US790325A - Explosive-engine. - Google Patents

Explosive-engine. Download PDF


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US790325A US69949798A US1898699497A US790325A US 790325 A US790325 A US 790325A US 69949798 A US69949798 A US 69949798A US 1898699497 A US1898699497 A US 1898699497A US 790325 A US790325 A US 790325A
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Herbert B Steele
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    • F02B71/00Free-piston engines; Engines without rotary main shaft
    • F02B71/04Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby
    • B25C1/00Hand-held nailing tools; Nail feeding devices
    • B25C1/08Hand-held nailing tools; Nail feeding devices operated by combustion pressure


a I WITNESSES o No. 790.325. I PATENTED MAY 23, 1905.
UNITED STATES Iatented May 23, 1905.
SPECIFICATION forming part of Letters Patent No. 790,325, dated May 23, 1905.
Application filed December 16, 1898. Serial No. 699,497.
To all whmn it may concern:
Be it known that I, HERBERT B. STEELE, a citizen of the United States, residing at Malden, in the county of Middlesex and Commonwealth of Massachusetts, have invented a new and useful Improvement in Explosion-Engines. of which the following is a full, clear, and exact description, reference bemg had to the accompanying drawlngs, forming a part of this specification, in explaining its nature. 3
The invention as herein shown is embodied in an engine of the same general character as that described in my Letters Patent No. 627,359, dated June 20, 1899, to which reference may be made for a clearer understanding of the type of vehicle for which this engine is used, and may be considered an improvement thereon and adapted to replace,
substantially as before, and the lower, J enthe engine there shown.
The engine which forms the subject-matter of this application is supported on the machine-frame as in the construction shown in the patent referred to, the joint-piece B of the frame being shown in Figure 1.
Referr ng to the drawings, in all of which the same character is used to designate the I same part, Fig. 1 1s a vertical section through the center and at right angles to the shaft. Fig. 2 is an enlarged horizontal section through the center of the shaft and of the parts adjacent to the starting-crank. Fig. 3 is a horizontal section through the exhaustports of the engine. Fig. 4 is an elevation of the spray-maker or carburetor, shown in correct relative position to Fig. 1, but from which it may be removed any convenient distance by making the connecting-tube M of appropriate length. Fig. 5 is an elevation of the left-hand side of 'Fig. 1. Fig. 6 is an enlarged section through the igniting device. Fig. 7 is an enlarged section through the spray-maker or carbureter, and Fig. 8 is an enlarged section through the primary charging mechanism and electrical connections en larged from Fig. 1.
In a general way this engine is superior'to that shown in the patent above referred to in flammable gas, and in having the arrange- 5 ments for cooling the cylinder further developed and the carbureter simplified. The case E, with extensions E, E and E is similar to those of the said patent and is fastened in the joint-piece B in the frame in the same manner. The mechanism within the case E for receiving and modifying the power of the engine is the same, except that the admission cam is now attached directly to the pistonrack J and the cam-roll]; and rock-shaft If therefore are changed in position to correspond. The same admission-valve is used and the same throttling-valve also, but not shown, and a stronger mode of fastening the valve-case on is shown in the present construe.-
tion. The cylinder F is now made of two different diameters, the upper, J remaining larged therefrom for the purpose of providing a greater quantity of air for cooling the 7 exterior of the cylinder and for most thoroughly removing the exploded charge.
. Above the piston sufliciently to allow a combustion-space H suitable for the compressed explosive mixture is an air-inlet valve G whose stem is guided within a hub g of the flanged head Gr of the cylinder, and this valve G is held lightly to its seat by the small spring 9 bearing upon the enlarged under side of the head of the stem. The flanged screwed ring G threaded over the end of the cylinder, by which thread and an inward flange at the upper part it holds the headpiece G. This ring-nut-Q is provided with a row I of holes or ports registering with those formed through the cylinder-head. 9
Above and screwed to the ring-nut G is a large hollow ball, largely for ornamental purposes and which also serves to retain the cas ing below mentioned. Around and entirely inclosing the cylinder is a casing I, made of thin metal, and between the two is thereby formed a space I, which is used as a passage for carrying the air from the lower case E to the ports I and I at the upper end and in contact with the cylinder. At the lower end of the cylinder the space I communicates with the case E by holes 1 through the cylinderwall. At the central portion of the cylinder the casing is interrupted by the exhaust-port ring F over which ring the parts of the easing are shouldered, and the space 1 through which the air flows, is continued through the exhaust-ring between the exhaust-ports, as shown in section in Fig. 3.
The engine exhausts through an annular group of holes 1*, so situated in the cylinder that the piston uncovers them near the ends of its motor-stroke, and these are grouped, as shown in section in Fig. 3, to allow for passage between them of the air flowing in the passage 1 Oil in the form of spray mixed with vapor, together with sufficient air to transport it, enters the cylinder at the port L, situated sufliciently above the exhaustports to allow the admission to take place after the piston has closed the exhaust-ports on the upstroke, and the vapor entering the port L is controlled by the admission-valve L The engine operates upon the well-known two-cycle plan, giving a motor impulse for every forward motion of the piston. Air for the engine enters the case E through valves and passages formed in joint-piece 13 upon the upward stroke of the piston. Upon the motor-stroke the air is compressed moderately in the case E and passages 1. Near the end of the motor-stroke the exhaust-ports are uncovered, and the burnt charge escapes through them. Upon the fall of pressure in the combustion-space the valve Gr instantly opens, admitting the air from the case E to the combustion-chamber, which air expels any residue of the burnt charge and fills the cylinder with pure air. After the piston on its return stroke has closed the exhaust-ports the admission-valve opens and sufficient oil for the next stroke is injected into the cylinder. The flight of the piston then continuing, it compresses the gaseous mixture thus formed into the explosion-chamber H, where it is exploded automatically by any usual device therefor.
As before mentioned, I make the lower pumping-piston J 2 larger in diameter than the motor-piston, and to cool the cylinder efli ciently and wash out the products of combustion thoroughly this piston J 2 should be about one and one-half times or more the area of the piston J, and that the greatest cooling effect of this air may be realized I provide the outside of the cylinder in the neighborhood of the combustion-chamber with a large number of annular flanges or ribs, greatly augmenting its radiating-surface. The radiating-surface may of course be augmented in other ways; but the means shown in the drawings for this purpose is useful and simple. These radiating-ribs are made quite small and near together, so as not to impede the air materially. in its passage. Also the space over the ribs, through which the air passes, is quite restricted, so that the air in passing will be thoroughly driven into contact with the ribs.
As the efiective operation of engines of this type largely depends upon the ability to keep constant the quality of the explosive medium both as to its constituents and as to its temperature, it is especially desirable that any means'which should tend to corrupt this explosive medium or even slightly change its character or add materially to its temperature should be eliminated from the engine to the greatest possible extent. Such disturbing means are the foul or burned gases, the results of explosions, and the increase in temperature of the parts of the engine with which the explosive charges are brought into contact. A slight washing of these parts by air which is-subsequently used to form a part of a succeeding explosive charge is of no value. In fact, it is detrimental, as it serves to make cumulative one of the conditionsviz., high temperature which it is desirable to avoid; nor does it completely remove impurities from within the engine, and I therefore do not employ air in this way. I have discovered, however, that a large volume of compressed air two or more times the amount in volume required for an explosive charge caused to circulate about the cylinder and to then at a predetermined instant be forced into the cylinder and through it to the atmosphere and away from the parts of the engine in what might be considered an elongated column under pressure serves to supply the cylinder and the parts of the engine with which it is brought into contact with such a large heat-absorbing medium in a short interval of time that the cylinder and working parts of the engine which it is desirable to maintain at a uniform temperature are kept sufliciently cool, and at the same time the foul effects of explosions are completely removed from the cylinder to the outer air away from the engine, so that it would not be inapt to call the means ('11. 0., the large volume of compressed air) which causes this thorough washing of these parts of the engine a scavenging as well as a cooling column. This large volume of compressed air as it circulates about the exterior of the cylinder serves to absorb heat from it, and in continuing its course into and through the cylinder to the atmosphere it continues to absorb heat from the inner surface of the cylinder and from the piston and also then acts to discharge from the cylinder the foul gases of the previous explosion in a peculiar wayviZ., the volume of compressed air that is used is so large that it much more than lills the portion of the cylinder through which it flows. Consequently it is acting as a powerful expelling and cooling stream or current and acting upon both the exterior of the cylinder and upon the interior thereof. It consequently follows that the foul or burned gases and heat are discharged from the cylinder into the atmosphere by the forward end of this elongated air washing-column and that the portions of the column which follow, passing through the cylinder to the atmosphere, are much cooler, leaving the portion which remains in the cylinder at a temperature desirable for the explosive charge.
The spray-maker. or carbureter shown in Fig. 4 is so proportioned that its cylindrical body A may enter a portion of the vehicleframe should such be thought necessary. Connection with the oil should be made by a nipple 0 and with the engine by the pipe M which should be of appropriate length to accommodate the positionin which the spraymaker is placed, and the said tube may also be carried within the frame of the vehicle should it be thought desirable.
Referring to Fig. 7 oil fiowsfrom. the oilreservoir through the nipple c and tube into the interior of the ball-shaped piece N, where is formed a small reservoir N, immediately from which the supply of the engine is drawn. The amount in the reservoir is practically constantthrough the automatic action of the oil and the atmosphere, any excessive flow of oil being checked by'immersing the outlet 0 of the tube 0 thus preventing the necessary return of air to the oil-supply, and for use with this construction the oil-supply should be car: ried in a case, which at this time will be airtight except as to the I supplypassage 0 Within the cylindrical bodyA is the chamber M, and within this chamber is a nozzle M formed on the end of a central tube M which rises from the boss N within the reservoirpiece N. About the tube M works a valve m which is seated on a shell m forming the lower limit to the chamber M. This valve m rises automatically to pass air into the chamber M, at which time it will also allow any liquid which may collect uponit to flow downward. The shell m is provided with one or more perforated plates 171, m, through which also liquid may pass in a downward course, but which restrain in a measure the oil in the reservoir N from being projected vertically by sudden shock. Through the shell m are also formed holes on for the admission of air under the valve m by which valve this air will enter the chamber M to replace any drawn from the tubes. Now the nozzles M are connected by the interior of the tube M and by the connected tubes M M M M and by the union-piece M with the annular space M within the cylinder F. As the pistons J and J 2 reciprocate the volume of this space is alternately diminished and increased, so that the air therein is compressed and violently driven through the connected tubes M M M M M and nozzles M aforesaid into the chamber M upon one stroke of the piston and upon the reverse stroke is drawn back through the stroke of the piston and rush of air the oil is driven into the chamber M and dashed or torn into spray by the air in entering. Upon the successive strokes of the piston the oil becomes thoroughly disseminated through the air both in the chamber and upon thereturn flow of the air therefrom, due to the intake stroke of the piston, and the air in the tubes and cylinder, become charged with oil. The joint between the tubes M and M and the joint between the tube 0 and nipple o are made with nuts, so that the tubes may be readily disconnected and the carbureter removed from the frame. The tube M unites with the tube M through a joint-piece 0, Fig. 5. Said joint-piece O by means of a suitable passage communicates with the chamber O, which is shut off from air-chamber O by an automatic valve 0 (See Fig. 1.) Above this valve is an air-chamber O of suflicient capacity to hold rather more than sufficient oil spray for one stroke of the engine. Just above the disk of the valve is an opening 0 by which this air-chamber is connected with the vertical tube 0 leading to the case 0 of the admission-valve, (see Fig. 5,) which case 0 opens into the passage leading to the cylinder. 'During the period of pressure in the carbureter-Ghamber M and tubes M M so much of the compressed and oil-charged air escapes from these tubes by the channel Oand past the valve 0 as will fill the airchamber 0* and connecting-tubes O at the then pressure, and this amountis prevented from returning and held under pressure by the valve 0 and is available and is held for admission to the cylinder of the engine.
A The cylindrical body L of the regulating and timing admission-valve is attached by means of a screw L threaded into the enginecylinder F and nut L between which nut and the cylinder is clamped the upper end piece L of the body L. The admission-ports L of the cylinder are directly in front of the screw-piece L and are prolonged within the said piece by several holes reaching back and opening into the central portion of the valveexplosion by an automatic valve L, which prevents firing back and relieves the admission-valve of undue pressure.
The construction and operation of the admission-valve are the same as in my patent; but the spring Z is removed to the outside and operating-rod L is provided with an ofiset near itsupper end. (see Fig. 5) to allow placing the admissionvalve'near the center of the engine. Motion is communicated to the valve-rod L by a lever 7L2, fast on the rock-shaft 7L3, projecting through the wall of the wheel side of the case E. On its inner side this rock-shaft is provided with a cam-lever If, carrying a cam-roll if at its extremity in the path of a reciprocating cam it, fast on the rack J of the pistons through which the power of the engine is developed. The correct form of this cam when placed thus and used with the admission-valve and throttling-plug described fully in my patent is shown in Fig. 1. On its motor-stroke and by the portion 1 itraises the valve L from its lowest position. The portion 2 keeps the valve at rest. The part3 closes the valve. The part 4 gradually raises and sets the throttling-plug in amount according to the length of it which is caused to pass the cam-roll. The part 5 maintains the throttling-plug at rest at its minimum opening should this part come into use. The stroke of the piston should generally stop with the cam-roll on some part of the slope 4. On its return or compressive stroke of the piston the parts 5 and 4 in passing the roll allow the rod L to descend until the part 3 comes into action, when it opens the valve L which opening is maintained by the part 2 while the admission of oil is going on, and the part 1 allows the further opening of the valve L for the purpose of setting the throttling-plug fully open. The construction and operation of this throttling-plug and other parts of the admissionvalve is that shown in my patent. The remainder of the mechanism in the case E, and which is actuated by the rack J is also the same as in the patent referred to except that the rack T of the counterweight T is provided on its back with a second row of teeth which engage those of the small gear T, which is mounted upon the stud T*, carrying the guiding-roll T Upon the side of this gear T opposite the guiding-roll is formed the ratchet-teethof aclutch. To the front of,
the gear and mounted in a bushing S, fast in a boss of the case E, is a crank whose hub S may move endwise as well as rotate. This hub carries on its end next the gear T a clutch with ratchet-teeth engaging the similar teeth of the gear T when pushed into contact therewith. The crank-hub S is hollow that it may slip over the head of the screw T and also contain the spring 2?, whose action is to press the crank away from and disengage the clutch from the gear. Upon the side of the clutch next to the bushing 8* is a V-shaped projection S opposite a similarly-shaped cavity 8'' in the bushing S, which when the crank is drawn by hand or forced to the front by the springt prevents the crank from being turned accidentally.
S is a handle of the crank, and in operation this is forced toward the case by the hand disengaging the projections S S and engaging the clutch and the gear turned thereby, which will cause the counterweight to ascend and the piston to descend against the force of the spring K, which is used in the regular running of the engine for performing the return stroke of the pistons. hen the piston has been caused to descend sufliciently in the judgment of the operator-say at the time the exhaustports are openthe crank is pulled forward, disengaging the clutch from the gear, upon which the piston is driven upward, violently compressing the air in the space M before mentioned, above the enlarged piston, and thus causing spray to form in the spray-chamber M, just as in the running of the engine.
There is a branch pipe P for use in starting only connected with the tubes M and M in the casting N, where they unite by the passage 9].. (Shown enlarged in Fig. 8 and partially by dotted lines.) This passage 11 is governed by the valve n, which is normally held to its seat by a small spring bearing directly upon it. Below the valve a the passage 12. is continued by a similar passage n? to the vertical passage 11", with which the interior of the pipe P communicates. At its upper end this pipe opens into a T-shaped piece 19 (shown enlarged in Fig. 6,) the interior of which opens into the space .1 under the casing before mentioned by the annular hole 19', which should be of quite small area. The valve a is supported on astem a, which is over (see Fig. 1) a cam-shaped portion of the crank-body S (shown as a ring in section,) so shaped as to allow the valve to shut only when the crank is in its position of rest and to hold it open at all other times.
Upon the opening of the valve 11/ oil may be driven from the passage M" and M and reservoir M into the casing-passages 1, where it will mingle with the air and form an explosive mixture. In turning the crank if, as just described, this valve has been held open. Gonsequentl y the explosive mixture will have been formed in the casing-passage 1. Upon operating the crank the second time this mixture is driven from the passage 1 upon the descent of the pistons and automatic opening of the valve above the same into the cylinder of the engine and upon the subsequent release of the pistons is violently compressed into the combustion-chamber H, where it explodes by the action of such compression and the igniter projecting into this chamber. The igniter p (shown enlarged in Fig. (3) is a simple loop of platinum wire maintained at a red heat by an electric battery (which is not shown) during the time the circuit is closed by the upper end of the valve a closing against the contact-piece P, projecting through the insulating-cap w. of the valve and which occurs only as the crank S is being operated. The battery is connected to the wires P" and 72", and the current goes to the igniter from one end upon closing the contact as the valve through the body of the machine, and from the other from P through the insulated stud p tightened by a nut 12, fast to the insulated wire p passing up the vertical space a and inside the pipe P, before mentioned, with an enlarged end p within the piece P where it is grasped by a coil on the horizontal extension p' of the wire leading to the platinum loop P. Generally but two operations of the crank S will be necessary, and these will also be sufficient for charging the various supplying-channels of the engine, as the same channels are in great part used in starting, as in running thereafter. After running for a few strokes the handle S is replaced in the position where the V-shaped projections S and S will retain it and where the electrical igniter will be disconnected and the primary oil-feeding passage by way of tube P closed. Other forms of electrical devices may be substituted for the incandescent loop 9. For the igniter for use in continuous running thereafter any form or variety may be used which may be preferred. When using oils of difficult inflammability, it is useful to remove the nut 10' from the piece P and inject asmall amount of gasolene or other readily-vaporized oil into the tube P before starting. Before this is entirely burned the engine will have warmed up enough to use the heavier oil. Therelease of the piston after the operator has given the initial stroke by means of the handle S may be rendered automatic bya small cam S placed on the rack of the counter- Weight in such a position that at the desired moment it will engage with the clutch-piece S, as shown in Fig. ,2, where it moves vertically upward, and being a simplewedge will draw under and force the clutch-piece S from the gear T.
The operation of the invention is as follows: Oil flows into the reservoir of the spray-maker or carbureter from any air-tight source or receptacle to the height of the orifice c*. The crank S is now pushed in and rotated. The first motion of rotation closes the electric circuit and lights the igniter and also opens the passage P to the interior of the case.
Upon continued rotation the piston is drawn downward by the clutch attached to the crank until the clutch is disconnected by the wedge on the rack-shaft of the counterweight,upon which the piston is driven violently upward by spring K. compressing the air before it, and so much of it as is contained in the annular space M is driven to the spray-maker chamber M and impregnated with such oil as has found its way into the connecting-tube. Upon the cessation of the motion of the piston the air is driven outfrom the spray-maker by its own expansion into the upper part of the casing-passage I through the passage P. Upon a second manipulation of the crank S the impregnatedair is drawn into the cylinder of the engine and exploded upon the second upward throw of the piston. Meanwhile and thereafter other portions of impregnated air have passed to the reservoir O of the oil admission, and upon the return of the piston after this explosive stroke such portions are injected into the cylinder. The exhaust of the exploded gases occurs through ports uncovered by the piston, and the air-supply is maintained by the enlarged pumping-piston and valves, the said supply passing from the case E to the other end of the cylinder and around the cylinder between it and an exterior casing and'through the valve G into the cylinder. After a few strokes the handle S is returned to its position of rest, where the V- shaped projection will retain it, thereby disconnecting the electrical igniter and closing the temporary passage P.
Itwill be understood that the exact relation of the carbureter or spraying device and the engine are not essential, as they may be differently placed relative to each other and connected so as to operate in an efficient manner, the carbureter being placed nearer to said engine or fartherfrom-it, as may be desired.
Having thus fully described my invention, I claim and desire to secure by Letters Patent of the United States 1. In an explosion-engine, an air compressingand forcing pump operated by the main 4 piston ofthe engine and having an arr-compressing cylinder considerably larger in capacity than the cylinder of the exploslon-englne; whereby a volume of compressed air in charge of the engine is formed upon each stroke of the piston of the engine, an enginecylinder having its exterior surface formed of alternating, narrow, shallow ribs and channels, a casing surrounding the cylinder and located closely thereto, said casing having a smooth inner surface and forming a narrow chamber or passage about the cylinder, means connecting said chamber at one end with the excess of the requirement of the gaseous air-compressing cylinder and at the other end with the explosion-chamber of the enginecylinder, the said explosion chamber, and means connecting it with the atmosphere, whereby a continuous current of air is forced through the passage or chamber surrounding the cylinder and against its exterior, and through the explosion-chamber directly into the atmosphere in advance of the formation in said explosion-chamber of each explosion charge, as and for the purposes set forth.
2. As a means of starting an explosion-engine, the combinationof a crank connected with thepiston of the engine'to movethe piston by means of intermedxate connections, said intermediate connections, a spring in operative relation to and comp'ressed by the movement of the piston and adapted, upon the release of the piston, to forcibly return it, a support upon which the crank is longitudinally movable to and from said intermediate connections, a spring to move the crank upon the support away from the position in which it engages the intermediate connections, and a holding device for holding said crank stationary in its removed and inoperative position.
3. In an explosion-engine, as a means for starting the same, an explosion-chamber, a piston movable in said chamber in one direction by the explosion of a gaseous charge therein, a spring to move said piston in a reverse direction, a crank connected with said piston to move it against the spring and to compress the latter to the extent towhich it is compressed by the explosion of a charge, means for introducing a primary gaseous charge into the explosion-chamber and for igniting the same, and means for detaching the crank from the piston to permit the spring to forcibly return the piston, compress the charge in the chamber and explode the same.
4. In an explosion-engine, the combination with an explosion-chamber, of a piston movable in said chamber in one direction under the impulse of anexplosive charge, a spring to move said piston in-a reverse direction, a hand-operated crank to engage said piston prior to an explosion and move it against the said spring to compress the latter, means for introducing an explosive charge to said chamber, igniting means in said chamber, and means for disengaging said hand-crank and piston to allow said spring to return the piston to compress the charge and explode the same.
5. In an explosion-engine, the combination of a cylinder having an explosion-chamber, a piston movable in one direction by an explosion of a charge in said chamber, a spring to move said piston in the reverse direction, a hand-operating device for moving the piston before the explosion of a charge to compress the spring-to or substantially to the extent towhich it Would be compressed by the exploslon of a charge, means for introducing an 'explodable charge into the explosion-chamber, an igniting device for igniting the said explodable charge operatively connected with said hand-operating device to ignite the charge upon the release and return of the piston and the compression of the charge in the chamber by the release-spring. 6. The combination, in an explosion-engine, of an explosion chamber, a piston in said chamber adapted to be moved in one direction by the explosion of a charge in said chamber; a spring to move said piston in a reverse direction, means for compressing the spring prior to the explosion of a charge in the chamber, said means comprising a rack connected with the piston, a gear to engage the rack, a member of a clutch upon one face of the gear, a hand-operated crank having a member of aclutch upon its hub adapted to be engaged with and disengaged from the member of the clutch on the gear, a spring to move the crank away from the gear and to hold it removed from the gear and a latching device to latch the crank removed from the gear in a'stationary and inoperative position, as and for the purposes set forth.
7. The combination, in an explosion-engine, of the explosion-chamber of the engine, a piston contained in the chamber and adapted-to be moved in one direction by the explosion of a charge therein, a spring to move said piston in the reverse direction, a crank connected with the piston to move the same against the spring and adapted to be disconnected from the piston after said compression of the spring by being moved laterally and without the further turning thereof to enable a quick release and return of the spring and piston to be obtained.
8. The combination, in an explosion-engine, of a cylinder having an explosion-ehamber, a piston adapted to be moved in one direction by acharge exploded in said chamber, aspring to move said piston in the reverse direction, a crank connected with the piston and adapted to be turned by hand to move the piston in compressing the spring and also adapted to be moved sidewise to efliect its disengagement from the piston, an igniting device in the explosion-chamber, and a circuit maker and breaker connected with the crank to be moved thereby in one direction to complete a circuit, the said. crank being also shaped to permit the said circuit maker and breaker to break the circuit when said crank is moved to its inactive and stationary position.
9. In an explosion-engine, the combination with a combustion-chamber adapted to receive a column of air from an air-compressor and to deliver the first portion as a scavenging and cooling means directly to the outer air and to hold the last portion thereof asa portion of a charge, of a compression-chamber, valved connections between the two'chambers, a single piston having heads of unequal diameters working within said chambers, a carbureter or vaporizing-chamber, connections between said carbureter and said compression-chamber, independent connections leading from said carbureter directly to said combustionchamber, a valve normally. closing said independent connection, manually operated means, as crank S, engaging said piston to reciprocate the latter, open said normally closed valve and introduce a primary explosive charge to said combustion-chamber, a spring operatively connected with and compressed by said piston when the latter is reciprocated, and means for disengaging said crank to release said piston and allow said spring to give a compressing stroke to the motor-piston.
10. In an explosion-engine, the combination with a combustion-chainber having inlet and compression-chamber, a carbureter or vaporizing device, an annular chamber M on one side of said pumping-piston, connections between said carbureter and said annular chamber, a casing surrounding and inclosing said chambers, valved connections between said casing and said combustion-chamber, and ports connecting said inclosing casing with said compressingchamber on the other side of said pumping-piston.
11. In an eXplosion-engine,the combination with an engine-cylinder F, of a combustionchamber formed therein, an air-compressing chamber of larger diameter than said combustion-chamber in said cylinder, a motor-piston in said combustion-chamber, a pumping-piston in said air-compressing chamber, said pistons being connected and reciprocating together, an inclosing air-chamber I surrounding said combustion and compressing chambers, a carbureter 0r vaporizing device connected with an annular chamber M on one side of said pumping-piston, a reservoir to receive the carbureted air from said vaporizing device, valves connecting said reservoir and said combustion-chamber with said second chamber, and exhaust-ports for said combustion-chamber controlled by the motor- I piston.
12. In an explosion-engine, a device for the hand operation of the engine consisting of the crank S having both circular and endwise motion, a clutch engaging the crank with the engine parts when, the crank is at one extreme of its endwise motion, interlocking connections, as S S, between said clutch and crank to retain the crank in a definite position when 'at the opposite end of its endwise motion, and
a spring t for retaining the crank in the second endwise position, with the interlocking connections in engagement.
13. In an explosion-engine,the combination with a crank as S to operate the moving parts of the engine, of a clutch and gear T to connect the reciprocating parts of the engine with the crank and operate them when the crank is moved by hand, and a cam-piece as S attached to the said reciprocating parts and adapted to disconnect said crank from said reciprocating parts when brought into engagement by the continued movement of said reciprocating parts by said crank.
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Cited By (2)

* Cited by examiner, † Cited by third party
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US2912965A (en) * 1958-07-14 1959-11-17 Univ Kingston Free piston machine
US2913914A (en) * 1955-02-26 1959-11-24 Klane Hermann Reciprocating piston internal combustion engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2913914A (en) * 1955-02-26 1959-11-24 Klane Hermann Reciprocating piston internal combustion engine
US2912965A (en) * 1958-07-14 1959-11-17 Univ Kingston Free piston machine

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