US975651A - Thermodynamic motor. - Google Patents

Description

5 SHEETS-SHEET 1.

' "lar 4 Patented Nov. 15, 1910.

P. K STERN. I'EEBMODYNAMIG4 MOTOR. APPLIOATIOH FILED NOV. 19, 1000.

P. K. STERN. THBRMQDYNAMIO MOTOR. LPPLIOATIOI FILED-NOV. 19, 1900.

Patented Nov.*15, 1910.

- 5 SHEETS-snm 2.

P. K. STERN. 4THERMODYNAMIC MOTOR.

APPLICATION FILED NOV. 19, 1900.

Patented Nov. 15, 1910.

lo Fig] Snom hoz I?. K. STERN. r i THERMODYNAMIC MOTOR. AAPPLIoA'rIoN Hum Nov. 19, 1900.

Patented Nov.15, 1910.

5 SHEETS-SHEET 4.

P. K. STERN.

THERMODYNAMIG MOTOR.

LPPLIoATIoN FILED Nov. 19, 1900.

Patented Nov. 15, 1910.

5 SHEETS-SHEET 5.

`UNITED sTATE's PATENT OFFICE.

.PHILIP z. sTEnN, or New 'Yom-x, N. r. i

THERMODYNAMIQ MOTOR. u l* Specification of Letters Patent. Patented Nov, 15, 1910,

epilation mea November 1s, moo. sem-1 in. 36,993.

To all whom may concern:

Be it known that I, PHILIP .K. STERN, a

citizen of the United States, residing at the city of New York, inthe county of New York and State of New Xork, have invented f as a fuel for supplying the energy for op eratin the en ne 1n a manner where when it is employed to perform the mechanical work of t e engine by the expansive property it possesses when confined, due to its.

sensible heat, it is also used to further perform the mechanical work by the expansion due to the heat of chemical combination by combustion.

My invention has, therefore, reference to a thermodynamic motor embodying both that class of heat engines known as expansive engines and that class commercial] known as ex losive engines, and inasmuc as that the uel employed'in explosive engines utilizes the heat of chemical combination to perform the mechanical work of the engine, and the so-called expansive engines, usually steam or va 'or engines, erform their mechanical wo;` by the sensi le heat contained in the vapor, I prefer to distinguish lthe two classes of engines by the` usual commercial method of expression.

terming the steam or vapor engine an expensive engine', and the ordinary commercial gas engine an explosive engine,^a1thou h both types of engine are operated .by t e expansive property of the power medium. I mean by power medium either a carrier of energy' in the form of vapor, which, when' suiiiciently heated urnishesthe necessary energy for operating the engine, infwhich case the power me ium givsu its energy to the piston of the engineand yvirtuefjof its expansive property transfor'ms the sensible heat ofvthe'vapor into mechanical work,

' or a producer of energy in the' form of some combustible volatile liquid' which when `heated Vby its chemical'- combination "with another ingredient becomes a power medium, in which case the said vapor is transformed in a powermedium by' virtue of the expansive property of the heated gases con tamed in t e chemical combination.

With this method of interpretation, my

'invention relates then, to a new class of heat engines or thermodynamic motors, wherein the power medium is used both expansively and explosively.

As my` invention relates to the transf formation of the kinetic ener of a power medium by both the direct an the indirect methods of utilizing the potential ener of the fuel to this end, I have' referre to designate the combination o these two methods when employed in the operation of a motive power apparatus, a thermodynamic motor.

in heat engines of the explosive type which havecome to my notice, the refrigeratlon necessary in consequence of the excessive heat developed by the combustion' would have been usein lieu of the refrig` erating liquid fore ling the cylinder, 1s used for taking upthe heat of the refrigerating liquid. In any of these methods, however, the heat carried oli` by the waterjacket or radiating surfaces dissipates and wastes about forty per cent. of the heat' available vfor l'performingthe mechanical workfof'th'e engine. vrIn thermodynamic,transformation of the. secondorder, i, e., iwhere heat is communicated, to a power.. medium 'such as water or other volatile liquids and the 'heat of .thel vvapor taken, up by the motor in thepertormance of mechanical work, there is a con siderablev leakazegas it were, yor more propf erly stated,1a dissipation of a large centrage of the .heat-'units which is noltmmade available in the process of evaporation and bv the development of mechanical .work by the expansion of a liquid into a vapor, there is but a fraction of the heat ofthe fuel con:

ioo

sumed in the vapor generator transformed into mechanical work of the engine.

As a counter distinction between the indirect process or that just mentioned and the direct process, or that wherein the combustion of the fuel develo s by the expansive force of the chemical) combination of the gases within the cylinder of the motor, a motive power -which impels the iston against the resistance of it load, I sha 1 designate the motor operated by the indirect process an expansion engine and the recess which the heated power medium Vun ergoes the expansive process while the direct process of transforming the heat into mechanical motion, I shall term an explosive process and the engine developin work through Such a process will be referred to hereinafter as an vexplosive engine. It is well known in the art that the dissipation o'f heat in developing mechanical work by the expansive process of a power medium is much more excessive than when the mechanical work is developed by the explosive process of the combustibles.

It is the object of my invention to so construct a thermodynamic motor as to combine these two methods of transforming heat into mechanical work, so that the heat of the explosive type of heat engine, which i's not all available in ractice, may in part be applied so as to per orm mechanical work by the expansive process, and by this method of blending the two distinct rocesses of transforming `heat into meehanlcal work in the operation of one machine, the vapor generator for the expansive engine and the 'cooling-jacket for the explosive engine are combined, and these two distinctive methods,

which have heretofore been separate and independent adjuncts to the developmentl of motive' power, are so combined in one thermodynamic motor by my invention, as to provide for the one, by the other, what either 1s lacking. The manner in which I have carried out my invention to this end is to construct a thermodynamic motor dually, whereby the expansion portion takes up 'energy from the explosion portion, and the explosive portion takes up energy from the expansion portion, in thermodynamic transformation, and in a manner so as to interchange what would be when considered independently the respective heat losses of each section from one portion to another so as to be turned into useful work atthe crank-shaft of the thermodynamic motor.

I have given preference to the use of avapor of an inflammable liquid rather than to the evaporation of water for the power medium, for the reason that when it is used expansively to develop work by the sensible heat which it contains when heated by the heat due to combustion in the ex losive aor-l tion, it may beused as an ingre ient o -the explosive mixture in the cylinder of the explosive portion. This might be accom-` plished by employin water and evaporatlng it into steam, an then using the steam in a su erheated state as an ingredient of the exp osive mixture, but ns steam would not be as volatile as some of the forms of hydrocarbon, and therefore would not. relieve the explosive cylinder sulieiently of its exeessive heat, as well as not bein" capable, in itself, of furnishing fuel for tie ex )lesive mixture, I have given preference to a liydrocarbon liquid fuel for operating my iinproved heat engine. After the vapor has given up its energy to the working` piston and is4 then exhausted, a considerable amount of heat is carried off by the exhaust, which, being at a lower pressure than that which can be utilized in the transformation of heatinto mechanical work, is thrown out into the atmosphere or into a condenser and dissipated, just as the surplus heat generated by the combustion of the explosive mixture in the cylinder of an explosive cno'ine is carriedoti by the water-jacket. or radiating surfaces depending from the cylinder ofthe engine.

In constructing a thermodynamic motor according to my invention, the exhaust from the expansive portion 1s taken into the cylinder of the explosive portion and the lient contained in the exhaust vapor is utilized in increasing the activity of chemical combination of the gases emplo ed in the explosive process, and, reciprocal y, the surplusI heat which is developed in the cylinder of thc explosive portion is transmitted to the liquid, thence to the cylinder of the expansive portion. Thus by this interchange, the heat whch would otherwise have been wasted is employed usefully. I consider this feature a distinct advance in the application of thermodynamics to motive power devel opment, and of considerable advantage to the art to which my invention pertains.

Another object of my invention is to provide a means of more completely clearing the cylinder of the explosive portion of the products of combustion than has been attained in the older forms of gas engines and those in vogue at the present time and previous to -my invention.

Another object of my invention is to provide a means for increasing the'eiiciency of 'the explosive ortion by increasing the coinression of t e mixture prior to ignition.

his feature of iny invention I accomplish by the provision of a mixture weak in atmosphericy air and raising its temperature by compressionuntil it may be as readily ignited as mixtures rich 1n atmospheric airl at a lower compression.

The different feitures of my invention are fully illustrate f'in the drawings and described clearly inthe subject' matter of the specification, and finally more particularly pointed out in the claims.

In the drawings in which I have illustrated the different features of my invention, I have preferred to describe a vertical or upright form of thermodynamic motor 4combining the` expansive and explosive methods of operation, by means of a singleacting single-cylinder expansive type of heat engine, and what is known as la two-cycle explosive gas engine, constructed according to my invention in the aforesaid manner is shown in the drawings, of which- Figure 1 is a vertical sectional view taken on the line X X of Fig. 2. In this view I have so disposed the parts as to show the entire construction of the motor and all of its details, though in practice the position of the different valves shown may be considerably varied for the sake of convenience. Fig. 2 is a top plan view of my improved thermodynamic motor, looking down upon the cylinder heads and vapor chests.' Fig. 3 is a horizontal sectional view taken on the line 3 3 of Fig. l, so as to show the vapor chest of the expansive portion, the top portions of the vapor chest, and the other Working parts which are inclosed in the upper part of the motor. Fig. 4 is a transverse sectional view taken from Fig. 1 on the line 4 4, so as to show the passage ways and ports more clearly; those which I have shown in Fig. l, where they are not taken in section, by dotted lines, are illustrated in this ligure. Fig. 5 is a transverse section taken on the line 5 5 of Fig. l, showing the tempering flues of the explosive portion, the vapor jacket of the expansive portion, and the exhaust connections of both the ex ansive and explosive portions. transverse section taken on the line 6 6 of Fig. 1, to more clearly illustrate the exhaust drum. Fig. 7 represents a cross-section of the vapor-chest and a portion of the small expansive cylinder and vapor-jacket. Fig. 8 is a side elevation of my improved thermodynamic motor, looking at the end of the crank-shaft so as to show the angle of centers of the connecting-rods and the different working parts of the motor from thatpoint of view. Fig. 9 is a front elevation of the motor, showing a section of the air and vapor mixer and scavengering valve, and the pipe-connections and valves of the motor from that point of view.

The explosive side of the motor is that to the -right ,of the line-9 9 i`n Fig. 1,the expansive side being to the left of this line.

In order to designate similar parts I eml s out the several views.

The cylinder A is cast integral' with an enlarged or trunked extension A sons to form a secondcylinder.

Fig. 6 1s a- I have shown incylinder A and the cylinder B of about one to nine. That is to say, the small cylinder A has a cross-section of about one-ninth of the cross-section'of the explosive cylinder B, that is, one-third of the diameter. The 0bject in this diminution in the' size of the expansive section is to obtain the'greatest economy commensurate with the efficiency of the expansive and explosive combination at that vapor pressure which it is considered most practical to employ for operating the motor and burning up the exhaust of the expansive cylinder in the explosive cylinder. This pressure must be the result of the proper adjustment of the conditions which depend upon (l) t-lie physical properties ofthe liquid tbe evaporated, (2)v the rate at which the small piston will be turning the heat of the vapor, which is received from the products of combustion of the explosive port-ion through the cooling-jacket, into mechanical work, (3) the quantity of inflammable vapor rejected after expansion to be used in the explosive cylinder, (4) the practical limit of expansion for the vapor, and (Fy the limit to which the vapor can be heated in the cooling-.jacket so as not to have too high `a temperature for the explosive cylinder.

The vapor capacity of the expansive cylinder is determined, then, by these considerations, which establishes a proportion between the two cylinders in their respective capacities of about one to nine, as already stated.

Within the cylinder A a. piston a of the plunger type is employed to operate the connecting-rod l in the usual manner fory single-actinfr engines, so as to drive the crankshaft C lby the crank C. The plunger or piston 'a has-an enlarged or trunked end a, which, when working in the cylinder A', is arranged so as to form, together with the cylinder A and check valve 2, an exhaustpump for scavengering the residual of the products of. combustion left in the cylinder B after exhaustion. The check-valve 2 is employed to open the outlet for the air contained in the cylinderAA when the piston a is descending, and which closes when the piston a is ascending. Another check-valve 2, shownin Figs. 5 and 9, is secured to the exhaust outlet 9 of the exhaust-drum 9, and is connected up with the check valve 10 by a pipe 93, so as to relieve the compression of the atmosphere or gas within the clearance space between the top of the pist-on a and theA adjacent end\of t-he cylinder A which takes' place when the piston a is ascending.

It will be 'well here to state prior to a general understanding of the details of the motor, that the construction is such as to p'rovide for' the two cycle explosive portion of izo the motor, a means for .preventingV the escape A the drawings a proportion between the small l two cycle motors of this character when the o fuel is bein@r transferred from the crank chamber to tie combustion chamber during a downward movement of the piston. Provision is also made against the forcing of the fuel from the combustion chamber out o f the exhaust at the initial of the compression stroke.

In order to accomplish the effectual reservation of the fuel to the confines of the combustion chamber, I have arranged controlling valves which operate in a manner to effeet a reduction of the pressure of the gases in the combustion chamber whereby the same shall be less than atmospheric pressure when the piston B is in any of the positions to elTect a register-of the por-t 9 with the port 8 or lO either onran inward compression or an outward working stroke and to this end I have arranged the said valves 4in a manner whereby they will be opened during the operation of the motor against an adjustable and variable resistanceV and which resistance is adjusted tobalance the required pressure for. the combustion chamber. The

' expedients preventing the escape of the fuel in this manner and their function will be more particularly referred to in the followin description relative thereto.

'he va or-chest D having the usual piston-valve admission ports 3,man vaporspace 4 and 4', inlet ports 5, exhaust-space 6 and exhaust port 6, is employed to control the ex anslve vapor which impels the piston a ownward 1n its working stroke. The piston-valve D is movedby the ordi- 'nary well-known valve-gear controlled by a shaft-governor, which regulates the lap and lead of the valve by the speed of the crankshaft. This valve-gear also serves to operate the tappet-rod P, which carries the various tappets, which will be explained hereinafter, for operating the fuel control and air valves and ignition plu of the explosive en ine. The tappet-rod is ri idly connected y a bracket or arm I to t e stem of the valve D. In the character of-governor referred to the eccentric on the crank-shaft which' drives the valve-rod, is shifted by a Weight, upon variations taking place in the speed of the crank-shaft so as to alter both the lap andthe lead of the slide-valve. Asthese overnors are so well-known in the art, I ave considered it unnecessary to show any special construction inthe drawin and consequently have omitted the detais from the different views.

The cylinder A is surrounded by a jacket A2 which serves the pur ose of both a dryva orv drum for furnis ing vapor tothe cy inder A. through the vapor-chest D and valve D, and also a means to prevent the loss of the sensible heat of the working vapor by condensation. In order to separate the dry vapor from that in which condensation is liable to take place, I cast or otherto run from the head end downward almost the full length of the jacket, thus dividing it into two sections ais and a* .after the Inanner of a steam separator.

E is a three-way cock adapted to register with the vapor-space 4 by a port 7, and with the neck d of the piston-valve D by a port 7. The cock being in the position shown in Fig. l, the vapor is about to enter from the vapor-space 4 through the ports 7 and 7 into the small cylinder A by the port 5 around the neck d of the valve D. When the cock E is turned in a direction so as to register with the ports 7, and 8, communication will be established with the cylinder B by the pipe F. The object of this threeway cock 1s to admit of the turning on of the vapor to either one of the cylinders A or B at will, so that in starting up the engine, vapor may be turned on so as to enter that cyinder avin its piston, connecting-rod and crank off rom the line of dead center. The exhaust ort 6 and the exhaust space 6 are connecte by a lateral extension of the port 6, that is to say the said port follows the contour of the valve D', as shown more clearly in Fig. 3. The exhaust space 6 has communication by means of a pi e V with a vapor check-valve V (shown 1n Figs. Q, 7 and 9) located on the cylinder-head G' and from the delivery of the check-valve the exhaust vapor passes through an indexed hand-controlled valve V, thence through an elbow, to amixer V Where it is mixed with atmospheric air, the mixture then bein carried by a pipe U through a checkva ve V* (shown in Figs. 6, 8 and 9) into the crank-box chamber N N2 of the crank-box4 N N so as to enablethe explosive mixture to enter underneath the piston B of the explosive portionrfA port 9 cored or otherwise formed in thelpiston B so as to re ster withf the exhaust port 8 of the exhaustrum 9 and the scavenger port 10, is..brougl1t into communication with these ports 'alternately when the piston Bhas about completed its outward stroke. The exhaust-drum 9 is cored or otherwise formed in the body of the cylinder B and has an exhaustoutlet 9, shown in Fig. l5. The port 6 formed in the piston B is adapted to admit the explosive mixture from the crank-box chamber N N to the upper end of the cylinder B by way of port 6 connecting-pipe fv, back-pressure check-valve lv- (shown in Fig. 5) and perforated plate J when the port 6 of the iston B shall register with the port 6. he port 6 is to one side of the port 8 or 10, so that when the piston B is in motion, the

port 6 will not register with any of the 'is clearly shown in Figs. 5; and G. By

arrangement of the port'I 6 'with' 'respect to the ports 8 sind 10, the fuel under emressio'n in the crankb'on chamber N2 N by te downward moven'icnt of thepiston B will find its escape only through. the port 6.

The mixer V is more clearly illustrated in Figs. 2 and 9, and the disposition fof the puppet air intake valve fv" and itsreturn springs 8 ands" as the piston- B is making its inward or compression stroke is also shown in these figures. To adjust the tensionA of these sprin s so as to enable the valve 'v" to operate wit the action of vthe piston B when it is making its inward stroke, and is inducting the charge' through the valve fu into the crank box chamber N N2, I arrange a milled head nut n threaded upon the stem n of the puppet intake valve c. The two compressprings s and s" are arranged so' as' to operate together to return the valve la to its seait. Interposed between the-'two springs .9 and s" is a pivoted lever f pierced so as to admit the passage of the valve-stem n through it. The arrangement of this lever is such that upon moving in a .direction the lighter spring s" will take up the thrust for1 seating the valve o. During' a long stroke of the tappetirod P such `as would be imparted to it by the action of the governor dii-ring a diminution in .the rotational' speed of the engine, Athe tappet t, which is secured with-a set screw to the tappet-rod P will inipinge against the lever f as the valve D travels backward or to the right of its positionshown in Fig. 1; and by virtue of the tappet t' and lever f compressing thev stili'er spiral spring s, and' leaving only the weaker spring' s to seat the intake valve fv, the intake of the atmospheric air into the valvey will be admitted more freely' than when the valveD is decreasing its stroke wheeby the shorter ath' of' action is given to the-tappetrod Tiat is to say,;,w henthe lap of the valve D has been decreased. The extent to which the stiffer spring-fis is compressed' by the lever f, therefore depends upon the lap and lead of the valve D. As the oint of cut-oi of -the vapor to the small ,cylinder A is also eiiected by the valve travel, the quantity of vapor exhausted into the exhaust space 6 and into the mixer is varied according yto the load, that is, according to the speed Vof the crank-shaft; consequently the same ratio, though the total quantityv of a-ir and vapor, (that is, the explosive mixture,) taken' into the crank-'box chamber N N2. and delivered vinto the' Cylinder' B bel hind the piston B" in ai manner as" alre'..dy

stated, is varied. For the niaii'i adjustments more or less suction by trolle'd exhaust va* orlvali're Y and the in# dexeilhand-contro led air valve V are shown with their stems in a horizontal "osition in the drawings for convenience of 1 ustrati'on.

In practice, however, I prefer to' place these ,valves so that their stems will stand in a i* position so as to avoid the displacement of i lthe adjustment of the valves in consequence of vibration during the operation of the engine. Thetempering iues, 11, which are in this example eight in number, are formed in the casting of the cylinder B and disposed circumfercn-tia-lly about the same, as shown in Fig. 5', and register with an annular groove or channel 11', cast in the cylinderhead G. The cylinder-head G, which' is f adapteitl to; cover the head ends of the cylinders A and' B and contains those parts'o'fthe mot-or located above the line' 4f i orf Fi' 1 isf al casting' carrying the vapor-'chest' an a'l off the mechanism which is shown above this line'. The manner of securing the head G' to -the cylinders more clearly shown in top i plan View Fig'. 2 and also in Figs. 3 and 4. so as tocoi'nfpress'A the springs, the tension of C'Oim-icaiiiifg Wit'h tll'l annular 11"' are the ventilat'ing' passages 12, which -comfmunicate also' with the smoke-fine i3 and three-way cock A burner' or heater H such asis used in ordinary gasolene or las stoves, is disposed about the exterior of the' cylinder B and is so arranged as to have its jets" r'e 'ster with the temperin ilues 11, as shown' in Fig'. 1. The disposition of the tempering-nues l1 and the heater H rs such as to` transmit heat to the jacket I so as to` he'at whatever' liquid may be' contained thereiii. When the three-Way cock I-I has its valve k: turned into a position sothat the port H registers with thel smoke flue 13, burned gases will" pass 11p-through the tempering fluesilli into the annular groove 11', Ventilating'l passageslf2, smoke-flue 13, lport H of the valve It oE' the three-way coc H and intothe atmosphere. A i

-Formed the cylinder-head G is the scavengeri'ng air-sliowering device, which consists ,of a platev J having a multiplicity of small perforations 14, as shown in section in Fig. 1 and in top plan view in Fig. 4. These` perforations are so grouped as to Spread the air which is taken in throughthem as to form one continuous air piston when the air is taken in through the cylinder B, which will be explained hereinafter; the disposition of theseperforatiom will he in the' meanwhile more clearly` understood by reference' toi'F-'igfs' 1" and 4., Communieating with the sina11` percrafioisj 14 ifs an annular air passa y, which is' formed in the eyinder' hea G; This is connecte-d with the atmosphere by a passage-way 15,

IBO

` the cross-head b .under a light pressure,

pression on the springs ,The valve-stem b is may be varied according scavengering intake check-valve 16 air supply pipe 17 and three-way cock the arrangement-being such that when the threeway cock H has its valve h turned into that position shown Ain Fig. l,lthe .ingress to the cylinder B will be from the surrounding atmosphere into the port H of the three-Wa cock H, pipe 17 scavenger intake checkvalve 16, passage-way 15, annular air passage J', and perforated outlets 14.

The scavengering intake cheek-valve 16 has a tubular frame-work which is slotted or cut away so as to admit of the introduction of the arm f of the bell-crank lever f f, which also forms a guide-way for the cross-head b". The check of the valve 16 is held on its s eat by the adjustable compression springs b and b acting on the valvestem b by a fixed collar on the stem b and against the underneath side of the adjustable sliding cross-head b" which takes the .upward thrust of the springs and is adjusted i by a nut threaded to t i Figs. 1 and 9, the arrangement being such e stem b as shown in that upon turiiiii the nut in one direction, is forced down so as to create a comparatively greater pressure, thereby preventing the valve from opening and upon turning direction, the comwill be released so as to allow the valve to o en more easily.

assed through a pei'- 'orationin the arm f of the aforesaid bellcrank lever, so that the arm f shall be interposed between the two sprin s, the upper sti er s ring b and the weaker ower spring the n ut in the opposite n l b an the othei arm f 1s arranged so as to stand in an approximately vertical position,wherebv it is adapted to contact with the ta pet T secured to the tappet-rod l when t e latter is re ioved by the valve-gear toward the left ofhatposition shown in Figs` l" and 9, so as to relieve the stiffness of the action of l:the springs b and. b. This variation in the stiiness of the valve by the action oft/he springs is due to climi-- nating, for the time being, the compression of the sti'l'er spring b and allowing the lighter spring b ne to keep the valve seated, after the manner as explainedpreviolisly iii connection with the operation of the air intake valve 'v, whereby the atmospheric pressure combustion chamber B resulting from the scavengering of the products of combustion therefrom by the suction of the piston a to the variation in tension of the springs b and of the valve 16 in accordance with the action' of the tappet-bar l). sufficient tension sliouldat all times be given to the valve 16 irrespective of the re uired ,-throttling effect for the motor to maintain the air pressure in the combustion chamber .approaching atmospheric the slide-valve D',

of the air contained in the` Itis necessary however, that' B prior to the transfer of the fuel from 'its crank chamber to an extent considerably below that of the atmosphere.

Whcn the engine is in o eration so that the slide-valve D has consi erable la that is sa when the speed of the cranlE-shaft y .is re uced below the normal working speed,

the action of the governor will be to increase the stroke of the valve D by shifting the eccentric on the crank-shaft farther from the'center uplon which it rotates, and the.

ta pet 'l Wi by contact with the arm f re ieve the spring com )ression from the valve 16 so as to allow t is valve to admit the incoming air under a lesser pressure so that the air taken into the cylinder B will be at ahigher pressure, that is, more clearly ressure, than when more pressure is required to o erate the valve. lhe effect of this is to fil the cylinder B with a volume of air more nearly at atmospheric pressure than when the valve D is making a shorter stroke.

It will be observed then that the effect of the governor is not only to regulate the qnantity of vapor used in operating the expansive portion of the motor, which quantity, after beine` rejected from the cylinder A asses out olf/the exhaust, after which it is urther employed as the fuel for operating the explosive portion, but the quantity of air which is finally mixed with the fuel and taken into the cylinder and compressed by the inward compression stroke of the piston B is also controlled by the governor, and though the motor may be working on variable loads, the relative proportion of hydrocarbon to air in the ex )losive mixture may be maintained on all loads, but the quantity of explosive mixture used in o erating the explosive portion is varied. '1 ierefore the governor controls both the expansive and explosive portions of the motor in practically the same manner. That is to say, the mean effective pressure of both the expansive and the ex losive portions of the motor is varied by tie lap and lead of without deteriorating the caloriic value of the explosive combination by changing the proportion of the ingredients of the ex losive portion, which would be the efect if the quantity of fuel alone was varied. It will also be noticed that the time of ignition is varied by the action of the governor as well,l and the adjustment of the talppct t (see Fig. 2) by its set screw, and t e tappet-rod P must be suchas to give a later i7gnition on, light loads and an earlier'ignitioii on heavy loads, in order to maintain a constant speed and at the same time operate the motor economically. -To ascertain the manner in which the different valves should be properly adjusted so as to produce a proper fuel consumption for the motor, commensurate with the work that the engine is performing, 'the different adjustments for the springs on the lntake valves, the vapor exhaust valves and the throttle-valve M, must be manipulated the head-jacket I, which is disposed about the cylinder-head, as shown in'Fig. 1 in section, by means of a passage-way 18 formedin the castings. Within the head-jacket I is a float O adapted to control the amount of liquid fed to the jackets I and I by way of the cock K and feed-pump L. A port 9 formed in the walls of the vapor chest D, shown in Figs. 3, 4.- and 7, establishes communication between the jacket I of the cylinder-head and the section a4 of the vaporjacket A2 surrounding the cylinder A. The vapor-space 4 of the vapor-'chest D has communication with the section a of the vaporjacket A through a port 20. Each of the ports 19 and 20 has a vertical and a horizontal limb. The communicating passages which I have just described are shown in section in Figs. 3 and 7 and in plan in Fig.

4. The port 20 has a throttle-valve M (see Figf) for controlling the supply r-of vapor 'to the vapor-space 4- of the vapor-chest D.

The crank-box N N is divided into two -sections by a partition N2. The partition N2 the usual manner fo lubricating the crankpins of small engi s. The lubrication is also carried up into the pistons in this Way andl thelubrication thus afforded haswbeen proven to be all that is necessary for both pistons and cross-heads for small-sized en-A gines of the double-cylinder, single-acting I plunger type in use. at the present time.

soA

`To start the motor running, assuming that the space in the cylinder B above the piston B is filled with atmospheric air, the valve 71. of the three-.way cock H must be turned intor a position as to establish co1nmunication with the tempering flues 11 for the burner H; this will bring the port II' farther to the left than when in the position shown in Fig. 1. The liquid fuel for oper# ating the engine is introduced through an inlet 21=provided` with a plug. The fuel I prefer to use for this purpose is commercial naphtha having a speciiie gravity o f about .7696, containingabout of carbon. 18% of hydrogen and 10% of oxygen. This is commonly known as 'stove gasolenc. The

naphtba burner is turned` on and ignited, and after a sufficient amount 'of .heat has been imparted to the naphtha in the jacket I, through the tempering fides 11, the ina htha will have become vaporized so t 'at when it has a pressure of about or 90 lbs. 'per square inch, as indicated by a pres- .sare gage connected up to the vapor-chest D but not shown in the drawings, suicient pressure will be found in the vapor to start the engine up expansively upon manipulating the three-way cock E so as to i cause the vapor to act on the piston a, or on the piston B through the pipe F, laccording to which one of the cranks C or C2 is off of the line of dead center. In order to eliminate the volume of the pipe F which -.would create excessive clearance for the cylinder B, a check-valve 1, shown in Fig. 8, is introduced in the pipe F at a point where it enters the cylinder so as to admit of the increase of the va )or from the pipe .F into the cylinder. A ter the motor has been turned over sufficiently by the expansive property of the vapor the naphtha bummer H may be turned ofi and also the threeway cock E, whereupon the throttle-Valve M is turned on solas to admit vapor into the Vapor-space 4. of the vapor-chest D which will venable the engine to be o erated by the small expansive cylinder A iiaving its vapor admitted and cut off by the travel of the piston-valve D according tothe speed of the crank-shaft C, as in an ordinary single-acting steam engine with a shaft governor. As the small piston a is moving downward the piston valve D will be moving to the left in Fig. 1, so as te admit vapor .from the vapor space 4 via the port 3 to the neck d of the valveD, and after the vapor iscut off by'a reverse movement of the piston-valve D', and the port 5 and exhaust-'port 6 have been opened so as to register vwith the neck d of the valve D', the exhaust vapor will escape via the neck d of the valve D through ort 5 into Lexhaust -vapor space 6, and the ex aust vapor checkindicated by the arrow in Fig. 2, and adlnitted by the hand-controlled air intake valve V"l into the mixer V", the exhaust vapor, together with .the atmospheric air, will be carrieddown through the pipe U and the check-valve V4 into 1the crank-box chamber. I 4

N N2 so as to filLthe entire space on the crank-side of the piston B and crank-box chamber N N2 at-Lwhatever pressure the ail:v

intake -puppet valve o will admit of, according to the tension of lits springs and 'v'ariations of the same by the actionof the tappet t and the lever f in the stroke of the tappet-rod P, which in any event must be less than atmospheric pressure. I

At the time the exhaust is just commencing to take place the small cylinder A, the piston a will be at the bottom of its outward stroke, and the piston B will be at the top or at the end of its inward stroke, by which time its upward displacement within the cylinder B shall have reduced the pressure in the crank-box chamber N ',N2 sufliciently to take in a quantity of air through the intake puppet valve fu from the surrounding atmosphere into the crank-box chamberN N 2 together with the Vexhaust vapor from the expansive portion,

as already explamed; and as the piston B is descending it will compress the mixture which was drawn into the crank-box cham- 'ber N N2. lhe mixture of vapor and air contained within the crank-box chamber N N 2 at this time is incomplete, the quantity of air contained in the mixture being less by the amount of air by volume which the iston B displaces during its stroke than the quantity of air necessary for the best pro portions of air and va or, for an explosive mixture thereby obviatlng to a great extent the liability of back tiring from the combustion chamber B into the crank-box cham- The mixture Vcontained in the crank-box chamber N N2 however, when `insutiiciently mixed as stated with atmospheric air, is mixed with sufficient of the latter to render the same slowly combustible but unexplosive. The remaining quantity of air requisite to form the explosive mixture, is contained in that space within the cylinder B above the piston B', which has been left over by the scavengering opera.- tion and is suliciently below atmospheric pressure when the piston B" is at the limit of its outward or working stroke to admit of the char e from the crank-box chamber N N2 wit out havin the total pressure in the combustion chamer B after the mixture -therein is com lete, greater than that of the.

atmosphere. -n` fact, as will be hereinafter explained, the pressure ofthe completed mixture within t-he combustion chamber B should be less than that of the atmosphere by the amount which the piston B displaces when the same is moving upwardly and the port 9 has moved to a position to overrun the port 8 after which time compression of the mixture in the combustion chamber B may commence.V Conversely upon the downward movement of the piston B the incomplete mixture withheld in thecrank-box chamber N N2 should be sufficiently lower in pressure than that of the atmosphere to etl'ect a balance in the pressure of the combustion chamber B after the transfer of the fuel from the former which will bring the pressure in the chamber B- to the required degree. At the time when the piston B is descending the .small piston a forcing the exhaust all the ing devices before mentioned and pipe U' and check-valve V4 into the crank-box chamber N N2, andby the time the piston B has arrived at the position shown 1n Fig. 1, or at the end of its stroke, the port (5 will register with the port 6", allowing the incomplete mixture which has been partly formed in the crank-box chamber N N2 to escape. by its own pressure resulting from the compression given to it by the )iston B, into the upper part of the cylinder B, through the connecting-pipe v and backpressure check-valve lv, and perforated plate y'. The ellect of the passage of the mixture through the small perforations 14, in the plate J is to induce a more thorough mixing of the incoming lcharge with the air contained inthe cylinder B, which toffether with the incoming cha rge, completes tie explosive mixture prior to compression and ignition.

When the piston B has reached the up per limit of its inward or compression stroke,.indicated by a dotted line extending across the cylinder B, (Fig. l), the explo- Vsive mixture will be ignited by the electrical ignition plu O actuated by the tappet t secured to 51e tappct-rod P, as aforesaid; and the piston B will make its First outward working stroke by the expansion of the combustiblc gases contained in the cylinder B. When the piston B has almostcompleted its outward working-stroke so that its port 9 will register with the exhaust-port 8, the gases resulting from combustion will exhaust through the port i), exhaust-port 8, exhaust drum 9, exhaust outlet 9 (shown in Figs. 5 and 9) into the atmos here. In the meanwhile the piston a has een making its inward stroke and creating a partial vacuum in .the cylinder A. Upon a further outward movement of the piston B so that the piston-port 9 will register with the scavenger port 10, and the trunkcd extension or piston a is moving,r farther in its inward stroke, and when the scavengerinfr piston-port 8 will also register with the nort 10, atmospheric air will be drawn into the exhausting. scavengering cylinder A', through the valve /L of the threeway cock H and through the air-pipe 17, check-valve t6, air passages 15, air space J', perforations 14, piston-port 9,.scavengering port 10, scavengering check-valve 10', (shown in Figs. 'and 9), and scavenger-ing-piston-port l8, thereby creating an atmospheric shower in the cylinder B of a sufficient quantity of air to displace ,the residual of theexhaust contained within the cylinder B and supply that volume lacking in the scavenvermg cylinder A", by transferring the residiial of the exhaust from the cylinder B into the sc-avengering cylinder A. When 'the 'piston B has moved downwardly in its working stroke so that the piston port 9 registers with the port 8, the pressure of the products of combustion in the cylinder B will, .after they have made their escape by means yof the exhaust drum 9 -to lthe atmosphere, be at atmospheric pressure, but when the piston has moved farther in the same direction so that the port 9 registers with the port 10, the exhaust port f8 will have been Ycut oli' and the pressure contained Within the cylinder B will now .be slightly less than atmospheric pressure. Axt this instant,

' however, 'the scavengering piston .a pumps the products vof combustion from the cylinder B into the cylinder A,l and draws after it -the charge Vof sca-ven ering air through the intake valve 16 as a oresaid, whereupon the atmospheric pressure of the cylinder B will have been Iconsiderably reducedfbelow that of atmospheric pressure depending however on the degree of vacuum in the cylinder A', and the resistance .of :the check-valve 16. `In practice I have made the displacement -of the piston a somewhat in excess of that lof the piston B, so as to allow for' varyin displacements oair drawn into the cylinder B by the varying Atension of the scavengering intake check-valve 16. rfIhe result attained by this means of scavengering the cylinder B of the residual of the exhaust and carry-ing lit into the exhaust or. scavengering cylinder A is an e'fect'ualclearing out of the `smoke and roducts of the previous combustion .left aliter the exhaust has 'taken place, leaving the cylinder B with a clean supply oft atmospheric air with which to mix its new incoming charge ot' air and vapor and lat 4the same time facilities are .afforded by the piston a for varying the quantity of residual air containedfwithin the cylinder B after scavengering whereby the total mix-ture of air and mixed fuel to the crank case and entering'the cylinder B prior to compression may be varied, admitting of variations in the compression of the mixture prior to ignition, which when desired may be of high value when .employing a mixture ,containing less air and more fuel and by virtue of jhe corresponding temperature, due to the'l excessive compression it may be ignited as readily as a mixture containing a greater .quantity of airat a lower compression.

I consider these features-of my invention of considerable importance -and of considerable advantage in eiici'ency in explosive engines .and both of thesefeatures I consider of a distinct advantage in internal .com-bustion motors. p

Upon-the downward movement of the piston a. the scavengered gases in the cylinder A will be forced on to the top of the piston a through the check-valve 2, and upon the upward movement of the piston a', the scav- -engered gases in the `scavengering cyilinder A Will lbe itorce'd out through the checkvalve 2 (see Figs. 5 and 9) inte the ex haast outlet 9 and into the -atmosphere, thus providin for the cylinder B a second or residual ex' aust.

It. will be noticed. by studying the movement of the piston B and the plston a that .after the exnllosive'mixture has been taken into .the cylinder iB :on the top of the piston B, and fthe piston B is moving upward .and about to make its' inward or comp-ression stroke that some of the 5explosive mixture would be pushed out through the niston-port 9 and. -scavengersport lo, piston scavengerifng-port 28" and into 'the exhaust -or `scavengerifng cylinder A". This fis prevented by Ascavengerin-g port check-valve 1'0l interrupting .the vcontinuity of the port 119, which valve is shown in Figs. 6 and 9. oliice of this .check-valve 'is to mevexrt fthe escape of the explosive mixture 'from cylinder B into the scavengering cylinder A when 4'the quantity of explosive .mixture in 'the cylinder .-B, is above its intake pressure, when slightly compressedb. .the piston B when making that portion o its inward stroke, :to bring the piston-,port 9 into regrising 'off thecheck-va ve 10 therefore depends upon the degree of com' ression contained in the scavengering cylinder A as compared with the' compressi-on ofthe explosive .mix-

ture contained in the cylinder B. That'is to say,rduring the upward stroke of the plston' B nj .the downward stroke of the 4.piston a', th compression of the medium yor ygases contained in :the fsoavengering cylinderv A must bein excessof the ressure of theiexplosive mixture containe in the cylinder @13,

so that the check-valve 10 will '.b seated by vthe -r excess ofthe pressureof the -burnt gases contained in- .scavengering cylinder A.. In order to y create this -excesslve :amount of pressure :the cylinder-wil at .the time of the registration ofathefconmunicating ports from'the cylinder B vto'the-cylinder A', as

.already stated, check-:valve 2 must -;be .-ad-

justed by the :tension spring :shown 1the drawings, which can be doneby screwing up .ter with the scavengering portl'O. The seat-s` 95 the nut -on .the end off the check-so aslto ,pnt

more or less compression .upon the spring. Access to the check -va-lve 'may be had through -.the hand-hole--covered by the plate Qshown in Figs. I8 and 9, which, incr-der to make ,gas-tight, :is arranged to open :ontwardly from the crank-box chamber-N -z'N with suitable fbolts and :nu-ts` and :a gasket. A similar hand-hole Q', is'arra-nged inithe ,crank-box chamber vr-N N2 but opening wardly. The object -of freversmg the-manner ofclosing these'hand-ho'l'es is tombo'vde `for a better sealing-ott' of the-gassoso!` :at-

mospheric air from, on the onehand, enterthe other hand, for preventing the escape of the charge for the cylinder B under pres- Athe cyhnder A after the port 8 .back pressure from cylinder sNurlI contained in the crank-box chamber It is desirable in order to obviate undue work imposed upon the engine during the creating of the vacuum in the cylinder A to arrange a compensating pressure device which will remove a portion of the load on the upper side of the .piston a during the exhausting period of the same, and to this end l have preferred to provide for the transfer of the scavengering' exhaust by compressing the contents of the cylinder A suiiiciently to lift the check-valve 2. This, however, depends upon, the pressure, on the other side of the' iston a which I' control by check-valve 10 the adjustment of which is under the influence ofthe engine. To this end I have arranged to release the scavengered gases held under pressure in has-passed downwardly beyond port 10. This gives a little vacuum above the piston a with which to force the check-valve 2 open. It must be remembered that the port 10 is controlled by a check-valve 10 which prevents any A against cylinder B and permits only of transmission of the contents of cylinder B into cylinder A. Therefore when the piston B has moved to a position so that the piston port 9 registers with the port 10 on an outward or working stroke, and the piston A is pumping or scavengering the contents of c lmder B', and upon further movement of t e iston B to the end of its stroke, there wou d be considerable compression 1n the clearance space above the piston a which would have to overcome the seating pressure due to gravitation of the check-valve 10". During this period the tappct T of the tap et-lever T is operated by the engine as 1 lustrated in Fig. 9 (in which figure the crank centers are as illustrated in Fig. 1) permitting the free escape of the ases under compression above the piston a t rough the ipe 93, exhaust pipe 94 into the atmosphere.

on a further lnward stroke of the piston B and a downward stroke of the piston port 8 will register with the port-10 and the port 9 will again register with this port. It must be remembered however, that since the pressure of the charge in the cylinder B is less than atmospheric pressure, no transfer of the gases or fuel will result from cylinder B to cylinder A since no pressure will be imposed upon the check-valve 1.0

interru ting the passage 10, but on the contrary t e piston a will be making a compression stroke on the scavengered gases contained in cylinder A which ressure will depend upon the strength of t e spring of the valve which will assist in holding the check-valve 10 closed. And after the port 10, the check-valve 10 may be release by the tappet T since it is desired to create a partial vacuum above the piston a in order to ermit of the comparatively unresisted rus of the gases from the cylinder A. through the check-valve 2 to the other side or head of the piston a and for this reason the check valve 10 must be closed. After it has been closed by gravitation, it will remain closed by the atmospherlc pressure until the gases in cylinder A shall have passed the check-valve 2 and have entered the cylinder A on the other side or head of the piston a. This will be when the pistou a is at the terminus of its outward stroke excepting, however, for the slight excess of pressure in the cylinder A due to the resistance which the s ring offers to the opening of the check-va ve 2. On the next upward stroke of the piston a', and the next downwardstroke ofthe piston B', a artial vacuum will be formed in the c linger A as aforesaid and compression an( expulsion of the gases on the opposite side of the piston a will result; and in order to relieve the piston a of undue work, in expelling the scavengering gases through the check valve 10 to the atmosphere as aforesaid the ta pet T will again open the valve 10 and tie same will remain open until the piston a again returns and passes the port 10. The amount of bac-k ressure imposed upon the piston a', exerte principally etween the head of the piston a an the head .of the cylinder A', may be varied by permitting a more free escape of the scavengered gases through the check-valve 10 by adjustln the stroke of the tap/pet T by shifting it-on the tappet lever T that is to say the escape of the "ases under compression between the heat of the cylinder A and the piston a may be controlled by varying the stroke of the valve 10 (throttling the same to a greater or lesser extent).

The adjustments of the valve in the control of the working pressure of the combustible mixture, prior to Nignition as just described, provides for a two cycle engine of the character under consideration, that. is an explosive internal combustion inotor, a means for reventing the escape of the fuel during t e period when the en ine is exhausting the escape of which has een a fault in two cycle motors hitherto and pre' pression.

in combustion motors of the four cycle type,

it has been the custom to throttle the mix-- ture on light loads which during inhalation leaves the pressure of the combustible ingredients in the cylinder less than that of the surrounding atmosphere prior to com It would therefore appeal' that under continued throttling conditions, my two cycle combustion motor just described would for the same speed and power-output be excessive in size and consequently cumbersome. This, however, is. not the case slnce the clearance space above the piston h ead in cylinder B, indicated by the dotted line, 1s qulte small which enables the final compression of the mixture to be pushed to as high a degree as possible which in practice I prefer to make 120 pounds, thus increasing very materially .the initial piston pressure and 1n consequence of the corref spending increased expansion of the gases,

after ignition, the mean effective pressure' upon the piston B may be made even as greater greater than were the inducted charge 1n the cylinder B taken in at atmospherlc pressure or in other words were the column taken into the cylinder B at the in- 1t1al `stroke'of the piston B equal to the capacity of the cylinder B at atmospheric pressure.

1t is not usually possible to reach a high range in adiabatic compression since spontaneous ignition frequentlyioccprs due to an overheated cylinder or pistonf'th temperature of which is difficult to maintain at a constant value. By my improved method of eyaporating the liquid fuel from the eXterlorV of the cylinder walls, a much better cooling effect lmay be obtained than by the heating of water tothe boiling point as has been customary in jacketed motors or those to which my invention relates. Furthermore in consequence of the facilities to vary the mixture for the Acylinder B by the amount of air delivered to it by the scavenger-lng piston a and the air taken in through the crank case` by the valve V, I am enabled to reach a higher degree of compression in the cylinder B without preignition resulting than in internalicombustion engines in vogue, and hitherto andprevious` to my invention, thusA by providing a compression of 120 pounds per square inch, it will be necessary to adjust the tension` on the spring 2,".and the check valve 2, and the intake air valve V, and the tension spring b,

so as to admit less atmospheric air to the cylinder B by the scavengering piston a.

by the evaporation of a volatileliquid; a

greater transfer of heat units per second may be effected than by radiation at a corresponding temperature; thus the control ot' the cylinder temperature may be more closely guarded than by the methods of cooling hitherto and previous to my invention of which I am aware, thereby enabling me to compress the combustible charge in the cylinder' B, prior to ignition, t-o a higher degree than by the usual water-(voided type of internal combustion motor; thus maintaining a large power-output lfor a given fuel consumption and crank shaft speed of the motor than would otherwise be possible. The check valve 10 is operated by a tappet T which is operated in turn by a connecting-lever T, and pump piston-rod' L', as more clearly illustrated in Figs. 5 and 9.

The check-valve` 10 is connected up, as

shown in Fig. 9, ywith the outlet 9"', a small portion of which is shown in section. at the top of the scavengering cylinder A inFlg.

1, and which is also shown in the sectional l view of the valve 10 in Fig. 9 in the interior of its chamber, in a manner so that the exit of the gases contained above the/piston a will be under the check into the dome of the valve, thence by an outlet-pipe' (shown broken away in Fig. 9 for convenience of illustration) into the outlet of the exhaust valve 2. The stroke given to the lever "1" by the pump piston-rod L is such as to synchronize with the downward movement ofthe piston a', and the adjustment of. the -tappet T. on the connecting-lever T must be in amanner which will give the lifting lever ofthe check-valve l that amount of stroke which will lift the valve off of its seat, equal to the travel of the piston a. downward from the position which it'occupiesfas shown in Fig. 1, until the port 8 in 'the piston shall have just passed and closed the scavengerino'` port 10, after which time the tappet T will no longer contact with the lifting-lever of the check-valve 10, whereupon the check-valve 10 will close by gravity and will remain closed until a suiiicient fallin the pressure of the gases which have been transferred from the cvlinder A through the check-valve 2 to the top of the piston a has taken place.

It will be observed in Fig. l, that' the clearance between the top -part of the piston i a and the adjacent end of the cylinder A is quite small, and that upon a small amount of displacement of the piston a in a downward direction, a great reduction in the pres-l 'inder A will be effective, notwithstanding the increased tension of the spring seating of the check-valve 2; and upon the upward movement of the scavengering -piston a, the gases contained in the clearance space before mentioned or that space on top of the piston a', will be ejected through the checkvalve, l0 and the outlet of the exhaust valve 2 into the atmosphere. By this arrangement, I am enabled to keep the scavengering port check-valve l0 seated by settin up a counteracting pressure in the cylin er A through the instrumentality ofl the' check-valve 10 and its connecting-gear, for a small part of the stroke of the piston a, and then suddenly releasing this pressure during the remainder of its stroke. To adjust the time of the release of this excessive pressurein the scavengering cylinder A', I have employed an arrangement for the tappet T on the lever T, so that the checkvalve 10 may be opened for a longer or shorter period of time during the stroke of lwhich is adjusted for a the scavengering piston a. As the piston B is moving farther in its compression stroke so as to bring its port 9 into register with exhaust port 8, there would be a .further tendency of the piston B to force .the explosive mixture out of the' exhaust-port 8 and into the atmosphere, but to prevent this, I have introduced the exhaust check valve 2', back-pressure e ual to the maximum back-pressure develope by thel compression; of the explosive mixture when the piston is ydisplacing that amount of volume/between the position of the port 9 in the piston shown in Fig. 1, and that position which the port 9 occupies when registerin withthe exhaust port 8. That is to say, uring this fraction of its compression stroke I accomplish this by Weighting the valve 2 to the maximum amount of back pressure, and maintaining the adjustment at that weight, the valve closing by gravity. It will be further noticed by inspecting`Fig. 1, that the joint ca a'city of the scavengering cylinder A an crank box chamber N N2 will be less than that of. the crank-box chamber N N2, though the diameter of the scavengering piston a is greater than that of the piston B as hereinafterstated. The

4area of the upper side of the scavengerin piston A, or that side ofthe said piston use for forcing out the residual of the products of combustion into the atmosphere should be equal to the area of the piston B', 4and the suction created in the cylinder A and crank-box chamber N N2 by the action of the scavengering piston a' should b`e greater than the compression in the space below'the piston B in the crank-box chamber N N2. -In other words, the negative pressure of the crank-box cham- N2 should be greater at its maximum than the positive pressure in the crank-box chamber N N2-at its maximum.

When it is desired to till the cylinder B .aint

with its charge having a pressure balancing that of the atmosphere or below that of the atmosphere prior to compression, the change of the explosive mixture being made up of air which is the residual of the atmospheric shower or scavengering charge as well as the air and vapor taken into the crank-box chamber N N2 at the intake, and afterward fed by compression by the downward stroke of the piston B into the cylinder B from the crank-box chamber N N2, the volume contained in the cylinder B and the volume taken into the cylinder B from thecrankbox chamber N N2 would both be below atmospheric ressure. This diminution in the pressure o the respective volumes in the cylinder B and the crank-box chamber N N2 is due to the resistance of the scavengering check-valve 16 and t-he intake valve o to the incoming columns being greater than that necessary to balance atmospheric presy sure. In adjusting thefmotor so as to operate by an explosive mixture in the cylinder B at or about atmospheric pressure, as aforesaid, considerable tension will be required upon the check-valve 16 and the valve springs must be so adjusted that the residual of the atmospheric'shower left in the c'ylinder B will be considerably below atmospheric pressure in order that the cylinder B will be in a condition to receive the additional incoming charge from the crank-box chamber N N2, which, in consequence of being under pressure will be up to or above atmospheric pressure. It is thereforeobvious that in order to perfectly displace the residual of the roducts of combustion after exhaust, by thepiston a whenthe pressure of the residual of the atmospheric shower in the cylinder B is less than t iat of thefatmosphere, as aforesaid, the difference du|` to this contraction in the quantity of the air contained in the cylinder B must be made u" by the displacement of the piston lib cylinder A; and in' makink up this difference by the dis lacement o the piston c in l the cylinder i5, the amount of compression of the gases in the crank-box chamber N N2 by the downward movement of the piston B must be considered. It is therefore obvious that the exhaustion of the scavengering cylinder A must have a greater negative value than the compression in the crank-box chamber N N2 by the piston B. I have therefore preferred to not only increase the area of the scavengering piston a so as to provide for a surplus `ume of air and exp escape 'of the exhausted 'gases 'when 'there .is

the volume of explosive mixture in the cylinder considerably below atmospheric pressure when the piston is at the limit of its loutward stroke pri-or to compression, so that the compression may be carried up to almost as great a pressure as the initial piston pressure when ignition takes place,v and vhave considerable room left in the cylinder while impelling the piston forward in its 'work mg stroke for a long expansion of the ases `when' performmg the mechanical wor of the engine. It is this thermodynamic considerationwhich I have 'reference to in describing the relative capacities of the cylinder A and crank-box chamber N N2 and the underneath side of the piston B and' crank-box chamber N'N2 commensurate with obtammg a complete scavengering veffect of the cylinder B, to ether with a good margin for expansion of t e combustible mixture in the motor.

the cylinder B after ignition. o

By the manner of adjustment whereby I am enabled to vary automatically the volosive mixture taken into the cylinder B, I am enabled to operate my motor on fluctuating loads and mean loads with a high degree of economy from a thermodynannc standpoint; and on overloadsv when the motor is-operating beyond its normal rated capacity the means for varyin the supply of fuel taken into the cylinder is such that the `volume of gas contained within the cylinderB may be` considerably in excess of that of the atmosphere before compression. In fact, it may be all of that in excess of what the piston B displaces when -it is making its downward stroke with all of the tension taken oil of the intake valve, as before explained,` so vas to admit of the air being taken into the crank-box chamber N N2 atvery nearly atmospheric pressure prior to the downward displacement of the piston B. During the operation of the engine and at the time when the valve D shall have moved into a position for release so as to open Ithe exhaust-port, and the piston a is at the end of its inward stroke. the piston B will be at its upper or com'- pression stroke, at which time the suction created inthe crank-box chamber- N N2 by the upward displacement of vthe piston B will be such as to'irst draw in the exhausted.

gases from the exhaust-space 6 of the expansive section through the vapor-exhaust check-valve V prior to the mtake of yair from 'the atmosphere through the air intake fcheck-valve fv'" by 'of the tension of the springss and s seatmg the sald vulve, the

'air .having to work against the'resistance of the said springs. vThe effect will be to effectually exhaust 'the vapor from the exhaust-space 6 after the manner of a vacuum. pump so as -to leave the exhaust pressure l.in the 'va-por cylinder A vat that time below at- 'mospheric pressure, after which the exhaust plus the weight of the smal check-valve V, and the slight compression due to the downmerely that against4 atmos heric pressure Ward movement of the piston Bl when atl about three-quarters of itsstroke. By this time, the piston-valve D will have closed the exhaust port so as 'to cut oi .the exhaust and prevent any further back-pressure'from the com re'ssion vdueto the'downward movement o1 thepiston B. Of Icourse 'this depends u on the lap and leadof the siideval-'ve D in its travel, which is varied in accordance with the speed 'of -the shaftovernor during the variations in the spee of Vhen employing the commercial 'naphtha for 'operating 'my thermodynamic motor, the quantity of vapor necessary for the fuel for the explosive ortion maybe varied 'at will by varying tige pressure contained in the jacket 1. In the eventof the naphtha vapor being in excess of that required 'for lthe 'exploslve lcylinder to 'constitute the lbest proportion or the explosive mixture, 'the 1nxtial pressure may be increased in the jacket I, and the valve D adjusted so las 'to 'cut off earlier in its stroke, or the vapor may be throttle'd by thethrottle-valve M; land in the event of a deficiency occurring in the uantit o'f the naphtha vapor rejected by t e cylmder A for proper combustion in the lSL00 into a position so as .to turn oif the supply of, air which, as previously stated,'wa's drawn through the cock H, supply-pipe 17 and check-valve 16; and by turning the valve h into a position so that the port h 'will reg'- -ister with the smoke-fine 13, communication of 't-hepipe 17 with the smoke-iluel will beestablished by* the cock H, and the supply of air to the cylinder B wilt be taken 1n through the :tempering iiues 11, smoke-flue th'einterior of the cylinder and is added to the explosive mixture, and in case of the moval ofthe liquid in the jacket I, I employ a drain-cock R having a passage-way (shownj 4which is continuously drawn in through the l I so as to reduce the working pressure of the tempering fines will take up the excessive heat of the naplitlia contained in the jacket vapor. Of coursetliis heat 1s also taken into heat being still excessive so as to produce too great a pressure, the cock H can be manipulated so as to allow some cold air to enter through the check-valve 16 as well as heated fair through the tempering flues `11. The amount of air taken in through the intake scavengering check-valve 16 as already stated, is varied by the variations in the compression of its spiral compression sprin s.

In arge engines of this class,when it 1s not practical to lubricate the interior of the cylinder in the manner before stated, I einploy independent lubricating 'devices in the ordinary way for lubricating the cylinders' of gas engines. In order to permit of the rein dotted lines in Fig. l) in the casting of the cylinder B at the lower end. A similar cock R (shown in Fig. Al) is employed forv the vapor jacket A.

In making use of the-term explosive en-I gine throughout this specification, I meanf those engines in which the fuel is burned behind the piston within the working cyl-i inder, and therefore the term has referencel to a variety of engines of the slow combustion type in which the fuel is fed in more or less gradually and consumed behind the working piston; and, as I do not wish to confine my invention to either rapid or slow combustion engines, I wish to make myself explicit in this respect, that'in using the term explosive engine IJ mean those enines known in the trade as the internal comustion ty e as well as those commonly known as t e explosive type, as the principle of my invention may be employed with either the slow or rapid combustion types of engine-without departing in the least from its spirit. i Although I have described my invention in thermodynamic motors using an expansive portion of about 11.12 per cent. of the cylinder capacity of the explosive ortion, I do not desire to limit myself to tiiese proportions in reducing my invention to practice. I have considered, however, that a art of the forty per cent. of heat'wasted or inarily in explosive engines could be bestused in a simple manner by carryin. out pro ortions of about those specified. bviouslyii using a greater quantity of the volatile liquid than that which could be used as fuel for the exmaaar plosive portion, a greater portion of the forty per cent. could be utilized, and the exansive portion could therefore bc made arger, but an additional cooling agentwould have to be employed to reduce the tempera-- ture of a reater part of thevapor after the same has een rejected by the expansive ortion. As the quantity of naphtha contained in the expansive vapor would have to be reduced so as to meet the requirements demanded for the best chemical conditions for operating the explosive portion, this would mean that the vapor would have to be put through a ump and condenser and brought back to a iquid state, and returned by the pum to the jacket I to be used over again, whic would introduce objectionable features in the operation of the `4engine from a commercial stand-point; and in conse uence I have confined myself in the description to what I considered th'em'ost simple method of operating a thermodynamic motor on the expansive and explosive principle, by einploying only one liquid for the fuel, the power medium and the refrigerator for the ex losive portion.

I have throughout this specification occasionally referred to my improved motor as being divided into two portions, terming one of these the explosive portion and the other the expansive portion. I mean to infer by this that a portion of the motor is o Jerated directly by the explosive power of t ie coin-N bustible ingredients, and another portion of the motor is operated indirectly by thehcat thereof and through the expansion of a medium which takes up the heat through the heated parts of the motoi' with which the same is i'n contact during the conflagration or combustion of the fuel. I therefore desire to interpret the explosive portion of the engine as that portion lyin to the ri ht of the dotted line 9 as indicate in Fig. 1, and the expansive portion as that portion lying to the left of ythe said dotted line.

I will hereinafter occasionally refer to the expansive portion thus interpreted as that of a thermodynamic transformer in which the heat is transformed into work by the indirect process, since the significance is similar in this sense to the application of heat in the vaporization of water in order to operate a steam engine, and to the ex losive portion thus interpreted as a thermo ynamic transformer wherein the heat is transformed into Y process. By the primary thermodynamic process I mean the direct application of heat into mechanical work as is exemplified-in the explosive portion of' m improved motor wherein the expansion o the gasesresulting from combustion-acts directly as upon the thermodynamic translating instrumentalities, that is thepiston B. and the crank and connecting rod co-actin therewith; and by the secondary thermoynamic process I mean the indirect application of heat into mechanical work as is exemplified 'in the expansive portion of my improved motor wherein the expansive power medium as previously referred to derives its energy in expanding behind the thermodynamic translating element, as for example the piston a in the driving of the connecting rod I Aand crank c in the performance of mechanical work. v

Ishall occasionally refer to the transfer of heat into mechanical motion or Workas that of a thermodynamic transformation, and shall refer in general to thepiston and cylinder or the pistons and cylinders and their cranks andconnecting rod as thermodynamic transforming elements.' p

I am aware that previous to my invention expansive and explosive engines have been sof-combined that the expansive engine was employed as a starting device for theexplosive engine. I am also aware that steam engines and gas engines, so-called, have been combined so as to work upon the same crankshaft. I do not claim these features as my invention.

'I do claim however, and desire to secure by Letters Patent of theUnited States 1 'The combination of an explosive engine, a liquid fuel supply exposed to the heat of the cylinder of said engine, an expansion en-` .gine connected tosaid supplyl lto be driven by the vapor developed fromsaid fuel, and connections leading the exhaust of the expansion engine to'tl'iejcharge inlet of the-explosive engine.

2i In a thermodynamic motor, a combus tion and expansion chamber, a liquid fuel receptacle, a combustibleliquid power medium in contact with the combustion chamber carried by the said receptacle adapted to operate the motor by the vaporization thereof through-the transfer of heat from the combustion chamber, a connection between the said receptacle andthe expansion chamber, means for controlling the admission and cut-oifof the vapor in the expenditure of the energy thereof within the said expansion chamber in the performance of mechanical work and for controlling thevexhaust thereof, together with means for4 coniiagrating a lof mechanical work.

.quantity of the spent vapor within the combustion chamber in the further performance 3. In a heat engine, the combination f. an explosion cylinder having a fuelsupply receptacle in contact therewith, the fuel therefor adapted to be heated by a surplus of the expansion cylinder, pistons with-in each of the cylinders, the piston within the expansion cylinder heated vby the surplus heat of the explosion cylinder, a connection between the two cyl- 'inders for permitting the transfer of the said heated fuel, and a valve and valve-gear for controlling the exhaust of the expansion cylinder into the explosion cylinder.

4. Ina heat engine, the combination of an explosive engine and a fuel supply receptacle therefor, the same being adapted to contain a quantity of fuel and subject the same to the heat of the cylinder, and an expansion cylinder adapted to receive said heated fuel and wherein the same is adapted to expand in the cylinder heat of the explosion cylinder, an

being operated by the fuell further operation of the motor, the explosive cylinder having a greater piston area than the expansion cylinder, a connection between the exhaust of the expansion cylinder and the charge inlet of the explosive cylinder, for permitting the escape of the exinlet ofthe explosive cylinder.

5. In a heat engine, the combination of an explosive engine having a fuel supply receptacle carried by its cylinder and adapted to thereof, and an expansion cylinder co-acting' with the explosive engine and operated by the expansion of the heated fuel, a connection between the exhaust of the expanpass' regulator and suitable pipe connectiontherefor for controllingv the heating effect of the flues.

7. In an explosive engine having a vapor generator 'heated Aby a surplus ofthe cylindeifheat of the explosive engine, and an auxiliary expansive heat engine deriving its energy from. the sensible heat of the vapor of the said vapor generator,'the combination of `an independent heater for the said vapor generator having hot-air flues therefor, and of a valve and cold air pipe for the subject the same to the .action of the heat."

haust of the expansion chamber to the charge lsion cylinder and the charge inlet of the ios tion of -a vapor generator heated by a sur-g'

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