US1367797A - Six-stroke three-phase engine - Google Patents

Description

J. M. CAGE.

SIX-STROKE THREE-PHASE ENGINE. APPLICATION FILED JUNE 16. 19M. RENEWED MAR. 20.1919. 1,367,797.

Patented Feb. 8, 1921.

4 SHEETS-SHEET I.

J. M. CAGE.

SIX-STROKE THREE-PHASE ENGINE. APPLICATION FILED JUNE 16, I9I4. RENEWED MAR. 20. I9I9.

Patented Feb. 8, 1921.

4 SHEETS-SHEET 3.

l. M.- CAGE.

SIX-STROKE THREE-PHASE ENGINE.

APPLICATION man JUNE 16, 19:4. RENEWED MAR. 20. m9. 1,367,797.

Patented Feb. 8, 1921.

4 SHEETS-SHEET 4.

firm/0r Jfi/f a" k UNITED STATES JOHN M. CAGE, 0F LONG BEACH, CALIFORNIA, ASSIGNOR TO CAGE ENGINE PATENT OFFICE.

SYNDI- GATE, INC., 05 NEW YORK, N. Y., A CORPORATION OF DELAWARE.

SIX-STROKE THREE-PHASE ENGINE.

Specification of Letters Patent.

Patented Feb. 8, 1921.

Application filed J ne 16, 1914, Serial No. 845,387. Renewed March 20, 1919. Serial No. 283,897.

This invention relates to an internal com-' bustion engine in which the successive charges of gas are carried through six successive strokes from beginning to end of the complete cycle of the engine. My reasons for terming my engine a six-stroke three phase engine will become clearly apparent from consideration of the following specification. I point out in this specification certain differences existing between my invention and the ordinary two-cycle type of internal combustion engine, pointing out that there is full cooperation between the different mechanisms entering into the combination of -my invention and distinctively showing the fact that my engine is not merely two-cycle engine with certain adjuncts. v

The fundamental and primary features of an engine constructed in accordance with my invention may be briefly described as follows: I provide three piston and cylinder mechanisms preferably directly connected in tandem so that the pistons reciprocate with each other. One of these piston and cylinder mechanisms is the charge 'nspiring and compressing mechanism, drawing in a charge and compressing it on every two strokes, or on each complete reciprocation. Another of the piston and cylinder mechanisms is the work or power mechanism, compressing and extend ng a charge upon every two strokes. The re mining mechanism is the exhaust suction l exharstexpulsion mechanism, drawing the exhaust from the work cylinder and finally expelling it. The exhaust mechanism handles an exhaust charge every two strokes. Now the exhaust gases do not pass directly from the work cylinder the exhaust suction cylinder, but remain in an exhaust chamber for certain period of time before going to the exhaust cylinder. This inactive peri c is one of the peculiar eatures of my invention and is more fully explained hereinafter. Regardless of theduring six strokes of the engine. These six strokesare performed by three different mechanisms, and each of these mechanisms passes through its complete cycle in two strokes; so that at any given time there are always three distinct charges of gas or mixture in the engine, these three diiferent charges being in different phases of the cycle of operation of the engine. For these reasons I call my engine a six-stroke threephase engine; the number of strokes to complete the action on any one charge being s'x and the number of different charges in the engine and being acted on by an active stroke at any one time being three. There are many additional features which I fully explain in the following specification, including the arrangement of the ports in the work cylinder and the valve mechanism for operating the ports; the structure of the ports and passages forming interconnections between the various cylinders; the arrangement of the water jacket and the arrangement of the exhaust and compression chambers so as to distribute the heat to keep as much thermal energy as possible in the engine; and various other structural details and combinations which render the engine efiicient in its action. The featureof the porting of the Work cylinder is an important one. I arrange the exhaust and intake ports each completely around the wall of the cylinder with the intake ports each completely above the exhaust ports. In the preferred constructiomwhen the piston moves to the bottom of its stroke, it uncovers the exhaust ports and the exhaust is drawn out by the vacuum produced by the previous action of the exhaust piston and cyl nder; and after this has taken place, the inlet port is opened by a valve mechanism, preferably in the form of a sleeve surrounding the work cylinder. The advantage of this construction lies primarily in cleaning the work cylinder completely of burned gases in the very short interval while the exhaust ports are uncovered and then quickly charg ng the work cylinder with a complete fresh charge of mixture,

through the inlet ports which extend completely around the cylinder. The exhaust first passes out completely and the exhaust ports are closed just after the inlet ports open; the times of o ening and closing being such that the incoming fresh charge forcesout the last portion of the burned gases Without any of the fresh charge being lost.

I explain the transfer of heat from the exhaust gases to the fresh charges in the following detailed specification. It is one of the notable features of my invention that the exhaust gases finally expelled are very cool, having left the greater part of their heat in the engine itself. It is also a notable feature that the cooling water carries off a comparatively small amount of heat. These facts are due to the construction herein explained whereby the heat of the exhaust gases is largely transferred to the incoming fresh charges after they are compressed.

I have shown. the preferred forms of my invention in the accompanying drawings, in which,

Figure 1 is a vertical cross section of my improved engine.

Fig. 2 is a vertical section taken in a plane at an angle of forty-five degrees from the plan of the section of Fig. 1, as indicated by line 22 of Fig. 4,

Fig. 3 is a longitudinal vertical section showing a number of cylinders of my improved engine,

Figs. 4, 5, 6, 7, 8, 9 and 10 are cross sections taken as indicated by the respective lines 4-4, 5 5, 66, 77, 88, 9-9 and 10-10 of Fig. 1,

Fig. 11 is a diagram illustrating graphically the strokes, cycles and phases of my improved engine. Y

I shall herein first describe the mechanical features of my engine and shall then proceed to describe its operation and to particularly set forth the novel features thereof.

In the drawings the numeral 20 may designate a crank case of suitable design withbearings 21 in which acrank shaft 22 is carried. The crank shaft has cranks 23 and eccentrics 24.

The eccentric corresponding to any one crank is placed at ninety degrees advance ahead of its crank. This is clearly shown in Fig. 1 where the direction of rotation is indicated by the arrow and where the eccentric is shown with its center above the center of the crank shaft corresponding to the crank 23 which is shown to the left of the crank shaft in thatfigure. Each of the cocentrics has its eccentric strap 25 and eccentric rod 26 connecting at 27 with the valve sleeve 28 corresponding to the pistons which are driven from the corresponding crank 23. Connecting rods 30 connect the various crank pins with their respective pistons 31 which reciprocate in the several sleeves 28, the sleeves acting as cylinders to the pistons 31. The pistons 31 will be hereinafter referred to as the exhaust pistons. Piston rods 32 extend upwardly from the exhaust pistons through compression heads 33 and through stuffing boxes 3st and connect with corresponding work pistons 35. \Vork pistons 35 reciprocate in work cylinders 36 in the ordinary manner with sufficient clearance at the top of the stroke to provide for the desired compression of charge.

I shall now explain indetail the structure of the individual cylinders with their ports, passages and chambers. Each complete cylinder comprises a lower and outer cylinder 40 and an upper and inner work cylinder which may generally be designated by the numeral 36. The outer cylinder 40 extends from a point within the crank ease upwardly to the flange 41 on the work cylinder 86; and this outer cylinder has a bore throughout its length, in which bore the sleeve 28 is adapted to reciprocate The sleeve 28 is preferably ground to a working it with the outer cylinder and is provided with packing rings 39 at intervals to prevent leakage around the sleeve, these pack ing rings being especially provided on opposite sides of the ports through the sleeve. (I hereinafter explain in detail the fitting and ring packing of the sleeve.) The upper work cylinder 36 has an extension sleeve 42 forming an integral part of the cylinder and extending downwardly inside the valve sleeve 28 to a point just above the uppermost travel of the lower exhaust piston 31. Here the extension sleeve 42 carries the compression head 33, and this compression head carries the stuffing box 34:. The upper work piston 35 is slightly longer than the stroke I of the piston, as shown in Fig. 1; and the inside of this work piston is hollowed out and the stuffing box 34 is made of such configuration as to practically ill the inner hollow of the piston 35 when the piston is at its lowermost point. By this means I obtain a light weight piston and yet obtain a small compression volume below the piston 35 when that pistonis at its lowermost point. 7

It will be understood that the stuffing box 3% is not exposed to the heat of combustion; it is keptcomparatively cool by direct contact with fresh combustible mixture carrying the cool vapor of liquid fuel.

There are six sets of ports through the outer cylinder wall, and corresponding ports in the sleeve and the inner cylinder. extension L2. Beginning with the uppermost,-

these ports may be described as follows:- Somewhat above the lowermost position of the top of piston 35 the pressure inlet ports 50 are cut through the (ylinder extension 42 and corresponding ports 51 and 52 are cut through the sleeve 28 and through the inner wall 53 of the outer cylinder 40. The ports 52 communicate directly with an annular chamber 54 immediately surrounding the inner wall 53 of cylinder 40 and inclosed within intermediate wall 55 of that cylinder. A plurality of intake passages 56 lead downwardly from this annular chamber 54 along the outside of the inner cylinder wall 53 and these passages 56 conne;t at their lower ends with another annular chamber 57 which surrounds the inner cylinder wall 53 opposite compression ports 58 cut through the cylinder wall 53. Corresponding compression ports 59 are cut through the inner cylinder extension sleeve 42; and corresponding ports 60 through the sleeve 28 serve these ports 58 and 59 and also serve the induction ports 61 and 62 which are cut through the cylinder wall 53 and the extension sleeve 42, respectively, directly above the ports 58 and 59. It will be noted that compression ports 58 and 59 are cut with their lower edges flush with the upper surface of the compression head 33; so that any liquid which may condense out of the mixture being compressed above the head cannot be held in the compression spa e below the piston but will pass outwardly through the ports 58 and 59. It will be noted that the induction ports 61 and 62 connect with annular chamber 63, and that the compression passages 56 turn outwardly around this annular chamber 63 as shown at 56 in Figs. 2, 7 and 8. The ports 61 and 62 are the original induction ports and the annular chamber 63 forms the original induction chamber or passage. This passage is conneted to the intake opening 6% through which the combustible mixture is originally inspired. The combustible mixture is drawn from any suitable source through the intake 64; and through the induction ports 61, 60 and 62 into the space below the piston 35 on the upward stroke or" that piston. The mixture is compressed and is driven out through the compression ports 59, 60 and 58 into the passa e 57 and thence through the passages 56 and through the pressure inlet ports 52, 51 and into the work cylinder above the piston 35 at the appropriate time, as will be hereinafter explained.

The exhaust from above the work piston 5 passes out through ports 70, sleeve ports 71 endthe port 72 into the exhaust chambers '3. These exhaust chambers 73 are prefer- ..bly four separate chambers as is best shown in 5. These chambers might be described as enlarged passage ways leading downwardly outside the middle wall of the cylinder 1) and inside the outer wall 7 at of this cylinder and connected at their lower ends with annular suction chamber 75 which surrounds the wall 53 oi the outer cylinder pointsomewhat below the compression head 33. Suction ports 76 lead through the wall 53 at this point and these ports are adapted to be registered by sleeve ports 77, which ports 77 also serve ports 78 situated just above the ports 76 and just below the compression head 33. These'ports 78 conne; t with annular exhaust chamber 79, which is the final exhaust chamber, connecting through exhaust passage 80 to atmosphere or elsewhere.

In the different cross sections of Figs. 4 to 10 it will be noted that the exhaust passages or chambers 73 occupy a great deal of the spare surrounding the inner wall 53 of the cylinder 40. The compression inlet passages 56 occupy four relatively small spaces, these passages being made of small capacity so that a high pressure may be maintained upon the gases therein. There are four water passages 85 which extend from the top oi the outer cylinder 10 downwardly to an annular water chamber 86 at the lower part of the cylinder. These water passa es 85 are arranged between the exhaust passages or chambers 73 and are arranged directly adjacent the outside of the pressure inlet passages 56. This is clearly shown in Figs. 4, 5 and 6. Below the ports 72 and above the ports 61, and below and above the respective annular chambers corresponding to these ports, the water passages 85 are extended completely around the cylinder as is shown at 85 in Figs. 1 and 6. vVhere the passages 5 6 turn outwardly to pass around the annular chamber 63 the water passages 85 are divided each into two passages as is shown in Figs. 7 and 8. Below the annular chamber 57 the water passages are single as shown in Figs. 9 and 10. Immediately below the section shown in Fig. 10 all of the water passages join the annular water chamber 86, as is shown in Fig. 2. This annular chamber has water inlet 87 as is best shown in Fig. 1.

lhe upper or work cylinder 36 has a water jacket 90 completely surrounding it, this water jacket extending into the flange 4.1 and having openings or ports 92 which connect with the water passages 85 at their upper ends. The upper parts of the water jackets 90 are provided with outlets 91 to which an ordinary water manifold may be attached.

I shall now explain the action of the sleeve with reference to the ports and pistons. In Fig. 1 the pistons are shown all on their up stroke and the sleeve is shown at the top or its stroke. Sleeve ports 77 are in full register with the final exhaust ports 78 and sleeve ports are in full register with initial induction ports 61 and62. Sleeve ports 51 are in register with pressure intake ports 50 and 52 while sleeve ports 71 are above their positions of registration with exhaust ports and 72. On the further upclosed and ports 70 and 72 will be partially the sleeve.

open, ports 61 and 62 will be closed as will also ports 78. Ports 59 and 58 and ports'76 will be just opening and will continue to open during half of the downward stroke of the pistons and then will begin to close, closing when the pistons reach their lowermost positions and when the sleeve is in its position halt way through its upward stroke. It

will be seen that the exhaust suction ports 76 will be open during the downward stroke of the pistons, as will also the compression ports 58 and 59. During the upward stroke of the pistons, the original induction ports 61 and 62 will be open and the final exhaust ports 78 will alsobe open. These four last mentioned sets of ports are controlled entirely by the sleeve; whereas the other two sets of ports are controlled by the sleeve in conjunction with the piston 35. When the piston 35 reaches its lowermost position the sleeve ports 71 have already registered with and opened the exhaust ports and 72; so that these exhaust ports are finally opened by the upper end 01 the piston passing below them. At this time the sleeve is in its midway position traveling upwardly; and

the sleeve inlet ports 51 are just out ofregistry with the pressure inlet ports 50 and :7 2. The sleeve traveling upwardly when the piston is at the bottom of its stroke begins to cut otl the exhaust ports 70 and 72 and closes these exhaust ports before the piston on its upward stroke closes them. Just before the sleeve in its upward travel closes the exhaust ports 70 and 72, its ports 51 begin to register with the inlet ports 50 and 52 and allow the compressed charge to pass from the passages 56 through these inlet ports into the cylinder 36 above the piston. The pressure inlet opens before the piston has moved upwardly to the upper edges of the exhaust ports. Immediately after the inlet ports are opened the exhaust ports are finally closed by the upward movement of The sleeve ports 51 continue to register with the inlet ports and these ports are finally cut off by the upward movement of the piston 35. It will be notedthat the exhaust ports are opened by the piston and closed by the sleeve, while the intake ports are opened by the sleeve and closed by the piston. v r

In the foregoing I have described my preferred form of engine and my preferred detailed construction' There are many minor features which may be'varied, among which I may mention the means for driving the sleeve, the exact placements of the various ports, and in fact all those features which are not fundamentally required by the underlying principles of my invention to be precisely as described.

I wish to speak particularly of the fitting of the sleeve 28 and the placement of packing rings 39. The sleeve is not made to fit so tightly that it will be pressure tight without the rings or other packing means. I have found it best practice in my engine to give the sleeve about ten thousandths of an inch clearance at each contact surface; that is the outer diameter of the sleeve is twentythousandths smaller than the bore of cylinder l0, and the same clearance is allowed on the inside of the sleeve where it fits around the cylinder port 42. These figures may be varied; the are what I now consider good practice. place a ring 39 at each side of each set of ports, as is clearly shown in Fig. 1. The exterior rings are set in the sleeve itself while the interior rings are set in the cylinder port 42 and bear against t ie inner sleeve surface. prevent all leakage and at the same time make the sleeve to be easily moved.

The operation of my engine be explained as follows: Consider that the pistons of any one unit are traveling upwardly in about the position shown in Fig. 1. As hereinbetore explained, the first induction ports 61 and 62 are open; and a fresh charge is drawn in throughintake 64 into the space below the piston 35. At the top of the stroke the induction ports close and the conpressionports 59 and 58 are then opened the piston starts down. The downward stroke of the piston then compresses the mixture beneath the piston out through the compression ports 58 and 59 into the compression passages 56. The piston reaches the lower end of its stroke and starts up wardly again before the pressure inlet ports 50 and 52 are opened by the action of the sleeve. The compressed mixture then immediately rushes into the work cylinder above the piston. On the subsequent upward stroke of the piston 35, this charge is,

compressed ready for ignition when the top of the stroke is reached. Gn the next downward stroke the gases are expanded; and when the piston again reaches the bottom of its stroke the exhaust burned gases are drawn out into the exhaust passages or chambers '73, a partial vacuum having been generated in these exhaust passages by the previous downward stroke of the lower piston 31. It will be noted that the exhaust gases do not pass immediately from the combustion chamber to the exhaust cylinder; but they remain in the exhaust passages during the next upward stroke of the pistons.

During this upward stroke of the pistons the gases are mechanically inactive; but an important thermal action takes place which I have hereinbefore mentioned and which I With this construction, l

shall hereinafter more fully explain. On the next downward stroke of the exhaust piston 31, the suction ports 7 6 are opened by action of the sleeve 28 and the exhaust gases are drawn from the passages 73 into the exhaust cylinder. On the next upward stroke of the piston 31 these exhaust gases are expelled through exhauskpassage 80, the ports '78 being opened by action of the sleeve ports 7'7. In ordinary practice, where the engine exhausts directly to atmosphere, the exhaust gases make a sharp explosive noise upon release into the atmosphere due to their sudden expansion. In my engine the exhaust gases are merely pushed out into the air. There is no sharp explosive noise but only a gentle pull as the exhaust gases escape. When the engine is running at high speed there is a continuous whirring and humming noise made by the exhaust. It might be here mentioned that this exhaust noise is the only noise made by the engine. It will be understood that, while I term the lower piston and cylinder mechanism an exhaust expulsion mechanism, its primary purpose may not at all times be the forcible expulsion of the exhaust. When the engine is operating normally against atmospheric pressure it is not necessary to force the exhaust to any great extent out into the atmosphere. On the other hand, it is always a primary function of the exhaust expulsion mechanism to draw the exhaust gases from the exhaust chamber and to create a comparatively low pressure in that hamber; in other words, it is always a function of this mechanism to draw the exhaust gases from the work cylinder, as herein explained, regardless of the subsequent forced expulsion.

I refer now more particularly to the diagram of Fig. 11. In this diagram I have shown diagrammatically several successive strokes of the pistons, up and down, and

have numbered the su' cessive strokes from 1 to 12. I have indicated the travel of the crank pin upwardly and downwardly by circumferential lines with arrows and have also indicated the travel of the corresponding valve eccentric by similar lines. The diagram starts with the pistons in their lowermost positions traveling upwardly, stroke number one being the upward travel, stroke number two being the subsequent downward travel, and so on for any number of strokes. Supposing that a charge A is drawn into the cylinder below the piston 35 by first upward stroke. This s ate of the charge I will designate by A The next stroke, number two, will compress this charge, and this state is designated by A The next upward stroke of the piston 35 will recompress the charge in the combustion chamber, indicated by A and the next downward stroke is the expansion stroke indicated by A. Now. the next upward stroke of the pistons is what I call the dead stroke, so far as this particular charge of gasis concerned. The next downward stroke of the pistons draws this charge A of gas into the exhaust cylinders, this state being indicated by A and the last stroke upwardly forces this charge of gas out to atmosphere, being indicated by A It will be noted that, due to the intervention of the dead stroke being the fifth stroke of the series, it requires seven complete strokes of the engine to carry any one particular charge of gas through the complete cy le; but I will point out that there are always three charges of gas being acted upon by strokes of the engine at any one particular time. Consider now the action of the piston 35 in drawing in and compressing the charges. After the charge A has been compre sed on the downward stroke of this piston, the next charge B will be drawn in on the su ceeding upward stroke, as indicated by B in the diagram. This charge B will follow the charge A through the engine in the manner indicated, the dead stroke for charge B being on the stroke numbered 7 simultaneous with the final expulsion stroke of (harge A. Similarly, charge will be drawn in at the time of the second compression of charge B and this dead stroke and charge C will be simultaneous with the final expulsion of charge B. Charge a will similarly be drawn in at the time of second compression of charge C and follow that, charge through the engine, and su cessive charges 6 and 0, etc. will follow in the same order. The total length of time, or num er of strokes, during which any one particular charge is in the engine is embraced by the bra'kets above the, diagram. Consider the state of affairs at any time after the'third charge of gas has been drawn into the engine-after the engine is in full opera on; and, regardless of the dead strokes. it will be seen that there a e alwavs three distinct char es of gas be ng acted upon by strokes of the engine. This is one of the things I wish to particularly dwell upo and another important feature is that which I have previously spoken of. namely that each charge of gas passes through six active strokes which succeed each other. no e of whi'h are s mu taneous, but which do not necessarily suc'eed each othe without an intermediate inactive stroke or s rokes.

Consider now the state of affairs when one charge, say the charge'B is in its dead s roke, standing in the exhaust passages 73. There are three other mechanically active charges of gas in the engine. The charge A is being finally expelled the charge C is being compressed in the combustion chamber, and the charge a is being drawn in. The exhaust charge B is at relatively high temperature and during its stay in the exhaust passages it imparts its heat tothe water 1n water passages 85 and then e to the charge whi' h is being compressed in the cylinder 36, (the water traveling upwardly and carrying the heat with it), and it also imparts heat to the water and to the cylinder shell which is afterward radiated into the charge of gas under the piston 35. The total results of this radiation of heat from the exhaust cases is that when the exhaust gases are drawn into the exhaust cylinder they are quite cool; so cool, in fact. that the hand can be held in the exhaust which comes finally from the exhaust passage 80. The cooling water does not carry away any large portion of this heat, giving it up to the incoming charges: and the net result is that high thermal efliciency is attained by keeping the heat in the engine and applying it to the succeeding: charges of gas at proper times. The incoming charge of fresh mixture is cool and it is not until it is compressed that it begins to receive any great amount of heat from the exhaust gases and .trom the combustion above the piston 3a. This addition of heat tends to raise the pressure of compression, which is a very desirable feature as it aids the compressed gases in ouicklv movino: into the combustion cylinder. The a tual volume of mixture enteri g the com ustion cylinder is larger than the actual volume drawn in under piston 35, due to this accession of heat. As hereinbefore explained. he compressed charge stands in the relatively small space under the piston 35 and in the small compression passages 56 whe the piston is at the bottom of its stroke. The partial vacuum generated in the exh ust passao'es 73 by the previous stroke of the exhaust piston 31 draws the exhaust case's out ot the com ustion hamber until the press res are equalized. The inlet ports 50 and 52 open iust before the exhaust ports close, so that the inrushingr charge under pressure will remove the remaini g exhaust oases before the exhaust ports ciose. The remainder of the fresh chars-e then enters the combustion cvlinders ready for the next compression stroke. Having de cribed invent on, I claim: 7

1. The combination of a two stroke compression mechanism adapted to draw in and com ress a charge of gas on every two strokes, a two stroke work mechanism adapted to compress and expand a charge on every two strokes, an exhaust chamber, a two stroke exhaust mechanism adapted to draw in and expel an expanded charge every two strokes, the suction stroke of said exhaust mechanism beingsimultaneous with the work stroke of the work mechanism, and a single valve mechanism positively operated from the Work mechanism for conveypreferred form of my A ing a charge successivelyto-and from said mechanisms and said chamber in the order named so that a single charge is acted on sucessively by the six strokes of the three mechanisms, and so that the charge after expansion in the work mechanismremains in said exhaust chamber during at least one stroke of the exhaust mechanism.

The combination of a two stroke compression mechanism of the piston and cylinder type, a two stroke work mechanism of the piston and cylinder type, an exhaust chamber, a two stroke exhaust mechanism of the piston and cylinder tyne the suction stroke of said exhaust me hanism being simultaneous with the work stroke of the work mechanism, all the said mechanisms being interconnected so that their strokes are synchronous. and a single valve means positively operated in cooperation with said mechanisms to cause the inspiration of a gaseous charge to the compression mechanism on a first stroke, the compression of said charge on the next stroke of said mechanism. the transfer of said compressed charge to the work me hanism and com ression therein on the next succeeding s roke, expension of said charge in the work mechanism on the nextsucceedinc stroke, transfer of said charge to and holding in the exhaust chamber durinc: at least one stroke of the exhaust mechanism. inspiration by the exhaust mechanism of the charge from said chamber on a successive stroke, and ex ulsion of the chargeon the next succeeding stroke.

3. The combination of a compression mechanism. a work mechanism and an exhaust expulsion mechanism all contained within a single cos ne, passages within said casing through which a com-pressed charge may pass from the compression mechanism to the work mechanism, passages in said easing into which the exhaust gases from the work mechan sm may pass and from which said exhaust gases may pass to the exhaust expuls on mechanism, and a single valve means positively operated in coop.- eration with said mechanismsttor causing a charge of gas to pass through said mechanisms in order named and to cause the charge to be held in said exhaust passages for an interval before passing to the exhaust expulsion mechanism.

4:. The combination of a charge compression mechanism including a cylinder and.

passages, and valve means to cause the transfer 01. a gaseous charge through said mechanisms in the order named and to cause the stay of the charge in said exhaust passages throughout at least one stroke of the piston or" the exhaust expulsion mechanism.

5. The combination of a cylindrical casing having therein a work piston and an exhaust piston interconnected and adapted to reciprocate together, a cylinder head above the work piston and another cylinder head between the two pistons forming a work space above the work piston, a compression space below the work piston and an exhaust space above the exhaust piston, compression passages between the compression space and the work space arranged in said cylindrical casing, exhaust passages between the work space and the exhaust space arranged within the cylindrical casing adjacent said compression passages, and valve means to cause the transfer of a gaseous charge to and from said compression space and thence through said compression passages to said work space and thence into said exhaust passages and thence to said exhaust space, the charge being held in the exhaust passages during at least one stroke of the exhaust expulsion piston.

6. The combination of a cvlindrical casing having therein a work piston and an exhaust piston interconnected and adapted to reciprocate together, a cylinder head above the worx piston and another cylinder head between the two pistons, forming a work space above the work piston, a com-- pression space below the work piston and an exhaust space above the exhaust piston, compression p ssages between the compression space and the work space arranged in said cylindrral cas ng, exhaust passages between the work space and the exhaust space arranged within the cylindrical cas ng adjacent said compression passages, and valve means including a ported sleeve within said casing and surrounding said piston to cause the transter of a gaseous charge to and from said compression space and thence through said com ression passages to said work some and thence into said exhaust passages and thence to said exhaust space, the charge being held in the exhaust passages during at lea t one stroke of the exhaust piston.

T. The combination of a cylindrical casing having therein a work piston and an exhaust piston interconnected and adapted to reciprocate together, acylinder head above the work piston and another cylinder head between the two pistons forming a work space above the work piston, a compression space below the work piston and an exhaust space above the exhaust piston, compression passages between the compression space and the work space arranged in said cylindrical casing, exhaust passages between the work space and the exhaust space arranged within the cylindrical casing adjacent said compression passages, there being ports through the cylindrical casing arranged in sets completely around the cylindrical casing to communicate with the compression space, the

work space and theexhaust space, respectively, and valve means including a valve sleeve having corresponding ports therethrough extending in sets completely around the sleeve and adapted to register with the various casing ports to cause the transfer of a gaseous charge to and from said compression space and thence through said compression passages to said work space and thence into said exhaust passages and thence to said exhaust space, the charge being held in the exhaust passages during at least one stroke of the exhaust piston.

8. In an engine of the character described, a work cylinder and a piston therein, intake ports extending through the walls of the work cylinder and completely around the work cylinder at a point above the lowermost point of piston travel, exhaust ports extending through the walls of the work cylinder and completely around the cylinder above the point of lowermost piston travel, the intake and exhaust portsbeing arranged one above the other, means for maintaining a partial vacuum at said exhaust ports, and a single valve means embodying a sleeve cooperating with the piston and controlling both the intake and exhaust ports.

9. In an engine of the character described, a work cylinder and a piston therein, intake ports extending throughthe walls of'the work cylinder and completely around the work cylinder at point above the lowermost point of p i-zton travel, exhaust ports extending through t e walls of the work cvlinder and completely around the cylinder above the point of lowermost piston travel, the intake and exhaust ports being arranged one above the other, means for providing a gaseous charge under pressure at said in take ports, means for maintaining a partial vacuum at said exhaust ports, and a single valve means embodying a sleeve cooperating with the p ston and controlling both the intake and exhaust ports.

10. The combination of a charge compression mechanism, a work mechanism and an exhaust expulsion mechanism all contained within a single casing. passages within said asing leading from the compression mechanism to the workmechanism and through which a compressed charge may pass from the compression mechanism to the work mechanism, passages in said casing adjacent said compression passages leading from the work mechanism to the exhaust expulsion mechanism and through which exhaust gases may pass from the work mechan sm to the expulsion.ineshanism, a single valve means positively operated in cooperation with said mechanisms for causing a charge of gas to pass through said mechanisms in the order named and to cause the charge to be held in said exhaust passag for an interval before passing to the exhaust expulsion mechanism, and water circulation spaces in said casing adjacent both said passages.

11. The combination of a cylindri 'al casing having therein a work piston and an exhaust piston interconnected and adapted to reciprocate together, a cylinder head above the work piston and another cylinder head between the two pistons forming a work space above the work piston, a compression space below the work piston and an exhaust space above the exhaust piston, compression passages between the compression space and the work space arranged in said cylindrical casing, exhaust passages between the work space and the exhaust space arranged within the cylindrical casing adjacent said compression passages, valve means to cause the transfer of a gaseous charge to and from said compression space and thence through said compression passages to said work space and thence into said exhaust passages and hence to said exhaust space, the charge being held in the exhaust passages during at least one stroke of the exhaust expulsion piston, and water circulation spaces in said casing adjacent both the compression passages and the exhaust passages.

12. The combination of a cylindrical casing having therein a work piston and an exhaust piston interconnected and adapted to reciprocate together, a cylinder head above the work piston and another cylinder head between the two pistons forming a work space above the work piston, a compression space below the work piston and an exhaust space above the exhaust piston, compression passages between the compres sion space and the work space arranged in said cylindricalcasing, exhaust passages between the work space and the exhaust space arranged within the cylindrical casing adjacent said compression passages, there being ports through the cylindrical casing arranged in sets completely around the cylindrical casing to communicate with the com press'ion space, the work space and the exhaust space, respectively. valve means including a valve sleeve having corresponding ports therethrough extending in sets completely around the sleeve and adapted to reg-- ister with the various casing ports to cause the transfer of a gaseous charge to and from said compression space and thence through said compression passages to said work space and thence into said exhaust passages and thence to said exhaust space, the charge being held in the exhaust passages'during at least one stroke of the exhaust piston, and water circulation passages in said casing adjacent both the exhaust passages'and the compression passages.

13. In an engine of the character described, a cylindrical casing and a piston therein, said cylindrical casing embodying an inner and an outer wall with an annular space between, annular chambers formed in said casing and extending completely around the casing at points below and above the piston, ports extending through the inner wall of said casing and communicating with said annular chambers, passages formed in said casing. in the space between its inner and outer walls, connecting the annular chambers together, there also being a water circulation space between the inner and outer walls of said casing adjacent said passages.

14. In an engine of the character described, a cylindrical casing and a piston therein, said casing including an inner and outer wall with an annular space between them, two sets of ports through the inner wall of the casing below the piston and two sets of ports through the inner wall of the casing above the piston, each set of ports extending completely around the cylinder casing, annular chambers contained within said casing. one cham er for each set of ports and communicating therewith. intake means in connection with one 01 the annular chambers below the piston, compression passages formed between the inner and ou er walls of said casing leading from the other of said annular chambers below the piston to one of said annular chambers above the piston, exhaust passages formed between the inner and outer walls of said casing and in communication with the other of said annular chambers above the piston, and water circulation passages occupying the remaining space'between said inner and outer casing walls, the arrangement being such that water circulating through said space is adjacent both the compression and exhaust passages. V 15. The combination of a cylindrical casing having therein a work piston and an exhaust piston connected together and adapted to reciprocate together, said cylindrical casing including winner and an outer wall with an annular space between, a cylinder head above the work piston and another cylinder head between the two pistons forming a work space above the work piston, a compression space below the work piston and an exhaust space above the exhaust piston, two sets of ports leading through the inner casing wall below the work piston, above the work piston and above the exhaust piston respectively, each set of said ports extending completely around the cylindrical casing, annular chambers formed within said cylindrical casing one in direct communication with each of said sets of ports,

said annular chambers extending con'ipletely around said cylindrical casing, induction means connecting with one oi said annular chambers below said work piston, compres sion passages formed between the inner and outer casing walls leading from the other of said annular chambers below said work piston to one of the annular chambers above said work piston, exhaust passages formed between said inner and outer casing walls adjacent said compression passages leading from the other of said annular chambers above said work piston downwardly to one of the annular chambers above said exhaust piston,

an outlet means connecting with the other of said chambers above said exhaust piston, water circulation spaces between said casing walls adjacent both said passages, and valve means cooperating with said pistons having ports adapted to register with said casing ports.

16. The combination of a cylindrical casing having therein a work piston and an exhaust piston connected together and adapted to reciprocate together, said cylindrical casing including an inner and an outer wall with an annular space between, a cylinder head above the work piston and another cylinder head between the two pistons tornp ing a work space above the work piston, a compression space below the work piston and an exhaust space above the exhaust piston, two sets of ports leading through the inner casing wall below the work piston, above the work piston and above the oxhaust piston respectively, each set or said ports extending completely around the cylindrical casing, annular chambers formed within said cylindrical casin one in direct communication with each or said sets of ports, said annular chambers extending completely around said cylindrical casing, in duction means connecting with one of said annular chambers below said work piston, compression passages formed between the in nor and outer casing walls leading from the other of said annular chambers below said work piston to one of the annular chambers above said work piston, exhaust passages formed between said inner and outer casing walls, adjacent said compression passage leading from the other of said annular chambers above said work piston downwardly to one of the annular chambers above said exhaust piston, outlet means connecting with the other of said chambers above said exhaust piston, water circulation spaces between said casing walls adjacent both said passages, and valve means including a valve sleeve surrounding the pistons within said cylindrical casing having ports adapted to register with said casing ports.

17 The combination of cylindrical casing having therein a work piston and an exhaust piston interconnected and adapted to reciprocate together, a cylinder head above the work piston and another cylinder head between the two pistons forming a work space above the work piston, a compression space belowthe work piston and an exhaust space above the exhaust piston, compression passages between the compression space and the work space arranged in said cylindrical casing, exhaust passages between the work space and the exhaust space arranged within the cylindrical casing adjacent said c0mpression passages, and valve means to cause the transfer of a gaseous charge to and from said compression space and thence through said compression passages to said work space and thence into said exhaust passages and thence to said exhaust space, said valve means embodying a ported sleeve cooperating with said pistons.

18. In an internal combustion engine, the combination of a work mechanism having a work stroke, cooperating exhaust expulsion mechanism having a suction stroke simultaneous with the work stroke of the work mechanism, an exhaust chamber communi cable with both mechanisms, and a valve mechanism controllingcommunication of the chamber with said mechanisms opening communication with the work mechanism at the end of its work stroke and opening communication with the expulsion mechanism during its suction stroke, the second mentioned communication being always closed while the first mentioned communication is open, thereby preventing direct passage of exhaust gases from the work mechanism through said chamber to the expulsion mechanism.

19. In an internal combustion engine, the combination of a work mechanism having a work stroke, cooperating exhaust expulsion mechanism having a suction stroke simultaneous with the work stroke of the work mechanism, an exhaust chamber communicable with both mechanisms, and a single positively operated valve mechanism controlling communication of the chamber with said mechanisms opening communication with the work mechanism at the end of its Work stroke and opening communication with the expulsion mechanism during its suction stroke, the second mentioned commuication being always closed while the first mentioned communication is open, thereby preventing direct passage of exhaust gases from the work mechanism through said chamber to the expulsion mechanism.

20. In an internal combustion engine, the combination of a work mechanism having a work stroke, a' cooperating exhaust expulsion mechanism having a suction stroke simultaneous with the work stroke of the work mechanism, an exhaust chamber communicable with both mechanisms, and a valve mechanism controlling communication of the chamber with said mechanisms to open communication with the exhaust mechanism during its suction stroke and close that communication near the end of that stroke and to open communication with the work mechanism at the end of its work stroke after closure of communication with the exhaust mechanism.

21. In an internal combustion engine, the combination oi a work mechanism having a work stroke, a cooperating exhaust expulsion mechanism having a suction stroke simultaneous with the work stroke of the work mechanism, an exhaust chamber communicable with both mechanisms, and a single positively operated vave mechanism controlling communication or the chamber with said mechanisms to open communication with the exhaust mechanism during its suction stroke and close that communication near that end of that stroke and to open communication with the work mechanism at the end of its work stroke after closure of communication with the exhaust mechanism.

In an internal combustion engine, the combination. of a single cylindrical casing, a work piston and a cooperating exhaust expulsion piston therein, heads forming work and expulsion chambers in said casing adjacent said pistons, an exhaust chamber communicable with the work and expulsion chambers, and a valve mechanism mnbodying a sleeve valve controlling communica tion of the exhaust chamber with both the work and expulsion chambers, and means to move said sleeve valve cooperatively with the pistons, so that communication with the two said chambers is not simultaneous.

23. In an internal combustion engine, the combination of a single cylindrical casing, a work piston and an exhaust expulsion piston therein and connected. to reciprocate to gether, heads forming work and exhaust expulsion spaces on corresponding sides of the work and expulsion pistons, r spectively, so that the work piston may a work stroke and the expulsion piston a simultaneous suction stroke, an exhaust chamber communicable with both the work and exhaust expulsion spaces. a sleeve valve controlling communication of said chamber with both spaces, and means to move said valve cooperatively with the piston so that communication is established with the haust expulsion space during the suction stroke of its piston and cut oil near the end of that stroke and so that communication with the work space is established at the end of the work stroke after communication with the exhaust expulsion space is cut 011?.

24'.- In an internal combustion engine, the combination of a work mechanism having a work stroke, a cooperating exhaust mechanism having a suction stroke, an exhaust V chamber, and valve mechanism for communicating the work mechanism with the chamber at the end of the work stroke, for holding the charge in the chamber during at least one stroke of the mechanisms, and for then communicating the chamber with the exhaust mechanism during its suction stroke.

25. In an internal. combustion engine, the combination 01" a work mechanism having a work stroke, a cooperating exhaust mechanism having a suction stroke, an exhaust chamber, and valve mechanism positively operated in cooperation with the work and exhaust mechanisms for communicating the work mechanism with the chamber at the end oi the work strcke, i or holding the charge in the chamber during at least one stroke of the mechanisms, and for-then conimunicating the chamber with the exhaust mechanism during its suction stroke.

26. In an engine of the character described, a cylindrical casing and a piston in the lower part thereof, a sleeve valve within the casing and in which the piston reciprocates, a head at the upper end oi the cylindrical casing, a cylinder sleeve depending from said head; a piston working in said cylinder sleeve and connected to said first mentioned piston, and an intermediate head carried by said cylinder sleeve between the two pistons.

27. In an engine, the combination of a cylinder structure, a movable sleeve, a pair oi pistons reciprocable within the sleeve, means effecting cooperative movement of the pistons and sleeve, a head between the pistons, and means to support the head embodying a sleeve within the movable sleeve connected at one end with the cylinder structure.

28. In an engine, the combination of a movable sleeve, a pair of pistons within the sleeve, means for eiiecting cooperative movement of the pistons and sleeve, a head between the pistons, and means to support the head embodying a sleeve within the movable sleeve.

29. In an internal combustion engine, the combination of a work mechanism, an exhaust chamber into which the mechanism exhausts, valve means cooperating with the work mechanism to hold the exhaust in the exhaust chamber during a stroke of the work mechanism, and means for cooling the exhaust while in the exhaust chamber.

80. In an internal combustion engine, the combination of a work mechanism, a charge compressing mechanism, an exhaust chamber into which the work mechanism exhausts, valve means cooperating with the work mechanism to hold the exhaust in the exhaust chamber during a stroke of the work mechanism, and means for transferring heat from the exhaust to the charge which is compressed by the compressing mechanism, to cool the exhaust in the chamber and heat the charge.

31. In an engine, the combination of a cylinder structure, a movable sleeve therein, a piston movable within the sleeve, means for effecting cooperative movement of the piston and sleeve, the cylinder structure embodying a head at one end of the sleeve, another head in the sleeve at the other side of the piston, and means to support the last mentioned head embodying a sleeve extending within the movable sleeve.

In an engine, the combination of a cylinder structure, a movable sleeve therein, a piston movable within the sleeve, means for effecting cooperative movement of the piston and sleeve, the cylinder structure embodying a head at one end of the sleeve,! another head in the sleeve at the other side of the piston, and means to support the last mentioned head embodying a sleeve extending within the movable sleeve and supported at one end on the head end of the cylinder structure.

33. In an engine, a cylinder structure, a piston therein, a movable sleeve within which the piston reciprocates, a head at the upper end of the cylinder structure, a cylinder sleeve depending from said head to a point below said piston and forming the working cylinder for said piston, and a head supported by the depending sleeve at its lower end below the piston.

34. In an engine, the combination of a cylinder structure, a movable sleeve therein, a head at one end of the cylinder, two pistons within the sleeve, means for effecting cooperative movement of the sleeve and pistons, and a head within the sleeve between the pistons, said heads forming with the pistons three working chambers.

In an internal combustion engine, the combination of a cylinder structure, a movable sleeve therein, a piston reciprocable Within the sleeve, means for effecting cooperative movement or" the sleeve and piston, a head at one end of the sleeve forming with one end of the piston an explosion chamber, a head within the sleeve at the other side of the piston forming with the other end of the piston a charge compression chamber, there being exhaust and intake ports for the explosion chamber and the compression chamber, and a communicating passage between the exhaust port of the compression chamber and the intake port of the explosion chamber, in the cylinder structure, the sleeve having ports and constituting valve means for controlling the intake and discharge oi? charge to and from the compression chamber and the intake of charge to the explosion chamber.

36. In an internal combustion engine, the combination of a cylinder structure, a movable sleeve therein, a. piston reciprocable within the sleeve, means for effecting cooperative movement of the sleeve and piston, a head at one end of the sleeve forming with one end of the piston an explosion chamber, a head within the sleeve at the other side of the piston forming with the other end of the piston a charge compression chamber, there being exhaust and intake ports for the explosion chamber and the compression chamber, and a communicating passage between the exhaust port of the compression chamber and the intake port of the explosion chamber, in the cylinder structure, the sleeve having ports corresponding to each of the cylinder structure ports and constituting valve means for controlling all of said ports.

37. In an internal combustion engine, the combination of a cylinder structure, a movable sleeve therein, a piston reciprocable within the sleeve, means for effecting cooperative movement of the sleeve and piston, a head at one end of the sleeve forming with one end o1 the piston an explosion chamber, a head within the sleeve at the other side of the piston forming with the other end of the piston a charge compression chamber, there being exhaust and intake ports for the ex plosion chamber and the compression chamber, and a communicating passage between the exhaust portof the compression chamber and the intake port of the explosion chamber, in the cylinder structure, the sleeve having ports and constituting valve means for controlling transfer of charge from the compression space to the explosion space.

In witness that I claim the foregoing I have hereunto subscribed my name this 11th day of June, 1914:.

JOHN M. CAGE.

IVitnesses GUY V. HoornNGARvnR, JAMES T. BARKELEW.

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