the combustion chamber, means for supplying heated compressed air alternately to the opposite ends of said fuel chamber to induce a to-aud-fro movement of the fuel in said venturi and for maintaining a pressure in said fuel chamber, and means including' a nozzle located in said venturi for introducing fuel into said chamber.

20. In an internal combustion engine having a fuel chamber, and means for compressing and introducing a constituent of charges into said chamber, of means for introducing fuel into said chamber to mix therein under pressure with said compressed constituent of charges, and means including a valve chamber' for regulating the amount of fuel admitted thereto.

2l. In an internal combustion engine having a. fuel chamber, and means for compressing and introducing a constituent of charges into said chamber, of means for introducing fuel into said chamber to mit; therein under pressure With said compressed constituent of charges, and means, including a diaphragm, Ysubject to the pressure in said chamber for controlling the amount of fuel admitted thereto.

22. In an internal combustion engine having a fuel chamber, and means for compressing and introducing a constituent of charges into said chamber, of means for introducing fuel into said chamber to mix therein under pressure with said compressed constituent of charges, means includino` a valve and a diaphragm controlled by tIie amount of pressure in said chamber for regulating the amount of fuel admitted thereto, and means for controlling the pressure in said chamber.

23. In an internal combustion engine, the combination of a fuel chamber, means for supplying compressed air thereto and for maintaining such air under pressure in said chamber, means for controlling the amount of compressed air supplied to said chamber, and means including a pressure control valve for introducing fuel into said chamber in amounts determined automatically by the pressure in said chamber.

24C. In an internal combustion engine of the tivo-cycle type having a fuel chamber for supplying` fuel to the cylinder, and a crank case for compressing charges of air and introducing the same into said chamber, means for admitting and controlling at Will the supply of air to the crank case for compression therein, and means, including a press ure-controlled valve, for introducing fuel into said chamber in amounts determined automatically by the pressure therein.

25. In an internal combustion engine of ythe tivo-cycle type embodying a pair of cylinders, oppositely movable pistons therein and compressing crank cases, a fuel chamber connecting the heads of the cylinders and adapted to receive compressed fluid from the crank cases, said chamber having a venturi formed therein at a point located intermediately of the cylinders and through which compressed fluid in said chamber flows during reciproeation of said pistons, and means for supplying fuel' to said venturi.

26. In an internal combustion engine of the tivo-cycle type embodying a cylinder and a compressing crank case, the combination of a piston reciprocable in the cylinder, a piston barrel carried by and reciprocable with the piston, said barrel comprising a relatively thin sleeve having a thin flange thereon and a rigid ring fitted internally into the piston from its under side and clamping the flange of the sleeve separably to the head of the piston.

27. In an internal combustion engine of the two-cycle type embodying a cylinder and a compressing crank case, the combination of a piston reciprocable in the cylinder and having an opening in the head thereof, a piston barrel carried by and reciprocable With the piston and comprising a relatively thin metal sleeve formed with a thin attaching flange fitting the opening in the head of the piston, a rigid valve cage fitted internally into the piston head 4from its under side and clamping the flange on said sleeve to the piston head, and a valve in the cage for automatically controlling communication between the crank case and the piston barrel.

28. In an internal combustion engine, the combination of a cylinder having ns thereon for air-cooling it exteriorly, a fuel storage chamber, means including a piston having a passage through its head for supplying compressed air to said chamber, and constituting means interiorly of the cylinder for transferring heat of combustion from the body of the piston to constituents of charges prior to introduction of the same into the cylinder, and means for supplying' fuel to said chamber.

29. In an internal combustion engine of the two-cycle type, the combination of compressing crank cases, a fuel storage chamber, means for transferring fluid compressed in the crank cases to said chamber to maintain pressure therein, a crank shaft in the crank cases, and pairs of cylinders with pistons therein connected to the crank cases and shaft respectively, the fuel storage chamber beineadapted to communicate with one cylinder of one pair and with another -cylinder' of another pair and the axes of the cylinders of one pair being arranged at an angle of between thirty degrees and sixty degrees with respect 'to the axes of the cylinders of the other pair.

30. In an internal combustion engine of the two-cycle type, the combination of a base containing a pair of compressing crank cases, a. crank shaft having a pair of diametrically opposite cranks, a pair of cylinc cate with the combustion chamber of one cylinder of one pair and with another cylinder of the other pair.

3l. In. an internal combustion engine of the two-cycle type, the combination of a base Containing a pair of compressing crank cases, a crank shaft having a pair of diametrically opposite cranks7 a pair of cylinders arranged With their axes convergent and at the same side of one crank case, the

i pistons in said cylinders being connected to the crank in said crank case7 and another pair of cylinders arranged with their axes convergent and at the same side of the crank shaft, the pistons in the latter cylinders being connected to the crank which is positioned oppositely to the crank to which the first-mentioned pistons are connected, a fuel storage reservoir for supplying fuel to one cylinder of each pair of cylinders, and

means for supplying compressed fluid to said reservoir from the crank cases.

32. A two-cycle internal combustion engine comprising a pair of compressing crank cases, a set of four cylinders connected in pairs to the respective crank cases, a fuel storage chamber' connecting a cylinder of one pair to another cylinder of the other pair, and means for transferring compressed fuel from the crank cases and heated by the heat of combustion in the combustion chamber of the engine to the respective fuel storage chambers to maintain pressure therein.

In testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

HARMON J. KLINE. Witnesses:

HOWARD H. CAMPBELL, WALTER M. PRATT.