USRE14163E - Iosr motoe - Google Patents

Description

H. T. KiNGSFORD.

lNTlRNLl COMBUSTION MOTOR.

APPLICATKON FILED MAR. 29, 19H1.

Reissued July 4, 1916.

g) P5 @mi R. T. KINGSFORD. INTERNAL comusloN MOTOR. APPLICATION FILED MAR. 29, |915.

Reissued my 4, 1916.

l a W. W.,

elO

Original No. 1,982,578, elated April 7, lk, Serial No. 733,667,

RUSSELL T. KINGSEORB, *JF IAAINFIELD, NEW JERSEY.

lTEEtNAL-GOVIBUSTION. MOTOR.

Speeieation of Reiss-ucd Letters Patent. Reissued July el, 1916`- I Application for reissue led March 29, 1916.

Serial No. 87,628.

To all' 'iufm/ln. if may concer/ii l Be it known that l, Ensems; T. Kines ronn, a citizen of the United. States, and a resident of Plaini'ield, county of Union, and State of New Jersey, have invented a new and useful improvement in Internal-Combustion hlotors, of which the following rs a specification, the principle of the invention beine` herein explained and the best mode in which l have contemplated applying that.

principle, so as to distinguish it from other inventions. v

The present invention, relatingasfindi caled to internal combustion motors or engilles, has regard Vmore' particularly Vto internal combustion engines of the so-called tivo-cycle type having three or more cylinders andnieans for delivering scavenging air to the coi'i'ibustion chambers after the opening ol the exhaust and-before the admission of the fuel charge.

Clwo-rycle engines as a class have been relatively wasteful oit' fuel, have not been able 'to run at variable speeds as well as fourcvcle engines, and havebeen very liable, especially at low speeds, to back lire, c., ignite the incoming gas by the exhausting charge. These troubles have been largely due (o a certain amount of mixing of the new unburnt charge with the exhausting gases, this being unavoidable in the older types of 'tno-cycle engines. l am aware 'that it has been proposed to improve these en- `eines b v using air for scavenging, therebyr securing a greater fuel economy, but 'this has also resulted in a reduction of the power and speed ci the engine due, to the extra time required liorcsuch scavenging before fuel admission; and the shorter time available for the entrance of the new charge makes necessary a. higher charging pressure and velocity, resulting in eonsideiable adinixure of the Charge 'with the air in the cylinder, even when from throttling the volume of the charge is small.l

l/Vithoutfairly complete separation of the air and chargel the engine cannotbe throttled to run at low speeds; since a small charge of normal richness becomes, when mixed with the an. in the cylinder?, too lean .for firing, and a small charge egrcessively rich mixture, when so niixe'd,`becoines a full. charge of normal mixture, developing full speed1 Alfurthermore, where these C' .i n'cleyi 4 air scaavenging have made with a number of cylinders, the various pumping chambers generally discharge into a common receiver 0r distributor from' which the chargeis admitted tio the various combustion chambers at a, substantially uniform pressure throughout the admission period.` In air scavenged engines, it is desirable to continue the charging period after the closing of the exhaust port, because of thetime taken for scavenging; but if this is done, ivhere receivefrgehargivngisrnsed, the increasing compressionpressurein the combustion chamber aifter'theexhaust is"losd, forces back into the receiver part of the charge which had previously entered the combustion. chamber; thus increasing the admixture of theicharge with the 'scavengf ing air remaining in the cylinder, not only because of this reversal of flow, but also because of the higher' charging velocity due to the shorter eii'ective charging period.

My invention is an improvementJ on that type oi engine construction in which there are employed three or more' units-each including` a combustion chamber, a fuel displacing or pumping chamber and an air compressing chamber. In a preferred form ol said type, each unit has the upper part ci? the cylinder or portion of its bore having the smaller diameter, constitutingthe conlbustion cha1nber,.while one of the pumping chambers is annular and is formed between the lower portion of the piston that lits in the larger bore of the cylinder and the offset or shoulder between such the larger bore. The crank case is properly closed and prefembl'iT constitutes the other pumping chamber. Thus, in each unit, the movement of the piston in one direction d ravfs in a fuel charge and compresses for deliveryv an air scavenging charge While the movement of therpiston in the opposite direction takes in air and delivers :fuel charge. Preferal lv,-tl1e annular chamber is used as the fuel displacing or pumping chamber and the crank case is used for the air.co1npressing or pumping chamber.

As the most important feature of' my invention, Vl' provide passages and valves so designed and; arranged that While the piston of one unit is at the lower end of its power' sti-olie and after the exhaust port of, the conm bastion chamber of that unit has opened, the passaee, from the crank case of that unit is to the b seien eliamberito admit 1.19'

scavenging air. This air, at the timeof its admission to the combustion chamber, being at approximately the' height of its compression, will perform its'funotion veryrapidly. 1 Preferably, when the piston starts on its return strokeandbefore the exhaust port is, closed, and at thefjtime, 'or slightly befoie-the airffinlet, portjijs. closed, a passagey .is openedlto'fconnectjthe combustion cham#v ber .with the fuel pumping chamber of an.-` other unit inl which lthe piston is making itsl fuel delivery stroke. The fuel pumping 'pis- I' ton of the last mentioned unit continues its delivery stroke while the piston of the i'rst stroke inthe combustion chamber. A s theA mentioned unit is making its compression pumping piston is never morethan onethird of a crank shaft revolution'ahead of the working piston of the unit to which'the charge is being delivered, the-delivery of. Y charge to the combustion chamber `will conf ,y tinue for some time and the passage be? i tween the two chambersinay remain open the charge is subjected.

f ployed in connection with the foregoing,

until `or at approximately the time the pumpingpiston; completes its'v delivery stroke, at which time the` passage may be closed. Thus, none of the passages serveas reservoirs for the storage of either conipressed air or Ycompressed fuel charge; the air charge is under its highest compression in the air .compression .chamber at the time the passage isl opened, and it is released to rapidly perform the scavengingv action and the fuel charge continues to be bodily transferred to the combustion chamber while the pistonin the combustion chamber is makJ ing a part of; its combustion stroke,

fuel charge is not compressed to any con- The siderable extent but is transferred to the combustion chamber more by the displacing action of the pump in the fuel pumping chamber than by the compression to which Valves vare embut these are of the rotary type and are used in handling the cool gases only, viz.,the in- I employ, I furthermore get rid off all valve I thus attain the desir- Y able objects in a two-cycle internal combus-` troublel and noise.

tion engine of greater fuel economy, speed flexibility', quictness, power and reliability. To the accomplishment of the foregoing and related objects, said invention, then, conraies sists of the means hereinafter fully described and particularly pointed out in the claims. The-annexed drawings and the following .description set forth in detail certain mechanism embodying the invention, such disclosed means constituting, however, but one of various mechanical forms in which the principle of the invention may be used. A

In said annexed drawings Figure is an elevation of the valve side of a four-cylinder vertical engineA embodying the present i. improved features of construction, a por-A tion of the valve casing being broken away v to reveal the interior construction; Fig. 2 is vertical v,cross-section of one ofthe cylin- -ders of said engine, as indicated by the line 2 2, Fig. 1; Fig. 3 is a horizontal sectional view through several cylinders of said engine taken in the plane indicated by the lines-3 3, Figs. l and2; Fig: 4: is a vertical Vsectiony of a portion; ofvone engine cylinder as'indicated by. the line 4-4, Fig-.3; Figs'. 5 and 6 are Sectional views kcorresponding to Figs. 2 and-4, respectively, but showl ing a modified construction of the engine in which 'the valves function somewhat differently, as will be hereinafter explained; Fig. 7 is a sectional view likewise corresponding to that of Fig. 2,but illustrating still another inodiication in the construction and mode of operation of thevalves-and Fig. Slis a detail of the sectionof Fig;- showing-the parts in a diiferent operati-ve relation.-vr

As indicatedytlie engine chosen for the purpose of illustrationis oflthe fourcylin der vertical type, `but -threeor any greater number of cylinders'n'fi'ay be used. In the drawings the cylinders vare numbered for convenience of reference by Roman numerals, the crank positions` of cylinders II., III., and IV. being shown in Fig. 2 in dotted outline,v although the cylinder through which the section fof said figure is actually taken is cylinder I. .On this-same Fig. 2, the timing-of the various events of thecycle are also shown in conventional fashion inVv order to render the operationV of the engine I more easily understood. y

The crank case 1 -of my improved enginer is shown as of the usual two-cycle compression-type of crank case construction, that is thecrank 2 for each cylinder operates in an individual closed-crank compartment, the partitions 3 between the compartments being indicated in dotted outline in Fig. 1.

Mounted onsuch crank case arethe cylinders i whichl have bores ofttwodiameters as shown in Figs. 2, 5 and 7. In each such.'y cylinder is reciprocably held the corresponding piston 5 likewise of two diameters, whereby, in addition' to the combustion chamber 6 inthe head of the cylinder, there is formed an annular pump chamber 7 between the enlarged lower end of the piston and the shoulder Athat forms the line of deisses ma'rcation between the 'We hoses 'of cylinder. v

Extending iongitudinaiy bile eyiiiidL along the miras if the engine is iii 3 take header or msiifoid. 8 *siiiosgii w the eombus'bibie mixture suppiied n caibureter or equivalent source (noi show and connected Wish said heed i is a sie.

.lariy disposed mii/e ease 9 is Wiiiel is mounted a composite rotary waive l@ where by the connection between said header and the ammini' pumping ohsiioeis 7 of the several cylinders is'eonti'oiied. The iens'iiei of the combos-tilde mixiire 'from said i .ing chambers to thesppropi'iee conduis ion chambers scesi-s iiougii transfei' er passages 1]. which will be variously arranged *the engine, as will be readii depending upon the illuminer of -oyiindeis iii y undei'stood. Tilev control of such trims er1-ing of he ehe'ge from the several pum; lille; eiiasmbers 'o the appropriate oomimsiou duifnoeis is had by means of e seeoiid composite ms?) vaive 'i2 in a suinbie easing' 13 disposed loiigitudineiiy oi" the eyiiiideis ziiorigside.

their upper ends o1" heads, the aforesaid transfer ducts discharging e the exixeme upper ends of @Elie eombusiion chambers.

These rots'y waives may be driven by any 30.

suitable iifieohaiiism from the oiaiik shaft .1 of the engine, vertical idie .i5 havin gear connection Wish seid si 'e :und geeied in imm by suitabie wei-fui ge 11g l@ mid 1T to the` foi'wsi'd ends of iiie esjoeeiive i'otzu-,f' valves beingjhe means iiiustiraied. it s i be ondersteod7A of course, that the nisse gearing connections 'will be such es to e propeiftiming of the wsdves depending;

upon thejchei'acter and disposition. oi ..he lports Aor openings 18' and 'iS 'siereiu thiougjh .which communication.with @he eimmbeis si the engine yliiidei's Q shoWn, both rotzi-i'y waives we of the oenrsi slot type and are designed '65o be opel-NN" half crank-shaft speed, bui; ii; is not iiiefi to limiff, lthe construction to this n forni,'as rotary wives giving elle ing may be iezidiiy-designed 'so opere. diii'eieiit speeds, and such waives n made oi! the notch ype instead si' e type illustrated. Moreover, for eoiivenieeee each of said ioaijf' valves is iiiusireied :is being` made in e piece erden( gij sion j of all of the e ndeijs paralisi i'o ehe einem los .l n shaiiz. Shouid ii; found, desirnbie maimiaeturmg, or otiieif 1essoiis,.io di eitherfoi both yof the valves into siioiei sections, each suitably driven and connoi- -ling one oi more cylinders, this wiii be,

understood :1s oomprehended Within ihe disclosure, the sequence of operations dui-- ing the Workiiig of the engine being ehe er tures to which s ttentioiifis 'heee diseased.

The exhaust heads? oi* :oiziiii'oid es tends lon'gitudnaiiy of he engine eyiodeis sion iie the *Je iv i fied dis}; ssed,z1ii s me lower poi'ieii ol.' on chambers of seid 4 polis 2l, which mbe Con.- the pissenquestions si smelef i', 'die pisoiis ieoipi'ooute in miie iur lewe? casing; Si ofi the waive side of the e31- giiie esili `e admission of Jdie commistibi'e mi.

L 'sure oi'lie momias pumping Chembei-s of the sever-:ii eyiii'ideis through porfis i8, imi? sive also coriiiiois the ndlviis 'he 'eizaiii ce oi" 'the eyiw ders, pass-ige or .duets being foi'med in the cylinder .his end 'on each side of iie eombusti'ble mi ii'e passage :23, und the mive being provided with corresponding ports Ef-Wiieieiy suchlmssngges m 1y be uiteropened und closed 12o tile admission. 'spizerie nii'. '.ihe :iifoi'esziid passup subsiimtiniiy opposiiie 'the exhaust port Qi 'time eoiiimmiesites Wil'i 'the exhaust mauii'eid 2U, sis ust dese'ibvd.

the pissen. whip mesi'y point oi' porcs f The uppei' end @if i the in elf reu/hes the ioweisimi .fh p sion and being prf 1th iierieeing' surface 2G whei'eby which is Mien ed sinonimi? di'..A ed unwind aged *so sweep fm1. or seevenge 'the hausbau, before it reaches opening indo 'he exhaust;

tures imp;

omni;

i sioveiiieni oi into aile smineii-u'ge of eominlet heads? i0 'being open;

the pissen. he pisoii im pumj D L iieeif'es top of .e oi, only does iie roissy waive l0 in ehe' lil-30 exhaust port 21 uncovered so that the pressure in the combustion chamber rapidly falls. Immediately thereafter the air port 25 is uncovered, as the piston reaches the extreme bottom of the stroke. This allows the air which has been compressed during such down-stroke in the cranlccase chamber to pass through the ducts 22 to the combustion cliamber,wl1ich it thoroughly scavenges of burnt gases, at the same time materially cooling said chamber and leaving it full of fresh air. The direction of movement of the piston is now reversed, thereby suc-v cessively closing the air port 25 and the eX- haust port 21. At, or 'slightly before,'tl'ie time such air port is closed, the port 19 in valve ,12 at the head of the cylinder opens to admit into the upper portionof the combustion chamber at the side oppositeythe exhaust port a new charge of combustible mixture, this charge being derived from the pump chamber 7 of the cylinder next` ad# vanced in the direction of rotation. With the crank shaft arrangement shown this is cylinder II., which at the timein question will be approximately half-way on the upstroke, so as to have developed a low charging pressure in its pump chamber. This incoming fresh charge in cylinderl I. under consideration drives before it, andy'outfof the still partly open exhaust port 21%,a p.o1'- tion of the air with which the combustion. chamber has been filled, the amount of air remaining depending upon the transfer pressure and volume of the incoming charge. As soon as the piston, by its upward movement,'has closed the exhaust port 21, compression of the charge in the combustion chamber proceeds simultaneously with ithe compression of the charge in the-pump .stroke of the piston in cylinder I. also performs twov other functions in addition to compressing the charge inthe combustion I chamber of sai`d cylinder, viz., air is'being sucked into the crank case of said cylinder through the ducts 22 and the port 24 in valve l0, which latter is in its open position;

and a chage of combustible mixture is being transferred from the pumpchamber 7 of such cylinder I. to the combustion chamw ber of the cylinder next belli-nd in order of rotation, or in the case inhand tocylinder III. It will thus be seen that each 'piston Yply is throttled to produce-slow speed, or

low power, the volume of the charge drawnV into the pump chamber of the cylinder is relatively small. The transfer of such charge from any one pump chamber to the appropriate combustion chamber wil1 accordingly air in said chamber.

charge is thus transferred to the combustion chamber, the air is not disturbed but forms a stratum in the bottom of the chamber as is desirable in order to obtain maximum efficiency and insure the proper firing of the charge. It will be noted that when displace a `correspondingly smaller amount of the residual scavenging. Owing, however, to 'the relatively low pressure, undenwhich the the valve first opens and the transfer of the charge begins, the piston in the pump chamber of the cylinder, from which the'charge is being transferred, will have developda pressure ofponly a few pounds, so that the transfer is accomplished Amainly `by dis' placement due to the further movement ot said piston. This valve` furthermore can remain open until the piston within Athe lirst cylinder has more than half completed its upward movement, It will thus be, seen that I am able by means of the foregoing construction to greatly increase the length of the admissionperiod andv thereby secure a correspondingly low gas velocity. Valve 4 l0, by means of its air and gas ports, alternately admits air to thecrankfcases, and

l'combustible mixture to the pump clambers ofthe vario-us cylinders as previously explained.; but such valve does not vin any Way control the time of trans-fer of the mixture to the combustion chambers, n'or'k does iteontrol the ventrance of the-'scavenging'air-into .such combustion chambers, the former function 'being performed entirelyby the valve' at the head of the' cylinder, and the latter by the direct action of the piston in uncovering the port 25 at the bottom of its stroke,

The modification in construction shown in- Figs. '5 and 6 relates to rotary valve 10 wherebyy it is made'to additionally function 4as a check valve to the transfer passages or :ducts ll leading from the various pump chambers to the heads of the cylinders'. Thus in the position illustrated in Fig. 5, in which-the piston 5 is assumed to be moving downwardly just as in Fig 2, it will 'bp observed that the port 27 in said valve, at the same time that it opens communication between the intake manifold 8 and the pump ,chamber 7 of the cylinder, closes communication between said chamber and the transfer passage 11. This closure `of the latter occurs before the -pressure of the volume of gas' confined in such passage has been relievedx-4 Accordingly, there is no work lost in re-compressing this portion of the charge as would otherwise be the case where such portion fiows back into the pump chamber, as for example in the constructionrst de scribed. The arrangement and operation of the ports 24: in said valve il),v which control the air supply to the crank case chambers are substantially the same as before, as illustrated in Fig.

The remaining modification7 that shown in Figs. 7 and S, consists in combining the gas and air ports in the rotary valve l0 so that a single port 28 through such valve is all that is necessary for each cylinder. This port is arranged to register alternately with the air and gas passages 22 and 23 in the casing leading to that cylinder, so as to de liver air to the cranolr case, and combustible mixture to the pump chamber. The position ofthe piston illustrated in said Fig. 7 is the same as in Figs. 2 andl 5, namely, said piston is shown on its down stroke, the pump cham-I ber filling with the incoming charge and the crank case being closed so that the piston is compressing the vair therein. The alternative position of the valve is shown in Fig. 8, which should beV found self-explanatory in view of the foregoing.

In the particular form of my invention set forth in the preceding description and 'shown in the drawings7 some of t'he 'valve functions are performed by rotary valves While others are performed by thel movement of the piston, but it will be understood that'while this is my present preferred construction, other forms of valves or their equivalent means may be employed.

It'will also be' understood that while I' prefer to useV the annular piston chamber as a fuel chargeV pump and the space beneath the piston in the crank case as a-scavenging air pump,.the two functions may be interchanged so long as the conduits connecting them to the combustion chambers-.ihre correspondingly changed to allow i them to function at' the proper time.

My invention consists, therefore, not only .in the preferred construction` shown, but includes various other forms 'and arrangements of parts whereby the same cycleof operations and advantages are secured.`

I therefore particularly point. out and distinctly claim as my invention:

k1. A two-cycle internal combustion engine having three or more units eachincluding a combustion chamber, a fuel pumping chainber, an air compressing and pumping cham-y ber and a reciprocatory piston member haying operating partscoperating with each chamber, said combustion chamber having an exhaust port and Said pumping chambers havinginlet ports, means to connect the air pumping and compression chamber of ,each

unit with the combustion chamber' of the saine unit when the piston member of that unit is at the end of its power stroke and after the opening of the exhaust port from Ythe combustion chamber, means to connect ber, an air compressing and pumping chamber, and a reciprocatory piston member havingl operating other, said combustion chamber having an exhaust port and said pumping chambers having inlet ports, means to connect the combustion chamber of each unit when the pisparts cooperating with each t'on is at the end of its power st rokefwith the air compression chamber whose pistonis at the end of its compression stroke, means to connect each combustion chamber with the fuel pumping chamber of a different unit, whose piston member is intermediate of the `ends of its delivery stroke, and means for closing said last mentioned connection after the piston part 1n the combustion chamber has completed not less than one-third of its `compression stroke as measured by the rota-` tion of the crank shaft.

3. A two-cycle internal' combustion engine having three or more units7 each including a combustion chamber, a fuel pumping chamber, an air compressing and pumping chamber and a reciprocatory piston member having operating parts cooperating with each chamber, said combustion chamber having an exhaust port and said pumping chambers having inlet ports, passages to connect the-air pumping and. compression chamber of each unit with thejcombustion chamber of the same unit when the piston member ofy that unit is at the end of its power stroke-` and afterthe opening of the exhaust port from the combustion chamber, and passages to connect each fuel pumping chamber wlth the combustion chamber of the unit not more than one-third of revolution later in order of crank-shaft rotation.

' e. two-cycle internal combustioi'i engine having three or more units each including a' combustion chamber, a fuei pumping chami ber, an air compressing and pumping chamber a reciprocatory piston member having operating parts cooperating with each chamber, said combustion chamber having an port and said pumping chambers having inlet ports, passages to connect the air pumping and compression chamber of each unit with thepcombustion chamber of the sa-'me unit when the piston member of that unit is at the end of its power stroke and after the opening of the exhaust port from the combustion chamber, passages to connect each fuel pumping chamber with the combustion chamber of the unit not more than one-third of a revolution later in order of crank-shaft rotation, and means for opening each of said last mentioned passages after the opening of thek corresponding one of said first mentioned passagesiandclosing them after the corresponding pistons have advanced on their compression strokes in the compression chambers by not less than sixty each air compression chamber with the air port of a combustion chamber which vmakes its power stroke in time with the compression stroke in said air compression chamber, a charge inlet port in each Acombustion chamber, and an individual conduit connecting each fuel pump chamber with the inlet port of a combustion chamber' which has its compression stroke timed not more than onethird of a revolution later than the compression stroke in said pump chamber, the arrangement being such'that the exhaust, air,

and inlet ports are opened in t/he order named andthe air, exhaust and inlet ports are closed 1n the order last named.

l 6; An internal combustion engine having -three or more umts, each mcludlng a cylinder of the two-diameter type, a corresponding two-diameter piston reciprocable therein; and a crank case'section, said parts together forming for each unit a combustion chamber, an annular charge pump chamber, and a .scavenging air compression chamber, said combustion Chamber having an exhaust port and an air port arranged to be opened as the piston approaches the end of its power stroke, an individual conduit connecting each air compression chamber with the air port of a combustion chamber oiw the same unit, va charge inlet port in each combustion chamber, and an individual. conduit connecting each fuel pump chamber with the charge -inlet port of a combustion chamber which 'has its compression stroke timed not more thanone-third of a revolution later than the compression stroke in said pump chamber, the arrangement being such that the exhaust, air and inlet ports are opened in the order named, and the air, exhaust and inlet ports are closed in the order last named.

7.' In an internal combustion engine, the combination of three or more cylinders and pistons reciprocable therein, y each of said cylinders forming in connection with its pisv p ton a fuel pumping chamber and a combustion chamber, the'latter being provided with an exhaust port and an air-inlet port controlled by the movement of the piston; a crank-case forming separate air-compressionv I chambers corresponding with said cylinders, 30'

. a conduit connectingl each compression cham-' 'ber with the air-,inletv ort in thecorresponding combustion cham er, a condult connecting each pumping chamber with the combustion chamber of the cylinder fired not more than one-third of a revolution later in order of :crank-shaft rotation; valve mechanism adapted to controlthe lastmentioned conduit and permitthe transfer of fuelfrom Y thepumping chambers to the connected coin'- 9e bustion chambers during at Ileast one-third of the compression stroke in said combustion chambers. V 8. In an internal'combustion engine, the

Acombination of three or more cylinders andpistons vreciprocable therein, each jrofsaid cylinders formin in connection with itspiston an annular uel pumping chamberand,

a combustion chamber, the latter being provided with an exhaust port and an air-inlet port arranged te be successively opened-byI the piston in the order named in the coursevy'` of said pistons downward `movement; crank-case forming separate air-compressi nf chambers corresponding with said cylinders,"l X05 each compression chamber being connected,` with the air-inlet port inthe corresponding combustion chamber and each pumping chamber being connected with the com'busy tion chamber of the cylinder following not il@ `more than one-third of a revolution later in order' ofcrank-shaft rotation; Vvalve mechanism controlling the admission'of air tothe compression chambenI the admission of fuel to the pumping chambers and the transfer 11,5 of fuel from. the pumping chambers to the connected combustion chambers.

9. In an internal combustion engine, the combination of three or.more cylinders and pistons recipro `able therein, each of said cylinflers forming in connection with its piston an annular fuel. pumping chamber and a combustion chamber, the latter being provided with an exhaust port and an air inlet port arranged to be successively openedby the piston in the order named as said pis' Aton approaches the lower limit offits movenient; a divided crank-case forming air.A

compression chambers "co'rrespondin with said cylinders, each compression Sham er hn. 130

l fuel 55mm the pumpingChambers 'upper' eed of die e pusping chambers; "De

connected Wiiii the :if eerrespondmg eml'iimemn f pumping' ehemlie "Y cylinder irecl 31a,

mission of siii' Ee lle eenmrees'ieis. ehemliels,

the admission e i .el te jhf mlzipiiig eli bere and 'the tiene er n1 fuel Sem lie pumping chambers te 'the connected emi C chambers,

pistons ieeipleenble L er1" ieders m'l'ning in l mi annuler fuel pu; eembueizieu elmf i fifi-eri. in is epiioei'ie eide Walls M heuse port :zml en aiiffinletf neri; l be sueeessively epeeefl wir order named es Seid p l Wei' limit el? iis emnleeese forming bers Corresponding i emnpiessi'on eilexniei' being emmeeteci. with. lie nir-inlefi peli", in the em. .epi l' Juelion elmmbei :1mi each pumyin i m miei' being connected with the upper end the u eyliiifleis, each .combustion chamber ef 'the eylimiei' iii'efl het more thenene-llir ef e levelutifm lmeif in order of erenlielw-l; Imation; ineens com trolling the admissl e of air Leibe compre sion ellembers and ef fuel 'te the pimipi j chambers; and sepm'ee Heaneyepeiiilile ifeflependenly 0i iin named ibreling ineens, adapted to confer-0l the Xilfsfei' 0i o the eenv nee'te combustion elmnabers.

ll. lu im ine ei eembuezieu engine, the combination ef iziizee or more eylinfles eine! pieons'recipn ble thea'ein, each e-+0 Seid #cylinders ei. ,etica Y-: i les pisen ,n 'uel pmu luy; ele, nlnet- :mfl e e bustina elmmbe-, y lette? bein mie-imi with im exhaust peli; and euzielle l, by Elie WnV/eif'yw v n` div. eifanlv, sien elmmbee eemesper. indexe, eemplw 'sie eem'xec'led wiili the z peri@ in serv 'espemiing eer-:Ilmsai/:0U chenille? pumping' cl'lemiier bei?" eembm ,ien ehm/el ai tien chambers.

een e eembmumon el Cemeee'mow -f'lindeie :e'ming .in eonneetien with its @Leu fuel pumping' chamber :imi e come lm iem ff-l1e-11bei--tlie leieii" being {uevided wlzli en exhaust persi'. mii en air-inlet port eon'relled by the mevemen; of 'the pistn; n. divrlecl Crank-cese leming ei? eempres- Sien chembez's eeirespelding with seid Cyl# indei'e, exch eempiessien eliambe being eonneeref' with lie aiiwinle; port in the Cerrevspeeding cembueon ollemieey and each pumping Chamber being emmeeted with the eembus'niien chamber erf the vcylinder yiiied. met more than. ene-'third 0i? e revelui-,ien latex* in order en? exzmieslmft ieietien; a, re

e eonirelling; the'eclmission ef nii' 'the eemwessien chambers anni ef feel te )imei-ping chambers, said VPL-ive being epteil te close eeinnml'ueetlen between the ,eempiression Chamber being connected with the eiiruiei; peri; in the cem-espending eemmletlen elmriber; e ueleupply manifold extending alengsiile Suid cylinders, each pumping chamber being connected there with; a retzu'y ifs-ive disposed parallel with said manifold and centrollino 'the connecr105 iene between the seme and the pumping ehemlie's; :L ies of (lmet-s connecting said A ingv chambers reepeeiiveiy Wiljl die 'upf' e l of *he een'ibesien chamber ef the,

er irefi Het melee er in @hier of emnleelief; r0-

o ilse upper ends of t'lie .eyliiidei'e and trolling eemlmlmicatie'n .lieweem dile D und the eembustien ellembes.

lli?. en internal combustion engine, the combinationoffciu'ee er' more cylinders and eeipiekeble herein, each of eei CYL fermier" in connection with iis piseekpmnpi eml e, eembueeinher, l', beleg; pmvifiefl with sei; werf; emi' en eil iglei; pmt emi- Eiy d e, -mevemeetef the piston, (liiflee. er'aiil eee-e forming air-compression elmmbei's ceieeponding with Seid eyl infile, e, each eempression chamber being conneeed viih the aieinlet port in the correspenmegl combustion ehambel; a fuel-sup ply 'menifel eliexidingeongeide said Cylnlflei'e, eaehi'pum mg ehambe' being com;

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necting said pumping chambers respectively with the upper 'end of thev combustioncham-- ber of the cylinder fired not more than onethird of a revolution later in order of crank shaft rotation; and a second rotary valve `extending' along'the upper ends of the cyllnders and controlling communication bel tween said ducts and the combustionl chambers, said first rotary valvebeing arranged to close communication between said ducts and pumping chambers when said chambers are opened to the admission [of fuelfrom said manifold.

15. Inan internal combustion engine, the combination of three or more cylinders and pistons reciprocable therein, each of said cylinders forming in connection with its iston, a fuel-pumping ghainber and a co1nustion chamber, the latter being provided with an exhaust port and an air-inlet port controlled by the movement of the piston g' a divided crank-case forming air-compression chambers corresponding with said cylinders,'

with said manifold and controlling the connections between the same and the pumping chambers, the same valve also controlling the admission of air to' the compression chambers; a series of ducts connecting said pumping chambers .respectively with Ythe upper' end of the combustion chamber of the cylinderI fired vnot more than one-third of a rev'ldlution later in order of crank-shaft rotatipln; and a second rotary valve extending along the upper ends of the cylinders and controlling communication between said ducts and the combustion chambers.

Signed at New York city, in the county of New York, and State of New York, this 27th day of March, 1916.

RUSSELL T. KINGSFORD.

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