US2363708A

US2363708A - Gas producer system

Info

Publication number: US2363708A
Application number: US381202A
Authority: US
Inventors: Kenneth M Urquhart
Original assignee: Individual
Current assignee: Individual
Priority date: 1941-02-28
Filing date: 1941-02-28
Publication date: 1944-11-28
Anticipated expiration: 1961-11-28

Description

Nqv. 28, 1944; URQUHART 2,363,708

GAS PRODUCER SYSTEM Original Filed Oct. 11, 1935 3 Shets-Sheet l illllllmlllllil} ATTORNEY NOV. 28, 1944. URQUHART GAS PRODUCER SYSTEM Original Filed Oct. 11, 1935 3 Sheets-Sheet 2 V E N TO R KEN/VET u (MOO/MR7 3x Bax m sq 3 3e 5 v bx 9% g .3

BY ffiflf M,-

ATTO R N EY Nov. 28, 1944.

K. M. URQUHART GAS PRODUCER SYSTEM 3 Shets-Sheet 3 Original Filed Oct. 11, 1935 Mk NR km INVENTOR lffAWfT/l ll- 0/? owmr ATTORNEY Patented Nov. 28, 1944 ICE GAS Pnonucnn SYSTEM Kenneth M. Urquhart, New York, N. Y.

Continuation oi application Serial No. 44,564,

October 11, 1935. This application Februaryv 28, 1941, Serial N0. 381,292

24 Claims. This appllcation is a continuation of my copending application s. N. 44,564, filed October 11, 1935. r

This invention relates to a system for producing combustible gases, motive power, or combustible gases and motive power simultaneously.

More particularly, the invention relates to a gas producer system in which a finely divided solid fuel is caused to react with oxygen in the cylinder of an internal combustion engine to form a combustible gas having a high carbon monoxide content, the power developed by reciprocation of the piston inthe cylinder being utilized both within and without the system.

Gas producers constructed and operated in ac-' cordance with the principles of my invention are especially adapted for use in isolated localities such as farms in sparsely settled districts, where there is mravailable source oi power or energy such as gas mains or powerlines. Such localities usually have available large supplies of solid fuels of relatively low B. t. u. content such as cotton stalks, corn stalks, hay, wood, peat or lignites.

I have found thatsolid fuels of low B. t. u. content which are not usually considered adaptable for use in power generating devices, may be powdered or finely divided and utilized efliciently in agas and power producing system embodying the principles of my invention. As a result, a cheap source of combustible gas and power is made available for outlying farms and otherisolated localities whereby modern heating, lighting,

household and commercial apparatus may beused without the necessity of installing expensive pipe lines orpower transmission systems.

Although-my invention is especially adapted to be embodied in small units for isolated localities, it can also be used efliciently as a source of combustible gas and power for a small com munity. Gas mains and power lines extending from a central power plant to nearby commercial and domestic users can be readily and cheaply installed, and when a large supply of low grade solid fuel is available at small cost the system will be found more economical than when the power and fuel are obtained'from other sources.

My invention is also especially useful where large quantities of high grade fuel, such as coke and coal, are available, for example, at coal mines where. screenings and powdered coal are available in large quantities. Fuel of this nature may be readily and eiliciently converted into power and combustible gas by means of apparatus embodying my invention. The power and combustible gas may be conveyed by pipe lines and the like to nearby towns and cities.

An object of my invention is to provide apparatus which will produce a combustible gas efiiciently and economically.

Another object of the invention is to provide apparatus in which a'combustible gas is efiiciently produced by the partial combustion of a solid fuel.

' Another object of the invention is to provide apparatus in which a finely divided solid fuel of low B. t. u. value may be efliclently converted into a combustible gas.

Another object of the invention is to provide apparatus in which a combustible gas is produced by the incomplete combustion of fuel in an expansible reaction chamber and in which the power resulting from the expansion ofthe gas is utilized.

Another object of the invention is to utilize an internal combustion engine as a producer of useable combustible gas.

Another object of the invention is to provide apparatus for pro-treating a solid fuel so that it can be combined with oxygen in a reaction chamher to, generate a useable combustible gas without producing tarry derivatives.

Another object of the invention is to provide convertible apparatus capable of being used as a producer of combustible gas for commercial or domestic uses, or as an internal combustion engine to produce power.

Another object of theinvention is to provide a solid fuel, internal combustion engine with means for keeping ash resulting from the combustion of the solid fuel, out'of contact with the cylinder walls and other friction surfaces of the engine.

Another object of the invention is to generate a producer gas which has a higher B. t. u. content than the producer gas generated in modern producer gas systems.

Another object of the invention is to provide a producer gas system in which mechanical'power is added to the system to assist in the economical production and transportation of high pressure producer gas.

Another object of the inventionis to provide a self-contained, automatic, gas producer system adapted for use in isolated localities.

Other and more specific objects of and uses for the invention will become apparent upon reading the following specification and appended claims in connection with the accompanying drawings which illustrate an approved form of apparatus embodying the invention.

Fig. 1 is a flow chart of a gas producer system embodying my invention.

Fi 2 is a view, partly in section, of the apparatus of my gas producer system.

Fig. 3 is a plan view of the apparatus shown in Fi 2.

Fig. 3a is a sectional view of a modification of the governing system illustrated in Fig. 3.

Fig. 4 is a plan view of the air impeller illustrated in Fig. 2.

Fig. 5 is a sectional view of a part of the reaction cylinder illustrated in Fig. 2.

Fig. 6 is a diagrammatic illustration of a modification.

My gas producer consists essentially of a reaction chamber in which the gas is generated, apparatus for supplying fuel to the reaction chamber and apparatus for treating and storing the combustible gas. Mechanical power obtained from the reaction chamber is utilized in a. suitable manner.

' Any available solid fuel capable of being readily divided or broken up into fine particles, may be used efficiently in my gas producer. It is not necessary for the fuel to have a high B. t. u. content although in general a richer gas may be obtained from a high B. t. u. content fuel than from a low B. t. u. content fuel. Examples of the kinds of fuel that can be used in my gas producer are com stalks, cotton stalks, hay, wood, peat, lignites, coal and coke.

Referring to the flow chart, Fig. 1, for a more detailed description of my gas producer system, a fuel hopper I contains a fuel feeding mechanism which feeds the finely divided particles of solid fuel to a mixing chamber 2 where it is mixed with a small amount of air or suitable gas. The fuel is then conveyed from the mixer 2 through a heat exchanger 3 to a fuel injector 4.

The mixture of air and finely divided fuel particles is compressed in injector i and injected at regular intervals and in predetermined regulated charges into a reaction chamber 5. The feed lines through which the fuel is supplied from the hopper i to the reaction chamber are indicated at 6.

The reaction chamber 5 comprises an internal combustion engine. It consists of a cylinder, a piston movable in the cylinder, inlets for fuel and air, (or pure oxygen) and an outlet for the exhaust gases which, in this case, constitute combustible producer gas. The richness of the gas generated in the reaction chamber depends on the nature of the fuel and on other conditions to which reference will hereinafter be made.

The combustible gas generated in reaction chamber 5 is exhausted through a pipe line 1 to a suitable storage tank a, being passed through the heat exchanger 3, a cooling system 9, and cleaning devices in and l I.

The piston of the internal combustion engine which constitutes the reaction chamber 5, is connected with a crank shaft I2 to which the piston of the fuel injector 4 is also connected. A motorgenerator I: is connected with the crank shaft. When the internal combustion engine is operated the motor-generator l3 functions as a generator to convert mechanical power from the internal combustion engine into electrical energy which may be supplied to a storage battery I4. The storage battery may act as a source of electrical energy for starting and controlling operation of the gas producer system and as a source of commercial and domestic electrical energy.

A compressor l5 may also be driven from the case It of the internal combustion engine through the air conduit l1. The compressed air is fed to the reaction chamber 5 from the crank case by means of air conduit l8. The compressor is used when it is desired to super-charge the fuel in the reaction chamber. It is not necessary to use compressor I5 when the system is operated at what may be considered average working pressures as the air for combustion is compressed to the desired pressure in crank case It and supplied through suitable valving arrangements and air conduit Hi to the reaction chamber. Under some operating conditions it is desirable to inject steam into the reaction chamber, a steam inlet is being provided for that purpose.

The apparatus illustrated diagrammatically in the flow chart, Fig. 1, is illustrated in detail in Figs. 2 and 3. The fuel hopper I has an upper part 25 and a lower part 26. The upper part of the hopper acts as a storage space for the finely divided particles of solid fuel. The lower part 26 houses the fuel feeding mechanism.

The fuel feeding mechanismconsists of a worm wheel 21 and a worm 28 which is driven in a manner hereinafter described. Worm wheel 21 is mounted in the lower part 26 of the fuel hopper with its axis perpendicular to the vertical axis of the fuel hopper. The lower part of the fuel hopper is shaped to conform with worm wheel 21 so that the powdered fuel can not pass between the casing and the worm wheel. Worm 28 is enclosed in a casing 29 which may be either a continuation of the housing for worm wheel 21, or a separate housing. Casing29 is provided with a passageway or conduit 30 which extends downwardly from worm wheel 21 to a mixing chamber 2.

When worm wheel 21 is rotated by worm 28 particles of finely divided solid fuel from the upper part of the fuel hopper are carried in the spaces between the teeth of the worm wheel until they are stripped therefrom and pushed into conduit 30 by worm 28 when it meshes with the worm wheel. The feeding mechanism maintains a steady and measured feed of fuel into the mixing chamber.

A spring member 3! secured to the fuel hopper at 32 is provided with a portion 33 adapted to knock against the side of the hopper. The free end of the spring 31 engages the teeth on the worm wheel and, as the wheel rotates, the end of the spring slides off each tooth and causes knocker 33 to strike against the side of the hopper. The constant impact of the knocker against the side of the hopper jars the fuel down on to the worm wheel and causes the fuel particles in the upper part of the hopper to fillthe spaces between the teeth of the worm wheel.

While I have shown and described an approved form of apparatus for feeding the particles of solid fuel into mixing chamber 2 at a steady and predetermined rate it is to be understood that various other forms of fuel feeding mechanisms may be used in my gas producer system.

The fuel particles from conduit 30 are mixed in mixing chamber 2 with a gaseous medium containing oxygen. The gaseous medium may be air introduced through valve 34 located in one arm of a branched conduit 35, or a combustible gas introduced through valve 36 located in the other arm of conduit 35, or a mixture of both. The mixture of fuel and gas is carried from chamber 2 through conduit 31 to the heat transfer tubes 38 of heat exchanger 3 where hot gases flowing forma tubular chamber 52 throughthe outer tube heat the mixture of fuel and gas in the inner tube.

As the mixture of fuel and gas is heated in r the heat exchanger the moisture in the mixture is vaporized and the fuel carbonized. Some oxidation of the fuel also takes place because of the oxygen in the gas or 'air which is mixed with the fuel. The oxidation of the fuel prevents it from becoming gummy and blockingthe conduit. It

also prevents the fuel from forming gummy deposits in the fuel injector and reaction chamber.

After being heated in the heat exchanger the mixture of fuel and gas is introduced into the cylinder of fuel injector 4 through a continuation of conduit 31. The mixture is drawn from mixing chamber 2 through conduit 31 which is comparatively small in diameter, by suction generated in'the cylinder of the fuel injector. A valve I5! is adapted to be operated either automatically or manually to permit or prevent the flow of the mixture of fuel and gas to the fuel injector. The automatic operation of the valve will be described hereinafter. If it is not desired to pre-heat the fuel, the heat exchanger is bypassed by a. conduit 31a. The flow of fuel through the heat exchanger or through by-pass .conduit 31a is controlled by a two-way valve 39.

Fuel injector 4 consists of a cylinder 40 having a cylinder head 4 I at one end thereof and a piston 42 movable therein. The piston is driven from crank shaft I: through a connecting rod 43. A

fuel inlet port 44 is located in the side wall of i the cylinder. The compressed mixture is exhausted from the injector through a passage 45 in the cylinder head, and a conduit 45, to reaction chamber 5. The instant at which the fuel is injected into the reaction chamber, is determined by a valve 41 actuated from a pivoted arm 48. v

Piston 42 includes a piston head" to which the connecting rod is pivoted, and a tubular portion 50 extendingfrom the piston head in the direction of the cylinder head. Tubular portion Eli-fits snugly within the cylinder and is provided with piston rings in'the usual manner. A port 5! in the'tubular portion is adapted to register with intake port 44 when the determined position inits stroke. At all other times intake port 44 is closed by the tubular portion 56. The tubular portion is of such length that it extends beyond the cylinder head for all positions of the piston. This construction prevents the fuel from coming in contact with the wall of the cylinder.

The cylinder head extends within the cylinder and is spaced from the wall thereof sufficiently to sufficiently large to portion of the piston end of its compression The clearance between the piston and accommodate the tubular when the piston is at the stroke.

the cylinder head at the end of the compression stroke is very small and thus a high compression is obtained in the cylinder. A cooling jacket 53, such as a water jacket, surrounds the cylinder. A layer of insulating material 54 is preferably applied to the bottom of the cup-shaped piston and may also be-applied to the side walls.

Reaction chamber 5 into which the fuel is injected from the injector, comprises the cylinder of an internal combustion engine of the Diesel type. Cylinder Gil is provided at one end with a cylinder head if and is connected at its other end with a crank case 62 which also serves as the crank case for the injector. A piston 63 reciprocates within the cylinder in the usual manpiston is at a precarbon-or ash deposits in the grooves.

tween the inner ner. A connecting rod 64 connects piston 03 to crank shaft I 2 which is housed within. crank case The crank shaft is designed so that the stroke of the injector piston is about 15 degrees ahead of the stroke of piston 63.

Piston 63 is cup-shaped like the injector piston. It consists of a piston head portion 85 and a tubular portion 86 extending from the head pontion in the direction of the cylinder head. Insulating material 81 is arranged within the cupshaped piston to protect the walls and bottom thereof from damage by excessive heat and ash resulting from the combustion of the solid fuel.

The insulation at the bottom of the piston is provided with a pocket to increase the at the time the fuel is burning. A small recess is also provided at a point on the periphery of the pocket directly below the nozzle to act as a defleeting surface for the fuel and gas Jetted into the cylinder. Piston rings of any well known type are mounted on the tubular ton adjacent exhaust and inlet ports provided in the tubular part near its These ports are adapted to register 10 and 1| in cylinder.-

Cylinder head 6| is similar to the cylinder head of the injector. It extends into the cylinder and is spaced from the inner wall thereof to form a tubular chamber 12 of just sufficient size to receive the tubular portion of the piston. Grooves 13 provided in the cylinder head, form a seal besurface of tubular projection 68 and the cylinder head. The seal is formed by In a modification, piston rings are inserted in the grooves in the usual manner. This arrangement differs from the usual engine construction in that the piston rings are mounted in'the stationary part of the engine, 1. e. the piston head.

The purpose of the seal between the cylinder head and the piston is to prevent ashes formed by the combustion of fuel in the cylinder from getting into tubular space 12. Any ashes or combustible gases Whichget into this tubular space are forced therefrom either by upward movement of tubular portion 66 or by supplying air under pressure to the top of thetubular space through suitable ports or nozzles 14 or through a conduit or air duct I I0.

Conduit I l 0 extends from air supply conduit hereinafter described, to aport in the cylinder wall which is above and out of'linewith ports 10 and 7 l. Conduit H0 furnishes air under pressure from crank case 62 either for the purpose of blowing ashes or exhaust gases from tubular chamber 12 or to supply oxygen for the combustion of the fuel injected through ports 14.

In some instances it may be desirable to inject a combustiblemixture into tubular chamber 72 through ports or nozzles 74 and to cause combustion of this mixture in the tubular chamber. Fuels satisfactory, for burning in the tubular chamber include light oils; petroleum gases or gas from the reaction chamber. The expansion of 68 and 89 open end. with ports the gases resulting from the. combustion of the fuel, will force back into the cylinder, anyashes which 'may have leaked into the tubular channel through the clearance between the inner surface additional power may be derived from the action of the gas generated by the combustion, against the end of the tubular portion of the piston.

Cylinder head 6i turbulence part of the pisis provided with glow plug I8 1- which is adapted to be heated from any available source of electrical energy such as storage battery 14. The purpose of the glow plug is to initiate combustion in the reaction chamber. After the apparatus has been operated for a short period of time sufficient heat will be generated within the reaction chamber to insure continued operation of the device.

In case the fuel being utilized is of extremely low B. t. u. content and it is desired to produce a, richer gas than that which can only be produced from the low B. t. u. content fuel, additional fuel of much richer B. t. u. content such as Diesel oil, petroleum gases and the like may be injected into the reaction chamber through an expansion nozzle 11 located in the cylinder head. The auxiliary fuel inlet nozzle 71 is located at one side of a projection or ridge 18 on the cylinder head (or on the heat insulating material I9 applied to the cylinder head) and the expansion nozzle 80 for conduit 46 is located at the other side of projection 18 adjacent the air inlet port ll. Projection 18 is of such size and shape as to divert the flow of air from the air intake toward the bottom of the cylinder thus blowing the exhaust gases remaining in the cylinder out through exhaust port 10.

If the engine is to be used with very quick burning fuel, or primarily for power production as distinguished from gas generation, the insulating surfaces may be omitted from the cylinder head and the inside of the cup-shaped piston. metal surfaces of the piston and cylinder head will then be formed with the same contours as the insulating surfaces.

As crank shaft l2 rotates, injector piston a2 is reciprocated. Intake port 5! in the side wall of the piston lines up with port 6% in the cylinder wall at the end of the piston stroke, permitting the mixture of fuel and gas from conduit 31! to be drawn through the aligned ports into the cylinder. As the piston goes up the mixture of fuel and gas is strongly compressed between the bottom of the cup-shaped piston and the head of the cylinder.

Injector piston 32 has a stroke less than that of power piston 63 but it is secured to the same throw of crank shaft l2 and as cylinder is disposed at an angle to the main power cylinder the injector piston necessarily reaches the top of its stroke several degrees ahead of the power piston. Just before piston B2 reaches the top of its stroke, valve 41 located in the headof cylinder 40' opens and permits expulsion of the mixture of fuel and gas from the cylinder. As the piston starts down the valve closes. At the bottom of the piston stroke ports M and M are again aligned permitting intake of another charge of fuel and gases.

Valve 41 is actuated by suitable mechanism deriving its motion from crank shaft it. An arm 48 is pivoted to a bracket suitably bolted to the injection cylinder or supported in any other desired manner. The arm is suitably connected to an extension of valve 41 (see Fig. 3) and is adjustably connected by means of nuts 85 to pusher rod 86. The pusher rod is positioned by suitable grids and brackets aflixed, for example, to the main cylinder. A coil spring 81 is connected between the arm and a stationary part such as bracket 88. The lower end of rod 86 terminates in a cam follower 89 of hardened metal positioned to contact a cam 90 keyed to crank shaft l2, Coil spring 81 holds valve 4! in closed position when not thrust open by the cam and pusher rod. Valve The 7 41 is provided with a suitable stufflng box to prevent gas leakage around the stem. The 'cam can be rotatably adjusted on the crank shaft to change the instant at which the valve opens.

The fuel and gases expelled from the injection cylinder pass through conduit 46 suitably externally insulated by tube 9|, to expansion nozzle 80 located in the head of the power cylinder. At

' or of the piston and cylinder head. The temperature of the compressed air is dependent on the initial temperature of the air, the degree of compression, and the amount of heat absorbed from surrounding hot surfaces of the engine. Glow plug 16 is provided to insure easy starting when the engine is cold. The reaction continues until the oxygen in the air compressed in the cylinder is combined with the carbon in the fuel to form a mixture of carbon monoxide and carbon dioxide. When sufflcient'moisture is present, hydrogen may be generated in apprciable'quantities during the reaction. Other gases 'may be formed depending on the composition of the fuel being used but their presence or absence may usually be disregarded.

The reaction is completed by the time the piston reaches the end of its expansion stroke and the exhaust port 68 in the piston registers with the exhaust port ill in the cylinder. The gases in the cylinder are then exhausted through an exhaust manifold 92 to the pipe line or gas conduit l. The exhaust conduit is illustrated as being contained in the water jacket 93 which maintains the cylinder at the proper temperature, but it can be located outside of the water .iacket if desired.

Just after exhaust ports 68 and m register, the air inlet ports 69 and H start to register. This permits a charge of compressed air from the crank case to be jetted into th cylinder when a valving arrangement (hereinafter described) connects conduit 15 to a source of compressed air. The air stream is deflected by projection 18 toward the bottom of the cup-shaped piston and it blows the exhaust gases remaining in the cylinder up to the exhaust ports and into the exhaust manifold. When the air is first introduced into the cylinder there is a slight reaction with the outgoing producer gas. This tends to accelerate the exhaust of gases from'the cylinder. By the time the stream of incoming air reaches the exhaust ports the greater part of the exhaust gases have been blown out of the cylinder and the movement of the piston on its compression stroke has closed the exhaust ports.

The amount of fuel and the volume of air introduced into the cylinder for each cycle is predetermined so that the desired reaction will take place, the desired reaction being the partial combustion of the fuel to generate the desired ratio of carbon monoxide and hydrogen to carbon dioxide. Sufiicient air is introduced into the cylinder during each cycle to insure that, all of the accanos carbon dioxide. This will decrease the B. t. u.

content of the exhaust gas. Increasing the ratio of fuel to air will-result ina less complete combustion of the fuel therebyincreasing the carbon monoxide and hydrogen content and the B. t. u. value of the exhaust gas. The engine speed will tend to vary with the completeness of combustion, increasing as the combustion is made more complete and decreasing as the combustion is made less complete. a

Adding a charge of an enrichenlng fuel through auxiliary nozzle ll tends to decrease the com-- pleteness of combustion and to raise the B. t. u.

value of the exhaust gas. Lighter hydrocarbon gases are formed from the enrichening iuel through cracking reactions well known in the art. The high 18. t. u. value of the enrichening iuel further raises the B. t. u. value of the exhaust gas.

The B. t. u. value oi? the-gas generated in the reaction chamber may also be raised by adding steam to the mixture injected into the cylinder.

The ratio of the B. t. u. value of the fuel converted into mechanical power in the engine, to the B. t. u. value of the fuel in the exhaust gas, may be controlled by injecting more or less steam into the reaction chamber, a larger amount of steam resulting in less mechanical power. 'In a; preferred form of the invention, the steam is added to the mixture of fuel and gas in the injector cylinder 40. The steam obtained from any suitable source is introduced into cylinder Mi through a valve arrangement 95 and ports 43 and M. The steam supply may be controlled by an 01? and on valve 95 and a manually adjustable needle valve 96 for controlling the rate at which the steam is introduced into the cylinder. The steam is preferably superheated and supplied at a high'pressure. Suitable means are also provided for, supplying the mixture or fuel and gas to the injector under high pressure and a compressor it is provided for supplying air at high pressure to the reaction chamber.

When the mixture of fuel, air and steam is in- J'ected into the reaction chamber the steam is broken down by the high temperature and high pressure into hydrogen and oxygen. The oxygen combines with the carbon in the fuel in the usual manner and the hydrogen is exhausted with the other gases. Some of the hydrogen may recombine with the oxygen to form water vapor and some of the steam may not be broken down but the presence of this moisture in th exhaust gas is not detrimental.

Crank shaft i2 is supported by suitable bearings in the crank case which forms a. gas tight vessel capable of withstanding internal pressure or vacuum. The inside of the crank case is machined at the end of the engine away from the injection cylinder, to accurately fit the end and peripheral surfaces of a machined rotary disc lflil (see Fig. 4) which is an integral part of crank shaft l2. The crank case is provided in its end face adjacent the rotary disc, with a cut out portion over which air vanes are secured. This cut out portion forms an air inlet port which is adapted to align at certain times with axial inlet ports l ll cut in rotary disc I00. A passageway I02 extending from ports "H to outlet ports I63 til 1 ports llll is that of a rotary valve,

near the periphery of the opposite face or the rotary disc. Radial members separate the passageway I fll into a plurality of air ducts I04. The action of the inlet port in the ,crank case and -Whi1e duct". I act as an impeller hurling air'into the crank case.

Booster ducts I05 have an axial inlet I06 near crank shaft It in the face of the rotary disc and extend through the rotary disc to radial discharge port I07. Ports it? are adapted to align with ports Hi8. The action of ports it! and MB is that of a rotary valve while ducts Hi5 act as an impeller to hurl air into air duct 15. There are four booster ducts we cut in rotary disc iilii. Duct I051: is provided with slots cut through the axial face of the rotary portion or the crank case cover. These slots are adapted to receive a thin rectangular metal strip I59 which may be inserted into the slots and locked there by suitable locking means. This strip is used to seal booster duct 005a when the engine is used as a gas generator. The duct is opened when the engine is to be used as a straight internal combustion engine.

When power piston 63 reaches the end of its expansion stroke, exhaust fuel gases are passing through aligned ports 68 and it into exhaust passage 92. With pistons 63 and 632 at the bottom of their iii-strokes the air in the crank case is ,under substantial compression. At this instant booster ducts EH5 in the rotary disc are in such position that booster discharge port Hula is in alignment with air duct ports 50% but metal strip its is blocking the duct. As piston 63 starts on it upstroke; ports 68 and!!! begin to close. Before they are closed, ports it! of the booster ducts begin to register with ports m8 and compressed air from the crank case is hurled up the duct and through aligned ports (59 and it into the reaction cylinder.

After air inlet ports 6t and it, booster duct ports! 01 and air duct ports it? are closed, compressed air is trapped in air duct it between ports Hi8 and TI. The air is held in this duct until the piston has completed its compression stroke and has nearly returned to the end of its expansion stroke at which time the end of the tubular portion of the piston uncovers a port connected to air conduit or duct i ill. Conduit HE is connected to duct '55. The air entrapped in duct i5 is released into the tubular space i2 where it blows ashes and exhaust gases collected in the tubular space into the cylinder through the clearance space between the inner surface of the cup-shaped piston and the cylinder head.

After booster duct ports lill' areclosed andpistons 63 and 32 continue on their upstrokes, a vacuum begins to be created in the crank casing. As the vacuum increases the axial inlet ports Hit of impeller ducts we register with the varied. air inlet ports in the crank case, and air is drawn into the crank case. This action continues until shortly after pistons 63 and d2 reach the top of their upstrokes.

When the supercharger is used, compressed air from compressor i5 is introduced into the crank case either directly or through the impeller and booster ducts. If the compressor is of the piston type it can be synchronized with the engine to inject the compressed air into the crank case at the proper period in the engine cycle. Otherwise. valving is accomplished by inlet ports I 0! in the same manner as when air is drawn in from-the atmosphere.

disc adlacent a cut out tween .the collar and the disc. The spring pushes the disc toward the end of the shaft.

The flat face of disc IIB is held in frictional contact with the rim of a speed governor wheel I2I by the thrust of spring I281. The governor wheel is keyed to an extension I22 of crank shaft I2 so that it is free to move axially of the shaft but rotates with the shaft. A pair of pivotedarms I23 pivotally connected to the hub of wheel I2I are responsive to centrifugal force when the shaft and arms are rotated. The other ends of the arms are pivoted to a collar secured to the shaft. The hub of the governor Wheel adjacent pivoted arms I23 is threaded to receive lock nuts I25 which form an adjustable stop for a coiled compression spring I26. The hub of wheel I?! terminates in a flange located between fingers provided on a'manual control lever I28. Movement of the lever will cause the governor wheel I2 I- to be pushed orpulled' axially along shaft I22.

When the engine is rotating the action of centrifugal force causes radial movement of pivoted arms I23 causing the governor wheel to be moved along the shaft against the bias of spring I26. As the speed of rotation is increased the wheel is drawn nearer the engine, and as the speed of rotation decreases the wheel is pushed away from the-engine by the bias of the spring. The position of the wheel along shaft I22 for any speed of rotation, may be varied by changing the setting of lock nuts I25.

The point of frictional contact between the rim of governor wheel I2I and driven wheen H8 is varied as the governor wheel is moved axially along shaft I22. The nearer the governor wheel moves towards the center of the driven wheel,"

the faster the driven wheel moves with respect to the governor wheel. This change of speed is transmitted through gear box I I6 to fuel feedin worm gears 21 and 28.

Thus, when the engine is rotating and its speed increases, wheel I2I is pulled in towards the axis of driven wheel I I8, increasing the speed of rotation of worm wheel 21 and consequently increasing the rate of fuel feed much faster than the engine speed increases. This causes a larger quantity of fuel to go to the engine, decreasing the amount of power developed per power stroke and causing the engine to slow down. The heat value of the gas produced under these conditions is increased.

When 'the speed of the engine decreases, the governor wheel moves towards the rim of wheel I I8, causing the amount of fuel fed to the engine to decrease much faster than the engine speed decreases. The decrease in fuel increases the completeness of combustion and the power developed per power stroke, causing the engine to speed up. The heat value of the exhausted gas drops.

This action of increasing the amount of fuel fed to the engine to slow the process and decreasin the amount of fuel fed to the engine to speed up the process is the reverse of the ordinary control of internal combustion engines.

When it is desired to use the engine 1 91'9- duce power only and no combustible gas, the governor mechanism is reversed on the shaft I22 as shown in Fig. 3a. The action of the governor on the fuel feeding mechanism is then reversed and follows the usual governing action of an internal combustion engine, namely, feeding more fuel to increase the engine speed and less fuel to decrease its'speed.

The manual control lever I28 may be moved so that the fingers I21 will engage the flange on the hub of wheel I2I and move the governor wheel. Manual control of the fuel feed is accomplished in thi manner. If the lever is moved to push the governor wheel away from the engine, the fuel feed will decrease in spite of the governor action, the fuel feed being increased when the lever is moved in the opposite direction. The fingers I2I are spaced apart so that they are out of contact with the flange on the hub of wheel I2I when the manual control lever is in a neutral position, permitting. the engine to be controlled by the governor.

The gas from the reaction chamber or cylinder 5 is discharged through exhaust port 68 and I0 into the passageway leading to gas conduit I. The hot gas flows through the conduit to the heat exchanger 3 where it flows through the outer heat exchange tubes 38 in the opposite direction to the flow of the mixture of fuel and gas in the inner tube. The hot gas is cooled by giving up its heat to the mixture of fuel and gas in the inner tube. The hot gas passes through gas conduit 1 to a cooling system 9 and thence through a tangential separator I36, a filter I3I, conduit I32 and valve I33 into the base of an expanding flexible gas bag I34. Conduit I35 leads from the base of the gas bag to a pressure safety pop valve I36 which is adapted to release the gas pressure in the gas bag I34 if it becomes excessive for any reason. Gas conduit I31 connected with the base of the gas bag, supplies the gas used for floating the fuel particles in the mixing chamber 2. The gas is introduced into the mixing chamber through valve 36. While I have shown a flexible gas bag it is to be understood that any other suitable kind of storage tank can be used to store the combustible gas.

The gas to be used as a fuel is withdrawn from the base of the gas container through conduit I38, stop cock I39, pressure regulator I40 and conduit IM to the place of consumption. Attached to conduit I 4! is manometer I4 Ia filled with mercury or a suitable liquid, so that the gas pressure may be read. Three calibrated Bunsen burners I42, I43 and I44 are connected to conduit I4I through suitable stop cocks. The Bunsen burners are adjusted to burn gas at a given pressure, which may be set with gas pressure regulator I40. with a clear blue flame when the gas has a given B. t. u. heat content. For example, the first burner is adjusted to burn with a clear blue flame with B. t. u. gas; the second Bunsen burner is adjusted to burn with a clear blue flame with B. t. u. gas; and the third Bunsen burner showing a clear blue flame with 200 B. t. u. gas. If the B. t. u. value of the gas is higher than thatfor which a given burner is adjusted, the flame will be yellow and smoky; if it is lower, the burner flame will be very short, whistle or rumble, and

tend to strike back. If the gas has a B. t. 11.

value near the valve to which the burner is ad-- justed, a long clear-blue flame will result. The B. t. u. value of the" gas may be easily and quickly estimated by trying the three burners in succes .sion. Loclrnuts I25 may then be adjusted to heat content gas.

asoavoe I -7.

govern the fuel feed so as to secure the proper By-pass conduit I connects conduit III with conduit I32. If valve I33 is shut and valve I46 is opened while the engine is running the Bunsen burners may be used to determine the heat value of the gas before it mixes with the gas which may be in the gas container.

Flexible cable I60 is fastened to the top of bag I 34. This cable passes over a pulley secured to a cross arm supported by a column IN and then over a second pulley secured to the column. A counter weight I52 secured to the end of the cable, rises and falls as bag I34 is'filled and.

emptied. Two triggers I53 and IE4 attached to the cable, are adapted to throw weighted lever I pivoted to the cross arm and provided with suitable stops secured to the cross arm.

The weighted lever IE5 is thrown first in one direction and then the other as triggers I53 and IM contact it alternately on one side and then the other. Cable I 56 which is attached to lever IE5, is secured to a wheel on the shaft of valve Ifil which is in fuel conduit 37. The shaft of valve Idl is provided with a manual control handle and is counterweighted to hold the valve open when it is not closed by the action of lever I55. Also attached to lever I55 is cable I58 which passes over another pulley secured to column I5I. The other end of cable IE6 is secured to the lever arm of a conventional spring loaded electric starting switch I55.

Motor-generator I3 is connected to storage battery It by means of electrical cables Ito and IIiI. A. conventional time overload cut out starting switch I52 and an ordinary spring loaded switch I59 which is held shut when the weighted end of lever I55 is moved away from column Ibl, are interposed in cable Itl between the motor-generator and the storage battery. Load circuit I63 is attached 'to storagebattery It and draws current therefrom. A branch I641 of cable I goes into, time overload cut out starting switch It? which is so made that when the main switch is cut out a small auxiliary switch connects branch IIS I with the cable leading back to the storage battery thus lighting a small warning light I interposed in the cable. The warning light may be placed in any convenient location at some distance from the storage battery. A branch cable connects cable Il'iii with one side of a resistance wire heater located in glow plug It in the head of the power cylinder. The other side of the resistance wire heater is connected through another branch cable and an interposed conventional reversed current cut out, with cable Iei.

When the generator is not running and gas is withdrawn from the gas container the bag contracts and drops, pulling down cable I 50 until trigger I5 3, contacts the bottom part of lever I55 and throws it against the stop. This releases cable I56 permitting the counterweight to open 7 fuel valve I ill in conduit 31. Simultaneously cable I58 is released allowing spring loaded switch I59 to close. Electric current then passes from the storage battery through time overload cut out switch I52 and cables I60 and it'll to the motorgenerator. Simultaneously, current passes through branch cables to theresistance wire heater in plug I6 which quickly becomes red hot. The motor-generator rotates the engine and the fuel governor wheel automatically causes a suitable amount of fuel to be fed through the fuel conduit to the injector cylinder. At the proper time fuel is injected into the power cylinder where the glow plug heated by the resistance wire heater initiates combustion. If the engine starts promptly the flow of electric current through cables I80 and I GI is quickly reversed and the battery starts charging. The reverse current cut out alsopromptly reverses and shuts off, keeping current out of the resistance wire heater. The

exhaust'gas from the cylinder is rather low in heat value at first but the fuel governor wheel automatically increases the proportion of fuel to air as the engine heat up and speeds up, thus increasing the fuel value to normal. The exhaust gas gradually fills the gas bag.

It for any reason the engine does: not start after a reasonable time the time overload cut out starting switch I 52 trips and stops the motorgenerator. The auxiliary switch in switch I62 is thrown in when switch I62 trips causing current to flow from the battery through cable Itid to light the signal light lot. This light stays on to show that the engine failed to start.

With the engine running, when the gas bag fills up, weight I52 drops causing trigger I53 to contact and throw lever I55 away from column Ib'I. This exerts a pull on cable I56 shutting valve I5! and shutting off the flow of fuel to the in- Jector cylinder. Simultaneously, cable I58 pulls spring loaded switch I59 open. When the fuel supply is shut off the engine promptly stops. If, for any reason, the fuel supply does not shut off the engine continues running until the pressure on the gas bag is high enough to pop the safety valve. The generator will then run idle, the gov:-

ernor wheel preventing over speeding with no generator load.

While I have shown and described my invention as being especially applicable to a two stroke cycle engine is to be understood that it may also I have shown and described because of the valve Eli . isinjected into the cylinder through nozzle 2B5,

mechanism which is necessary in a four stroke cycle engine and which is not required in a two stroke cycle engine, but it may be more desirable than the two stroke cycle engine in certain installations.

A four stroke cycle engine is illustrated diagrammatically in Fig. 6. Cylinder 2% contains a cup-shaped piston 2M connected by connecting rod 292 to a crank shaft 2533. Cylinder head 2% contains the fuel inlet nozzle 2%. Air inlet conduit 2% and exhaust gas conduit till are suitably connected to the cylinder. The details of this apparatus may bethe same as described and illustrated in connection with the two stroke cycle engine.

Suitable valves which may be of the poppet type, are located in each of conduits 2&6 and 291 and in the fuel inlet nozzle or conduit 205. These valves are indicated at 208, 299 and m. The valves are actuated by cams 2H, ZIZ and M3 mounted. on a shaft 2M which may be connected the valves and to cam followers cooperating with the cams.

The operation of the device is as follows: Fuel when valve 208 is opened at the end of the compression stroke. As the fuel is burned the piston moves toward the crank case end of the cylinder ward the head end of B. t. u. content, the combination of an onthe expansion stroke. At the end of that stroke valve 210 opens and gases are exhausted through conduit 201. As the piston moves tothe cylinder the exhaust continues, suitable arrangements being made to exhaust gas from thecylinder through suitable ports in the cup-shaped piston. Valve 2 it. closes at the end of the upstroke and valve .209 opens permitting air to be drawn into the cylinder through conduit 206 on the next down stroke of the piston. Valve 209 closes at the end of the down stroke and air in the cylinder is compressed on the upstroke or compression stroke of the piston. A new charge of fuel is injected into the cylinder at the end of the compression stroke and a new cycle is started.

While I have shown an approved form of apparatus embodying my invention it is to be understood that various modifications and substitutions can be made to different parts of the system without departing from the spirit of the invention, and that my invention is not to be limited to the specific construction illustrated herein but only by the scope of the appended claims.

I claim:

1. -In a system for producing combustible gas by the partial combustion of a solid fuel of low expansible chamber in which the partial combustion occurs, means including a pump, for forcing air and finely divided particles of fuel into the expansible chamber, means for driving said pump from a moving part of the expansible chamber, and a fuel feeding mechanism for feeding measured charges of the finely divided particles of solid fuel to the pump.

2. In a system for producing combustible gas by the partial combustion of a solid fuel in an chamber device, the combination of a piston cooperating'with said cylinder to form an expansible chamber, means for introducing charges of solid fuel and air into said expansible chamber, means for causing partial combustion of said fuel in said expansible chamber, means for varying the ratio of air to fuel for restricting said combustion to the extent that a combustible gas is exhausted from said expansible chamber, and a storage tank for said combustible gas.

3. A system for producing a combustible gas for domestic and commercial uses by the partial combustion of a solid fuel in the expansible chamber of an internal combustion engine, comprising a'cylinder constituting the reaction chamber, a piston in said cylinder, a source of finely divided solid fuel, means for mixing exhaust gas from said cylinder with said finely divided solid fuel, means for injecting the mixture of fuel and gas into said cylinder, means for introducing air into said cylinder in insuflicient quantities to complete combustion of said fuel, means for causing partial combustion of said fuel in said cylinder whereby a combustible gas is produced, a storage receptacle for said combustible gas, a conduit extending from said cylinder to said storage receptacle, and a valve mechanism actuated by said piston for controlling the fiow of combustible gas through said conduit.

4. In a system for producing a combustible gas for domestic or commercial uses by th partial combustion of carbonaceous fuel in an internal combustion engine, the combination of a cylinder, a piston in said cylinder, means for introducing fuel into said cylinder in equa1 portions at regular intervals, controllable means for introexpansible cylinder, a

support ducing air into said cylinder in proportions such as to preclude complete combustion of said fuel, means for causing partial combustion of said fuel in said cylinder whereby a gas containing suflicient quantities of carbon monoxide to be com bustible is obtained, a storage receptacle for said combustible gas, and a valve mechanism for controlling the fiow of combustible gas from said cylinder to said storage receptacle.

5. In a system for producing a combustible gas by the partial combustion of a solid fuel inan expansible chamber, the combination of an engine including a cylinder, a piston cooperating with said cylinder to form said expansible chamber, means for conveying power from said piston to a load, a source of finely divided solid fuel, means for heating said fuel, means for introducing said heated fuel under pressure into said expansible chamber, separate means for supplying air to said chamber, means for insuring incomplete combustion of said fuel in said chamber whereby a combustible gas is formed, means for cooling said gas, and a storage tank for said gas.

6. The method of generating a combustible gas by the partial combustion of a solid fuel in an internal combustion engine, which comprises mixing a finely divided solid fuel with a gaseous 7 medium containing insufficient oxygen for complete combustion of said fuel, heating the mixture, compressing the heated mixture, introducing the compressed heated mixture into the cylinder of said internal combustion engine, introducing compressed air into said cylinder in amounts insufficient to produce complete combustion of said fuel, causing partial combustion of said fuel in said cylinder, exhausting the gaseous products of said partial combustion from said cylinder, utilizing said gaseous products to heat said mixture of finely divided solid fuel and the gaseous medium, storing said gaseous products, and utilizing the mechanical power generated by said internal combustion engine.

7. An internal combustion engine gas producing system comprising a cylinder, a piston having a tubular portion fitting snugly within said cylinder, a cylinder head extending into said cylinder and spaced therefrom to form a tubular chamber just large enough to portion of said piston, a source of finely divided solid fuel, means for heating said fuel, a conduit for conveying said heated fuel under pressure to said cylinder through said cylinder head, said conduit terminating adjacent said tubular chamber, means for insuring incomplete combustion of said fuel in said chamber, a port in said cylinder adjacent the inner end of said cylinder head for withdrawing the gases of said incomplete combustion, and a storage tank for said gases.

8. A system for producing combustible gas by the partial combustion of a solid fuel in an internal combustion engine, comprising a cylinder having a piston therein, means for introducing measured quantities of air and solid fuel divided into small particles into said cylinder, means controlling the proportions of fuel and air introduced int o said cylinder whereby incomplete combus tion of said fuel and the production of a combustible gas having the desired B. t. u. content is insured, a valve system constituted in part by said piston for controlling the exhaust of said combustible gas from said cylinder, a storage tank for said gas, and means associated with said storage tank for indicating the B. t. u. content of said gas.

9. A system for the production and storage of a combustible gas for domestic and commercial accommodate the tubular action, a storag chamber, means for introducing equal charges of said solid fuel into said reaction chamber at regular intervals, means for introducing air into said reaction chamber in insufficient quantities to support complete combustion of said fuel, means for causing partial combustion of said fuel in said reaction chamber whereby .a combustibl gas is produced, a storage receptacle for said combustible gas, a conduit extending from said reaction chamber to said receptacle, and a valve mechanism for controlling the flow of gas through said conduit.

10. In a gas generator adapted to generate a combustible gas by the incomplete combustion of fuel in the presence of air, the combination of means for applying a pressure materially higher than atmospheric pressure to said fuel, means for applying a pressure materially higher than atmospheric pressure to said air, a reaction chamber, means for introducing theme] and the air separately into said chamber at their respective high pressures in such proportions as to insure incomplete combustion of said fuel, means for exhausting from said reaction chamber at a high pressure the combustible gas resulting from said incomplete combustion, and a storag receptacle for said. combustible gas.

11. A system for producing combustible gas for domestic and commercial uses, comprising a reaction chamber, mean for introducing a solid fuel into said chamber. separate means for introducingair into said chamber, means for insuring tion engine adapted applying pressure to a mixture of said-fuel and a gaseous medium, means for producing still further oxidation and gaslfication of said fuel by causing auto-ignition and partial combustion thereof, and means for storing the gaseous products of said partial combustion.

15. The method of producing a combustible gas from a finely divided solid fuel of low B. t. u. content in a system including an internal combusto operate on the Diesel cycle, comprising the steps of (1) mixing the particles of said solid fuel with a gaseous medium, (2) producing partial oxidation of said fuel by applying pressure to said mixture of fuel and gaseous medium in an inclosure other than the combus tion chamber of said internal combustion engine, (3) producing still further oxidation and gasiflcation of said fuel by causing auto-ignition and partial combustion'thereof in said internal combustion engine, and (4) exhausting the gaseous products of combustion from said engine.

16. Th method of producing combustible gas comprising combining finely divided particles of a reaction in said chamber whereby said fuel is converted into both carbon dioxide and carbon monoxide, means for introducing' a combustible fluid into said reaction chamber to raise the B. t. u. content of the gas formed by said rereceptacle, and mean for exhausting the gas from said reaction chamber into said storage receptacle.

12. The method of producing a combustible gas from a solid fuel in a system including a preheater, a fuel injector and an internal combustion engine, comprising the steps of (l) drying said solid fuel and producing some oxidation thereof by applying controlled heat to the fuel in said pre-heater, (2) producing further and an accelerated oxidation of said fuel by applying pressurethereto in said injector, (3) producing still further oxidation and gasii ication of said fuel by causing the partial combustion thereof in said internal combustion engine, and (4) exhausting the gaseous products of combustion from said engine.

13. The method of producing a combustible gas from a finely divided solid fuel in a system including a pre-heater, a fuel injector and a combustion device operating on the Diesel cycle, comprising the steps of (l) drying said fuel and producing partial oxidation thereof by applying heat to said fuel in said pre-heater, (2 producing further and an accelerated oxidatioh of said fuel by combining said fuel with a gaseous medium and increasing the pressure thereof in said injector,

(3) producing still further oxidation and gasifik further and accelerated oxidation of said fuel by a low B. t. u. content solid fuel with insufiiclent oxygen for the complete combustion of the fuel, causing partial combustion of said fuel in the combustion chamber of an internal combustion engine, utilizing the power developed by said partial combustion for operating said internal combustion engine and the fuel feeding mechanism, utilizing heat from said partial combustion to preheat said fuel, and exhausting the gas pro duced by said partial combustion from said internal combustion engine into a storage tank.

17. The method of producing a combustible gas from a finely divided solid fuel of low B. t. u. content in the combustion chamber of an internal combustion engine which comprises, introducing charges of equal amounts of said solid fuel into said combustion chamber at regular intervals; introducing air into said combustion chamber in insulficient amounts to, permit complete combustion of said solid fuel, whereby a combustible gas is produced, and varying the proportion of air to fuel to control the richness of said combustible gas.

18. A system for utilizing a normally waste .product consisting of a low grade fuel for the purposes of developing power and producing a combustible gas comprising a charge-forming device capable of treating said low grade fuel to produce an explosive mixture, an internal combustion engine capable of operating on said explosive mixture in a manner whereby a considerable part of said fuel is not consumed but is converted into a combustible gas, and purifying and storing means for said combustible gas.

19. A gas producer system comprising an engine including an expansible chamber, a piston,

operating in said chamber, a, power generator operated'from said piston, means for storing power generated by said generator, a source of finely divided solid fuel, a fuel feeding mechanism, a governor for controlling said mechanism, means for mixing a gaseous medium containing oxygen with said solid fuel, means for heating said mixture, means for su plying said heated mixture under pressure to said chamber, means for supplying additional oxygen to said chamber. means for varying the ratio of fuel to oxygen in said chamber for insuring incomplete combustion of the fuel in said chamber whereby usable combustible gases are formed, gases, a. storage tank for for automatically starting said gases, and means and stopping operation means for cooling said generate power under predetermined conditions.

20. The method of producing a combustible gas from a finely divided solid fuel of low B. t. u. con-,

tent in the combustion chamber of an internal combustion engine which comprises introducing charges of said finely divided solid fuel into said combustion chamber, introducing air into said combustion chamber in insufficient amounts to ermit complete combustion of said solid fuel, causing partial combustion of said solid fuel to occur whereby a combustible gas is produced, and introducing steam into said combustion chamber.

21. A system for producing combustible gas by the partial combustion of solid fuel comprising an expansible chamber, means for introducing said solid fuel into said chamber, means for introducing steam into said chamber, means for introducing only sumcient air into said chamber for partial combustion of said solid fuel and means for causing partial combustion of said solid fuel in said chamber.

22. A gas producer comprising a reaction chamber, a mechanism for supplying a carbonaceous material to said reaction chamber, and a device responsive to the rate of operation of said reacasesaoa tion chamber, for increasing the amount of carbonaceous material supplied to said reaction chamber when the rate of operation of said reaction chamber increases.

23. A combustible gas producing system'comprising an expansible chamber device having a movable part, means for feeding a carbonaceous material to said expansible chamber, a shaft rotated from said movable part, and a speed responsive device driven from said shaft and operating to increase the rate at which said carbonaceous material is fed to said expansible chamber device as the speed of rotation of said shaft increases.

24. A gas producer comprising an internal combustion engine, means for feeding fuel to said engine, means for insuring incomplete combustion of said fuel in said engine, a speed responsive device operated from said engine, and means actuated by said speed responsive device for increasing the rate at which fuel is fed to said engine as the speed of the engine increases, until a predetermined engine speed is reached whereupon the fuel feeding means is stopped.

KENNETH Ma URQUHART.