US781923A - Internal-combustion motor. - Google Patents

Description

No. 781,923. PATBNTED FEB. '7. 1905.

A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION FILED NOVA, 1901 4 SHEETS-SHEET l.

No. 781,923. PATENTED FEB. 7, 1905. A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION rum) NOV.4,1901.

4 sums-sum 2.

No. 781,923. PATENTED FEB. 7, 1905.

- A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION nun nov.4. 1901.

4 SHEETS-SHEET a.

W 61 Q I No. 781,923. PATENTED FEB. 7. 1905. A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION mum NOV. 4. 1901.

4 8KEET8-SHEET 1.

'1 j'; I o 4/ 49' UNITED STATES Patented Febrnary '7, 1905.

ADOLF VOG-T, OF \VEST NORRVOOD, ENGLAND.

INTERNAL-COMBUSTION MOTOR.

SPECIFICATION forming part of Letters Patent No. 781,923, dated February 7, 1905.

Application filed November 4, 1901. Serial No. 81,086.

To 111/ whom it 'm/(t FOIL/WT:

Be it known that l, A DOLF Voe'r, a citizen of ('iermany. residing at 91 Thornlaw road, \V est Norwood, in the county of Surrey, England, have invented certain new and useful 1mprovements in Internal-Combustion Motors, (for whichl have applied for a patent in Great Britain, dated April 11, 1901, No. 7,469,) of which the following is a specification.

My invention relates to an improved construction of internal-combustion motors of the kind described in Vogt and Recklinghausens patent, dated August 5, 1902, No. 706,366, in which the working cylinder was constructed with vertical extensions at each end containing liquid, which liquid columns constituted extensions of the piston that were made to rise and fall alternately as the piston worked to and fro in the lower part of the cylinder.

My present improvements have for their object to adapt this construction of engine to work according to the system in which the explosive charges of gas and air are compressed to the full extent before entering the working cylinder and are ignited after the piston has performed a portion of its stroke, the piston being made to work right up to the end of the cylinder, so that there is no dead space, while when the charge is ignited the piston is already in a favorable position for doing work. Motors of this kind have been described in prior patents, among others in the English Patents No. 14,212 of 1893 (Smethurst) and No. 23,236 of 1899, (Abel) and also in Schottler [)z'e G l-SWIMM- (/1 1w, page 206.

I will describe the construction and mode of action of my improved motor with reference to the accompanying drawings, in which Figure 1 shows a diagrammatic vertical section of motor of the kind above referred to operating according to my invention. Fig. 2 shows 1i modification with separate gas-compressing pump; Fig. 5), the same combination differently arranged; Fig. i, a modification with twin motor-cylinders and separate gas and air compressors; Fig. 5, the same modification differently arranged for working with liquid fuel; Fig. 6, a cross-section of the actual construction of the motor shown in Fig. 1; Fig. '7, a diagram section explaining the action of the liquid column; Fig. 8, a diagram of the crank-motion; Figs. 9 and f0, diagram views of the igniting apparatus; Fig. 11, a vertical section of the regulating device for controlling the pump for the combustible mixture.

In the arrangement shown at Fig. 1, 1 is the working cylinder with piston 2 connected in the usual manner to the crank of the engine-shaft. The cylinder is double acting and is worked by valvc-gear to be presently described. 3 and are the discharge-valves for the combustion-gases, and 5 and 6 the admission-valves for the explosive charges. which are controlled by a governor of suitable construction for allowing of the regulation between the limits of nothing to one-fifth filling. The maximum allowable filling will depend upon the pressure in the reservoir 15, which contains the combustible mixture under com pression. lt is only exceptionally that more of the mixture can be taken from the reservoir for a cylinder charge than is supplied in the same time by a force-pump 7. 6 is the main cut-offadmission-valve. The rod of piston 2 is extended backward and fixed to the piston of the double-acting pump-cylinder 7, of which Sand 9 are the suction-valves and 10 and 11 the forcing-valves. The combustible gas and air for forming the explosive mixture are supplied to the mixingvalve 12 through a regulating gas-valve 13 and air-valve 1-1. The combustible mixture is forced by pump 7 into reservoir 15, where it is stored at the required degree of compression. An igniting device is provided in the vertical extensions of cylinder 1 (incandscent tube, electric igniter, or the like) and is in such direct connection with the admissionvalve that on the complete closure of the latter the igniter made to fire the charge in the cylinder. \Vhen the engine-crank is in the position shown and valve (5 is opened, the motor will atonce be set in motion, in the first instance by the pressure of the admitted cornbustible charge and then by the pressure of the explosion, which occurs directly after the closing of valve (5. Shortly before the end of the outstroke the discharge-valve 3 is opened and remains open during nearly the whole of the instroke, only closing just before the opening of the admission-valve 5. The same cycle of operations also takes place on the other side of the piston. The .motor now Works With the maximum charge allowed by the governor until it has attained its full speed, after which the governor regulates the amount of the charge to correspond with the load on the motor. If this be not loaded to the maximum, the pressure in the reservoir 15 would rise, as the pump will deliver more mixture than is consumed by the motor. To prevent this, the reservoir is provided with a governor or regulator so arranged as to control the action of the pump within the proper limits. For this purpose a flexible diaphragm or a piston subject to the pressure in reservoir 15 may be used, which is either made to throttle the suction of the pump more or less or is arranged to open a communication between the suction of the pump and the reservoir 15, so as'to allow a portion of the mixture to pass back from the latter to the former, or, preferably, the diaphragm is made to keep the suction-valves 8 and 9 open during a portion of the compression stroke, whereby a portion of the mixture is simply transferred from the pressure side to the suction side of the pumppiston without expenditure of power.

Fig. 11 shows, by way of example, one arrangement of the above-mentioned regulator connected to the reservoir 15, Fig. 1, adapted to control the action of the pump 7 by more or less throttling the suction thereof. Within a casing 7 9, communicating with reservoir 15 by a pipe 80, is a flexible diaphragm 81, having a tubular stem 82 connected to the stem of the throttle-valve 8 1 by two springs 83 and 87, the stem 82 being made to bear on the upper end of 83,whose lower end bears against a collar on the stem of valve 84:, while spring 87 bears with its lower end on an abutment on 82 and with its upper end against a head on the stem of 84. Valve 84 is contained in a casing 85, communicating at 86 with the suction-opening of the pump and containing below 8 1 the gas and air valves 13 and 1 1. To the stem of diaphragm 81 are pivoted two weighted levers 88, that tend to maintain diaphragm 81 and valve 84 in the raised position. When the pressure in the reservoir'15 is normal, the levers 88 keep the diaphragm '81 and valve 8 L raised against such pressure, and 84: being open the pump can draw in a full charge of gas and air through 13 and 14:. hen owing to a decrease of the charges admitted to the motor-cylinder an increase of pressure occurs in the reservoir, the diaphragm 81 will be forced downward and through spring 83 will more or less close the throttle-valve sufficiently strong to prevent the suctionstroke of the pump from causing valve 8 1 to rise. The work of the pump might of course also be controlled by the same governor that controls the motor. The compression of the combustible gas can also be BfiBClJBCl separately from that of the air, and for high-compression pressures an arrangement of stage compressihg will be advantageous. It is always of advantage to effect a considerable cooling during the compression, as also to cool the reservoir. If liquid combustible be used, only the air requires compression. If the combustible mixture be introduced cold into the motor -cylinder and be only fired after the closing of the admission-valve, no flashing back of the flame into the reservoir 15 can possibly occur; but for increased security a separate stop-valve may be provided directly behind the admission-valve. The stop-valve may be cooled and be made with a large seat, parts of the valves overlapping parts of the seat, so that even if it should not close perfectly the heat will be so effectually abstracted from the flame of the back flash that it cannot pass beyond the valve. If the constituents of the explosive mixture be compressed separately and are only brought together at the admission-valve, all danger is of course avoided. The admission-valves should, if possible, be balanced valves, as at one time they are subject to pressure from the reservoir side and at another time, after the ignition, from the cylinder side, and consequently strong springs would be required. Any known construction of piston-valve or other forms of balanced valves may be employed for this purpose. If liquid combustible be used, this is injected into the air in the form of a spray just behind the admission-valve, or the air-supply is passed through any known form of carbureting apparatus for taking up the necessary proportion of combustible.

In order to obtain correctly-proportioned mixture for the charges for starting the motor after this has stood still for some time, the supply-pipe from the reservoir must be branched both from the upper and lower part thereof, as shown at Fig.1, as the gas tends to separate in an upward direction from the air. 16 and 17 are regulating devices on these branches, which are so adjusted once for all that assuming the gas to have more or less completely separated and accumulated at top the quantities of gas and air passing respectively through 16 and 17 will be in the correct proportions for forming the explosive mixture.

The motor-cylinder is of course provided with a cooling-jacket, and for large engines the piston is also provided with known means for cooling.

Figs. 2 to 5 show diagrammatic plan views of modified arrangements of the above-described motor, the working cyllnders belng IOC supposed to have vertical extensions at each end. the same as at 52 53 of Fig. 1.

Fig. 2 shows a diagrammatic section of a modification of the motor in which the gas and the air supplies are compressed separately. 18 is the gas-pump; 19, the air-pump; 20, the motor-cylinder. The governor is of course made to control both the air and the supply. 21 and 22 are coupled valves for the main cut-ofl'. 23 and 21% are the supply-valves of the motor-cylinder controlled by the governor and arranged to admit simultaneously the air and gas supplies.

Fig. 3 shows a diagrammatic sectional plan of a motor with stage compression. 25 is the working cylinder, 26 the cylinder for the first stage of compression, and 27 the cylinder for the second stage. 28 is a cooling apparatus, and 29 the reservoir. Both compressionpumps might be arranged behind the motorcylinder or in any other desired position. The regulating device need only be made to control the discharge from the first pump 26. Fig. a shows a diagrammatic sectional plan of twin motor-engines the cranks of which are set at an angle of about ninety degrees to each other. 30 and 31 are the motorcylinders. A single set of stage compressingpumps are provided for both the motor-cylinders, 32 being the pump-cylinder for the first stage and 33 that for the second stage, the cylinders being made of such a size as to supply the requisite explosive mixture to both motor-cylinders. 3a is a cooling apparatus, which is at the same time made to serve as an expandible intermediate reservoir between the two motors, as these perform their strokes at different times. 35 is the reservoir for the completely-compressed mixture. In this case also only the pump 32 requires to have its supply regulated.

Fig. shows a sectional plan of an arrangement more particularly applicable for propelling vehicles. 36 and 37 are twin motorcylinders coupled to cranks placed at ninety degrees to each other. 38 is an air-compressor which charges the reservoir 40. 39 is a pump for liquid combustible which is forced into the carbureter 41, that is supplied with compressed air from the reservoir 0. The motor-cylinders and pumps have their cranks so arranged on the crank-shaft as to distribute the moving masses as uni- Referring again to the construction of motor shown at Fig. 1, I Wlll now describe further improvements in the same as compared to the right.

with the Vogt and Recklinghausen patent previously mentioned. During the discharge period as much fresh water is introduced as is necessary for cooling. The excess of water is discharged through the discharge-valve. The fresh-water supply can be injected against the inlet-valve and allowed to trickle down thecylinder-walls. As soon as the dischargevalve is closed the admission-valve is opened. By a suitable timing of the strokes and by the supply of the charge in advance it is possible to entirely obviate any dead space and also to place the spaces behind the admission-valve, in particular the valve-seat, for a short time under water. Instead of the discharge-valves 3 t being placed at the extreme upper end of the vertical extensions of cylinder 1, as was the case in the before-mentioned Vogt and Recklinghausen Patent No. 706,336, the admission-valves 5 6 are placed in that position and the discharge-valves 3 4: are placed somewhat lower down. The admission and discharge valves are actuated by eccentrics as on a counter-shaft t3, driven at the same speed as the engine-shaft 44, in such manner that the discharge-valves 3 4C are closed somewhat bet'ore the end of the expelling stroke that is, the upward stroke of the liquid column-while the admission-valves are opened immediately after the discharge-valves have closed and before the expelling stroke has been quite completed. \Vhen the liquid column in the left-hand extension in rising arrives at the level of the open discharge-valve, a portion of the liquid will flow off through this into the discharge-pipe until the valve is closed. The admission-valve 5 being then opened, the liquid in continuing to rise will pass through the valve into the chamber to at the back thereof. A supply of fresh cold water is then admitted to the chamber 6 suiiicient to make good the amount previously discharged. and the piston 2 in beginning its return stroke to the right, owing to the momentum of the flywheel on the engine-shaft it. the liquid column will begin to descend. so that the fresh water admitted into chamber 4.6 will descend below admission-valve 5 and will at once be followed by a charge of the compressed combustible mixture from reservoir 15, which is ignited as soon as valve 5 is closed, causing the liquid to complete its downward stroke, thereby causing piston 2 to perform its stroke \Vith this arrangen'ient a motor may be obtained in which the stroke is actually greater than the length of the cylinder and the dead space is entirelyavoided. This arrangement, fu rthermorc. renders it possible with the minimum filling and without loss of pressure to effect the ignition of the charge only after the crank has passed through a much greater distance than that correspond ing to the extent of filling. The diagram, Fig. 8 and detail section at Fig. 7 show this mode ot action. It is here assumed that the motor works with one-fourth of the filling.

. This one-fourth filling, however, still corresponds to a useful load of the motor of about thirty per cent. This filling also corresponds to about 3.2 per cent. of the piston-stroke and is therefore exactly equal to the dead space in a normal steam-engine. The discharge-valve 3, Fig. 7, would be closed atthe position of the crank marked 64 on diagram Fig. 8. At the moment the level of the liquid will have reached the line 65, Fig. 7, at the crank position marked 66 the inlet-valve 5, Fig. 7, is opened. During this time the liquid-level will have very slightly risen and will have thus slightly compressed the small quantity of combustion residues situated above it, but not to such an extent that on the opening of the valve 5 either fresh combustible mixture or liquid could enter this space. The said residues would be at oncecooled to such an extent that the ignition of the fresh mixture could not be effected thereby. The

-liquid-piston then moves farther up to the dead-point of its stroke and forces a portion of the liquid into the space above the valve 5 say up to line 68. If the replacing quantity of liquid above referred to or a portion of the same is filled into the space 46, the angle X, Fig. 8, for the advance opening of valve 5 and also that for the early closing of the dischargevalve can be made smaller. With the crank position 70 the liquid-level will again be at line and only then will commence the filling of the combustible charge and will continue up to the crank position 71, in which position the closing of the valve 5 and the consequent ignition is effected. In consequence of the duration of combustion of the mixture and of the comparatively rapid crank motion already taking place at this position of the crank the highest diagram-pressure will not occur before the crank position 7 3, and it will of course in that case not reach the height shown on the diagram. WVith a still smaller charge and with cold combustible mixture and an equal speed the diagram will become flatter. In the crank position 71 the liq uid-level will be about at the line 72, Fig. 7. With this construction of motor every desired degree of compression of the combustible mixture can be employed, and even with a filling of combustible mixture under one per cent. the valve-gear would still operate properly, as for the smallest duration of the lift of the valve there may still be assumed a comparatively great crank angle as the minimum. The angle between the crank positions 66 and will here correspond to Zero-filling. 1f the motor is not greatly loaded the efficiency of the compressor will sink.

For supplying the fresh cold water to the motor in the above-described manner a forcepump 82 worked by an eccentric 83 on the engine-shaft, is made to draw water through pipe 94 from a tank (into which the water discharged through the discharge-valves 3 4 is made to flow through a pipe 45) and to force the same through pipe 84 into the air vessel 85 where it is stored under pressure and whence it passes through the refrigeratingcoil contained in a vessel 86 through which cold water is made to flow, the cooled water flowing thence through pipe 87 into chamber 46 of the motor, into which it is admitted at the required moment by means of valves 88 controlled by cams or .eccentrics 89 on the counter-shaft 43.

The above-described arrangement may be modified in such manner that the fresh cold Water instead of being supplied to the chambers is supplied either wholly or partially directly into the cylinder extensions at the beginning of the downward stroke of the liquid column.

In the crossesection of the improved motor as actually constructed (shown at Fig. 6) is shown a suitable arrangement of valve-gear for actuating the admission and discharge valves of the motor in the manner above de scribed. This is only given by way of example and does not form part of my present invention. On the before-mentioned counter-shaft 43, driven at the same speed as the crank-shaft 44, is fixed an eccentric 42, whose rod 47, connected to a radius-link 48, carries a tappet 49, which at a certainperiod of its compound to-and-fro and up-and-down motion engages with a tappet 50 on a rod 51, pivoted at its upper end to a lever 52, fulcrumed at 53 and adapted to act upon the rod 54 of the admission-valve 5, so as to open it against the action of a spring 55, tending to hold the valve closed, so that when 49 engages with 50 it lifts rod 51, and so opens the valve 5, the duration of such opening being dependent upon the duration of the engagement of the tappets, which engagement is varied according to the load on the engine by connecting the lower end of rod 51 by a link 56 to a lever 57 on a shaft 58, another lever 59, on which is connected by a rod 60 to the enginegovernor. On the speed of the engine varying the governor by means of levers 59 57 correspondingly varies the position of the lower end of rod 51 relatively to tappet 49, and thereby varies the duration of the action of this tappet upon the rod 51 and admission-valve 5. Lever 52 also has an electrical contact-piece 61, which closes the electrical circuit of the igniter as soon as valve 5 is closed, as will be presently explained. Eccentric 42 also actuates the discharge-valve 3 by means of rod 89 and lever 90, so as to open this against the action of spring 91 and allow it to close just before the end of the discharge-stroke and the opening of valve 5, as before explained.

In the arrangement of the motor-engine here shown the fresh-water supply is effected through a valve 92 at the lower end of the cylinder extension instead of at the top, as above described.

In order with the above-described improved motors to effect with certainty the ignition of the charge at the moment that the supplyvalve closes, the devices shown in vertical section at Figs. 9 and 10 may beemployed, these being shown as applied to the form of motor at Figs. 1 and 6. \Vith these devices itis essential that even theslightest spring action or looseness of the connection should be avoided,

as this would cause either a too early or a too 1 late ignition, which would entirely upset the proper action of the motor, owing to the exceedingly short time available for the ignition. \Vith a motor having two hundred and forty revolutions per minute the time during which the crank advances through one degree of the crank circle et uals I )a 't )t 1 360 teeth I a second. The musical note A makes four hundred and thirty-five vibrations per second. If therefore the parts of this device should only vibrate to this small extent, this would cause an inaccuracy of ignition amounting to a crank angle of thirty-four degrees.

Fig. 9 shows an arrangement the same as that at Fig. 6, in which the lever 75, thatopens the admission-valve 5, establishes at 76 an electrical contact at the moment when the valve 5 is closed again. As with this arrangement there is a slight longitudinal shift of the contacts, and consequently a frictional wedge action, all the parts are made correspondingly thick, and consequently no spring action can possibly take place, and the contact will always be made at exactly the same moment.

The arrangement at Fig. 10 is similar to that above described, only that in this case the front end of lever 77, in consequence of its momentum at the point of the closing of the admission-valve 5, etfects the interruption of a current in a Bosch igniter 78 in the known manner, thereby producing an electric are which effects the ignition.

By means of the last-described arrangement the lever 77 might also be made to open an incandescent tube, for which motion the whole time occupied by the closing of the admissionvalve might be used.

Having thus described my invention, what I claim as new therein, and desire to secure by Letters Patent, is

1. In an internal-combustion motor in which the combustible charges are compressed outside the motor-cylinder, and in which a horizontal cylinder with pistonhas vertical extensions at each end containing columns ofliquid forming extensions of said piston, the combination with said cylinder extensions of discharge valves placed near the upper ends thereof in a position in which a portion of the liquid column can escape through it toward the end of the discharge-stroke, means for holding said discharge-valves open until said portions of liquid have escaped through them, and means for supplying fresh liquid to said extensions to replace thequantity discharged, substantially as described.

2. In an internal-combustion motor in which the combustible charges are compressed outside the motor-cylimler and in which a horizontal cylinder with piston has vertical extensions at each end containing columns of liquid forming extensions of said piston, the combination with said cylinder extensions of discharge-valves placed near the upper ends thereof in a position in whicha portion of the liquid column can escape through it toward the end of the discharge-stroke, admissionvalves for the combustible mixture atthe top of said cylinder extensions, chambers above said admission-valves, and means for opening the latter shortly before the end of the discharge stroke so that a portion of the liquid can pass up through them into the said chambers, substantially as described 3. In an internal-combustion motor in which the combustible charges are compressed outside the motor-cylinder and in which a horizontal eylimler with piston has vertical extensions at each end containingcolumns of liquid forming extensions of said piston, the combination with said cylinder extensions of discharge valves placed near the upper ends thereof in a position in which a portion of the liquid column can escape through it toward the end of the discharge-stroke, admissionvalves for the combustible mixture at the top of said cylinder extensions, chambers above said admission-valves, and means for introducing a charge of cold liquid into said chambers so as to flow into said cylinder extensions when the admission-valves are opened in order to replace the portion of liquid discharged through the LllSCllZLlgB-YttlVCS, substantially as described.v

t. In an internal-combnstion motor in which the combustible charges are compressed outside the rnotor-cylimler and in which a horizontal cylinder with piston has vertical extensions at each end containing columns of liquid forming extensionsof said piston, the combination with said cylinder extensions of discharge valves placed near the upper ends thereof in a position in which a portion of the liquid column can escape through it toward the end of the discharge-stroke, admission valves for the combustible mixture at the top of said cylinder extensions, chambers above said admission-valvcs, and mcans for opening the latter shortly before the end of the discharge-strolm so that a portion of the liquid can pass up through them into the said chambers, a pump for compressing the combustible mixture driven by the motor-piston, a reservoir into which the compressed combustible mixture is forced by the said pump. and from which it passes through conduits into said chambers above the admission-valves,an

a controlling device operated by the pressure in the reservoir and controlling the suctionvalves of said pump so as to reduce the supply of compressed mixture to the reservoir when the pressure therein becomes excessive, substantially as described.

5. In an internal-combustion motor in which the combustible charges are compressed outside the motor-cylinder and in which a horizontal cylinder with piston has vertical extensions at each end'containing columns of liquid forming extensions of said piston, the combination with said cylinder extensions of discharge -valves placed near the upper ends thereof in a position in which a portion of the liquid column can escape through it toward the end of the discharge-stroke, admissionvalves for the combustible mixture at the top of said cylinder extensions, chambers above said admission-valves, and means for opening the latter shortly before the end of the discharge-stroke so that a portion of the liquid can pass up through them into'the said chambers, a pump worked by the motor-piston for forcing cold water into a reservoir, a duct connecting said reservoir with the chambers above the admission-valves of the motor and controlled valve devices on said duct, for admitting cold water to said chambers at regulated intervals before the admission-valves are opened, substantially as described.

6. In an internal-combustion motor of the kind described, the combination with the vertical extensions of the motor-cylinder of admission-valves for the combustible mixture at the upper end of such extensions, chambers above said valves for the reception of a portion of the liquid columns, discharge-valves for the combustion-gases and a portion of the liquid columns at a point somewhat below the admission-valves, means for supplying compressed combustible mixture to said chambers above the admission-valves, and means for supplying fresh liquid to the cylinder extensions to replace the liquid escaping through the discharge-valves, substantially as described.

7. In an internal-combustion motor of the kind described, the combination with the vertical extensions of the motor-cylinder of admission-valves for the combustible mixture at the upper end of such extensions, chambers above said valves for the reception of a porside the motor-cylinder and in which a liquid column forming a vertical extension of the motor-cylinder is contained in a vertical extension of the horizontal cylinder, the combination with a tapered or conical upper end of said extension, of a discharge-valve placed in a position in which a portion of the liquid column can escape through it towardthe end of the discharge-stroke shortly before the valve closes, substantially as described.

9. In an internal-combustion motor in which the combustible charges are compressed outside the motor-cylinder and this is constructed with upright conical extensions containing columns of liquid above which the combustible charges are admitted, means for causing the liquid column to penetrate just before the end of the discharge-stroke and pass beyond the inlet-valve in order to entirely obviate the dead space of the cylinder, substantially as and for the purposes described.

10. In an internal-combustion motor in which the combustible charges are compressed outside the motor-cylinder and having upright conical extensions containing liquid columns above which the combustible charges are admitted,means for supplying fresh liquid partly or wholly above the inlet-valve, so as to flow into the motor-cylinder when the valve is opened to admit the combustible charge, substantially as described.

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

ADOLF VOGT. itnesscs:

(JHAs. D. ABEL, GERALD L. SMITH

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