US634529A - Gas-engine. - Google Patents

Description

Patented oct. lo, |899. A. LEE.

GAS ENGINE.

Application ied Apr. 25, 1598.

2 Sheets-Sheet i.

(No Model.)

ixyasses Ng'. 634,529. Patented oct. lo, |899.l

i K AK. LEE.

EAS ENGINE.

` (Application led Apr. 25, IBSSJ (No Model.) 2 Sheets-Sheet 2 e STATES? 'GAS-ENGINE.

sPEclFIcA'rIoiv forming ypara or Letters raient 110.634,529, eared october 1o, 1399.1 Applicata; het 'aan 2,5, stain Nt. trarre. or@ man.)

To a/ZZ whom it may concern.: g

13e it known thatl, ALFRED LEE, a 'citizen of the United States,rresiding at' 9,00 High street, New Whatcom, State of Washington,- have invented certain new and. useful: Iniprovements in Gas-Engines, of whichV the following isa specification.

My invention relates to gas and similar en-l,

gines, and has for its object to provide a sim-` ple, compact, and eicient construction and.

arrangement of parts, whereby a'high speed: of movement may be securedthe same being.

ofthe two-cycle rear-com pression type, wh'erein an explosion is produced for each stroke of the piston. f I

A further object ofthe inventiongis to prox vide improved means whereby theuproducts. of combustion may be thoroughly exhausted from the combustion-chamber prior to the ad: mission of a new chargey of the explosive agent, this exhaust of the products of cornbustion being .accomplishedf by admitting a scavenger charge of air under pressure at the proper point inthe stroke of the piston, and,

furthermore, to provide a novel arrangement of supply and exhaust passages, whereby the construction is simplified and thenumber of valves reduced to the minimum.y o

A further objectief the invention is .to pro-, vide such meansfor supplying the combustion or explosionchamber with motive agent that a liquid fuelmay be employed, the same being vaporized in its passage to the explosionf chamber and admitted thereto in a gaseous state. Y

Furthermore, my invention relates to. means in connection with kan igniter whereby the efiiciency of operation ofthe latter may-be ascertained by the engineer.

Further objects and advantages of this in` vention Will appear in the followingdescription, and the novel features thereof-willv be Vparticularly pointed /Qut in the v,appended claims.

In the drawings, Figure 1- is avertical central sectionalview of an enginel constructed in accorda With myinvention, the plane 'being atright angles -to the ank-shaft. Fig. 2vis 'avertical axis of the sectional vieivof the, engine, taken parallel -With and in the plane" of the axis of the crankshaft. Fig. 3 isa horizontal section taken on i l plane indicatedrby the .liuesd 3 of Figsi 1l and 2, the piston being inthe elevated posi- Ytion indicated in Fig. 2. Figa is ahorizon- ,talLsection takeniln the plane indicated `by tical section on the plane; indicated by the "line 57,5 of Fig. 2.-A Fig.l 6 is a front view of the igniter mechanism. f

f Similar reference characters'indicate correspojnding parts in all the figures of the drawings. l Y Y Y I Thecasing of theengine embodying my invention,consists,essentially, of a body portion 10, having an inner cylinder 11,.`surrounded Vbyfa jacket 12, which is spaced from the cylinderl to form an intervening water-chamber, a' casing-head 13, fitted in the construction 'illustrated upon the upper endy Aofthebody portion ofthe casing and having areduced I guidelll and a tubular casing-head extension 15, bolted or otherwise secured to the casing vapor-chamber 16. In the base of the extension 1,5 and surrounding the bore vthereof is communicates an exhaust-pipe 18, the exhaust-,chamber being in communication with theYabove-mentioned guide lftiu the casinghead. A,The casingis extended downward and itsv bore enlarged to form a crank-pit 19, fitted which are formed journal boxes or bearings 21for the crank-shafts 22. The crank23, Which preferably consists of parallel disks, is

Ling connected transversely by a Wrist-pin 24. Also in kthe side walls of the crank-pit I have shown removable side plates25, which Velosethe core-openings designed to give access to the interior of the crank-pit Without removing the heads 20, in which thecrank- 'shaft is mounted, and also fitted in an opening in the bore of the crank-disk and forming the center of the base 26is a tapered 'block 27. an air-coin pression chamber and also as alubricating-chamber, the compression of air therein being accomplished by means of a ward .and from the crank-pit to communicate motion through a pitman 30 to the crank.

piston 28 of which theyhe'ad 2 9 fits snugly in Y thecylinder and is adapted -to reciprocate toylthe'linea 4 of Fig. V1. .Fig 5 is a detail verhead, theginterior of said extension forming la an annular,exhaust-Chambault?, with which With 4removable heads 20, in the centers of arranged in the crank-pit,said crank-disks be I desire to utilize the crank-pit first as AICO During the upward or outward stroke of the piston air is admitted to the crank-pit through an air-supply port 3l, controlled by an inletvalve 32, which is yieldingly held in its seat by any suitable means, gravity in the present instance being depended upon for this purpose, the valve being arranged to operate vertically and to close in a downward direction. Obviously the application of pressure to the contents of the crank-pit during the downward stroke of the piston serves to retain this inlet-valve seated and prevent a reduction of pressure through the port 3l. Coreopenings 33 in the sides of the casing are fitted with covering-plates 234, and communicating with the interior of the water-jacket are inlet and outlet pipes 35 and 3G for the admission and exhaust of Water or other cooling agent to maintain the piston-cylinder at a suitable working temperature. The piston in addition to its head 20 is provided with a reduced extension or stem 37 of a diameter corresponding with that of the above-mentioned guide 14 in the head of the cylinder, suitable contractile packing-rings 38 being seated in said guide to surround the piston extension or stem and prevent the exhaust of pressure through the guide. The upper end of the piston stem or extension is adapted to operate in the vapor-chamber 1G, and to maintain a suitable uid-tight contact with the walls thereof it is provided with packing-rings 39, explosive gas 'or vapor being admitted to the chamber G through a port 40, preferably at its upper end, said port being fitted with an inlet-valve 4l, normally and yieldingly held seated by a spring 42, bearing at one end against an adjustable stop 423, threaded upon the stem of the valve and located exteriorly of the vapor-chamber. rlhis inlet-port is supplied by an ind notion-tube 44, having an open inlet end adapted to receive atmospheric air and also having arranged therein a fuel-supply nozzle 45, which is ot less diameter than the induction-tube to provide for the simultaneous admission of fuel and air into said tube. Said supply-nozzle is in turn in communication with a fuel-pumping mechanism 4G, of. which any desired construction may be employed. In the drawings, however, I have illustrated a preferred form of pumping mechanism embodying aA pump-V cylinder 47, interiorly in communication with a fuel-supply pipe 4S, (see Fig. 5,) a plunger 49 operating in said pump-cylinder, and an operating-pin 50, connected by an arm 5l with the plunger and adapted to be repressed once for each stroke ot' the cylinder-piston 28 by means ot a pressure-block 5l, carried by a ily or balance wheel 52, fixed to the crankshaft 22. Also in operative relation with the pump-plunger 49 is an actuating-spring 53, whereby as the pressure-block 5l represses the operating-pin 50 this actuating-spring is compressed, and upon the release of the operating-pin 50 said spring advances the pumpplunger to discharge the contentsof the pumpcylinder through the nozzle 45.

Inasmuch as the length of stroke of the pump-plunger regulates the amount of dis-.

gine, as, in the construction illustrated, to the adjacent journal-box 2l of the crank-shaft. The extremity of this stop-sleeve is arranged in the path oi' a shoulder 56 on the operatingpin, and by adjusting the sleeve a forward movement of the pump plunger may be checked at any desired point. In practice I prefer to thread said stop-sleeve in the yoke 55 and fitted at its outer end with a wrenchseat 57, and also to reduce to the minimum the friction due to the contact of the block 5l with the operating-pin I preferably construct said block as a roller carried by a suitable spindle 58.

Vv'hile the above-described means for varying the supply of fuel to the vapor-chamber is suiiicient to obtain an approximate adaptation of power to the load, it is also desirable to provide automatic means whereby an approximately uniform speed of movement of the mechanism may be maintained under variations of load during the operation of the mechanism, and hence in practice I employ a governor for vvarying the path of movement of the pressure-block 5l with relation to the extremity ot the operating-pin 50. In the construction illustrated this governorconsists of a lever 5S), having a terminal weight 00, which is yieldingly held in its norma-l position adjacent' to the axis of' movement of the crankshaft by means of a governor-spring 6l, of which the tension may be varied by means of adjusting-nuts G2, threaded upon a stem G3. This governor-arm is fulcrumed at 64 upon the balance or fly wheel 52, and in it is mounted the spindle 58 of the pressure-block 51, whereby as the speed of rotation of the iiywheel increases and the weighted end of the governor-lever recedes from the axis of movement by centrifugal force the block 5l is withdrawn more or less from the plane of the eX- tremity of the operating-pin 50 to impart less movement to said pin, and hence less movement to the pump-plunger. In case oi a sudden reduction of load the movement of' the governor-lever may be such as to entirely withdraw the pressure-block from operative relation with the operating-pin 50, and thus allow IOO IIO

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the engine-piston to make one or more strokes time partially or wholly vaporize said fuel is accomplished by the downward or inward movement of the piston extension in the vapor-chamber, the mixture of fuel and airbeing admitted to the vapor-chamber through the port 40'duringthe movement of the piston under the iniiuence of an explosion in the chamber G5, formed bythe portion of the interior of the cylinder between the plane of the piston-head 29 and the casing-head 13. Also during this downward or inward stroke of the l piston the'air which has been inductedvinto the compression chamber formed by the crank-pit through the inlet-port 3l is being compressed. As the piston-head approaches the limit of its downwardorinward stroke it exposes or opens a series of cylinder inletchannels 66, formedin the .wall of the cylin-v der, said channels being in communication at their lower ends with the crank-pit. Thus at the moment of opening the channels 66 the compressed air in the crank-pit passes the piston-head and constitu tes a scavengerl charge of air, which drives the products of combustion in the explosion-chamber through cylinder outlet-channels 67, which are formed in the piston extension, and into the exhaustchamber 17, said channels 67, being so arranged in the piston extension as to occupy a position in the guide i4, and hence connect the upper end of the explosion-chamber with the exhaust-chamber at the moment that the cylinder inlet-channels 66 are exposed. The i capacity of the crank-pit and the compression of air therein during the downward or inward stroke of the piston are such that when the scavenger charge of air is liberated by the exposure of the cylinder inlet-channels 66 all of the products of combustion are expelled into the exhaust-chamber,and the explosion-chamber, or the portion of the cylinder above the pis-A ton-head, contains only pure air adapted for immediate admixture with a charge of explosive agent, which when the piston is at the limit of its downwardmovement is contained in the vapor-chamber 16.

Formed in the piston extension is a longitudinal conveyer-chan nel 68, in communication at its upper end with the vapor-chamber 16 and provided at its lower end with lateral ports 69, controlled by an inwardly-opening valve 70, of which the stem '7l-extends through the conveyer-chan nel to a point near its upper end and is connected withY a valve-seating spring 7 2, designed to' normally cut off communication between the vapor-chamber and the interior of the cylinder. Obviously during the downward stroke of' the' piston the pressure of the contents of the cylinder serves to maintain the valve 70in a seated position; but when after the liberation of the scavenger charge of air the piston starts upon its outward movement and progresses in that direction sufficiently to close the channels G6 and 67 the pressure applied by the upper endl of the piston extension to the contents of the vapor-chamber is sufficient to overcome the tension of the spring 72 and unseat the valve to allow the mixture of gas'and air in Vsaid vapor-chamber to pass through the conveyerchannel 68 and into the explosion-chamber of thecylinder. `The path of the piston is such as to entirely discharge the contents of the vapor-chamber into the cylinder, and at the proper point in the outward movement of the piston an igniter is actuated to explode the contents of the cylinder, and thus impart a succeeding downward or inward movement cuit with a battery and a circuit-breaking tongue 76, pivotally mounted upon the terminal 73 and having a shoulder 77 for normal contact with the extremity of the termiof a stud, pin, or other projection 7 S, carried 'nal 74:. This tongue is arranged in the pathA by the piston and head, and it is obvious that when said projection comes in contact with the tongue and lifts theshoulder of theflatterfrom the terminal 74 a spark is produced which serves to ignite the inflammable contents of the explosion-chamber and impart an inwardimpulse to the piston. YThe terminal 7 i is adjustable to vary the position of the circuit-breaking tongue, and thus the point at which the rprojection 78 will come in contact with said tongue, whereby the desired compression of the contents of the explosionchamber may be eected prior to the explosion thereof. Furthermore, in order that the position of the circuit-breaking tongue and the efciency of the spark produced at the moment of breaking the circuit may be viewed from the exterior of the engine I employ a peep-channel 79, in alinement approximately with the extremity of the terminal 74 and having a valve 80, whereby said channel may be closed.' Furthermore, to facilitate the removal of the igniting mechanism from the engine-casing, whereby repression or adjustment thereof may be made without dismounting other members of the mechanism, I preferably seat the terminals with the connected circuit-breaking tongue upon a plug 8l,wl1ich is removably fitted, as by threads, in a suitable opening in the side wall of the casing, the above-described peep-channel 79 with its controlling-val ve bein garranged in said plug.

I preferably construct the piston in sections, of which the head and the extension form separate members connected by a coupling-plug 83. As hereinbefore indicated, I desire to utilize the crank-pit as a lubricatingchamber from which oil may be conveyed to the piston and to the joint between said piston and the pitinan, and hence in the drawings the pitman is shown as constructed with an oilduct S3, having its lower inlet end fitted with a tube 84, of which the inner end constitutes a seat fora valve S5, adapted to close during the IOO IIO

outward movement of the piston' and to open for the admission of oil during the inward movement of the piston and When the lower extremity of said tube Se is submerged in the oil at the bottom of' the crank-pit. rIhe pitman is preferably connected with the piston by a ball-and-socket joint, of which the ball 8G is formed ou the extremity ofthe pitlnan, and the oil-duct S3 extends through the ball and communicates at its upper end with a transverse oil-passage 87, formed in the piston and communicating terminally with an annular oil-channel S8, formed in the surface of the piston. Furthermore, in order to reduce to the minimum the friction due to the rotation of the crank-shaf t I preferably avoid the use of stuiiing-boxes and in lieu thereof arrange annular gibs S9 in the heads 2O of the crank-pit to bear at their inner edges against the exterior surfaces of the disks forming the crank, said gibs being yieldingly held in operative relation with the crankcentered. between the heads 2O of the crankpit, and thus prevent axial movement of the crank shaft, which will tend to cause frictional Contact of the crank-disks with said crank-pit heads.

The operation of the mechanism, including the induction of the fuelv in the form of a spray to adapt it to be taken up byan iniiux of air through the feed-tube 44, Will be readily seen from the foregoing description, and it should be further understood that even if .the vaporization of the fuel is only partially accomplished by this influx of air the complete vaporization thereof Will ensue during the passage of the contents of the vapor-chamber through the conVeyer-channel 68 of the piston on its Way to the interior of the explosion-chamber by reason of the fact that the piston is maintained at a vaporizing temperature by the explosions in the chamber 65. Thus before the fuel can reach the explosionchamber it is in a state of vapor and is intimately mixed with the air With which it has been inducted and is ready for further mixture with the atmospheric contents, consisting of the scavenger charge of air in the explosion-chamber.

Vhile I have described in detail various accessory means-such as an i gniter, a pump, a speed-regulator, and a lubricating device, these being the preferred devices for securing an efficient operation of the mechanism embodying my invention-it will be understood that I do not desire to be limited to the construction of these parts, as it is obvious that others of like function may be substituted therefor without detracting from the eiiiciency of the general organization of the engine, and, furthermore, it will be understood that various other changes in the form, proportion, and the minor details of construction may be resorted to Without departing from the spirit or sacrificing any of the advantagesof the invention.

Having described my invention, What I claim is- 1. A gas-engine having a cylinder', and a comm unicating air-compression chamber provided With a valve-controlled inlet-port, and a piston operating in the cylinder and having a stem, said cylinder being provided With piston-controlled inlet-passages in communication with the air-compression chamber, and also having piston-controlled outlet-passages formed in said stem and adapted :for exposure vsiniiultaneously with the inlet-passages, in combination with means for admitting a motive agent to the cylinder subsequent to the opening of said inlet-passages, substantially as specified.

2. A gas-engine having a cylinder and a y comm unicating crank-pit forming an air-compression chamber provided With a valved airind uction port,a crank arranged in said crankpit, a piston arranged in the cylinder and connected with said crank, a stem for the piston, passed outwardly of the cylinder inlet-channels in the Walls of the cylinder in communication with the crank-pit and controlled by the piston, piston controlled exhaust passages, formed in said stem and .means for admitting a motive agent to the cylinder subsequent to the opening of said inlet-passages,

substantially as specified. 3'. A gas-engine having a cylinder and a piston, a crank-pit having its contents exposed to the compressive force of the piston and provided With a valved air-induction port, a crank arranged in the crank-pit and having its shaft extending through openings in the Walls of the crank-pit, means for communicating motion from the piston to the crank, piston-controlled cylinder inlet and outlet passages, of which the former are in communication with the interior of the crank-pit, and gibs for cutting off communication between the interior of the crank-pit and the openings through Which the crank-shaft extends, in combination with means for admitting a motive agent to the cylinder subsequent to the opening of said inlet-passages, substantially as specified.

4f. Agas-engine havinga cylinderand a piston, a crank-pit having its contents exposed to the compressive force of the piston and provided with a Valved air-induction port, a crank arranged in the crank-pit and having its shaft extending through openings in the Walls of, the crank-pit, means for communicating motion from the piston to the crank, piston-controlled cylinder inlet and outlet passages, of Which the-former are in communication with the interior of the crank-pit, and gibs mounted in the Walls of the crank-pit around said openings therein and bearing against opposite sides of the crank to cut off IOO IIC

communication between the interior of the crank-pit and said openings, in combination with means for admitting a. motive' agent to the cylinder subsequent to the opening of said i inlet-passages, substantially as specied.

5. vA gas-engine havinga cylinder anda piston, a crank-pit having it-s contents exposed to the compressive force of the piston and pro- -vided with a valved air-induction port, a

nication with said oil-duct, and terminating controlled-cylinder inlet and outlet passages,

of which the former are in communication with the interior ofthe crank-pit, and packing devices for cutting ofi' communication between the interior of the crank-pit and the openings through which the crank-shaft extends,'in combination With means for admitting a motive agent to the cylinder subsequent to the opening of said inlet-passages, substantially as specied. A

6. A gas-engine having a cylinder and piston, the piston being provided with anextension operating in a guide in the cylinderhead, an exhaust-chamber in communication with said guide and normally cutoff from communication'with the cylinder by the piston extension, the piston-controlled-cylinder outlet-channels for establishing communicationV between the cylinder and the exhaustchamber, and means for admitting a scavenger chargent air, under pressure, to the cylinder when said outlet-channels are'in communication with the cylinder and exhaustchamber, in combination with means for admitting a motive agent to the cylinder sub'- sequent to the closing of said outlet-channels, substantially as specied.

7. A gas-en gine having acylinder and piston, the piston'being provided with an extension operating in a guide in the cylinderhead, an exhaust-chamber in communication with saidguide and normally cut off from communication vWith the cylinder by the piston extension, piston-controlled-cylinder outlet-,channels for` establishing com munication between the cylinderand the'exhaust-chamber, and piston-controlled means for admitting a scavenger chargeot air, under pressure, to the cylinder When said voutlet-channels are in communication with thecylinder and exhaust-chamber, in combination with means for admitting a motive agent to the cylinder subsequent .to the closing of said outlet-channels, substantially as specified.

8. A gas-engine having va cylinder and piston,the piston'being provided With an extension operating in a guide inthe cylinderhead, an `exhaust-chamber in communication with said guide and normally cut od from communication with' the cylinder Aby 'the piston extension, cylinder Aoutlet channels formed in the piston extension for connecting the interior of the cylinder with said exhaustchamber, and means for admitting a scavenger charge of air, under pressure, to the cylinder when said outlet-channels are in communication 4with the cylinder -and exhaustchamber, in combination with means for admitting a motive agent to the cylinder subsequent to the vclosing ot said outlet-channels,

substantially as specified.

9. A gas-engine having a cylinder and piston, the latter being provided with an extension, a vapor-receiving chamber in which ther piston extension operates, and a valved conveyer-passage in the piston extension for establishingcommunication between the vaporreceiving chamber and the cylinder, in combination with means for admitting motive agent to' the vapor-receiving chamber, sub' stantially as specified.

10. A gas-engine having a cylinder andipston, the latter being provided With an extension, a vapor-receiving chamber, a conveyerpassage in the piston extensioncommunicating at one end With the vapor-receiving chamber and at the other .endwith the cylinder, and a pressure-actuated valve for controlling said conveyer-passage, in combination with means for admitting motive agent to the vapor-receiving chamber, substantially as specified.

11. A gas-en gine havinga cylinder and piston, the latter being provided with an extension, a vapor-receiving chamber, a conveyerpassage in the piston extension communicating at one end with the vapor-receivin g chamberand at the other end with the cylinder, and a pressure-actuated spring-closed valve for controliing said conveyer-passage, in combination '-With means for admitting motive agent to the vapor-receiving' chamber, substantially as specified.

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kIIC) 12. A gas-engine having a cylinder and pisy ton, the latter being provided with an extension, a vapor-receiving chamber in which the piston extension operates, piston-controlled means for establishing communication between the vapor-receiving chamber and the cylinder, a valved induction-passage in communication with the vapor-receiving chamber, and means for admitting fuel tothe induction-passage, substantially as specified.

- 13. A gas-en gine having acylinder and'piston, the latter being provided with an extension, a vapor-receiving chamber in which the piston extension operates, piston-controlled means for establishing communication between the vapor-receiving chamber and the cylinder, a valved air-induction passage in communication with the vapor receiving chamber, and means for admitting fuel to the induction-passage in tlie path ot air passing therethrough, substantially as specified.

14:. A gas-engine havinga cylinder and piston, the latter being provided with an exten-V piston extension. operates, piston-controlled means for establishing communication between the vapor-receiving chamber and the cylinder, a valved air-induction passage in communication with the vapor receiving chamber, and means for admitting liquid fuel to the induction-passage in the path of air passing therethrough, substantially as specitied.

l5. A gas-engine havinga cylinderand pission, a vapor-receiving chamber in which the piston extension operates, piston-controlled means for establishing communication Vhetween th'e vapor-receiving chamber and the cylinder, a valved.air-induction passage in communication with the vapor receiving chamber, and means for periodically admitting fuel to the induction-passagerin the path chamber, and a Ypump for discharging fuel into the induction-passage in therpath of airV passing therethrough, substantially as specitied.

17. A gasengine having a cylinder and piston, the latter being provided with an extension, a vapor-receiving chamber in which the piston extension operates, piston-controlled ymeans for establishing communication between the vapor-receiving chamber and the cylinder, a valved air-induction passage in communication with the vapor receiving chamber, and a pump for discharging fuel into the air-induction passage in lthe path of, and in the direction of movement of, air passing therethrough, substantially as specified.

18. A gas-engine having a cylinder and piston, the latter being provided with an extension, a vapor-receiving chamber in which the piston extension operates, piston-controlled means for establishing communication between the vapor-receiving chamber and the cylinder, a valved air-induction passage in communication with the vapor receiving chamber, and a pump mechanism for spraying fuel intothe induction-passage in the path of air passing therethrough, substantially as specified.

l0. A gas-engine having a cylinder and pismultaneously with the movement of the piston extension in receding from the communieatin g end of the induction-passage, substantially as specified.

20. A gas-engine having a cylinder and piston, the latter being provided withian extension, a vapor-receiving chamber in which the piston extension operates, piston-controlled means for establishing communication between the vapor-receiving chamber and the cylinder,a valved air-induction passage in communication with the vapor receiving chamber, and governor controlled pump mechanism for discharging fuel into the in- Y duction-passage in the path of air passing Y through the latter, substantially as specified.

2l. A gas-engine having a cylinder and piston, the latter being provided with an extension, a vapor-receiving chamber in which the piston extensionV operates, piston-controlled means for establishing .communication between the vapor-receiving chamber and theV cylinder, a valved air-induetionfpassage .in communication with the vapor receiving chamber, and governor controlled pump mechanism having a nozzle arranged in the inlet end of the induction-tube adjacent to an air-influx passage, substantially as specilied.

- 22. Agas-engine having a cylinderand piston, the latter'being provided with an extension, a vapor-receiving chamber in which the piston extensionoperates, piston-controlled means for establishingA communication Vbetween the vapor-receiving chamber and the cylinder, a valvedV air-induction passage in communication .with lthe vaporreceiving chamber, and governor controlled pump mechanism having a nozzle arranged in the inlet end of the induction-passage, and of less diameter lthan said passage to form a surrounding air-inliux channel, substantially as specified.

23. A gas-engine having an air-'chamber and a vapor-receiving chamber, and an intermediate combustion-chamber, a piston operatin gin the combustion-chamber and adapted to compress the contents of the air-chamber during its forward movement When actuated by pressure in the combustion-chamber, a stem for the piston entering the vapor-chamber and adapted to compress the vapor therein for a portion of its motion in an opposite direction, a vapor-chamber adapted to communicate at times with the combustion-chamber and having means for admitting a vapor thereto and independent piston-controlled passages in the cylinder-Wall and piston-stem for connecting said vapor and air chambers with the combustion-chamber, substantially as specied.

24. A gas-engine having an air-compression chamber, a combustion-chamber, a vapor-receiving chamber and an exhaust-chamber, a piston operating in the combustion-chamber, piston-controlled passages for connecting the air compression and exhaust chambers with ICO IIO

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the combustion-chamber, and a further passage formed in the piston for establishing communication between the vapor-chamber and the combustion-chamber, substantially as speciiied.

25. Agas-enginehavingan ain-compression chamber, a combustion-chamber, a vapor-receiving chamber and an exhaust-chamber, a

piston operating in the combustion-chamber,

independent piston-controlled passages for connecting the air compression and exhaust Chambers ,with the combustion-chamber at the limit of movement in one direction of the piston, and another valve-controlled passage formed in the piston for establishing communication between the vapor-chamber and the combustion-chamber duifing the movement of the piston in the opposite direction, substantially as specified.

26. A gas-engine havingY a combustionohamher, an air-compression chamber and a vapor-receiving chamber, a piston operating in the combustion-chamba", air inlet and exhaust passages for respectively connecting the air-compression chamber with the oombustion-ehamber and the ombustionehamberwith an exhaust-port, said passages being piston-oontroiiecil and adapted to be opened s

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