ACT
Year: 1899

page_text: A communication from abroad by THE POPE MANUFACTURING COMPANY (Incor-
porated) of Hartford, Connecticut, United States of America.
I, PHILIP MIDDLETON JUSTICE, of 55 and 56, Chancery Lane, in the County
of Middlesex, Fellow of the Chartered Institute of Patent Agents, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement: —
The invention relates in general to engines of that class in which the piston is
subjected to the action of successive explosions of a gas or vapor and more
especially to engines of this general description in which the crank normally
receives an impulse at each revolution, in contradistinction to engines of the
Otto" type in which the complete cycle of operations necessary to effect the
expulsion of the burned gases, the drawing in of a fresh charge, the compression
of the charge and the explosion thereof occupies two revolutions of the crank.
The main objects in view are to obtain the maximum frequency of impulse
without reducing the efficiency of the engine, to avoid or at least to mitigate the
violence of the shock to which the pistons of such engines are usually subjected
at each explosion, to enable the speed of the engine to be regulated and controlled,
to make the engine compact and with the fewest possible exterior working parts
to render it possible to reduce the size and weight of fly-wheels
usually employed in engines of this class or. to dispense with
them altogether, to prevent the temperature in the working cylinder from
rising to the usual high degree, and generally to improve the construction and
operation of engines of the character referred to. In practising the invention
with a view to obtaining the results referred to, the gas (under which term, as
hereinafter employed, are included all gases, vapors, mixtures, or whatever else.
may be employed in engines of this character as the charge or basis of the charge
to be exploded) is ignited and caused to explode in a chamber which is preferably
independent of or separate from the working cylinder, although communicating
therewith, and means are provided whereby the expansion of the gas from the
explosion chamber to and against the working face of the piston may be con-
trolled so that the full effect of the explosion shall not be exerted at once upon the
piston, but that the piston in its advance shall be gradually subjected
to the full pressure of the expanding gases, thereby preventing in
large measure the violent shock to which the pistons of these engines
are subjected ordinarily. The particular means by which this general
result may be secured may be varied, but there will be described
hereinafter one form of such means which is thoroughly practical and
efficient. For the purpose of further reducing the shock the explosion or com-
bustion of the charge may also be retarded or continued through an appreciable time
and made more gradual, as fully described hereinafter. Furthermore. air under
pressure is admitted to the cylinder to expel therefrom the burned gases during
the first part of the return stroke of the piston; the fresh charge is then intro-
.

page_text: duced and mixed with the air and the mixture is compressed to a perfect explosive
mixture during the latter part of the return stroke. The compressed air might
be supplied from any suitable source but is preferably compressed in the forward
end of the cylinder and in the crank chamber by the forward stroke of the piston,
the blowing past of the explosive gases into the crank chamber with the conse-
quent danger of explosions in the crank chamber being thereby avoided. The use
of compressed air alone for the expulsion of the burned gases not only effects an
economy in operation in comparison with the usual practice of using good explosive
mixture for this purpose, but it obviates the danger of premature explosion by
reason of the exposure of such good explosive mixture to the high temperature of
the burned gases. The igniter, also, is preferably carried by the piston itself and
therefore does not penetrate through the body of air within the cylinder into
contact with the explosive mixture until the piston is substantially at the limit
of its return stroke, when everything is in readiness for the explosion. Other uses
of the compressed air are also contemplated, as, for instance, to aid in accomplish-
ing another object of the invention, namely, the deodorization of the burned gases
of explosion and the gases resulting from the vaporization of the lubricant which
may be employed in the cylinder, the odor of such gases forming a strong ground
of objection under some circumstances to the use of engines which employ
petroleum. This object is accomplished in practising this invention by supplying
and mingling with the burned gases a sufficient quantity of oxygen to produce
chemically a complete combustion of the gases before they are permitted to mingle
with the external air in case such complete combustion does not take place during
explosion. This is conveniently provided for by admitting into the exhaust pipe
such a quantity of air as will furnish sufficient oxygen to there combine with the
hot exhaust gases and produce complete combustion. The various features of
improvement which co-operate to produce the results above alluded to as well as
other features of improvement will be fully described and explained hereinafter
with reference to the accompanying drawings in which such features are shown as
embodied in a structure which is well adapted for practical use and which may
serve herein for illustration of the invention, some of the different features being
represented as applied to different structures or in different combinations in order
to avoid complication of the drawings, although they may be incorporated in one
structure. as will be apparent. In the several figures, like letters of reference
indicate like parts.
In the drawings.―
Figure 1 is a side elevation of an engine which is adapted for the practice of
the invention, the air heater, the exhaust muffle and the exhaust cremator being
omitted to enable other features to be more clearly shown.
Figure 2 is a vertical, longitudinal section thereof in the plane of the axis of
one of the cylinders.
Figure 3 is a horizontal, longitudinal section in the plane of the axes of the
cylinders, but with the pistons and some other parts shown in plan view, the
engine being in this figure represented as having two parallel cylinders.
Figure 4 is a detail sectional view, showing more clearly the construction and
arrangement of the lubricator indicated in Figures 1 and 2.
Figure 5 is a detail view, partly in section, of the governor shown in Figures 1
and 3.
Figure 6 is a detail view of the pump or device for regulating the feed of the
oil which is the basis of the explosive charge.
Figure 7 is a view similar to Figure 2 but illustrating particularly the devices
for retarding or protracting the explosion or combustion of the explosive charge,
these parts bein? omitted from Figures 1, 2 and 3 As no attempt is made in this
figure to illustrate the features of the invention shown in said figures some of the
parts are rearranged and modified in form simply for the purpose of making the
illustration clearer. the pump and governor, however, being represented in a
slightly different form.

page_text: Figure 8 is a detail view, in side elevation, of the governor shown in Figure 7.
Figure 9 is a detail view on a larger scale, partly in section, of the pump
shown in Figure 7.
Figure 10 is a detail view, in section on a plane transverse to the axis of the
cylinder, showing the construction of the explosion chamber.
Figure 11 is a detail view, in section on the plane of the axis of the explosion
chamber showing the distributing nozzle of the oil pipe..
Figure 12 is a view similar to Figure 1 but showing the engine as equipped
with the combined exhaust cremator or deodorizer and muffle, the lubricator being
omitted to avoid confusion, although it may be used with the cremator and muffle.
Figure 13 is a vertical central section, on an enlarged scale, of the combined
exhaust cremator or deodorizer and muffle shown in Figure 12.
Figure 14 is also a view similar to Figure 13 but showing the engine as
equipped with a combined air heater and exhaust muffle, the exhaust cremator
being omitted.
Figure 15 is a sectional elevation, on an enlarged scale, of the combined heater
and exhaust muffle shown in Figure 14.
Figure 16 is a sectional elevation, on an enlarged scale, of a combined air
heater, exhaust muffle and exhaust cremator.
Figure 17 is a view similar to Figure 3, but showing a modified form of the
devices for controlling the expansion of the gases of explosion against the working
face of the piston.
The structure which has been chosen for the illustration of a partial embodi-
ment of the invention is shown in a simple and practical form, but without the
devices for retarding or prolonging or making more gradual the explosion or com-
bustion, in Figures 1, 2 and 3 it will be seen that in Figure 3 two engines are
shown side by side and coupled to a common shaft in such a manner that the
latter shall receive two impulses in each rotation. As these two engines are sub-
stantially identical it will not be necessary hereinafter to refer to the parts of
each but the description will be confined to a single engine.
In the construction shown in Figures 1, 2 and 3 and as well in Figures 7, 12,
14 and 17 the cylinder A is formed as usual and provided with a water jacket a
as usual in engines of this class. An air tight crank chamber A¹ is preferably
formed with the cylinder A and is closed on one side by a plate a' which is
removable to permit the introduction or removal of the crank disc if necessary.
Bearings a and a³ may be provided in the side wall of the crank chamber and in
the plate for the crank shaft. An ordinary trunk piston B is fitted as usual
within the cylinder A and is connected by a pitman C with the crank pin D,
the latter being preferably secured between two crank discs E which are fixed to
the respective members of the crank shaft F supported in the bearings a² and a³.
All of the parts thus far referred to may be of any suitable or preferred con-
struction.
The cylinder A need not be as long, as compared with the stroke of the piston,
as is usual in engines of this general description, inasmuch as the explosion
chamber, represented at G, is separate and distinct from the cylinder A although
communicating therewith. The object in view in this arrangement is to enable
the expansion of the gases of explosion against the working face of the piston to
be regulated or controlled to an extent which will prevent the working face of the
piston from being exposed at the outset to the full pressure developed by the
explosion and to permit it to be somewhat gradually subjected to such full
pressure, means being provided, such as a valve or equivalent device, whereby such
regulation and control of the expansion of the gases against the working face of
the piston can be effected. It will be obvious that without going beyond the scope
of this invention the arrangement of the explosion chamber and the controlling
and regulating means may be varied, but the arrangement and the means which
have been found to be practically adapted for the purpose will now be described.
As shown in Figures 1, 2, 3 and 7, the explosion chamber G may be formed

page_text: integral with the plate G¹ which constitutes the cylinder head and may commu-
nicate with the cylinder A through a port g, through which the gases of explosion
shall pass into the cylinder against the working face of the piston. The working
face of the piston is provided, in line with the port g, with a rearwardly extending
plug which is preferably tapered somewhat, as represented, and is adapted to
extend from the face of the piston into or through the port g, constituting in
effect a valve which is operated by the piston. As the explosion takes place when
the piston is in its rearward position in the cylinder A it is obvious that the
force of the explosion will be exerted first upon the plug b, and that as the effective
area of the exposed surface of the plug is much smaller than the total area of the
working face of the piston, the strength of the impulse imparted to the latter
will be reduced proportionately, and that the violent shock to which the pistons of
engines of this class are ordinarily subjected as they start and which causes objec-
tionable jar in the structure to which the engine is attached if a heavy fly-wheel
is not used, will be obviated wholly or in large part, while as the piston moves
forward its entire working face is gradually subjected to the full pressure. The
full force of the explosion is not exerted when the engine is on the dead centre,
and consequently lighter working parts may be employed. It is preferred to
arrange a supplementary port g' between the cylinder and the explosion chamber
and to provide a check valve therefor opening outward. This permits the
passage of the air from the end of the cylinder into the explosion chamber as the
piston approaches the end of its rearward stroke and prevents excessive compres-
sion of the air in the cylinder.
For the ignition of the charge of explosive mixture when the engine commences
running and until the normal temperature within the cylinder is attained, there
is provided an ordinary igniter, such as is shown, for example, at G², but with
any igniter which is fixed with respect to the explosion chamber there is always
more or less uncertainty as to the instant of explosion with consequent loss of
power or lack of uniformity in power, and some liability to premature explosions.
It is preferred, therefore, not to rely upon the fixed igniter G2 but to provided
an igniter B which is carried by the piston itself and is introduced into the
explosion chamber and is brought in contact with the explosive mixture as the
piston reaches the limit of its rearward stroke, thereby ensuring the prevention
of premature explosions, the more especially because, as will hereinafter more
clearly appear, the explosive mixture remains in the rearmost portion of the
explosion chamber and is not diffused throughout the cylinder. It is also to
be observed that good explosive mixture is not formed, even in the rearmost por-
tion of the explosion chamber, till all the air is fully compressed, and driven
from the cylinder into the explosion chamber to produce there an admixture
of the proper proportions. Furthermore the device also does away with the
comparatively heavy battery and paraphernalia necessary for continued electric
ignitions. The igniter which it is preferred to employ, comprises a piece of
incandescing material, such as carbon, preferably porous to give greater igniting
surface and consequently greater certainty in action, which is secured to the
extremity of the plug 6 and is heated to incandescence by the successive explo-
sions. As will hereinafter more clearly appear, dependence is not placed
altogether upon the igniter B, but other means of igniting the charge may be
employed.
In the engine shown in the drawings, the explosive charge, or at least the
gas or vapor or fluid which forms the basis of the explosive mixture, is supplied
from a suitable source and is delivered through a conductor H to the explosion
chamber G. Preferably the delivery of the charge to the explosion chamber is
controlled by the speed of the engine, and for this purpose the conductor His
provided with a regulating device such as a valve, or, preferably a pump h which
is controlled or operated by a governor actuated by or, with the crank shaft. As
represented in Figures 3 and 5, the governor which may be employed, substan-
tially resembles the ordinary centrifugal governor and comprises two sleeves K

page_text: 1
and K, the sleeve K being free to slide longitudinally on the shaft F and the
sleeve K being preferably also free to slide longitudinally on the shaft but held
to rotate therewith by a spline k, weighted links connecting the two
sleeves' K and K, and preferably also a spring" interposed between the two
sleeves or members 'K' and' tending to spread them apart. The sleeve or
member K, turning with the shaft i, is provided with a cam which is adapted
to co-operate normally with the rod of the valve or pump or other regulating
device h, at each revolution of the shaft, to open the valve or operate the pump'h
to cause the fresh charge to enter the explosion chamber. When the engine is
running at normal speed this action takes place at each revolution, but if the
speed' rises above the normal the weighted links of the governor act to withdraw
the sleeve or member K against the pressure of the spring and to remove the
cam from the plane of the pump rod 'h', thereby preventing the action of
the pump necessary to supply a fresh charge and reducing the speed of the
engine. In order that the speed of the engine may be controlled by the attendant
while the engine is running as well as regulated automatically, the sleeve "or
member is made movable upon the shaft to compress the spring more
or less and therefore to vary the speed at which, the governor will act to withdraw
the cam. The sleeve or member K' may be provided with an annular groove k
for engagement by a forked lever, the latter being operated by any suitable
means as oy a link and hand lever . A spring may be arranged to act
upon the pump rod or plunger in opposition to the cam, and the pump
chamber may be provided with inflow and outflow valves, as usual."
of
As hereinafter stated, the crank chamber A is air tight and it is provided with
an inlet valve and an outlet valve so that the air within the crank
chamber is compressed by the forward stroke of the piston. So far as concerns
the uses to which the compressed air is applied, it is obvious that the air might
be supplied under pressure from any source, but that the engine may be complète
in itself, the arrangement herein referred to is preferred. The compressed air
or air under pressure supplied from the crank chamber may be used for various
purposes with good results. As represented in Figures 1, 2 and 3, it is employed
to expel the burned gases from the cylinder after each explosion and to supply
to the explosion chamber the requisite quantity of air to form with the gas or
vapor the explosive mixture. A conductor is provided to deliver the air from
the outlet valve a to the explosion chamber, the said conductor being preferably
provided with a check valve to prevent loss of pressure developed by the explo-
sion. The valve a opens outwardly but is held to its seat by a spring
sufficient power to hold the valve closed against the pressure of air within the
crank chamber. The valve has also an inward extension a which stands in
the path of a cam 10 carried by the crank disc E, the cam being 'so placed as
to open the valve as the piston reaches the forward limit of its stroke. At the
same time the piston uncovers or opens an exhaust port a", the exit of burned
gases beginning as soon as the port begins to open; thereafter, and as soon as
the pressure in the cylinder falls to approximately atmospheric pressure, the air
under pressure, being admitted to the explosion chamber at the rear end of the
cylinder, expels from the cylinder through the port à" the "burned gases that
may be left and fills the cylinder with relatively pure air. As the piston begins
its rearward movement and covers the exhaust port a" the air in the explosion
chamber and cylinder mixes with the gas or vapor or spray which is now admitted,
the explosive mixture, being formed when the air is fully compressed in
explosion chamber by the continued movement of the piston to the rear. It
will be obvious that not only is no gas wasted in expelling the burned gases, as
is usually the case in engines of this description,, but as the cylinder is filled
with a body of air at the rear of which the gas or vapor is admitted, which body
of air is compressed by the piston in its rearward movement and gradually forced
into the explosion chamber and mixed with the gas or vapor, the igniter B¹, which
is carried by the piston, does not penetrate through the body of air and come in
"
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the

page_text: contact with an explosive mixture until the piston approaches the limit of its
rearward movement, whereby the time of the explosion is rendered certain and
the danger of premature explosion is obviated, it being remembered especially
that the explosive mixture is not formed till all the air is driven from the cylinder
and compressed into the volume of the explosion chamber.
As is indicated herein before,. one objection to the use of engines of this general
description is the offensive odor of the exhaust gases. It has been sought to
obviate this difficulty and to effect the deodorization of the gases, and to this
end provision is made for the supply of an excess of oxygen and with such oxygen
is brought about a complete combustion of the gases after they pass from the
cylinder or source of supply and before they are permitted to mingle with the
external air. The volume of air which is admitted to the explosion chamber
to form with the gas or vapor the explosive mixture might be enriched with
oxygen to the required extent, but as the simplest and most convenient way of
effecting the desired purpose, provision is made for the introduction of an oxidiz-
ing agent (such as oxygen as it is found in atmospheric air) into the exhaust
gases and for the continuation of the combustion thereof. Accordingly the
exhaust pipe or conductor L, at a point beyond the cylinder, is formed with
lateral openings, as shown in Figures 13 and 16, to which the atmospheric
air may be admitted freely or to which a portion of the compressed air from the
crank chamber a¹ may be diverted through a pipe a, as shown in Figure 12.
Below the openings the conductor L is preferably enlarged somewhat to form
a chamber in which is placed a mass of incandescing material, such as carbon,
which is shown in Figures 13 and 16 as a block M perforated as at m m to permit
the passage of the gases, this incandescing material being wholly independent of
the cylinder or source of supply of such gases and involving no return of the
gases upon themselves. This block M is maintained in a state of incandescence
by the high temperature of the exhaust gases and therefore occasions a continua-
tion of the combustion of such gases with the oxygen admitted through the
openings, whereby the gases finally delivered are practically inodorous.
In the same structure with the exhaust deodorizer, may be combined an
exhaust muffle, as shown in Figures 12, 13 and 16. As represented in said
figures, a casing N surrounds and is extended beyond the exhaust conductor L
and virtually forms a part or extension thereof. It supports a series of dia-
phragms which are preferably dished or concave as shown and are provided
in alternation with apertures at or near the centre and apertures n³ near the
periphery, as clearly shown in said Figure 13. The air being admitted to the
portion of the casing or chamber near the cylinder, it is thoroughly mingled
with the gases as they subsequently pass through the diaphragms.
As a convenient and effective means of supplying a lubricant to the cylinder,
the compressed air from the crank chamber may be made use of in the manner
represented in Figure 1 and, in detail, in Figure 4. For this purpose a lubricant
receiver or container A2 is connected with the conductor in such a manner
as to cause a small quantity of lubricant to be passed into the explosion chamber,
or, it might be, directly into the cylinder itself, at each stroke of the piston.
The receiver or container A2 is connected with the conductor a6 by a pipe a
which extends into the conductor a6 and opens in the direction of the movement
of air therein or is otherwise suitably connected thereto, the form of connection
shown being preferred as constituting an aspirator or ejector which facilitates
the movement of the lubricant from the receiver. Preferably the receiver or
container A3 is also connected to the conductor a by a disturber pipe 4 which
is controlled by an adjusting plug a5 and opens into the conductor a in a
manner to direct a current of air from the conductor a into the lubricant in the
receiver or container and to agitate it, thereby throwing it into the pipe a¹³ and
facilitating the aspirating or ejecting action. Powdered graphite is a lubricant
well adapted for use in the manner indicated. It will be obvious that so far
as the introduction of the lubricant is concerned it is immaterial whether gas

page_text: or vapor or air is the impelling agent and that the device might be applied with
equally good results to engines in which the fresh charge is itself supplied under
pressure; wherefore the reference herein and in the claims to means for supplying
compressed air or air under pressure is to be understood as including, broadly
any means for supplying-any-gaseous substance under pressure.
TURIS
In Figure 17 is shown a modification of the means for regulating the expan-
sion of the gases of explosion against the working face of the cylinder and pre-
venting shock. The explosion chamber G is made separate from the cylinder A.
as "before, and communicates therewith through a cut-off G, which is operated
by an eccentric F, on the main shaft F, and an eccentric rod f. The chamber g
of the cut-off communicates with the explosion chamber and the cylinder by
ports and g³ respectively, and the slide is formed and adjusted so that the
port is open but slightly when the piston is in its rearmost position, but is
opened rapidly by the movement of the slide as soon as the piston has fairly
commenced its movement, thereby permitting the full force of the explosion
to be exerted against the piston after it has started. A port is formed
between the cylinder and the explosion chamber and is provided with a check
valve 2, opening outward, as in the construction shown in Figure 3, whereby
the passage of the air from the end of the cylinder into the explosion chamber
is permitted and excessive compression in the cylinder is avoided.
As already described, the violence of the shock of explosion is reduced in part
by preventing the full working face of the piston from being immediately acted
upon by the full force of the rapidly expanding gases, but, as also suggested
herein before, the, shock is still further reduced by retarding, or prolonging, or
making more gradual, the explosion of each charge. This desirable result may
be accomplished by first filling the explosion chamber, whether the same be
independent of the cylinder or forms a part thereof, with air which is heated to
a degree sufficient to ignite the charge of gas or vapor which is introduced therein,
the gas or vapor being introduced somewhat gradually and being ignited as it
is introduced whereby the instantaneous explosion of the whole quantity is pre-
vented; the heating of the air, it may also be remarked, is particularly desirable
in practice for the reason that it facilitates absorption of the vapor and the conse-
quent obtaining of a good explosive mixture. This method may be carried out
with any suitable apparatus, and in Figures 7, 14, 15 and 16 are illustrated
devices which have been found convenient for the intended purpose, but it will
be evident that these or other devices of like character may be employed in con-
junction with the engine illustrated, for example, in Figures 1, 2 and 3, these
devices being shown in separate figures to avoid confusion. Referring then more
particularly to Figures 7, 14, 15 and 16 it will be seen that the intense heat of
the exhaust gases together with the increase of temperature due to compression,
is relied upon in this instance to raise the air, with which the explosion chamber
or cylinder or both are first filled, to the temperature required to effect the
desired purpose. As there shown the conductor, which leads the air, from the.
compressor to the explosion chamber G, is formed with a coil which is subjected.
to the hot exhaust gases, being conveniently introduced within the same shell
or casing N which encloses the exhaust cremator or muffle, or both, as the case
may be. By this means the air in the conductor is heated to a high temperature
and in that condition is delivered to the explosion chamber. The gas or vapor
being then introduced into the explosion chamber immediately ignites. whereby
the explosion is prolonged for substantially the entire time during which the gas
or vapor is being introduced. Moreover, it is possible to arrange with 'n the
explosion chamber a series of webs or ribs g³, as shown in Figures 7, 10 and 11,
which become heated much more quickly and to a much higher temperature than
the external wall of the explosion chamber, under ordinary circumstances, and
hold the heat better than the external wall, thereby increasing the temperature
of the explosive mixture and rendering the ignition thereof much more certain
and easy, even if the air be not previously heated. In fact, if the volumes of the

page_text: explosion chamber and of the cylinder are properly proportioned, the increase
of temperature due to the compression will of itself be sufficient very often to
bring about ignition. Nevertheless, inasmuch as the conditions of use must vary
considerably and thereby affect the temperature of the explosion chamber more or
less, it is preferred to retain the incandescing igniter B¹, which is carried by
the piston B and ensure the ignition of the charge; and for the purpose of
igniting the charge when the engine starts, it is desirable also to retain the usual
igniter G².
In said Figure 11 is represented a device for spraying and vaporizing the fuel
oil when it is introduced into the explosion chamber as a liquid. The oil is sup-
plied under pressure, as usual, and is introduced into the explosion chamber G
through a pipe H. The extremity or nozzle H is made quite small and in line
with it is supported a small dispersing cone H2, which causes the oil to be dis-
tributed throughout the explosion chamber in the form of spray which is
immediately vaporized by the heat.
For the purpose of enabling the operation of the engine to be more nicely
regulated and more easily controlled, especially when the fuel is forced into the
explosion chamber in the form of oil by a pump, the control of the feed pump
by the governor, which is represented in Figure 3, is carried further and provision
is made whereby the pump may be cut off at different points in the stroke of
the engine piston and the supply of fuel oil to the explosion chamber regulated
accordingly, whereby the piston shall be subjected to the force of explosion
throughout a greater or less port on of its stroke. Accordingly, in place of the
single cam, which is carried by the sleeve K of the governor, a series of cams
is provided, as 18, k, klo, k, as shown in Figures 7, S. and 9, of successively
different diameters and together connected to the sleeve K to be moved thereby
in the line of the axis of rotation to bring one or another into the plane of the
pump rod to operate the pump. The action of the governor can be controlled
manually, as before, and as. by the described means, the supply of fuel oil will
be increased or diminished by slight variations in the speed of the engine, it
becomes possible to maintain a uniform speed and to regulate that speed with
great exactness according to the work to be done. An adjusting valve 5 may
be applied to the pump or to the conductor which supplies the oil thereto, for
the purpose of further controlling the supply of fuel oil to the explosion chamber.
The function and mode of operation of the various parts of the structure herein
described have already been set forth with sufficient fullness and clearness and
no further explanation of the mode of operation of the engine shown will be
required. It will be understood that it is not intended to limit the invention to
the precise construction and arrangement of parts herein shown and described
and that it is possible to make many changes therein and yet be within the pur-
view of the invention.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me by
my foreign correspondents, I declare that what I claim is:-
1. In an explosion engine, the combination with a cylinder and piston, of an
explosion chamber independent of the cylinder, a valve between said cylinder
and the chamber and opening toward the chamber, and means for regulating
the expansion of the gas from the explosion chamber to the cylinder substan-
tially as shown and described.
2. In an explosion engine, the combination with a cylinder and piston, of an
explosion chamber independent of the cylinder and communicating therewith
through a port in the line of movement of the piston, a valve between said
chamber and cylinder and opening toward the chamber, and a tapering plug
carried by said piston and adapted to enter said port, substantially as shown and
described.
3. In an explosion engine, the combination with a cylinder, an explosion

page_text: chamber communicating with the cylinder through a port in the head of the
latter and a piston, of a support projecting rearwardly from and beyond the rear
face of said piston to enter said port, and an igniter carried by said support, sub-
stantially as shown and described.
4. In an explosion engine, the combination with a cylinder and piston, of
an explosion chamber independent of the cylinder and communicating therewith
through the port, a plug projecting rearwardly from the face of the piston and
adapted to enter said port, an igniter carried by said plug, and a check valve
between said cylinder and chamber and opening toward the chamber, substan-
tially as shown and described.
5. In an explosion engine, the combination with a cylinder and piston, an
explosion chamber independent of the cylinder and communicating therewith,
the cylinder having an exhaust port arranged to be opened during the forward
movement of the piston and the explosion chamber having a gas inlet, means for
regulating the expansion of the gas from the explosion chamber to the cylinder,
and a check valve between said cylinder and chamber and opening toward the
chamber, of an air chamber in which air is compressed, a conductor communicat-
ing with said chamber and with the explosion chamber, a valve controlling the
air conductor, means to open the valve in said air conductor as the piston
approaches the forward limit of its stroke and means to admit the gas thereafter,
the burned gases being expelled by the compressed air and the new charge being
admitted to the explosion chamber in the rear of the body of air, substantially
as shown and described.
6. In an explosion engine, the combination with a cylinder having an exhaust
port, of a conductor for conducting away the burned gases from the source of
supply, a mass of incandescing material interposed in said conductor and indepen-
dent of the source of supply, and means to supply an oxidizing agent to said con-
ductor in advance of said mass of incandescing material, substantially as shown
and described.
7. In an explosion engine, the combination with a cylinder and piston, said
cylinder having an exhaust port, and a conductor by which the exhaust gases
are led away from said port, of a chamber in which air is compressed by the
forward stroke of the piston, and a conductor to deliver air from said chamber
to said conductor for the exhaust gases at a point beyond the cylinder, sub-
stantially as shown and described.
8. In an explosion engine, the combination with the cylinder of a combined
exhaust deodorizer and muffle consisting of a chamber having, near the cylinder,
ports for the admission of air, and, beyond said ports, a series of diaphragms
alternately perforated near the centre and near the periphery, whereby the air
is thoroughly mingled with the gases as they pass through the diaphragms,
substantially as shown and described.
9. In an explosion engine, the combination with the cylinder, piston, piston
rod and crank shaft, of a conductor to deliver the charge to the cylinder, means
to control the passage of the charge through the conductor and having an operat-
ing rod, a governor actuated with the crank shaft and having both members free
to slide longitudinally on its shaft, a cam carried by one of said members, and
moving normally in the plane of said operating rod, and adapted to be withdrawn
therefrom by the operation of said governor, and means to apply pressure in a
longitudinal direction to the other member of said governor, substantially as
shown and described.
10. In an engine of the character described, the combination with the explosion
chamber, a conductor to deliver oil thereto, means to supply said oil under pressure,
and an imperforate dispersing cone supported in line with the mouth of said
conductor with its apex entering said mouth, whereby the oil is distributed
throughout the explosion chamber as spray, substantially as shown and described.
11. In an engine, the combination with a cylinder, piston and means to supply
air or gas under pressure to the cylinder, of a lubricant receiver or container and

page_text: an aspirator or ejector pipe connecting said reservoir or container with the con-
ductor which lead the air or gas to the cylinder, whereby the lubricant is drawn
from the receiver by the air or gas with each charge and is carried into the
cylinder, substantially as shown and described.
12. In an engine, the combination with a cylinder, piston and means to supply
air or gas under pressure to the cylinder, of a lubricant receiver or container
connected to the conductor which leads the air or gas to the cylinder, and a dis-
turber pipe also connected to said conductor and arranged to conduct a current of
air or gas from said conductor into said receiver or container to agitate the
lubricant therein, substantially as shown and described.
13. In an engine, the combination with, a cylinder, a pipe to conduct air or
gas thereto and means to deliver said air under pressure, of a receiver for a
lubricant, a pipe connected to said receiver and entering and extended into said
first-named pipe in the direction of the movement of the air or gas therein whereby
the air or gas in its passage through the first named pipe will take up and carry
with it a portion of the lubricant, and a third pipe connected to said receiver
and entering and extended into the first named pipe in a direction opposite to
that of the movement of the air or gas therein, whereby a portion of such air or
gas will be directed into the receiver to agitate the lubricant therein, substan-
tially as shown and described.
Total 11
1000