US399348A - Hydrocarbon-engine - Google Patents

Description

(No Model.) 6 Sheets-Sheet 1.

Gr. M. RICHARDS.

HYDROGARBON ENGINE No. 399,348. Patented Mer.' l2, 1889;

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W7 Y l $10135 ill; idtmcu' N4 PETERS. Fhummhegnphw. wamnmur 17.0v

(No Model.) 6 Sheets-Sheet 2. G. M. RICHARDS.

l HYDROGARBON ENGINE. No. 399,348. Patented Mar. 12, 1889.' M2. S' 5 W/T/VSES lll/VENTO?? W allow?? dtdJLcLa N. PETERS, PholwLithograpmsr. Washmgon, D. C.

(No Model.) 6 Sheets-Sheet 3.

G. M. RICHARDS.

HYDROGARBON ENGINE.

No. 899,348. Patented Mar. 12, 1889.

N PETERS Pham-Limegmpher, wazhmgmn, n. C.

(No Model.) 6 Sheets-Sheet 4.

G. M. RICHARDS.

HYDROGARBON ENGINE. No. 399,348. Patented Mar. l2, 1889.

& N f] VI.

m dgw/ eeczjff. )QIC/zand@ 1 6 Sheets-Sheet 5.

(No Model.)

Gr. M. RICHARDS.

HYDROCARBON ENGINE.

PatentdMar. 12, 1889.

N PETERS. PhowLmagmphnr (No Model.) 6 SheetS-Sheet 6. G. M. RICHARDS.

HYDROGARBON ENGINE. 190.399.848. Patented Mar. l2, 1889.

Nv PETERS. Plmmimwgmpww, wammgm". D. C.

rrn STATES PATENT OFFICE.

GEORGE M. RICHARDS, OE NEV BRNSVICK, NEV JERSEY.

HYDROCARBON-ENGINE.

SPECIFICATION forming part of Letters Patent No. 399,348, dated March 12, 1889.

Application tiled March 31, 1888. Serial No. 269,190. (No modelo To all whom it may concern.:

Be it known that l, GEORGE M. RIeHARDs, a citizen'of the United States, residing at; New 1 Brunswick, in the county ot Middlesex and State ot New Jersey, have invented certain new and useful lmlnfovements in l'lydrocarbon-Engines, ot? which Vt he following is a speeit tieation.

My invention relates to m i tor-engines deriving their power fromv the combustion of liquid hydrocarbons or other combustible liquids which are vaporized and mixed with air in order to form a combustible mixture or vapor. lt is also in part applicable to engines tor burning mixtures of and air.

The objects of my inv( nfiion are to produce an engine for generating power by the consumption of cheap liquid fuel-such as crude petroleum-whieh shall be economical in its operation, convenient. and easy to manage, portable, shall develop high eiiieieney, and

shall yield large power in4 proportion to its weight.

Prior to this invention engines of various forms have been devised for generating power by the combustion ot' hydrocarbon liquids-- sueh as petroltnun-va|iorixed and mixed with air to form a hightv-combustille mixture. ln such engines the liquid combustible Vis introduced in me sureil quant ities into contact with a jet or stream olf eomtiiressed air in such manner that the liquid is sprayed or atomized and iorced through heated diaphragms I in order to \\'aporiZeit, at'ter which the vaporous mixture is ignited, and in its combustion expands many times in volume, and thereby generates a considerztble pressure, which is utilized to drive a piston forward in a powerl cylinder, and through the piston togive motion to a crank. (')n the returnstirole of the piston the gaseous products olf combustion are expelled lrom the cylinder through an escape or exhaust valve, and upon each successive power-stroke of the piston a fresh charge ol mixed air and vapor is admitted to the cylinder through an inletwor admission valve and, being ignited, expands and `forces forward the piston.

bustible charge is ei'teeted in various waysd as by a master-light brought into eommunication at proper intervals with the combusti- 'l`he ignition of the com t l ble charge, or b v thelgjassageot electric sparks at the proper instant', or b v the continuous inflow to the power-cylinder during both the power and exhaust strokes ol' a sutiicient jet lof combustible vapor to maintain a flame. f The latter method is considered the prefer able one. Oil-engines ot' this character inl elude as essential parts a power-eylinder with its piston, the powersha tti` with its cranks and fly-wheel, the pump or compressor for com pressing air, and a pump for injecting the oil. In addition valves are neeessarv for determining the admission of air to the pt'uver-tilvlinder and the exhaust ot the spent gaseous products therefrom. The exhaust-valve is opened mechanically during the entire or nearlyv the t entire return-stroke ot' the power-piston. The t admission-valve should be operated with a t varying eut-off, determined bv means ot' a t governor, in order to graduate the quantity t of air supplied proportionally to the work ,being done b v the engine. The stroke of t the oilpump may also advantageously be I varied in like manner in order to inject more or less oil as the work ol' the engine increases or diminishes. Itis also eirst'omaruiv to provide origines olf this class with a cylinder or reservorfor holding compresst'ld airin order that; during the operationol' the engine a supply otl air ma)vbe pumped into this reservoir and there eontined by the closing ot' a valve in order to be held in rtjradiness for use when it next is retluired to start the engine, and bel'ore the engine hasaequired su'ttieient momentum and energy to be able to pump the air for its use under the requisite pressure.

llydroearlnm engines as heretofore construeted have been subject to certain detects, which have prevented their extended introduction. They have been liable to stop unexpeetedl)Y and without apparent cause while in use. Theyhave been subject to explosions, which at times have been so severe as to disable thein, and which, if less severe, have had the effect of making the motion of the engine irregular. The v have been dit'tieult to start, requiring great skill and expertness to eilte-et,-

with so little momentum as to stop before a second or third stroke could bemade, thereby wasting the suppl)7 of compressed air and retheir proper starting, and liable to be started IOO quiring to have a new supply pumped up by hand before the engine could be finally started. rlhey have been subject to considerable difficulty in the lubrication of the powereylind'er, and in other respects the construction of such engines has been defective and unsatisfactory in use, so that they have required close attention to keep them running properly and have been liable to break down or wear out prematurely.

My present invention aims to correct the defects to which such engines have heretofore been subject. It is especially directed to securing a thorough subdivision and vaporization of the hydrocarbon liquid, to insuring' the retention of the Haine, so that the eng'ine shall not be stopped by the extinguishment thereof, to providing' improved means for insuring the correct and easy starting of the engine, and in general to improving the details of construction thereof.

My improved engine in its simplest form includes apower-eylinder and piston, a crankshaft, a pump-cylinder and pistonV or other air-compressor, an oil-injecting pump, an eX- haust-valve for the power-cylinder, and an admission-valve therefor, with suitable valvegear for operating these valves. rThe powereylin d er and piston are single-actin g and may be duplicated or triplicated in order to provide a continuous forward impulse, if such be desired. If a single'cylinder is employed a heavy iy-wheel is used to store up momentum and effect the return-stroke of the piston. Both the power and pump cylinders are water-jacketed, as usual, an improved construction being employed to insure a thorough eireulation of the water through their jackets in order that they shall. be cooled uniformly and continuously.

The machine is provided with a governor, as usual, to determine the cut-off of the airadmission valve. According to the preferred construction, the valve-gear is operated by cams on an auxiliary cam-shaft driven by gearing from the power-shaft and at the same speed, and this shaft also operates the oil-i-njecting pump. The power-cylinder is provided with air-inlet and vaporizing chambers of improved construction,whereby the vaporization of the oil is made more complete, and whereby the extinguishment of the iiame Ais more effectually guarded against than in previous engines. A lighting-hole is provided communicating' with the vapor-chamber for igniting the combustible vapors in order to start the en gine, thishole being' provided with a valve or gate for closing it, as heretofore,

and means being also provided, as heretofore,

forretaining the admission-valve temporarily closed during the starting of the engine. In starting it is necessary, after lighting the vapor, to first close the lighting-hole and then instantly throw open the admission-valve, and if the latter operation is not performed with the requisite quickness the Vengine will stop before completing one revolution. As heretofore constructed, it has been necessary for the operator to becomcveryadept in performing this manipulation in order to insure the correct starting of the engine.

My improved engine is provided with automatic means for throwing open the admissionvalve instantly upon the closing of the lighting-hole, so that no skill on the part of the operator is demanded.

My improved engine may be constructed in various ways in order to adapt it for different uses, it being understood that the arrangement and construction of its parts may undergo such variations as engine designs are commonly subjected to.

The accompanying' drawings show one construction by means of which my invention may be carried into practice, the particular engine here illustrated being a single-acting engine with but one power-cylinder, adapted for use as a stationary engine or for driving yachts or launches, the cylinders being arranged vertically with the crank-shaft ben cath them.

In the aecoml'ianying drawings, Fig'ure l is an elevation of the left-hand end of my improved engine, partly in vertical section, in the plane of the line l l in Fig'. 2 is a vertical mid-section thereof, looking from the front and cut on the line i? 2 in Fig. l. Fig. 3 is a plan thereof. Fig. l is a horizontal section cut in the plane of the lines a l in Figs. l and Fig. 5 is a vertical midsection of the pun'ip-eylinder, looking from the righthand end of the machine, eut in the plane of the line 5 5 in Fig. Q, the pumpplunger being shown in elevation. Fig. f5 is an elevation of the power-cylinder, looking from the right, with the upper portion thereof in section in the plane of the axis of the exhaust-valve, and showing' a fragment yof the parts in section, as indicated by the line 6 6 in Fig'. 2. Fig. 7 is a fragmentary transverse section of the powercylinder on a larger scale, looking from the left, the section being cut through the axis of the cylinder and through the axis of the inlet-valve. Fig. S is an inverted plan of the inlet-valve chamber cut in the plane of the line 8 8 in Fig'. 7. Fig. 9 is an elevation looking' from the rear, showin g the top of the powercylinder with the inlet-valve gear, the latter being' partly in sect-ion on the line 9 9 in Figs. 3 and 7. Fig. l0 is a plan, partly in horizontal section, 0f a portion of the mechanism shown'in Fig. 9. Fig'. 11 is an enlargement of a portion of Fig. 7 showing' the inlet-valves open. Fig. 12 is an elevation answering to Fig. 9 and showing a modified construction.

In order that the construction of my improved machine may be well understood, I will proceed to describe in detail the particular construction thereof shown in Figs. l to 10 of the drawings.

Let A designate the main frame of the machine; B, the power-cylinder; C, thepumpcylinder; D,the power-shaft; E,the iiy-wheel IOO IIO

mounted thereon; F and G, cranks in said shaft, and H and H storage-tanks for compressed air. l

K is the power-piston in the cylinder B, and M the pump .piston or plunger in the cylinder C.

P in Figs. l. and 3 is the oil-injecting pump, and T is the auxiliary cam-shaft or countershat't for driving the valve-gear.

The frame A is constructed in the form of a hollow base or shell inelosin the lower working parts, and the cylinders B and (i are mounted on it in vertical position. These cyl inders are water-jacketed, as usual in machines of this class. 'lhe storage-tanksll and H are arranged within the lower part ot` the shell or easing A.

The main shaft D is hung in bearings a a at opposite ends of the casing A, as shown in Fig. 2, and its middle portion is re-enforced by resting on pillows 71 71, supported on the cross-trame c, Fig. l, the ends of which are bolted to lugs c', Figs. l and 2, formed on the inside of the shell A. The wrist of the crank F passes through a rotary bearing in a block, c7, which slides in a transverse slot, d', in a cross-head, l, fixed to the lower end of the piston-rod J, the upper end of which is fixed to the power-piston K, which works in the powercylinder D. The front and rear ends of the cross-head I are guided by working between the opposite guideways or bearing-surfaces e e, formed on the interior of the outer shell, A. In lieu of this sliding block and cross-head a pitman directly engagin the crank-wrist may be employed, being well known as an equivalent thereof.

The crank (l connects by a pitman, L, with the -pnmp plunger M, which works in the pump-eylinder C. The upper end, Z, of this pitman is spherical, and is seated in a hemispherical socket in the pump-plunger, a ring, I', being fastened to the under side ot' the plunger and en'lbracing the spherical end l closely enough to prevent its beingI pulled ont ot" its socket. This construction constitutes a ball-aml-socket connection between the plunger and the pitman l., whereby the latter is tree to oscillate and the pump-plunger is'l'ree to rotate independently thereon.

The pump-cylinder C is provided at its top with an air-inlet valve, N, and an outlet-valve, O, as shown in Fig. 5. rlhe inlet-valve opens inwardly to t he cylinder trom an air-chamber,

f', into which opens an air-passage, f', which leads from the space within the shell A upwardly through the jacket surrounding the pun'lp-cylinder to the chamber j", so that by the operation ot the pump air is drawn up E compressed by the upstroke ot the plunger chamber q into the chamber V when the valve .it escapes by lilting the'outlet-valve O, which is a check-valve opening outwardly, being pressed to its seat by a spring, o'. The air on escaping through this valve passes into an air-chest, g', from which leads the pipe/1', controlled by the throttle-valve P', as shown in Fig. t. From the air-chest g three pipes, g g, extend downward, as shown in Figs. l and 5, through the water-jacket around the pumpcylinder C, and terminate in a pocket, g2, as shown in Figs. 5 and l, formed in the shell A. The outline of this pocket is shown Ain dotted lines in Fig. i. `From this pocketa pipe, 71, Fig. l, extends down and opens into the compressed-air reservoir Il, and a. branch pipe, 71', leads from the pipe 71 and opens into the compressed-air reservoir H', this latter being provided with a valve or stop-cock, 712, operated from the rear ot' the engine by a hand-wheel, 71.". The compressed-air reservoir H acts as an air-cushion t'or holding during the operation of the engine a small reserve of air, and the reservoir Il' serves as a storagereservoir to hold a supply of compressed air to be employed for starting the engine after it has been stopped, the compressed air being contin ed therein by the closing of the valve 712.

Referring to Figs. 23 and l, the air-pipe 1' leads from the outlet or compressed-air chest of thepump across the front of the engine to the pump-cylinder, where it communicates with the passage vz", formed in the shell or jacket at the top thereof, as shown in Figs. -l and 7. This passage l1'.' extends upward and opens into the air-chamber q in the valvechest Q, as shown in Fig. 7.

The power-cylinder is provided with admission and exhaust valves R and S, as shown inV Figs. 2 and 4. The admission-valve R opens from the air-chamber q, as shown in Figs. and '7, into a shallow comming-ling-chamber, V,t`rom which asuppleniental \'alve,R, opens into a vapor chamber or passage, \V. These parts are best shown in Fig. 7. Beneath the vapor-chamber lV is the usual intercepting diaphragnnll, constructed, preferably` of one or more layers ot tine wire-gauze confined between perliorated plates 11 11 above and below. lleneath the diaphragm U is an ign iting-chamber, lV', t'or the vaporized Huid, and this chamber has lree communication with the upper end ol" the power-cylimler ll through an opening, A lighting port or passage, 7c., communicates with the chamber W' and extends thencc to the outer air at. the top ot' the cylinder, as shown vin Fig. 2, being provided with a valve or gate, K', lior closing it.

YFrom the oil-pump l a pipe, )1,eXte1n`ls lo the valve-chest Q and terminates in a nozzle, p', Figs. T and 8, which enters the latter and passes across the air-passage 1I', opening into the shallow commingling-ehamber V at one side thereof. At the opposite side ot this chamber is an air-inlet tube, q, which projects up into the chamber q and has a small perforation adapted to admit the passage of a minute stream of compressed air from the R is closed. In the bottom of the chest Q, which is preferably one cast-ing, as shown, is formed a deep annular groove, m., exterior to IOO IlO

and inclosing the chamber W, as best shown in Figs. 7 and 8. This annular groove communicates with the chamber V by means of a series of small holes, m m', as shown in Figs. 7 and S. The groove m is closed by the perforated plate u of the diaphragm U, so that it forms an annular chamber, which chainberis filled or packed with some absorbent material capable of holding a quantity of oil and sufficiently porous to admit the passage of air through it. A thick felt answers the purpose well; but many other materials are admissible. The bottom or Hoor of the chamber V is made very slightly conical, so that it shelves or slopes away from the valveopening in its center and toward the holes m near its periphery. Thus when the valve R is closed the oil which enters through the nozzle p is caused to flow around the chamber V and to pass down t-he perfor-ations m into the groove or annular chamber on, thereby saturating the absorbent filling in the latter, At the same time a small stream of compressed air enters the chamber V through the nozzle q', and, distributing itself in the chamber, passes down through the perforations m. m and blows down through the saturated absorbent iilling in the groove m. Thus the air absorbs some of the oil with which this lling is saturated and carries it through the diaphragnrU, which during the operation ofthe engine is highly heated, so Vthat the vapor in passing through it is raised to a high temperature, and the mixture of air and hydrocarbon vapor thus entering the chamber l l through the diaphragm is ignited by the flame already existing in the chamber W and burns, thereby maintaining the flame therein during the period that the valves R R are closed. The products of combustion from the fiame thus maintained flow out from the chamber lV through the openingj into the cylinder B, from which they escape through the exhaust-valve S, Figs. 2 and 6, into the exhaust-chamber s and up the eX- haust-pipe s', through which they are ledinto a chimney or Iiue and thence to the outer air.

The inlet-valve R, which when seated closes communication `for the air from the chamber q to the eonuninglingchamber V, (except through the jet-pipe q', as already stated,) is in the construction shown a tappet-valve pressed to its seat by a spring, r, Fig. 7, and having a stem, n, passing out through astuffing-box in the top of the valve-chest Q, as'

shown, through which stem the valve is lifted. The supplemental valve, R', which when seated closes communication between the chamber V and the chamber or `passage NV, is also in the construction shown a tappetvalve, being pressed to its seat by a spring, r',

and having a stem, yn, by which to liftit. In the lconstruction shown, which is the preferred construction, the lower portion of the stem n is made tubular and the stem n projects up into it, and the spring r', which is of lighter tension than the spring r, presses upi fore the valve R will. be lifted.

ward against the under side of the main in let-valve R.

It is necessary that the valve R shallbe first lifted to admit air from the chamber q into the chamber V before the valve R is lifted to admit the air or vapor into the chamber XY. This is best accomplished by the construction shown, wherein the valve R is conncction is made by means of a slot in the speed.

stem n entered by a pin passed diametrically across through the prolonged lower en d of the stem n; but any other suitable construction may be adopted. I

The operation may new be understood in so far as the power-piston and the inlet and exhaust valves of the power-cylinder are'concerned.

l. will assume that the engine has been started and is already running under full At each stroke a measured quantity of oil is injected from the pump P through the pipe p and nozzle p into the commingliugchamber V. During the exhaust or upstrokc of the power-piston the inlet-valves lt R are closed and the exhaust-valve S is open. During this time a small flame is maintained in the chamber W (which may be called the ignition-chamber) by means of a reduced stream of airadmitted through the nozzle q', perforations `in', grooves m, and heated diaphragms U, as already described. At. the end of the upstroke of the piston. the exhaustvalve S is closed by the valve-gear; or, in case it is desired to cushion the piston, the exhaust-valve may be closed shortly before the end of the stroke, Before (or immediately after) the piston commences its downstroke,

and preferably shortly before it completes its upstrokc, the valve-stein n is lifted, thereby lifting the valve R and admitting compressed air from the chamber q into the comminglingchamber V, and instantly thereafter, by the continued lift of the stem n, the valve R is lifted, thereby admitting air and vapor into the chamber er passage V. .During the instant after the lifting of the valve R and before the lifting of the valve R a rush of air occurs from the chamber q into the commigling-chamber V, into which latter chamber a charge of oil has already been injected, and this oil is thus driven by the air down the perforations fm m and into the absorbent filling in the groove m. The air, having for an instant no other means of escape, forces its way through this absorbent iilling, taking up the oil with which the latter is saturated and fiowing with the oil which it thus ab- IOO IIO

sorbs througll the diaphragm U, which imparts heat to the vapor. Instantly thereafter the valve R opells and admits a large Volume of air from the comminglillg-chalnber V into the chamber or passage lV, the air thus admit-ted carrying with ita considerable part of the oil from the chamber which oil is carried with the air down thro ugh the diapll ragm U, and is thereby vaporized alld emerges into the ignition-chamber XV along with the vapor fornled by the flow of oil and air through the saturated absorbent in the groove m. Thus a considerable volume ot' air and hydrocarboll vapor or gas is rapidly adlnitted illto the chamber \V, whereupon it is ignited by the flame therein and its colnlnlstion is effected, so that it expands many tinles in vollime, and, flowing through the openingj into l the cylinder 13, it exerts a considerable pressl' l v l ure therein against ille piston lx and forces 1 ille latter on its dowllsiroke. The admission of air and hydrocarbon vapor or gas contin ues as long as the inlet-valves remain opena duration which, it a cut-offvalve gear is employed, will vary from time to time, according to the work which the engine is performing.

lith the construction of engine showll it l longasnlixed ail-an d vaporisadmitted through the valves and diaphragnls.

Then the piston reaches the end of its power-stroke, the

exhaust-valve is opened, thereby relieving the pressure in the cylinder, and durillg the return-stroke the piston forces the consumed gases or products of combustion out of the cylinder, wiping the latter clean alld preparing it for the next power-stroke. As soon as the inlet-valves are closed, thereby arresting the large volume of' inflowing` air and vapor to the cvlillder the flame which lna have 1 enrich the small ]ct of alll which flows through been expelled by the draft of ill flowing gases from the chamber l into the cylinder will burn back into the ignition-chamber and will 1 be there maintained by the small inflow of air ted durill g tllis stroke shall earl-y with it suf through thenozzle q', as first described.

The lift of the supi'llenlental valve R is y not sufficient to cause it to obstruct the illflow of air through the seat of the valve R. lt is to be understood, however, that ille valve R when lifted will stand in the way of the l had all air-chamber corrcsllolldillg to ille direct flow of compressed air from ille chamate in the chamber V, creating all outward or radial current at the top thereof and all illy chamber or groove nl..

chamber V, and to carry the vapor thus absorbed with it into the chamber XV and though the diaphragm. The lift of the valve R is sufficient to cause by far the greater portioll of the air which ellters the chamber V to pass down through its seat into the cham ber \V, so that perhaps nine-tenths or lnore of the air passes thus directly through the diaphraglll, alld the small relnaining portion passes through the absorbent filling ill the The injection of oil illto the cllalllber V continues for about half the revolution of the main crank-shaft, so that if it comlnences shortly before the upstroke of the piston is completed it will continue during nearly or quite the time that the inlet-valves remain opell on the down' stroke. Thus during the entire time that the valve R is lifted alld the circulation of conlpressed air in the cllanlber Y continues the film of oil on the floor of this chamber is re plenished by the continued injection of oil,

f so that all the air flowing into the cylinder while the valve R lifted is enriched by absorbing hydrocarbon vapor. The slight coning of the bottolll of the chamber V, so that iii inclines upward toward the seat of the valve R', causes the oil to flow around the circumference of the chamber and spread itself over the floor thereof, instead of flowing nlainly ill one stream toward the valve-seat, as it would otherwise tend to do.

The I lrincipal object oi the supplemental.

valve R is to cause the entire flow of compressed air to be directed for a portion of each stroke through the absorbent filling ill the annular cllanlber nl.. This results ill forcillg the oil which has been injected into the 4chamber Y to flow down the perforations nl into this chamber fm ill order to saturate the absorbent filling therein. In this manner acharge of oil is stored up at each stroke to the nozzle q and chamber `nl to maintain the flame daring the return-stroke of the piston. This construction insures that the air admittlcient oil for this purpose, so that the flalne is lnail'ltained with certainty and ille stoppage of the engine due io extingnishnlent ot' this flame is avoided.

Oil-engines lllade prior to my invent ion have chamber q in nly engine, all air-inlet valve answering to my valve Rl, a passage from this l valve to ille intercepting-diaphragnl answering to the passage or chamber W ill lnyell- IOO IlO

gine, and an igniting-ehamber corresponding to my chamber YV' beyond the diaphragm. The oil has been injected into an annular groove or chamber iilled with absorbent material and answering to the chamber Im in my engine; but the air, instead of passing partly through thc absorbent iilling in this chamber, has been broughtin contact with the oil only by being caused to liow in a choked stream across the end of the annular chamber, and consequently in contact with the absorbent iilling. Such a construction is shown in the patent to G. B. Brayton, No. 151,408, dated June 2, 187i. Engines thus constructed have proved defective in that the oil has not been sufficiently vaporized and absorbed by the air and inV that the small stream of air admitted to maintain the flame during the exhauststroke was not sufficiently enriched by absorption of oil to enable it certainly to maintain ignition within the cylinder, so that the engine was both inefficient or uneconomical in its generation of power from the fuel consumed and. liable to frequent stoppages.

Oil-engines have also been made wherein the oil, instead of being injected directly into an annular chamber' or groove-such as mwas injected into a chamber somewhat similar to the chamber V in my engine, and from which it flowed through perforations into the iilling in the chamber m; but in that engine there was no valve separating the chamber V from the chamber lV, and the only means of forcing the oil into the absorbent filling was by detlecting a portion of the stream of air entering' thev cylinder during the power-stroke by means of an obstructionby which the area of the opening from the chamber V to the chamber lV was reduced. The construction of my engine constitutes an important praetical improvement on that of the engine just referred to, since for an instant during each stroke the entire pressure of the air is caused to act to't'orce a charge of oil into the absorbent filling. In the engine referred to also there was no means for causing the circulation of air in the chamber corresponding in position to my chamber V, and the bottom of this chamberl was not sloped upwardly toward the outlet-openin g therefrom, so that there was no such action as occurs in the chamber V of my present engine-namely, the passage of a current of heated compressed air over a film of oil on its way to the powercylinder during the power-stroke.

According to my present invention .l place in the bottom of the ignition-chamber Y a washershaped plate, u', of wrought-iron or other suitable material, which plate is kept heated red-hot by the iiame in the chamber NV' and acts as a further means of preventing the extinguislnnent of the llame or to cause its instant relightin g in ease it should become extinguished. This plate has a hole through its center corresponding in position to the opening j and either of the saine size or slightly smaller, as shown, or even a little larger, and the plateis preferably so arranged as to stand a little above the bottom of the chamber.

The inlet and exhaust valves of the powercylinder may be operated by any suitable valve-gear. The gear for this purpose shown in the drawings possesses no especial novelty, being of a construction commonly used in gas and other engines, and it may be replaced by any other suit-able gearing that may be preferred as being' better suited for any particular type of engine. The lift of the valves is controlled by cams on a shaft, T, which is drivenfrom the main shaft D and at the same speed through the medium of gears c c2 e3. The inlet-valves R R are lifted by means of a cam, R2, on this shaft, Fig. 7, the movement being transmitted to the valve stem n through an elbow-lever, t, connecting-rod t', and rock-lever t", the latter having its forward end forked to straddle the stem n, and taking under a head, 11"', fixed on the latter and adjustable up or down thereon, in order to determine the precise lift to be given to the valves R and R'.

The elbow-lever i has a roller, mounted on one arm, which roller comes in Contact with the cam R2. This cam R2 is mounted on a sleeve which can slide longitudinally on the shaft T in order to bring different portions of the cam against the roller t3, and thereby determine the cut-off of the inletvalves, in the manner common in engines of this class. The longitudinal movement of the cam is determined by the governor T', (shown in Figs. 2 and 3,) which is of ordinary construction, and from which longitudinal movement is imparted to the cam in the well-known m an n er.

The exhaust-valve S is operated from the shaft T by the mechanism shown in Fig. b.

It is closed by a spring, s", and opened foreibly by a cam, S', on the shaft T,`the movement of this cam being transmitted to the stem of the valve through the medium of a rod. j', having a cross-head or foot, jg, fixed on its lower end to receive the thrust of the cam, and connected at its upper end to a rock-lever, j, the forward arm of which is jointed to the valve-stein.

The inlet-valve N oi' the ai r-pump C is closed by a spring, o', and opened forcibly by a cam, N', on the shaft T, the movement of which is transmitted tothe valve-stein through a lever, if, carrying a` roller, t', against the cam, and jointed at its end to a rod, t?, which connects to the rear arm of a rock-lever, r3, the forward arm of which is jointed to the valvestem, all as shown in Fig. 5.

The oil-pump P, the suction-pipe Vp" et' which leads from a suitable receptacle containing a supply of oil, is operated from the shaft T by means of an eccentric, a', Fig. 3, through a rod, a", and its valves are worked by an eccentric, 1)' through a rod, b", in the usual manner. The eccentrics a' and Z9' are,

as usual, connected to the shaft T through the IOO medium of a ratchet, (not showin) so that they are turned forward by the shaft, but may be themselves turned forward without rotating the shaft. This isneeessary in starting` the engine in order to pump a charge of oil into the Chamber Y before the first stroke. For this purpose a erank, T", is provided, which fixed to the eeeentries a.' b'.

I will now deseribe the means for starting the engine. The lighting hole or port k is formed entirely in the eylinder-head and opens upwardly to the top thereof, and a sliding valve or gate, li', is provided to elose it.

This gate K' is carried by a 4horizontally-` swinging lever, K", through the medium of an adjlisting-screw, 7.a", by means of whieh any desired downward pressure may be given to the gate to enable Yit to resist the upward pressure of the gases through the lighting-port, this strain being resisted bythe lever, whieh is fulerumed on a stud close to its eonneetion with the gate. In Figs. 3 and l() the lever is shown in full lines in the position it oeeupies when the gate is Closed over the lighting-port, and the dotted lines in Fig. 3 and full lines in Fig. 9 show the lever swung out so as to open wide the lighting-port. In thus swinging out the lever the gate K' slides on an are shaped bearing-surfaee, 1', whieh is earried out by a braeket beyond the Cylinder-head.

In starting the engine it is necessary that the air-inlet valve R shall be kept closed while the li gliting-port is open, as otherwise there would be so strong an outflow of vapor through the lighting-hole as to blow the flame outside and prevent its burning baek into the ignition-ehamben The current due to the fiow of air through the nozzle q' is suffieient for the purpose of ignition and is so redueed that the outflow through the lighting-port is slow, and Consequently the flame is enabled to burn down into the (chamber W". It is essential, however, that the inlet-valve shall be opened wide instantly after the closing of the lighting-port, in order to give a powerful impetus to the power-piston, in order that the Il', then, the opening ton. In oil-engines prior to my invention means have been provided for holding the air-inlet valve Closed while the lighting-port was open; but sueh means have been operated t by hand and without any eonneet-ion with the means for closing` the lighting-port. I-Ienee in starting the engine it was necessary to first Close the lighting-port by one-hand mastored-up compressed air whieh had been used in starting it.

My invention, by the deviee whieh I will now proeeed to describe, provides for the eorreet sueeessivemanipulations of the lighting port gate and the :iii-inletvalve by automatie means and without the necessity for any skill on the part of the operator.

The rook-lever 1'", through whieh the inletn valves are opened, is fulerumed on an axis whieh is adjustable up and down, as heretofore, in order that by lowering its axis the valves may be held elosed, not-withstanding the effort ot the valve-gear to open them. In the eonstruetion shown the lever f" is fulerumed to an upright forked standard, A', Figs. v7 and 9, whieh slides up or down in a fixed tubular socket, i and the lower end of whieh rests on a sliding wedge oream-bar, B', as shown in Fig. 9. Then this wedge is pulled out, the standard A' is lowered, so that the valve-gear is impotent to lift the valves. This is the position 'of the parts while lighting the vapors.

The sliding wedge or eam B' is constructed to be operated by means of the lever K", whieh manipulates the gate II'. To this end the lever is provided with a lateral arm, u, whieh is hooked and engages a hook, u", whieh is eonneeted to the wedge B' through themediuni of a flat or leaf spring, uf". Normally the parts are engaged shownin Fig. IO, but upon throwing the lever K" to the right its hooked arm u encounters the hook u", and thereby pulls out the wedge. l' until the latter is arrested by a stop-pin, e", Fig. t), whereupon the spring fr" yields and frees thehook Il," from the arm u', so that the lever li" can be thrown around as far as may be desired in order to open wide the lightingport The wedge l' is thus pulled ont and the valve li Consequently elosed before the lightingsport is opened. After lighting the vapor whieh issues from the lighting-port, the lever K" is thrown foreibly baek to the position shown in Fig. lll, whereupon the arm ir displaees and passes the hook fr' while the gate li' is closing, and its end eneounters an abrupt faee, fr, on the wedge l', whereby it drives or pushes the wedge baek to its normalposition, thereby lifting the standard A', and Consequently lifting' the valves R R', (that is,if the valve-gear is, as it should be, in the position in whieh these valves would be lifted or partially lifted in the normal operation of the engine.) The proliiortions of the parts are sueh that the lighting-port is elosed before the valves R R' are opened; but thelatter operation oeeurs neeessarily instantly after the IOO IlO

former. It will be obvious that the mechanical connections or expedients by means of which this result is attain ed may be variously modified without materially affecting the operation. The distinctive feature of this part of my invention is that the manipulation of a single lever or equivalent eleinent-such as the levei' K-shall effect first the closing' of the lighting' -port and instantly thereafter shall restore the valve-gear to its normal condition, so that if the cani R2 is in the proper position for opening' the inlet-valve the latter will by this movement be opened. This novel feature in oil-engines having' been disclosed by me and one method of carrying it into practice having been fully shown and described in my present application, it will be easy for any intelligent mechanic or enginedesigner to devise or construct other mechanisms for accomplishing the purpose according' to the essential principle of my invention. As an example of one modification that may be adopted, I have shown the construction illustrated in l2, where the lever t is fulcruined to a vertically-sliding' block, A capable of sliding' in vertical ways in a fixed standard, A, and raised or lowered by a toggle-arm, B, pivoted at its upper end to the block A and carrying at its lower end a roller, which i'olls on the dit surface of the cylinder-head. The arm B is connected by means of a jointed link, D', to the gate K for closing the lighting-port 7c or to the lever K for operating' this gate. As the gate is opened the link D pulls the arm B from its normal vertical position, so that it lets the block A descend, thereby dropping' the fulcrum of the lever t and closing the valve R. \Vhen the gate K is moved back to close the lighting-port, the arm B is pushed back to the vertical position, thereby again lifting the block A and throwing the valve R open. It will be observed that in both the constructions shown the movement for opening' and closing the inlet-valves is communicated from the lever K to the fulci'uin of the rocking lever t. This, however, is not essential, as the action by which the valve Ris closed and opened may take place at any point in the connecting' mechanism between the cam R'2 and the valve.

The operation of starting' my improved engine is as follows: First turn the crank until it is just beyond its lip-center, then throw out the hand-lever K to close the valves R R' an d open the lighting-port; then turn the crank T about five or six revolutions, so that the pump P shall inject a surplus of oil; then by means of the hand-wheel P open the throttle-valve l in the air-pipe 71, thereby admitting air rfrom the compressed-air reservoir H to flow into the air-chamber q,.whereupon a small stream of air will be ad mit-ted through the nozzle q', and, passing' through the chamber m, it will vaporize some oil and flow out through the lighting-port; then light the va por at this port; then close or partially close are easily learned, and require no especial skill 0r dexterity 'to perform them. The cylinders B and C are water-jacketed, as usual, the water entering' through a pipe, as, Fig'. 2, into the bottom of the pump-cylin der jacket X, iiowing upward to the top thereof, flowing' back downward through a tube, Qc', which stands vertically in the jacket on the opposite side, is open at its upper end, which is close to the top of the jacket, and communicates at its bottom end with a passage, x2, formed in the cast base or shell A. This passage leads to the left in Fig. 2 and extends upwardly, communicating with a passage, x3, formed inthe casting' of the powercylinder B and leading into the water-jacket X thereof at the bottom. The water iows upward in this jacket to the top thereof, whence it iiows through a vertical tube, zr, which projects upwardly within the jacket and opens close to the top thereof, and the lower end of which communicates with a passage, 005, formed in the cylinder-casting, .from which a water-outlet tube, .m6, carries the heated water away. The circulation of water is caused by connecting the pipe 0c with the city water-works or other source of water. The use of the tubes fr and .fri insures the thorough circulation of the water from end to end of the jackets and affords a very simple and cheap construction for that purpose.

The lubrication of the power-piston in its cylinderhas always been a matter of difficulty in engines of this class on account of the heating of theinterior of the power-cylinder by the combustion of the vapors therein and the condensation of carbonaceous products on the walls thereof. My invention provides an improved means of lubricationl applicable to upright cylinders. The piston, in addition to being' formed with ring-packings around it of any suitable or well-known construction, is prolonged downwardly around its periphery somewhat after the manner of bucket-plungers, the annular prolongation being tapered or' beveled to an edge, as shown at y in Fig. Just beneath the lower open end of the power-cylinder is placed an oil-basin, y', which is filled or partially filled with lubricating-oil, the level of the latter being' such that at the extreme downsti'oke of the piston its beveled edge y shall dip into the oil for a short distance, suflicient to become moistened or smeared with the oil, so that upon its upstroke it shall carry up a small quantity of oil with it and spread this oil upon the interior surface of the power-cylinder. In the upstroke of the piston the oil which has adhered to the beveled edge g/ runs down to the IIO extreme edge thereof and is thereby transl vary according to the design and proportions ferred to the surface of the cylinder. The beveling of the downward prolongation y has a twofold purpose, serving not only to direct the oil as it thus runs down toward the surface of the cylinder, but also acting as it dips into the bath. of oil beneath at the extreme i downstrokeof the piston to part the oil easily, so that it enters it without. splashing the oil and creating unnecessary commotion and waste of oil. i also provide novel means for of the engine. It will be understood that the working-pressure of the burning vapor in the power-cylinder must not be as great as that of the compressed air, as if it were the conipressed air would not tlow into the powercylinder during the poweistrolie. The power developed by the engine is'due to the differlubricating the plunger )l of the air pump or compressor and the ball-and-soclmt ljoint' I of its pitinan L.

An oil-cup, Y, Fig. 2, is arj 2', which are sinieed apart a distance preferably equal, or nearly so, to the stroke of the plunger. erably, about midway between the two packlhe oilfinlet 'if' is arranged, pret'- ential action of the two pistons, that in the power-cylinder having a mechanical advantage over that in the punurrcylindcr. In the particular engine shown this mechanical advantage is due partly to the area of the piston l( being slightly in excess of that of the plunger .ll and partly to the powerseranl; l1 being of inueh greater throw than the pumpcrank (t, their relative throw being shown as two to one. I

'.lhet ubesf/ y, through wh ich the compressed air passes on its wa) to the cylinders VIl H', extend through the water-jacket X, which su rrouilds the pumpscylinder. 'lhis construction causes the hot compressed air in passing `ings when the pliuiger is at inidstroke, as

shown, so that during the movement of the pluiiger it conununieates always with the space between the two sets olf packing-rings and discharges oil into this space whence the oil is distributed over the surface of the cylinder. The lubrieat ion of the ball-and-socket joint l is effected by an oil-passage, which leads from any convenient point between the packing-rings .2' and .2" and conducts the oil thence to the ball-socket. passage leads from the socket of the lower ring-packing, .2", as shown in Fig.

The l Preferably this l pressure of the coinl'nessed air in the pumpto lubricate the ball-aml-socket down through these tubes to give up aI considerable portion of its heat to the water, so that it is cooled before it. reaches the c vlin ders.

it is not essential to my invention that the air compressor or pulnp shall be constructed as, a parto'f the engine, since it may be an cntirely distinct machine. ln fact, any source whatever of compressed air may be used.

Throughout this speci tieation and the claims I have referred to oil" as the fuel or combustible to be employed for driving the e11- gine. lt is to be understood, however, that any combustible liquid that can be vaporized or sprayed and mixed with air to form a combustible mixture may be substituted for oil and will be the equivalent thereof. Gaseous hydrocarbons may also be employed in place of oil or liquid fuel.

if and G is effeetedby the construction clearly l shown in lfig. 2 with reference to the crank F. This crank is formed on the side next the bearing r/ with a disk, F, having on its face next the bearing an undercut concentric groove, f2, Yfrom which an oilduct, f3, leads radially outward to the center of the crankwrist and extends thence into the latter and to the exterior thereof, as clearly shown. Oil which is introduced into the groovcf?, either by workingover from the bearing a. or by the insertion ot' an oil-can nozzle into it,is during the operation of the engine carried by centrifugal force through the oil-duct f3 out to the surface of the crank-wrist. The lubrication of the crank G is preciselyY the same as that of the crank F.

In Fig. l, Z is a pressuregage which communicates by a pipe, q, with the air-pocket g2, and serves to show the degree of pressure of the compressed air. In the normal operation of the engine the airis compressed to i l make no claim in this application to the means for lubricating the power-piston, consisting of the ange y, dipping into the oilvessel y', as I have made this feature the subject of another application for patent for improvements in pistonslubricators for motor-engines, tiled October 31, 1888, Serial No. 289,606, a division of the present application,

` and I specifically reserve this mat-ter to be claimed in that application. l also disclaim herein the improvement relating to the aircompressor, the same consisting of the lubrication o'f the plunger M by means of the packing-rings s and e, spaced wide apart, with the oil-d uct Y communicating with the space between them, and also the water-jackl eted tubes g g, through which the compressed air passes on its way to the reservoir ll, since these features are reserved to be claimed in my divisional application for patent for improvements in ail-compressors tiled October 31, 1888, Serial No. 239,661.

l claim as my invention in motor-engines consuming liquid hydrocarbon fuel, or other analogous engines, the following-defined novel ICO IIO

' features and combinations, substantially as hereinbefore specified, namely:

l. In a motor-engine, t-he combination,with the power-cylinder and its piston, its inlet and exhaust valves, a source of compressed air, and a compressed-air passage leading thence to the power-cylinder and controlled by the inlet-valve, oi' an oil-commingling chamber communicating with said passage, having its bottom or floor formed with a slight upward incline toward the outlet to the cylinder and arranged to be traversed by the air iiowing toward said outlet, a source ot oil, and an oilduct leading to said commingling-chamber.

2. In a motor-engine, the combination,with the power-cylinder and its piston, its inlet and exhaust valves, a source of compressed air, and an air-passage leading thence to' the power-cylinder and controlled by the inletvalve, of an oil-seommingling chamber arranged to be. traversed by the compressed air in its passage, having its bottom or iioor formed with an upward incline toward the outlet of the cylinder and provided with a detlector for causing the air to circulate in said chamber, a source of oil, and an oil-duet leading to said chamber.

3. In a motor-engine, the combination,with the power-cylinder and its piston, its inletand exhaust valves, a source of compressed air, and an lair-passage leading thence to the power-cylinder and controlled by the inletvalve, of an Voil-coin mingling chamber entered by said air-passage at its top and having an outlet through its bottom to the cylinder, a rvalve for closing said outlet, adapted when lifted to act as a detlector for causing theair to circulate outwardly and inwardly in said chamber, asource of oil, and an oil-duct leading to said chamber.

L In a motor-engine, the combination, with the power-cylinder and its piston, a source of compressed air, and an air passage leading thence to the power-cylinder, of a commingling-chamber communicating with said passage, a valve controllingthe admission of compressed air into said chamber, a valve controlling the outlet from said ehamberto the eylinder, a sourcev of oil, and an oil-duet leading to said commingling-chamber, whereby the oil in said chamber is vaporized by thc circulation of air therethrough and controlled by chamber or groove having an absorbent iill-` ing and communicating with said source of oil., of a restricted air-inlet duet extending fromsaid air-passage through said oil-chamber to the power-cylinder, adapted to admit a reduced iiow of air through said absorbent iillin g while the inlet-valve is closed,'whereby the injection of combustible vapor into the cylinder during the exhaust-stroke'is insured for the maintenance of ignition therein.

C. In a motor-en gine, the combination, with the power-cylinder and its piston, its inlet and exhaust valves, a source of compressed air and an air -passage leading thence to the power-cylinder and controlled by the inletvalve, an d a source of oil communicating with said air-passage, whereby the air may vabsorb oil on its way to the cylinder, ot an oil chamber or groove having an absorbent lilling, an air-passage through saidbil-ehamber to t-he cylinder, and a valve and valve-gear constructed to admit a momentary charge of compressed air into said oil-chamber at intervals in order to drive the oil into and through the absorbent lilli'ng therein.

7. The combination, with the power-cylinder and its piston, its inlet and exhaust valves, a source of compressed air and an air-passage leading thence to the cylinder, and a source of oil communicating with said airrpassage, whereby the air may absorb oil on its way to the cylinder, of an oil chamber or groove having an absorbent filling, an air and oil chamber communicating with said oilchambervthrough perforation s, an d in to which the oil is injected, a valve for admitting air from said air-passage into said oil and air chamber, an air-passage through said oilchamber to the cylinder, and a valve-gear constructed to open said valve momentarily at intervals-in order to admit a charge of compressed air into said oil and air chamber and cause the same to drive the oil through vsaid perforations into said oil-chamber and into and through the absorbent iilling therein.

8. The combination, with the power-cylinder and its piston, its inlet and exhaust valves, a y

source of compressed air and an air-passage leading thence to the power-cylinder, and a source of oil communicating with said air-passage, whereby the air may absorb oil on its way to the cylinder, of an oil chamber or groove having an absorbent iilling and communicating with the cylinder, an air and oil chamber into which oil is injected and which communicates with said oil-chamber through perforations, a restricted airfinlet extending from said air-passage int-o said air and oil chamber, adapted to admit a reduced flow of air through said Vabsorbent filling and into the cylinder to maintain ignition therein during the exhaust-stroke, a valve for admitting air from said air-passage into said air and oil chamber,"and a valve-gear constructed to open said valve momentarily at intervals in order to admita charge of compressed air into said vair and oil chamber and cause the same to drive the oil through said perforations into saidk oil-chamber and into and through the absorbent filling therein.

9. The eombination,with the power-cylinder and its piston, a source of compressed air and an air-passage leading then ce tothe power- IOO IIO

cylinder, a eonnningli11g-chamber traversed by said air-passage, an oil chamber or groove having an absorbent iilling communicating with the power-cylinder and communicating through pertorations with sa-id comminglingchamber, a source ot' oil discharging into said commingling-ehamber, and a restricted airinlet from said air-passage into said commin gli ng-chaml ier, adapted to admit a reduced flow of air through said absorbent Afilling and into the c vlindei to maintain ignition during the exhaust-stroke, of a main and supplemental air-inlet valve, the one adapted to control the iow of compressed air into said commingli11g-chamber and the other to control its tlow from said commingling-chamber to the cylinder, and a valve-gear constructed 1o open said main inlet-valve at each stroke in advance ot' said auxiliary valve and thereby to admit a momentary charge of compressed air into said eommingliiig-chamber to drive the oil through said perforations into said oilehamber and into and through the absorbent iilling therein.

l0. The combination, with the power-cylinder and its piston, a soureeof compressed air and an a i r-passage leading thence to the powercylinder, a etnnmingli11g-chamber traversed 1 by said air-passage, an oil chamber or groove having an absorbent filling and communicating with said commingling-chamber and the cylinder, a source oi' oil discharginginto said commingli11g-chamber, and a restricted airinlet from said air-passage into said commingling-ehamber, of a main air-inlet valve adapted to control the iiow of compressed air into said comminglingchamber and having a valve-stein, a valve-gea r constructed to move said stem to open and close said valve, and a supplemental valve adapted to control the flow of air from said commingling-chamber to the cylinder and connected to said main valve by a mechanical connection providing some lost motion, whereby the main valve opens before and closes after the supplemental valve.

il. The combination, with the power-cylinder and its piston, its inlet and exhaust valves, a passage for compressed air controlled by the inlet-valve, and an ignition-chamber between the inlet-valve and said cylinder and communicating with the latter through a contracted opening, of a plate or diaphragm in said ignition-chamber adjacent to the outlet therefrom adapted to be heated by the iiame therein and to aid in maintaining ignition.

12. In a motor-en gine operating by the combustion of hydrocarbon vapor in its powereylinder, the combination, with the powercylinder, its inlet and exhaust valves, a valvegear for operating them, a device connected with said valve-gear tor rendering the latter impotent to open said inlet-valve, a light-ingport communicating with the power-cylinder and opening to the exterior thereof, and a gate or valve for closing said port, of a handle and a connection between said handle and said devi-ce for rendering impotent the valvegear, operating substantially as described, to render t-he valve-gear operative and open the inlet-valve bythe act ot closing said lightingport gate, whereby the starting ot' the engine is rendered automat-ic.

13. In a motor-engine operating by the conibustion oi hydrocarbon vapor in its powercylinder, the combination, with the powercylinder, its inlet and exhaust valves, a valvegear for operating them, a valve-closing device connected with said valve-gear for holding the inlet-valve temporarily closed during the igniting of the vapor to start the engine, a light in g-port eoiniminieating with the powercylinder and opening vto the exterior thereof, and a gate or valve for closing said port, of a handle connected with and adapted to open and close said gate, and a mechanical connection between said handle and said valveclosing device adapted when moved to close said gate to simultaneously throw said valveclosing device out of operation and thereby open the inlet-valve by the act of closing the li gli tin g-port.

li. In a motor-engine operating by the combustion oi' hydrocarbon vapor in its powercylinder, the combination, with the powercylinder, its inlet and exhaust valves, a source of compressed air and an air-passage leading thence to the power-cylinder, a lighting-port communicating with the power-cylinder and opening to the exterior thereof, a gate or valve for closing said port, and a valve-closing dei vice adapted to close temporarily a valve con-- trolling the passage of compressed air or vapor into the power-cylinder, of a handle for closing said lighting-port gate, and a connection between said handle and said valve-closing device adapted to transmit to the latter the movement of the handle when closing said gate, and thereby to throw said device out of action and consequently to effect the admission of compressed air or vapor to the cylinder, whereby such admission is effected automatically bythe act of closing the lightingport.

l5. In a motor-engine, the combination, with the power-cylinder, its inlet and exhaust valves, a valve-gear for operating them, a valveclosing device connected with said valve-gear for holding the inlet-valve temporarily closed during the igniting of the vapor to start the engine, a lighting-port communieating with the power-cylinder and opening to the exterior thereof, and a gate or valve for closing said port, of a handle connected with and adapted to open and close said gate, and also connected with and adapted to operate said valve-closing device, the said connections being arranged, on the movement of said handle in one direction, to first throw said valve-closing device into action to close the valve and subsequently open the lighting-port gate, and on the movement of the connected with and adapted to close said gate, handle in the opposite direction to first close IOO LII

the lightingport and subsequently open the inlet-valve.

1U. In a motorengine, the combination, with the power-cylinder, its inlet and exhaust Valves, and a valve-gear for operating them, comprising a lever through which movement is communicated to the inlet-valve, a valveclosing device engaging the fulcrum of said lever and constructed, when actuated, to move said fulcrum and thereby close the valve, whereby the valve-gear is rendered impotent to open said valve, a li gh tin g-port communicating with the power-cylinder and opening to the exterior, and a gate for closing said port, of a handle connected with and adapted to operate said gate, and also connected with and adapted to operate said valve-closing device, whereby the opening or closing of the lighting-port and the closing or opening of the inlet-valve are effected by a single stroke of said handle. i

17. The combination, with the power-cylinder, its lighting-port, its inlet-valve, and a valve-gear for operating said valve, comprising a rock-lever, a movable standard to which said rock-lever is fulcrumed, a sliding wedge or cam engaging said standard and adapted by its movement to raise or lower the latter and thereby to open or close the inlet-valve, and a gate forclosing said lighting-port, of a handlever for operating said gate arranged to encounter said wedge in its movement of closing said gate and thereby drive in said wedge and throw open the inlet-valve.

18. The combinationnvith the power-cylinder, its lighting-port, a gate for closing said port, the inlet-Valve, and a valve-gear for operating said valve, eomprisin g a 1oek-lever,?, of an adjustable standard, A', for moving the fulerum of said lever, a wedge, B', acting on said standard, a hand-lever, K, for opening and closing said gate, and means for engaging said lever with and disengaging it from said wedge, consisting of a hooked arm, w, on the one part, a shoulder, w3, and a springmounted hook, u", on the other part, operating substantially as described.

19. In a motor-engine operating by the combustion of hydrocarbon vapor, the combination, with a cylinder constructed with a water space or jacket in its walls and water inlet and outlet passages communicating with said jacket at one end of the cylinder, of a tube within said jacket leading from one of said passages and extending through the jacket and opening at or near the opposite end thereof, whereby a circulation of water from end to end of the jacket is assured.

In witness whereof I have hereunto signed my name in the presence ot' two subscribing witnesses,

GEORGE M. RIcHARDs.

lVitnesses:

ARTHUR C. FRASER, JNO. E. GAvIN.

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