US1356865A - Internal-combustion engine - Google Patents

Description

1. HuTcHlNsoN. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 22, 1919..

' 1,356,865, I Patented ont. 26,1920.

3 SHEETS-SHEET 2 nvanboz l. HUTCHINSON.

INTERNAL COMBUSTION ENGNE.

APPLICATION FILED MAYZZ, |919.

Panted Oct. 26, 1920. 3 SHEETS-SHEET 3 6 w 4 2 5 r H H Ur l l ma 1 N l u x/ l 4 V t I lii11\ 4 11 J l \r|/ .lll II- l J' OB HUTCHINSON, OF BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 26, 1920.

Application filed May 22d, 1919. Serial No. 298,973.

To all w hom t may concern Be it known that I, Jon HU'roHINsoN, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in nternal-Combustion Engines, of which the following is a speciiication.

This invention relates to internal combus tion engines, and more especially to an 1inprovement in engines of the two cycle type wherein the explosion chamber is provided within a sliding sleeve piston.

To this end the invention has generally in view a special construction whereby the fuel charge may be initially compressed by a novel arrangement of parts to rapidly enter the working cylinder, thereby not only having the advantage of effecting a more complete and expeditious scavenge of the said working cylinder, but at the same time rendering the engine unusually efficient, not only at various speeds, but peculiarly capable of low throttling, an unusual feature in two cycle motors,

The present invention proposes to provide a novel engine structure wherein the gaseous fuel is initially drawn from the carburetor at atmospheric pressure into a suitable receiving compartmentbuiltin the engine, and then drawn into a compression chamber in which it is compressed to over fifteen pounds pressure on the expansion stroke of the sleeve piston, and then permitted to rapidly escape into the working cylinder to again be compressed prior to firing. To increase the working efficiency of the engine, intake and exhaust ports of large capacity are utilized, the former being located at a point relatively remote from the exhaust ports thereby eliminating the necessity of a deflector, while at the same time improving the scavenging action.

As a further object the invention contemplates a special construction designed to secure the greatest possible power coupled with efficiency and simplicity in a standardized form of motor without impairing the strength of parts that should be substantial and durable, and also eliminate vibration without increasing the number `of cylinders. ln doing this it is proposed tomake use of the so-called recoil of the moving parts to perform work, instead of being relatively free, which latter causes the vibration refv ferred to, thus utilizing the full effect of such explosion.

rlhe present construction provides otherfeatures which are claimed in applications, Serial Nos. 196,822 and 28d-,482, and which reside in the fact that this motor is a constant compression motor for the reason that the burned gas is displaced in proportion to the amount of new gas entering the cylinder. Contrasted to this, a four cycle motor always displaces the same amount regardless of the amount drawn in and the compression is therefore affected accordingly. L rlhis accounts for the successful low throttling of a four cycle motor, but the constant compression such as provided b v the present invention would be better, particularly, if thel sol herein which are related to and which are improvements on the features of those applications. The present' invention is directed tofspeciic improvements on the construction shown in the applications men# tioned as will be understood from the following description. For example, one feature of the present modification is for the purpose of showing` a simple method of inrreasing the length of the compression and expansion strokes, the fifty cubic inches of gas mentioned in Serial No.h 284,482 and which amount would be used in the constructions shown in Figs. 1 and 2, will not fill the cylinder sufficiently to have more than l inches of this stroke for expansion be fore the exhaust ports open, and in order to lengthen the working stroke over that shownin application, Serial No. 284,482, and in l i2 of the drawings of this application, it is necessary to`r secure a greater" volume of gas so that this will displace more of the burned gas and maintain the quality and purity of the new charge. y y

Part of the present application, particularly that shown in Fig. 4, provides 'for an increase in the size ot the upper end of the sleeve piston suiiicient to receive the packing rings. By this change the outside diameter is one-half inch greater than the inside and the volume drawn in and transferred is increased 28%, or to 64 cubic inches. r1`his extends down in the working cylinder inches as compared to the 4 inches mentioned for a sleeve piston otnorrnal shape, such as is illustrated in Figs. 1 and 2. The ports in the sleeve piston are shortened accordingly and the ports in the cylinder wall are lowered to remain in the middle of the space between the top of the sleeve ports and the inner piston. A cooling feature is provided because to provide for the increasing of the sir/.e oiPA the sleeve piston the bore of the cylinder from the exhaust ports upward is increased to allow for the increased diameter of the upper end of the sleeve piston. This leaves a gap of one-eighth inch between the sleeve and the water jacket of the main cylinder. -By adding a small opening or port in the cylinder wall, cold air may be drawn into this space as the sleeve piston moves up on the expansion stroke, and discharged again on the downward or compression stroke. It will be noticed that because of this increased charge, totaling 64 cubic inches, the position of the exhaust ports is changed, being lowered, and the time oit opening as well as thelength of time of full opening, which is still more than is actually needed, is changed. The space between the sleeve and the cylinder by ca using a circulation of air, will thoroughly cleanse the spark plug pockets and render unnecessary the priming device shown. The combination of air and water cooling functions to advantage beca-use the packing rings on the upper end of the sleeve piston and also those on the inner piston, are in contact with the water jacket. There is only a portion of the sleeve that receives the air and this will tend to hold the temperature constant and give good economy. The sleeve has cool gas entering the inside and cool air on the outside and is safe and dependable.

1n addition to the features hereinbeiore mentioned, the present invention provides a construction for securing connecting rods to the sleeve piston in such a manner as to provide a sleeve piston of minimum weight, long connecting rods, and an equalizing device for counterbalancing the weight and Vpreventing undue wear of the parts.

In addition to the above general features,

.there are also provided details of a particular relation existing between the size and arrangement of the various intake and ex- -haust ports and the position of the movable the equalizing device;

Fig. 4 is an elevation, partly in section, showing the same port arrangement and equalizing device as in Fig. 1 and illustrating a design of the enlarged portion of the sleeve piston head and the annular cooling chamber;

Fig. 5 is a diagram indicating the relative operative stages of the sleeve piston;

Fig. 6 is a diagram indicating the relative operative stages ofthe inner piston.

Similar reference characters designate corresponding parts throughout the several figures of the drawings.

j In carryingthe foregoing general features into effect, the same may be eectively combined in various structural embodiments, and by way of illustrating one simple and practical form reference may be ha d to the accompanying drawings wherein Figs. 1, 2 and 4 show an engine cylinder l having a central bore 2 and water jacket 8, and suitably supported on and secured to the crank case 4 by the bolts 5 or their equivalent. As shown, this cylinder is preferably provided at its crank case end with an annular exhaust passage or chamber 6 which coin- Vmunicates with the bore 2 through a series of exhaust ports 7. The outlet from said exhaust passage or chamber 6 is effected through a pair of diametrically opposite discharge ports 8. `This type of exhaust provides 'for quickly releasing the exi'floded 'charge and materially assists the scavenge,

to permit the entrance of the compressed fuel charge into the working cylinder of the said sleeve as will hereinafter be more fully explained, this ring is formed with a circular 'series of intake openings 11 which are thus located relatively remote 'from the exhaust ports 7, and because of their number and arrangement provide for the rapid and unobstructed entry ofthe fuel into the said working cylinder.

Between the intake and exhaust ports the cylinder is provided with opposite radially disposed spark plug openings 12 which are threaded in the usual manner to receive the spark plugs l), and terminate at their inner ends in the enlarged sparking pockets or recesses 13 which open into the bore 2 and are covered by the reciprocating compression sleeve S except when the live fuel charge is to be ignited. Thus, the points of the plugs are protected by this sleeve from the usual carbon deposits and are always kept in good sparking condition, and the provision of two plugs in the locations shown insures ample ignition facilities.

Referring now more particularly to the sleeve S which reciprocates inthe cylinder bore 2, it will be observed that the same is provided at its upper end with a suitable compressor head 14 having an annularseries of intake ports 15 adapted to register with the openings 11 of the ring 10 at the end of the 11p-stroke ef the sleeve, which isits precompression stroke, to permit the compressed fuel charge to enter the working cylinder or. explosion chamber C of the sleeve S, while the lower portion is provided with a suitable series of exhaust ports 16 to register with the openings`7 of the exhaust chamber 6. The ports 15 are located 'immediately adjacent the convex inner surface, which latter slopes smoothly into the ports 15. A separate set of compression rings 14a are provided above and below the intake ports 15 in the sleeve to insure efn iiciency. The relative length and area of the ports 16 as compared to the size of the ports 7 contribute a very important part of the present invention, the details of which will be further explained. The lower end of the sleeve which extends below the port 16 has formed therewith, and extending laterally from the lower edge thereof, suitable trunnions 17. An annular balance ring-17a embraces the sleeve S and provides a lower bearing surface of the trunnions 17. The ring 17"L has laterally projecting trunnions 1S which support and rest in the intermediate connectioni device 19 mounted on the trunnion. A cap 17 b fits over the trunnions 'i7 and secures them in place by the use of fastening bolts 17C, completing the journal. The construction and use of this balance ring is of marked importance in the present invention.. The pivot pin 20 secures the upper end of the relatively long connecting rods 21 which are two in number and whose lower ends are secured inthe usual manner to the crank portions 22 of the shaft 23, while the crank portion 24 ofthe latter has fitted thereto one end of along connecting rod 25 which is attached in the usual way to an ordinary inner portion'26 adapted to work freely within the lchamber Cof the sleeve S. The structure of the balance ring 17a and the rods 21k isv such that with the sleeve S, they counterbalance the weight of the rod 25 and piston 26, thus evenly dis-v tributing the weight and maintaining perfeet balance while the engine is in operation. This is important in an engine of this character, since when the explosion takes place between the head 14 and piston 26, the rods 21 and 25 are driven in opposite directions, and the forces are completely balanced.

The upper end 9 of the cylinder has'fitted thereto a novel cylinder head unit for closing the same, and in this embodiment of the invention4 it preferably assumes the form of a dome whose special features of construction make possible the desirable and 'necessary compression features heretofore referred to. This cover or dome is designated generally as 27 and may be of the semispherical or bee-hive shape shown, and provided with a suitable attaching flange 2S for receiving the fastenings 29 to detachably connect the dome to the cylinder, While the interior thereof has formed integral therewith a partition wall 30 which divides the said interior into an initial fuel receiving chamber 31 and a fuel compression chamber 32. This wall 30 has a valve seat formed therein and opening into the compression chamber 32, and also has formed thereon the bosses 34 for receiving suitable screws or other fastenings` 35y to secure a spider 36 in position to slidably guide the stem 37 of a valve V onto and olf of its seat' 33, and, as shown, a spring 38 confined between the spider and the head of the valve may be utilized to seat the valve under the ieeuired conditions.

In connection with this valve V however it may be noted that the stem 37 thereof is of hollow formation and has its lower' end split or cut` to form a plurality of yielding clutch fingers 39, while the face of the valve is provided with a closed extension socket 4() which forms a continuation of the hollow bore of the stem and receives the spindle or post ll1 carried by the center of the head 14 of the sleeve S. This formation of the valve has in view the retaining of all possible compression in the chamber 32 by providing the closed socket 40, and alsothe positive unseating of the valve against the tension of the spring 33 on the suction stroke of the sleeve S through the provision of the clutch fingers 39. Thus, it will be apparent gas compression. and continued upward movement of the post 41 will further positively assist this action.

Means. for automatically priming the spark plugs P to insure firing at the proper time is provided by connecting the sparking pockets 13 with the fuel compression chamber 82 by means of a valve passage, Fig. 2. This passage may be of any desired shape or size, but preferably as shown in Fig. 2, consists of the vertical conduit 42 in open communication at one end with a horizontal conduit 43 which leads directly to the pockets 13, while the upper end is in valved communication with an angular passage 44 opening into the floor of the fuel compressor chamber 32. That is to say, the arm of the angular passage 44 which connects with the end of the conduit 42 has a spring pressed ball valve 45 therein which is automatically opened at the compression stroke of the sleeve S to send live fuel to the pockets 13 so that the ignition of the fuel at the end of the compression stroke of the piston 26 within the sleeve is positively insured.

The details of construction which relate most directly to the unusual proportions and arrangements of the intake and exhaust ports and the piston will be understood from the following description. Referring to Figs. 1 and 2, the gas taken into the work* ing cylinder C is only that drawn in by the downward movement of the sleeve piston S and displaced by its upward movement into the initial compression chamber 32. The upward movement of the sleeve piston S compresses the chargeuntil the ports 15 in the sleeve register with the ports 11. in the cylinder extension 10, at which time it enters the working cylinder C and is ready for compression and explosion. The charge after entering the working cylinder C equalizes at atmospheric pressure as the exhaust ports 16 and 7 open their working cylinder to the atmosphere atthe time when the inlet ports 15 and 11 open for the gas to enter. Therefore the working cylinder C will have new gas filling the upper half of the space while the lower half yet retains a portion of the exploded gas at atmospheric pressure. Tt is therefore clear that something should be done in the way of scavenging to expel all of the burned gas or as much of it as possible without losing any of the new gas. The constructions shown in Figs. 1 and 2 are similar to those shown in application, Serial No. 284,482, as regards the dimensions of the pistons. The size and position of the exhaust ports are different in the construction of the present invention as shown in Fig. 4 and is of marked importance. The constructions shown in Figs. 1 and 2 provides the arrangement of the exhaust ports 'i' in the cylinder wall 1 to have a ixed opening equal to one-half the stroke of the regular piston 26 and the port 16 in the sleeve S will have ports of 14 this height or equal to of the stroke of the piston 26. The two pistons S and 26 when moving toward each other must travel a distance equal to a full stroke of either one during which time the burned gas is being forced out, and when the pistons reach this point the exhaust ports close, leaving some burned gas still in the spacewhich is the explosion or compression space and above which is a full charge of new gas. This space is indicated in the drawing by the space between the dotted lines in the working cylinder C. At this point compression is started and there is a condition existing practically the same as now exists in the operation of a four-cycle motor with the difference that in the present construction every other stroke of the piston is not wasted.

Contrasted to the operation ust described, with regard tothe proportion of gases used, is the operation of the construction shown in Fig. 4, which construction involves a veryimportant part of the present invention. As previously described hereinbefore, the increase in the diameter of the head 14 of the sleeve piston S, Fig. 4, providing the extensions 14b for the piston rings 14a increases the volume of gas drawn in and its displacement causes more eiiicient discharge of exhaust gases. The bore 2 of the cylinder 1 must `be larger and as shown in Fig. 4, is greater than the bore at the lower end of the cylinder. The total diameter and the bore of the cylinder must be increased proportionately, whereas the diameter of the piston 26 is unchanged. The increased die ameter of the bore 2 leaves an annular space 22L between the smaller diameter of the sleeve S, the cylinder 2, and the extension 14h. An opening 2b is provided through the cylinder wall and contitutes a communicating port between the space 2L and the atmosphere. Cold air is drawn in through the opening 2b and serves to act as a cooling medium for the moving pistons.

A still further advantage is gained by the fact that the rapidity at which the new gas enters along with some expansion of the new gas after entering the hot chamber C tends toward the expulsion of whatever there is of burned gas remaining in the compression space. This movement provides a much cleaner charge of gas for use when compression begins than is ordinarily found in a four-cycle motor. Tt has always been a difiicult problem to design different sizes of two-cycle motors and determine the proper port opening. This was dueto the necessity of using a portion of the cylinder wall which was necessary to the piston travel, and with no other piston or sleeve to assist, the vresult was either limited port capacity or a lossof through the exhaust port and in all eases very low compression. The present design and port arrangement will apply to any size motor, but for better economy and higher eiiiciency the exhaust port 16 in sleeve S may be reduced in height depending` upon the rapidity and expansion of the new gas. Should the latter expel all of the remaining burned gasfrom the compression space and reach the exhaust ports 7 before they are closed, then the port 16 may be shortened to prevent a loss o'l gas. The shortening of these ports 16 will allow further expansion and a lower exhaust pressure, thus making for greater economy. To arrive at this condition by experimentation, the ports 16 in the sleeve S are cut considerably lower to begin with and gradually increased to the point where proper scavenging and low exhaust pressure meet, and kthis can be accomplished without re-designing another motor.

In order that the explanation just made may be mathematically explainable, it is assumed that there is illustrated an engine with a bore of 4 inches and a stroke of 4 inches. The charge of gas drawn in, for the design shown in Figs. 1 and 2, is approximately 50 cubic inches, or equal to the displacement oi' the sleeve piston during its stroke of 4 inches while the volume of the working cylinder is double this amount, plus the compression space shown opposite the spark plugs and between the two dotted lines. For Fig. 4, the charge of gas drawn in is approximately 64 cubic inches. Vhen the pistons 26 and the sleeve head S move together and have reached4 the dotted lines, the ports 16 of the sleeve S have changed places with the piston 26, the ports 16 having moved down 4 inches and the piston 26 having moved up 4 inches7 stopping at the point shown in Fig. 1 and at the dotted line indicated in Fig. 4. The drawings show the pistons 26 in Fig. 4 positioned below the lower edge of the cylinder exhaust ports for a distance of one-half inch and the upper edge of the sleeve exhaust ports 16 travel past the cylinder exhaust ports 7, also a distance of one-half inch. The sleeve exhaust ports are located lower in the construction shown in Fig. 4 than in the construction shown in Figs. 1 and 2, because of the difference in the compression of the fuel charge. The cylinder' exhaust'ports 7 are 2 inches high and they are located in the middle el the piston Q6 and the sleeve S movement so that the full port lopening is maintained while the piston `26 moves down and up again inch, having a full exhaust port opening during 84 degrees of crank motion, and a 33 degreecrank motion for opening and also a 33 degree crank motion after the period of full opening, for the yperiod of closing. During this time the sleeve S is doing the same function, the total port open- There are shown six sets of these exhaust ports 1.6 7 surrounding the cylinder, each port being one inch in Width and two inches in height, making a total of 12 square inches in area. rhe largest valvethat can be used in the four-cycle engine without trouble from overheating is about two inches in diameter and with an area of about 3.1V square inches oic opening, and the largest overhead valve that can be used in the cylinder of four inches bore is about 1% inches in diameter and with an area of two square inches. Contrasted to such limitations this engine has exhaust openings six times the size of an overhead valve engine and Yfour times that of the largest valve that can be used successfully in any four-cycle motor. ln addition to the full opening of 168 degrees crank motion there is also in the design of Fig. 4 a partial opening during 66 dcgress of crank motion, covering the opening and closing period which adds T1- more to the total opening, making 15 square inches, which is the advantage of this twocycle engine. The complete port opening period is during 150 degrees of the crank motion of each piston or a total of 360 degrees. The compression stroke is 105 degrees of crank motion for each piston, making 210 degrees for a complete stroke, and the same as that el a four-cycle engine having dimensions 4 by inches. The expansion stroke of 105 degrees each or 2E- inches piston travel for each piston makes a working stroke oi 5 inches which is equal to a 'tour-cycle engine with a stroke of inches opening the exhaust at 45 degrees ahead of dead center. This working stroke is made possible by the increased diameter of the headere the sleeve piston which supplies a charge of gas equal to the suction stroke of a ii'our by five andorre-half 4inch four cycle engine.

A further advantage which is to be found in the present construction resides in the fact that the :first 10.5 degrees of crank inotion following the explosion is oi"- the greatest power value, and this portion of the stroke isk doubled, which more than makes up for a slightly lower mean eilective pressure, the latter, however, adding to the economy. Comparing this with the existing two-cycle engines of the same bore and stroke, there is gained a little less than 50 per cent. in the length of the compression stroke and a little less than Oper cent. in the length of the explosion or expansion stroke, with a port opening four times as great. K

Figs. 5 and 6 are diagrams of the four by four engine just described and each of these diagrams indicates what takes place .during the revolution ofthe crank shaity andthe complete movement of each piston. When the 12 inch port area is considered and found to be greater than the area of the cylinder diameter it can be easily seen that the exhaust gas pressure will drop to atmospheric pressure as quickly as the entire cylinder head was suddenly removed. lt is recognized that atmospheric pressure in the working cylinder at the time or before the opening of the inlet ports-is desirable. The inlet ports 15 and 11 are also one inch in width and are of an inch high, having a total area of l?,- square inches, and are opened and closed during a crank motion of 100 degrees, as shown in the diagram of Fig. 5. lith the pressure in the working cylinder C instantly reduced to atmospheric pressure, the inlet ports open and the new charge is transferred by an initial pressure of fifteen pounds above atmospheric pressure and takes its place in the upper end of the sleeve pistons S inside the working cylinder C, and reaching down to the dotted line below the spark plug. rlhis is 51j inches from the sleeve head and by the time this fresh gas reaches this dotted line it has displaced v64 cubic inches of burned gas. At the beginning of the movement toward each other of the sleeve piston S and the piston 26, the sleeve piston S must move down two inches, carrying the fresh gas with it and continuing to push out any remaining burned gas until the fresh gas has reached a point substantially in line with the upper edge of the cylinder exhaust ports. As previously described a large volume of compressed fresh gas will displace substantially 5-1- inches of space and would leave very little if any burned gas in the working cylinder. t is due to this volume of gas that the ports in both sleeve and cylinder are lowered.

From the foregoing it will be apparent that the novel dome construction provides for first drawing the live fuel from the carbureter into the initial fuel receiving chamber 31 at atmospheric pressure, due to the fact that as the sleeve S descends in the cylinder a vacuum is created in the chamber 32, and the valve V is opened by this vacuum and, the assistance of the clutch engagement between the post il and valve Stem, whereby the fuel at low pressure is alsodrawn from 3l into 32 until the end of the suction stroke of the sleeve. Then the upward movement of the sleeve S causes the closing of valve V and 'the compression of the gas in chamber 32 until the head le of the sleeve registers with the intake ports li when the fuel will expand into the chamber C of the sleeve and effect the scavenge of the exploded gases through the exhaust ports 16m?. fter the fresh charge is in the chamber C the sleeve S descends and the piston 26 rises, the plugs P ignite the fuel charge compressed and caged between the head le and piston 2G topcause the working stroke which sends the elements S and 26 in opposite directions to perform their proper functions. These operations are rcpeated during each cycle, and accurately carry out all of the designed and intended operations with precision and efficiency.

In addition to the points of advantage hereinbefore indicated, it will be noted that this construction makes it possible to begin the exhaust port opening opposite the center of the cylinder exhaust ports and to widen this opening equally in both directions.

Vhat I claim is 1. An internal combustion engine of double acting type including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted tomove within said sleeve, a common crank shaft for operating said sleeve and said piston, said sleeve exhaust ports being so arranged as to completely open said cylinder exhaust ports during a motion of 33 degrees revolution of said crank shaft.

2. An internal combustion engine of double acting type including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted to move within said sleeve, a common crank shaft for operating said sleeve and said piston, said exhaust ports being so arranged as to be fully open during S4 degrees of revolution of said crank shaft.

3. An internal combustion engine of double acting type including a cylinder having fuel intakey and exhaust ports, a compression sleeve mounted for movement within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted to move within said sleeve, a common crank shaft for operating said sleeve and said piston, the total area of opening of said exhaust ports being greater than the area of the bore of the engine and arranged to be open during 150 degrees of revolution of said crank shaft.

t. An internal combustion engine of double acting type including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement within ysaid cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder', a

piston adapted to move within said sleeve, a common crank shaft for operating said sleeve and said piston, said exhaust ports in said cylinder being greater in area than kthe area of said piston head and being arranged to remain open during 150 degrees of revolution of said crank shaft, including opening and closing period.

5. An internal combustion engine including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement in said cylinder and having a head, an explosion chamber, intake and exhaust ports adapted to register with said cylinder exhaust ports, a piston adapted to move within said sleeve, said piston being arranged to travel at least one eighth of its stroke below the edge of said exhaust ports in said sleeve and said cylinder when the latter are in registry.

6. In an internal combustion engine, a piston, a crank shaft, a first set of trunnions extending laterally from said piston, an annular ring swivelly mounted on said trunnions and embracing said piston, a second set of trunnions extending laterally from opposite sides of said annular ring, and a connecting rod extending from each of said second set of trunnions to said crank shaft.

7. In an internal combustion engine, a piston, a crank shaft, a first set of trunnions extending "laterally from said piston, an annular ring swivelly mounted on said trunnions and embracing said piston, a second set of trunnions extending at right angles to said first set of trunnions and laterally from opposite sides of said annular ring, and a connecting rod extending from each of said second set of trunnions to said crank shaft.

8. In an internal combustion engine, a piston, a crank shaft, a rst set of trunnionsextending laterally from said piston, an annular ring` swivelly mounted on said trunnions and embracing said piston, a second set of trunnions extending at right angles to said first set of trunnions and laterally from opposite sides of said annular ring, a single intermediate connection member swivelly mounted on each of said second set of trunnions, and a connecting rod pivotally connected to each of said intermediate connecting members and to said crank shaft.

9. In an internal combustion engine, a piston, a crank shaft, a iirst set of trunnions extending laterally from said piston, an annular ring` swivelly mounted on said trunnions and embracing. said piston, a second set of trunnions extending at right angles to said first set of trunnions laterally from opposite sides of said annular ring, single intermediate connection members swivelly mounted on each of said second set of trunnions, a connecting rod pivotally connected to each of said intermediate connection members and to said crank shaft, and a pivot pin securing each of said connecting rods to their respective intermediate connection members and extending in a plane atl right angles t0 Said crank shaft.

10. In an internal combustion engine, a piston, a crank shaft, a first set of trunnions extending laterally from said piston, an annular ring swivelly mounted on said first set of trunnions and embracing said piston, said ring comprising an upper part and a lower part with extensions constituting bearings for said first set of trunnions, a second set of trunnions extending laterally from opposite sides of said annular ring, and a connecting rod extending from each of said second set of trunnions to said crank shaft.

11. In a two cycle internal .combustion engine, a cylinder having intake ports and a plurality of long narrow exhaust ports in the wall thereof, a sleeve piston within said cylinder and having an explosion chamber within said sleeve piston and having a plurality of long narrow exhaust ports adapted to be moved into position over said exhaust ports in said cylinder wall, a second piston within said sleeve piston and adapted to move over and beyond said exhaust ports in its travel, and a common crank shaft for said sleeve piston and said second piston, said exhaust ports in said sleeve piston and said exhaust ports in said cylinder wall being so located that the movement of said sleeve piston and said second piston begins to open the exhaust ports at a point about 105 degrees of the cycle of revolution of said crank shaft.

12. In a two cycle internal combustion engine, a cylinder having intake ports and a plurality of long narrow exhaust ports in the wall thereof, a sleeve piston within said cylinder and having an explosion chamber within said sleeve piston and having a plurality of long narrow exhaust ports adapted to be moved into position over said exhaust ports in said cylinder wall, a second piston within said sleeve piston and adapted to move over and beyond said exhaust ports in its travel, and a common crank shaft for said sleeve piston and said second piston, said exhaust ports in said sleeve piston and said exhaust ports in said cylinder wall being ,so located. that the movement of said sleeve piston and said second piston begins to open the exhaust ports at a point about 105 degrees of the cycle of revolution of said crank shaft and completes the closing of the exhaust ports at a point about 255 degrees of the cycle of revolution of said crank shaft.

In testimony whereof I have hereunto set my hand.

J OB HUTCHINSON.

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