US1207342A - Two-stroke gas-engine. - Google Patents

Description

C. H. TAYLOR.

TWO-STROKE GAS ENGINE.

APPLICATION FILED AUG. 13, I914.

Patented Dec. 5, 1916.

3 SHEETS-SHEET I.

C. H. TAYLOR.

TWO-STROKE GAS ENGINE. APPUCATION F lLED AUG. 13, I914 Patented Dec. 5, 1916.

3 SHEETS-SHEET 3 All; it

CHARLES HAROLD TAYLOR, OF MERE, ENGLAND, ASSIGNOR OF ONE-HALF T RICHARD WILSON COURTICE, OF BLOEMFONTEIN, ORANGE FREE STATE, SOUTH AFRICA.

TWO-STROKE GAS-ENGINE.

Application filed august 13, 1914i.

To all whom it may concern Be it known that l, CHARLES HARoLo TAYLOR, a subject of the King of Great Britain, residing at Mere, in the county of Wiltshire, in En land, have invented cer-.

tain new and use 111 Improvements in Two- Stroke Gas-Engines, of which the follow ing is a specification.

This invention relates to improvements in the construction of internal combustion engines of the two stroke type which have a piston with a hollow extension and an auxiliary cylinder embracing same, and which compress air in the crank case and pass it through the piston extension to the combustion space.

The objects of the invention are, first to construct an improved two stroke engine of greater etiiciency than those in use at the present time; second, to provide an engine that can be worked with. crude oil; and, third, to provide means within the engine for supplying fuelto the cylinder when under pressure.

1n the drawings which serve to illustrate the intention: Figure 1 is a transverse section through the engine; Fig. 2 is a transverse section at right angles to Fig. 1; and Fig. 3 is a side elevation partly in section, showing the operation of the valve actuating lever.

Referring to the drawings, 1 is the main cylinder of the engine to which is attached the small auxiliary cylinder 2; the piston 3 works in the cylinder 1 and the hollow plunger .4 attached to the piston 3, works in the cylinder 2, both being provided with packing rings in the ordinary way; 5 is an exhaust port in the cylinder 1, while 6 and 7 are inlet valves for air entering the crank chamber 8. e

The crank shaft 9 is of ordinary construction and carries a cam 10 which actuates the depending lever 12 in one direction against the action of a spring 27; the lever 12 is provided at its upper end with two arms. of which the arm 13 actuates the air valve 11 against the action of the spring 15, while the arm 16 acts as a stop for the plunger 17, when retracted by the spring 18, until it reaches its permanent stop 38; the iii-stroke of the plunger 17 is brought about by the action of a spring 27 upon the Specification of Letters Patent.

Serial No. 856,693.

means of the passage 20. controlled by the non-return valve 21; consequently, except when the power stroke occurs, the pipe 19- ously forced oil; the air will therefore cause the entry of the oil into the pocket 23 of the main cylinder, 21 beinga hot bulb' proecting into the pocket 23 for the purpose of exploding the charge. The valve actuating lever 12 is pivoted at its top end at 25 and hangs downward as a pendulum, carrying the roller 26 at its lower end where it contacts by means of the spring 27 with the cam 10. The cam 10 is provided with the projection 30, and a depression 31, the projection 30 opens the valve 14, and the spring 27 causes the instroke of the plunger 17 when the roller 26 passes over the depression 31 of the cam.

The cycle of operations is as follows: Fig. 1 shows the conclusion of the powerstroke, which having compressed air in the crank case now allows of its delivery into the cylinder 1 through the hollow plunger 1 and 1ts ports 11 by reason of their opening following their withdrawal from the cylinder 2. During the power stroke the descent of the plunger 1 has caused the entry of air into the cylinder 2 through the valve 29, upon its return'the air in the cylinder 2 is compressed, the ports 5 and 11 are closed; consequently the air in the cylinder 1 is compressed also, and there being then suction on the crank case, air will enter through the non-return valves 6 and 7. It should be mentioned here that during the suction stroke of the plunger 4 a few drops of water have been admitted with the injection air and this is vaporized into steam by the heat of compression; the plunger 17 is operated some time before the piston reaches the end of its stroke forcing oil into the passage 22 and the opening of the valve 11 admits the steam and air from the cylinder 2 by which means the oil is sprayed into the cylinder, but combustion is prevented by the steam until the compression is at its maximum when the charge is exploded by the heat of the hot bulb 24. The piston 3 is then driven downward on its powerstroke, opening the exhaust and the ports 11 at the end thereof andthe cycle is then repeated. Several advantages are obtained by this cycle of operll atented Dec. 5, 121d,

llttl CIT ation. Firstly, the air coming from the crank case 8 cools the plunger l and scavenges the cylinder thoroughly, secondly, by admitting the oil before the end of the compression stroke the injection air may be at a lower pressure as the cylinder compression is not at its maximum, and thirdly the plunger 4 is within the water cooled cylinder at the time of greatest heat and therefore will not get too hot. \Vater jackets are also provided as shown, on the main cylinder 1.

It will be noticed that the fuel orifice is situated in a pocket 23 at the side of the cylinder 1; in this pocket between the cylinder 1 and the fuel orifice is situated the hot bulb 24, and before starting the engine up, this hot bulb is heated by means of a blow lamp to a suflicient temperature so that when the oil is sprayed on its face, the heat of the hot bulb plus the heat of the compression causes the oil to ignite; when the engine is once started the heat derived from the explosion is sufficient to keep the hot bulb at a correct temperature.

What I claim as my invention, and desire to secure by Letters Patent is i 1. The combination in a two-stroke internal combustion engine, of a crank case, a hollow piston compressing the contents of the crank case, a hollow extension of the said piston having ports at one end so as to form a passage from the crank case to the opposite side of the piston, an auxiliary injection air cylinder embracing same with ingress and egress valves thereto, an ingress valve for a working air supply on the crank case, a valve casing attached to the compression space of the engine having an air passage and a fuel passage connecting to a common inlet passage, a pipe connecting the said air passage with the egress valve of the air cylinder, a valvecontrolling the supply of air in the air passage, valves and a plunger controlling the supply of fuel in the fuel passage, and means for operating the said plunger at predetermined intervals, substantially as and for the purpose set forth. v

2. The combination in a two-stroke internal combustion engine, of a crank case, a hollow piston compressing the contents of the crank case, a hollow extension of the said piston having ports at one end so as to form a passage from the crank case to the opposite side of the piston, an auxiliary injection air cylinder embracing same with ingress and egress valves thereto, an ingress valve for a working air supply on the crank case, a valve casing attached to the compression space of the engine having an air passage and a fuel passage connecting to a common inlet passage, a pipe connecting the said air passage with the egress valve of the air cylinder, a valve controlling the supply of air in the air passage, a retracting spring thereon, valves and a plunger controlling the supply of fuel in the fuel passage, a retracting spring on the said plunger, :1 pivoted lever, means for oscillating same, an arm on the said lever operating the plunager against the action of its spring, and an arm on the said lever operating the air valve against the action of its spring, all substantially as and for the purpose set forth.

3. The combination in a two-stroke internal combustion engine, of a crank case, a hollow piston compressing the contents of the crank case, a hollow extension of the said piston having ports at one end so as to form a passage from the crank case to the opposite side of the piston, an auxiliary injection air cylinder embracing same with ingress and egress valves thereto, a valve casing attached to the compression space of the engine having an air passage and a fuel passage connecting to a common inlet passage. a pipe connecting the said air passage with the egress valve of the air cylinder, a plungera retracting spring thereon, a suction valve and a delivery valve controlling the supply of fuel in the fuel passage, a valve and a retracting spring thereon controlling the supply of air in the air passage, :1 pivr oted lever, a cam on the crank shaft oscillating same against the action of a spring. an arm on the said lever operating the plunger against the action of a spring, and an arm on the said lever opening the air valve shortly after the fuel delivery valve and before the end of the compression stroke of the piston, all substantially as and for the purpose set forth.

In testimony whereof I have affixed my signature in presence of two witnesses.

CHARLES HAROLD TAYLOR. lVitnesses J 01m VILLIAM Tnomxs, GEORGE WEAVER.

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