US222467A - M oto r e n gin es - Google Patents

Description

3 Sheets-Sheet 1.

G. W. DAIMLER. Gas-Motor Engine.

No. 222,467. Patented Dec. 9,1879.

lnven Torr Gomieb Wizhamflaimkr NJETERS, PHOTO-LITHOGRAPflEH, WASHINGTON. n O.

3 Sheets-Sheet 2.

G. W. DAIMLER. Gas-Motor Engine.

Patented Dec. 9, I879.

uiiiest? I Inventor.- aazziea WiZheImDai-I er.

3 Sheets-8heet 3. G. W. DAIMLER. Gas-Motor Engine.

No. 222,467. Patented Dec. 9, 1879.

I I I I II .flliest: Invader.- z/ww Gofllielz wilhelmllaimler N-PETERS, FHOTO-UTHOGRAPHER WISHINGTON, U C.

UNITED S TATES 110 all whom it may concern: 7

Be it known-that I, Go'r'rmEB'WILnELM DAIMLER, of Deutz-on-lthinain the German Empire, have invented an Improvement in Gas-Motor Engines; and I -do hereby declare "that the following description, taken in connection with the accompanying drawings hereinafter referred to, forms afull and exact specification of the same, wherein Ihave set forththe nature and principles of- -my said improvement, by which my invention may be together with such parts as I claim and desire -'to secure'byLetters Patent-that is to say: This invention has reference to that descriptionof gas-motor engines in which every alter nate stroke of the pistonconstitutes the workirig-stroke; and it consists mainly in combining the cylinders of two such engines in such manner with a third cylinder that thegaseous productsof combustion under pressure, after acting in the first-named cylinders, pass thence into the last-named cylinder, in order, by their 3 expansion therein, to perform a further amount of work,-which is transmitted'to the same engineshaft to which the pistons ofthe highpressure cylinders are connected.

' By this means an increased useful effect is obtained from the combustible gases employed asmotive power, and a more uniform motion of the engine is-attain'ed.

The construction of a compound engine opcrating according. to this invention is .shown on the accompanying drawings,in which- Figurel shows a side elevation of the engine, partly in section, and with oneof the high-pressurecylinders removed. Fig. 2 shows a sectional plan. Fig. 3 shows-a backfend elevation; and Fig. 4 shows across-section on line as w of Fig. 2.

distinguished from others of a similar class,=

PATENT OFFICE.

QGOT'ILIEB DAIMLE'RfOF DEUTZ-ONLRHIN'E, GERMANY.

IMP R-O'V-EFMIENT 7| N. eAis M 0110 R E N e IIN ES.

Specification forming .part ofLetters Patent N0. #222,467, dated December 9, 187 9 application filed October -27, 1879 patented in England, August 12, 1879.

open to the atmosphere at the front end, and contain pistons B 13 which by one outstroke draw in a charge of combustible gas and air, which is compressed by the following instroke, the charge being then fired, causing the piston to perform its working outstroke, and by the next ill-stroke the gaseous products of combustion are expelled, the mode of operating being so far the same asdescribed in the specification to Ottos United States Patent of 14th August, 1877.

The two pistons B B are so connected by shaft (Lasto perform their outstrokes simulso timed that while the one piston is performin g the stroke by which the combustible charge is drawn .into the cylinder, the engine-shaft is propelled by a working stroke at every revolution, instead of only at every other revolution, as would be the case with a single workin g-cylinder. In like manner, while the one piston is performing its compressing instroke, the other performs its expelling instroke.

Instead of allowing the expelled gases to escape into theatmosphere, as was the case in the engine described in the above-mentioned patent, they are caused to enter a third cylinder, A whose piston B they consequently propel outward by their expansive force, and such piston being connected by its rod to a crank, G on the engine-shaft opposite those 0 G of the high-pressure cylinders, or nearly so, it will be seen'that the piston B will perform its outstrokes (each of which is a working-stroke) simultaneously with the instrokes of the pistons B B Hence during two revolutionsio'f the engine-shaft the following functions will be performed consecutively by the The two high-pressurefcylinders A A are three cylinders:

Half-revolution of crank-shaft: High-pressnre piston I.

Low-pressnre piston III. High-pressure piston 11.

Makes outstroke, drawing in charge.

Makes instroke, expelling exhaust. Makes ontstroke, workedby ex- Makes outstroke, being pro pelled and doing work. Makes instroke, expelling extheir piston-rods to cranks O G on the en ginetaneously, or nearly so, but these strokes are Second. Makes instroke, compressing I f charge. Thirduhuhnnhu. Makes ontstroke, being pro- 1. I 'Mpelled and doing work.

kes instroke, expelling exhanst into III.

pension of exhaust from II. Makes instroke, expelling ex hanst. Makes outstroke, being worked by expansion of exhaust from I.

haust into III.

Makes ontstroke, drawing in charge.

Makes instroke, compressing charge. 7

This cycle of operations is continuously repeated.

From the above it follows that with this arrangement there will occur during each revolution of the shaft two impulses, the one being from one of the high-pressure cylinders, and the other from the low-pressure cylinder. The passage of the gaseous products from the high-pressure cylinders to the low-pressure cylinders can commence before the pistons 0f the former arrive at the extreme end of outstrokc; but the low-pressure piston must at that time have just arrived at the extreme end of its instroke.

The communications between the high and low pressure cylinders for effecting the abovedescribed operations are governed by means of valves 1) D in communicating-passages E E and the escape of the products from the lowpressure cylinder is regulated by the valve F, closing an escape-passage,l In order to prevent the gases under pressure that are passing from the one high-pressure cylinder to the lowpressure cylinder from passing also to the other high-pressure cylinder, (which at that time will just be commencing its compressingstroke, and will consequently contain gases at low pressure,) check-valves GG2 are provided.

In order to equalize the pressure on each side of the valves 1) D so as both to prevent loss. of useful effect and wear and noise in working, the pressure in the communicating passages E E is maintained approximately equal to that of the gases passing from the high to the low pressure cylinders by causing the escape-valve F to the latter to close before its piston arrives at end instroke, so as to produce back pressure; and to enable such hack pressure to pass to the under side of the valves I) or 1) before this is opened, the check-valve G or G is opened slightly in advance thereof and simultaneously with the closing of the escape-valve F. The opening of the valves 1) I.) and G G is effected from a countershaft, H, by means of a crank, I, and connecting-rod I, working a lever, I, on a rocking shaft, J, carrying the rocking arms J J, with tappets, which act on the lower ends of the valve-stems, so as to press these upward against the action of springs, as shown. The crank I also imparts the requisite reciprocating motion to the usual admission and ignition slides K K of the high-pressure cylinders by means of the connecting-rod K. The escape-valve F of the low-pressure cylinder is actuated by two cams or tappets, L U, on the counter-shaft II through the bell-crank levers M. In order to reduce the work of compression during the first compressing-strokes of the high-pressure cylinders on first starting the engine, these are provided with escape-valves N N that are kept open during the first part of such strokes by means of tappet-levers 0 actuated from the lovers J J so as to allowa portion of the first charge of the cylinders to escape. The levers 0 0 are capable of being slid upon their pins, so as to be thrown out of gear with the levers J J after the engine is started, as indicated by the dotted positions 0 O at Fig. 2.

In like manner the escape-valve F of cylin der A is kept open during the first outstroke of the piston, in order to prevent a vacuum being formed behind it, this being effected by means of a sliding pin, T, as shown at Fig. 1, such pin being drawn backward, as indicated by the dotted lines, when the engine is started. 7

The supply of combustible gas to the slides K K of the high-pressure cylinders is regulated by means of the gas-valve P, actuated by a bell-crank lever, P, from a sliding cam, I, on the counter-shaft H, controlled by a l governor, Q, in a similar manner to that de scribed in the before-mentioned patent of Otto, the valve being opened twice in one revolu tion of the shaft.

The gas passes from the valve 1? througl the pipes R R to the engine-slides, which an also constructed and operate in a similar man: nor to that described in Ottos patent. They are so timed in their Working that while the gas is passing into the slide of the one cylinder it is cut on from the slide of the other cylinder.

The counter-shaft H receives its motion from the engine-shaft 0 through gearing S S, so as to make one revolution for every two revolu' tions of the en gine-shaft. The cylinders and passages are inclosed by jackets cooled by water circulation. 3

The abovedescribed engine may also be con structed without the low-pressure cylinder, inwhich case the two high pressure cylinders discharge their products of combustion into the atmosphere, working otherwise the same i as above described. Also, a single high-pressure cylinder may be combined with the lowpressure cylinder, operating in the same manner as above described.

Having thus described the nature of my in- 1 vention, and in what manner the same is to be performed, I claim-.

1. A gas-motor engine having two parallel and disconnected high-pressure cylinders, each of which consecutively draws in a combustible charge, compresses it, firesit, and performs I: the working-stroke, and expels the products of combustion, the two disconnected and independent pistons of the two cylinders being connected to one and the same engine-shaft, so as to perform their strokes together, but the working-stroke of the one cylinder being made to take place While the other cylinder is drawing in its combustible charge, substani tia-lly as described. g-

2. In a gas-motor engine, the combination of two high-pressure cylinders, each of which consecutively draws in a combustible charge, compresses it, fires it, and performs the working-stroke, with a low-pressure cylinder into which the gaseous products are caused to pass alternately from the high-pressure cylinders, so as to perform further work by expansion therein, substantially ,as herein described.

3. In a gas-motor engine, the combination of two high-pressure cylinders whose alternate outst-rokes are working-strokes, with a lowpressure cylinder into which the products of combustion pass from the high-pressure cylinders, the one high-pressure piston being made to perform its working-outstrokes simultaneously with the charging-outstrokes of the other, while the low-pressure piston performs a working-outstroke during each instroke of the highpressure cylinders, substantially as herein set forth.

4. In a gas-motor engine wherein two highpressnre cylinders operate in combination with one low-pressure cylinder in which the products of combustion from the high-pressure cylinders are caused to actexpansively, a shaft revolving at half the speed of the engine-shaft and operating the two admission-slides of the hi gh-pressure cylinders and the admission and check valves from the high-pressure cylinders to the low-pressure cylinder by one and the same crank or eccentric, the discharge-valve to the low-pressure cylinder being operated by separate cams or tappets on the said shaft,

- substantially as herein described.

5. 111 a gas-motor engine, the combination of the high-pressure cylinders A A with lowpressure cylinder A comm unicatin g-passages E E admission and check valves 1) D G G actuated by crank I and tappet-levers J J and escape-valve F, actuated by cams N and lover M, operating substantially as herein set forth.

6. In gas-motor engines, the combination, with the high-pressure cylinders A A of cscape-valves N N operated by tappetlevers O 0 capable of being slid in and out of action with levers J J operating the admissionvalves, substantially as and for the purposes herein set forth.

7. In combination with the escape-valve F of the low-pressure cylinder, the pin '1, capa ble of being slid so as to keep the valve F open, substantially as and for the purposes set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribin witnesses this 4th day of September, A. T 15%79.

GOTTLIEB WILII. DAIMLER.

Witnesses:

(l US'LAV KLEINJUNG, EDUARD KmsoHsIErER.

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