US2009190A - Igniter-compounder for internal combustion engines - Google Patents

Description

y F. M. BROOKE 2,009,190

IGNITER COMPOUNDER FOR INTERNAL COMBUSTION ENGINES Filed April 4, 1932 3 Sheets-Sheet l IHIHII INVENTOR l/ 1935. F. M. BROOKE 2,009,190

IGNITEIR COMPOUNDER FOR INTERNAL C OMBLISTION ENGINES Filed April 4, 1932 3 Sheets-Sheet 2 I I l I INVENTOR July 23, 1935. F. M. BROOKE 0 IGNITER COMPOUNDER FOR INTERNAL COMBUSTION ENGINES Filed April 4, 1952 s Sheets-Sheet 3 we AMIAAQ E. 3 8 wwrfiflvw S we I v 2w z Q m greater volume of mary cylinder Patented July 23, 19255 UlTED- STAT IGNITER-COMPOUNDER FOR INTERNAL COMBUSTION enemas Francis M. Brooke, Bryn Mawr, Pa. Application April 4, 1932, Serial No. 603,113

1'7 Claims. (Cl. 123-143) .the purpose of ignition.

The object of the invention is as follows: To give a flexibility or a wide range of piston velocity in an internal combustionengine, using motor fuel oil with a low flash point. This obtains the same usefulness as a modern high speed internal combustion engine using a high grade gasoline or expensive high test motor fuels, but with the advantage of reducing the cost to the extent of ninety-one (91) per cent or more to that of motor fuel oil, by my invention. That is when the priis designed at its average inlet pressure to explode ten per cent of the volume of gas that the secondary cylinder at its average inlet pressure is designed to explode. In large engines, for ignition purposes only, the igniter can be relatively much smaller so that possibly only two or three per cent expensive high grade gasoline need be used for ignition purposes.

When it is desired to intensify the ratio of power to weight in smaller engines, the primary cylinder can be made larger and the ratio of inlet pressure materially increased, in which case additional power is obtainable with increased consumption of the more expensive gasoline. 1 A compromise, however, may be reached by charging the primary cylinder not only with a moderate amount of high grade gasoline to increase the flash point for the electric spark, air that has already been mixed with fuel oil, for the secondary cylinder. The effect of this will be a longer burning of the charge with excess air in the primary cylinder when it comes in contact with the gas in the secondary cylinder. It is possible that actually' increased power may be so obtained with economy up to the point of a notable weakening in the efiiciency of the electrical ignition.

My invention reduces the danger of confla-. gration by the fact that ninety-one (91) percen or more of the fuel that is carried for the engine will be of the low flash point and lower point of ignition table gasoline or benzol preparations. In the process of obtaining the above there is a primary and. a secondary explosion and compounding. This double explosion cycle facilitates the introduction to the cylinder, containing the piston, a

gas than has the time of ignition. It will also give at the time of the secondary exutilized at a high pressure but also with v fuel oil than that of the highly volabeen previously plosion, due to eliminated the excessive compression pressure by the piston utilized in the Diesel engine to facilitate the explosion of motor fuel' oil. Not only is the mean effective pressure less stroke, but in addition the lower piston compression will make a smootherrunning and more flexible engine, provided, of course, that the charge can be successfully ignited, which is accomplished by my invention.

As a larger number of cubic inches of gas is forced into the piston chamber than in an ordinary internal combustion engine cylinder of the same given size, by my method, there is more potential energy or power.- As there is an increase in power or efliciency in explosion somewhat proportional to the compression of these gases, prior to or at the time of the explosion,

this efficiency is obtained in my contrivance by v the primary explosion in the ignition chamber or igniter which exerts the pressure from explosion in the secondary cylinder, or piston chamber, as it simultaneously ignites the motor fuel in that chamber. This is at the time when the piston is virtually at the top of the stroke, so that the effort in creating the greatest part of the compression is supported by a primary explosion, not by the mechanical energy of com-i pression previously developed by the engine, thus saving motor power.

It is, therefore, reasonable to believe that the engine will develop more power, per cubic inch of piston displacement. It possibly may show a greater emciency in fuel consumed, and would seem to assuredly show a considerably lowercost 'per horse power developed, thanthat of other internal combustion engines, with anything like as greata range Referring to the drawings:-

\ Figure 1 is a vertical cross section of the engine.

Figure 2 is a vertical cross section of the cap 2 at the top of the engine, which parts in position.

Figure 3 is a plan of the cap 2.

Figure 4 is a vertical cross section of the water cooled primary combustion chamber 4.

Figure 5 is the Figure 6 is a vertical cross section of the rotary sleeve valve for the primary chamber 4. This valve is comprehensively designated as 3.

Figure 7 is aplan of 3.

Figure 8 is a vertical elevation of 3. v Figure 9 is a cross section of 4 taken on the angle as designated by the plane ch in Figure 4,--

reduced by the ordinary excessive pressure of the'compression or cylinder,

the primary explosion and has of flexibility in piston velocity.

holds movable plan of combustion chamber 4.

I drives 42, which are are on the same side.

showing the valve parts in 4, in relation to those of 3.

Figure 10 are the strips orrods used to control the position of 4.

Figure 11 is a longitudinal elevation from the left side of the engine in which part of the casing has been out out to show, in cross section, certain essential parts, not shown in Figure 1.

Figure 12 is an elevation from the left side of the pump chamber showing an equalizing chamber in which compressed air or gas is stored.

Figure 13 is a rear vertical cross section of the pump showing slide actuated by the crank shaft driving-connecting rod and piston.

Figure 14 is the sliding control of the valve drive shaft, 4| with worm gears, 42, which actuate the sliding valves. The sliding control makes it possible to change the slide valve, 3, during operation, as may be desired.

A detailed description of the drawings are as follows: I

Figure 1 shows a cross section of the internal combustion engine of the ordinary L head type, that is, the inlet and the exhaust poppet valves However, it has a superstructure 4 on the top that consists of a water cooled cylinder or combustion chamber, as shown in detail in cross section in Figure 2.

In the latter primary cylinder 4 or combustion chamber is located sleeve valve 3 shown in detail in Figures 6, 7 and 8. 3 is held in place by a cap, 2, shown in Figures 2 and 3, which is bolted on the head of the secondary cylinder, 39, which is fitted with piston 40.

It may benoted that there is a channel opening 24. from the top of the poppet valves of cylinder, 39, leading up to opening 23, which is opposite port 2| of 4. I

In like manner, manifold inlet, 30, carries an explosive mixture of a high flash point, high grade gasoline preparation, to opening 22, opposite inlet port 20 of Figure 4.

Sleeve valve 3, (see Figure 6) has a solid base (see Figure 7) with gear teeth 26 on the perimeter. Referring to Figure 11, it may be noted that the rotations of shaft 4|, revolve the worm meshed with 1 and continuously rotate the sleeve valves 3, in one direction. This combustion chamber and the driving apparatus for its sleeve valve are shown and. described in greater detail in my Patent Number 1,938,686 issued December 12, 1933. The opening 25, in sleeve valve 3 when it comes opposite to 20, permits a charge of explosive vapor to enter the primary explosive chamber 4.

The above charge is ignited'by spark plug l5, by a distributor (not shown) and synchronized with control arm 29 of Figure 10. The charge, very shortly after being ignited, exhausts through port 2| of 4, through 23, into channel 24 and ignites the gases that have been compressed from and in channel 38, of Figure 1, by the upstroke of piston 40.

As sleeve valve 3 rotates further around, clockwise, port 2|, becomes closed and the opening 253, from auxiliary exhaust of sleeve valve 3 (see Figure 8), comes opposite to port l2, Figure 4. This reduces the pressure in 4 to atmospheric pressure as the gases exhaust through auxiliary exhaust pipe 431). Auxiliary exhaust port I2 is still partially open when 25 again comes opposite 29, allowing a fresh charge into 4. 'This facilitates scavenging chambers 4 and also to virtually fill 4, with fresh gas without working against back pressure. 25b, auxiliary exhaust, passes l2. how- .be regulated. If it is also ever, before 25 has become fully opposite 20, so

that a combustion charge from 22 has ample time to build up a compression pressure before the slide'valve is closed and ignited at the desired time by spark plug l5.

By referring to Figure 9, the action of this rotating valve and the various ports are evident. Figure 9, istaken through 4 on the angle ab, so that 25b is in a higher horizontal plane than 20 or 2|, thus 25 never comes before I2, as does 251); nor does 25b come before 20 or 2|.

It may be noted that 22 and 23, Figure 1, horizontally are larger openings than 20 and 2 I. This is to control the time of ignition by control arm 29, in Figure 10, by pulling it either forward or backward, which slides one member of Figure forward and the other correspondingly in the opposite direction, due to cross members 28, which are fastened by bolts 21. As these slides or strips ID, are fastened to pipes IS in movable joints I1, (see Figure 4), this primary combustion chamber 4 can be rotated back and forth at will in an angle of approximately 120 degrees. In this way the relative position of ports 20 and 2|, with regard to the position of piston 40, can desired, the size of the channel openings can be controlled by partially closing 20 and 2 I, when they have partially passed the limit of opening 22 and 23 if it is found desirable ,to have smaller ports.

As the electrical distributor is likewise synchronized with control arm 29, the timing of the explosiomrelative to piston 40, can be easily ar ranged. Furthermore, a quadrant for a set adjustment can be arranged with 29, so as to set most accurately the timing of the spark.

In addition sleeve valve 3 likewise can be advanced or retarded by the adjusting mechanism 5 (see Figure 14). As this is pushed horizontally along 4|, when the engine is stopped, shaft 4| is rotated in one direction or another, dependent upon the'direction in which 5 is pulled or pushed. Therefore, as the worm drive 42 revolves with shaft 4|, sleeve valve 3 is either advanced or retarded and retains the set position in which 5 is left. It may be noted, however, that 5 is so designed .that when the engine is running at any speed it still can be operated so that sleeve valve 3 can be so retarded or advanced. Incidentally, it can be moved with less eifort when the engine is running.

The combustion chamber 4 can be advanced or retarded also 'while the engine is running. Therefore, very complete flexibility of ignition timing, with regard to piston-M, can be arranged by the combination of a perfect adjustment of the three adjustable parts, 3 and 4 and the electric distributor. Y

It may be noted that with a set adjustment of either 4 or 3 quitepossibly sufl'icient variation and flexibility in the time of ignition of the gases in secondary cylinder 39 may be arranged in each case. Then the engine may be materially simplified, particularly if 4 is made not independent but an integral part of the casting ofcylinder 39, in which case water pipes IS, with flexible rubber hoses 63 can be dispensed with, the water jackets of 39 being made to include 4.

When the gases compressed in 24 and 38, by the compression stroke of piston 40, are ignited by the exhausting of the primary explosion from the effective pressure is developed cylinder 39, acting on piston 40. cylinder 39 have been developed from fuel oil because; first, of its relative cheapbustion chamber ness; second, because of its safety from fire where it is carried in storage and bulk, due to its low flash point; and third because of the high calorific value of the heavier oils. It is evident that such gases are not ignitible by an electric it is not sufiiciently volatable and has too low a flash point. In previous experience this has been overcome by exceedingly high pressure from the piston on the compression stroke, the engine being designed to have very small clearance in ratio to the piston volume swept through.

There have been two practical limitations because of this latter method; the first, that as soon as the gases are compressed to a pressure above the ignition point, they will ignite, and it is impossible either to delay or advance this point and unless this corresponding point of temperature from compression pressure is not reached, there will be no explosion. Thus flexibility is impossible. The second consideration of difficulty is obtaining the smoothest running engine, because of the very high compression. In the new method being described, it is evident there is virtually an unlmited range of timing the ignitionfrom the primary chamber. Therefore, the motor fuel gases in secondary cylinder 39 can be ignited at any reasonable point as piston 49 approximately reaches the top of its stroke or descends therefrom. Thus the maximum amount of flexibility is obtained by my invention.

It may be noted that by the burning gases coming from 4 into 39, through 24,'a temperature very far above the ignition point of the motor fuel gases in 39 is obtained, also a great and increasing pressure. Thus not only the necessary temperature for ignition is developed, but also a high compression at the time of ignition, which makes efiiciency, but this efficiency is obtained without the loss of effort due to piston compression against high back pressure. In addition there has been developed a great and increasing pressure against the piston; when effective.

It is also obvious that a larger volume of explosive gases exerts effective pressure on piston 49 than would be possible without primary com- 4. As the total volume of burned gases is equivalent to the sum of the gases contained in cylinder 39, plus that in cylinder 4, the latter would be true if the gases in 4 were but at atmospheric pressure and in 1 39 slightly below atmospheric pressure, when piston 40 is at the bottom of the stroke. This, however, is greatly intensified due to the fact that the gas in cylinder 4 is put under pressure and compounded before ignition so that it is very considerably above atmospheric pressure.

When the compounding feature is not desired a greater number of cylinders 4 can be attached to the compression pump and the pressure from the pump equalized by the storage equalizing chamber 45, \Figure 13. If it is desired to maintain reasonably high pressure in primary cylinder 4, such cylinders can be made smaller.

It may also be noted that if it is desired, the compression pump can the pressure developed in combustion chamber 4, coming entirely from a blower. In-the latter case while all the advantages of ignition remain, the advantages of increased power of compounding are reduced.

As it is inevitable that primary combustion chamber 4 has the two effects of ignition regulation and compounding, they can be apportionately increased or decreased as-the desire varies,

between the cost of fuel and the desirability of the amount of power developed in relation to the weight or size of the engine.

To trace back the development of the pres-.

sures and the mixing of the fuels (see Figure 11). Blower blades 49 are rotated by ashaft 41, which is driven by chain, 48, which in turn is driven by crank shaft 49. This develops a very strong pressure of air inside casing 59.

Such blower may have the dual purpose of being used as a fan to cool the radiator. Small trap doors or inlet valves 5|, with the blower housing 59, are kept closed by light springs when the automatic radiator shutter is open. When it closes the supply of air is not cut off as these automatic inlet valves open under increased suction.

Fuel oil or other fuel through pipe 53, through support 54 for the blades 46 and this fuel, is carried through the whirling pipes, 59 to nozzles 69. This spray with the air from the blower is carried through manifold inlet 39 to primary cylinder 4 and through 32 to secondary cylinder 39. By using a shorter spray nozzle with jets at El and a guard extension in a circle concentric to shaft 41, its perimeter being tangent to the part of manifold 30, nearest shaft 41, designated by 99, permits the driving of virtually pure air through 30 and air mixed with fuel oil through 32 to ,39, giving an alternative. The advantages and reasons for each of the latter two arrangements have been discussed in the first part of the specification. 7

With set valve 6 in place the currents from the blower pass into pump inlet pipe 62, through inlet valves 63, (see Figures 12 and 13) and as the plunger 64, of the pump, makes its double action stroke, automatic exhaust valves 65 automatically open into pump exhaust 96, to manifold inlet 39. The lat ter pipe has been made of larger diameter so as to include carburetor 99 which is supplied with gasoline.

The air pump is operated by the crank shaft 49, has a bearing 11, which rides in a cage 19, horizontally back and forth in slide 19, which reciprocates up and down between guides 90. As 19 goes up and down it so forces connecting rod 9|, which passes through stufling box 92, and forces double acting piston 64 up and. down. Valves 93 are are simply held in position by a light spring so that when there is suction they open. In like manner the exhaust valves 65 are similarly constructed, only they raise on the other side of thevalve seat so when there is suction they are closed additionally tight and when there is pressure they open against the light spring.

The cooling of the engine is arranged by pump 92, which forces the water. from radiator 93, which is equipped with automatic radiator shutter 94, through inlet pipe 34, see Figure 11 and Figure 1, through 36 to cylinder 39. In a like manner the wateris returned through connection 35 to p pe 33, back to radiator 93. The primary cylinder 4 is cooled by water pipes 3417, which receive their supply from pipe 34 and by flexible hose connections, connected to pipe IS; the water passing through opening IS. The water after circulating through 4 comes out passage l8b, through pipe- I61), through pipe 33b, into pipe 33, through which it is taken to the radiator.

The engine is supported on basis 96.

Shaft 4| is driven by gear wheel 9| which is driven by chain 98, which receives its force from is rotation. As

- reverse action, slightly slower.

gear 99-on crank shaft. The same chain drives the blower as it laps over gear I00. (See Figure 11.)

Shaft 4| is cut with a moderate space I II, near gear 9|. (See Figure 14.) |I represents a square end of shaft 4|, between this space I I and 9 I, for square slide I02. Worm 42 is fitted on the near end of shaft 4| by I. I03 is a continuation of I02 which has an internal spiral gear of similar pitch to that of 42, whose teeth mesh into teeth 42 with reasonable working clearance and is lubricated. Both I02-I03 are bisected in two pieces which are fitted 'on and fastened by six bolts. Flange I is a perpendicular extension of 7 I02 I03 with two bearing surfaces against each side of which are thrust ball bearings I06. These bearings are assembled by entrance between gap I where rod 4| is out. Then the two parts I02-I03 are slipped through the holes in the- .bearing, which latter are brought against I05. Double clamps I01 hold them in position by four bolts, two of which hold the fingers I08, which are connected with control rod I09.

It is evident that as gear 9| rotates the front end of shaft 4| I I0 their only possible movement I02 is of a square joint it must rotate and its rear extension I03 must rotate with the front or left part of 4|. The internal worm gear I03 accordingly locks the external worm gear 42 which it encases and rotates the rear end of shaft 4 I.

However, when control rod I09 pulls or pushes fingers I08 on thrust bearings I06, flange I05 thrust bearings moves I02'I03 either forward or backward as it is on a lubricated sliding joint. This movement forces a rotating movement in a direction that depends on the forward or backward motion of I03. Thus when shaft 4| is rotating it will either rotate slightly faster in relation to the crankshaft when I02-I03 is moved horizontally, or by the Thus by moving control lever I09, the relative position of the worm gear 42, as to gear teeth I of sleeve valve 3, is changed so that the slide valve is either advanced or retarded, at the desired position control lever 21 is locked. This latter control contrivance 5 is seen in position on Figure 11.

I request that Letters Patent be granted on the following claims:

*1. In an internal combustion engine, a cylinder with means supplying a charge of low-grade explosive mixture thereto, an aligned coaxial chamber with means to supply and ignite a charge of high-grade mixture therein, and rotary sleeve means with a single port controlling admission of the explosive mixture into and discharge of the ignited mixture from said chamberinto the engine cylinder for ignition of the charge in the latter.

2. In an internal combustion engine, acylinder with means supplying a charge of low-grade explosive mixture thereto, an aligned coaxial chamber with means to supply and ignite a charge of high grade explosive mixture therein, and rotary sleeve means with a port controlling discharge to and admission of the explosive mixture from said chamber into the engine cylinder for igniting the charge in the latter, said sleeve means having its auxiliary port for scavenging remote from and in a? different plane to the port aforesaid.

3. In an internal combustion'engine, a cylinder I with'ineans supplying a charge of low-grade explosive mixture thereto, an aligned coaxial chamwill likewise rotate part |02I03. As the two parts of shaft 4| are held in position by hi h ber with means to supply and ignite a charge of high-grade mixture therein, and rotary sleeve means with port control admission of the explosive mixture into and discharge of the ignited mixture from said chamber into the engine cylinder for ignition of the charge in the latter, and means to angularly advance the rotary sleeve up to approximately 120 degrees relative to the engine crank-shaft so as to change the positions of the ports therein relative to corresponding ones in the chamber wall.

4. In an internal combustion engine, a cylinder with means supplying a charge of low-grade explosive mixture thereto, an aligned coaxial chamber with means to supply and ignite a charge of high-grade mixture therein, rotary sleeve means with port control of admission of the explosive mixture into and discharge of the ignited mixture from said chamber into the engine cylinder for ignition of the charge in the latter, and means to advance or retard the rotary sleeve means in the chamber to regulate the time of ignition of the mixture in the engine cylinder.

5. .In an internal combustion engine, a cylinder with means supplying a charge of low-grade atomized fuel mixture, and aligned coaxial chamber with means to supply and ignite a charge of grade explosive gas, means for variably shifting said chamber about its axis within an angle of approximately 120 degrees to control the timing of ignition in said chamber, a sleeve in the chamber having a perimetrically toothed solid base and a single port in, its cylindrical wall to control admission and exhaust of the explosive gas to and from said chamber for ignition of the low grade atomized fuel mixture, and means for continuously rotating the sleeve aforesaid in a predetermined direction.

6. In an internal combustion engine, a cylinder with means supplying a charge of low-grade atomized fuel mixture, an aligned coaxial chamber with means to supply and ignite a charge of high-grade explosive gas, parallel link mechanism for variably shifting said chamber about its axis withinan angle of approximately 120 degrees to control the timing of ignition in said chamber, a sleeve in the chamber having a perimetrically toothed solid base and a single port in its cylindrical wall to control admission and exhaust of the explosive gas to and from said chamber for ignition of the low grade atomized fuel mixture, and means for continuously rotating the sleeve aforesaid in a predetermined direction. I I

7. In an internal combustion engine, a cylinder with. means supplying a charge of low-grade atomized fuel mixture, a substantially-smaller aligned coaxial chamber with means to supply and ignite a charge of high-grade explosive gas, means for varying the time of ignition in said cylinder, a sleeve valve in such chamber with means whereby it is rotatable continuously in one shifting said chamber about its axis within an 13. In an internal combustion engine, a series angle of approximately 120 degrees to control the of cylinders with a manifold supplying charges timing of ignition in said chamber, a sleeve in of low-grade atomized fuel mixture thereto, a the chamber having a perimetrlcally toothed substantially-smaller aligned coaxial chamber solid base and a single port in its cylindrical wall above each cylinder with means to supply and to control admission and exhaust of the explo ignite acharge of high-grade explosive gas, means sive gas to and from said chamber for ignition of for varying the time of ignition in said chamthe low grade atomized fuel mixture and means bers, a sleeve valve in each chamber with means for continuously rotating the sleeve aforesaid in whereby it is rotatable'continuously in one dia predetermined direction; rection, and mechanism whereby said valves may 9. In an internal combustion engine, a series be angularly moved relative to the axial chamof cylinders with common means supplying ber for controlling admission and exhaust of the charges of low-grade atomized fuel mixture, a high-grade gas for increased compression during substantially-smaller aligned coaxial chamber ignition and ignition of the low grade atomabove each cylinder with means to supply and ized fuel mixture, and means for reducing the i5 ignite the charges of high-grade explosive gas, volume not swept through by the piston follow- 'means for varying the time of ignition in said ins ignition.

chambers, a sleeve valve in each chamber with 14. In an internal combustion engine, a series common means whereby they are rotatable conof cylinders with a manifold for supplying charges tinuously in one direction, and means including f wr at m u u an al d a two-part shaft with associated mechanism coaxial chamber above each cylinder with means whereby said parts may be moved axially towards to upp y a d ignite a Charge of high-grade or away from one another to effect annular shiftplosive a m s o a y Shifting S ing of the sleeve valves relative to the associated Chamber about t axis Within an angle of pcoaxial chambers for controlling admission and p i t y 120 ee t Control the timing of 2 ex aust of the high-grade gas for ignition of the ignition in said chambers, a sleeve in each chamlow-grade atomized fuel ixt re. her having a perimetrically toothed enlarged 10. In an internal combustion engine, a cylinsolid base and a single port in its cylindrical wall d r with means supplying a charge of low-grade to control admission and exhaust of the exploatomized fuel mixture, a substantially-smaller live gas to and from said chambers for ignition o0 aligned coaxial chamber with means to supply of the o rade ed fuel mixture, and ignite a charge of high-grade explosive gas, means increasing ompl'ession in piston chemmeans for varying the time or ignition in said y explosion m pr ma am r a t f chamber, a sleeve valve in such chamber with of ignit o followed y closing of p y Chaim means whereby it is rotatable continuously in at predetermined im a d m a e dma one direction, and means including two-part, ing and continuously rotating the sleeves aforeshaft with associated mechanism whereby said Said in apledetelmined direotionparts may be moved axially t ward r away from 15. In an internal combustion engine, a series one another to eiIect-annular shifting of the of y nd w th man ld m ans for supp y sleeve valve relative to the coaxial chamber for charges f ws ade atomi d fuel mixture to 40 controlling admission and exhaust of the highh respective cylinders, a Substantially-Smaller grade gas for ignition of the low grade at iz d aligned coaxial chamber above each cylinder with fuel mixture. means to supply and ignite a charge of high- 11. In an internal combustion engine, a cylind explosive means for varying the t m der with means supplying a charg of l grade of ignition in said chambers, a sleeve valve in atomized fuel mixture, an aligned coaxial chame chamber with means w e t ey a e coher w h m ans to Supply and ignite a charge of ordinatively rotatable continuously in one dihigh-grade explosive gas, means for varying the Teotion, and mea s including a two-pa shaft time of ignition in said chamber, a sleeve valve t associated mechanism whereby Said pa in such chamber with means whereby it is rotaay be moved axially towa y m one table continuously i on dire ti means .another to effect-angular shifting of thesleeve cluding a two-part shaft with associated mechavalves relative to the axial chambers for connism whereby said parts may be movedaxially trolling m s on and exhaust of the hig d towards or away from oneanother to effect angas fo ignition of t e w ade atomized fuel nular shifting of the sleeve valve relative to the mixture and increased compression and bur I coaxial chamber for controlling admission and mixtilrewith above means fortiming, n 0108- exhaust of the high-grade gas for increased com- 8 the port to primary chamber to limit pression and ignition of the low grade atomized ance Volume above piston during the pa s n Y fuel mixture. of said, low ade cha e.

12. In an internal combustion engine, a cylin- In an internal combustion engine, a seder with means supplying a ch rg of low-grade ries of cylinders with manifold means for supatomized fuel mixture, an aligned coaxi 1- plying charges-of low-grade atomized fuel mixher with means to supply a d i it charge of ture to the respective cylinders, an aligned cohigh-grade explosive gas, means for variably axial chamber above each cylinder with means shifting said chamber about its axis within'an to ply a d i n a charge f hi ad x- 6:; angle of approximately 120 degrees to control the plosive gas, means f r c d nat v y s t d timing of ignition in said chamber, a sleeve in the chambers about their axes within an angle of apcha'mber having a perimetrically toothed enproximately 120 degrees to control the timing of v larged solid base and a single port in its cylinignition in said chambers, a sleeve in each chamdrical wall to control admission and exhaust of her having a perimetrically toothed enlarged solid the explosive gas to and from said chamber for base and a single port in its cylindrical wall to increased compression during ignition of the low control admission and exhaust of the explosive grade atomized fuel mixture and means for congas to and from said chamber for ignition orthe tinuously rotating the sleeve aforesaid in a pre' low grade atomized fuel mixture and for increasdetermined direction. ing power by additional burning gases and in creased compression prior to complete combustion of low grade gas and common means for continu-' ously rotating the sleeves aforesaid in a predetermined direction.

17. In an internal combustion engine, a series of cylinders with manifold means for supply charges of low-grade atomized fuel mixture to the respective cylinders, a substantially smaller aligned coaxial chamber above each cylinder'with means to supply and ignite a charge of high-grade explosive gas, means for concurrently varying the time of ignition in said chambers, a sleeve valve in each chamber, and meansrwhereby they are coordinatively-rotatable continuously in one direction, said means including a two-part shaft with associated mechanism whereby said parts may be moved axially towards or away from one another to effect angular shifting of the sleeve valves relative to the axial chambers for controlling admission and exhaust of the high-grade gas for ignition of the low-grade atomized fuel mixture.

FRANCIS M. BROOKE.

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