US1010785A

US1010785A - Gas-engine.

Info

Publication number: US1010785A
Application number: US46238308A
Authority: US
Inventors: William E Nageborn
Original assignee: GRAY MOTOR Co
Current assignee: GRAY MOTOR Co
Priority date: 1908-11-13
Filing date: 1908-11-13
Publication date: 1911-12-05
Anticipated expiration: 1928-12-05

Description

W. E. NAGEBORN. GAS ENGINE.

APPLICATION FILED NOV. 13, 1908.

Patented Dec. 5, 1911 4 SHEETS-SHEET} Artur! W. E; NAGBBORN.

GAS ENGINE.

APPLICATION FILED NOV. 13, 1908.

12010,?85. Patented 5, 1911.

4 SHEETS-SHEET 21 W. E. NAGEBORN.

Patented Dec.,5, 1911.

l v 4 SHEETS-SHEET 3.

Amman:

-W. E. NAGEBORN. GAS ENGINE. Arrmoulon rump NOV. 1a, 1908.

4 SEEETS-SHEET 4.

Patented Dec. 5, 1911.

litm'smn I Juurulur Auunugn 31 (Figs. 2 and 7) is a throttle valve in the casing 6, adapted to be turned to adjust the passage to the port 20, by the handle There are ribs, 21, extend ng vertically across the port 21; 22, are similar ribs across the port 22.

4 The operation of the above described device is as follow .\s the piston 12 commences to rise it produces a partial vacuum in the crank case 3; when said piston is approaching the position shown in Fig. 2, the small apertures 24 through the wall of said piston commence to register with the port 20, thus producing a partial Vacuum in the chamber 30, and causing the fluid to be driven from the reservoir 7 through the pipe 9, and passage 25 into the-cavity 28, and, perhaps, upon the upper surface of the partition 26. The valve 10 prevents the return of the fluid when the pressure is restored in the chamber 30. As the piston 12 continues to rise its lower edge passes me the intake port 22, admitting air to the crank chan'iber 3 and destroying the vacuum in said chamber so that there no longer a suction tending to draw the liquid fuel into the casing G, as above described Upon the downward stroke of the piston 12, air is compressed in the crank case 3, and vhcn the ports 23 register with the port 20 the con'ipressed and heated air is forced into the chamber 230, to assist in vaporizing the liquid fuel on the diaphragm 20 or in the cavity 28. During said downward stroke of the piston the apertures 2t. are kept covered by the walls of the cylinder 2, or the ribs 21 and 22, Figs. 3 and t, as

indicated more particularly in the last named figure. lVhcn the apertures 23 register with the port. 21, the edge 18 at the upper end of the piston 2 passes below the upper edge of the port 20, to open said port and the air compressed in the crank case driven through the port 21, the casing t1, the foraminous diaphragm 2G. and vaporizes and mixes with the iquid fuel and passes through the port 20, to the upper part of the cylinder 2 and displaces the burned products of combustion f'rpm previous stroke through the exhaust port 19. as in the Well understood process of the two-cycle engine. The change in pressure at the air in the t crank case will act through the apertures 21 to distribute the oil in the groove 2-1, should these apertures communicate with such a groove.

What I claim is:

1. In a two-cycle gas engine, the combinationof a. cylinder, a piston therein, said cylinder being provided with a conuu'ession space below said piston and a combustion chamber above said piston, a passageway adapted to term a co'nmimication between said compression space and combustion chamber, a port 20 at the delivery end of said passageway, a port 21 at the intake end of said passageway, an aperture 255 in the piston adapted to register first with the port 20 and then the port 21 on the stroke of said piston, producing a compression in said compression space, a passage for liquid fuel opening into said passagewaydhe piston being provided with an aperture 21 adapted to register with the port 20 at a point intermediate in the up-stroke or said piston.

2. In a two-cycle gas engine, the combination of a cylinder, :1 piston therein, said cytinder being provided with a compression space below said piston and a combustion chamber above said piston. a passageway adapted to form a communication betwwn said compressitm space and combustion chan'iber. a port 20 at the delivery end ot said passageway, a. port 21 at the intake end of said passageway, an aperture. 22 in the piston adapted to register with the port 20. and then the port 21 on the stroke of said piston, producing a compression in said compression space, a passage for liquid fuel opening into said passageway, an aperture 2-1 in the piston adapted to register with the port 20 near the end ot the conmrcssion stroke of said piston and ribs 21 across the inlet port 21 to said passageway adapted to cover the ports 24 during the stroke of the piston, substantially as and for the purpose described.

In testimony whereof, I sign th1s specitication m the presence of two witnesses.

KVILLIAH E. NAGEBO'RN.

Witnesses ALncIA TOWNSEND, ELLIOTT J. STODDARD.