US748045A

US748045A - Internal-combustion engine.

Info

Publication number: US748045A
Application number: US12202902A
Authority: US
Inventors: William M Britton
Original assignee: T R CLURE
Current assignee: T R CLURE
Priority date: 1902-09-04
Filing date: 1902-09-04
Publication date: 1903-12-29
Anticipated expiration: 1920-12-29

Description

PATENTED DEC. 29, 1903.

w. M. BRITTON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED $EPT. 4. 1902.

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N0. 748,045. PATENTED DEC. 29. 1903.

W. 7M. BRITTON. INTERNAL COMBUSTION ENGINE.

APPLIOAT ION FILED SEPT. 4' 1902.

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N0 MODEL.

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No. 748,045. PATENTED DEC. 29, 1903.

W. M. BRITTON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 4. 1902.

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WITNESSES: Mm M x ATTORNEY No. 748,045. PATENTED B13029, 1903;

W. M. BRITTON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 4- 19.02.

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UNITED S A ES l Patented December 29, 1903.

\PATEN-T OFFICE.

WI LLIAM M. BRITTON,OF COLUMBUS, OHIO, ASSIGNOR OF ONE-HALF TO T. R. OI'JURE, OF COLUMBUS, OHIO.

T N L-MeusTioN line I N E.

sPEeIrrcArIoN taming part of Letters Patent No. 748,045, dated December "Application filed September 4, 1902. Serial No. 122,029. (life model.)

a citizen of the United States, residing at C0 lumbus, in the county of Franklin and State of Ohio, have invented a certain new and useful Improvement in Internal-OombustionEn- I gines, of which the following is a specification. My invention relates to the improvement of gasolene-engines or engines of Tthat type ordinarily designatedas internal-combustion engines; and the objects of my invention are to provide an improved engine construction of this class wherein means are provided for the continuous combustion of the mixed gas and air throughout the stroke of the piston; to provide, in connection with my improved engine, a plurality of power-cylinders and pistons, the latter so arranged and operated as to insure one of the'same being in an operative position at all times; to provide improved means for controlling or regulating the air pressure; to provide improved means whereby a higher air-pressure will be maintained on the gasolene or within the gasolene-reservoirthan withinthe valve through which the air is fed to the igniting or combustion chamher; to provideimproved means for controlling the exhaust; to provide an improved valve-gear mechanism for controlling the supply of mixed gasolen'e and airto the combustion-chamber, and to produce other improvements the details of which will be more fully pointed out hereinafter. These objects I accomplish in the manner illustrated in the accompanying drawings, in which-e Figure 1 is a plan view of my improved engine. Fig. 2 is a front end view of the same. Fig. 3 is a sectional view on line a: at of Fig. 1. Fig. 4 is a sectional view on line y y of Fig. 1. Fig. 5 is a central vertical section through my improved valve-gear and the feed-valve for the combustion-chamber, said view being taken on line 8 s of Fig. 6. Fig. 6 is a plan view of Fig. 5. Fig. 7 is a sectional View on line tt of Fig. 6. Fig. 8 is a detail view in perspective of one of the feed-valves. Fig. 9 is a central sectional View of a portion of the same. Fig. 10 is 'an end view of the air-compressor cylinder. Fig. 11 is a sectional view on line q q of Fig. 10, Fig. 12 is an inner face View of the outletvalve. of the air-compressor cylinder. Fig. 13 is a view of the oppositeside of said valve. Fig. 14 is a side elevation of a pressure-controlling device which I employ in the manner hereinafter described, and Fig. 15 is a sectional view online a) '0 ofFig. 14..

. Similar numerals refer to similar parts throughout the several views.

In carrying out my invention I employ a suitable base-frame 1, upon which are mounted three parallel power-cylinders 2. In rear of these power-cylinders upon the base-frame 1 are provided shaft-boxings 3, in which is journaled a crank-shaft 4., the latter having adjacent to one of its ends a crank 5 and at the opposite end a crank 6. At the center of the shaft is carried an intermediate crank 7, said

cranks

5, 6, and 7 being so arranged with reference to each other as to project or radiate from the shaft from imaginary lines on the periphery of said shaft, which are approximately one hundred and twenty degrees apart. Carried on one of the outer ends of the crank-shaft is a fly-wheel 8, and connected with the

cranks

5, 6, and 7 are the outer ends of piston-

rods

9, 10, and 11. These piston-rods extend, respectively, into the cylinders 2, carrying on their forward ends pistons, one of which is shown at 12 in Fig. 3.

, With the pin of the central crank 7 I also connect the upper bifurcated end of a pistonrod 13, the latter extending downward and forward and pivotally connected with a piston 14, which is adapted to fit and slide withma lower inclined air-compressor cylinder 15. With the outer arm 6 of the crank 6 is connected the upper end of a piston-rod 16,

the lower end of which is pivotally connected with a piston 17, which is adapted to fit and slide within a vertical air-pu mp cylinder 18. This air-pump cylinder is formed in its otherwise closed lower end with inlet and outlet openings which are controlled by

valves

19 and 20. The valve 19 has coiled about its downwardly-extending stem portion below the cylinder a spring 21, which serves to normally close said inlet-opening by holding the valve 19 seated therein. The outlet-valve 20 is normally pressed upward and retained seated in the outlet-opening through the medium of a spring 22, which bears'between the under side of said valve and the upper side of the base-plate 18 of said cylinder. This base-plate-forms the bottom of a downward extension of the cylinder 18, and the space between said base-plate and the cylinder-- bottom is divided by a central partition l8 into inlet and outlet compartments 23 and 24, the compartment 23 having an inlet-opening 23 and the compartment 24 having an outlet-opening, fromwhich leads a pipe 24*. This pipe 24 leads to a gasolene-tank 25 and into the upper end thereof. Each of the powercylinders is formed on its forward end with an outwardly-extending neck or tubular projection 26, (see Fig. 3,) and each of these necks or projections terminates in a verticylindrical body 28, the upper end of which is closed and the lower end of which is in communication with a tubular downward extension 27 of the casing 27. Each of the valve-bodies 28 has its upper end provided with a vertical stem or rod 29, on the upper end of which is carried a bevel-pinion 30. Each of the valves 28 is provided in its upper portion with a wall-opening or port 31, through which communication is adapted to be established between the interior of said valve and the outer end of the corresponding powercylinder neck 26. (See Fig. 8.) On the periphery of each of the valves 28 and below the opening 31 I form a transverse groove 32, at the center of the length of which is provided an inclined port 33, which communicates with the interior of the valve. With the rear side and lower portion of the valvecasing 27 and each of the valve-

casings

27 and 27 which are arranged, respectively, on opposite sides of said valve-casing 27, opposite and in connection with the outer cylinders 2, is formed a rearwardly and downwardly extending tubular arm 34, which is closed at its lower end and which at its upper end is adapted to communicate with the port 33 of the valve 28. Extending transversely in front of the upper portion of the base-frame is a gasolene-supply pipe 37, the latter having arms 36, which connect, respectively, with the tubular projection 34 of the valve-

casings

27, 27, and 27 The flow of gasolene from these pipe-arms 36 into said tubular projections is regulated by needlevalves 35, which are indicated more clearly in Fig. 2 of the drawings. This gasolene-supply pipe 37 is connected with the lower portion of the interior of the gasolene-tank 25 through a pipe 37 which is shown more clearly in Fig. 3 of the drawings.

Leading out of the upper portion of the lower and forward end of the air-compressor cylinder 15 is a short tubular valve-casing 38,

which communicates with the interior of the cylinder 15 through the medium of a conical valve-opening 39. Within the valve-casing I provide a valve-body 40, so formed as to be adapted to close the opening 39 from the outer side. This valve 40 is provided at intervals with radially-arranged bearing projections provide in the cylinder end an opening 44,

which, in conjunction with the inner end of an outwardly-projecting valve-guide or cage 45, forms a seat for a conical valve-body 46, which when closed against said seat has its inner surface flush with the inner end of the cylinder 15. The valve 46 is provided with a stem 46*, which has a slidable support in the outwardly-extending cage or guide 45, as shown. On the outer side of said guide the valve-stem is threaded and provided with an adjustable stop-nut 47, between which and the end of the guide is interposed a spring 48.

' 49 represents a binding-plate through which the valve-stem 46 passes loosely, the lower end of said binding-plate being hinged at 50 to the lower side of the guide projection 45. Supported from and above the cylinder 15 is a cap-like body 51,into the center of the upper side of which leads a pipe 52. Within this cap-like body is provided a horizontal diaphragm 53, which is provided on the under side of its center with a contact projection or lug 54. Pivoted in front of this capbody is a bell-crank lever 55, the upper arm 55 0f which extends beneath the diaphragm 53 and has its upturned end supported adjacent to the diaphragm-lug 54. The downwardly-extending arm 55 of said lever is curved about the valve-casing 38, as shown more clearly in Fig. 10, and has its lower end contacting with the outer side of the upper end portion of the binding-plate 49. The upper portion of the arm 55 has passing loosely therethrough an outwardly-projecting pin 56 the outer threaded portion of which carries a nut 57 ,between which and the leverarm is interposed a spring 58, this spring serving to normally press the lever-arm 55 inward and to hold the binding-plate 49 in a vertical or substantially vertical position. The pipe 42, which leads outward from the valve-casing 38, is continued in the form of united pipe-sections outward and upward, its upper end uniting with the downward'extension 27 of the central valve-cylinder 27, within which is contained that valve 28 which regulates the supply of air and gasolene to the chamber formed within the tubular projection 26 of the central power-cylinder 2. Through the medium of a transverse pipe 59, whichis indicated more clearly in Fig. 2 of the drawings, the remaining valve-

cylinders

27 and 27 or the valve-cylinders which belong to the end power-cylinders 2, communication is established between the pipe 42 and the interiors of the valve 28. y

Journaled in front of the upper portion of the forward ends of the cylinders 2 in bracketarms 60, which project from said cylinders, is a horizontal shaft 61. On this shaft are fixed eccentric or cam bodies 62, one for each of the power-cylinders. Each of these cam-bodies is connected, through the medium of a coiled spring 63, (see Fig. 5,) with one end or face of a bevel gearwheel 64, which is loosely mounted on said shaft 61, said spring being coiled loosely about the shaft. ing each of these gear-wheels 64 I form the same with a rearwardly -extending portion 64, which terminates in an enlarged or wheellike head 64*. This head 64 is in the nature of a segmental gear-wheel and has-formed thereon a limited number of gear-teeth, such as are indicated at in Fig. 7. I also affix to the shaft 61 adjacent to each of the heads or gear-segments 64 the inner end of an arm 66, said arm having its outer enlarged end portion pivotally connected, through the medium of a bolt 67, with one of the apexes of the cam-frame 68, this cam-frame, while having curved outer sides, presenting somewhat the outline of a triangle and having on the upper side of its base portion near its inner and wider end a limited number of successivelyarranged gear-teeth 69, which are adapted to gear with the teeth 65 of the bevel-gear extension-head 64'. Each of the cam-frames thus formed is inclosed within a casing, such as is indicated at 70, through which casing the shaft 61 passes loosely. The" inner side or surface of this casing opposite theframe 68 is in the form of a spiral curve which extends from one side of the casing to a point 70, from which it is continued in the arc of a circle to a point 70*, this latter point being connected at 70 with the point .of beginning of said spiral curve through the medium of a short outward curve 70. Each of the bevel gear-wheels 64, as indicated in Figs. 3 and 5, gears with one of the horizontal bevel-pinions 30, which are carried, as heretofore described, upon the valve-stems 29. The shaft 61 carries adjacent to one end a bevel gear-wheel 61*,which gears with a bevel gear-wheel 61 at right angles therewith and carried on the forward end of a rearwardly-extending shaft 61. This shaft 61 carries on its rear end a bevel gear-wheel 61 which gears with a similar wheel 61 on the crank-shaft 4.

The pipe 52, which leads from the chamber formed by the cap 51 of the air-compressor cylinder, as indicated in Fig. 3 of the drawings, leads into the pipe42, from which a pipe 71 leads rearward to an air-reservoir 72. This pipe 71 is provided, as indicated in Fig. 2 of the drawings, with a valve 73. Above the pipe 71 the pipe 42 is provided with a valve 74, which controls the passage of air upward through said pipe 42 and its branch arms 59. The pipe 42 has leading therefrom to the pipe 24 a pipe 75.

In coustructcylinders 2 I form in the upper side thereof,

near its inner or forward end, an exhaustopening 76, into which is screwed one end of an angular exhaust-pipe 77, having its outer end open and its lower end, which enters the opening 76, shaped to form a seat for a valve 78, which is carried on the lower end of a vertical stem or rod 79, which passes upward through a stuffing-box in the upper side of the exhaust-pipe, said stem carrying between said stuffingbox and its enlarged head a spring 80, which normally holds said valve 78 in a closed position.

Fulcrumed from astandard 81, which rises from the forward end of each of the powercylinders 2, is a val ve-operating lever 82. (See Figs. 1, 2, and 3.) Each of these levershas its rear end portion in contact with the head of one of the valve-stems 79 and has pivoted within its bifurcated forward end a frictionroller 83. Each of these friction-rollers is in contact with the periphery of one of the cam or eccentric bodies 62 of the shaft 61. Extending upward from each of the power-cylinders 2 is a bracket 84, and in said brackets is jou rnaled a transverse shaft 85. Connected with this shaft and rising therefrom one above each of the power-cylinders is an arm 84, and with the upper ends of these arms are connected forwardly-extending bars 87, the forward ends of which are respectivelyconnected with upwardly-projecting lugs 88 of the valve-gear casings 70. As indicated in Fig. 3 of the drawings, one of the arms 84 is extended upwardly to form an operating lover or handle.

As indicated in Figs. 3, 14, and 15 of the drawings, the pipe is intersected by a pressurecontrolling case 89, which is separated into two compartments by a' central diaphragm 90, the latter having a comparatively small central opening 91. That section of the pipe 75 which leads from the pipe 24 connects with the casing 89 through an opening 90 on the rear side of said casing, while that section of the pipe which leads from the casing to the pipe 42 connects withsaid casing through an opening 9O on the forward side thereof. The center of one of the side plates of the casing 89 is formed with an outwardlyextending boss 89 through the central threaded opening of which passes a screw 92, the pointed inner end of the latter entering the central opening 91 of the diaphragm and normally closing said opening. The opposing plate or side of the casing 89 is also provided with'a boss-like projection 89, into which passes a screw 93, the inner end, of which within an enlargement of the interior of said boss bears against the outer end of a spring 94, the in ner end of which bears against the diaphragm 90.

Leading into each of the chambers formed by the tubular extensions 26 of the powercylinders are wires 95 and 96, these wires, which are shown in Fig. 3 of the drawings,

llO

leading to a suitable source of electricity and current-controlling apparatus.

In order to illustrate the operation of my improved engine, we will assume that the

valves

73, 74, and 35are closed and that the air above the gasolene in the tank 25 and within the air-reservoir 72 is under pressure. This initial pressure may be imparted by any suitable means, such as the employment of a hand-pump. The valves above mentioned being opened, air from the reservoir is passed through the pipe 71, thence into the pipe 42, and through the latter and the pipe 59 to the interior of the valves 28. The gasolene which is under pressure in the tank 25 will pass upward through the pipe 37, thence through the pipe-arm 37 and the pipe 37 to the tubular arms 34, from which the gasolene will be discharged into the valves 28 when the grooves 32 of said valves register with the openings at the upper ends of said tubular arms 34. Assuming that one of the valves 28 has its opening 31 in communication with one of the com bustion-chambers formed by the outwardly-projecting tubular extension of one of the power-cylinders 2, as shown in Fig. 3, and, further, assuming that the piston of the power-cylinder mentioned is in the inner end portion thereof, it will be understood that the combined gasolene and air will pass from the interior of the valve into said combustion-chamber and that an electric spark produced by closing a cir-.

'tially instantaneous burning of the mixture.

The relative arrangement of the crank-carrying piston-rods insures one of said pistons being in position at all times to be acted upon by the products of combustion, as above described. Rotary motion is imparted to the valves 28 through the medium of the

gearwheels

64 and 30 and shaft 61, said shaft receiving its rotary movement from the shaft 61, which in turn is driven through the medium of the

gears

61 and 61 from the crankshaft, said crank-shaft receiving its motion from the reciprocation of the piston-rods of the power-cylinders. The relative positions of the valves 28 insure said valves having their openings 31 successively in communication with the combustion-chambers 26 of the power-cylinders.

The manner of contributing motion from the shaft 61 to the stems of the valves is as follows: The rotation of said shaft 61 and the consequent rotation of the cam-body 62 reried in the direction of the arrows shown in Fig. 7 has its point in contact with the spiral plane or surface of the interior of the casing 70 while traveling between the points 7 0 and 70 and owing to the fact that the distance between the point of said cam-frame and the center of the shaft 61 accordingly decreases in the above-described movement it will be seen that the engagement of the teeth 65 and 69 must operate to retard the movement of the bevel gear-wheel 64, thus providing for a relatively slow motion of the corresponding valve-stem during the travel of the point of the cam-frame between the

points

70 and 70. In the manner hereinafter described the casings 70 are so set as to result when said campoint is between the

points

70 and 70 in the opening of the corresponding valve 28 or the bringing of the slotted opening 31 of said valve into communication with the interior of the corresponding combustion-chamber 26. This communication between said valve and combustion-chamber continues until the point of the cam-frame 68 is again at the point 70; but it is obvious that when the cam-frame point reaches the point 70 of the bearing-surface said cam-point will move or jump to the point 70 with a comparatively quick motion, which is accelerated by the tension of the spring 63, thus providing for a rapid closing movement of the valve. It will be understood that the time of the closing of the valves must depend upon the positions of the casings 70 and that by moving the lever extension of one of the arms 84 either forward or backward the point 7O may be changed with reference to its location or direction from the shaft, so as to bring the point of the cam-frame at said closing-point 70 at an earlier or later time. It will also be understood that the opening of the valves will occur at the same point in relation to the power-piston irrespective of the positions of casings 70, due to the arc of circle 70 to 70".

I have heretofore described the outward movement of one of the pistons and the means by which the same is driven, and it will readily be seen that the pistons of the three power-cylinders herein shown will be similarly operated in succession. As each of the power-cylinder pistons nears its outer limit the projecting portion of the corresponding cam 62 on the shaft 61 comes into such contact with the outer end of the corresponding lever 82 as to raise the outer end of obvious that a reciprocating motion will be imparted to the piston 14 of the air-compressor cylinder. In the movement of this latter piston toward the end of its cylinder the valve 46 will be drawn open and the sup ply of air admitted, and on the return movement of said piston it is obvious that said valve 46 willvbe closed and that the valve 40 will be forced open, thereby permitting the air to be driven under pressure into the pipe 42. Through the medium of the pipe 71 the air-reservoir 72 will be provided at all times with a supply of air under pressure. It will be understood that the gasolene-tank 25 will be supplied with air under pressure through the medium of the pipe 24, the compression of the air therefore being attained through the reciprocating motion of the air-pump piston 17 imparted from the crank-shaft. In

order to insure a proper discharge of gasolene against the air in the valves 28, it is desired that the pressure within the gasolenetank be greater than the pressure within the pipe 42, and it is for this reason that I employ the heretofore-described regulating device which is shown in detail in Fig. 15 of the drawings and the operation of which is as follows: The central diaphragm 90 has its opening normally closed by contact With the tapering end of the screw 92; but when the air-pressure within the casing formed by the plates 89 on the right side of the diaphragm 90 becomes sufficiently great to overcome both the pressure of air on the opposite side of said diaphragm and the pressure of the spring 94 it is obvious that the diaphragm will be moved sufficiently to permit the air from the high-pressure side thereof to flow to the cornparativelylow-pressure side; butowing to the employment of thespring 94 it is obvious that a higher pressure will be normally maintained on the gasolene than Within the pipe 42 and the valve. In case the air-compressor piston 14 is working againsta surplus of airpressure in the pipe 42 or agreater pressure than is desired for properly supplying the combustion-chambers it will be understood that this increased pressure will exert such depressing influence onthe diaphragm 53 of the casing 51 as to produce a downward movement of the arm 55 and outward movement of the arm 55 of the bell-crank lever 55, this movement of said bellcrank placing the spring 58 under tension. The outward movement of the arm 55 of the lever results in permitting the latch or binding-plate 49 to drop outward until it intersects the valve-stem 46 on an incline, and causes said valve-stem to bind therein on its outward stroke, thus preventing the closing of the valve 46 and permitting the escape of air therethrough on the inner movement of the piston 14 of the aircompressor. When the pressure in the pipe 42 is sufficiently relieved to permit the spring 58 to perform its office of moving the leverarm 55 inward, it is obvious that the binding-plate 49 will be returned to its normal position, and that the valve 46 will again be free to close.

Having now fully described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In an internal-combustion engine, the combination with a plurality of power-cylinders, each of said power-cyliuders having an exhaust outlet and combustion chamber communicating therewith, a crank-shaft, pistons in said cylinders connected with the cranks of said shaft, of hollow rotary valves adapted to communicate at each revolution with the interiors of the combustion-charnbers, a rotary shaft operating said hollow valves, cams on said shaft, exhaust-valves for the power-cylinders, fulcrumed exhaustvalve -operating levers having their outer ends adapted to contact with said shaft-cams and their rear ends adapted to impart opening movements to said exhaust-valves, means for supplying air and gasolene under pressure to said hollow valves and means for igniting the combined gasolene and air within said combustion-chambers, substantially as specified.

2. In an internal-combustion engine, the combination with a plurality of power-cylinders, pistons working therein, a crank-shaft to which said pistons are connected, and combustion-chambers communicating with said cylinders, of hollow rotary valves adapted to communicate at each revolution with said combustion-chambers, a rotary shaft 61 operated from said crank-shaft, connections between said shaft 61 and thestems of said rotary valve whereby a variation in the speed of said rotary valves is attained which will insure a comparatively rapid closing of the valves, means for supplying air and gasolene under pressure to said combustion-chambers and for igniting the same within the combustion-chambers, substantially as specified.

3. In an internal-combustion engine, the combination with a plurality of power-cylinders, pistons working therein, a crank-shaft to which said pistons are connected, and combustion chambers communicating with said cylinders, of rotatably-mounted hollow valves adapted to communicate at each revolution with said combustion-chambers, a rotary shaft 61 operated from the crank-shaft, bodies 62, arms 66 carried by said shaft, gearwheels 64 loose on the shaft 61, springs connecting said gear-wheels with said bodies 62, a cam-frame 68 connected at one side with each of the arms 66, a casing 70 loose on the shaft 61 about each of said cam-frames, acamframe bearingsurface within said casing comprising as described a spiral curve, a curve having the arc of a circle and an outward curve con necting said circle-arc with the point of beginning of the spiral curve, said camframe having a plurality of teeth on its longer arm adapted to gear with teeth on an extension of the gear-wheel 64, gear connections between said wheels 64 and the stems of said rotary valves, means for rocking the casings 70 on the shaft 61, means for supplying air and gas to the combustion-chambers and means for igniting the combined air and gas within the combustion-chambers of the power-cylinders, substantially as specified.

4. In an internal-combustion engine, the combination with a plurality of power-cylinders, pistons working therein, a crank-shaft with which said pistons are connected, combustion-chambers communicating with each of said power-cylinders, an air-compressor cylinder 15, a piston therein, said piston connected with said crankshaft, a gasolene-tank, an air-reservoir, an air-pu mp cylinder 18 having inlet and outlet valve-controlled openings, a piston in said air-pump cylinder, said piston connected with said crank-shaft, and a pipe connection between the outlet of said air-pump cylinder and said gasolene-tank, of rotary hollow valves adapted to communicate at each revolution with the piston-chambers of the power-cylinders, a pipe 42 leading from the air-compressor cylinder 15 and distributing air to said rotary valve, a gasolene-conducting pipe leading from the gasolene-tank to and communicatingwith said rotary valves, substantially as specified.

5. In an internal-combustion engine, the combination with a power-cylinder, a reciprocating piston therein, a combustion-chamber communicating with said power-cylinder, and an air-conducting pipe conveying air to said combustion-chamber, of a gasolene-tank, a gasolene-conducting pipe through which gasolene is conducted to said combustionchamber, an air-compressor, a pipe connection '24 between said air-compressor and said gasolene-tank, a pipe 7 5 leading from said pipe 24 to the air-supply pipe for the combustionchamber, a casing intersecting said pipe 75 and with opposite sides of which separated sections of said pipe connect, a central diaphragm in said casing having a central opening, a valve on the rear side of said diaphragm and normally closing the opening therein, and asprin g exertinga rearward pressure on the forward side of said diaphragm, substantially as specified.

WILLIAM M. BRITTON.

In presence of A. L. PHELPS, P. S. KARSHUER.