USRE12635E - Oil-engint - Google Patents

Description

REISSUED APR. 16, 1907.

E. SOELDNER.

OIL ENGINE.

union-1o! rILsn JULY 6. 1905.

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No. 12,635. REISSUED APR. 16, 1907.

11'. SOBLDNBR.

OIL ENGINE.

APPLICATION FILED JULY 6, 1905.

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m I v 47 V 1N0. 12,635. REISSUED APR. 16, 1907. i H. SOELDNER.

OIL ENGINE. 'prnroumx rum: IULIG. 1995.

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fievereeor' We treesseai' PATENT OFFICE.

HENRY SOELD ER, EAST WILLIAMSBURG, NEW YORK, ASSIGNOR TO THE DE ERGNE MACHINE COMPANY, OF NEW YORK, N. Y., A COR- PORATION' OF NEW -YORK.

OIL-Enema."

.Speoifleationof ieissued Letters Patent. aelssued April 16, 1907.

Original No. 740,195. dated se amfir 29, mos. Applieatimi for reiisire'filad July 6, 1905. Serial No. 268.560.

To (all whom it mayconc ern:

- Be it known that I, HENRY SOELDNER, a

citizen of the United States, anda resident of .East Williamsburg, in the county of Queens State of New York, have invented certain new and useful Im rovements in Oil-Engmes, of which the fo lowing is a specification.

.figurc being partly in section throu Figure 1 is a front elevation, partly broken,

away, of an oil-engine constructed in accordance with and embodyin the invention.

Fig. 2 is a vertical section 0 same on the dotted line 2 2 of Fig. 1. Fig. 3 is a detached elevation of the governing mechanism. Fig.

4 is an enlarged detached elevation of a check-valve for admitting air to the crank chamber of the engine. detached horizontal longitudinal section of the nozzle and its parts through which the oil in the form of a dry va or is admitted to 1 the chamber in the ear. of the cylinder. Figs. 6 and 7 are enlarged detached views of the deflector at the discharge end of said nozzle. Fig. 8 is a side view of the engine looking at the right-hand side of Fig. 1. Fig. 9 is a vertical section of same on the dotted line' 9. 9 of Fig. 8; and Fig. 10 is a detached top view of the governing devices and pum this main wheel on the driving-shaft of t glne.

In the drawings, designates the cylinder of the engine; 21 the piston therein; 22, the jflstulklud; 22-}, the crank-chamber; 24,.one section ol" the main shaft; 25, the other section of said shaft; 26, correspondingcounter!)alancc-disks secured upon the facing ends of the shalt-sections 24 25; 27, a. pin

connecting said disks 26 and upon which one end of the piston-rod 22 15 secured; 28, a

Fig. 5 is an enlarged the 0 en- I wheel on the shaft-section 24 and from which the pump-plunger and governing devices receive their motion, and 29 a cham- I bered cylinder-head fitted to the cylinder 20 and receiving the discharge end of the nozzle, (numbered as a whole 30,) through which the oil is delivered to the chamber of said head 29and which by the customary pipe connection is supplied with the oil from a pump 31, alsoof usual construction.

The cylinder 20 is mounted over the crank: chamber 23 and is open at its lower end, while at its upper end said cylinder 20 is closed by the head 29, whose edges are se cured upon the upper edges of said. cylinder.

and whose middle portion fits .within the in.

terior of the upper. end of'said cylinder and is formed at one side with the vaporizing-dome- 32, which is shown as of conoidal form and has an unrestricted orifice and is elongated or has. its greatest lateral dimension or diameter as.

ghghord of or in substantial arallelism with circumferential wall of t e cylinder and. its smallest lateral dimension or diameter at right angles to'such wall or on a radial line of the circumference of such wall, as indicated in Figs. 2 and 9. The nozzle 30 passes through the upper end ofthe cylinder 20 and has its discharge end within the dome" 32 about midway of the height of said dome.

The cylinder 20 is formed with a port or passage 4:3, leading from the interior of the crank-chamber 23 to a point above the pis ton 21 when thelattc'r is in its lower position,

as shown in Fig. 2,

port 34, the latter also' eing in a position to appear above the piston 21 when the latter is in its lower-position.-

The piston 21 is of cup form or hollow, I

and the piston-rod 22 is pwotally connected with it by means of a suitable transverse in 35, as clearly illustrated. The lower en of the piston-rod 22 has a suitable bearing 36 and opposite to the upper; end of the air-port 33 1s )rovided an exhaustconnected with it, as shown in Fig. 2, and 1 this hearing 36 is mounted upon the crankpin 27, by which the counterbalance-disks 26 are at one side of the shaft-sections 24 25 connected together, so that during the operation of the engine the piston-rod 22, crankpin 27, disks 26, and shaft-sections 24 25 may have simultaneous motion.

The crank-chamber 23 is formed of'a substruction of the check-valve 39 through a pipe 43 from scribed, and hence at one ber 23 'I provide an automatic check-valve 39, adapted to open inwardly under the suction created bv the upward movement of the piston 21 and then close outwardly during the descent of said piston against the flanged edges of the plate 40, carrying said valve 39.

The valve 39 may be of any suitable c011- struction, and I illustrate it as being a leather disk slightly stiffened by means of radial wires 41, Fig. 4, and a CiICTlliLI wire 42, to which the outer ends of said radialwires are fastened. The purposes of' the wires 41 42 is to stiffen the leather disk and impart to the same a spring action tending to cause the disk to close against the plate 40. The valve.39 is an ordinary check-valve, and my invention is not limited to any s ecial conor opening inwardly to admit air during the upstroke of the piston 21 and moving outwardly to close agamst'its seat after the suction the piston 21 has ceased to exist.

The lower and upper sections 37 38 of the crank-chamber 23 are formed with bearings for the shaft-sections 24 25, as shown in Fig.

9, and upon the outer end of the shaft-section 24 1S keyed a fly-wheel 28.

The nozzle 30 is supplied with the oil the pump 31, and said nozzle comprises the outer cap-section 44, the intermediate section 45, which enters the wall of the cylinder 20, and the inner point-section 46, containing a central bore receiving the plu 47, the latter closely fitting the bore of sai section 46 and having at one side of its outer end the deflecting-lip 48, (more clearly represented in Figs. 6 and 7,) by which the vapor is caused to discharge u wardly, downwardly, and laterally atone si e of the chamber formed within the dome 32, and this special manner of dischargingsaid vapor I deem important in securing the best results from the engine. The plug 47 at one edge is formed w th the longitudinal channel 49, into which the spirally-arranged crossing-channels 50 enter, it being the purpose of the lug 47 to close the discharge end of the nozz e 30 except at the passage 49, which is fed from the spiral passages 50 and terminates at the. central portion of the deflectin -lip 48. are

Within the interior of the nozzle 30 created by formed the passages 51 52 for the oil, and intermedi ate the facing ends of said passages is provided a ball-valve 53, which under the action of the pump 31 may move from its seat against thestress of a spring and allow the flow of the oil from the passa e 51 of the section 45 into the passage 52 of the section 46, said ball valve 53 automatically closing against its seat when not subjected to the action of the pump 31.

The pump 31 is mounted upon the upper left-hand box for the shaft-section 24, and the plunger-rod 54 of this pump, which is of the usual character, is operated, through suitable devices to be hereinafter described, from the fly-wheel 28, the said rod 54 having its outer end projected through an opening in a. sup orting and guiding frame 55 (more clearly shown in Fig. 10) and being provided with a coiled spring 56, normally pressing said rod 54 outwardly. Encompassing the hub of the wheel 28 is arranged a frame 57, whose upper portion, as shown in Fi s. 9 and 10, contacts with the outer end of the plunger-rod 54, and whose lower portion, as shown in Fig. 9, is formed with an arm 58, which is pivotally secured to a bracket-arm 59, extending outwardly from the engine structure. The frame 57 is adapted to have a pivotal movement from the pivot or hinge 60 and by'its movement in one direction to drive the. plunger-rod inwardly for the purpose of supplying the nozzle 30, it being understood, of course, that only a small quantity of the oil is driven into the nozzle 30 at wheel 28. The frame 57 is moved inwardly against the plunger-rod 54 by means carried by the fly-wheel 28 and is \noved outwardly in aidirection from the pump 31 b the action of the rod itself under the in uence of the coiledspring 56 thereon. It may be mentioned, however, that I rovide means for manually operating the ame 57 this being desirable during the first starting of the engine into operation, and in Fig. 10 it will be seen that the frame 57 is provided with a rod 61, extending through a portion of the frame 55 and having at its'outer end a nut 62, between which and a shoulder on the frame 55 is disposed the inner end of a hand-lever 63. By working the hand-lever 63 the frame '57 may be caused to operate the ump-plunger 54, and looking at Fi 10' it Will .be seen. that if the outer end 0' the lever 63 is moved toward the left its inner end, actin through the nut 62 and the rod.

61, will pu l the frame 57 against the end of the plunger 54, driving the latter inwardly, and that then the pressure on the lever 63 being released the spring 56 will restore the plunger-rod, frame 57, and lever,63 to their normal position shown. The device 64 is simply a latch, which may be referred to the requisite quantity of. oil with each rotation of the fly-wheel 28 to hereinafter. The frame 57, by which, the plunger rod is actuated, has the flipper curved or cam surfaces 65, Whereat' said frame receives the impact of thedevices carried by the fiy-wheel 28, which operate it.

The means carried by the fly-wheel for crating the oil-feeding pump are separatelv shown in Fig. 3 in the position corresponding to the upper dead-center of the main crank and in ig. in a position slightly in advance of such upfper dead-center. In Fig. 9 these means so M as thry appear are in correspondence with the lower dead-center position in which the main crank is shown in this View. These means include a frame .66,

secured upon the inner face of the fly-wheel 2S and encircling the hub of said wheel and having at its opposite sides the concentric slots 67 to receive the bolts 68, by which the frame 66 is secured to said fly-wheel 28.

' The object of the slots 67 is to enable the adjustment of the frame 66 on the line of a circle as may be required. The frame 66 at one end of its up er portion has hinged to it upon a bolt 69, hi 3, a bar 70, carrying at its outer end a ro ler 71, which during the rotation of the fly-wheel 28 passes against the cam-surface of the frame 57 for moving said frame inwardly against and to actuate the plunger-rod 54.

To the frame 66 is pivotally secured a leverarm 72, Fig. 3, to which is pivotally connected a sliding wedge plate or cam 73, whose inner end is adapted to'pass between the u per bar of the frame 66 and the adjacent si e of the roller 71 for the purpose of pressing said roller 71 outwardly toward the frame 57, with which said roller cooperates. The plate 73 is guided in its movement on a screw 74, which enters a slot in said plate, as shown in Fig. 3, and serves to support and guide the outer end or wedge portion of said plate. The

late 73 receives its-sliding motion from the ever-arm 72, and the upper end of the arm 72 is given a normal spring tension in a direc tion toward the roller 71 by means of a spring 75, secured at one end to said lever 72 and at the other end u on the bolt 69. Upon the u )per bar of the rame 66 is pivotally mounter a governor-arm 76, having a leg member 77, upon which is applied an adjustable weight 78. The u per portion of tee governor-arm 76 is ormed with outwardlyturned lugs 79 80, which extend along the inner edges of the lever-arm 72 and are adapted during the rotation of the fly-wheel 28 to act on said arm 72. The position of the carnplate 73 with res ect to the roller 71 governs the action of saidholler against the cam-surface 65 of the frame 57 and hence the camplate 73 in respect of its position with relation to the roller 71 will affect the action of the pump-plunger 54. The relation of the plate 73 with res eet to'the roller 7lwillvary with the speed 0 the fly-wheel'28 and the position of the weight 78 on the leg 77 of the governor-arm 76. During the rotation of the wheel 28 the centrifugal action will tend to actuate the governor-arm 76, and any movement outward or inward of the governor-arm 76 will afi ect the position of the lever-arm 72, the spring constantly drawing said lever arm 72 against one or the other, or both,'lugs 79 80 of the governor-arm. Normally the tension of'the spring 75 will be about counterbalanced by the weight 78, allowing the lever 72 to maintainthe late 73 in an initial relation to the roller 71 ut with an increase of speed in the fiy-wheel 28 the governor-arm 76 will turn outwardly and cause the lug 80- thereof to move the arm 72 outwardly against the stress of the spring 75, this action withdrawing to a greater or less extent the wedge amount of fuel supplied for running the en'- gine being thus re need. When the wedge' or cam end of the late 73 is entirely withdrawn from behin thb roller 71, the latter will no longeroperate on the frame 57, and

the pum -pl unger 54 willthen ceasecto act. Upon a ecrease of speed in the wheel 28 the weight 78 on the governor-arm 76 will approach nearer to the hub of said wheel, and this will allow the spring 75 to more fully move the wedge or earn and of the plate 73 behind the roller 71, and thereby move said roller outwardly toward the ring or .cam. frame 57, with the result of increasing the movement of the pump-plunger 54 and likewise increasing the quantity of oil delivered by the pump 31 to thenozzle 30. Aregulated feed of the oil to the nozzle 30 is thus secured,

and the weight 78- on the governor-1e" 77 may be adjusted to suit the desired spec for, the engine.

Preliminary to starting the engine the head 29 must be heated, so that the first oil-supply 4 operate with entire satisfaction in ,othdirections without alteration or change in its parts. During the u stroke ,of the piston 21 a slight vacuum will is formed in the crank chamber 23, sufiicient to open the air-cheek .valve 39 and permit the air to fill into said chamber. On the following downstroke'offl the piston 21 the latter will compress the air below it, and when said piston attains its lower position itwill uncover the upper end of the air-port33 and alse expose the exhaust 34, and upon the said piston 21 reaching its lower osition the compressed air below it will rus upwardlythrough the port 33 and be swept upwardly along one side of the c linder. by means of the deflector-plate 81, ig. 2, fastened upon the piston-head, the air entering the dome 32 and then moving downwardly at the opposite side of the deflector- Io plate 81 and escapin through the exhaust 34, cleaning out the ome and upperend of the cylinder rind filling the latter and the dome 32 with fresh air. vWhen the pistonhead again moves to its upper position, it compresses the fresh airin the dome 32' and upper end of the cylinder, and when the said piston has reached its lnghest oint and is ready to again move downwardl the pumppl1mger'54 acts to deliver a smal oil through the sections of the nozzle 30, this causing t e discharge of the vapor at the plug 47 and resulting in the usual explosion. The lip 48 of the plug 47 causes the said'vapor to be deflected upwardl downwardly, and lat- 2 5 erally at one side of t e chamber in the dome 32, leavin the fresh air on the other side of said cham er to coact with the said vapor in a very perfect manner. The operation of the piston 21 will be repeated with every rotation of the wheel 28, and after a few explosions at the point of the nozzle the discharge end of this nozzle will attain a red heat, which will be maintained by the successive explosions. The vapor discharged at the plug 47 ignites the moment it meets the com ressed air in the head 29. The ignition ofthe vapor is made ositive by the compression of the air in t e chamber of the dome 32, and on each downstroke of the piston 21 the remains of the explosion or ignition are swe t from the dome .32 and upper portion of t e cylinder 20 in the manner above described by the fresh air ascending through the port 33 and exhausting through the art 34.

T e en -ne may be stopped by turning thev latch 64, ig. 10,.over upon the inner end of the lever 63 and the shoulderof the frame 55, with which said lever at its inner end con- 'tacts, and then movin the outer end of the lever 63 toward the le t, whereby the frame 57 and plunger-rod 54 are moved inwardly toward the ump 31, and the small arm on the latch 64 is permitted to fall into the space between the then extreme inner end of the lever 63 and said shoulder, forming simply a plug tov prevent the s ring 56 on the plun errod from retumin t frame 57 outwar ly, this plug holding t e inner end of the lever 63 in its then inner osition against the nut 62.

Thecheck-Va ve'39 is shown as being in the wall of the chamber 23; but it is obvious that I may locate said valve elsewhere at a oint from which theair may be admitted to 65 low the piston;

quantity of. .of the combustion products The engine hereinbefore described, both in its operation and in the construction and arrangement of its parts, possesses a number of advantages, and among these it may be mentioned that the oil or vapor is only discharged into the chamber of the dome 32 when the piston is in its up er position and is, with the crank-pin 27, rea y to descend on its working stroke, whereby reignition is entirely avoided. The full e iciency of the ignition in 76 driving the engine is securedand the power of the engine is not consumed in carryingthe' piston upwardly against the resistance due to the ignition when the latter takes place, as it does in many engines in the prior art before the piston has attained its upstroke. Another advantage of the invention is that when the piston reaches its lower position all are swept from the cylinder and dome above the piston, leaving the same filled with pure 'air only as distinguished from a mixture of air and gas or vapor or other explosive, the result of which is that since no oil is admitted to the dome '32 until the iston reaches its upper position there can e no ignition or explosion from any cause until just the desired moment, and in the present casethe desired moment for the ignition to take place is under absolute control, the discharge of the oil into. the dome 32 being timed with the action of the piston. In the use of my engine only enou h oil is admitted at a time into the dome 32 or one ignition of suflicient power to give the piston its proper action, .and hence there is no waste of fuel to be swe )t out throu h thedischarge-exit 34. It wi be observe on reference to Fig. 2 that the deflector plate 81, car-' ried by the piston, is below and at one side of a'central vertical line through the chamber in the dome 32 and that the lower end of this chamber is o en, and the result of such construc tion and arrangement is that at the termination of each downstroke of the piston the'air entering through the port 33' and strikiro ing the deflector-plate 81 will be caused to pass upwardly along one side of the cylinder and said chamber and down the opposite side thereof to the dischar e ort, effectually rleaning out both said cy in er and chamber. 'The walls of the ignition-chamber in the dome 32 diverge downwardly and outwardly,

and this not only aids the incoming air to clean out said chamber, but at the time of ignition directs the lines of force against the no piston in a manner increasin' the efficiency of the engine. The entire cy inder-he a'rl 29,. within which the vaporizingdome 82 is formed, is of advantage. It sets downward into the end of the cylinder and has the dome 32 located at one side of vits center, leaving abundant space at the left-hand side of said dome (looking at Fig. 2) for access tothe exterior of the wall of the dome for heating by external means preliminary to start-r30 mum length, especially in that art' thereof extending inwardly from its bal -valve, and the other beinglthat said nozzle may extend throu 'h both t e wall of the cylinder and the i side of the dome 32,. said nozzle at its outer 'portion bein firmly held in the'wall of the cylinder an at said ortion receiving the cooling effect of itscontact with said wall,

' which, as usual is water-jlacketed, while the inner portion of said nozz extends through a free aperture in the side of the dome 32, as

to secure by Letters shown inFig'. 2', this aperture serving to form a chamber around the nozzle and exposing the len h of the discha e-section of the nozzle to't e action of the eat of the chamber within the dome 32. I desire also to call attention to the fact that the oil unmixed with air is forced in regulated char 'es directly into the ignition-chamber of the ome 32 and that the en e as a whole is substantially valveless an devoid of complexity.

The'fuel I prefer'to employ for the engine is 150 water-white kerosene-oil.

The fuel feeding and governing means hereinbefore described are not claimed herein, but are to be made the subject of a separate ap lication for Letters Patent.

at I claim as m invention, and desire atent, is 1. In an engine of the character described, the piston, the cylinder having the explosionchamber at its outer end, the inlet-nozzle for the vapor to said chamber, means for admitting air to the outer portion'of the cylinder after the piston recedes therefrom to be compressed into said chamber on the succeeding outstroke of the piston, and an exhaust from said cylinder said nozzle havin in its discharge end the plug 47 provide at one side with the outlet 49 and the deflecting-lip 48, combined with means for feeding the oil, and a driving-shaft operatively connected with said iston, substantially as set forth.

2. 11 an engine of the character described, the piston, the cylinder having the explosionchamber at its outer end, the inletnozzle for the vapor to said chamber, means for an plying the air, and an exhaust, said no e comprising the sections 45, 46, having the 51, 52, the valve 53 intermediate es and the plug 47 withinthedischargeen of said section 46 and having the several channels and longitudinal channel 49, combined with means for feeding the oil,

and a driving-shaft, operatively connected.

with said piston, substantially as set forth.

3. In a two-cycle oil-engine, the combination' of a cylinder and. piston, the cylinder having a vaporizer at one end thereof,',the vaporizer havmg a substantially unrestricted .opening into thecylinder, a feed-nozzle havmg its discharge end within the vaporizer,

means for charging the cylinder with air at a position of the piston remote from the vaporizer, andmeans for discharging oil from the feed-nozzle substantially at the position ofthe piston in closest proximity to the vaporizer.

. 4. In a two-c cle oil-engine, thecombina tion of a cylin er and piston, the cylinder having a vaporizer at one end thereof, the

vaporizer having a substantiall unrestricted opening into the cylinder an having such opening disposed eccentrically with one side in ,proximit to a ortion of the wall of the cylinder an the ot er side at a considerable distance from the opposite portion of the wall of the'cylinder, a feed-nozzle discharg-,

ing into the vaporizer, the cylinder-having an air-inlet port located in su stantial alinement with the ortion of the wallof the cylinder to whic the opening of the va orizer is in closest proximity and so as to e" 0 on at a position of the piston remote'from he vaporizer, and the cylinder also having I in proximity to a portion of the wall of the cylinder and the other side at a considerable distance from the opposite portion of the wall of the cylinder, a feed-nozzle having its discharge end within the vaporizer, the cyl inde z' having an air-inlet port located in substantial alinement with the portion of the wall of the cylinder to which the opening of the vaporizer is in closest proximity and so as to be b en at a position of the piston remote .from t e vs. orizer, and the cylinder also having such IIS having an ex aust-port, an air-deflector on i the piston located in proximity to the inletport so as to deflect air entering at the inlet;

port and deflect the same along the wall of the cylinder and into the vaporizer at the side thereof in proximit to such wall and means for oi from the feed-noz-v zle substantially at the position of the piston in closest proximity to the vaporizer; 6. In a two-c cle oil ngine, the combine-1 tion of a cylin er and piston, the cylinder,

a vaporizer at one 'end thereof, the

havin g asubstantiall unrestricted vaporizer havi opening into the cylinder an being'elongated in substantial parallelism to the wall of the cylinder and having its opening into the cylinder disposed eccentrically with one side in proximity'to a portion of the wall of the I cylinder and the other side at a considerable distance from the opposite portion of the wall of the cylinder, a feed-nozzle discharging into the vaporizer, the cylinder having an air-inlet port located in substantial alinement with l0 the-portion of the wall of the cylinder to which the opening of the vaporizer is in closest proximity and so as to be open at a position of the piston remote from the vaporizer, and. the cylinder having an exhaustport, and; an air-deflector on the piston located in proximity to the inlet-port so as. to deflect air entering at the inlet-port and defiect'the sarnealo proximity tosuch'wall. v

71 In a two- (ycle oilengine, the combination of a cylin er and piston, the cylinder having a vaporizer at one end thereof, the

VSPOI'IZGfhfiVlIlg a substantially unrestricted opening into the cylinder and being elongated insubstantial parallelism with. the wall ofthe cylinder and having its 0 ening into the cylinder disposed eccentrical y with one side in proximity to a ortion of the wall of the cylinder. and the ot er side at a considerable distance from the op osite portion of the wall of the cylinder, a eed-nozzle having its discharge end within the vaporizer, the cylinder'having an air-inlet port located in substantial alinementwith the portion of the .wall of the-cylinder to which the opening of the vaporizer is in closest proximity and so as in closest proximity to t to be 0 en at'a position of the piston remote from the vaporizer, and the cylinder also having an exhaust-port, an air deflector on the piston located-in proximity to the'inletport so as 'to deflect air entering at'the inletport and deflect the same along 'the wall of the cylinder and into the vaporizer at the side thereof in proximit to such wall, and means for discharging oi from thefeed-nozzle substantially at the osition of the piston lie vaporizer.

8. In an oil-engine, the combination of a cylinder and piston, the cylinder having a vaporizer at one end thereof, thevaporizer opening into the cylinder, a feed-nozzle disarging into the vaporizer and having a discharge-channel and 'a plurality of feed-channels therefor, means for char ing the cylinder with air, and means for disc arging oil from the feed-nozzle.

9-. In an oil-engine, the combination of a cylinder and piston, the cylinder having a vaporizer at one end thereof, the vaporizer o eniiflg into the cylinder, a feed-nozzle dis- 5 ging into the vaporizer and havin a disarge-channel and a plurality of fee -chan- Lnels therefor and having deflecting means for directing its discharge from suchwdischargethe wall of the cylinderandintothevaponzer'atithe side thereofin 20 piston,

channel, means for charging the cylinder with air, and means for discharging oil from the feed-nozzle.

10. In a two-cycle oil-engine, the combination of a cylinder and piston,'- the cylinder having a vaporizer at one end thereof and opening into the cylinder andhaving such opening disposed eccentrically with one side 1n proximity to a portion of the wall of the cylinder and the other side at a considerable distance from the opposite portion of the wall of the cylinder, a feed-nozzle discharging into the vaporizer and having a discharge-channel and a plurality of feed-channels therefor, the

cylinder having an air-inlet port located in substantial alinement with the portion of the wall of the cylinder to which the opening of the vaporizer is in closest proximity and so as to be open at a position of the piston remote from the vaporizer, and the cylinder "also having an exhaust-port, and an air-deflector on the piston located in proximity to the in-' in substantial parallelism to the wall of the 'roo cylinder and having its opening into the cyl-, inder disposed eccentrically with one side in proximity to a portion of thewall of the c l-' inder and the other side at a considera is distance from the opposite portion of the wall of the cylinder, a feed-nozzle discharging into the vaporizer and having a' dischargechannel and a plurality of feed-channels therefor and having deflecting means for directing its discharge from such dischargechannel, the cylinder having an air -inlet port located in substantial alinement with the portion of the wall of the cylinder to which the openin of the vaporizer is in closest proximit y an so as to be open at a position o'f the piston remote 'from the vaporizer, and the cylinder also having an exhaust-port, an airdeflector on the piston located in proximity to the inlet-port so as to deflect airentering at the'inletort and deflect the same along the wall of t h wall, and means for discharging oil from the feed-nozzle, substantial] as set forth.

12. In an oil-engine, t e combination of a c linder'and cylinder-head, the cylinder-head entering'the cylinder a substantial distance and having a vaporizing-dome formed thereon,

dimensions toward such open ng and being e cylinder and into the vapo-- 'rizer at the side thereof inproximity to'such the vaporizing-dome opening into thecylinder and being of increasing located eccentricell y on the cylinder-head with one side in proximity to a portion of the wall of the cylinder and the other side at a considerable distance from the opposite portion of the wall of the cylinder and so as to provide exteriorl to'sald dome a recess in the cylinder-hes. ,for access to the exterior ofthe dome, a feed-nozzle having its discharge end within the vaporizer, means actuated by 'the' engine forqdischarging oil in through such feed-nozzle, and means for charglng the cylinder with air.

In testimony whereof I have afiixed my signature in presence of two witnesses.

- HENRY SOELDNER. Witnesses:

HENRY D. WILLIAMS, w HERBERT H. Gums.

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