US1447089A - Internal combustion engine - Google Patents

Description

Feb. 27, 1923.

1,447,089. H. 1. KLINE. f

INTERNAL COMBUSTIN ENGINE.

Feb.27,1923. j 1,447,089. l H. l. KLINE.

INTERNAL COMBUSTION ENGINE. I

HLVED MAY 21| 1918. a sHEETs-SHEET 2.

Gwpmm "www Gttoznu, l

Feb; 27, 1923. 1,447,089.

n.1. KLINE. mTERNAL coMausTloN ENGINE.

FILED vMM' 2. 191s. a sHEETssHEET a.

M m @Honing Feb. 27, 1923.

H. J. KLINE.'

INTERNAL COMBUSTION ENGINE.

FILED MAY 21. 1918. s sHEETswsHEET 4.

Zh/722023 Maize attorney Feb. 27, 1923. 1,447,089.

H. J. KLlNE.

INTERNAL COMBUSTION ENGINE.

FILED Muzi, 191s. a SHEETS-SHEET s.

f Feb. 27, 1923. 1,447,089.

H. 1. KLINE.l INTERNAL GOMBUSTION ENGINE.

FRIED MAY 27. m18. 8 SHEETS-SHEET s.

"Feb, 27, 1923. 1,447,089.

H. 1. KLINE. E

INTERNAL COMBUSTION ENGINE.

FILED MAY 21, 1918- 8 SHEETS-SHEET I Feb. 27, 1923. 1,447,089.

H. J. KLINE.

INTERNAL COMBUSTION ENGINE. Y

FILED MAY 21. 191s. a SHEETS-simpa.

/24/ farma/flaw Strana Improvements in Internall-Combustion Finglues, ofwhich the `'following is a vspecifica-` riations in thespeedzof onload'on theen-vv Cir Patented i: eb. 27, 19273.

- l .ApplicationnieaMayer, 1ere;i seria-1 no eseesi .i

f To all ywhom t may douce/mx Beit knoivn that l, Hannon JQKLINn, a

citizen of the UnitedfStates,g residing. at Lansing, in the countyk otlnghani and' State o: Michigam `have invented @new-fand 'useful tion. fff The present i mentsV in internal combustion engines,'and

;the lprimaryfobject is to provide fans improved engine-:ot this class adapted. toyuse etliciently kerosene or other relativelyheavy,

or diiiicultlyfvolatile fuel oil-.,To aceomplish this vpurpose and to otherwiseimprove the construction `and operating 'eciency'ot internai combustion, engines,y ythe ,present 'invention providesavaporiZer wherein 'the fuel is vaporized andfmixejd .with appropriate volumes of airto. `forni the'lexplosive charges for the cylinders. under such tem-` perature and 'pressure conditions .gas-to produce'an'd maintain a superheatedsubstantially dry Igaseous ,mixture prior to. `the entrance ott'k the samejintoqthe cylinders, as a result of .the ykcomplete vaporizfationoif kboth thelighter and therheavier Yfractions oi the i'ueh 'I Preignition "of `the superheated 'dry gaseous mixture under compressionin the cylinders is preventedby internall cooling ot the engineby the incoming fresh'air going to makev up fthe mixture and also by .the meeting-oil the superheated mixture and the relatively'` cool incoining't-resh: air,` and 'accumulation "of a; heavy residue Within .the vaporzer, due to. any cracking tendency ot' the.l fuel 'oil therein, is prevented by a to-andtro 4washingaction ofthe fresh i'ueljupon such 1 residue, :Which-faction is maintained during the operationr or'y the engine.

The-present invention also provides ia vaporizer Where-in such superlieateddry gaseousl mixture is produced-,byv theaid otheat oi'v coinbustionvof the engine,\it.being; prei'- erable `to, Aemploy `tor *this` -purpose/the exhaust gases, andvj-a .thermostaticj ,control is provided whereby lthe amount of heat supplied to the vaporizerand hence the tem-'- perature maintained in the vapoiizer is ,regulated" automatically to compensate 'fior va-V or othercauses;r` f f rihe invention iurtlier provides ,in'iproved means tor supplying; and @controlling the means ier` supplying ,hightest gasoline 'for vention relates, to'- improve-1 othereasily` volatile fuel to the engine yfor startiiig, "and,r Where desirable or necessary, `loi' supplying Water to the engine to be converted into steam before entering the cylinders, thus cooling the engine internally to prevent pre-ignitionand otherwise improving the operating eiii'ciency of the engine.

To these and other ends, the invention 'consists iii the combination and arrangement of the severalparts, all as will be hereinafteiniore 'liu-lly described, the novel featuresybeing pointed out particularly in the claimsat the end of the `s'pecication.

the accompanying drawings: 'Figurelr'epresents a central vertical section taken longitudinally through an internal Vcombustion engine constructed lin ac.- cordance with one embodiment of the invention.k i

. Figure 2 represents a transverse vertical section-'taken centrallythrough one Vof the cylinders ot ythe engine as shown in Figure il. Figure 3 is adetail sectional View, on an enlarged scale, taken centrally through the vaporizer as shown in Figures l and Q and. illustrating one ofthe priming or Water supply devices in section.

Figure represents a transverse section, on 4an enlarged scale, taken through the middle ofthe vaporizer, and also showing in.

section the exhaust pipes through which the exhaustgases are conducted to and trom the heating jacket of the vaporizer.

" i .Figure 5 is -a vertical section taken lcentrally through the upper and lower exhaust pipes shown in Figure l illustrating the thermostat andthe valves controlled thereby for regulating the amount of heat supplied to the yaporizer.

Figure l6 is a viewof the left-hand end ot the upper exhaust pipe shown in F igure 5. Figure 'i' is a view of the let-handend ot the lower exhaust pipe shown in Fg- Figure 8 is av view` similar to Figure 3 kshowing another form oi' atomizer or spray -`the lowerend oi the atomizer or spray noz- Zle showinga modified construction thereof. Figures 11,12 and 13 are detail elevations oiibott'omplates or disks otditferent 'forms the fresh mixture enters the cylinder, and

Figure 16 is a diagrammatic view showing a system for supplying the fuel oil under pressure to an atomizer or spray nozzle of the type shown Figures 8` and 9. p

Similarparts are 4designated by the same reference characters in the several views.

The primary object of the invention is to provide an internal combustion lengine which is capable of operating efficiently upon kerosene or other relatively heavy or diiiicultly volatile fuel oil, the various features of the engine having been devised with this particular object inview. rl`he embodiments of the invention herein shown and described are preferred, but it is to be understood that the invention is not restricted to these particular constructions shown and described as equivalent constructions are contemplated and will be included within the scope of the claims.

According to the present invention, the engine may comprisea single pair of cooperating cylinders or any desired number of pairs of such cylinders, and where a multiple number of pairs of cylindersis employed, the cylinders may be arranged in tandem, they may be arranged in V-form as shown and described in my co-pending application, Serial No. 89599, iled April 7, 1916, or the cylinders may bearranged in any other desired relation. In the present instance, the engine is shown as embodying a single pair of cylinders arranged in tandem; that is to say, both cylinders of the pair lare located at the same side of the shaft with their' axes parallel. The engine, as shown, comprises a base 1 which forms a pair of separate or non-communicating Vcrank cases or compartments 2, the base also providing end bearings 3 and an intermediate bearing 4 to receive the end and intermediate journals of a crank shaft 5. The crank shaft is provided with cranks 6, the crank pins of which are set in diametrically opposite positions or at an angle of 180, and, preferably, these cranks and the reciprocating elements connected thereto are counterbalanced by. the counterweights 7 connected tothe respective cranks. end of the crank shaft, as usual, .and in those cases where a starter is used with ythe A ny-wheel 8 vis fixed to one engine, 'agear face 9 is formed on or attached Ito the fly-wheel to cooperate with the gearing 10 of the starter, the starting gearing shown being known as a Bendix drive. A n oil pan 11 'is fitted to the bottom of the basegand` provides oil wells from which the oil is splashed by the connecting rod to lubricate the crank pin, cylinder and wrist pin. As shown,l a spiral gear 12 is formed on or fixed to the shaft within one of the end bearings 3, this gear cooperating with a similar gear 13 adapted to drive an oil pump (not shown), the oil pump serving tovfeed oil under pressure to the main crank shaft bearings, and oil is returned from the outer ends of the crank shaft bearings 3 to the respective crank cases by downwardly and inwardly inclined conduits or ducts 14, ball check-valves 415 being shown for preventat its lower end to a flange 17 on the top ofthe engine base is provided with suitable means for cooling it. .In some instances water-cooling may be desirable or necessary but it is preferable toemploy air-cooling, each cylinder, as shown, being provided with a number of iins 18 which are properly placed and are suliicient in number to afford the requisite/cooling surface. A fan 19 may be used to induce an air current for cooling the ns and cylinders, the fan being conveniently driven, as usual, from a belt pulley 20 fixed on the crank shaft. The' head 21 of each cylinder has an opening extending centrally and axially therethrough and the side wall of each cylinder is provided with two sets of circumferentially 'spaced ports 22 and 23, the upper set of ports 22 serving' as exhaust ports and communicating with an annular chamber or exhaust conduit 24, and the lower set of ports 23 serving to control the intake of fresh air into the respective crank case and these ports vcommunicating with a lsurrounding or annular conduit 25. A piston 26 is fitted to reciprocate in each cylinder, the wrist pin 27 of the piston being connected by a connecting. rod 28 to the respective crank pin on. the crank shaft, and the length o-f the piston is so proportioned with respect tothe exhaust and intake ports 22 and 23 that the upper end of the piston will uncover and cover the e3;- haust ports 22 at the proper times while the lower end of the .piston willuncover and cover the air intake ports 23 at the proper times. ln order to preventl excess lubricating oil from reachingthe cylinders, batiles 29 may bev fittedat the lower ends of the cylinders asshownin Figures 1 and 2. A tubular barrel 30, ywhich is preferablyv cir- Learned cular in cross-section, is fixed to the upper end of each piston, and this barrel is adapted to reciprocate through the opening in the head of the cylinder, a suitable packing 8l being providedl in the-cylinder head to prevent leakage from the combustion chamber 32 of the cylinder. Thepiston barrel is preferably constructed of seamless drawn thin steel, its lowerv endbeing preferably enlarged, at 33, and provided `atvits lower edge with an outturned peripheral flange 34, and the barrel is preferably'iixed to the piston by a. ring 35 which is threaded on or otherwise fixed to the'piston. Thehead of the piston is formed-with an opening 3G which extends therethrough, a valve-seaty surrounding the opening, and a poppet valve 37 is arranged to cooperate with the seat and thus control the opening 36. Preferably, and as shown, the stem 38 of the valve is guided by a bearing 39 formingv partof a web or spider' 40, this web or spider being formed integrally with or otherwise fixed in the piston below its head. The barrel 30 is provided near its upper end with a suite able number `of circumferentially spaced ports 4l which are arranged to communi-y ally, and in certain embodiments of the invention a throttle valve 45 may be provided for the air intake manifold 43 whereby the volume of air .entering the crank case may be varied to control the speed and power of the engine in a manner that will be hereinafter described. Furthermore, in some instances it maybe desirable te fit a carburetor to the intakemanifold 43 to supply a gasoline and air mixture to the crank case fory starting purposes. ,f n

The vaporizer is fixed'to the heads of the cylinders, this vaporizer, according to the present invention, comprising an inner wall or casing 4b and an outer wall er casing 47. the spacek between the inner and outer walls forming a heating jacket 48. The inner wall or casing has formed within it chambers 49 which are in alinement with the respective cylinders` and these chambers are adapted to receive the upper ends of the rospeetive piston barrels the latter mcve upwardly with their pistons.'r The chambers 49 are.interconnected by a `venturi 5() the apex of which is depressed er positioned at a lower level thanA its ends to forma wellto receive any excess, surplus or heavy fractions of fuel oil and thus prevent the directflow of unvaporized fuel oil to the combustion chambers. Also, it is preferable to form upstanding lips 5l at the junctions between the ends of the vent-uri and the chambers 49,- these upstanding or raised lips serving to-retain within the venturi the fuel oil which is subject to a to-and-fro motion therein. ln the embodiment of the invention shown ini Figures `1-5 inclusive, the fuel oil is supplied 'from any suitable source through a pipe 52 to a float chamber 53, the fuel oil being maintained at a substantially constant level in this chamber by a float 54 whichis connected by a lever 55 to afloat valve 56, and the fuel oil flows fromthe float chamber through a nozzle 57 which is fitted in the bottom of the venturi under controlof a needle valve 58 the stem of which extends through an enlarged 'opening 59 in the upper `wall of the venturi and is connected preferably` by a ball or universal joint 60 to a piston 61, the piston beingl fitted to reciprocate in a cylinder 62 which is fixed in the upper wall of the float chamber as shown in Figure 4. A spring 63 is contained within the cylinder 62 and it bears on the upper side of the piston 6l with a tendency to move the needle valve downwardly and hence vto close the nozzle. vSuitable means is preferably provider` for` adjusting the strength of the spring 63, the cylinder 62 in the present instancebeingv threadedinto rthe top wall of the float chamber 53, and a lock nut 64 is provided for holding the cylinder at the different set adjustments.

The exhaust gases which are utilized te supply the .heat necessary toy vaporize the fueljoil within the vaporizer are conducted from the exhaust manifold 4Q through aA connecting pipe 65 to an inlet 'which inletcommunicates with the heating `racllet 48 ef the vaporizer at its center, and the exhaust gases are conducted from the heating jacket 48 ef thevaperizerthrough outlets 67 which outlets are located toward opposite ends of the vaporizer and preferably at points spaced equidistantly from the exhaust gas inlet 66. By so disposing the exhaust gasinlets and outlets, the gases when at their highest temperature act upon the vaporizer in the region of its apex and. hencein'the Zone where the highest degree of vaporization is required, and the equidistant spacing of the outlets 67 with respect to the exhaust gas inlet equalizes the flow of the exhaust gases through the jacket 4Sl and hence causes equal heating of beth ends ofthe Yaporiaer.

The thermostatic control provided by the ypresentinvention for automatically regulating the temperature within the vaporizer comprises, preferably, a thermostat 68 and a pair of reve-rsely acting valves 69 and 7 0 operatively connected thereto. The thermostat may be of different types, but it is preferable to employ one of' the corrugated cylindrical bellows type containing within it a fluid of appropriate volatility. It is also preferable to so place the thermostat th-at it will be subject to the influence of the exhaust gases after such gases have passed through the heating jacket of 'the' vaporizer, such an arrangement not only protecting the thermostat from excessive heat but also enabling the thermostat to accurately govern the vo-lume of the exhaust gases entering the heating jacket of the vaporizer in accordance with the temperature existing in such jacket. As shown, the thermostat is located within an exhaust manifold 7l which communicates with and receives the exhaust gases from the outlets 67 of the heating jacket of the vaporizer. One side of the thermostat chamber bears against a stop 72 and the opposite wall of the thermostat bears upon a plunger 73, the latter operating through a wall of the manifold 7l and being connected by a rod or link 74 lto a crank 75, said crank being fixed on theshaft 76 of the valve 70 which valve is contained within and serves to control the escape of the exhaust gases from the exhaust manifold 42 through its outlet 77. The valve 69 which is fitted in the outlet of the upper exhaust manifold 7l has a crank 7 8 Xed on its shaft 79, this crank 78 on the valve 69 being located in reverse relation to the crank 75 on the yvalve 70. The cranks 75 and 78 are operatively connected by a link S0. In the construction and arrangement described, the connecting link 80 between the valves 69 and 70 Will cause one valve to move toward a closedposition while the other valve is moving toward an open position, and vice versa. As shown in Figure 5, the-valve 70 is in substantially closed position, the valve 69 being in a correspondingly open posi-tion. When the valves are in such relative positions, the major portion of the exhaustgases from the manifold 4:2 will be diverted through the pipe and into the heating jacket of the vaporizer, these exhaust gases leaving the heating jacket of the vaporizer through the outlets 67 being free to escape through the outlet of the manifold 7l. As the temperature of the vaporizer rises, the temperature of the exhaust gases leaving the heating` jacket of the vaporizer rises, and these gases act upon the thermostat to expand it, in consequence of which the plunger 73 is forced downwardly, thus swinging the valve toward an open position and correspond ingly swinging the valve 69 toward a closed position as indicated by the arrows in Figure 5, whereby part of the exhaust gases esbustion chamber of the cylinder.

cape directlyV through the outlet 77 of the manifold e2, thus reducing the volume of exhaust gases entering the heating jacket of the vaporizer through the pipe 65, and, also,

the back pressure o-nthe exhaust gases with in the heating jacket of the vaporizer is reduced by the larger opening provided for the escape of these gases by the opening movement of the valve 70. After the engine has been in operation for a period suiiicient to heat it to a normal running temperature, the thermostat will act to automatically maintain a substantially constant and efficient temperature within the vaporizer by expanding and Acontracting in accordance with an increase or a` decrease in t-he temperature of the exhaust gases leaving the heating jacket of the vaporizer and correspondingly adjusting the heat control valves 69 and 70. Preferably means is provided for adjusting the thermostat mechanism whereby the saine may be set to maintain substantially the desired temperature within the vaporizer. As shown, the stop 72 which cooperates with one wall of the chamber ofthe thermostat is formed as a screw which is threaded and hence adjustable axially in the top wall Sl of the manifold 71, a lock nut 82 cooperating with the vscrew to retain it in set adjustment. Also` it is preferable to provide a spring 83 which acts with a tendency to close the valve 7() and open the valve 69, the spring 83 sho-wn in the present instance being connected to a crank Set which is fixed on the shaft 76 of the valve 70, the action of the spring being transmitted also to the valve 69 through the connecting link 80. lt will be understood that a suitable manual control may be connected to the valve 69 and 70 whereby these valves when desired or necessary may be set manually independently of the thermostat.

Means is provided for priming the engine whereby it may be started easily, using high-test gasoline or other easily volatile liquid as a fuel, which means may also serve to introduce Water into the engine in some instances where it is desirable to assist in the interior cooling of the engine, the water being so introduced that it is converted into steam before it enters the com- PreferllO ably, and as shown, the priming and waterinjecting means for each cylinder is fitted into the top of the vaporizer in substantial alinement with the chamber 49 therein and the piston barrel operative in such chamber. The priming and water-injecting means as shown comprises a reservoir 85 adapted to contain a suitable 'supply of gasoline or water, the peripheral wall of the reservoir being composed, if desired, of glass to make visible the contents within the reservoir, andthe top 86 of the reservoir is provided with a Screw plug 87. which normally closes it but provides means for filling the reser- Voir. When Water injection is desired, the screw plug 87 may be removed fand a suitable water pump may be attached to the threaded opening into which the plug tits. The centra-l column 88 is provided withports `89 and 90 through which the contents in the reservoir may enter the interior bore 91 of the column and the liquid within the bore 91 may be subject to the same pressure as that acting on 'the liquid inthe reservoir. A feed opening 92 is-formed at the lower end of the bore 91 and a needle valve 93 is threaded at 94 in the upper rend of the bore of the standard andV its lower endr cooperates' with the edge of the feed opening 92 as a valve seat, the nee'dlevalve serving to regulate the amount of gasoline orr water fedy to the engine. A nipple 95 is fixed in the bottom. of the reservoir and has a passage therethrough for the gasoline or water on its way to the engine. Preferably, andas shown, the nipple contains a glass or transparent tube 96 through which the gasoline orwater fed fromy the opening 92 may be observed, thus enabling the operator to regulate the amount of gasoline or water supplied by adjustment of the needle valve.` AE plug valve 9T isfitted in the reservoir, vthe passage 100 being vin coininunicatioiiwith the rsighty feedv tube 96, this tube 99 permitting the pressure on top of the liquid in the reservoir'pto be equalized with the pressure iu the sight` feed tube 96; j. j

ln starting the engine with gasoline, the needle valve 93 is setfor the proper opening and gasoline from the reservoir then iiows through the feed opening 92 into the sight feed tube 96. By opening the valve 9?, such gasoline flows downwardly through the tubular extension 98 and drops upon the valve During thedown strokel` of the corresponding piston, airl compressed .in the respective c-rankcase flows upwardly past the valve 37 andy causes the gasoline on the valve 37 to be mixedstherewith, and when the respective piston reaches the lower limit of its down stroke, the ports 411 in the respective piston barrel will be brought into Communication with' the correspeliliea eenhglstieii ofthe by the usual spark plug. After the engine cylinder and the following up stroke of the the combustion chamber, the compressed mixture being ignited at the proper moment j has run suiiiciently long on gasoline to become heated, its operation is continued, using fuel oil, and during such operation of the engine thevalve 97 is closed. However, in such cases wherey it is desirable to inject water into the engine to be converted therein into steam, thus assisting in the internal cooling of the engine, the valve 97 is set in open position and water is supplied to the reservoir by `a pump or other suitable device. The water entering through the tube 98 becomesy heated to thepoint where it is vaporized or converted into steam, this in liquid forni cannot reach the combustion chamber of the cylinder and thus internal rusting of the engine is avoided.

Instead of employing a piston, such as kthe piston 61, for controlling the fuel reguyiating needle volve 58, a diaphragm may be used such as that shown in Figure 14. In

- this latter instance, a corrugated diaphragm 101 is shown, the periphery of the diaphragm being clamped around the edge of an opening in the top of the float chamber 102 by a 95 clamping ring 103 which preferably has a thread engagement with the top of the float chamber. The needle valve 104 which cooperates with the nozzle has a threaded upper portion'105 which engages in a threaded sleeve v106 which is fixed in the diaphragm,

j and the upper end of the needle valve stein has a milled head 107 by which it may be j rotated, thus adjusting the needle valve relatively to its seat in the nozzles.

A milled locky nut 108 serves to retain the needle valvein its different set adjustments. The atomizeiin Figure 14 is shown applied to a portion of an engine in which the cylinders are arranged in V-form. 110

In'the atomizers hereiiibefore referred to using a piston or a diaphragm in connection with the needle valve, the extent of'opening vof the needle valve is variable automatically in accordance with variations of pressure within the vaporizer, such variations in pressure within the vaporizer resulting from throttling the fresh air entering the crank case through manipulation ofthe air throttle valve Ll5 or the throttle valve of a car- 120 tedlintothe top of the venturi has abore 110 i 'olthe furl Q lrtlie batteur of this bore be- 1.30

ing formed with a valve seat 111, and a needle Valve 112 is fitted into the borev and arranged to cooperate with the seat 111 to control the amount of fuel oil supplied to the venturi through the aperture 113. The needle valve stem has a portion 114; which is threaded in the upper portion of the atomizer plug and a crank 115 fixed to the upper end of the needle valve stem is adapted to be connected to suitable manual control means. A vaporizer disk or plate 116 is attached to the lower end of the vaporizer plug opposite to the aperture 113, and said plate is adapted to receive thereon the fuel oil introduced through the aperture 113. This plate 11G may be formed as a part of the plug, as is the case in Figures 3 and 9, or it maybe constructed as a separate plate 11621, as shown in Figure 10, the plate being fixed to the plug opposite to the aperture 113 by suitable pins 117. This plate 116'LL may either be convexed, as shown in Figure 11, it may be concaved, as shown in Figure 12, or it may be flat, as shown in Figure 13. 1n using a manually controlled needle valve for the fuel, as shown in Figures 3 and 9, it is desirable to feed the fuel thereto under a substantially constant pressure. A system for accomplishing this result is shown in Figure 16, the fuel being contained in a suitable tank 118 and being conducted from the tank through a pipe 119 which leads to the inlet 120 of the vaporizing plug, and appropriately means is provided for maintaining an approximately constant air pressure above the fuel in the tank. As shown, a hand or power pump 121 may be connected to the top of the tank by a pipe 122 which is provided with suitable check valves `123 and, also, the pressure of the air in one of the compartments of the crank case of the engine may be utilized to maintain appropriate pressure on the fuel in the tank 118, a pipe 124e being shown as leading from the fitting 125 in one of the crank ease coi'npartments* to the top of the tank 113, and appropriate check-valves 126 are provided in the pipe 124:.

By using vaporizers, such as shown in Figures 8 and 9, the necessity of extending the fuel float chamber beneath the venturi avoided and the depressed apex ofthe venturi in which the heavier fractions of the fuel oil accumulate maybe heated more directly and to al higher temperature, as indicated by the construction shown in Figure 9. In this instance, the pipe which conducts the exhaust gases to the heating jacket of the vaporizer leads to a wall 127 which forms the bottom of the center or lowest portion of the venturi, thus forming a hot spot. This arrangement enables the heavier fractions of the fuel oil accumulated in the depression of the venturi to he heated more directly and to a higher temperature,

thus insuring complete vaporization thereof.

tons and barrels of the pair of cylinders to reciprocate in opposite or 'reverse directions. During the upward stroke of either piston, the mixture above the piston and contained in the combustion chamber of the respective cylinder is compressed therein, this compressed charge being ignited by the spark plugv at'the usual time and in the usual way. uring this upward stroke of the piston, its valve 37 is closed, thus preventing down-fiow of fluid from the respectivebarrel to the crank case. When the piston approaches the limit of it-s upward stroke, its lowerend uncovers the air intake ports 23, the partial vacuum formed in the respective crank case compartment by the up stroke of this piston causing a charge of air to enter this crank case compartment through the ports 23. rllhis upward movement of the piston causes the fluid above it to be displaced, inducing a flow of fluid through the venturi toward the opposite cylinder of the pair. 1V hile one piston is moving upwardly and performing the functions described, the other piston of the pair is concurrently moving downwardly. During the first part of the downward movement of such piston, ythe valve 37 therein is closed owing to'equilibrium of pressure in the vaporizer and the crank case compartment pertaining to the descending piston, the air contained in such crank case conipartment being compressed during the down stroke of such piston. As the descendi` piston approaches the limit of its down stroke.r the pressure of the airin the correspendingcrank case is further compressed to the point where it overbalances the pressure in the vaporizer, causing the valve 3T of the descending piston to open, allowing the compressedair from the crank case to Vdow upwardly within the corresponding piston barrel 30. Further approach of the descending piston to the limit of its down stroke causestho upper end of such piston. to uncover and epen the exhaust ports S32 and to simultaneously bring the ports 411 iu its respective piston barrel. into communication with the combustion chamber of the corresponding vcylinder whereupon part of lthe air from the respective crank case cempartment will ow outwardly through the ports 41 in the piston barrel, driving ahead of it the exhaust gases from the preceding explosion, following which the mixture from the vaporizer will enter the upper'open vCA;

end of the respective pistonA barrel and flo-w into the combustion chamber of' the cylinder through the-ports 41, the explosive mixture forming a stratum above the air stratum and occupying," a position tov insure the most certain and efficient ignition. Figure 15 shows diagrammatically the contents ot one of the cylinders at this moment, a, representing the stratum of fresh explosive mixture, Z; the stratum oit fresh air, and c the stratum of any residual exhaust gasesthat may remain in the cylinder, although the burned gases will ordinarily be expelled completely rtrom the cylinder' owing to the excess ca'- pacity ot' the crank case, as is the case in my,

ya diminution inthe volume of air enteringk the crank case will result in a diminution in the volume ot air entering the vapor-12er, in consequence of whichk the pressure developed within the vaporizer'by the pumping actions oi the pistons will be correspondingly diminished, this diminished pressure causing the needle valve to open to a less extent than is the case where greater volumes of air are admitted to the crank case compartments.y In the construction employing a manually adjustable needle valve,

the cra-nk case compression andthe compression withinthe vaporizer are constantnnd the speed andpower of the enginek are'controlled by adjustingl the needle alve manually to vary the amount of 'fuel admitted by the vaporizer plug.

During the operation ot' the engine, the cyl.- inders are cooled exterior-ly 'by the .tins which dissipate the heat tothe air, or, the cylinders mayy be cooled e-xteriorly by water jackets when such is desirable, and the engine lis cooled interiorlykby the incomin fresh air iiowing upwardly through the pistons'and the piston bai. thereon. the pistoi. barrels being composed of relatively thin metal capable of conducting the heat rapidly` from the combustionchamber of the cylinder and adjacent parts to the air iiowingupwa rdly through the barrel. The heat thus conducted from the co'inbustion chamber and.

adjacent parts of the cylinder' andfpiston taken up by the incoming fresh@ air and -`the latter is thereby: heated to a temperature ably` In this diathat will enable to combine most eiiiciently with the fuel oilto torni a superbes-ted dry gaseous mixture. it the same timethe fuel roil is heated toa relatively high degree with- 'in they vaporizer by the heat absorbed from the exhausty gases, the heavier lfractions of the iuelloil beingespecially heatedtof a relia- -tively high temperature. Furthermore, the ,explosive mixture .is made within the vapor,-

izer not only at relatively high temperature rbut also under a pressure above atmospheric pressure, the pumping action ofthe pistons maintaining a pressure above atmospheric pressure within the vaporizer.` Thspressure maintained within the vaporizer preterverages. several pounds abovefatmosplieric pressure. f.

During operati-on ot the engine on fuel oil,

`any heavyy fractions of such oil thatl may tendto accumulate in the low portion ot` the venturi, due to therelatively high temperature conditions7 will be subjected"y tov the toand-ro sci'ubbing or washing action .of tresl tuel oil, induced by the reversely reciprocatiing motions ot the` pistons, with the result that the heavy fractions are dissolved by the lighter. fractions of the t'reshy fuelv and` in kconsequence they become picked upv and carried. by the mixture. The `remainder of the vaporizer is heated uniformly, or substantially so, and hence vaporization ci thefuel oil'and conversion thereof intoasuperheated dry gaseous mixture is uniform. The upturned lips at the ends oty the venturi enable .this to-and-f'ro washing actionk oi thev `fiiel oil to take place without. spi'lilgin-gover into the cylinders. If, however, the fuel oil should pass these lips, it will vbe shot upwardly against the hifghy heated walls ot large area "at the ends of the vaporizer chamber and hence very little ify any raw or unvaporized fuel will reach the cylinders. The vapforizer oiers `no obstruction to the How of the mix- @tureon itsy way to the cylinders, nor does the mixturehave an opportunity *i to condense, is the case with mostr intake manifolds, and, furthermore, each cylinder receives the same amount ot the fuel lmixture and hence uniformity in the power impulses of the cylinders is attained. Owing to the high temperature of a superheated dry gaseous` mixture, which ranges between 4:00o and 600o F., according. to the quality of the fuel employed preignition in the working cylindersV and loss of power, due to low volumetric etlciency, wouldbe liable to occur in internal combustionengines ofV the usual construction. Such diiiculties, however, are avoidedby the present invention, the fresh airwhich scavenges the cylinder acting first. to cool the plston and cylinder and later, yijneeting the hot mixture, causing part of the mixture to he condensed, producing a smokelilre tog which gives up, its latent heat to the air While entering the Working cylmtler,

thereby avoiding preignition, the condensed mixture being re-vaporized upon striking the upper Wall ot the combustion chamber. Also, the internal'air cooling` -ot the Worxing cylinder enables higher compression pressures to b-e employed Without preignition, it avoids any `greatloss oi power as it prevents undue initial volumetric expansion of the mixture before entering` `the cylinder, and it also enables the'engine to operate on they tvvo-cycleprinciple with externally aircooled cylinders and high speeds, and large power outputs may be attained Without undue heatingand Wear ot the Working n'iechanisni.`

Another feature of. the invention 'which eects greater efficiency and economy in the running of the engine concerns the mode in which the' fuel mixture is introduced into the cylinder. According; to the present invention, iresh air from the crank case enters the cylinder alter the exhaust ports have opened, such air following the exhaust gases on their Way to the v'exhaust ports, thus scavenging the cylinder andespeciallv the upper portion ot burned gases, this scavenging air as it tloivs upwardly inv the respective piston barrel meeting the tuelmixture as the latter comes over from the opposite ascending; piston and thus holding; the fuel mixture back in the upper portion oi the barrel until the pressurein the vaporizer becomes so reduced that the mixture iiovvs automatically into the upper end oithecoinbustion chamber which has been scavenged by the previously entering- 'fresh air. ln this Way, a pure, undiluted iuel mixture occupies the upper end of the combustion chamberr in the zone of the spar-lr plug and ignition of the charge and propagation ot vthe flame are effected With greater certainty and eiiiciency, with the result that the power derived from the explosion is increased. Also, the fuel' mixture, i'resh scavenging air, and any burned gases remaining in the cylinder lie in separate strata, and hence diluting or adu,lterating` ci the fuel mixture, to which kerosene or fuel oils are more sensitive than gasoline, is avoided.V

`rllhe present invention enables kerosene and other uel oil to be used etliciently as a fuel tor internal combustion engines adapted for general purposes, and it provides an eiliciently operative air-cooled tivo-cycle engine which is of relatively light weight Which particularly adapts it for use in aeroplanes and automobiles, the mode described for attaching the barrels to the pistons and for fittingthe valves in the piston head enabling,- the use or aluminum pistons which are light in'iveight and hence they materially reduce vibration, especially when operating at hio'h speed, While the inode ot terchanging heat between the incoming,` fresh air and the internal parts ot the "engine vaporizer.

2. ln internal combustion engine, the colin-ina' on ci; a. iuel sto age chamber of lv constant displacement having J. Jacket tor heating constituents tlei in, such .racket being an inlet and an outlet ior exulated oy gases at of the exhaus p 5, an rnal combustion eng-inc, the combination oi fuel vaporizer having a depression thei in tor the collection of unvaporified portions ot the 'liuehand a heating;` jacket provided With an exhaust gas inlet lead'Mm directly to said depression and an outlet for the discharge ot the exhaust from the aclret, means for controlling the ioiv o exhaust gases to said inlet, and a thermostat controlled directly by the teinperature ot' theexhaust gases at said outlet and open rely connected to said controlling), i

l. ln an internal combustion engine, the combination of a fuel vaporizer provided with heating` jaclret havinqan inlet and a plurality oi' outlets located substantially equir-,istantly from said inlet, Imeans for controlling the tion" of a heating medium to said inletn axd Va thermostat subliect to the temcire of the heating; medium at said outiets for regulating` said controlling means.

ln an internal combustion engine, the combination of a luel vaporizer having a heating jaclret provided with an inlet and an outlet, an exhaust supply conduit connected to said inlet and having an escape valve, an exhaust gras discharge conduit connected to said outlet and provided with an escape valve, and meansv connecting said let 'for controlling` the flow to said outlet.

valves to cause synchronous movements thereoi2 in reverse directions.

in an internal combustion engine, the

combination ot a fuel vaporizer provided with a heating jacket having an inlet and an outlet, an exhaust pipe leading from the engine and connected to said inlet, an exhaust discharge pipe leading); from said outlet, escape valves in both pipes connected to inove one valve toward open position While the other valve moves towardV closed position, and n'ieans responsive to variations in the temperature of the exhaust gases at said outlet for controlling said valves.

7. .ln an internal combustion engine, the combination of a fuel vaporizer provided with a heat-ing acket havingv an inlet and an outlet, an exhaust pipe leadingfrom the engine and connected to said inlet and to a direct discharge pipe, an exhaust discharge pipe leadingfrom said outlet, exl'iaust gasA escape valves for both of said discharge pipes having means connecting;A them to cause reverse movements thereof and a thermostat subject to the ten'ijierature of the exhaust ,eases at said out-let and operatively coimected to said calves to control them.

8. In an internal combustion engine, the combination of a fuel vapori/er provided with av heatingi jacket having an inlet and an outlet, means for supplying" exhaust rases to said inlet, an exhaust discharge comluit leadinp; from said outlet, valve means for controlling' the supply of exhaust gases to said aclret, and a thermostat located within said discharge conduit and operative to actuate and control said valve means in accordance with ten'ipe 'ature variations of the gases discharging' from the jacket.

9. In an internal combustion engine. the combination of a fuel vaporizer containing a. depressed portion adapted to trap unvaporiI/ied fuel, and fuel -mixture outlets extending "in opposite directions therefrom and means for conducting exhaust gases initially to the Wall forming; said depressed portion and subsequently to the Walls oit' said outlets.

l0. ln an internal combustion engine, a fuel vaporizer containing; a venturi, formed with an intermediate depressed portion and proifided With a heating` jacket, said jacket having an inlet for a. heating' mediiun located adjacent to said depressed portion, and outlets for such medium located to ard the opjjiosite ends of the venturi.

l1. In an intern al comb ustion en gine, a fuel vapori Zei' containing a venturi having an intermediate depressed portion and chambers at the ends of the venturi to comn'iunicate with the cylinders. the vaporizer being` provided with a. heating' jacket the inlet of which is located adjacent to said. depressed portion and the outlets of which are located adjacent to said chambers at the ends of the venturi.

l.. In an internal cmnlmstion engine` the combination of a fuel mixture vaporizer havinga Well forming a trap for the collection of unvaporized fuel and means for conducting; exhaust frases from the engine initially to said Well and then to other portions of the vaporizer for heating' the saine, and an exhaust-lieat-regulator governed by the temperature ot the exl'iaust gases after they have acted on the vaporizer for controlling;`

the heat supplied to the vaporizer by the exhaust gases. n

13. In an internal combustion engine, the conjibination of a fuel vaporizer having a portion to receive unvaporized fuel, and a heating` jacket provided with an inlet leading directly to said portion, and an. outlet for the. passage therethrough of exhaust gases from the engine, means for controlling the tloiv of such gases to said jacket, and a thermostat subject to thc temperature in.- 'luence of the exhaust gases at the outlet of said acket and operatively connected to said controlling means.

lt ln an internal combustion engine, the. combination with a fuel vaporizer having a. ivell to trap unvaporized fuel. and means for applyingiY exhaust gases from the engine directly to said ivell for heating it, and a ther mostat arranged to be subjected to the direct temperature influence of the exhaust gases after they have acted on the vaporizer for controlling' the amount of heat suppliedby such rases to the vaporizer. n

l5. ln an internal combustion engine7 a fuel lvapori/.er containing` a venturi formed ivith a depressed portion adapted to trap unvaporized fuel, the Wall forming said depressed portion having corrugations, means for inducingq a 'liovv of fluid in reverse direc-l tions through said venturi and means for conducting' exhaust gases to such corrugated Wall.

1G. ln an interna-l combustion engine, a fuel vaporizer containing a depressed portion adapted to contain unvaporized fuel and outlet passages for vaporized fuel extending in opposite directions from said. depressed portion, the vaporizer being` provided With a luea-tinn` jacket, saidjaclret havinnW an inlet for a heating medium located adjacent to said depressed portion and braiiiehed passages for the fuel outlet passages` the Wall of saidr depressed portion having' corrunations adjacent to said inlet and in a. position to he subjected to the influence of said heating` medium.

lf. In an internal combustion engine, the combination of a` fuel vaporizer containing a. depressed. portion adapted to trap unvaporized fuel and outlets for vaporized fuel communicating With said. depressed portion at opposite sides thereof, the lower Wall of said depressed portion being corrugated exteriorly. and means for conducting,` heating fluid to said corrugated Wall.

18. ln an internal combustion engine, the combination of a vaporizer having an intermediately depressed venturi adapted to receive atomized fuel oil., and means for inducing a to-and-fro flow of fluid in said venturi to produce a gaseous mixture of fuel oil and air, the ends of the venturi being;` adapted, to con'imunicate with cooperating` cylinders of thc engine and the ends of the Cif venturi having upn'ardl;vv projecting,- lips to impede or prevent spilling of unvaporized l'uel oil into the cylinders.

1). ln :in internal Combustion engine, the combination of u raporizer having zi heating jacket and containing :i venturi the ends of which ure adapted to Communicate with eooperuire cylinders ol? the engine und the intermediate apex of Which is depressed.r ineens for supplyingto and atoinizing fuel oil within said venturi, pistons reciproczible in reverse directions in ho cylinders and operative to supply nir to the raporizer und to induce u to-and-ro movementI of fluid Jdierein7 and upscandingl lips on the lower Walls ol' the venturi toward the opposite ends thereoiu adapted to retard the passage of unruporized iluel oil to the cylinders and to defleet such uinfaporized fuel oil against .heated Walls oi the ruporizer.

In testimony whereof l have hereunto set my hund in presence of two subscribing Witnesses.

HARMON J. KLINE.

lllitnesses E. B. VEBsrnn, lV. E. SHARKEY.

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