US880744A

US880744A - Heat-engine.

Info

Publication number: US880744A
Application number: US30052006A
Authority: US
Inventors: Simon Lake
Original assignee: Individual
Current assignee: Individual
Priority date: 1906-02-10
Filing date: 1906-02-10
Publication date: 1908-03-03
Anticipated expiration: 1925-03-03

Description

No. 880,744. PATENTED MARVB, 1908. S. LAKE.

HEAT ENGINE.

APPLICATION FILED FEB. 10. I906.

10 SHEETS-SHEET 1.

1V1 Heme:

PATENTED MAR. 3, 1908.

S. LAKE.

HEAT ENGINE.

APPLICATION FILED FEB. 10. 1906.

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No. 880,744. PATENTED MAR. 3, 1908.

S. LAKE.

HEAT ENGINE.

APPLICATION FILED FEB. 10. 1906.

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No. 880,744. PATENTED MARL3, 1908.

S. LAKE.

HEAT ENGINE.

APPLICATION FILED FEB. 10. 1906.

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HEAT ENGINE.

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IZZSZZ No. 880,744. PATENTED MAR. s 1908.

s. LAKE.

HEAT ENGINE.

APPLIOATION FILED I'EB.10. 1906.

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S. LAKE.

HEAT ENGINE. APPLICATION FILED FEB. 10. 1906. 10 SHBETS SHEET 7 44 2 in I E I Q I 3 van to;

a 255. flttozl 0? I .No. 880;744. PATENTED MAR. 3, 1908. S. LAKE.

HEAT ENGINE.

APPLICATION FILED FEB. 10. 1906.

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Svwowliov I W 4 w z No. 880,744. PATENTED MAR. 3, 1908; S. LAKE.

HEAT ENGINE.

APPLIOATION FILED FEB. 10, 1906.

10 SHEETS-SHEET 9.

WITNESSES:

ATTORNEY No. 880,744. PATENTBD MAR. s, 1808. s. LAKE.

HEAT ENGINE.

APPLICATION FILED FEB. 10. 1906.

10 SHEETS-SHEET 10.

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ATTORNEY WITNESSES, M'

ing the invention, in the several figu UNITED STATES SIMON LAKE, OF BERLIN, GERMANY,

HEAT-ENGIN E No. 880,744. Specification of Letters Patent. Patented. March 3, 1908.

Application filed February 10. 1906. Serial No. 300.620.

T 0 all whom it may concern:

Be it known that I, SIMON LAKE, a citizen of the United States, temporarily residing at 23 Friedrich VVilhelmstrasse, Berlin, Germany, have invented certain new and useful Improvements in Heat-Engines, of which the following is a specification, reference being had therein to the accompanying drawings. One object of this invention is to produce an internal combustion engine similar in operation to a steam engine, in that it gives a constant pressure in its cylinder for a portion of the power stroke, rather than an explosion, and also in that its power supply may be cut off, and the products of combustion and the heat generated by the initial compression utilized expansively and in the most economical manner, and also in its capacity of being readily reversed as to its direction of rotation, thereby adapting it to pur oses of ship propulsion, hoisting engines an the like.

Another object of the invention is to convert into effective work the heat which is lost in internal combustion engines of usual construction, due to the water circulation necessary to keep the valves and pistons in a condition in which they will work.

Another object of the invention is to provide a construction whereby practicall complete combustion of all cheap, low-gra e fuel, as well. as' the better grades of fuels ma be effected, such low-grade fuels having een difficult to burn perfectly in some prior engines, because of the inability to use sufficiently high temperatures.

Another object of the invention is to give additional horse power and .economy over engines of usual construction, without varying the cylinder volume and number of revolutions.

A further object of the invention is generally to increase the efficiency and reliability of internal combustion engines in certain principles and details of construction.

Having thus stated the general objects of the invention, I will proceed now to describe in detail a construction whereby these objects may beatt-ained and then will particu-- larly point out and distinctly claim the parts, improvements or combinations which I claim as my invention. i

In the accompanying drawings, illustratres of which like parts are similarly designated Figure 1 is a side elevation of the engine,

l showing one of the combustion chambers or furnaces and half of the cylinder in vertical section. Fig. 2 is a top plan view of the engine cylinder and furnaces, showing the relative positions of the controlling valves. Fig. 8 is a side view of the engine. Fig. 4 is a vertical section taken through the center of the cylinder and showing the positions of the exhaust valve and air inlet valve. Fig. 5 is a vertical section, on a larger scale, through the head and over one of the furnaces and showing the means of controlling the steam inlet valve. Fig. 6 is a longitudinal section, on a larger scale, of the steam cut-off-controllin cylinder and attachments. Fig. 7 is an e evation and partial section of the furnace cooling and cleanin device for special fuel, sometimes hereina ter referred to as the scavenging device. Fig. 8 is a dia am showing the operation of the valves. ig. 9

up with a steam and-water supply-regulating reservoir. Fig. 10 is a perspective view of parts of the controlling mechanism for the steam valve shown in Fig. 5. Fl 11 is a vertical section taken substantially t rough the center of the cylinder and furnaces, with some of the valve mechanism inelevation.- Fig. 12 is a partial longitudinal section showing-the force pump, t e water columns, the lower head and the water jackets. Fig. 13 is a horizontal section through the water columns. Fig. 14 is a sectional elevation, on a larger scale, showing part of the fuelsupplying arrangement. Fig. 15 is an end elevation, partly in section, of parts of the fuel-su plying arrangement.

In t e selected illustrations of the invention, A is a cylinder, fitted with a usual iston, a and connecting rod (1. Joine to this cylinder are two combustion chambers B B, which I prefer to call furnaces. These both at the top and bottom, by valve-fitted passages C and D. The upper passage 0 admits the contents of the furnace to the cylinder above the piston, and the lower passage D admits to the furnaces air which had been reviously drawn into the cylinder below tfie piston, throu 'h valves d d (see Fig. 4), u on the rip-stroke of the piston. Inward

y opening valves

1 and 2 and 1 and 2 control communication between the passage C and the two furnaces and the cylinder respectively, and similar valves 3 and 4 and 3 and 4 control communication between the furnaces communicate with the cylinder .A

is a diagram showing the engine connected trolled by

levers

7 and 8 respectively, and

these levers are operated by the connecting

rods

9, 10, 11, 12 and their reciprocating yokes by

cams

13, 14, 15, 16 on the camshaft E, and this same shaft is driven at half the speed of the main shaft (45) by bevel gears F and F, in any customary manner.

The furnaces may be provided with refractory linings 17, which may also be insulated by asbestos or other suitable substance 18, to prevent the .heat from being too ra idly absorbed by the water contained in t e surrounding water-jacket.

The fuel pumps 19 19 are connected by

pipes

19 and 19 with the respective furnaces, and the pumps are 0 erated by

levers

20 and 20 and cams 21 an 21, the fuel being forced into the furnaces by the action of a spring in the

housings

22 and 22 This spring is of sufficient power to inject the fuel at the maximum pressure at which the en gine is desi ned to operate. The fuel pum s are of well own construction, and may e fed from a reservoir (not shown) located at any convenient place, and they inject the fuel through the pipe, as shown, directly into the furnace and w th considerable force, depending on the power of the spring.

A force pump 23 (see details Fig. 12) is rovided and o erated by the eccentric 24. his pump disc arges into the bottom of the

hollow columns

25, 26, 27 and 28, whence the water passes into the lower cylinder and furnace head, then up through pipe 29 to the upper cylinder head and from there into a steam and water reservoir G which has a regulator 30. Fig. 9, for automatically controlling the supply of water, as hereinafter described. Connected with this reservoirG at its lower end, is a pipe (95) leading the water to a circulating pum 31 operated from the main shaft 45 by evel-gears' F, from which pump the water is forced around the cylinder and furnace walls and finally back a ain to the reservoir through pi e 31' shown iroken ofi in Figs. 3 and 4. T e exhaust is controlled by the double cam 32, yoke 33 and connecting rod 34 and lever 36.

This cam is set so as to open valve 37 on each up-stroke of the piston. Steam-admission valves are shown at 39 and 39', with auto matic cut-off detents 40 and 40', strokeregulating links 41 and 41 and starting levers 42 and 42'. The 0 eration of the steamadmission valves will e better understood by referring to the enlarged details in Figs. 5

and 10 and the subsequent description.

43 is a governor, which may be of the usual centrlfugal type, mounted on the gear acts as a scavenger to clean the furnace and slightly reduce its temperature, which might As be desirable with certain kinds of. fuel. this will not be necessary with many of the fuels 1 have not shown the scavenger attached to the assembled drawings but show it as an auxiliary attachment in Fig. 7, to be described. 1 j

53 and 54 are relief valves.

- 55 and 56, Figs. 1 and 11, are pipes fitted with stop-valves and leading to the air reservoir H, Fig. 9. In-Fig. 9 the pi e55 and its stop-valve 55 are shown, and it is sufficient to say that pipe 56 andits stopvalve not shown, are similarly arranged on the other side.

57 is the steam inlet pipe, shown broken ofi in Figs. 3, 4 and 5 and in full in Fig. 9. 58, Figs. 6 and 9, is a small steam pipe leading from pipe 57 to the steam cut-off-controlling cylinder 59.

60 is the engine-reversing lever, of well known construction, connected with a rod 61, extending through the hollow cam-shaft E to the bevel-wheel 62 of the bevel-gears F. This bevel-gear 62 is carried in the bearing 63 by an'extension of its hub, shown by dotted lines Fig. 1. This hub contains a helical slot 63 through which is fitted a pin 64 extending intothe shifting-rod 61. This rod is connected with the cam-shaft E in such way as to permit of its being moved endwise only in its relation to the cam-shaft. It will, therefore, be seen that the position of the bevel-gear 62 in its relation to the camshaft is controlled by the location of pin 64 in the helical slot. 4

65 is a hand-lever, connected with a rocking-arm 66, one end of which carries a rod 67 and the other contacts with a stop-collar 68 on' the exhaust valve "operating rod 34 to open said valve. At the same time rod 67 engages a toe 69 on the shaft 46 cutting off the fuel-supply when desired.

The cylinder is jacketed by asbestos or other non-conducting material 70 and covered with a casing 71, as shown in Fig. 4.

72 is a sparking plug, one for each furnace.

73 is a raised seating on the walls of each furnace(Figs. 1 and 3) arranged opposite the

respective fuel pipes

19 and 19 for spraying the fuel as it is injected under pressure.

, into head 77, which head is provided wit-h a F valve 88.

seat 77 for detent 40. This detent engages with the seat?? at the end of the lift oflever 5, and its movement is regulated by the eccentric 7S situated in the Spring 79 pulls the detent-into engagement, while the tripping-link 41 forces it off its seat upon the down stroke, depending on the position of the tripping-link, which is varied by revolving the eccentric-shaft 80.

Connected to the eccentric-shaft H0 is the automatic cut-off, comprising the cylinder 59 and a piston81 which is held in its normal position asshown in Fig. 6 by spring 82. When steam is admitted below the piston, it tends to compress spring 82 and through the lever 83 revolves shaft and eccentric S4 and thus changes the position of link 41 and consequently the point of trip or cut-oil of the steam-valve.

Referring to Fig. 7, the scavenger pump is shown arranged upon a base plate J mounted on column 26. The supply pipe 26* connects with the water under ressure in the circulating s stem, while disc arge pipe 51 leads into the mace at its lower end. This pump consists of a plunger 85 working in a cylinder 85 and operated by the cam 86 mounted onv the cam-shaft E. The plunger is shown at its top stroke under the lift of the cam, and its reverse movement is effected b the spring 87: When the plunger in its own-stroke has passed the opening of the supply pipe 26 the water under pressure fills the space above the plun er, and on the next succeeding up-stroke t e plunger first cuts off the water supply and then forces the trapped water into pipe 51 after lifting the piston This piston valve is held down by the spring 89 with sufficient force to prevent its being lifted by the pressure of the water alone. The stroke of the pump may be adjusted by moving its base plate J up or down the column, which is permitted by the slotted openings and screws K for securing the plate in place.

Referring to Fig. 8, which is a diagrammatic view showing the sequence of the valve motions, the engine is supposed to be running from right to left, and is on the down-stroke, the cylinder being fed from furnace B, valve 1 being held open by the cam 13, and valve 4 held open by cam 15.

Cams

14 and 16 are free, but will lift valves 1 and 4 on the next down stroke, while the double cam 32 will lift the exhaust valve 37 on every upstroke. On revolving the cam shaft a quarter-turn, the opposite faces of the cams lever.

become the lifting faces, and give the proper lead to cause the engine to run in the reverse direction.

Fig. 9 shows the engine connected up with a steam and water regulator (i, also with an air reservoir ll. This view shows the arrangement of piping for the water, steam and air supply. The water enters through the supply pipe and is regulated as to quantity by valve 91, which is controlled by the operation of the regulator 30. This regulator consists of a cylinder which acts as a float when balanced by the spring 92, which operates on a lever 92 connected to a shaft 92 extended out through the side of reservoir G through stuffing-box 935. This socalled Heat is sufficiently strong to resist collapse by the working pressure of the water contained within the reservoir. If the water falls below its working level, the iloat compresses the spring 92 and opens wider the supply valve 91. When the water rises, the spring is released and the valve closes, shutting off the supply. Thus the pump can. only receive sufficient water to maintain the eon stant level, which amount depends, of course, on the amount of steam used. The water passes from the pum 23 to the

hollow columns

25, 26, 27, 28, thereby keeping them and the mechanism mounted thereon cool, then from the columns to the lower cylinder head, from ill) the lower cylinder head through pipe 29 to the upper head, from the upper head through pipe 94 to the reservoir, from the reservoir through pipe 95 to circulating pump 31, from there through pipe 96 around the furnace and cylinder walls to pipe 31, and from there to the reservoir again. The steam is fed to the steam-chest through pi )e 97, which pipe is fitted with throttleva lve 99 and cheek-valve 99

Pipes

55 and 56 are for passing the compressed air from the furnaces to the air reservoir H. This reservoir connects with the steam-chest through a supply pipe 98, having a throttlesvalve 109 and a checkvalve whereby flow is into the steam chest but not reversely. These

pipes

55 and 56 are not only fitted with throttle-valves as described, but also with check-valves, as 55*", which will admit air from the furnace to the reservoir, but not in the reverse order. This arrangement allows one furnace to be cut out as a power,

lUl)

jllfa ill) lit)

v manner charged so as to be available for starting the engine again when the steam pressure has fallen, as will be later described. 101 is a safety valve, in the regulator G. The adjustment for starting the engine is as follows: The half-speed cam-shaft runs in the opposite direction to the main shaft. For pur ose of ,illustration, assuming that the cran is on the top center, and it is desired to run the engine from right to left in.

the direction of the arrow on Fig. 8: The exhaust valve cam 3 2 is loosened on its shaft and revolved by hand in the same direction in which'the engine is to run,-just so a contact is made on the exhaust-valve-stem, but not with sufficient force to unseat-said valve, and the cam is then secured. All valves are closed at this point. The cams controllin the

levers

5 and 8 are now revolved by ban on the cam-shaft in the opposite direction to which the engine is to run until a contact is made on their respective Valve-stems. If the engine is to use steam in connection with the products of combustion' or heated air from the furnaces, the detent 40 is also adjusted by means of the eccentric 78 in lever 5, so as to engage the stem of valve 74 in the steam-chest, or it will probably be better practice to sli htly unseat this steam valve, so

as to give a s ight lead to the same sufficient I to permit the steam pressure to assist in opening the valve 1 and to also form a steam cushion for the piston on the top of its upstroke. The engine is now turned by hand, the steam valve 74 and the induction valve 1 are opened, and the exhaust valve 37 remains closed. The cam controlling the exhaust valve travels away from its contact with the cam wheel in the yoke, so that were there any pressure either in the furnace or steam pipe the contents would pass into the cylinder by opening the checkva1ve 2 and. thereby force the plston on its down-stroke. The air which had previously been drawn into the cylinder below the piston is at the same time being forced into furnace B through its valve 4 which is controlled by lever 8, this valve being identical in construction to valve 4 as shown in the sectional view. Valves 3 and 3 are simply check-valves. This combination of one positively-operated valve and one check-valve results in a better control of the contents of the furnaces, since the operation is in large part automatic.

During the down-stroke just described, the

cam 21-had been set so as to effect a supply of fuel into the cylinder of the fuel pump and with compressed air; lever 36 has ag quarter revolution, and as all the cams con,- trolling valves 1 and 4 can onl hold the valves open during a quarter revo ution, they are also closed a ain.v The fuel pump 1s charged, and the nace B is also charged am formed contact with the stem of valve 37 the up-stroke is now started by continuing the revolution, and immediately the exhaust valve '37 is opened, permitting the escape of the contents above the piston, and fresh air comes in below the piston through the check valves d d. At any desired time during the up-stroke, the fuel may be injected into the furnace B. It will be observed that all valves, except the exhaust, are closed on this up-stroke. On the completion of the up-stroke, the exhaust valve closes, the main shaft has now made a complete revolution, the cam-shaft a half revolution, and furnace B is charged with a mixture of air and fuel under pressure. Cams controlling valves 1 and 4 are now properly adjusted by hand as previously described, and the pump for forcing the fuel into furnace B is adjusted, the

pump being given a few strokes by hand. to first fill the pipe between the pump and fur nace, and the engine is ready to start on the ignition of the contents of furnace B, which may be accomplished by means of an electric spark or any of the well-known methods in use for this purpose; it being only necessary to set the crank a little over the center in the direction it is to run and then ignite the mixture. The piston is then forced down on its second stroke, at the same time charging furnace B with air and fuel, which is in turn ignited or exploded as desired. It will, therefore, be seen that every down-stroke is a power stroke, and that the furnaces are charged on each'alternate stroke. After a few revolutions, the temperature of the furnaces becomes sufficiently high to immediately ignite the fuel on its introduction, so that no other sparking or igniting means are longer required, and the engine will continue to run so long as air and fuel are admitted. In a few minutes steam is generated by the heat of the walls of the cylinders and furnace, and when the steam pressure rises sufliciently, it is turned onto the steam-chest andis permitted to enter the cylinder along withthe products of combustion from the furnace, the quantity of steam used dependin on the quantity of fuel used, and the point ofcut Off.

The cut off is automatically controlled in the following manner: For purposes of illus-, tration, assume that the engine is designed for a maximum working pressure of five hundred pounds per square inch, which-is the maximum pressure that can be raised in the furnace by the-i nition of the maximum uantity of oil de ivered by the pump and 't e maximum volume of air. Also assume that the point of steam cut off will be approximately one-eighth of the stroke at full pressure, the spring on the steam-cutoif cylinder is adjusted against a pressure of live hundred pounds so it will stand at a position to throw off the detent 40 by means of the tripping link 41. When the piston has rear-heal one-eighth of its stroke, from' the arrangement of the valve mechanism already described it Wlll be seen that as the steam pressure increases, the point of cut oil' is made later, and as the pressure oes down the point of cut off is made ear ier. The admission of steam will, therefore, take place as follows, reference being had to the Figs. 1 and 5: On the arrival of the piston at the top of the stroke, the steam valve is opened slightly in advance of the .valve 1, the steam filling the passage C, and if the steam pressure is in excess of the pressure of the gases in the furnace, it will also open valve 1, or will assist in opening said valve. The steam and hot gases now oin and are thoroughly mixed. The temperature of the steam on its introduction at five hundred pounds pressure is approximately 467 degrees, while the temperature of the gases may be as much as 3000 de ices or more. The result of this mixing is that the steam cuts down the temperature of the gases, but at the same time its own temperature is raised so that it is further expanded and it is converted into a permanent gas which Will continue to expand down to atmospheric pressure. It will be seen also that it is steam against gas, and that one will equalize the other and maintain the pressure down to the point of cut off; If the gas pressure is the greater, on opening valve 1 steam will not enter until the pressure has fallen equal to the steam pressure. If the steam pressure is greater then as will not enter until the steam pressure fal s to equal the gas pressure, or until the point of steam cut off is reached. It will also be seen, that this combination makes the engine either a gas engine or steam engine as required or a combination of both. On starting up the days work, it would be a as engine, but as soon as steam is generated, it is a combination of both. Durin the latter part of the. run, the fuel may e cut off and the engine run as a steam engine, until the latent heat contained in the Water of circulation is utilized.

To reverse the engine, the steam and fuel are shut off and the exhaust-valve opened. The engine will now stop very quickly, owing to the compression of the air below the piston, and the discharge through the open exhaust. When the engine slows down sufficiently, the reversing lever 60 is thrown to reverse the cams, the steam throttle is opened and the exhaust-valve and fuel pump are put into operation and the next stroke becomes a power stroke in the reverse direction; or if the engine comes to astop,

the exhaust-valve will be held open and the engine will probably stop near the top of the stroke owing to the compression below the piston; then the lever 65 is thrown to reverse the cams and set the engine just over the centerin the direction it 18 to run and steam is admitted and the engine will start in the proper direction' If the engine has been shut down long enough for the steam pressure to 0 down, air is admitted to the steam-chest? which will give the first few revolutions necessary to: heat up the furnace to a point which will ignite the fuel, providing the initial compression is a high one; otherwise it will be necessary to ignite the first few charges.

The scavenger pump is used where very high temperatures are required to ive perfect combustion and to cool and 0 can the furnace of the burned products. The charge of water is admitted near the completion of the down-stroke, and when the pressure in the furnace has been very much reduced, the water immediately flashes into-superheated steam and enters the furnace through the numerous small holes in the bottom of tlge same, forcing the burned gases out ahead 0 it.

A very small-percentage of the products of combustion remaining in the cylinder cuts down efiiciency enormously. This is shown by the difference in horse-power per pound of fuel used in what is generally known as the two and four cycle engines. The best twocycle engines will consume nearly fifty per cent. more fuel per horse-power than the fourcycle engines, owing to the fact that the fourcycle engine gets clear of more of its products of combustion, Whic to use a commonphrase among glas engineers, poisons the mixture. With t e introduction of this scaven' or charge near the end of the stroke, practicafily all of the burned as s are cleared out on every alternate stro e, instead of every fourth stroke as in the four-cycle engines.

To ada t this engine for running with gas instead of rom the air reservoir H,

liquid fuel, it is only necessary to change the fuel pump forone of larger size adapted to handle a sufficient volume of gas preferably under ressure, which is inj ected in a manner simHar to that already described. I have not considered it necessary to illustrate a device for this purpose here,

as several plans would readily suggest them selves to any experienced manufacturer of gas engines.

It is evident from the foregoing that this engine is not restricted in operation as to any particular point for injecting the fuel or steam. The injection of the fuel ma be made simply by shifting the ump cam rom any point, beginning with the up-stroke of the piston after the air has been introduced into the furnace until the piston is Well on its. down-stroke. The fuel is injected im- .the furnace.- This mig t be the best prac tice. for hea low-grade refractory oils,

' while for the ighter oils, such as kerosene,

" piston, respectively, means to positively acbenzin or naphtha, a later admission might be found preferable. When the engine is running without the introduction of steam or water it may be found more advanta eous to dela the admission of the fuel unt the piston as reached the limits of its up-stroke or has started on its down-stroke. Therefore, the invention is not limited to the exact method of either construction or operation as herein described.

What I claim is:

- 1. A'heat engine,- having a cylinder, a reciprocating piston therein, combustion chambers adjacent to the cylinder, upper and 'lowerheads covering the cylinder and combustion chambers and having passa e-ways connecting the cylinder and com ustion chambers, valves arranged in said passageways to control the supply of pressure from the combustion chambers to the'cylinder and the expulsion of air from the c linder to the combustion chambers on opposite sides of the tuate said valves an exhaust portand valve therefor arranged on the pressure side of the piston, and means to positively 0 en said exhaust valve on each up-stroke o the pis-v ton when the pressure inlet valves are closed.

2. A heat engine, having a cylinder, a reciprocating piston therein, combustion chambers adjacent to the cylinder, upper and lower heads covering the cylinder and com bustion chambers and having p'assa e-ways connecting the cylinder and comiustio'n chambers, valves arranged, in said passageways to control the supply of pressure from the combustion chambers to the cylinder and the expulsion of air from the cylinder to the combustion chambers on opposlte sides of the piston, respectively, means to positively actuate said valves, an exhaust port and valve therefor arranged on the pressure side of the iston, and means to positivelyopen said exiiaust valve on each u -stroke 0 the iston when the pressure inl et valves are c osed, combined with fuel reservoirs and valved connections between said reservoirs and said combustion chambers.

3. A heat engine, having a cylinder,a reciprocating piston therein,-combustion chambers adjacent to the cylinder, upper and lower heads covering the cylinder and cornbustion chambers and having passa e-Ways connecting the cylinder and com ustion chambers, valves arranged in said passageways to controlthe supply of pressure from the combustion chambers to the cylinder and the expulsion of air from the cylinder to the a combustion chambers on opposite sides of the piston, respectively, means to positively actuate said valves, an exhaust port andvalve therefor arranged on the pressure side of the piston, and means to positively open said ex aust valve on each u -strok e of the piston when the pressure i et. valves are. closed, combmed with fuel reservoirs, and

connections between the reservoirs and combustion chambers, whereby the contents of the reservoirs are admitted into the combus- I tion chambers at each alternate stroke of the piston.

4. A ciprocating piston therein, combustion chambers adjacent to the cylindery upper and lower heads covering the cylinder and combustion chambers and having passage-ways connecting the cylinder and combustion chambers, valves arranged in said passageways to control the supply of pressure from the combustion chambers to the cylinder upon one side of the iston and the expulsion of air from the cy inder upon the opposite side of the piston to the combustion chambers, means to positivelyactuate said valves, an exhaust port and valve therefor arranged in said cylinder on the pressure side of the piston, means to positively open said exhaust valve on each up-stroke of the piston when the pressure inlet valves are closed, and fuel inlets for said combustion chambers, combined with fuel reservoirs, valved connections between said reservoirs and the combustion chambers, and means for injecting the fuel from said reservoirs into said'combustion chambers under pressure.

5. A heatengine, having a cylinder, a reciprocating piston therein, combustion chambers adjacent to the cylinder, heads covering the ends of the. cyllnder and combustion chambers and having passage-ways connectin the cylinder and combustion chambers, va ves arran ed in saidpassage-Ways to control the su p l tion cham ers to the cylinder upon one side of the piston and the expulsion of air from the cyhnderfu-pon the opposite side of the piston to the combustion chambers, means means to positively open said exhaust valve on .each' up-stroke of the piston when the ressure inlet valves are closed, independent bustion chambers, and means for injecting theliquid fuel, steam and air into said combustion chambers under pressure to thorheat engine, having a cylinder, a Ike-I y of pressure from the combus-' quid fuel, steam and air inlets for said c0moughly mix the same therein before ignition, 1

6. A heat engine having a cylinder, a reciprocating piston therein, combustion chambers adjacent to the cylinder, a water-jacket surrounding said CQmbllStlOD. chambers,

heads coverin the ends of the cylinder and combustion c ambers and having passageways connr sting the cylinder and combustion chambers, valves in said passage-Ways to control the supply of pressure from the combustion chambers to the cylinder upon one side of the piston and the expulsion of air from the cylinder upon the opposite side of the piston to the combustion chambers, means to positively actuate said valves, an' exhaust port and valve therefor arranged in the cylinder on the pressure side of the piston, means to positively open said exhaust valve on each up-stroke of the piston when the pressure inlet valves are closed, liquid fuel and air supplies for said combustion chambers, and a water-supply for said waterjacket, combined with a reservoir, circulatlng pipes connecting said reservoir with the water-jacket, means for maintaining circulation of water between said reservoir and water-jacket, a Water-supply regulator for maintaining the level of the water in said reservoir below the top thereof to form a steam-space, and a valved connection between said steam-space and the combustion chambers for supplying steam to said combustion chambers under pressure.

7. A heat engine, having a cylinder, a reciprocating piston therein, combustion chambers adjacent to the cylinder, a water-jacket surrounding said combustion chambers, heads covering the ends of the cylinder and combustion chambers and havin passage ways connecting the cylinder an combustion chambers, valves in said passage-ways to control the su ply of pressure from the combustion chambers to the cylinder upon one side of the iston, and the expulsion of air from the cy 'nder upon the opposite side of the piston to the combustion chambers, means to positively actuate said valves, an exhaust port and valve therefor arranged in the cylinder. on the pressure side of the PiS-r ton, means to positlvely open said exhaust valve on each up-stroke of the piston when the pressure inlet valves are closed, independent liquid fuel and steam inlets for said combustion chambers, and a water supply 50 for said waterj acket, combined with areservoir, circulating pipes connecting said reservoir with the water-jacket, means for maintaining circulation of water between said reservoir and water-jacket, a water-supply water in said reservoir below the top thereof to form a steam-space, a valved connection between said steam-space and the combustion chambers for supplying steam to said combustion chambers under pressure, means for supplying liquid fuel to said combustion chambers under pressure, and a compressed air reservoir and connections between said compressed air reservoir and said combustion chambers for supplying air to said comregulator for maintaining the level of the bustion chambers under ressure, and means for igniting the mixed 0 arge of liquid fuel, air and steam in said combustion chambers upon each alternate stroke of the piston.

8. A heat-engine, having a cylinder, a reciprocating piston therein, combustion chambers adjacent to' the cylinder, a water-jacket surrounding said combustion chambers, heads covering the ends of the cylinder and combustion chambers and having pass e-ways connecting the cylinder and com ustion chambers, valves in said passage-ways to control the supply of pressure from the come bustion chambers to the cylinder upon one side of the iston, and the expulsion of air from the cylinder upon the opposite side of the piston to the combustion chambers, means to positively actuate said valves, an exhaust port and valve therefor arranged in the cylinder on the pressure side of the piston, 35 means to positively 0 en said exhaust valve on each u stroke 0 the piston when the pressure in ct valves are closed, independent iquid fuel and steam inlets for said combustion chambers, and a water supply for said water-jacket, combined with a reservoir, circulating, pipes connecting said reservoir with the water-jacket, means for maintaining circulation of water between said reservoir and water-jacket, a water-supply regulator for maintaining the level of the water in said reservoir below the top thereof to form a steam-space, a valved connection between said steam-space and the combustion chambers for supplying steam to said combustion chambers under pressure, means for supply ing liquid fuel to said combustion chambers under pressure, and a compressed air reservoir and connections between said compressed air reservoir and said combustion cham- 105 bers for supplying air to said combustion chambers under pressure, means for i iting the mixed charge of liquid fuel, air, an steam in said combustion chambers upon each alternate stroke of the piston, and a branch connection between said Water-supply and the combustion chambers including a pump for forcibly injecting water into the combustion chambers forscavenging said chambers.

9. Aheat engine, com rising a cylinder, a reciprocatin pistont erein, combustion chambers a jacent to said cylinder, a water- 'acket surrounding said cylinder and comustion chambers, means for circulating water through saidmvater-jacket to convert 12 it into high pressure steam, and means for conveying said steam to said combustion chambers, including a positively actuated valve and means to automatically regulate the lift of said valve in accordance with the 1 steam pressure, to thereby regulate the pressure of the steam and to proportion the mixture of steam and gases in the combustion chambers.

10. A heat engine, comprising a cylinder, a

reciprocatin pistons therein, combustion chambers a j acent to said cylinder, a waterjacket surrounding said cylinder and combustion chambers, means for circulating water through said water-jacket to convert it into high pressure steam, and means for conveyin g said steam to said combustion chambers, includin a positively actuated valve, a tripping lin for operating said valve, a lever connected to said link for disen aging it from said valve at a predetermined tune of cut-off, a shifting fulcrum for said lever for varying the time of cut-off, a piston for shifting said fulcrum operated by steam pressure in one I direction and a spring in the other direction,

and means for adjusting the pressure of said spring to regulate the movement of the piston.

sso,744

11. In a heat engine of the character described, comprising a cylinder, a reciprocating piston therein, combustion chambers arranged alongside of the said cylinder, a watersupply surrounding the cylinder and combustion chambers, a scavenger pump connected with said Water-su ply and with said combustion chambers, and means to actuate said pump to force a charge of water into the combustion chambers near the end of the power stroke'of the piston.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses. 1

SIMON LAKE. Witnesses:

WOLDEMAR HAUPT, HENRY HASPER.