US1737976A - Internal-combustion engine - Google Patents

Description

J.lv. RICE, JR 1,737,976

INTERNAL COMBUSTION ENGINE Filed July' 9. 1927 5 sheets-sheet 1l ATTORNEY Dec. 3, 1929. J. v. RICE. JR

INTERNAL COMBUSTION ENGINE led July 9, 1927 5 Sheets-Sheet 2 III Mmm f/x/// 7 Illini, 7 7. 77

.MNN

-lNvENToR al IL ATroRNEY umm.

Dec. 3, 1929. J. v. RICE. JR 1,737,975

INTERNAL COMBUSTION ENGINE F'iled July 9, 1927 5 Sheets-Sheet 5 IH um lNvENToR wf) @l A1roRNEY Dec. 3, 1929. J. v. RICE. JR

INTERNAL COMBUSTIONl ENGINE Filed July 9, 1927 s sheets-'Sheet 4 Dec. 3, 1929. J. v. RICE, JR v 1,737,976

INTERNAL COMBUSTION ENGINE Filed Ju1"y` 9. 1927 5 sheets-sheet 5 INVENTOR A-'ITORNEY @www Patented Dec. 3, 1929 UNITED STATES PATENT orrics JOHN V. RICE, JR., OF BORDENTOWN, NEW JERSEY, ASSIGNOR, BY MESNE ASSGN- MENTS, T0 RICHARD C. SCHWOERER, 0F PIIILADELPHA, PENNSYLVANIA INTERNAL-COMBUSTION ENGINE Application filed July 9,

My present invention has reference to internal combustion engines of the two-cycle type, whether double-acting or single-acting, the main objects being ei'liciency, simplicity and economy.

The engine mechanism. contemplates a great variety of uses, but it is more particularly designed to serve as the motor mechanism of a gas-actuated rock drill or percussion machine, and also as a regular reciproeating engine to supply the operative power for an automobile, aeroplane, or other mechanism; and in my explanation following I shall present and explain certain structural features applicable to that form of the invention adapted to drilling operations, as well as the combinations in another form in which the engine applies its power to actuate a drive-shaft, these being obviously however only specimens or examples of the use and adaptability of the invention, the same selected from a long list of possible forms and uses.

The piston and cylinder are so constructed and formed with chambers, ports and pasfsages, so arranged, together with dual fuel intakes, dual explosion chambers and dual eX- hausts, that at each reciprocation of the piston, a fuel charge will be compressed initially and transmitted to an explosion chamber for further compression and iiring at one end of the engine, while simultaneously at the other end of the engine another fuel charge is being drawn into the cylinder and piston through the intake means, and the previouslytransmitted charge in the second explosion chamber is being finally compressed and made ready for firing, so that in the eXplosion chambers the charges are alternately compressed and fired, and hence a propelling impulse is applied upon the opposite sides of the piston alternately, so as to effect the generation of power in a speedy, economical and desirable manner.

rlhe paramount feature of the invention lies in a duplex differential piston working in a duplex differential cylinder. There are really, in one sense, two cylinders, single-acting, separated by a stationary intervening partition, and arranged tandem with each Serial No. 295,012.

chanical members in this way, and remembering further that the cylinders and pistons may be multiplied as much as desired in multicylinder engines, and also that if desired an engine may be built single-acting with only one of the cylinder sections and y one of the piston sections.

Each section or half of the cylinder has an inner portion of largest diameter, an intermediate portion of smaller diameter, and an outer elongated end portion of still smaller diameter, this latter portion being the main bore of the cylinder to receive the main portion of the piston; so that each cylinder section has a triple differential character, and is in this respect conformable to the shape of the piston, which is likewise differential. Each piston section has an inner part of larger diameter than the main outer length of the piston, said part of larger diameter corresponding to the cylinder portion of intermediate size, while the main length of the piston corresponds in cross-section with the smallest bore of the cylinder in which it reciprocates. The piston sections are hollow throughout, and the tubular passages in their long main portions connect with the chambers of larger diameter in the piston-portions of larger diameter, which latter chambers open directly intoA the widest'chambers of the cylinder and remain always in open communica-tion with said largest cylinder chambers. The parts of largest diameter of the two piston sections are united by a central connecting rod which reciprocates through the stationary walls between the cylinder sections. `The chambers in the largest inner portions of the cylinder sections function as tions.

preliminary fuel chambers, and are provided With intake means to enable them to receive a suitable fuel and deliver it to the hollow and chambered interiors of the piston sec- The portions of the cylinder Which are ot intermediate size provide explosion chambers, which surround the piston, each having its own independent exhaust, and beling intermittently supplied with fuel transmitted tlirongh ports-in the Wall of the pis'- ton, at or near the ends of the piston, into angular passages running a distance throughl the Wall of the cylinder and entering the ends ot the explosion chambers, so that the eX-' haust may occur as far as possible from the intake, and the scavenging ofthe spent products be effectively assured.

'l'liusin each section of the piston and cylinder there is 'a preliminary compression 0 chamber for the fuel, each such chamber comprising an inner chamber Vin the cylinder on one side of the stationary middle division, 'a Chamber the larger portion of the pistonanda `evlia'r'r'lbier in the main portion 'of 5 the piston. These 'pre'l'nninary compression clranibe'rs alternately y"receive charges of fue] duringthe strokes", ofthe piston, and `are to be cleary contrasted With`l'tl1'e firing chamb'e' into' whichl the' partially compressed 0 'charge's'a're forced'f 'romthe 'preliminary coinpir'es'sion chaml'aer's for 'ase'cond and finalY compres. onV preparatory to ignition. 'Thus' each such preliminary compression chamber receives a fuel charge'ivhil'e'the piston section 'to which it is related is" moving away from the central division and towards one end of the' machine, that is to say away from thel lrin'gchamber located adjacent to said `fuel chamber; and upon each return stroke of the piston, oras each fuel chamber moves t0- Wards its 'firing chamber the Vintake ports are cut' otlrjand the'entire charge which fills the seirerai divisions of the corresponding preliininarycompression chamber is compressed A"in 'the tubular portion of the piston having the smallest cross-section in readiness to be passed into the said adjacent tiring. chamber when the transfer ports Acoincide for the purpose. Hence there a preliminary compresnsion takin g: place alternately inthe chambers during each return stroke of the piston; and aft each 'priiiniry compression in each pri- 'l compression (,:hamber' the partially compressed charge is delivered into the nal comfpr "on and explosion chamberswhich surround 'the piston, or intol the duplicate sections stated, and Vwhich explosion chaincoinmuniicate With' independent exhausts, it' beiirg'noted that I use Certain lengthened i anddangularjpas'sages for thel purpose of affordiigp-oper channels between the interior' of ure' piston andthe ringehambers in order to provide for the proper location of the piswtmlli'flejs Y. The invention Consists GSSentially 1n the construction, arrangement and combination of parts, substantially as Will be hereinafter described and claimed.

ln the accompanying drawing illustratingr my invent-ion:

Figure l is a side elevation of 'my improved internal combustion engine.

Figure 2 is a top plan view of the same.

Figure 3' is a vertical longitudinal sectionY on the line 3, 3, of Figure 2;

Figure l is a longitudinal section of the left hand halt of the duplex cylinder.

Figure 5 is a longitudinal section of the right hand half section of the duplex cylinder. l i y g Figure 6 is a longitudinal section 'of the piston, With the Connecting rod between its duplicate sections shown' in side view.

Figure 7 is a cross-section on the line 7, 7, of Figure 3. I

Figure 8 is a cross-seetion on the line' 8, 8, of Figure 3.

Figure'Q isa cross-section on the lin- e 9, 9, of Figure 3.

Figure l() is aI cross-section on the li'ne 10, 10,':ot' Figure Fi'fure ll is a cross-seotion on the line Il, ll, (5i-*Figure 3.

Figure l2 is a cross=sectifon on the line 1'2, l2, or Figure. l

Figure lis "a sectional vieu' ol a starting appliance ei'igine.

Figure la isa cross-section on the line lll, it, or Figure 113.

Figure is a sectional detail ol the intake plut/'S3k ,feml Y Figurev 16 is a Vsectional 'detail on theA line 16,716, of Figure2.` Y A 'Y i Figure lxis;` a longitudinal 4sefctic'z'n ofi an alternative 'forni of nay iinproved internal combustion engine, Wi routlthe; drill attach'-` nient, but with the piston 1s side View, and

the engine provided uiith 'a connecting rod and.. crankshaft. i

Similar characters .of reference designate correspondingparts throughout all the different Figures of the drawing.

willl notti proceed towdesclribe the con? stijn tion and operz'it-ion of the cylinder and its ap'purteilant parts, it being understood thathany 'engine' ci my design may be single or inultic'ylinder in construction and vthat Where there are several cylinders theyrmay be duplieates-oftlre 'one I am now describing;

but the drawing I have 'only thought it L 'e i to shouf' a singlel Cylinder' inA order to imp .rt` the fullest understanding of the iintenti'o'n. TheH terms most "apt frfdescribing my cylinder and piston, 'as referred to above, will beboraen mind here Such cylinder isfdo'nbl'e-uti'ng,V (though'it may be sin'- gle) compresses and tires at eac-h stroke and henceffdevelops greatgpoujer. The cylinder maybe of any specilic construction, dimensions and proportions. Its cooling system ist may use water or other liquid, a fan, or any other means for the purpose, but I preferably build it with a multiplicity of radiating fins or flanges, as la on section 1, and 2a on section 2, which cover the surface so as to avoid some f the objections incidental to water jackets and the like, said fianges being properly proportioned to provide the radiating surface necessary for the amount of heat developed in the operation. The cylinder may he made in several castings as shown, as for example, the two sections 1 and 2, portions thereof bcing of larger diameter than the piston so as to provide the firing chambers that surround the piston, and other portions of other diameters to receive the piston and to provide auxiliary cylinder fuel chambers that cooperate with the fuel chambers within the piston. But it will be noted that altho-ugh the differential design of the cylinder is important, yet the proportions and relative characteristics may be changed and varied within wide limits without departingfrom the invention, if only the differential features are made to correspond properly with the shape of the piston and the dimensions demanded by the full charge of fuel.

The cylinder sections 1 and 2' are placed end to end or tandem and are of similar construction, though reversely rela-ted, and between them is the stationary partition or diaphragm 14, having a central gland and stuffing box15 for the sliding rod Aconnection for the piston members. Said sections 1 and 2 are held together by the long side tie rods 67 passing through bosses on the main frame or otherwise and having suitable nuts thereon.

Cylinder section 1 has an inner part 5 of largest diameter containing fuel chamber H. See Figures 4 and 5. Chamber H is on one side of the central division 14; and cylinder section 2 has a similar inner part 5a of largestV diameter containing fuel chamber I on the other side of division 14. Each of these chambers H and I has its own intake 7 and 7a for the fuel as I shall presently point out. Also, cylinder sections 1 and 2 have respectively portions 3 and 3a of smaller diameter than parts 5 and 5a and providing the explosion chambers A and B; and they have also the elongated main portions 4 and 4, smaller in diameter than the explosion chambers A and B, and accommodating the main tubular portions of the piston in their bore at .I and K.

' Thus each cylinder section is triple differential in character, and preferably so, to give the proper space for fuel in proportion to the power to be generated. The walls of chambers A and B which surround the piston are extended so as to project into and be partly surrounded by the fuel chambers H and I,

' this result being secured by extending an integral cylindrical flange 6 from cylinder section 3 into chamber H, and a similar flange 6a from cylinder section 3a into chamber I, these flanges being cylindrical and containing inlet ports 7 and 7 a for the introduction of the fuel into the cylinder and piston-fuel-chambers, there being suitable pipes or passages for delivering the fuel to the cylinder from the carburetter, as for example, see Figure 8, the pipe 23 which is integral with the ported flange 6 and opens into the interior of said flange through the aforesaid inlet port 7; and said pipe 23 branches from a pipe 24 on the side of the cylinder, see Figure 2, and designed with a similar pipe 23"L to deliver to both inlets 7 and 7 a in equal fashion, said pipe 24 having a supply connection at some suitable point as preferred. In Figure 15 a specimen means for supplying fuel to the pipe 24 is shown consisting of pipe 71 held on the member 25 by means of a screw and delivering its supply into the pipe 24 which branches into the two pipes 2O and 23a leading respectively into the inlets 7 and 7, rIhe vexplosion chamber A has exhaust ports 21 leading into the circumferential exhaust passage 8 that discharges through outlet 26 into exhaust pipe 27, see Figure 9; while the explosion chamber B. has a series of exhaust ports 22 that discharge into the circumferential passage 8 that linds exit into the same exhaust pipe 27 running along the side of the engine as shown in Figure- 2; it being seen therefore that each explosion chamber has its independent outlet for discharge for a thorough scavenging of the spent products of combustion. The various chambers of the cylinder are provided with miscellaneous draw-off cocks 68 and 69 to dispose of inner sediment and release air and gas as desired to prevent clogging and choking or the accumulation of foreign matter, said cocks being particularly useful during the operation of charging to permit a blowing through of the air and gas until the charge is clean and fresh and of the proper character.

- Within the cylinder is a duplex differential piston, the same having duplicate sections which work in the duplicate sections of the cylinder. This piston is shown in detail in Figure 6. It has the main elongated sections 11 and 11a, which are hollow and contain the tubular chambers C and D, At their inner ends these hollow sections 11 and 11L are made integral with the enlarged portions or portions of greater diameter 1.0 and 10a, which are hollow to provide inner fuel chambers F and G which are always in communication with the fuel chambers C and D respectively. Inside the chambers F and G are the integral spider or skeleton bosses 12 and 12a into which the ends of the connecting rod 13 are screwed or otherwise centrally connected axially to the piston sections in order that these sections may be securely connected together in a single piston structure, the sections of the piston being thus placed tandem with each other. The' rod 13 passe los ' 15 in envision part 14; al@ saisi-gea pareil 2 are the r'ight-angledr long ports '9 and 9a which lead from the chambers J and K, to the explosion chambers' A and B and they serve as transfer ports to deliverv the 'partly compressed charges of the miXture from the inner chambers of the piston to the explosion chambers; for the piston chambers' are provided near their extreme outer ends with series or l'ports 19 and 20` which coincide at the `ends of the strolr'e with the ports and ,9a respectively, and hence permit the contents of the piston to be delivered lto the explosion chambers. @none end or head the piston inthe percussion adapt @ion or form vof the invention shown in Figures 3 and 6, and certain others, isa harde 'ed block or'hainmer E designed to stirile the percussion instrument or yits cari er, while at lthe other` end of the piston'there is a head el?, beyond which is av cnp or recess 60 formed in a "tubular ex-` tension 46, into which screws a sleeve 4 5 for a purpose to be presently stated. Further, it should be noted that the pistonin 'order to prevent lealifve and secure close and un# interrupted compression vwith tight joints is supplied with suitable 4piston rings 51 on the end extension 46; 'piston rings (Soon the large middle portion 10, and piston rings 66 on the other large middle portion 1011; piston rings 4:8 on the section 11 between ports 19 and portion 10, andvvpiston rings49 on the section 11a between ports 2O and large portion 1'01; and rings 50 on the hammer member D; all being arranged in any desired way and of any type, number and quality. lt will be seen in Figure 8 hovv effectively the long ports 9 and 9 cover the rings 419 and allow said rings, and also rings 50. to protect said ports and the ports 19 and 20. The outer endv oir' the engine has a head 52 screwed on the cylinder and provided with a convenient loop handle 52a and also with straight handles 92 which serve useful purposes in enabling the machine to be manipulated when in use. t

It will be thus seen that there are two initially-receiving preliminary-compression fuelchambers,eachhavingits own inlet means which delivers first through the flanged eX- tensions of the `explosion chamber walls. The inlets therefore are the openings 7 and 7" in the extensions 6 and 6. The fuelentering through lport 7 tills the cylinder H and piston 'chambers F and C, these three spaces, H, F, and C formingv a preliminary compression chamber in which a charge of fuel is compressed after the piston moves and cuts ofi the port 7; and compression continues until the end ports 19 in the piston coincide with the liring chamber ports 9 and allow thc partially compressed charge to escape into the explosion chamber A, where it flows in on top of the outgoing exhaust resulting from the previous explosion in chamber A. Similarly another preliminary compression chamber comprises cylinder space l and piston spaces G and D, and has a similar function to the one vjust described, its charge coming in through port 7 and being expelled through ports 2O and 9Zt into the eX- plosion chamber B. The various 'piston and cylinder spaces are properly proportioned to providethe correct volume of mixture to generate the power needed. These spaces are also related to each other and to the inlets and exhausts in a. manner to allow a clean and ellicient operation, with great economy and power development. y

The compressed charges in the explosion chambers A and B are fired when compression is complete by means of any suitable ignition apparatus, including spark plugs 64 and means for energizing the proper one at the right instant. One form of automatic means for closing a circuit and causing the plugs to produce sparks which I preferably employ is shown in Figures 1, 2, 3 and 16, which I will now describe. In the inner cylinder-fuel-chambers H and I are trip levers 18 and 18 adapted to be struck and moved byv the piston sections 10 and 1Ga in their reciprocations. See Figure 3. These trip levers 18 and 181 are arranged beneath the removable covers 16 and y16a that belong to openingsin the side or top of chambers H and I. Said levers are secured to short shafts 29 and 2.9, supported in the cylinder wall in insulated bearings81. The levers have one end projecting downwardly vin the piston path, while the other end has toe 30 or 30a that engages beneath the Cover 16 or,16ZL and keeps the levers in a position in which they are held by springs 28 and 28d tensioned between the levers and the covers 16 and 16a, which springs are compressed while the piston sections are in cont'actwith and deflecting the levers 18 and 18a to roel; the shafts 29 or 29, and whenv this contact ceases the springs restore the levers to their normal position where the toes 30 and 305L stop against covers 16 and 16a. The shal'ts 29 and 29a carry respectively the levers 82 and 32a which are similar in form and function. I will describe one of them, say, lever 32 and its associated parts, ally as fully shown in Figure 16. It is secured on sha'lft 29 by a screw 83 passing through the cleft end 34 of lever 32, so that the cleft end may be tightened or loosened. The opposite end cases. cover and protect the plugs 64 and more or lscrews 38 and carried in an insulated sleeve 37 or bearing supported on projection 62 on the engine frame, said projection 62 having a set screw 63 passing through it and bearing against member 37. The end of lever 32 has an insulation or hard rubber segment 35 which at normal times touches the pin 39 and thus breaks the circuit, but when the lever 32 is vibrated slightly by the aforesaid movement of trip lever 18 due to contact of the piston therewith, the insulation 35 leaves its contact with pin 29 and the steel end of arm 32 contacts with pin 39 so that thus the circuit will be closed to allow current to pass and cause the spark plug in the proper eXplosion chamber to produce an igniting spark and set off the charge, for it will be seen that proper wires or other electrical conductors (not shown) will run from the binding nut 38 to one of the spark plugs 64. Ordinarily the trip levers will function to explode the charges in the firing chambers most remote therefrom, but obviously the arrangement of these details may greatly vary in different 17 denotes a hood or shield used to less of the detailed sparking mechanism which I have just described. The spark plugs 64 instead of being directly in the eX- plosion chambers A and B are preferably placed somewhat olf therefrom, so as to be in the cavities of ports 9 and 9a, as this is found to create a more satisfactory combustion of the mixture, but I do not wish to be limited D tothis location.

As already stated one end of the piston carries a hammer head E, and the other end has an extension 46 containing a recess 60, and a sleeve 45 screws into extension 46, so as to leave this recess 60 at the inner end of sleeve 45. See Figure 13. On the end of the cylinder section 1 screws the rounded head 52 provided with a handle 52a. Inside of head 52 is a passage lined with a conical washer 53, and an opening 93 is provided in the handle 52a, in line with said washer. These features are employed to permit a starting device to be used to give the piston a few reciprocations in starting. An example of such a device is shown in Figure 13 and is only one of many that might be used, this being given for the sake of illustration merely. It consists of a long tube 54, that can be passed through the opening 93 in handle 52a and also through the conical lining 53, until the end touches and is stopped by piston head 47. This tube has a handle 55. The inner end of tube 54 is notched or provided with an opening opposite groove 60. lVithin the tube 54 is a rod 57 provided with a rightangled finger 58 adapted to project through the end of the tube 54 sidewise and engage the piston by entering the recess 60. Also the handle 55 is provided with a spring 56 against which bears a trigger 59 forming a part of rod 57 and being pivoted at 61 in the end of handle 55. Spring 56 normally presses against the trigger 59 so as to turn the attached rod 57 on pivot 61 and lift finger 58 out of recess 60. By drawing trigger 59 towards handle 55 with the finger and thus depressing spring 56, the linger 58 may be engaged with recess 60, and then by giving the starter a few movements back and forth by the use of the handle 55 the piston can be started to move in the cylinder and thus the engine set into operation. By'releasing the linger from the trigger, the starter will automatically detach itself from the piston because the linger 58 will be lifted out of groove 60, and then the starter can be removed from the machine.

In Figures 3 and 11 I have shown clearly the mechanism for holding a drill or other tool so that it can be struck by the piston hammer E, and can also berotated partially on each movement so that the drill bit will be more effectively presented to its work. The end of the cylinder section 2, at the end of the chamber K, is covered with a suitable screw cap 43, which has a circular opening therein so that the chuck or drill carrying member 41 can reciprocate through said opening, and carry with it the drill member 90 when it is operating upon its work, both the drill carrier 41 and the end of the drill 90 being in position to be struck by the piston hammer E, all as clearly indicated in the sectional showing in Figure 11. The drill proper 90 is polygonal in cross-section and slides in a similarly shaped passage.` in the carrier 41. The latter is provided with a series of inclined splines or ribs 89 that enter correspondingly inclined grooves in a nut or ring 42 having a aair of pivoted pawls 91 thereon, with or without spring devices, which pawls engage the inner ratchet teeth of a ring 87 that is secured by pins 88 to the inside of the wall of the capr 43. In a space between the inside of cap 43 and the carrier 41 isy a spring44 surrounding the carrier 41 and being tensioned against the ends of spline 89 and a portion of the adjoining face of the nut- 42 and alsoagainst a shoulder inside of cap 43, the function of this spring being to return the chuck and its drill after each blow thereon by the hammer E. As the hammer strikes its blows on the face of block 41 and the end of the sliding drill member 90, when both are exposed to the blow, the spring 44 will be compressed as the carrier 41 moves downwardly against it and the drill 90 will be driven into the rock or other hard material which it is cutting, and after each blow the spring 44 will return the carrier and the drill to their former positions. At each reciprocation of the carrier 41 backwardlyv under the action of the spring the ring 42 will be revolved slightly in consequence of the action of the engaging ribs, for the pawls being in engagement with the teeth of the ring 87, the carrier 41 and the ringliQ will be slightly rotated, just enough to change the position of the drill point, while on the opposite travel of the member 41 and the drill 90 toward the work, they will pursue a rectilineal movement without rotating for the pawls 91 will slip idly over a certain number of teeth, although it will be understood that if desired the parts may be so related that the partial rotation of the drill will take place when `it is being driven toward its work and its return movement will be rectilineal and nonrotative. Further, the drill 9() is provided with a central longitudinal air passage S2 through which air pressure passes from chainber K to blow away the cuttings and dust Vcaused by the action of the drill bit and thus constantly clean out the hole that is being drilled. Air pressure is provided in said chamber Kby the suction actionof the end of the piston in drawing air in through the inlet check valve 40. On the effective driving stroke of the hammer E this air is compressed and driven-into the central passage of the drill with the resul't as stated.

Thus far I havebeen describing the invention as built and adapted for use as a drill or percussion device, for use with rock, coal, concrete, or other hard material, the piston being a free piston, with one end constructed as a hammer or pounder to deal blows upon a toolor other object. But it will be clearly evident that the machine can serve equally nWellas an engine for various purposes, which will be connected to a crankshaft to actuate the same, and for this it is only necessary to add a connecting rod to the piston, and make such alterations as this change may necessitate.

I have illustrated an example of this engine in Figure 17, where the mate-rial parts of the cylinder and piston are the same as in the other figures. Thus the cylinder is duplex, with. a dividing partition 14 between the sections, and on each side of the partition is a large .cylinder-fuel-chamber into which the fuel supply is delivered by supply pipe 81 and its branches 8OV and 7 8 and 79 which enter ports in the fianges 83 and 84 projecting from the walls of the explosion chambers into the fuel chambers. The duplexdifferential piston is the same as before, having elongated hollow portions 11 and l1 together with hollow enlarged portions and 10 in the explosion chambers, the pistonsections being connected by rod 18 for joint operation. The chambers in the piston sections deliver the partially compressed charges to the ports 9 and 9.a passing to the explosion chambers which haveeach an exhaust passage,as 82 and 85, which connect with a common discharge pipe 86.; `andthereare similarly placed spark plugs 6Fl. All these parts then are substantially the same as before,

but the piston insteadof' runningfreely, has

anend member 77 to which a connecting rod 7 3. is pivoted. This rodcarries a crank pin 75 in a crank arm on main shaft 7 6, the connecting rod, pin and crank' being contained Vin crank case72.

The operation of these and all forms of the engine and drill will be clearly understood Yby anyone skilledl in the art from the foregoing explanation ofthe parts and their functions, and it is vunnecessary to enlarge on the same. Many changes in details and proportions and the dimensions and relative location of the mechanical members may be made .without exceeding the scope of the claims.

Having thus described my invention, what I claim vas newA and desire to secure by Letters Patent, is:

l. In an internal combustion engine, the combination of a sectional differential cylinder havingexplosion chambers, having exhaust means at one end and inlet means at the other end,a hollow differential piston containing differential inner fuel chambers and with enlarged portions operating in the explosion chambers, means for transferring the charges from the piston chambers lto the explosion chambers, consisting of ports in the .piston that deliver to the explosion chambers, large inner fuel supply chambers in the cylinder, communicating with the .interior chambersin the piston, a stationary partition dividing said fuel chambers, means for transferring the charges from the cylinder-fuelchambers to the piston-fuel-chambers, consisting of integral extensions on` the explosion chambers that project intothe cylinder-fuelc-hambers, together with inlet means on the said extensions in the cylinder-fuel-chambers to alternately admit separate charges of the mixture into both sections of the, cylinder, all the parts being so arranged as to provide preliminary fuel compression chambers in the interior of the cylinder and piston, from which the fuelmixture is .transferred .tothe explosion chambers.

2. In an internal combustion engine, 'the combination of a sectional tandem differential cylinder having `explosion chambers, provided with ported extensions, exhaust means for each explosion chamber in one end `and a fuel intake at the other end, a differential piston containing differential inner fuel a piston rod passing through the partition and separate fuel inlet means for each cylinder-fuel-chamber controlled by the movement of the piston over the inlet ports in the ported extensions.

3. In an internal combustion engine, the combination of a duplex tandem differential cylinder having explosion chambers, with eX- haust and inlet means, separated a distance from each other, central inner fuel supply chambers, and elongated main bore sections, a diaphragm located between the inner fuel supply sections, a duplex tandem differential piston having elongated hollow members and enlarged hollow inner sections which latter operate in the esplosion chambers, said hollow members and sections forming compression chambers, a connecting rod for the two sections of the piston, means within the piston for holding` the connecting rod, ported barrels in the cylinder-fuel-chambers of the same diameter as the explosion chambers and proj ecting from the wall thereof, the ports thereof being opened and closed by the moving piston, inlet means for the mixture entering said ported barrels, and ignition means in the explosion chambers.

d. ln an internal combustion engine, the combination of a duplex, sectional, tandem, differential cylinder, each cylinder section having an inner central fuel portion of largest diameter, an intermediate portion of smaller diameter serving as a firing chamber, and an outer elongated main portion of still smaller diameter, a stationary partition sepathe two central cylinder-fuel chambers, a duplex, sectional, tandem, differential piston in the cylinder', each piston section having an inner portion of larger diameter and a main long outer portion of smaller diameter, said piston-portion of larger diameter operating in the corresponding cylinder portion of intermediate. size, and said long piston-portion of smaller diameter operating in the corresponding cylinder-portion of smallest diameter, the piston section being hollow throughout, and the chambers in their long main portions of smaller diameter communicating with chambers of larger diameter in the piston-portions of larger diameter, which latter open directly into the central cyl...ider-fnel chambers of largest diameter and remain always in open communication therewith, thus providing in each section of the piston and the co-operating section of the cylinder a preliminary fuel compression chamber comprising a large inner cylinderfuel-chamber, a chamber in the larger portion of the piston and a chamber in the main smaller portion of the piston, which preliminary compression chambers alternately receive fuel charges, means connecting the piston sections for joint reciprocation, and means for transferring the partially compressed charges from the preliminary compression chambers into the firing or explosion chambers for a second and final compression before ignition.

5. In an internal combustion engine, the combination of a dupl X, sectional, tandem, differential cylinder, each ,cylinder section having an inner central fuel portion of largest diameter, an intermediate portion of smaller diameter serving as a firing chamber and formed with a cylindrical extension that projects into the inner central cylinder fuel chamber to accommodate the travel of the piston section therein, and the wall of said firing chamber having an exhaust outlet near one end 0f the chamber and a fuel inlet near the other end, and said cylinder section having moreover an outer elongated main portion of still smaller diameter, a stationary partition separating the two central cylinder-fuel chambers, a duplex, sectional, tandem, differential piston in the cylinder, each piston section having an inner portion of larger diameter and a main long outer portion of smaller diameter, said piston portion of larger diameter operating in the corresponding cylinderportion of intermediate size and its projection into the cylinder-fuel-chamber of largest size, and said long piston-portion of smaller diameter operating in the corresponding cylinderportion of smallest diameter, the piston sections being hollow throughout, and the chambers in their long main portions of smaller diameter communicating with chambers of larger diameter in the piston portions of larger diameter, which latter open directly into the central cylinder-fuel chambers of largest diameter and remain always in open communication therewith, thus providing in each section of the piston and the co-operating section of the cylinder a preliminary fuel compression chamber comprising a large inner cylinder-fuel chamber, a chamber in the larger portion of the piston and a chamber in the main smaller portion of the piston, means connecting the piston sections together for joint reciprocation consisting of a rod passing through the stationary partition and connected to the two piston sections without interfering with the free movement of fuel in the fuel spaces, and means for transferring the fuel charges from the preliminary compression chambers to the fuel entrance into the firing chambers.

6. In an internal combustion engine, the combination of a duplex, sectional, tandem, differential cylinder, each cylinder section having an inner central fuel portion of largest diameter having fuel intake means, an intermediate portion of smaller diameter serving as a firing chamber, surrounding a part of the piston, and formed with a ported Cylindrical extension that projects into the inner central cylinder fuel chamber to accommodate the travel of the piston section therein which covers and vuncovers the port, and the "8 mamme Wal-l of said liring Chamber havin-g an exhaust outlet near one end of the chamber and al fuel inlet near the other end, and said Wall havingl long angular fuel ports therein leading to Said i,. fuel inlet and entering saine so that the exhaust may occur as far as possible from the intake, and said cylinder section having nioreover an outer elongated main portionof still smaller diameter, a stationar7 paltit-ion.sepah m rating the two central cylinder-fuel charnbers, a duplex, sectional, tandem, differential piston in the cylinder, each piston section having an inner portion of larger diameter and a main long outer portion of smaller dialneter, near the end of which are fuel outlet ports Which register atv the end of the stroke with the aforesaid angular ports to deliver fuel to the liring cham-ber, and said piston portion of larger diameter operating in the web a corresponding Cylinder-portion of intermedi M ate Size and its projection into the Cylinderfuel-chaniber of largest size, and said long piston-portion of smaller diameter operating in the corresponding cylinder-portion of smallest diameter, the piston sectionsv being hollow throughout, means consisting of a rod connecting the piston sections together for joint reeip-rocation, all arranged se that the fuel after being prelini'inarily compressed in the interi-or of the piston andthe (zo-operating fuel chamber iny the cylinder may he trans- `erred to the firing chamber.

In testimony whereof I: hereuntolafx. inf; signature.

JOHN V. RICE, am

Images