USRE10750E - Air and gas engine - Google Patents

Description

5 Sheets-Sheet I..

S. WILGOX. AIR AND GAS ENGINE.-

Reissued July 27, 1886.

ATTORNEY 5 Sheets-Sheet 2..

S. WILGOX. AIR AND GAS ENGINE.

Reissued July 27, 1886.

A TTOH/VEY 5 Sheets-Sheet 3. S. WILGOX.

AIR AND GAS ENGINE.

No. 10,750. Reissued July 27, 1886.

. 5 Sheets-Sheet 4. S. WILGOX.

AIR AND GAS ENGINE.

No. 10,750. Reissued July 27, 1886,.

WIT/VESSES: I /NVNTOH WM @Q4 j, M

ATTORNEY 5 Sheets-Sheet.5. S. WILGOX.

AIR AND GAS ENGINE.

Reissued July 27 ATTORNEY VUNITED STATES PATENT OFFICE.

AIR'AND GAS ENGINE.

SPEGIPICATION formingpaxt of-Reilsned Letters Patent No. 10.750. dated uly 27, 1886.

Original No. 332,312,1lated December 1.5, 1585. Application for reissue filed May 26. 1856. Serial lio. 203,3 l0.

.Toall whom t may concern: 4 Be it known that L STEP'HEN WILooX, a citizen of the United States, residing at Brooklyn, Vin the county of Kings 'and State of New York, have invented certain new and useful Improvements in Air and Gas Engines, of which thefollowing is a specification.

The 'invention relates to that class of hot- 4 air or gas engines 'in which an inflammable fluid is mixed withcompre'ssed air and fired in the .working-cylinder.

.The invention consists in heating the air preparatory to admission; charging the same with au intlammable fluid during or after the period of admission; in covering the internal surface of the cylinder-space and interior mechanism not in.frictional contact with an imperfect conductor; in a novel construction and arrangement of the receiver', inductionvalve, burner, and igniter; 'in the adaptationof elink-motion to operate and reverse the various operationsndin operating the charging device through the link-motion or a mechanism independent of said-.link-motion, all as hereinafter more particularly described, and the novel characteristics of' the same referred to in the claims.

YIn order that others may understand and practice my invention, I will proceed to 'describe thesanie in connection with'a'n upright inverted-cylinder engine. (Shown in the accompanying drawings.)

In Sheet 1, Figure 1 is aside elevation showing the'general organization of the .working parts of the engine'andthe receiver represented in vertical section, Fig. 2 showing a cross-section of the same on the line a.' as', Fig. 1. In Sheet 2, Fig. 3 represents a side eleva-Y tion of the cylinder and enlarged' details of the valve mechanism and connected operative.

parts'. In Sheet 8, Fig. 4 is'acentral vertical section of the cylinder and adjacent' valvechests and air-pump; and Fig. 5, a detached view of one of the' protecting-plates of the piston. In Sheet 4, Fig. 6 is a sectional view through the upper,induction-port on the line y y, Fig. 4; and Fig. 7, a similarview through the lower induction-port on the line y y, Fig. 4. Fig. 8 is a detached face view of a. lighting-orifice and cover, and Fig. 9 a plan view.- of Fig. 6. I'n Sheet-5, Fig. 10 is'an enlarged vertical section ofan induction valve and yin the several sheetsof drawings will chest, and Fig. 1.1 a cross-section of the valve'.` Fig. 12 is an enlarged view of the operating `wrist-plates attached 'to the valve-spindle. Fig. 13 is a side elevation of air-pump and connected attachment in section, for meistening the entering air; and Fig. 14, an enlarged view of the burner and connected chargingpumps;

'The corresponding details of allV the figures f be indicated by the same marks of reference'.

A is the cylinder of a double acting engine, surrounded with a water-jacket to prevent overheating, fitted with a piston, 15, and provided with inlet and exhaust ports, precisely similar to the inverted cylinderof a'n Vupright steam-engine. The interior surfaces of-fthe cylindernot in frictional contact, the surfacesof ythe pist-on exposed to the action of the ignited gases, and the port-surfaces are-'covered with an imperfect conductor, preferably in the forni vof a plate of cast-iron 'applied to such exposed parts, as represented at 17 in the sectional view, Fig. 4. The object of this plate or lining isto check conduction and conline the heat developed to as great a degree as possible with the process ot' combustion, and also to maintain so high a temperature in the plates as to materially lessen condensation von their surfaces and in the cylinder' asto render pract-icable't-he use 0f heavy volatile oils as an. indammable, and yet preserve, in consequence of the water-jacket, such a low comparative temperature in the cylinder-walls as will permit the usual methodof'lubrication.

Other substances than cast or wrought iron may be .employed-as a material for the plate or'lining referred to-such as tire-brick, soapstone, or graphite-but in practice danger would probably arise from disintegration of such substances under theviolent-luctuations of botirtemperature and pressure to which they wouldbe subjected, which would result in scratching the'interior surfaces and valves. It is well known that the Coldwater-jacket, per se,causes serious loss by' condensation; but by the interposition f' these plates this dinicnlty is greatly overcome. v

. I have shown in'Figs. 1 and 5 a representation of cast-iron plates provided with narrow ribs, which form bearing-surfaces with space between, as a preferred construction.

I Co

To otherwise modify-theeect of the-high temperature of the products of combustion, I employ the additional expedient of circulating coldl wat er around and through all partsot' the engine that by location are subject to the heat in the working-cylinder, and have extended such'circulation to-the interior of the piston and valves through their respective rods, re-f tu rnpassages being lnade by a partition plate, 45, (shown, forexample, in the piston-rod in the enlarged sectional view` Fig. 4, the arrows indicating the course of the water,).and the connecting-pipes 46 47, leading to the circulating-pump.

From an inspection of Figs. 4, 6, 7, and 10 the arrangement of the water chambers and water-circulating pipes will be readily understood without further notice, except in relation to a new and advantageous result obtained in irterposing 'a water-chamber between t-he piston rod or other stuiing-boxes adjacent to the cylinder to protect the packing from burning cut, as shown at 18, Figs. 4 and 10. This adaptation in connection with the water ci1-' culation through the piston and valve rods will materially overcome one of the serious diiiicultiesY met in practice with this class of engine.

'Ihereceiver is represented at C, Figs.- 1 and 2, Sheet 1, and iliade preferably in the iorin ofa Cylinder in capacity equal to the require.

ments of the air supply without collecting more surplus than will suiiicienlly maintainV a uniform maximum ot' pressure,'and of suf ici'ent strength to withstand a. constant pressure of at least seventy tive pounds to the square inch. Within this reservoir or receiver I arrange a. series of tubes, 19, secured to the transverse tube sheets 21, and comuiunicat-ing collectively with the 4exhaustpassage 25 of t-he eng-ine and also with an escape-pipe, 22, leading to the atmosphere,

`through which the .hot exhaust-gases pass.

The reservoir or `compressed-air chamber 20 of the receiver is connected with the deliverypipe oli the air-compressing'pump at-23, and with the induction-pipe leading to the working-cylinder at 27', and through the successive 'strokes of the pump and engine a. current is vestablished and heated bythe coincident passage of the exhaust-gases escaping through the tubes. j

Inthe cross-sectional view, Fig. 2, an extension of the exhaust-pipe is carried into the` receiver andcurved, as'shown at 26, in order to give a circular motion to the exhaust-gases, and to separate the liquid particles that may be carried in suspension. Such particles will be thrown against the sh'ell of the receiver by the centrifugal action imparted to them, and wiil. gravitate to the bottom chamber, from whence they may be drawn od by a dischargecock, a. The receiver and cylinder may be furnished with a pressure-gage, safety-valve, and thermometer, orotlier ex'pedients to injdicate all prevailing conditions that may be' desirable to. determine.

The application ot a heating devicemay he 'accomplished in other ways, the object sought being to elevate the temperature of the air liquid to be burned, in order by contact to make the latter lmpid and render it more easily convertible into spray and volatilized, and which facilitates its combustiomand also renders practicable the luse of heavy oils for this purpose. I

The induction -valves 29 are shown in crosssection in the sectional views, Figs. 4 and 11, and in longitudinal section iu the enlarged view, Fig. v10. These valves are constructed in cylindrical form, with the ports or inletpassages made directly through them, and are operated to canse said port to register with the induction-passage by an oscillating movement imparted through' the wrist-plate 38 and rods 33, connected with thc wrist-plate 32,

prcvious to its contact with the inflammable that is vibrated hy the rod 50, connected with the link-motion shown inFig. 1. The porthe valve that close the induction-passages are recessed and fitted with seats 31. Figs. 4 and 11, on bot-h the cylinder and vreceiver side, in order to resist a prepondcrating pressure and prevent escape' from either direction, that is liable to occur from lthe receiver into the cylinder when the cut-oft' is closed, or from the cylinder into the receiver when the pressure in the former is greatest. It will beobserved that the valve-seats 3l are beveled inwardly to allow a direct and free passage when the valve is wide open or at full throw. The 'exhaust-valves 30 are of the same construction, and actuated by the wrist-plate 32 through theconnecting-rods 34, similar' to the induction-valves, except that the connection is Vpermanent. The induction-valve mechanism is organized on the principle' of that adopted in the Gorliss engine, and whichvwill be readily understood upon an inspection of the enlarged detailed view, Fig. 3, without referring more particularly to the numerous parts shown than in the explanation of themode of operation hereinafter described.

The most important feature of the Corliss valve-gear, adopted in this engine, is the Amethod of eii'ecting the cut-oil' by liberating the catches which open the induction-valves and allow them to vclose instantaneously at any desired point of the stroke by an extraneous force, thereby avoiding "the wire-drawing incident to a slow-closing cut-ofi'. This feature is important to economy iu avsteamengine, 'and is ot' much more import-ance in a gas-engine, where the ignition ot' the charge, after the closing of the cut-off, increases the pressure several fold, as under these conditions the eiect of wire-drawingr the initial charge is multiplied in the same ratioas the increase of pressure.

D E represent plunger-pumps for injecting the inflammable duid, (shown in sectional de.- tail in enlarged view, Fig. 14,) with connected suction and discharge pipes 'and-valves. These IOC pumps are of differentcapacity, and act independent-ly at different times during the movement ofthe induction valvc. The smaller pump, E, is designed to supplyI the first and minimum quantity of'` the inflammable fluid during the opening movement of the induction-valve, and its connecting-rod e is attached `in such position on the-wrist-plate 38 as to produce the required throw, and to cause it to deliver during the first movement of said plate and corresponding opening movement ot' the valve. Its delivery-pipe l is directed to the vestibule-chamber 54 within the burner S, and the inflammable fluid is discharged into said chamber, andthen finds its way-intoand.

through the meshes of the intervening wiregaiize 4by capillary attraction, where it remains suspended until forced through the perforated' plates by the current of the compressed air. In this vie\v Fig. 14, an auxiliary' hand-pump, F, is also shown connected to the deliverypipe of pumpA E to discharge a'sinall quantity of the inllammable fluid to charge the burner' preparatory lto starting thecnginet and to an ticipate the automatic act-ion ot' the pump E. rPhe larger pump. D, is designed to deliver the maximum quantity of the inflammable fluid, and is connected to the valve wrist-plate 38 at such position as to act dnringthe reverse movement ot said plate and consequent clos' ot'surl'ace in the burner and room for the introductionol'theigniting devices. The'burner consists of a series of sheets oi` wiregau'ze Aclamped between perforated metal plates 55,

Fig. 1J., and secured between the cylinder and inductionnozzle lia'ngcs.

A tiring port, W, Figs. 4, 6, 78,l provided with a cover, 62. serves for the introduction of a torch lor lighting the burner when`thc lengine is at rest, and to prevent the torch i'rom'being extinguished at this time by the natural draft through' the exhaust'passages a valve, 24, Fig. 1, is placed in the escape-pipe 22, that maybe closed. This valve 24." when closed, is arranged atan inclination, as showr, and will be forced open by the .action of thel exhaust, should the operator neglect to open it before the engine is set in motion. The antomatic igniter consists in a reciprocating tube, R, Figs. 6, Zand 9, operated in a port, r, and located between the burner and cylinder,'Fig. 4, and carrying a lamp, 69, its llame passing through a slot-in the tube R, as shown in Figs. 6 and 7. The tube is reoiprocated tn'nuat-ion of the cylinder pistoufrod.

simultaneously with thc valve motion, to which its operative parts are connected, such parts being adjusted to bring the llame of the lamp 69 in contact with the admitted air and inflammable fluid coincident with the closing or eut-oit` ol' the induction-valve at whatever portion of the stroke the induction valve may be set toclose. The flame of thislamp is not constant, owing to its rapid Vrecipr'ocation through its entering-port, when it is liable to be extinguished.; consequently another lamp is located outside, so that its darne is in the path 'of the movable lamp, and at each entering movement of the latter llame is communicated and carried to the interior. The ,mech'anism for operating the, tube R is shown in the enlarged views, Sheet4, and con-` sists in a. bell-crank that passes into a. slot in the tuheconsistingin tixed arms 58 and 73 on the rock-shaft 74, the arm 73 being connected through the rod 60 with the wrist-pino! on the wrist-plate 3S, that operates the inductionvalve, ball-and-socket joints being shown in theconnection as one of many known means o't' conveying'such indirectmovements. The arm 73 is loose-on the rock-shaft 74, andrnay .bedisconn'ected by dis-engaging the clutch 59,

Fig. 9,. when ,theigniter is not required.

The air-compressing pump isshown at B, Figs. 1, 4, and 13, mounted upon the cylinder and furnished with a'piston attached to acon- This airvpump is supplied with a proper induct-ion and exhaust valve -of any lpreferred construction and arrangement,`and may also be connectedV with an auxiliary chamber for saturating the entering' air with awater-jet, (shown in section, Fig. 13,)the water being admitted throng-h the pipe a: and,A air from the receiver through the smaller. pipe 63," which will dis' i chargethe jetin the form of spray..`

It is well known that. dry au' compressed .to ayreat degree will indicate a high I tempera# ture, but When saturated with moisture `-the temperalmre is reduced under the same de gree'ot' compression. y Therefore the adapta.l tion ot' a-device to carry out such a reduction in temperature will be found o f prime importancein this class of enginesin keeping the air-pump cool, inincreasing the capacity ot' the air to absorb a. greater 'amount of the heat of. the exhaustgases, land in improving its quality for promoting combustion in the cylinder. i

In the operation ofthe engine the receiver is tirstcharged with air byasmall hand-pump or other similar device to a degree of compression stiiiicient to force a. small quantity ol" air into the burner to startthe process of 'combnstion, a small inlet pipe, 56, fitted with o'ne or more stop-cooks. 57, Figs. 1. and 14, being especially provided-for such. purpose. The hand-pnmp F, Fig. 14. is also operated a few strokes to inject a. portion of the intlammable fluid into the burner through the pump de- 1ivery-pipe 54, when it ming-les with the cur vthe infiammable duid injected into the meshes of the wire-gauze and carries it through the same, when the mixture ignites and the process of combustion already begun is continued. It will be understood that if al1 the air is fully saturated with combustible spray as it passes into the working cylinder it will burn as fast as it enters, and no greater pressure is obtained than that in the' receiver, and theai'r pump will consequently work against the'high- 'est pressure on the piston; but in delaying a portion of the combustion until after the cuto' occurs a highe'r pressure is created in the cylinder. Therefore, during the opening movement`ofthe induction-valve only such a quantity oftheintiammable is admitted to the burner that will saturate a portion ofthe entering air sufficient to support the flame and elevate the temperature of the air to a degree at which it willy more readily combine with the remain-l ing port-ion that enters during the closing 'movement of the ii'iduction-valve, which in practice' generally takes place whenpthe cylinder-piston'has completed about one-sixth of its stroke. The small charging pump E commences to deliver simultaneously with the opening of the .induction-valve, andV ceases to act at whatever point the valve begins to close.

The arm that actuates this pump has an increasing leverage, and its rate ,of delivery nearly corresponds to 'the speed of the piston and following velocity of current. The larger charging-pump D delivers during the closing or cut-oli' movement of the induction-valve, and supplies the remainder of indammableat the latest moment possible, when it is carried by a strong current `into the cylinder and 'mixed with the preceding air. `The-arm that actuates this pump-has adecreasing leverage, and theA pump commences to deliver at the greatest leverage ofsaid arm, so that the greatest quantity of inflammable is supplied vwith the strongest current.

The differential leverage of the respective actuating-arms referred to is clearly shown in Fig. 14. l' y When the stop-cock 57` is opened, and a small stream of a-ir is allowed to flow in contact with the oil in the burner andv become intiammable, andis ignited through'port V, it will continue to burn after the engineisstarted and maintain a constant torch, iguiting the fuel as fast as it passes the burner. As a portion of the fuel is delivered to the burner just before the cut-oli` closes, and is carried into the `cylinder to find its equivalent of air, -so much of the combustion as occurs ailier the cut-01T' closes tends to raise thecylinder-pressure above the receiver-pressure, thereby increasing the power ofthe engine without adding to torch is extinguished, a id the air and fuel will pass into thecylivnderunintiamed;l butif clutch 59 be thrown into gear the igniteris put in'action, therebyinaning the imprisoned charge just as the cut-off closes, and which raises the pressure several fold. This is the generally- .preferred method of operation. When, however` it is desiredto run the engine sloiv, orto reverse it, if the stop-cock 57 be opened again the torch or burner lwill be lighted by the .igniter, and ifthe lcut-oit' be lengthened and the throttle properly adj usted such an uniform pressure will be maintained that will enable the attendant to easily handle the engine. theengine be stopped fora short time, the torch is liable to go out, but will be relighted by the igniterwhen -the engine starts.

The cut-off or closing action of the induction-valve will be readily understood upon inspection of Fig. 3, the air-check H, with its central vacuum-chamber (shown in` elevation and section) connecting, respectively, withthe projecting-arms 63 on` the valve wrist plate 38, being a wel] -known expedient for this purpose', and its operation very generally understood.' will also be understood that it can be directly and posilively accomplished through thc adjustment ofthe link-motion independent of the tripping mechanism.

yHaving thus fully described my invention and referred tocertain instrumentalities suiciently to enable others to practice the same, I wish it to be understood that I do not abandon nor confine myself to the use of the particular devices herein shown in the perform.-

ance of the methods set forth, such instrumentalities, particularly in detail, being sus ceptible of `various changes without departing `from the spirit of the invention. Therefore, What I claim, and desire to secure by Letters Patent, is-` 1. The combination, with a gas-engine in ln relation to the cnt-ott' feature, itA

which compressed air is admitted to the working-cylinder and fired, of a charging device for saturating the air with an iuilainmable liquid, a variable cut-oit` valve, and an igniter to inflame the charge, capable of adjustment, to act coincident with the closing of said cut-oli' valve. 4

2. In combination with an air. or gas engine in which combustible gases are fired in the Workingcylinder,a charging'device for injecting an inflammable duid, operated and adjusted, substantially` as described, to deliver said inflammable duid at the' latest movement 0f the induction-valve, so that mixture with the admitted air takes place within the cylinder coincident with or subsequent to the clos ing of said valve.

'3. I n combination with an air or gas e11- 5 'gine 1n whichl combustible gases are fired in the working-cylinder, a. charging device for injecting an inflammable fluid. operated and ad] listed, substantially as described, to deliver a small quantity of the same during the open- Io ing movement of the induction-valve, and to rapidly deliver agreater quantity or full supply'during the closing movement of said valve, whereby the greater quantity of 'inflammable fluid entering the cylinder at the-latest movement of the valve is mixed with the preceding air admitted within the cylindersubsequent t-.o the closing of said valve.

4. In combination with an air or gas engine 1n which combustible gases are tired, two charging-pumps operated by a. mechanism of differential movement, one of said pumps be ing adjusted to ldelivera small quantity of inammable fluid during the opening movement ofthe induction-valve, and the other pump adjusted to rapidly deliver a greater or lfull supply vduring the closing movement of said valve; whereby the greater quantity of in.- ammable fluid entering the cylinder at the latest movement is mixed with the preceding admitted air after the induction-*valve closes.

5. A receiver for air or "gas engines, provided with a series of internal tubes connected with the exhaust pipe or passages of the. working cylinder, the air-space communicating- 35' with the deliveryof theairecompressing pump and directly with the induction-passage ,of the working-cylinder, whereby said tubes serve to l heat the passing current of compressed air and as stays to strengthen the construction.

6. 'A working-cylinder or valve-chest head .'{orgas-engines, madel hollow and fitted with stuffing-boxes and hollow piston or valve rods, said hollowr head for-ming a water space or jacket between the cylinder and stn`1ng-box,

whereby the packing is` kept cool and protected from burning by an escape of .the hot gases around said rods.

7. In combination with an air or gas engine in which combustible gases are fired 5o in the working-cylinder, an inductionvalve adapted to be disconnected from its opening mechanism at any desired part of the stroke and suddenly closed by an independent auxiliary device, and a chargingpump forinjectingan inflammable fluid. operating coincident with the closing movement ot' said valve.

8. The combination, with a gas-engine in which compressed combustible gases are tired in the,working-cylindeuof an induction-valve 6o opened by a positive motion and adapted to be closed at any desired pointof the stroke by an extraneous force, and an igniter acting coincident with the closing of said inductionvalve.

9. A doubleseated induction-valvelocated between lthe receiver and cylinder,to close the pheric air under pressure, arranged between communication andresist the action ot' a preponderating pressure from either direction.

10. An induction-valve of the type or kind described, having its port extended directly 7o through it, and its circumferential faces tted to close the communication between both the .cylinder and receiver, and to be cooled vby expo'snre to the adjacent water-jacket when in an'l open position.

"11. The combination, with a gas-engine in which compressed combustible gases are tired inthe working-cylinder, ofindependentinduction and eduction` valves protected by water'. jackets, thefinductionlvalvesadapted to resist 8o pressure toward and fromthe cylinder, and to cut olf at variable points ofthe stroke, and an igniter adapted to inflame the charge coiny cidentwith the closing of the cut-off.

12. The combination, with a gas-engine in 85, which compressed combustible gases are fired in the working-cylinder, of a valve-gear for positively. operating independent induction 4 and eduction valves, the inductionvalves being adapted to close at variable points of the 9o stroke, and an'ign'iter acting coincident with the closing of the'induction-valve, as set forth.

13. The combination, with a gas-engine in which compressed combustible gases are tired' in the working-cylinder, ofindependentinduction and eduction valvesv protected by waterjackets, the induction-valves adapted to resist pressure toward and from the cylinder and .capable of adjustment to cutoff at variable points of the stroke, and a reversing-gear for running the engine in either direction.

ICC

14. An air orgas engine having its burner secured between the nozzles or flanges of the working-cylinder and valve-box, whereby itv may be easily removed and replaced without. disturbing other parts of the'engine.

15. An air or gas engine provided with a sliding igniter operated by a motion coincident with the valve-motion, and having its inclosing-port between the burner yand cylinder, whereby it is sure to encounter and dre the issuing vapor, and inadecapable of adj ustment, to act simultaneously with the closing ofthe cut-olf at any desired point of the stroke.

16. vVA. double-acting air or gas engine in which atmospheric air andan inflammable liuid are mixed and fired in successive charges, consisting of a working-cylinder, an air-com.- pressing pump, a reservoir containing atmos-v said pump and cylinder, and a charging dev ice for inject-ing an inflammable fluid,said cylinder being 'tted with suitable induction and exhaust valves,'combined with a linkanotion for operating and reversing the same', and also operating'said charging device.

17. A' doubling-acting air or gas engine in which atmosphericair and an inllammable fluid are mixed and tired in successive charges, consisting of an air-compressing pump, a reservoir containing atmospheric air under pressure, arranged between said pump and cylinder, and a charging device for injecting an inammable iiuid, said'cylinderbeing fitted with suitable induction and exhaust valves, combined with a linkmotion for' operating and reversingr the same, and the charging device operated by mechanism independent of said link-motion. l y

18{Au engine in which the agent of force is Saturated, air fired in successive charges in the working-cylinder, provided with au aircompressing pump, a reservoir or receiver for containing air under "compression, and .a device for saturating the air with an inflammabie fluid, the workinglcylinder of said engine having suitable induction and exhaust valves,

the induction-valve heing adjusted to open to admit air separately or with an inflammable iiuid in such measured quantity to saturate a portion of the accompanying air, to close at a predetermined period' ot' each stroke, and during said closing movement to admit the required remainingv portion of air and infiammable iiuid,- or the entire required supply oi iuammable'uid separately, whereby a co i3 plete saturation of the air and infiamma le iiuid is delayed to take place within the working-cylinder coincident with or subsequent to the closing of said induction-valve,

19. In combination with an air or vgas engine in w'hieh combustible-gases are fired, a moistening receptacle or chamber with interior spraying attachment arranged to saturate the' entering air preparatory to compression, for. the purposes explained.'

STEPHEN 'WI LCOX Witnesses:

Guss. W.' FORBES, AUG. CREVELING.

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