US1019563A

US1019563A - Gas-engine.

Info

Publication number: US1019563A
Application number: US33057708A
Authority: US
Inventors: Julius M Ulrich
Original assignee: WILLIAM RAHR JR
Current assignee: WILLIAM RAHR JR
Priority date: 1908-08-14
Filing date: 1908-08-14
Publication date: 1912-03-05
Anticipated expiration: 1929-03-05

Description

J. M. ULRICH.

I GAS ENGINE. APPLICATION FILED AUG. 14, 1906.

1,019,563, ,l Patented Mar.5,191`2-.

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.51 Y Ji v l 4P 8F J3 i 3 4 4'9 daf Jg y I IM J. M. ULRICH.

GAS Fl.\T(-:INL.V

APPLIGATION FILED 111mm, 190s.

Patented Mar. 5,1912.

2 SHEETS-SHEET z.

JULIUS IVI. ULRICH, OF GREENWICH, CONNECTICUT, ASSIGNOR OF ONE-HALF TO WIL- LIAJVI RAI-IR, JR., OF MANITOWOC, WISGONSIN.

GAS-ENGINE.

Lafrance.

To all whom 'it may concern:

rBe it known that I, JULIUs M. ULRICH, a citizen of the United States, residing in the city of Greenwich, county of Fairfield, State of Connecticut, have invented a new and useful GaseEngine, of which the following is a specification. v

My present invention relates to two-cycle gas engines and one of the main objects thereof is to eliminate any gasolene gas heing taken into or discharged from thecrank case of the engine.

Another objectof my present invention is to produce a novel construction of a; gasolene engine in which the fuel is not formed or used until after the completion of the compression stroke in the crank case' and the feed supply is acquired under compression or forced air circulation.

Another object of my invention is to produce a construction in which there is no possibility of back firing into the crank case and consequent stopping of the engine.

Another object of my invention is to produce a construction in which there is no possibility of the flooding of gasolenevapor into the crank casing and thus prevent the cutting of the bearing parts owing to the oil being thinned by the gasolenc.

Another object of my present invention is to produce a construction in which the highh est speed of the engine may be maintained owing to the production of a propell mix'- ture of gasolene and air instead of a mixture of air, gasolene and oil. h l

Another object of my invention is to produce a novel construction of n carbureter'in which the valve, which controls the admission of fuel thereinto, controlled by the air compressed in the crank case passing through the carbureter.

My invent-ion further consists of a novel construction of a valve which automatically controls vthe vadmission of air to the carbureter.

lt further consists of other novel features of construction, all as will be hereinafter fully set. forth.

ln order to illustrato my invention` l have shown one embodiment thereof which has been found in practice to give good and satisfactory results, although it is to be understood that the nstrumentalities of. which' my inventionconsist may be variously arspecifiatioa f Letters Patent.

'Application filed August 14, 1,906.

Patented Mar. 5, 1912.

Serial No. 330,577

is not limited-to the exact arrangement and organization of instrumentalities as herein shown. l Figure 1 represents a side elevation partly in section of a two-cycle gas 'engine embodying my invention. Fig. 2 represents a longitudinal section of the distributer valve. Figq `represents a section on line --a of F ig. 2. Fig. 4 represents a section on line g/-g/ of Fig. 2.

Similar numerals of reference indicate corresponding parts in the figures.

^ Referring to the drawings :-1 designates the engine. or cylinder casing having a coinbustion 'chamber 2 in which is adapted to travel a piston 3 to which is secured in the usual manner, as at 4, a connecting-rod 5, which is connected with the driving shaft (i in the usual manner, in order to actuate the same, said shaft being located in a lcrank chamber 7 n 10 designates a gear mounted onthe shaft 6 which meshes with an idler 11, said idler 11 meshing with a gear 12 mounted on a shaft 13. y

14 designates a rotary distributer valve mounted on the shaft 13 and adapted to control the entrance and discharge of'air from the atmosphere to they crank chamber and from the crank chamber through theA carbureter to thev cylinder` compression chamber2. The valve 14' comprises lav plu rality of segments 15 and16through which l I extends an air passage or port,17,`said passage or port passing throughthe diametrical 4- axis of the valve. kThe .valve 14 .engagesthe valve bushing 18 which is located inv the .l

valve casing 19. The segment V15 is provided with apertures or recesses` 2O from which extend the seats 21. The segment 16 is pro,- vided in a similar manner with apertures or recesses 22 from whichextend the. seats23, l

15 and the

shaft

13, 26 designate similar springs located in the apertures 22and inshaft 13, said springs 25 and 26 v segments to engage the valve bushing y The segments 15A and 16 `mayj-be suitably cored if desired although this'is not tial under all conditions.

cates by means of ports 28 and-*29 sage 17 with the crank chamber 7. A 30 designates a port throughA which the air is discharged from the crank chamber 7 the air passing through said port 3 0, passage 1-7 and port 31 into the carbureter mixing'or commingling chamber 32.

33 designates a throttle valve mounted within the carbureter casing 34, 'said valve being provided with a t e samemay and pas'- actuated.

be manually 36 designates the fuel inlet which leads l to the float chamber 37.

38 designates the inletcasing having a feedl passage 39 therethrough,'it bein noted that the casing 38 is bent upwardly and adapted to receive at its upper end a disk valve 40 which is movably mounted on a, needle valve 41, the upper end of'ivhich is guided -in a sleeve or tube 42, which has threaded or other engagement with the carbureter casing and provided withan actuating handle 43.

44 designates a spring interposed between I Vthe end of vthe sleeve 42 and the disk valve 40.

The needle valve 41 is actuating handle 60 at its inner en through the feed inlet 39. The feed inlet 39 has at its upper -end a plurality of passages or portsA 46 "which lead throu h the closed upper end of t-hecasing 38, sai ports in the present instance being shown as diverging from the feed n'1et39.

47 designates a by-pass leading from the carbureter chamber 32 and opening into the` upper portion ofthe-float chamber 37, said may' be regulated as designates 'a plunger forV priming the float in the float chamber 37.

50 designates the cylinder inlet .port through which the explosive'mixture passes to the combustion chamber 2.

51 and 52 designate exhaust from the chamber 2 sage 53. v

54 designates a spark plug carried at the upper end of the cylinder l in the usual manner and'constitutes the sparking or ignition mechanism Afor the explosive mixture.

ports leading to the exhaust pas- The crank casing 7 is provided with arms -causing said: .be

essen'- easing Y. T158' eslgn'atesan 011 drain cock. 27 designates the air inlet which communi` handle 35 wherebyl A ports 51 an asiatica,

or'bracketsvf' in order that the same may secured vto a suitable support by means of anydesired fasteningA devices.

designates an aperture through the contigugus the crank chamber 7.

l"l-"lie operation is as follows :'-Assuming that the pisto is at the to of its stroke and travelingmtoward the crank chamber, as the piston noves downwardly, the; air in. the crankj'chamber7 is compressed. The com' pression' offair. in the crank chamberl qontinues until the piston, opens valve 14'is sage l17 will register with and the compressed air asses through said ports and passage intot Ve carbureter chamber 32, it being understoodthat the throttle valve 33v is open at this time. As the comdriven, the ports 30 an 31 thepprtsmt which time owing to .the manner 41n wh`1`ch vthe distributer pressed air passes through the carbureterchamber 32, it causes -the disk valve 40 to be raised and a desired amount of gasoleneis withdrawn, said valve 40 rising and fall- .ing according to thespeed of the-engine and lius the amount of gasolene which is withdrawn will depend upon the speed of the en-m gine.` The explosive mixture' formed by the air and gasolene passes from the 'carbureter port 50 into tlieexplosion or combustion cliamber'2 and vdrives out the Waste products of combustion from the previous explosion which are discharged through d 52, into the exhaust passage 53. The dist-ributer valveA 14 continues -to rotate and closes `,The piston now travels upwardly and a vacuum is formed in the crank'chamber. As this vacuum is being formed, the members 15 and- 16 of the distributer are maintained against the valve walls until the vacuum e passage 17 of the distributer valve 14 coming int-o register with the .

ports

28 and 29 where pon the air is drawn from the air inlet 27 through said

ports

28 and 29, and passage 17 into the crank chamber 7."

en the en'gineruns at normal speed, the valve 40 remains unseated and fuel is admitted t rough the passage 39 under the ioat feed system. When vthe enginestops the spring 44 will cause the disk valve 40 to e positively seated and no flooding of gasolene into the carbureter mixing chamber 32' can take place.

Thethrottle valve is so located thatl when it is closed no pressure is exerted on the supply valve 40 or the needle valve 41, in other words, pressure by throttling is retained in the crank chamber.

is released 'l the carbureter to the combustion chamber must openrin unison with t 1e

supply ports

30 and 31. I am enabled by my novel construction to construct the crank casing of comparatively light material since the liability of eXplosions tiring back thereinto is eliminated, and the amount of oil which it is necessary to employ is reduced toa minimum.

It Will he apparent to those skilled in the art that in my present construction of carbureter, the same embodies a combined lfloat and valve feed.

It vWillnovv be apparent from the foregoing that I have produced a novel and useful construction of a two cycle gas vengine which embodies the features of advantage enumerated as desirable in the statement of invention and the 'above description and While I have, in the present instance, shown and described the preferred embodiment thereof, it is to be understood that it is susceptible of modilication in various particulars Without departing from the spirit and scope of the invention or sacrificing any of its ad- Vantages.

.Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

l. In a two-cycle gas engine, in combination with the combustionrhamber and the crank chamber thereof, a carbureter communicating with said chambers, a drivin shaft, and rotary means actuated thereby tor ccn- -trolling the discharge of air from said crank chamber to' said carbureter and the admission of au' to said crank chamber.

2. In a two-cycle gas englne, 1n combination with the combustion chamber and the crank chamber thereof, a carbureter communicating with said chambers, a driving shaft,

and a distributer valve operatively connected therewith and adapted to admit air to the crank chamber at a predetermined time and to permit on the completion of the compression stroke the discharge of air from said crank chamber to said carbureter.

3. In a two-cycle gas engine, in combina,- tion With the combustion` and crank chamber thereof, a carbureter communicating with said chambers, a driving shaft, and a rotary distributer valve having a port therethrough and operatively connected with said shaft, there being ports for the admission of air to said crank chamber and the discharge of air from said crank chamber to said combustion chamber adapted to register Withv said distributer port and ,there being an in- `let port communicating With the atmosphere and controlled by'said valve.

4. In a two cyclegas engine, the combination with a casing forming the combustion and crank chamber thereof, a carbureter communicating with said chambers, a driving shaft, valve mechanism having a port therethrough operatively connected With said shaft and controlling the delivery of air from the crank chamber to the carbureter, said casing having ports for the admission of air to said crank chamber and the discharge of air from said crank chamber to said combustion chamber and adapted to register with the ort of said valve mechanism, and said casing ports including an inlet port communicating With the crank chamber and with the atmosphere and controlled by said valve mechanism.

Y JULIUS M. ULRICH. Witnesses:

WILLIAM H. HUBBARD,

` ERNEST B.`P1LcHER.

Copiesvof this patent may be obtained for five cents each, by addressing the Commissioner of Patents; Washington, D. G.