US1260847A

US1260847A - Explosive-engine.

Info

Publication number: US1260847A
Application number: US86370?14A
Authority: US
Inventors: Alexander Winton
Original assignee: Winton Gas Engine & Manufacturing Co
Current assignee: Winton Gas Engine & Manufacturing Co
Publication date: 1918-03-26
Anticipated expiration: 1935-03-26

Description

A. WlNTON,

EXPLOSIVE ENGINE.

APPLIEAUON FILED SEPT. 26. mm.

1 ,260,847. Patented Mar. 26, 1918.

llhi #7255555; M l 27 2/2550]: V you Q Q A. WiN

ExPLnswE TON,

ENGMB Patented Mar. 26, 1918.

z/iy M55555:

A. WINTON.

EXPLUSIVE ENGINE,

APPLICAHON HLED SEPT. 25 19:4.

1,260,847. Patented Mar. 26, 1918.

6 SHEETSSHEEI E.

the governor structure of the cam shaft and trough.

ALEXANDER women. or LAKEWOOD,

OHIO, ASSIGNOB, TO THE WIN'I'ON GAS ENGINE 8n MANUFACTURING comrnnr, or CLEVELAND, 01110, A CORPORATION or OHIO.

EXPLOSIVE'ENGINE.

To all whom it may concern:

Be it known that I, ALEXANDER WINTON, a citizen of the United States, residing at Lakewood, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Inu irovements in Explosive'Engines, of which the following is a specification. i

This invention relates to improvements in internal combustion motors and particularly to devices of that character using fuel oil and operatir'ig under'high compression. 5

More specifically the invention relates to a suitable water circulating system for an internal combustion motor, tostruct'ural de tails in conjunction with the exhaust and the water circulating system, and to other features hereinafterset description. drawings and claims.

Referring tothe drawings, Eigure 1 is a side elevation of the engine, designated hereinafter as the cam shaft side; Fig. 2 is an elevation ofthe exhaust side showing parts broken away; Fig. 3 is an end elevation of the first cylinder and is a view taken behind with parts broken away to more clearly set forth the details; Fig. :5. 's a sectional view through the fuel pump: Fig. 4- is a top plan View of the engine; Fig. 5 is a sectional view through one of the heads and upper part of the cylinders .SllllWlflg the valveconstruction; Fig. 6 is a .view partlyjn elevation arra in sec- .tionshowiugthe fuel pump mechanism; Fig. TI. is a view ofnaunit of two cyliuders, one being. shown with the head removed .the other WltllljfililOHS of head broken away; the exhaust hcad end. portion of the cam shaft being shown partiallyin plan and partially insection; Fig. 9 is a view of the upper portion of two adjacent cylinders with parts 1 broken away to show thecirculating system and the airinlct; Fi 9iis an elevation of a portion of the cam s left side of the motor setting forth the oiling system; Fig. 10 is a section through the cam shaft and trough; and Fig. 11 is a top plan View of a section In carrying out my invention any pre; ferred formand. construction of parts may be em 'iloyed so long as HmypoSsP s the necessary.characteristics, but l have shown one arrangement which is effective, and in such Specification of Letters Patent.

forth in the following Patented Mar. 26, 1918.

Application filed September 26, 1914. Serial No. 863.70.

embodiment the several parts will be described, and the mmnlete operation will then be given.

Crank case tmature.

The crank case structure may be (many desired construction, and. its detailstogether with the crank shaft and its bearings are not shown, for the reason that they form no important The crank case structure itself comprises a lower base portion 1 mounted upon a suitable structure 2 and supporting the upper crank case member 3. These parts inc-lose a suitable crank shaft upon which is mounted a balance wheel 4. The forward portion of the crank case is adapted to receive suitable gearing and another mechanism for operating a suitable air pump structure 5,

the details of which form no important part of the invention, it only being important that it should furnish airunder pressure for the mixturewhich is inserted through the fuel valve to he described. The crank shaft is also connected. through suitable gearing to a governor 6 s own in elevation merely, be cause its details do not enter into the combination. This governor, however, is provided withthe usual grooved member 7 for actuating theinlet of fuel aswill later an ear. I The upper half 30!. the crank case is providedon the exhaust side of the engine in the upper corner with a longitudinally diss posed port 8 adaptedwto be connected to a suitable pipe 9 preferably leading to apoint out of the building so as to mufile the noise of the air intakes which are connected to this channel. At each of the cylinders there. is a port 10 for a purpose to be described. J i

-. Cylinder-structure.

There are preferably six. cylinders employed, and" each comprises a 'niai cylinder body 11 provided with a suitable water jackct'12 and a lower sup orting flange 13 adapted to be secured to t 1e upper member 3 of the crank case. Each cylinder .is 0 en at its upper end, as shown in Fig. 7, am is faced off to receive the cylinder head structure to be described. At the upper end of the cylinder the face is cut away at let at 7 art of the invention, and may be of any pre erred arrangement.

diametrically opposed points to allow for the operation of the valves, as will later apear. On the exhaust side each cylinder jacket is provided with a finished portion 1 5 provided with an outlet port 16 for a purpose to be described. At a lower point on thesame side of the cylinder, the jacket is provided with a finished boss 17 connected to a flange 18 in turn connected to a hand operated valve 19, this valve in turn being connected to a water inlet manifold pipe 20. Each cylinder is provided on the exhaust side and preferably toward one side with a cast air inlet member 21 having a port 22 ,therein communicating with one of the ports 10 and opening out at the top, as shown in Fig. 7, the upper end of this member being finished with the top of the cylinder. Diametrically opposed to this air inlet member is a pet-cock or relief valve 23 of any desired structure, and this is in communication with the interior structure through a suitable port 24, shown in dotted lines in Fig. 7. This pct-cock and relief valve may be utilized for any of the purposes to which such devices are applicable.

Cylinder head.

Each cylinder is provided with a head 25 which is hollow to form a water space. Integral with the wall of the head are suit able vertically disposed ribs 26 provided with openings 27 for receiving suitable bolls or studs for holding the head in place. The head is provided upon its bottom with an exhaust valve opening 28 having a seat 29 and with an air inlet openin 30 provided with a seat 31. A suitable ex iaust housing 32 extends into the hollow head and establishes communication with the opening 28 and an opening 33 in the exhaust elbow 34 exlcndin out beyond the side of the cylinder. This cl )ow and housing are formed integral with the head and the head itself and the elbow are formed integral with a water jacket elbow portion 35, these parts tenninnting in a horizontally disposed flange 36 beyond the side of the cylinderl The opening 30 communicates with an air inlet housing 37 formed integral with the head and extending out and in conmmnication with an air inlet elbow ;l8, thc lower c-dgc of said elbow being finished and being flush with the lower edge of the head and arranged in position to ('ouununicale with lhc opening 22 in the air inlet member 21. 'lhe water jacket portion of the exhaust Ull-M'HV structure is provided with suital'ilc porls 39, preferably three in number, extending through the liango 36, as shown in liigs. 7 and 8. Each head 25 is also pro vidcd with waler outlet connection 40 terminaiing in a horizontally disposed flange 41. as shown in Figs. 1, 3 and 7.

Between the air inlet valve and the exhaust valve the head is provided with a solid guide portion 42, as shown in Fig. 5, and this guide portion receives a primary fuel and air mixing valve strlfcture comprising a tubular member 43 having at its lower end a valve seat 44, and at its upper end a flange 4.5 adapted to be secured to the c linder. Above this flange is a suitable stufiing box sleeve portion 46 adapted to receive a stufiing liox structure which surrounds a valve stem 48. This valve stem is provided at its lower end with a valve 49 for engaging the seat 44. Above the flange 45, the tubular member is provided with a suitable air inlet 50 and a fuel inlet 51 and between these inlets and the valve 49, the valve stem 48 is provided with a plurality of bathing flanges and recesses which thoroughly mix the fuel and a certain volume of air for the primary mixture. This structure, however, torms no part of ibis invention but is included in other'applirations already on file-viz. the applicants copcnding application for valve structures for internal combustion motors, filed April 27, 1914, Serial No. R34,738, and his applicalion for mixing and admission valve structures for internalv combustion motors, filed June 25, 1914, Serial No. 847,271. The valve 49 is normally held seated by a spring 52 engaging the smiling box structure at one end and a washer 53 held in'place with respect to the valve stem by a split ring struclure 54 engaging in a groove 55 in the valve stem.

The exhaust opening 28 and the air inlet opening 30 are both provided with valve mechanism, and since the mechanisnr in bolh instances is the same a description of one will suffice for both. Each valve structure comprises a valve stem 56 guided in lhc head and having at its lower end a mushroom valve 57 adapted for engagement with lho seat. The upper end of the stem is guided in the head and is surrounded by a spring 57, this spring engaging l'he'hcad at one end and at the other end engaging a washer 58 held in place upon the stem by a split ring 59 arranged in a roove 60 in the stem.

Each cylinder head is held in alinrnn-nl' upon -its corresponding cylinder by :1 reduced portion 61 engaging within a ram .s (i2 formed in the upper part of the cyliudi and is forced into place by suitable bolls (H studs 63.. When the piston head is in plilt't', the opening in the air inlet elbow 38 comnnmicatos with the opening 21 as lwroiulwfore stated.

lliP/MUHSI rmm'ifold and vim/e1 oirrrwlmv'lrr/ system.

So far as the exhaust manifold strucluriis concerned, the cylinders are arranged in pair, and each pair is provided with a manifold having a water circulation about the same, and each of those manifold units dr sections consists of an outer casing 64 provided at each endwith a flange 65 and on the side toward the cylinders with other flanges 66, the latter being provided with openings 67 communicatin' with the openings 16 in the cylinders. T e outer end of one of the manifold units is provided with a plate or cover 64, while the opposite end of the manifold unit at the opposite end of the engine receives a face plate 64", to which is connected an exhaust pipe 64.

at the ends-are extended inward beyond the wall 64 and are integral with an exhaust housing. 68 provided with an'exhaust channel or passage 69 communicating by suitable openings 7 0 with the exhaust openlng in the corresponding exhaust elbow. The upper surface of the manifold member is finished to receive the flanges 36 which are held in place by :suitable 'bolts or cap screws 71.; ietween the

walls

64 and 68 there is a cham- The flanges trough also includes a front side 86 and 1a rear side 87 the ends of each trough section bein open. Within each trough are three bearings 88, there. being one near each end and one between the two cylinders, and these. bearings support, so far as this section is concerned, a cam shaft 89 provided adjacent each cylinder with an exhaust cam 90, a timer a mum air inlet cam 92, these cams being properly timed in order to bring about the proper operation of the engine. Secured upon the top of the trough section is a cover comprising a rear portion 93 and an outside portion 94, these two portions bein provided with notches 95 and upward y extending flanges 96 above each -of the cams to permit the entry of the demanding,v portions 97 of the valve rocker arms 93 These rocker arms are all alike and each is pro vided witha roller 99 for engaging the her 72 fnrinuttj whicuccnstitiues wuss: cam, and at its opposite end with an ad 7 1a ket..in.staiimilicaticneuiththe-openings 67 and with thejacket formed in the exhaust elbow by suitafile openings 73 in alinez'nent with the opfiiings (Wand with the jacket formed in the exhaust elbow by suitable openings 7 3 in alinement with the openings 39'.

From this structure it will be seen that the exhaust from the cylinders passes through the opening 69and out at the end to the next manifold and that the circulating water to elicit pair of cylinders passes up from the inlet around the exhaust manifold from whence it axes to the. head jacket structure and V cm each head it passes through the member 40 to .a discharge connection 74- leading to a discharge nianifdld 75 the eonneetion'lt being secured by a flange 76 :to the flange 41. The end of rte-mantras n theater-ward end of the engine is closed-bye plate-.77 bolted to the end of. the exhaust manifold member,

*' while the member is connected to an extracts pipe "flange -78 turn connected to an; exhaustpipe 79lleading to anvsuitable }iiith ang-it. The water sbp ly maniioldr pipeuis by a suite is wpipe 80 to s-etm laeag am 81 which is supplied from a p'pe-j-82 leading to any suitable source oirwaterbhpply.

Cum shaft operating stmwt'wes.

Each of thewylindersais provided at a point opposed to-theexhaust'w ith a finished boss 83 and it is upon these bosses of the several cylinders that "the. cam shaft bear- 111g andtrough structure is mounted. [This cam shaft bearin -and trough structure is made up in sections in a manner similar to the exhaust, that is, it is made in sections one: for each pair oficylinders, and each of these sections comprises a trough consisting of a bottom F t p. vided with brackets 85 secured to the corresponding ses 83. The

dusting"Screw lQlltfor engaging the corre lspondlng valve stem. any lost motion. between each roller 99 and its cam, each of the rocker arms is provided with a spring 101 engaging a projection 102 on'the underside of the armand the corre-. spondin portion of the. cylinder head, the;

.spring elngpr'evented from bucklingby asuitable in -103.

Each 0-. the trough sections is further provided at its ends with flanges 104 Se fuel and air inlet cam 91 and I In or er to take up 2 cured together; and when so secured togather they form a continuous trough and support for the cam shaft throughoutits entire length and ihe trough is closed in. the case of the two nd trough sections :by-a

suitable plate105 on the one end and a gear 1 casing member- 106 on the opposite end, this gear casin being secured to or forming a part of the) governor casing and being adapted to receive suitable gearing of an desired arrangementconnected to the she. t 2 operating the governor? so? that the drive from the engine to the governor conveys the it in this manner, it being sufficient, safer in as this application is concerned, "to state that the iuel is delivered under *pressure to the feeding mechanism now to be described. The trough member at the governor-end of the engine is provided with a downwardly extern'ling bracket 107 and above thismemher the side of the'trough is provided with an opening 108. Secured tothe' bracket 107 and against the side of this trough section I 109 provided with" is afuel pump housin a covt plate 110 upon its front and a cover plate 111 upon its top. Mounted within the upper part of the housing in a horizontal plane with the cam shaft and in parallel alinement therewith is a pump shaft 112 .provided with a plurality of eccentrics 113 an opening 121 in turn leading to a discharge check valve member 122 provided with an opening 123 having a check valve 124 therein. This opening 123 also communicates by an opening 125 with another check valve member 126 provided with a check valve 127, and the opening in this check valve member communicates with an opening 128 in a discharge member 129, the opei'iing in this discharge member leading to a suitable connection 130 connected to a pipe 131 leadim to the corresponding cylinder. It is pre erable to arrange the check valves for the discharge of the several fuel pumps in bars to secure them in place by through bolts 132, as shown in Fig. 6. The port 120 of each fuel pump leads to a corresponding inlet port 133 arranged in a control valve bar 134 provided with a longitudinall disposed opening 135 for the reccption of a gang valve member 136, this member being provided, in alinement with each hole, with an opening 137 so that by rotating the member 136 the passage at this point may be eil'ected. One end of the gang valve member passes through a stuffing box structure 138 and outside of this structure the valve member is provided with an operating arm 139. Secured to the underside of the control valve bar is a check valve bar 140 provided with a plurality of check valves 141 similar to the discharge check valve. To the underside of this bar is another check valve bar 142 having check valves 143 and below this bar is a supply bar 144 provided with a longitudinal opening 145 having branch openings 146 lead ing to the several check valves of the bar 142. At the end this supply bin: is provided with a supply connection H7. The control bar, the check valve bars and the supply bar are all secured to the housing by suitable through bolts 118 passing up into the lower part. of the housing. The operating arm 139 is pivotally connected to a link 14.) in turn pivotally oonneclml at its upper end. to alevor 150 having a forked end 1'51 engaging in the groove 7 of the governor.

0am shaft oiling system.

The oiling system comprises any suitable pump arranged in the bath of oil in the crank case, but I have shown a gear pump comprising a casing 152 provided with a stullin r box 153 receiving the vertical shaft 154 driven from the engine. on the lower end of this shaft is a gear similar to and meshing with the gear 154* mounted in the pump case. Secured to the under face of the pump casing is a suitable plate 155."

This pump receives oil on one side in an obvious manner and forces it into a supply pipe 156 which leads up through the casing to a manifold pipe 157 arranged against the back wall 87 of the cam shaft trough. This manifold is connected by short connections 158 with each of the bearings 88. In oper ation, the oil rpump elevates the oil to the bearings and as it escapes about the shaft 89 it collects in the trough and from there passes through the opening 108 into the fuel pump housing and rises to a level. such that the upper surface is in the path of the cams on the cam shaft. This level is maintained by a stand pipe 159 extending up through. the bottom 85 of the trough and to a point near the bottom of the shaft 89. The lower end of this pipe 159 passes down to the crank case so as to deliver the overflow of oil back to the supply.

Complete operation.

Assuming that fuel under pressure is supplied to the connection 147 and that air under ressure is supplied to the port 51, and furt ier assuming that there is some suitable means for turning the engine over initially, the rotation of the crank shaft causes the rotation of the cam shaft, and this operation causes the rotation. of the fuel pump shaft when by reason of the proper timing of the cam shaftandthe fuel pump shaft, fuel will be forced under pressure to the openin 50 of the proper primary fuel and air inlet valve mechanism, whence the fuel and the preliminary air will be forced into the proper-cylinder and. the main air sup 1y will be admitted through the main air va ve 57 of that particular cylinder, this main air valve being opened by the rocker arm actuated by the cam shaft. Upon the compression stroke the fuel and air will be compressed to a, very high degree of compression when it will igmte and ex lode giving an impulse to the piston. In ike manner the explosion, compression and exhaust with respect. to. the other cylinders follow in proper Sequence, when the engine is in operation. During the operation of the engine the circulating pump forces water in separate brunch systems to the cylinders, thence to the cylinder heads and from these heads out through the discharge.

' cylinders,

Having described my invention, I claim 1. In an internal combustion engine, a plurality of cylinders, each cylinder having a detachable head, a common. cxhaustmani fold for said cylinders, a water jacket for each cylinder, a water jacket for each head,

a water jacket for aid manifold, and connections for circu ating cooling medium from the jacket of each cylinder through the manifold jacket to the jacket of a cylinder head.

2. In an explosive engine, a plurality of cylinders, a head for each cylinder, a water jacket for each cylinder, a water jacket for each cylinder head, a water-jacketed exhaust manifold member connected to a pair of the water jacket thereof being connected to the Water jackets of the corresponding pair of cylinder heads and to the cylin der Water jackets and establishing connnnnication between the jackets of the cylinders and the jackets of the heads. means for supplying water to each cylinder jacket, and means for leading the water away from each cylinder head jacket.

3. In an explosive engine, aplurality of cylinders, each having an independent water jacket, a head for each cylinder having an. lndependent water jacket, a plurality of water manifold sections, one for each pair of cylinders and each establishing communication. between its pair of cylinders and the corresponding pair of cvlinder heads, means for supplying circulatin water to each cylinder jacket. and means %or leading the circulating water from each cylinder head jacket.

4 n an explosive engine, a cylinder, an independent water jacket for the cylinder, a detachable cylinder head, and an air in" take and exhaust for the cylinder head, an

independent water jacket for the cylinder head, a combined exhaust and water manifold structure detachably connected to the cylinder head and having an inner exhaust housing and a jacket therearound, ct'innections between the Water jacket of said structure and the water'jackets of the cylinder and cylinder head, means for leading water to the cylinder jacket, and means for lead ing water from the cylinder head jacket.

5. In an explosive engine, a plurality of cylinders, a water jacket for each cylinder, a hca d for each cylinder, a water jacket for each head, an exhaust and intake for each head, a combined exhaust and water manifold structure comprising a plurality of units, each consisting of a housing having an exhaust passage connectedto the exhaust of the corresponding cylinder, the passages of all of said units communicating and a water jacket surrounding each unit structure, independcnt connections between the water jacket of each cylinder and its corresponding exhaust and water circulating manifold, connections and an air inlet opening,

between the water jacket of said manifold andthe corresponding cylinder head, means for supplying water toeach cylinder jacket, and means for leading water from. each cylinder head jacket.

6, In an explosive engine, a cylinder, a water jacket therefor. a cylinder head havin a water jacket, an air inlet housing provi ed in said head, an exhaust housing arranged in said head, an exhaust connection extending from said head and having a water jacket therearound communicating with the water j ackct of the head, an exhaust and water manifold structure comprising an inner exle. ti housing connected with the exhaust housing of the cylinder head, a water jacket surrounding the same and connected to the water jacket of the exhaust c'onnection and to the Water jacket of the cylinder, means for supplying water to the cylinder jacket, and means for leading water fr iun the cylinder h ad jacket.

7. In an explosive engine, a cylinder, an independent water jacket for said cylinder, a cylinder head having an exhaust opening an air inlet housing cmrimunicating with said air inlet opening, an exhaust housing eonnnunicating with the exhaust opening and terminating in an ex haust connection outside of the cylinder head, a water jacket surrounding the head, the air inlet housing and the exhaust housing and also surrounding said exhaust connection, said jacket having openings extending through the end of the exhaust connection, an exhaust and water manifold structure comprising an inner exhaust housing comnninicating with. Ihe exhaust connection of the head and having a Water jacket communicating with the cylinder Water jacket and with the said opening oi the head jacket, means for supplying water to the cyiinder jacket, and means for leading water from the cylinder head jacket.

8. In an explosive engine, a cylinder, a water jacket for said cylinder, a cylinder head having an exhaust opening and an air inlet opening, an air inlet housing connnunicating with said air inlet opening, an exhaust housing communicating with the ex haust opening and terminating in an exhaust connection beyond the head, and a Water jacket surrounding the head, the air inlethousing and the exhaust housing and also surrounding said exhaust connection, said jacket having water circulating openings at the end of the exhaust connection, an haust and Water manifold comprising an in nor exhausthousing open at both ends, a water jacket surrounding said housing and closed at both ends, connections between said manifold and. the Water circulating openings of the exhaust connection, connections tween the Water jacket of said exhaust and water manifold and the cylinder water jacket whereby there is a circulation of Water from the cylinder jacket to the jacket of the manifold and to the jacket of the head, means for supplying water to the cylb inder jacket, and means for leading water from the cylinder head jacket.

ALEXANDER WINTON. Witnesses C. D. SALISBURY, B. W. Bnooxn'rr.