US722629A

US722629A - Internal-combustion engine.

Info

Publication number: US722629A
Application number: US12291302A
Authority: US
Inventors: Carl C Riotte; Carlton R Radcliffe
Original assignee: US LONG DISTANCE AUTOMOBILE Co
Current assignee: UNITED STATES LONG DISTANCE AUTOMOBILE Co; US LONG DISTANCE AUTOMOBILE Co
Priority date: 1902-09-11
Filing date: 1902-09-11
Publication date: 1903-03-10
Anticipated expiration: 1920-03-10

Description

I No. 722,629,. PATENTED MAR. 10, 1903. I G.- G. RIOTTE & G; R. RADCLIFFE. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 11,1902.

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'PATENTED MAR. 10, 1903.

C. G2RIOTTE & G. R. RADOLIFFE.

INTERNAL GOMBUSTION ENGINE.

' APPLICATION FILED saw. 11', 1902.

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PATENTED MAR. 10,

G. G.-RIOTTE & 0. R RADCLIFFE. INTERNAL COMBUSTION ENGINE.

AIPLIOATIOIPILED SBF I. 11, 1.902.

2 L 2 m 7 0 I, I 0 0 N I UNITED STATES PATENT OFFICE.

CARL C. RIOTTE AND CARLTON R. RADCL'IFFE, OF NEW YORK, N. Y., AS-

SIGNORS, BY MESNE ASSIGNMENTS, TO UNITED STATES LONG DISTANCE AUTOMOBILE COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORA- TION OF NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

SPECIFICATION forming part of Letters Patent No. 722,629, dated March 10, 1903.

Application filed September 11, 1902. Serial No. 122,913. (No model.)

To all whom it may concern.-

Be it known that we, CARL C. RIOTTE and CARLTON R. RADCLIFFE, citizens of the United States, residing at New York, in the county and State of New York, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a full, clear, and exact description.

Our invention relates to hydrocarbon-enro gines, and particularly to engines in which the heavy hydrocarbon oils-such as crude petroleum, signal-oil, kerosene,and the likemay be used as the fuel.

Among the objects of our invention are I5 simplicity of construction, economy of operation, flexibility of control, variability of speed, self-starting, and self-reversing. All of these advantages, and others not specifically mentioned, will be apparent to the mechanic skilled in the art by a reading of the following specification and an examination of the accompanying drawings, in which-- Figure l is a side elevation of an engine embodying our invention. Fig. 2 is a longi- 2 5 tudinal section of the same. Fig. 3 is an end elevation of the engine shown in Fig. 1 looking from right to left, some of the parts being removed. Fig. -Lt is a vertical cross-section taken on the plane of the line 4 4 of Fig. e 1 and looking from left to right. Figs. 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, and 15 are views of details of construction.

The frame of the engine may be of any suitable construction and is conventionally 5 shown in the rlrawings and indicated by the reference-numeral 1. This frame may include a crank-case and suitable connections between the crank-case and the cylinder portion of the frame. The cylinders may be provided with the usual water-space 2, formed within a jacket. The circulation of water may be maintained within the water-jacket in order to keep the sides of the cylinders properly cooled and preserve lubrication.

This of course is necessary only in such engines as cannot be air-cooled. One' means for maintaining the water circulation will be hereinafter described.

3 is ashaft bearing suitable cranks 4 4. In

the particular engine shown in the drawings hereto annexed We have designed a threecylinder four-cycle engine. Hence there are three cranks, three pistons, and three sets of parts to cooperate therewith. For a full understandiug of the construction of the apparatus it is essential to describe in detail only the parts which cooperate with one cylinder.

5 is a connecting-rod between the crank 4 and a piston 6. In the form shown the engine is reciprocating. The usual packingrings may be provided in the piston. These being well known need not be described in detail.

7 is a cylinder-head, which in the form shown is unjacketedt'. 6., not water cooled.

8 is a plate supported on the upper end of the piston and insulated therefrom. The purpose of this plate is to aid in the igniting of the oil-vapors as the same are introduced into the cylinder. In the preferred form both the cylinder-head 7 and the plate 8, carried by the piston 6, are heated to a sufficiently high degree of temperature, so that during the operation of the engine they serve as the means for igniting the gases. If the cylinderhead is water-jacketed, then a plate similar to plate 8 on the piston might be affixed to the inside of the cylinder-head. The object of the plate 8 is twofold-first, to keep piston free from the heat of combustion, and

thus. prevent the burning of the lubricatingoil, and, second, to allow plate to get as hot as possible from heat of combustion, so that it will ignite or aid in igniting the combustible mixture as it enters the combustion-chamber, and also hot enough to prevent oil or carbon from accumulating on the same.

9 is the usual fly-wheel, carried by shaft 3.

10 is an inlet-valve.

11 is an exhaust-valve.

In the form shown the inlet-valve is a puppet-valve, and the exhaust-valve is mechanically controlled. The inlet passage controlled by the valve 10 communicates directly with the outside air, and, if desired, the air which is drawn into the cylinder through the v inlet-valve may be heated in any well-known manner-for example, by drawing it through a passage formed by the casing extending around the exhaust-pipe, which in use becomes hot.

12 is a valve-stem for the exhaust-valve 11.

13 is a lever upon which the valve-stem 12 bears, said lever being mounted on a suitable pivot pin or rod 14. The lever 13 may bear an antifriction-wheel15, if desired, and the same may bear against cams hereinafter re ferred to and mounted on a cam-shaft 16. The cam-shaft 16 has a special arrangement of cams, to be hereinafter described, and is longitudinally movable in suitable guides in the casing 1, so as to shift varying sets of cams into the operative position underneath the lever 13. This shifting motion also controls another set of cams on said shaft, to be hereinafter described, by which the starting of the engine is controlled.

17 is a gear-wheel splined to the cam-shaft 16, but not necessarily longitudinally movable thereon.

18 is an intermediate gear.

19 is a gear mounted on the shaft 3.

The gears 17 18 19 are always in mesh in the form shown. It follows that the rotation of the shaft 3 rotates the cam-shaft 16 at a speed depending upon the ratio of the gears, which in this instance is two to one. Any convenient means may be employed for shifting the cam-shaft 16,0ne means beingshownto wit, a hand-lever 20, which may be pivoted at 21.

22 is a stationary notched segment, into the notches of which a hand-operated pawl 23, carried by the hand-lever 20, may be dropped to fix the position of the lever 20 as desired. In the form shown there are five notches. (See Fig. 2.) When the lever is so located that the pawl is in the position shown, (in the middle notch,) the engine is still. When the lever 20 is moved back so that the pawl will enter the second notch from the right-hand end, the engine is started backward. In this position compressed air is allowed to enter the cylinders to move the pistons and give momentum to the fly-Wheel 9. This step is preparatory to moving the lever 20 back still farther, so that the pawl 23 will rest in the back notch, at which moment the com pressedair supply is cut off and the engine is running normally. A forward movement of the lever 20 from the position indicated in Fig. 2 will first start the engine forwardly under the compressed air supply. It might be stated that in the form shown when the engine is started under the compressed air and in addition to the power supplied thereby fuel is being supplied and ignited, so that the power of the compressed-air supply is sup plemented.

The lever for controlling the time of ignition and injection of fuel is indicated at 24. The power of the engine is also variable under varying loads by another lever. (Shown in Figs. 1 and 3 and indicated at 25.) This lever 25 varies the cut-off or the time of duration of the introd notion of the fuel, and therefore the amount of fuel injected into the cylinders. Hence the lever 25 will be termed herein the cut-0E lever. The lever 24 is pivoted at 26 and in the form shown is forked at its lower end, so as to embrace a grooved sleeve 27, mounted upon a worm-gear shaft 28, bearing the worm-gears 29 30. The wormgears 29 30 mesh with the worm-gears 31 32, respectively. The worm-gear 32 is mounted upon the cam-shaft 16, but is not longitudinally movable therewith in the form shown, but is carried by a suitable spline, so that the shaft 16 may have longitudinal movement in the worm 32. The worm 31 is similarly mounted upon another cam'shaft 33, which has a longitudinal movement in the frame corresponding with the movement of the cam-shaft 16, said movement of both shafts being controlled by the same lever 20. The lever 20 has at its lower end a fork 34, which engages directly with a grooved collar 35 upon the cam-shaft 16, so that when the lever is moved said cam-shaft will also be moved, as before described. A similar fork 36 engages with a grooved collar 37 on the camshaft 33, the said fork being carried by the shaft 21, so that the movement of the lever 20 imparts similar simultaneous movement to both cam-shafts. The cams on the shafts 33 will be hereinafter described in detail; but their function is to operate the fuel injection valve. These cams operate a lever formed of two parts 38 39, Fig. 4. The parts 38 39 of the lever are pivoted at 40, and the part 39 is mounted at 41, and to the part 39 is connected the cut-off lever 25. The part 38 is pivoted to a valve-stem 42, the said valvestem serving also as a support for one end of the part 38. Looking at the drawing Fig. 4, it will be observed that the part 38 is supported by a pivotal connection at each end. Hence if either one of said pivotal'connections is lowered or raised that intermediate part of the lever which is engaged by the cam is projected to a more or less degree into or out of the path of said cam on said shaft 33. For example, by lifting the pivot-point 40 by the movement of the cut-ofi lever 25 that portion of the lever 38 engaged by the cam would be engaged only a short time. On the contrary, if the point 40 were lowered the cam on the shaft 33 would engage the portion38 of the lever fora longer period. The valve-stem 42 is connected with the valve 43, which controls the duration of the fuel-supply, and therefore the amount. This valve 43 is located in the passage 44, through which air is propelled under pressure, the said air being supplied from a suitable tank 45, Fig. 1, through the pipe 46. Obviously when the valve 43 is opened the air under pressure is forced .in through said passage 44 and continues through a nozzle 47, forming one part of an atomizing device. (Best seen in the sectional views, Figs. 5, 6, and 7.) Around the outside of the nozzle 47 is a tubular member 48, which provides a passage of a suitable size, in which oil is carried and maintained preferably at a desired level closely adjacent to the end of the nozzle 47. The oil is supplied through the pipe 49 and may lead through a passage 49 in the casing 50, in which casing the various parts and passages of the fuel-supply apparatus are located. Suitable checkvalves may be provided in the passage for the oil-supplysuch as, for example, the checkvalves 51 52. (Shown in Fig. 6.) It follows that when air is forced rapidly through the nozzle 47 a suction is produced, tending to draw the oil up to the nozzle and at that point atomize the same and project it into the cylinder. When the air is turned ofi-for example, by closing the valve 43-the oil remains practically at the level of the nozzle 47, since the check-valves 51 52 prevent the return of the oil to the supply-tank 53. The provision of the check-valves also prevents the oil being forced back into said tank 53 during the expansion of the ignited gases within the cylinder during the operation of the engine. The pressure in the tank is in excess of any pressure in the cylinder and is maintained by an air-pump 54 of any desired construction connected to any suitable part of the engine for example, the shaft 3. Since the pressure in the tank 45 is in excess of the pressure in the cylinder, there is no danger during the ignition and expansion of the gases within the cylinder opening the valve 43.

55 is a removable plug to afford access to the passage adjacent to the

valve

43, and 56 is another plug to afford access to the passage adjacent to the check-valves 51 52.

57 is a plug to afford access to the passage to the rear of the nozzle 47.

The member 48, as well as the nozzle 47, may screw into the casing 50. A suitable stufling-box 58 may be provided around the valve-stem 43 as it passes into the casing 50.

It will be observed that the injector stands at an angle. This is preferable, because it prevents the oil leaking out or working back into the air-passage through the nozzle 47 and, further, because it holds oil suspended at the proper level ready for use at any moment.

59 is a second pump, which may be driven in any suitable manner---for example, by the main shaft 3the said pump being provided in this particular construction to force a water circulation in the usual well-known manner through the water space 2 within the jacket around the cylinders.

60 is a valve-casing containing therein a suitable valve 61for example, a puppetvalve. This valve 61 is mounted upon a Valve-stem 62, as best seen in Fig. 8. This valve-stem 62 may bear against a suitable lever 63, which is operated by cams on the shaft 16, as hereinafter described. The valve 61 stands in an air-passage leading through a pipe 64, communicating with the compressiontank 45 or other source of compressed-air supply. Continuing past the valve 61 air from the tank 45 or other source will pass through the pipe 65, which leads to the interior of the cylinder at any convenient point above the piston.

In Figs. 14 and 15 we have shown a relatively enlarged View of the inlet-valve 10, in which said valve is provided with a small dash-pot 66 at its lower end. This dash-pot may be of well-known form and is provided for the purpose of preventing said valve 10 from seating hard and unduly wearing as a result thereof.

The usual oil-ducts may be provided at any convenient points through the engine.

The particular description of the cams will be found under the description of the operation.

The operation of the engine is as follows: Air is first stored in the tank 45. This may be accomplished in any desired way; but after the engine has once been started it is maintained therein and is available atall times. The first step in starting the engine comprises heating the cylinder-head 7 by external means or in any desired way and to a sufficient degree. When the heads are sufliciently hot and assuming the operator desires to have the engine move forwardly, the lever 20 is moved forwardly and the pawl 23 is dropped into the first notch ahead of the middle notch. This action shifts the camshafts 16 33. This movement of the cam; shafts throws the set of cams Gt 0. in line with the lever 63, andin a three-cylinder engine these cams a, are so pitched that one of them will he slid under one of the levers 63, hence tilting the lever and opening one of the valves 61 and allowing the compressed air from the tank 45 or other source to flow into the corresponding cylinder. Simultaneously the set of cams b b are moved under the levers 13, carrying roller 15, which control the exhaust-valves. Previously to starting the engine all of the levers 63 and 13 rest upon what may be termed an idle position between the cams, so that if the engine were moved by outside means there would be no cam action. It should be stated that the sides of the cams, as well as the sides of the levers or the antifriction -bearings thereon, should be properly beveled, thus assisting the levers in riding up onto the cams from the side or obliquely. Simultaneous movement of the cam-shaft 33, Fig. 1, causes the set of earns 01 d to project underneath the levers 38. Hence at the same time that the engine is started the cams d will at the proper time open the valves 43, causing air to flow through the nozzle 47 to atomize the fuel and drive it into the cylinder in the form of a combustible mixture. The preferable time in the form of engines herein illustrated for injecting the fuel-supply into the cylinder is when the piston is approximately at the top of the stroke and when the air which has IIO been drawn in through the inlet-valve 10 is v compressed in the compression-space above the piston. Inasmuch as the pressure within the tank 45 is in excess of the pressure in cylinder when the cams d d operate the valves 43, atomized fuel will be forced into the cylinders against the compressed air therein and there ignited by contact with the hot cylinder-head or plate 8, or both. This action occurs in each cylinder at every other revolution of the engine, the engine shown being of the four-cycle type. In this instance the parts are so arranged that an impulse is given at every two-thirds of a revolution of the flywheel. The valves 61, which control the injection of compressed air to effect the starting of the engine, are so arranged that the upper part of the cylinder is opened to the compressed air at every downstroke of the piston during the starting of the engine. When the desired speed is attained, the lever 20 is thrown to its extreme forward position, so that the pawl will rest in the extreme forward notch. This further movement of the lever 20 shifts the cam-

shafts

16 and 33, and the further movement of the cam-shaft l6 shifts the cams a out of the path of the levers 63, so that the latter are not operated. Hence the compressed-air supply for merely starting the engine is then cut off. It will be observed that the cams a a are of such width as to operate the lever 63 only when the lever 20 rests in the first notch. The cams b I), however, are of such length that they still remain under the levers 13 to operate the exhaustvalves 11 11 in the usual manner when the engine is running normally. The cams d d are of such a length that this further movement of the shaft 33 does not remove them from the path of the levers 38, but they still remain under said levers, so that the injection-valves will be operated at the proper time-to wit. each injection-valve is operated at every other revolution of the engine. Nearly opposite the cam 19 is a low cam 12 which is best seen in Fig. 12. The function of the low cam 11 is to open the exhaust-valve slightly on the intermediate revolution of the engine to relieve the compression during the starting of the engine. The cam b is a short cam, as will best be seen in Figs. 11, 12. The cam b Figs. 11 and 12, corresponds in function to the cam b only the cam b is not brought into action excepting when the engine is starting in the reverse direction. The cam b is not shown in Fig. 11, since it is located on the section removed. When the lever 20 is moved forwardly into the further notch and the various parts of the mechanism are shifted so that the engine is running under the power of the fuel alone, the cams b are thrown out of action in a similar manner to the cams a; but the cams Z) still remain in action to operate the exhaustvalves 11 11 11.

We have described the starting of the engine in a forward direction and the position of the parts during the starting and after the starting and while the engine is running under the power of the fuel alone. It should be stated and it is clear from the foregoing description that when the engine is started not only is the power of the compressed air utilized to set up momentum in the fly-wheel, but the fuel is also being supplied to supplement the power of the compressed air. Hence but very little compressed air is needed to set the engine in motion. To reverse the engine, a second set of cams a, I), h and d are provided corresponding in function to the cams a, b, Z1 and d; but the former are so pitched relatively to the latter that when they are thrown into action by the movement of the lever 20 in a reverse direction the engine will be started and caused to run backward. For illustrative purposes only the cams have been shown in the drawings as being in the same phase. In practice, however, the mechanic would understand that the cams for actuating the valves for any particular cylinder should be adjusted in such a phase relatively to the position of the crank or piston as to operate the valves at the proper time.

Having thus made it clear how the engine is started and how it runs under normal conditions, it is next important to show how the moment of injection of fuel may be varied. As before stated, this may be controlled by the lever 24. The lever 24 moves the shaft 28. The shaft 28 carries the worms 29 30, which engage, respectively, with the worms 31 32 on the cam-shafts." The movement of the shaft 16 drives the cam-shaft 33 through said worm-gears. It will be seen that if the cams on the shaft 33 can be advanced or retracted relatively to the cams on the shaft 16 (and therefore relatively to the stroke of the piston) these changes will correspondingly hasten or retard the moment of the action of the cams on the shaft 33, hence the moment of the action of the injector. In the particular form shown worms 29 31 are left-hand worms, while the worms 3O 32 are right hand worms. This is the preferred construction. It follows that when the shaft 28 is shifted longitudinally it will advance the position of the cams on the shaft 33 or retract the same, according to the direction in which the shaft 28 is moved. Inasmuch as the worms 28 31 are of an opposite pitch to the worms 3O 32 only a slight movement of the shaft 28 produces aconsiderable change in the relative angular position of the cams on shaft 33 to the cams on shaft 16. From the foregoing it will be seen that by shifting the lever 24 the moment of injection of the fuel may be varied-either hastened or retarded-relatively to the position of the piston in the cylinder to suit the various conditions. This function might well be compared to the lead in a steam-engine.

Inasmuch as varying loads may be put upon the engine it is desirable to provide a means whereby when excessive loads are put on fuel may be supplied throughout a greater range of the stroke of the piston, so as to generate more power. This is accomplished by means of the lever 25, the operation of which has been previously explained, but, briefly stated, is to change the contact position of the lever 38, connected to the injector-valve, so that the cams upon the shaft 33 will operate said lever to hold open the injector-valve 43 for a longer or a shorter period, as desired. By this means the duration of the injection of the fuel is varied for the purpose stated, and this function might well be compared to the cut-0E in a steam-engine.

While we have shown and described the invention as applied to a four-cycle engine, it is obvious that it is applicable to an engine of the two-cycle type; but since that is another species, covered by the generic claims herein, the particular construction may be made the subject of a separate application for a patent and need not be shown and described in detail herein.

It will be observed that in this engine it is unnecessary to provide a pressure on the fuel, meaning the oil itself. It will also be observed that there is no necessity even of a gravity flow to hold the oil at the proper level. It will also be observed that the moment of ignition occurs at the moment the combustible mixture is introduced into the cylinder irrespective of the compression therein. Hence by varying the moment of introduction the time of ignition may be controlled and varied and the speed or power of the engine qualified accordingly. The compressedair-supply tank need not be large, since the compression within the cylinder at whatever moment the combustible charge is introduced does not depend upon the pressure or quantity of air within the compressed-air-supply tank, the function of the compressed air in the normal running of the engine being merely to produce sufficient force to inject a combustible mixture into the cylinder against the compression therein, whatever it may be.

What we claim is 1. In a hydrocarbon-engine, a cylinder, a combustion-chamber therein, a piston therein, a pressure-reservoir having a pressure therein in excess of the highest working pressure, an air-inlet, said piston acting to compress air in said cylinder, an exhaust-valve and means for forcing a combustible mixture into the space above the piston against airpressure and a rising working pressure therein, said air-pressure being below the point of ignition, and means for igniting.

2. In a hydrocarbon-engine, a cylinder, 2. combustion-chamber therein, a piston therein, an air-inlet, said piston acting to compress air in said cylinder, an exhaust-valve and means for forcing a combustible mixture into the space above the piston against airpressure and the rising working pressure therein, said air-pressure being formed by the action of the piston independent of the means for forcing the combustible material into the combustion-chamber, the air-pressure being below the point of ignition, and igniting means. I

3. In a hydrocarbon-engine, a cylinder, a piston therein, a combustion-chamber within said cylinder above said piston, the compression in said chamber at all times being below that required to ignite the fuel, and means for forcing a combustible mixture into said chamber and means for varying the time of forcing said combustible mixture into said chamber relatively to the position of the piston and means for igniting said mixture.

4:. In a hydrocarbon-engine, a cylinder, a piston therein, a combustion-chamber above said piston, an air-inlet, an independent fuelsupply passage and a check-valve therein, a second inlet adjacent thereto and means for forcing a combustible mixture into the combustion-chamber against the pressure created in the cylinder by both the action of the piston and by ignition, said pressure being below the point of ignition, and means forignition.

5. In a hydrocarbon-engine, a cylinder, 2. combustion-chamber therein, a pressure-reservoir having a pressure therein in excess of the highest working pressure, a piston, an air-inlet and an exhaust-valve in said cylinder, means for forcing a combustible mixture into the space above the piston against airpressure and a rising working pressure therein, said means being manually controllable and variable, said air-pressure being below the point of ignition, and means for igniting comprising a metal plate on one wall of said combustion-chamber and insulation between said plate and its support.

6. In a hydrocarbon-engine, a cylinder, a piston, a combustion-chamber communicating with the interior of said cylinder and means for compressing air in said cylinder,

and separate means for introducing into said combustion-chamber a combustible mixture, said separate means continuing to operate to force said mixture into said combustion-chamber and against the rising air-pressure and rising and falling working pressure therein said separate means being manually controllable and variable.

7. In a hydrocarbon-engine, a cylinder, a piston, a combustion-chamber communicating with the interior of said cylinder and means for compressing air in said cylinder and separate means for introducing into said combustion-chamber a combustible mixture, said separate means continuing to operate to force said mixture into said combustion-chamber and against the rising air-pressure and rising and falling working pressure therein said separate means being manually controllable and variable and igniting means comprising a metal plate in the upper end of said combustion-chamber, and a second metal plate substantially covering the end-of the piston and insulated therefrom.

8. In a hydrocarbon-engine, a cylinder, a

combustion-chamber therein, a piston therein, an air-inlet, a separate injector, an airpassage therein and means for varying the passage of air therethrough to control for a longer or shorter period the injection of the combustible mixture into said chamber and an uninterrupted communication between the injector and said combustion-chamber.

9. In a hydrocarbon-engine, a cylinder, a piston therein, an air-inlet, a separate fuelsupply inlet, a separate air-inlet adjacent to said fuel-supply inlet, means for compressing air leading to the last-named air-inlet, and means for controlling said compressed air to force the combustible mixture into the combustion-chamber without the aid of pressure on the fuel-supply and'an uninterrupted communication between the f uel-supply inlet and the said combustion-chamber.

10. In a hydrocarbon-engine, a plurality of cylinders, a piston in each of said cylinders, an air-inlet in each of said cylinders, compressed-air inlets in each of said cylinders, valves therefor, cams for actuating said Valves, means for shifting said cams, exhaustvalves, cams therefor, and means for shifting said cams, a compressed-air supply commu nicating with each of said cylinders through the aforesaid valves, and means for shifting said cams to start, stop or reverse said engine 11. In a self-starting and self-reversing hydrocarbon-engine, a compressed -air supply communicating with the cylinder, valves therefor, independent cams for actuating said valves and means for shifting said cams to start, stop or reversesaid engine, and means for simultaneously introducing a combustible mixture into the combustion-chambers against the pressure therein on each working stroke of the piston to supplement the action of the compressed air in starting or reversing said engine.

12. In ahydrocarbon-engine, a combustionchamber, means for introd ucin g a combustible material into said combustion-chamber, manuallyoperated means for varying the moment of the introduction of said mixture relatively to the position of the piston and independent manually-operated means for varying the duration of the introduction of said combustible mixture relatively to the stroke of the piston.

13. In ahydrocarbon-engine, acombustionchamber, means to force combustible mixture into said combustion-chamber against the rising and falling pressure therein, and independent manually-operated means to variably control the moment of the introduction of said combustible mixture or the quantity of said combustible mixture introduced, or both,

the maximum air-pressure in said chamber being always below the ignition-point, and means to ignite said mixture.

14. In ahydrocarbon-engine, a combustionchamber, means for introducing a combustible charge, and means for igniting said combustible charge upon the introduction thereof irrespective of the air compression in the combustion-chamber, and manually-operated means for varying the moment of the introduction of the combustible charge to control said engine.

15. In a hydrocarbon-engine of the internal-combustion type, a cylinder, a piston, a combustion-chamber, means for introducing a combustible charge against compression therein, manually controlled independent means for varying the moment of the introduction of the combustible charge, and means for igniting said combustible charge at the moment of introduction thereof, and irrespective of the compression in said combustion-chamber.

16. In a hydrocarbon-engine, a cylinder, a piston, means for admitting air and combustible mixture, an exhaust-valve, two separate sets of cams for operating said exhaustvalves, means for rotating said cams from the driving-shaft, means for throwing either of said cams into or out of action, an injector, a valve therefor, two separate sets of cams to operate said valve, and means for rotating and shifting said cams simultaneously with the first-mentioned cams and means for changing the angular position of the second set of cams relatively to the first set of cams to vary the moment of operation of said injector.

17. In a self-starting and self-reversing hydrocarbon-engine, a compressed-air supply communicating with the cylinder, valves therefor, cams for actuating said valves and means for shifting said cams to start,.stop or reverse said engine, and means for throwing said compressed-air supply out of action when the engine is running under normal conditions, and means for introducing a combustible mixture into the combustion-chambers against the pressure therein on each working stroke of the piston to supplement the action of the compressed air in starting or reversing said engine.

Signed at New York city this 26th day of August, 1902.

CARL O. RIOTTE. CARLTON R. RADGLIFFE.

WVitnesses:

O. H. GARDNER, WILLIAM S. MOOLENAHAN.