US1787599A - Internal-combustion engine - Google Patents

Description

Jan. 6, 1981. B. c. STICKNEY INTERNAL COMBUSTION ENGINE Filed March 14 1927 5 Sheets-Sheet 1 -lllllll-IJ Jan. 6, 1931. B. c. STICKNEY INTERNAL COMBUSTION ENGINE Filed March 14, 1927 5 Sheets-Sheet 2 Jan. 6, 1931. -c, STlcKNEY 1,787,599

INTERNAL COMBUSTION ENGINE Filed March' 14, 1927 5 Sheets-Sheet s Jan. 6, 1931.

B. C. STICKNEY INTERNAL COMBUSTION ENGINE Filed March 14. 1927 5 Sheets-Sheet 4 NW WW WW U U U g 50 d E Q U INVENTOR Jan. '6, 1931. B. c. STICKNEY 1,787,599

INTERNAL COMBUSTION ENGINE Film ed March 14, 1927 5 Sheets-Sheet 5 INVENTOR driving trains to a common crank-shaftyal Patented Jan. 6, 1931 B RN- AM o; sricxnnv, ornILLsInE, vEw JERSEY.

mTnnNAIi-cmvmnsimon [Enema j 1 Application filed llliarch 14, iaa sjerial mamas/- This invention relates to internal combust1on' engines and the valves therefor, and s' v. illustrated as applied to an englnein which;

oppositely-aligned pistons are connectedby though certain features of the valve-mechamsm are also applicable to engines in which the p stons are not opposed. The nvention further relates to improvements in the driv-r 10 ing' trains, particularly in the means ,for

varying the leverage between the pistons and the crank-shaft, and also torthe manner of connecting said means to'the crank-shaft.

V In the preferred form of the inventionthe pistons are arranged with their axes hori I zontal, and the opposed pistons in each pair and cheapness of manufacture and vsimplicare articulated to the upper ends eta-pair of walking beams, the lower endsfof the latter being articulated to pitmen which extend from opposite'sides of the engine, along which said walking beams are ranged, to a common crank-shaft. The space between the heads of the pistons of each pair forms the explosion chamber, part of which is defined by a revolublesleeve or shell which also serves as a rotary valvefor opening and closing ports to periodlcally admlt a gasmixture to the combustion-chamber and to exhaust the burned gas therefrom. ,This Y pistons, and a s ngle spark-plug also serves" valve may be of a type "to enclose the'piston and is caused to revolve oncefor each two revolutions of the crankshaft, and is furthermore providedwith ports which are oppositely arranged for pressure-balancing purposes. The valve or cylinder chest in which said'sleeve or shell revolves has similarly arranged opposite intake-ports and also opposite exhaust-ports The valve, for each .pair of pistons fits directly in a bore of the cylinder-chest, said bore, being of uniform diameter and extending entirely through said chest. The revoluble sleeve or shell is located intermediately of the end portions of said bore, each end portion having fitted therein a fixed sleeve which abuts an end of the revoluble shell; The fixed sleeves and therevoluble shell thus form a pair of colinear cylindersin which the pistons reciprocate. Inthe preferredarrangement of the sleeves, one'fiXe-d sleeve constitutes the cylinaer at one iston; while the, revoluble shell or sleeve andother fixed sleeve constitute the" caused to reciprocate in the revolving "sleeve or shell, the p stons being. cylindrical in form, of small diameter, and of relatively long stroke. By employing the fixed sleeves in conjunction with the revolving sleeve, all the sleeves having a. uniform outside diam eter, the bore, of the cylinder-chest may be uniformin diameter, as already stated. The

sleeves having a (uniform piston-operating 7 cylinder for the'other piston, which is thus 'bore,--pistons of equal diameters and strokes may be fused.

The arrangement of arevolving valve as part'of the englne-cylinder ,conduces to ease ity of construction and operatiomefiiciency and:d'urability, and gives the advantage of a rotary; valve without the dis advai'itage that would arise from a revolving valve of larger diameterthan the cylinder, as would other wise be required ifthefvalve and cylinders are to be coaxial. The revolving valve-shell or sleeve is provided with a worm-wheel :which meshes with a worm upon a wormshaft which'carriesworms for all the valves and is'driven by the crankshaft of the en gine. Each revolving valve serves for two portion of the vrevolving sleeve or valve, and

thebore of said sleeve is constricted at said end portion to keep the capacity-or" the compression space, within the required limit. The immediately adjacent portions of the piston-bores in the adjoining fixed sleeve and in the revolving sleeve also form part of the clearanceor' compression space between the oppositefpiston heads; The two, piston- I boresthus formed may be regarded as being joined by a portion of the revolving sleeve which constitutes the rotary valve proper and which rotates in la valve-chest formed by the surrounding part of the cylinder-chest bore. Intake and exhaust ports in the valvechest part of said bore are respectively in communication with intake and exhaust manifolds which extend the whole length of the system of 'engine-cylinders. The ports in the revolving valves, which register peri odically with said intake and exhaust ports,

are keyed in amanner to avoid unbalancedI pressure; there being on oneside ofeach valve a single middle port and upon the diametrically opposite side of said jvalve two' 5' halfports which are in diflerent zones from said middle port. The ports in the valvechest portion of the aforesaid bore havea corresponding arrangement such that when n the large valve-port reglsters with large V valve-chest port, a passage isopened'into an since at this time the single middle valve 35,. port does not open into the. two small side exhaust-ports in the chest, nor do Qthe two small side ports in the valve open into the single middle port at. the opposite side of the chest. The advantage is gained of hav- .40 ing an equal area of uncovered valve-chest wall on opposite sides of the valves, thus avoiding unbalanced pressure without incurring the disadvantage of having the exhaust-port opened atevery half revolution 4:555:01? the valve. The foregoing explanation applies likewise to the intake ports of the valve-chest, which are served by the same ports in the revolving valve. 7 7

Viewed endwise of the valve-chest bores, ;;there. are in the upper portion of each bore circumferentially-spaced large. intake and exhaust ports. Thelarge exhaust ports open into straightaway conduits which lead up to an exhaust-manifold which extends transversely of the valve-chest bores along the tend L -shaped conduits up to "small side intake-ports in the lower portions of the several valve-chest bores. Below the same may be arranged an exhaust-manifold also extending the length of the cylinder-chest and also opening by L-shaped conduits to small side exhaust-ports in said lower portions of the valve-chest bores The lower intakemanifold extends between the lines of lower exhaust-conduits.

A-'feature of the invention'is that the cylinder-chest structure is made of upper and lower-castings; ---Thesemay be fastened to gether, each casting having therein a row of transverse semi-cyllndrical depressions which, when the castings are securedtogether,

form the aforesaid cylinder and valve chest; bores. Each ofsaid'castings is complete with *its' own water-jacketing and its own manifolds and conduits, and the top cylinderor chest section may be lifted ofi to expo'sethe valves'and the fixed sleeves or shells for examination and detachment, and also exposing the' line of worm-wheels orfthe revoluble sleeves, at the inner ends of which said valves are formed. The worm-shaftis mounted in the upper part of the cylinder-chest. Each vvater-jacketing may have its own inlet 'and' outlet pipes, and hence may be independent of the other water-jacketing Projecting through the upper water-jacketing, and separated from the water-spaces by surrounding thimbles, are spark-plugs arranged in a row close to the upper exhaust manifold and entering the several explosion-chambers along-- side the inner ends of the respective valves, the electrodes extending down through openings in, the fixed shells or sleeves which abut said inner ends of the revolving valves. Each spark-plug is thus at the extreme inner end of one piston-bore and serves the opposite piston-bore through the aforesaidcentral opening or constriction in the revolving valve, which opening or constriction forms part of the compression space of the double-length engine cylinder.

There may be eight pairs of colinearlyarranged pistons making sixteen pistons in all, and these may co-operate with eight walking beams, of which there are four on each side of the engine. Each walking beam is connected to two adjacent pistons; a pin transfixing both of said adj acent pistons and carrying at its ends swivelslides, fitting in slots inthe upper ends of the walking beam. These pins extend through horizontal slots formedin the walls of tubular projections of the cylinder-chest. Said tubular projections extend beyond the water-jacketed portion of the cylinder-chest, and in them are the outer pistons of the cylinder-chest bores, said outer portions having therein the aforesaid fixed sleeves in which the pistons reciprocate. Ooinciding with said slots in said tubular projections, there areslots alsoformed in said llHl I sleeves avoidinterference ofthefreciprocat effect of a couple, which, due to the simul-' tubular bar, which, in order to clear the era-nirshaft and pitmen, joins said arms at points fixed sleeves. Saidslotsin the'tubular pro a jections-of-the cylinder-chest and in the fixed inig piston-pins with said'tubular'projections and said fixed sleeves,said' pins necessarily eX- tendlng from opposite sides of the pistons.

The pistons, by means of said tubular projections, are adequately supportediand guided in their reciprocating strokes. V

The walking beams are f-ulcrumed upona pair of horizontal rods extendingthe length of the engine, these rods beingadjustable up and downyto shift the walking beams, to vary the leverage of the pistons upon the crank" shaft, and thus alterthe length of strolres of thepistons. Thelowerendsjof the walking beams are also slotted and; the lower slots cooperate with 'slides, which are swiveled upon the'ends of transverse pins, on whichlitthe outer ends of pitmen', which extend inwardly to the crank-pins of'the crank-shaft.

The rods upon which the walking beams are fulcrumed, are mountednpon arms which swing about fulcrums located in end walls of the engine-frame and close tothc crank-shaftaXis, to keep down the width of the engine,

The arms at each end of. a rod are joined by a intermediate their fulcrums and shaft-su porting ends. Each tubular bar with the arms at each end, forms a walking-beam shifting frame. For shifting the frames simultaneously, one arm of each frame has wormwheel-sector. Each sector meshes with a worm ora single transverse shaft which is revolved by means-of a rack and pinion. The

rack may be driven by means of a lever or other device convenient to the driver of the engine.: I

Preferably each walking beam consists of a pair of spaced-apart plates joined by a hub, each pair straddling two adjacent enginecylinders onone side of the engine, that two ad'acent pairs of opposed pistons,the two piston-pins transfixing the adjacent pistons, the two walking beams, and the 'pitmen connected thereto form a crank-shaft-revolving unit.

To conduce to smoother running of the crank-shaft, there is employed, in each such unit on one side, a single pitman connected to one of the walking beams, and on the other side a pair of pitmen connected to the other walking beam. The crank-pin ends of the pair of pitmen straddle the crank-pin end of the single pitman, thereby tending to reduce pounding of the crank-shaft by'avoiding the taneous thrusts of single pitman on each side of the crank shafu'would tend to skew said shaft. Thewrists orcross-head pins at the outer ends of the pitmen' work in horizontal ways, whereby the pitmen are guided at said outer ends, whilexup-and-down adjustments Thecranli-shaft may be cut-from a single shaftwithoutforging, the same having a series 1 of eccentric cylindrical millings, whereby adjacent orlglnal' SQC'tlOl'lS of the;

shaft are joined' by wrists formed by said millings, upon which are articulated the in ner ends of the'pitmen. Thedriving trainfrom the engine-pistons to the crank-shaft,

as herein provided for, permits :the use of a very short crank, inasmuch asthe pitmen in each'ofthe four aforesaid crank-shaft drivingun'its are always driven in oppositedirections fromfopposite sides of the axis of the crank-shaft. By reason of the short cranks, the;crank-shaftmay be inexpensively and accurately cut from a shaft which-is originally of very small diameter as oom= pared to ashaftfrem which a crank-shaft of the usual large throw would haveto be cut. The uncut webs of the original shaft may be relatively "thin, thus keeping down the overall length. and thereby conducing to compactness. The uncut webs may also serve conducing to even running. of the engine, particularly since a they are. spaced at. short preferably three, one between every two ad- I to a certain extent as small fly-wheels, thus jacent'sets ofthe crank-pins for the several aforesaid crankshaft-revolving -unit's.

. Other 'feat'uresand advantages will hereinafter appear. v

ln'the accompanying drawings,

Figure 1 is a sectional view taken transversely of the enginethrough one of the crank-shaft driving units.

Figure 2 is: a part-sectional side elevation of the engine, showingat one place an end view of the cylinders, at another place a section through the closed valves, at another placea section through the valves ina differ 7 cut position and showing other portions of the valve-chest,and at another place through the engine-cylinders near the fixed sleeve inner ends at aplace where the spark-plugs enter the cylinders. Other portions of said Figure 2 show different views of the walking beams, their supports and the parts articulated therewith. I

Figure?) is-a sectional plan view, showing the crankshaft and its bearings, and also the arrangement of the four sets of pitmen, etc. Figure 4 is a top plan view of the cylinderchest, showing the manifolds, the waterjacheted' main part of the chest, and the manner of retaining the valve-rotating shaft in said main part.

Figure 5 shows the upper casting detached from the lower casting of the engine,

showing also diagrammatically the cylinder linings or fixed sleeves and valve sleeves, and vthe valve-revolving worm-wheels, etc.

Figure 6 is a*p art-sectional planqviewlof the engine, similar to Figure 4, but showing in detail some ofthe manifolds an'dconduits, the valve driving gearing, the water-jacketing, the pins which transfix the pistons, the

- walking beams,-the pitmen, etc. r

The invention is shown as applied to an internal combustion englne 1n whlch pistons ,lOoperate in pairs. The engine is intended to operate on the usual "four-stroke cycle,

The pistons of each pair have colinear move- 'ments in opposite directions-to and from'a clearance or compression space '11, which is between and is common to two opposite and colinear cylinders injwhich the pistons move. Features of the lnventlonembodied 1n sa1d cylinders will be presently .described in detail. It may be briefly stated at this point, however, that a portion-of the colinear cyl-,

inders, which portion includes the larger part of the ccmpress'ionispace 11, is revol uble, and has ports 12 and-l3 opening from said compression (or clearance) space for. ad mitting and discharging gas intoand from the cylinders. V 1 l Fuel is admitted into each pair of colinear cylinders from an upper intake n1anifold15 and a lower intake manifold 16 when therevoluble'cylinder-ports 12and 13 are in register with'intake ports 18, 19, 20 and 2 1(Figure 2), which, as will be presently described in detail, communicate with said manifolds. The revoluble oylinder portion, hereinafter called'the revoluble sleeve 22, controls, by means of the ports therein, the period of intake of the fuel-charge and also controls the period during which an exploded charge is expelled from the cylinders. The revoluble sleeve 22, or, in other words, the ported portion thereof thus forms a valve, and such a valve is providedfor each p'airof colinear pistons. V v

In the engine herein shown there are eight pairs ofpistons, making sixteen pistons in all. It will be understood that the invention "is not limted to this particular number of pistons and corresponding cylinders. There may be as few as eight pairs of pistons and cylinders, the equivalent of the usual four cylinder engine, or the pairs of pistons and cylinders may be increased to as many as desired. Each revoluble sleeve 22 of the several cylinders is revolubly fitted within a bore formed in a cylinder-chest generally indicated by the number 24. It is a feature of the invention that said cylinder-chest 24 is made in two separable portions, an upper portion 25 and a lower portion 26, for the purpose of facilitating the'inanufacturing and assembling of said cylin der-chest and related parts. By makin the cylinder-chest in two portions, which-are joined along a plane passing through the axes of all the cyl inder-bores, the molding and the machining of the cylinder-chest are substantially siman inclosure for retaining lubricating oil plified. It will also be apparent that by reason of the separable cylinder-chest-portions, the inspection, assembly or removal; of the revolublecylinder-portions in said chest is facilitated. Each 'cylinder-chest-portion is water-jacketed for the usual purpose of dissipatingthe heat of'combustion, so'that' the cylnders do not become overheated. It is a further feature of the invention that by keeping the water-jacketing of the two cylinder chest-portions separate, the use of the otherwise necessary gasketbetween sa1d portlons 1s avolded. The water-spaces formed by the j water-jacketing of the cylinder-chest are in- -;d1cated wherever they appear in the drawings by thelet-ter W. igure 5 shows thecyl= inder-cl1est-portions separated, and it will be seen in said Figure 5 that eachcylinder- V chest-portion includes sem -cylindrlcal por-, trons 28 or the bores in which'the cylinders proper are retained. As shown in Figures 1, 4i and 6, said bores extend beyond the waterjacketed portion of the cylinder-chest, soas to provide for bearings of ample length for the pistons 10. In order that the bores may be thus extended, the cylinder-chest isextended beyond its water-jacketed portion in the' form of tubes 29, said tubes being, of course,

split along the plane in which the cylinder-,

chest-portions are joined.

Theb'ores of the cylinder-chest are of even diameter throughout to facilitate machining.

The separate portions of the cylinder-chest may be fastened togetherby bolts 30, which,

separated after the bores have been ma chined. The dowel-holes are formed in bosses 27, whlch'separate said holes from ad joining water-spaces. The bores may be roughly machined in each separate cylinderchest-portion, but the final finishing of the bores is preferably done when the two cylinder-chest-portions are bolted and doweled together. The assembled cylinder-chestmay be mounted and secured upon platforms 33 formed in frame generally indicated by the number 34, in which, as shown particularly in *igure 1, other portions of the engine, to be described, are mounted. Said frame 34 may be elaborated or modified according to any desired practice, as,.for example, to include 7 The frame 34; herein illustrated serves mainly the usual crank-shaft 35, whichmay be conftOIlS moving in the same direction,

in order to serve formed as mdicated 1n F1gures2, 3 and 6.

nected to the car, or othermechanism whichf the engine is intended to operate,vby means of the usual clutch which is conventionally indicated in Figure 3 at 36., For operatively connecting the pistons .10 and, the crank-shaft 35, there are connected to the pistons walking beams generally indicated by the number 37 Said walking beams are in turn connected to the crank-shaft by pitmen38 and 39, and in a manner which forms a feature of the invention to be described later on.

. Piston-operating cycles take place in recurring sequence with respect to-the several pairs of colinear cylinders. 'According to the usual practice, one pair of pistons is operated in a power-stroke, while another pair of-pisand=at the same time, sucks fuel into its cylinders. Similarly, the exhaust stroke of the first pair of pistons is accompanied by a compression 5 stroke of the second pair of pistons. Hence,

there are always two pairs of pistons operating in similar directions at the same time. Pistons which are operated in similar directions at-the sametime operate in two sidewise adjoining cylinders, so that each two pistons which move in unison insimilar d1- rections may operate on andbe operated by one walking beam 37. By this arrangement the number of pitmen orpairsof pitmen, as will presently appear, is only one-half the number of pistons. Each walking beam'37, two similar pistons, is

' As shown particularly in Figure 2, each the crank-shaft pitmen 38 and '39.

walking beam includes an elongated hub 40, which connects two spaced-apart-plates 41. Said plates and hub form a double walking beam,'which straddles the pair of cylinders for theadjacent similar pistons which said walking beam serves. The pistons of each adjacent pair are transfixed by a common wrist-pin 42, the ends of whichproject into slots 43 formed in upper arms44 of the walking beam (see Figure 1). Sliding'blocks 45, which operate in said upper arm-slots and at the same swivel about'the ends of the piston-wrist-pins 42, are for the purpose of making and completing operative connection between'said upper arms 44 and the pistons which said armsofthe-walkingbeam straddle. Ina similar manner. slots 46 inlower arms 47 of each doublewalking beam have fitted therein sliding blocks 48, which are swiveled upon the ends of cross-head pins, which will be further described, said lower arms 47 being in this manner connected to Said cross-head pins are constrainedto move horizontally in a manner alsoto be described in, detail later on. 'By reason of 'the sliding ing beams,

blocks and 48', and the slots and'the walkthere may be the necessary endwise displacement of said blocks relatively to said walking beams, said endwise displacement being due to the transverse reciprocating-movement of saidblocks as the walking beams oscillate: abouta given center. The

slots 43 and 46 of the walking beams are of suchextent that the fulcrum of the walking beams may be shifted to change the stroke of thelpis'tons in the manner disclosed in my Patent No. 1,753,159, April 1, 1930. By thus changing the stroke of the pistons, the power of the engine maybe varied without the wasteful use of gas. As also shown in said co-pending application, there may be a change in the compression space capacity,

proportionate to the change in piston-stroke, so that irrespective of the length of stroke there-will always be the required degree of compression. In order that the fulcrum of the walking beams may shifted, the entire" walking beams are shifted bodily,-and'are for this purposefulcrumed upon a shiftable rod 49 mounted between swingable arms, which may be designated as an arm 50 at the front endof the engine and. an arm'51' at the rear end of the engine. Said front and rear arms are swung upon studs 52 projecting inwardly from the-front and rear walls 53 and 54, respectively, of the engine-frame "34. I To keep down the over-all width of the engine, said studs 52 are located close to the axis of the crank-shaft 35. In order that a member .68 connecting each pair of the front and rear arms 50 and 51 may be clear of said crank-shaft 35, and the pitmen connected thereto, said member joins said armsat points intermediate of their fulcrums and the rod 49 which supports the walking beams. Said member 68, as shown in Figure 1, may be hollow to keep down weight. Each'pair of front and rear arms 50 and 51 connected by'the member 68, and supporting at their outer ends the fulcrum-rod 49, forms a framein which the walking beams on one side of-the ing beams maybe shifted bodily to change the stroke of the pistons. Means for simul' feach side of the engine, will'be described The fulcrum-rod 49 of eachofs'aid later. frames is also supported at several places between the outer arms 50 and 51 by intermediate arms 50, which also serve to space the walking beams along said; rod. [Said intermediate arms 5 0 project from'the outer armjconnecting member 68 of'said frame.

Having indicated the general features of the means for connecting the pistonstothe 'c-rank sh'aft, and before describing said means in fur thr detail, the cylinders in which said pistons operate will be at thistime further described. As shown in Figure 1, the pistons are cylindrical in form, and elongated engine are supportedand whereby said walks and truly aligned and of equal and the fixed sleeve 55 being fixed in the surrounding right-hand tube chest. The cylinder for each opposite'or leftenough, so that they have a sufiicient extent I of bearing in their respective cylinders. Ac cording to the present embodiment of the invention, eachright-hand piston reciprocates in a cylinder formed by. the bore of the diameters,

29 of the cylinderhand piston is formed by the bore of 'a fixed sleeve 56, which, as shown in Figure 1,:ex itends from the inner end of the revoluble sleeve 22 to the outer end of thesurrounding left-hand tube 29 of the cylinder-chest. Each revoluble sleeve 22' thus'is between opposite ends ,of fixed sleeves 55 and 56. To keep the cubic capacity of the compression'space' 11 -within the required limit, the bore of the revoluble sleeve 22 is constricted at the portion along which are disposed the ports .12

and 13, to anarea, which, as shown in Figure 2, is square in section, although said area may, instead, be circular in section.

. For convenience of illustration the revoluble sleeve- ports 12 and 13, in register with ports 7 2 and 59, respectively, in the cylinderchest, areshown in Figure. 1 as being pro-- der-chest-ports,

' 7 Qleading into aniexhaust manifold .57 and jected upon a vertical plane. In reality, said ports 12 and 13, when in register with cylinare inclined from a vertical plane, as will be evident from an'inspection of Figure 2. Said ports-72 andy59,'shown-in Figure 1, are exhaust ports, the upper port the lower port- 59 leading into a lower ex- 7 haust manifold 58." The revoluble sleeveports-l2 and 13 are disposed on diametrically opposite sides of said revolublesleeve in a .manner indicated inFigure 1, for the purpose of avoiding the effect of. the otherwise unbalanced pressure within said revoluble none of'saidports l2 and 13 shall open their correspondln'gintake and exhaust ports more sleeve. It may be seen that pressure reacting against the valve-chest Wall through the port 12 is exactly and oppositelybalanced 'by the pressure reacting against the'onposite; valvechestwall through the-port's 13,the ports-13 each being half the '12 and staggered or offset in respect to said port lZQ The reason for staggeringtheports area of the single .p ort 13,1relatively1to the port 12 isito provide that than once in a single revolution of the revoluble sleeve 22. i a

Itis a feature that the portsin therevoluble cylinder, sleeveor shell 22' areopposed, to secure internal pressure-jbalance of the en- 'ploding gas. Q'utward pressure of the against any portion ofthe wall of the revolv sleeve or shell tends to force'that portion against the inner surface of the chest 24, but

' undue friction from this cause is avoided by; equal outward, pressure of thegas upon" thee 1 7 'voluble sleeve 22 and the bore ofa fixed sleeve '55, the bores of said sleeves being exactly WVithO'flt pressure-balance. are two-opposed half-ports for suitable manifold groups. ,7

amplitude of porting. .ing on one side of pposite portion of the wallaofthe revolving shell. This lgasepressure-balance is preserved,{notwithstanding the cutting-away of a-portion of the wall to formia port, inasinuch as-the opposite wall of the revolving shell is equally cut away. For speed ofport opening and closing, "and for amplitude of port-open:i ng,the sl1ell' 22 preferably has a single complete system of porting, and one revolution of the shell serves a. complete cycle of operations of the engine; the cycle in this illustrationbeing' intake, compression, explosion-"andexhaust. Preferably the shellportmg is. common, viz;, it co-operates with both intake and exhaust ports of the chest. The shell and the chest portings are co0rdi- .nated so that, in each revolution of the shell, there 18. only one lntaking "one exhausting of spent gas;

of fuel and only Such co-ordina tlon' ncludes the provision of one-half of the commonporting in one side Wall and the In, each revolution, each fractional portings .of the common shell passes the locationfofeach one of the fractional intakes in the chest, and also passes thelocat-ionzof each one of the fractional exhausts in. the chest; but without intaking or exhausting more than once in each revolution. This co-ordination includes the keying of the shell-portings relatively to the chest-portings; that is, the opposed portings of the revolving shell 22 are placed in different zones or belts from each other, whereby each of the opposite shell-portings is keyed. In each revolution they can once only open the chest intakeportlngs',

and once onlyopen the chestexhaust portingsn The intake half-porting on one side of the chest is not in the same zone with the intake half-porting on the-opposite side of the chest; and the same is true of the common shell or. sleeve portings. Hence the shell 22 can :open thechest-intake ports only once in each revolution: ilhegexhaust'halfports inthe opposite'sidesof'the chest iinmediately precede the. intake half-ports, and

a1'e'-si'111ilar thereto in contour and zoning or keying." .Hence the common portings in the revolving Ishell can open'rthe chest-exhaust ports only once in'each revolution. Thus there is secured pressure-balance, speed, and

the revolving shell may be subgdivided'intO quartereports 13, 13, and the half-port (12) zone may; occur between the of the opposed If desired, the portquarter port (13) zones; and the chest-port- .ings may be correspondingly placed, as illustrated, thus affording great nicety of pressure-balance, especially useful if. the. shell is short relatively to its (ll21i118fQ1,311l more especially if the type of revolving ported sleeve or shell is so short as not to surround thepiston at all, but merely encloses the usual combustion-chamber or compressionspace.v i

It; is intorder that the rei 'oluble sleeye ports 12 and 13 may register periodically with the intake and exhaust ports from the valve-chest, that the revoluble sleeve 22 is rotated. According to the usual practice of opening and closing the intake and'ez zhaust ports once in every two revolutionsof-the crankshaft,said revoluble sleeve 22 is rotated at half thespeed of the crank-shaft. Each revoluble sleeve, in order that it may be thus rotated, may have formed thereon a gear 61,

which may be driven b yanother gear .62, mounted on a shaft extending transversely of the several revoluble sleeves 22. The shaft 63 nay be iournaled in a housing 64, which, as shown in. Figurel, may form part of ti e upper cylinder-chest-portion 25 Y andextend-the full length thereof. in order that the shaft may be iournaled in said housing, there may oe formed between the longitudinalwalls of said housing, ass-indicated inFigure 6, transverse webs 65, which may be bored to receive the shaft 63.

to the cranlrrshaft maybe in the form of the usual transmission chain, indicated at 66, Figure 1, and running over'the usual gears of said chain, one end of the sleeve-rotating shaft 63may project beyond the cylinderchest, as indicated at 67, Figure 6. will be understood that the relative diameters of the gears 80 and 80 depend upon the rela' tive speeds of'the crank-shaft and revoluble sleeve-driving shaft 68, the speedof the latter depending upon the relative proportions of the gears 62 thereon and the gears 61011 the revoluble sleeves; all of saiddiameters,

speedsand proportions being designed so that said revolublesleevesrotate at onahalf the.

crank-shaft speed The arrangement of the intake "an d exhaust ports, in the cylinder-chest-bores in. respect jto the cylinder- ports 12 and 13, and also in respect to the intake and exhaust manifolds, will now be described. As already mentioned, two pairs of opposed"cylinders, of which like pistons on each sideof the engine operate in unison, are arranged so that-said pairs are adjacentto one another, as'shown particularly in Figure 2; As already stated, there is anintake manifold 15 in. theupper portion 25 of the ,cylind'eiwchest,and another intake 7 manifold 16 in the lower portion 26 of the cylinder-chest. The ripper intake manifold Means for con 'necting the revolublesleeye dr1vmg shaft 63 In order to be drivenby means:

communicates withthe intakeports 18, 19 in the upper sides of the cylinder-chest-bores by means of conduits 69 and 70, said conduits being ;L-shaped-, because the upper intake manifold 15 is oilsetto one side ofthe ports 18 and 19 communicating therewith. Said ports in the upper-sides of the cylinder-chest-bores.

7 it is a feature of the arrangement of the exhaust. ports Z2 and-78 that substantially straight-away passa 'es 7s: and t '5 therefrom merge injtoeach other said passages open into the upper exhaust manifold 57.. Said feature is best shown in connection with the third pair of colinea'r cylinders from the leftof Figure 2. In a similar manner, passages 89 and 90 from the lower intake ports 20 and 21 merge into one another as they are directed toward the lower intake manifold 16. A'view of said intakepassages as they thus merge into the lower intake manifold is best shown in connection with the second pair of co linear cylinders, from the left, in Figure 2, Viewing theindividualipairs of co linear cylinders endwise, as in Figure 2, there are between the cylindersof each of said pairs and. in the upper portion of the cylinder-chest, the exhau st ports72 and T3 and passages 74 and 75 intake ports 18 and 19 and passages or conduits 69 and 70 being at the outer sides of said each pair of cylinders In the lower portion f of the c-ylinder-cliestthe ports 20 and 21 and passages 89 and99 disposed between the cylinders of each pa r. of colinear cyllnders are for intake, whilethe ports 59 and 60 and passages 91 and-92disposed on the outer side of-said cylinders are for exhaust. The lower intake passages 89 communicate with the lower intake manifold 16, which extends along and within the lower cylindenchest portion'between opposite rows of "said lower intakeQpassa-ges." Similarly, the lower exhaust passages 91 and 92 communicate with take ports are. arranged ondiametrically op .posite sides of the several cylinder-chestbores, andthe. exhaust ports are also so arranged. .-Due to what may be called the reverse dia 'onal arrangement of the ports of .thelower exhaust manifoldhS, which extends I one cylinder in respect to the arrangement of similarports an adjacent cylinder, as ust descr1bed, it 1s necessary that the revoluble sleeves 22 of each pa r of collnea-r cylinrevolublesleeve-gears 61 and the correspond chest-portion 'in which 'formed. The space thus formed, and not ocwall of a fixed sleeve and cylinder-chest-tube 29, in which said fixed common ignition plug 81'. are 1,,the electrodes of said ignition plug,

ing driving gears 62 for the paired revolub'le sleeves in opposite directions, as indicated in Figure 6; v

The inner sides of the housing 6 for the sleeve-driving shaft may extend straight '1 4- var 2 :1; downwardly to me bottom oi the cylindersaid housing is cupied by the sleeve-driving gearing therein, may be filled with lubricant. The lower cylinder-chest-pOrtion may have a trough 76 extending longitudinally thereof for clearing'the gears 61 on the several rotary revoluble sleeves 22. The sides of be finishe d to tormbearings for the sides of the revoluble'sleeve-gear 61, and thus serve to said trough may retain the revoluble sleeves 22 longitudinally of their respective bores "in the cylinderchest. The side wall 77. or the lower-cylinder-chest-portion, whichside Wall also is a side wall of said trough 76, may be tied to the main body of said lower cylinder-chestportion at several places along by. webs T8 which'bridge the top of said trough. c

- To insure retention of the fixed sleeves and 56 longitudinally of their bores, suitable means may be used, as, for example, a key 79, Figure 1, which maybe driventhrough the the 'wall of the sleeve-is retained. i i r Each pair of colinear I cylinders being served by a common rotary valve embodiedin therevoluble sleeve 22, is also served by a As shown in Figwhich projects through the top of the upper cylinderschest-portion, are" just outside the bore in which the left-hand piston, asseen in Figure 1, reciprocates. An opening 82 in'th'e fixed sleeve 56, in which'said'piston recipro cates, is opposite the opening in the upper cylinder-chestportion through which' said ignition plug is inserted. The extreme positions ofthe' piston-heads at the end of an inward or compression stroke are represented by the broken lines 10, Figure 1. In order 7 the. the left-hand pistons may not cover the electrodes at the end of said stroke, the pistonheads of the left-hand pistons must not pass entirely beyond the openings 82' through "which the ignition-plug. electrodes co1ninunicate with the several compression chambers 11. In other words, ccordin'g tothe'arrangement of pa ts shown n Figure 1 the extreme position reached by the piston-head of each left-hand piston mustbesuch as to leave suflicient room between said piston-head and end of the revoluble sleeve 22,- to afford communication between the ignition-plug 'pression chaniheix, As shown in F 4 2 and 6, the openings in-the upper cyhnderits upper edge,

pistons.

" Said slots,

pins and pitmen,

: heretofore,

electrodes and the compression chamber 11 tor proper ignltlon of the charge in said comres l.

chest in which the ignition plugs are 1' 'rted are iiorined in thiinbles 83, which Fl pa ate said openings from the surromnlingwaterspacesin said upper cylinder-chest-portion.

The semi-cylindrical portions of the tubes '29 of the separate cylinder-chest-portions may be stiii'ened by having ribs cast integral 1 with said semi-cylindrical portions,and said ribs, sectionally, may be ofthe form indicated at 84, Figure 2,Iand extend longitudinally of said portions almost to the end thereof. The use of these ribs is optional; Said semi-cylindrical portions of the-tubes, however, should be clamped together-at their ends to secure rigidity. Suitable clamping means for this purpose may consist,,as shown in Figures 4 and 5, of an upper bar and a lower bar 86, said bars spanning a pair of sidewise adjacent tubes 29, and being drawn together to clamp said tube-portions together by a screw 87, which has a clearance hole in the upper bar 85, and is threaded into the lower bar 86. e

As previously mentioned, each walking beam 37 is connected to a pair of sidewise adjacent pistons by means including the transverse wrist-pin 42 which transfixes said To clear said pin as it reciprocates back and forth, the walls of the fixed sleeves 55 and 56 and the cylinder-chest-tubes 29 have slots indicated in Figures 1 and 6 by the number88. In Figure 1 the slots 88 are shown as forming a bearing for the pins 42. however, may clear said pins if they are fixedin their respective pistons.

The lower arms l7 of the several walking beams 37 are connected to the outer ends of the pitmen 38 and 39. A novel feature of the invention is in the arrangement and construction of said pitmen in respect to the walking beamsand crank shaft. Due to the simul-c taneous operation of the oppositely-disposed pistons 10 anexplosion stroke in a pair of colinear cylinders, in which said pistons opcrate. reacts simultaneously upon said pistons; By means of the walking beams'37 and the pitmento be described, the power thus developed is applied at diametrically opposite sides of the crank-shaft for the purpose of balancing the engine and securing smooth running of the crank-shaft; The" aforesaid novel feature of the present invention, which conduces still further. to smooth running of the crank-shaft, is anarrangement of crankwherebyv the opposite thrusts, which said crankshaft receives from or imposes upon the. pitmen connected thereto, are applied in such manneras to avoid the effect of the mechanical couple, which v whenever oppositely-working pitmen were used, tended to skew the shaft.

' axisin the manner shown in Figured CIJ pistons andthepitme'n 38 and scr bed, a crank-shaft driving" unit; 1n the I engineherenr shown, there are feur' such According-to thepresent arrangement of the crank-pins, and considering one pair of opposits walking beams alone, a single crankpin 93' on one side of the crankrshaft is connected to one of'said' walking beams on one .sidev of the engine by a single pitman 38.

theothei: side of'the engine by means of two pitmen 39. The two opposite wallnng beams,

each serving two sidewise adjacent pistons, as already explained, constitute, with sa d 39, ust deunits, since there are sixteeirpistons. in respect'to the several pairs of pitmen, 39and the several'single pitmen' 38, they may be arranged along each side of the crank-shaft According to" said figure, there are at the near side of the cranl'r-shaft axis four walking beams,oi whichonly the lower arms 47 are indicated. The two middle walking beams at said near sid'e are each connected to a single pitinan 38, and the two outer ones are each connected to doubled pitmen 39. On the other side of the crank-shaft axis of the four walking beams indicated by their lower arms l7 thereof, the two outer ones are connected to' a singlepitman 38, and. the two inner ones are connected to doubledpitmen E39. The walking beamsiare all alike in form.

A walkingjbeam that is connected to a single pitman 38 is connectedtc said pitman by means'of a cross head-pin 95 and the previously-mentioned sliding blockS guidedin' the aforesaid slots 46 of the lower walking beam arms 47. Said cross-head-pin extends transversely of a bifurcated outer] end 96' of said single pitman, and is constrained to reciprocatehorizontally by'means of crosshead-blocks 97 guidedin ways 98, projected bed 99 eithe ,engine Each cross-head-block 97', of which upwardly from the frame there are two for each cross-head-pin 95,. is disposed, as shown in figures 2 and 3, between ail/adjacent sliding block 48 and a branch ofthe bifurcated end-96 of the single itman 38.

Each walking beam that is connected to a,

pair of pitmen 88 isconnected to said pitmen by means of cross-head-pins 100, which may be formed at opposite ends of a cross=headbloclr 101 that is constralned to reciprocate horizontally in ways 102 that are similar to the ways 98, just described. The outer ends or heads 01" said pairs of pitmen 38 fit said cross-headqains 100, and each end or head is di sposed, tween an adjacent walking-beam sliding block 48 and an endof its cross head-blocl 101.

Four sets or opposite crank-pins, each'set consist-ingef the singlecranlt-pin 93 and the as shown in Figures 2 and 3, be-,

two opposite crank-pins 94, are arranged in quadrature, as viewedgendwise of the crank; shaft. Longitudinally of the crank-shaft the order of quadrature corresponds to the order in which-similar strokes of the operat in cycles occur throughout the eight pairs" ct colinear cylinders, For eight pairs ofcylinders numbered from 1 to 8, asshown in Figure 6,1and with each single crank-pin 93 or pair of crankepins 94 serving two pistons, in the manner explained, the firing order for the arrangement of the engine, herein shown,

l-5-8 l' --2-67-3. 7 Between each two adjacent sets of crank pins 93 and 94: there may be erank-shaft-joun' had 103, which may rotate in a bearing 104 extending upwardly from the bed 99' of the engine-frame. The rear journal of the crankshaft may have a bearing 105 formed in therear wall 540i the engine-frame. The front crankshaft-1' ournal has a bearing106, which removably fits an opening in the frontengineframe wall and through-which opemng I the crank-shaft may be 1nserted-'and'w1thdrawn. To facilitate the insertion and removal of the crank-shaft the intermediate bearing-standards 107 are detachably secured: to the engine-framebed 99. The-inner ends or heads at the pitmen are-split in the usual manner, the split being conventionallyindicated at 1-16, Figure 1.

,The' circumferential extent of the several ports in the revolublesleeve 22 and also of the intake and exhaust ports'in the'cylinder-- chest-boresmaybe proportioned according to any desired practice of opening and closing the'intake and exhaust ports. The extent,

longitudinally of the cylinders, ofthe intake and exhaust ports should not be less than.

the corresponding extent of the revcluble sleeve-ports co-operating therewithwlt will be apparent that the intake and exhaust ports in the lcylinder-chestbores may be easily made to the reqnired'size, because easy access is had to said ports by reasonoi"? the separable cylinder-chest-rportions, which, in this respect alone, afford afsubstantial, advantage conducing to ease and economy of manufac ture. p r p Each cylinder-chest-portion has its own water inlet and outlet,'an' inlet and outlet being preferably disposed at diagonally opposite corners of the cylinder-chest-portion in which they are formed. Said inlets and outlets are indicated by the number 108 and are connected to the usual radiator (not shown). On account of the outlets in each cylinder beingat substantially the samelevel,

pump (not shown); should be used to. insure proper water circulation. For sl ting the walking taneously" to change the positions of their fulcrum-rods 4-9 respect-to the aforesaid cross-head-plns and plston-wrlst-pms, and

thus ichange the stroke of the pistons, the

beams. simul-' aforementioned frames in i which 3 said rods are supported &lG..Slllfl8d simultaneously. For doing this, each rear arm 4310f said frames may have formedor mounted thereon,

con'centricwith its fulcrum-stud 52, a wormsector 109. By means of said sectors and a shaft -110,hav1ng worms 111 meshlng with said sectors, said walking-beam supporting -frames may, byrotating said shaft, be moved simultaneoufiy in amanner similar to that described in my aforesald Patent Q0.

7 1,753,159. Said shaft may havea gear 112 meshing with a pinionll (Figure 1), which 7 maybe connected to an external lever or Wheel (not shown), so that said shaft may be easily controlled from any desired point or station. Saidshaft 110 may be journaledin webs ll5, which extend lengthwise of the engine-frame and serve also to'stiii'en said frame.

the severalcran'kpins 93 and 9 lare separated fromoneanother and from ad acent crankshaft-journals by webs 119 left by the uncut portions of said rod. Said webs, distributed along the shaft, act as email fly-wheels and conduce to this extent to smooth running of;

I the crank-shaft.

As will be seen in Figure 2, the cylinders are not evenly spaced individually, but are spaced evenly in pairs, each pair having those cylinders inwhich' the pistons, as already explained, move simultaneously in the same direction. The extent to whichthe several pairs of adjacent cylinders are spaced apart and the arrangement of walking beams, pitmen, crank-pins and crank-bearings are mutually dependent .upon each other. Each may, within the scope of'the invention, be

modified somewhat'tosuit the other. The cylinder-spacing and arrangement of the walking beams, etc., as illustrated herein affords a compact engine, easily assembled, and having parts easy of access for repairs, replacement or adjustment. 7 I

The intake manifolds 15 and 16 may be connected to the usual carburetor (not shown). For high speeds of operation fuel maybe forced into the several cylinders by means of a blower or supercharger (not shown), so that a full charge of fuel is supplied to the cylinders at said high speeds.

The exhaust manifolds are connected to the usual mufile'r,or may discharge into the atmosphere.

The upper and lower cylinder-chest- portions 25 and 26, respectively, are so joined that the bottom surface of the-lower wall 120 (Figures 1 and 2) of the upper 'cylinder-.

chest-portion makes close contact With the uppersurface of the upper wall 121 of the lower cylinder-chest-portion, each of said surfaces being machined to a plane for this purpose. .The portions of the bores within.

the water-jacketed portions ofthe cylinderchest are formed in tubes 122 of which the aforesaid outer tubes 29,may be regarded as extensions. The aforesaid intake and ex haust passages are at about the middle of said tubes 122 andextend therefrom radially toward the several aforesaidexhaust and in-. take manifolds. All of said passages, semicylindrical portions ofsaid tubes, walls and manifolds are castintegral with their respective cylinder-chesteportions, and may, by reason of the novel arrangement thereof, as herein set forth, complicated patterns and molds;

Variations may be resorted to within the scope of the invention, and'portions of the improvements may be used without others.

Having thus described .my invention, I claim: I V

1. An internal combustion engine, including a bored chest, at lining in the boreof said chest, saidv lining forming a pair of colinear ary end-portions, and a revoluble intermed1ate fportion, part ofsaid intermediate portion 0 cylinders and consisting of station- 7 rming a compression space common be'cast without the use of 7 to a pair of opposed pistons'working in said cylinders, the compression-space part of said intermedlate port1on1hav1ng ports co-operating with intake and exhaust ports formed in said bore, and means forrevolving said intermediate portion to cause its ports-to per odically register with said intake and exhaust ports. I V

2. In an internal combustion engine including a pair of oppositely-aligned pistons, a cylinder-chest therefor having a bored tube, two sleeves'fitting the bore and being fixed therein, each of said sleeves extending from the ends of said tube toward the middle portion of the lengthwise extent of said tube,

and a revoluble sleeve in said middle portion revolubly fitting said bore, said fixed and revoluble sleeves forming apair of colinear cylinders in which said pistons may 'reciprocate in opposite directions, a portion of said revoluble sleeve forming a common compression or clearance space which includes a portion of said revoluble sleeve, said portions of said revoluble sleeve having ports co operating with intake and exhaust ports formed in said tube. g

3. In an internal combustion engine including a pair of oppositely-aligned pistons,

esa-59a therein, each of said sleeves extending from the ends of said tube toward the middle por-' tion of the lengthwise extent of said tube, and a revoluble sleeve in said middle portion revolubly fitting said bore, said fixed and revoluble sleeves forming a pair of colinear cylinders in which said pistons may reciprocate in opposite directions, a portion of said revoluble sleeve forming a common coiiipression or clearance space which includes a portion of said revoluble sleeve, said portion oi said revoluble sleeve having ports co-oper ating with intake and exhaust ports formed in said tube, the cylinder-chest including waterejacketing which separates said tube from the exterior of the cylinder-chest, said chest also including passages formed therein and coiinecting'the tube intake and exhaust ports to said exterior of said chest. T

4. In an internal combustion engine including a pair of oppositely-aligned pistons, a cylinder-chest therefor having a bored tube, two sleeves fitting the bore and being fixed therein, each of said sleeves extending from the ends of said tube toward the middle portionoif the lengthwise extent of said tube, and a revoluble sleeve in said middle portion revolubly fitting said bore, said fixed and revoluble sleeves forming a pair of colinear cylinders in which said pistons may reciprocate'in opposite directions, a portion of said revoluble sleeve forming a common co1npression or clearance space which includes a portion o f'said revoluble sleeve, said portion of said revoluble sleeve having ports cooperating with intake and exhaust ports formed in said'tube and disposed in thepath of the revoluble sleeve-ports.

5. An internal combustion engine including a plurality of pairs of oppositely aligned pistons, a cylinder-chest therefor having a plurality of bored tubes, one for each pair of pistons, two sleeves in the bore of each tube, said sleeves fitting said bore and being fixed therein, said sleeves extending'from opposite ends of their tube toward theniiddle portion thereof, and a plurality of revoluble sleeves, one for each tube and revolubly fitted in said middle portion thereof, the'fixed and revoluble sleeves in each tube forming a pair of colinear cylinders in which a pair of said pistons may reciprocate in opposite directions from and toward a common compression or clearance space which includes a portion of the revoluble sleeve, the compression-space portion of each revoluble sleeve having ports co-operating with intake and exhaust ports formed in its respective tube, the cylinderchest including water-jacketing which separatessaid tubes-from the exterior of the cylinder-chest, said chest also including passages connecting the several intake and ex- I haust tube ports to the exterior of said chest.

sleeve hav I sides thereof co-operating with intake and ex- An internal combustion engineiiicludinga. plurality of" pairs of oppositely-aligned pistons, a crank-shaft, a cylinder-chest for said pistons, said chest having a plurality of bored cylinder-tubes, one for each pair.

of pistons, and a plurality of revoluble sleeves,

one for each tube revolubly fitted therein,,t -h." revoluble sleeve in each tube forming part oil a pair of colinearcylinders ii wliich apair of said pistons may reciprocate in opposite directions from and toward a common compression or clearance space which includes a portion of the r volulole sleeve, the compression-space portion of each revoluble'sleeve having ports co-operat-ing with intake and exhaust ports formed in, its respective tube, the compression-space portion of each revoluble sleeve also being constricted to limit the cubiccapacity of. the compression or clearance space. i i Q '7. An internal combustion. engine including a cylinder-chesthaving a pair of parallel, side-by-sidebores, two revolublesleeves,

one in each bore, each sleeve serving as a pis-v ton-cylinder, a compression or clearance space in each cylinder, said space including part of the revoluble sleeve, said part of the 'ng ports at diaineti'ically opposite haust ports formed in the cylinder-chest bore in whichit revolves, each bore having intake.

ports disposed at diainetrically opposite sides thereof, said each here; also having exhaust ports disposed at diametrically-opposite sides 1 thereofibuti spaced circumferentially from the intake ports of said eachbore, the direction in which the ports are thus spaced cii--. cumferentially in one here being opposite tothe directionof said spacing in the other bore, the opposite intake ports and the opposite ex,-

haust portso; each bore being diagonally arthere are two exhaust )orts one for each bore 7 J inclined toward each other, and on the oppo site side of said plane two intake ports, one for each bore also inclined toward each other e a V v exhaust passages leading from said exhaust ports, and intake passages leading from said I intake ports, the exhaust passages due to the inclination oi the exhaiist'ports Inerginginto ing a cylinder-chest having a pair of parallel,

side-by-side bores, two revoluble sleeves, one

in. each bore, each sleeve servingas apiston:

ed in fespect to a plane through the axes aid bores so that on one side of sa d plane ing a cylinder-chesthaving a pair of parallel,

' l a v r ports disposed at diametrically-opposite sides thereof, said each bore also having excylinder, a compression or clearance space in each cylinder, said space including part of the revoluble sleeve, said part of the sleeve having ports at dianietrically-opposite sides thereof co-operating wit-h intake and exhaust 'portsfoi'nied vin the cylinder-chest bore in which itrevolves', each bore having intake ports disposed at dianieti-ically-opposite sides thereof, said each bore also having exhaust ports disposed at diametrically-opposite sides" thereof, but spaced l circuinferentially from the intake ports of said each bore, the direction in which the ports are thus spaced circuinferentially in one bore being opposite to the direction of said spacing in the other bore,

the opposite intake ports and the opposite exhaust ports of each bore being diagonally arranged in respect to a plane through the axes of said bores so that on one side of said plane there are two exhaust ports, one for each bore inclined toward each other,-and on the opposite side of said plane two intake ports, one for each bore also inclined toward each other, exhaust passages leading from said exhaust ports, intake passages leading from said intake ports, the exhaust passages due to "the inclination of the exhaust ports merging into one another, the intake passages due to the inclination of the intake ports also merging into one another, the remaining inthe aforesaid diagonal arrangement of all the i ports, an intake manifold and an exhaust manifold with which the intake and exhaust passages respectively on one side of said plane communicate, and another intake manifold and another exhaust manifold with whichthe intake and exhaust p'assageson the opposite side ol said plane communicate.

9. An internal combustion engineincludside-by-side bores, two revoluhle sleeves, one in each bore, each sleeve serving as a pistoncylinder, a co'nipressionor clearance space in reach cylinder, aid space including part of the revoluble'sleeve, said part of the sleeve having ports at diametrically-opposite sides thereof co-operating with intake and exhaust ports formed in the cylinder-chest bore in which it revolves, each bore having intake haust ports disposed at diametrically-opposite sides thereof, but spaced circumferentially from the intake ports of said each bore, the direction in which the ports are thus spaced circuinferentially in one bore being opposite to the direction of said spacing inthe other bore the o osite intake orts and the o posite exhaust ports vof each bore being diagonally arranged in respect to a plane ward each other, and on the opposite side of said plane two intake ports, one for each bore also inclined toward each other, exhaust passages leading, from said exhaust ports, intake passages leading from said intake ports, the exhaust passages due to the inclination of the exhaust ports merging into one another, the intake passages due to the inclination of the intake ports also merging into one another, the remaining intake and exhaust ports of said bores on each side of said plane also having intake and exhaust passages respectively, said remaining ports andtheiipassages being disposed at the outdes of thepair of bores on account of'the aforesaiddiagonal arrangement of all the parts, an i l axe manifold-and an exhaust manifold with: which the intake and exhaust passages respectively on one side of said e communicate, andnnotherintake and otherexhaust manifold with which the intake and exhaust. passages on the opposite :of said planecommunicate, said pas- -es and manifolds being formed integral &1 sai c ii r-chest. r

. An inter:

Aer-chest having a pair of parallel, ayside bores, two i'evoluble sleeve one rider. aconipression or clearance sp ce in c inder, said space including part of revoluble sleeve, said part of the sleeve having ports at diametrically-opposite sides thereof co-operating with intake and exhaust ports formed in the cylindenchestbore in 'which it revolves, eachbore having intake ports'disposed at diametrically-opposite sides of, said (.Ch' bore also having exhaust ports disposed at dianietiically-opposite sides thereof, but spaced circuniferentially from the intake ports of said each bore, the direction inwhich. the ports are thus spaced circuniferentially in one bore being opposite to the direction of said spacing inv the other here, the oppos te intake ports and the OPPO? site exhaust ports of each bore being diagoe nally arranged in respect to a plane; through he axes of said bores so that on one side of said plane there are two exhaust ports, one for each bore inclined towardeach other. and on the opposite side of said plane two intake ports, one for each bore also inclined toward each other, exhaust passages leading from said exhaust ports, intake passages leading from said intake ports, the exhaust passages due to the inclination of the exhaust ports merging into one another, the intake passages due to the inclination of the intake ports alsoj merging into one another, the remaining intake and exhaust ports of said boreson each side ofsaid planealso having 1 combustion engine includnea'ch hore, each sleeve serving 2 apis onilk ins-mac remaining ports and their passages being disposed" at the outer sides of the pair of bores on account ofthe aforesaid diagonal arrange- ;ment of allithe ports, an intake manifold and 'an exhaust manifold with which the intake and exhaust passagesrespectively on. one side of said plane communicate, and another intake manifold and another exhaust man1-' fold with which the intake and exhaust pas; sages on the opposite side of said plane conimunicate, said 'passagesand. manifolds being formed integral with said cylinder-chest, said cylinder-chest consisting of two separable parts which are joined at said plane. I

11'. An internal combustion engine including a two-part cylinder-chest having a plurality of parallel, side-by-side bores, the parts of said cylinder-chest being longitudinally divided and separable and joined at a plane in which lie the axes of said bores, a plurality of revoluble sleeves, one in each-bore, each sleeve serving as apiston-cylinder, a come.

pression or clearance space in each cylinder,

each sleeve having ports at diametrically-op posite sides thereof-co-operating with intake and exhaust ports formed in, the cylinderchest bore in which it revolves, exhaust passages in each chestpartleading from the exhaust ports of the severalbores, and intake passages in each chest part leading from the intake ports of the several bores each chest part having a complete closed intake mani fold and a complete closed exhaust manifold.

12. An internal combustion engine including a two-part cylinder-chest having a plurality of parallel, side-by-side bores, the parts of said cylinder-chest being longitudinally divided and separable and joined at a plane in' which lie the axes of said bores, a plurality of revoluble valve-members, one in each bore, each valve-member having. ports at diametrically-opposite sides thereof co-operating with'intake and exhaust portsformecl in the chest bore in which it revolves, each bore having intake ports disposed at oppositesides thereof, and also havingexhaust ports disposed at opposite sides thereof but spaced from the intake ports of said each bore, the intake and exhaust ports of each o-f the bores in each cylinder-chest part having intake and exhaust passages, respectively, a complete. closed intake manifold and a complete'closed exhaust manifold for one cylinder-chest part and communicating respectivelyonly with the intake and exhaust passages therein, and; another complete closed intake manifold and v another complete closed exhaust manifold for the'other cylinder-chest part and cominuni eating respectively with theintake and exhaust passages only'in said other cylinderchestpart. a j i '13. An internal combustion engine including a two-part cylinder-chest having a Pl'll rality of pairs of parallel, side-by-side bores,

sleeves, one in each'bore, each sleeve serving as a piston-cylinder, a compression or clearance space in each cylinder, said space including part of the revoluble sleeve, said part of each sleeve havingports at diametricallyopposite'sides thereof co-operating with in-. take and exhaust ports formed in the cylinder-chestbore in which it revolves, each bore of a pair. of bores having intake ports disposed at" diainetrically-opposite sides thereof, said each :bore also having exhaust portsdisposedat diametrically-opposite sides thereof but spaced from'the'intake ports of said each bore, the opposite intake ports and the opposite exhaust ports. of each bore of. a pair being diagonally arranged in respect to the plane at which said parts of the cylinderchest are joined, a complete closed intake manifoldand acomplete closed exhaust manifold for one cylinder-chest part and communicatingrespectively only with the intake and exhaust ports therein, and another co1n-. plete closed intake manifoldand another complete closed exhaustmanifold for the other.

' opposed fractional ports in, different zones.

each being both an intake and an exhaust port, opposed fractional intake-ports and opposed fractional exhaust-ports formed in dif-. ferent Zones in said chest, and means for causing saidrcylinder to make one complete revolution for every completecycle of operations of the engine, to cause its opposed fractional portsto register co-ordinately first with thefractional intake ports and then with the fractional exhaust ports of said chest.

15. An engine including a revoluble sheli, a reciprocating piston, a chest in which said shell revolves, said shell provided with opposed portings to secure.internal-pressurebalance,said portings forming a singlecoin plete system common to both intake and exhaust, and means to revolve said shell once for each complete cycle of operations of the portings, and said chest alsohaving a tern of intake-portings coordinated with said shell-portings, so that, in each revo-' lution of the she ll,there 'occursonly'one intaking and only one exhausting, said shell havingits said porting-capacity dividedequally between said opposed common ports, each common port having a fraction of the entlre porting-capacity for both intake and this charge, the chest having its intalie-portings opposed for simultaneous admission, and the Intake-capacity oi the chest-"being divided equally among'its said portings, said chest 'havingalso its "exhaust-ports opposedi'or simultaneous exhaust, the exhaust-capacity of said chest beingequally divided amoi said'exhaust-ports, the respective shell and chest ports bein keyed by means of the locationof the opposed common shell-ports in different belts or zones and by a coordinated location of each of the fractional intake ports and fractional exhaust-ports in the chest, to enable the common shell-ports to pass idly by one set of intake and exhaust chest-poi ings and to register with the other set of intake and exhaust chestp'ortings in each'revolution.v r a 16. An engine lncludmg revoiuble shell, a reciprocating piston, a chest in which said shell revolves said shell rovidecwith ope 7 P posed portings to secure, internal-pressurebalance, said portings forminga single com plete system commonto both intakeand exhaust, andmeans to revolve saidsheljl once for each complete cycle of operations o ithe -en ine said chest havin as steino-f iortings co-ordinated with the shell-portings, so that, in each revolution of the shell, there occursonly one intaking and only .one exhausting, said shell having its said porting capacity divided-equally between ,-sa1doposed 'DOItS each ort havin a fraction of the entire porting-capacity for either intake or discharge, the chest having opposed takesports for simultaneous admissioiniai the intake-capacity of the chest being divided equally among aid ports, saidc'hesthavie-g, also opposed exhaust-ports forls'imultaneous exhaust, the exhaust-capacity of said chest being equally divided between said exhaustports, the respective shell and chest ports being keyed by means of the location of the opposed shell-ports in difierentbelts'or zones and by a co-ordinated location of each of the fractional intake and exhaust ports in the chest, to enable the shell-ports to pass idl one set of chest-portings and to register with the other-set of chestportings"in each revolution, said shell having on one side a common porting in one zoning and having on the other'side a common porting in dii ferent zoning, said chest having intake-portings at its opposite sides, onein onezoaiand one in the other, and said chest also having 'exhaust-portings on its opposite sides, one in one zoning andone'i-n the other.

17. An engine including a revoluble shell, a reciprocatinglpiston, a chest in which said shell revolves, said shell'p rovidedvvith op-' haustin osed oortin s to secure internalressure- 1, .7 balance, said portmgs rorming a single complete system common. to both intake and exhaust, and means to revolve said shell once for each complete cycle of operations of the engine, said chest having a system of portings co-ordinated Wlthtlls. shell-portings, so

that, in each'revolution of theshell, there? occurs only on intaking and only one canv said shell having its said porting capacity divided equally between said opposed portsfeach port haying a fraction of the entire porting-capacity for either intake or discharge, the chest having opposed intake-portsfor simultaneous admission, and the intake-ca'pacity of the chest being divided equally among said ports, said chest'having also opposed exhaust-ports for simultaneous exhaust, the exhaust-capacity of said chest being equally divided between said exhaust ports,th'e respective shell and chest ports being keyed by means of the location of the opposed shell-ports in different belts or zones and by a co ordinated location of each of the fractional intake and exhaust ports in the of the,shellxoccurring between the quarter port zones, and the chest-portings heingrcor respondingly placed..- I l 1.8.=An internal combustion engine includ-I ing a. plurality of pairs of pistons, the pistons vin each pairibeing coli-near, a crank-shaft driven by. thepistons, aicylinder-chest for said pistons, said chest having a plurality of bored cylinder tubes, one tube for-each pair of colinear pistons, and a plurality of revoluble sleeves, one fitted in each tube, the revoluble "sleeve in each tube forming-one of colinear cylinders in which a colinear pair of said pistonsreciprocate oppositely to each other frornand towards common compression or clearance space which includes a por tion of the revoluble sleeve, the compressionspace portion of veach--revoluble sleeve having ports loo-operating with intake and exhaust-ports formed'in its respective tube, and means operati-veily connecting said revoluble sleeves andJcrank-shaft for rotating said sleeves 'andlthereby causing their portsto periodically register with said intake and ex} hau st ports. e 7 7 .19. An internal combustion engine includ ing a plurality of pairs of pistons, the pistons in each pairbeing colinear, a crankshaft driven by the pistons, a cylindenchest for said pistons, said chest having a plurality of bored cylinder-tubes, one tube for each Y pair of colinear pistons, and a plurality of revoluble sleeves, one-fittedin each tube,'the

revoluble sleeve in each tube forming one of colinear cylinders in which a colinear pair of said pistons reciprocate oppositely to each other from and toward a common compression or clearance space which included a portion of the revoluble sleeve, the compressionspace portion of each revoluble sleeve having ports co-operating with intake and exhaust ports formed in its res aective tube, means operatively connecting said revoluble sleeves and crank-shaft forrotating said sleeves and thereby causing their ports to periodically register with said intake and exhaust ports, and a plurality of ignition plugs, one for each pair of colinear cylinders, each of said out of the circumferential zone of the opposed complementary porting, correspondingly disposed complementary intake port-- ings succeeded by complementary exhaust portings all formed in said innerwall of said chest and located to effect co-operative registration of said shell-portings with each of the intake and exhaust portings in said chestwall only once in each cycle of two revolu- ,tions of the crank-shaft,whereby the shellportings may pass idly by the chest-portings at appropriate portions of the shell revolution, and means connecting said shell and crank-shaft, whereby said shell is revolved to cause registration of the shell-ports only once i in each cycle with the intake and exhaust ports in said chest-wall.

21. An engine including a reciprocating piston and a revoluble valve-member, a bored chest 1nwh1ch said valve-member revolves, said valve-member prov1ded-w1th opposed fractionalgports, each of which'is common to both intake and exhaust, said ports in different zones, opposed fractional intake-ports and opposed fractional exhaust ports being formed incorrespondingly dit terent Zones in said chest, saidvalve-ports being keyed with said chest-ports, and means for revolving said valve in a single plane to cause its said fractional common ports to register first with fractional exhaust-ports of ports of said chest.

22. An internal combustion engine includ mg a revoluble valve,,a piston, a chest to which said valve is fitted and in which it revolves, said valve enclosing i a compression space, said valve having asingle common port of'given area disposed in one-zone opposite .to two half-area common ports in'other zones for pressure-balancing purposes, a set of intake-ports correspondingly formed and zoned in said chest, a set of exhaust-ports also correspondingly formed and Zoned in said chest, the'ports in said valve being cooperative with both said intake-ports and said exhaustports, and means for revolving said valve to causelts opposite common portsin each cycle to register first with said exhaust-ports and then with said intake-ports, at one portion of the revolution of said valve, and to pass idly by both said exhaust-ports and said intakeports at another portion of the revolution' of said valve. 1 5

23. An internal combustion engine, includ ing a crank-shaft, a revoluble shell, a piston connected tosaid crank-shaft, a chest'in which said shell revolves, said shell havingfraction a l ports oppositely disposed for pressure-balancing purposes, and staggered in diiferent Zones, said ports common to both intake and exhaust, said chest having similarly-disposed and staggered opposite intake-ports and 0p posite exhaust-portsii'ormed in said chest'to effect co-operative registration of ports only once ineach revolutionof the shell, an d means connecting-said shell and crank-shaft whereby said shell is revolved to cause its portsto register successively with said intake and ex hanst ports only once'in each revolution of said shell.

' 24. An internal combustion engine includinga two-part cylinder-chest having a plurality of parallel side-by-side bores, the parts of said cylinder-chest being divided longitudinally of said bores and separable and joined inaplane in which lie the axes of said- .bores, and a plurality ofrevoluble valves, one

in each bore, each valve having ports co-operating with intake and exhaust portsformed in the cylinder-chest bore in which it revolves, each of said chest parts having an integral complete closed manifold which is out'of communication with the porting in the other chest part. r e

25. An internal combustion engine including a two-part cylinder-chest having a plurality of parallel side-by-side bores, the parts {of said cylinder-chest being divided longitudinally of said bores and separable and joined in a plane in which lie the axes of said bores, and a plurality of revoluble valves, one in eachbore, each valve having ports co-operating with intake and exhaust ports formed in the" cylinder-chest bore in which it re-. volves, each of said cylinder-chest parts havsaidchest and then with fractional intake-

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