US276749A - baldwin - Google Patents

Description

` (No Model.) 3 sheets-sheet 1.

. C. W. BALDWIN.

Y GAS BNGlNE.

No. 276,749. Patented May 1,1883.

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(No Model.) 3 Sheefcs-Sheet 2.

C.. W. BALDWIN.

GAS ENGINE.

No. 276,749. Patented May 1,1883.

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(No Model.) 3 Sheets-Sheet 3.

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GAS ENGINE. No. 276,749.l Patented -.Many 1,1883.`

UNITED STATES PATENT OEEICE.

CYRUS W. BALDWIN, OF CHICAGO, ILLINOIS, ASSIGNOB TO WILLIAM HALE, CF SAME PLACE.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 276,749, dated May 1, 1883.

Application led January 6, 1883. (No model.)

To all whom it may concern Be it known that I, GYRUs W. BALDWIN, of Chicago, Cook county, Illinois, have invented certain Improvements in Gas-Engines, of which the following is a specification.

My invention consists in certain improvements in gas-engines, fully described hereinafter, whereby I am enabled with the use of `but one cylinder to explode the mixed gases are diagrams illustrating the working of the engine.

Thecylinder A, having the usual waterjacket, is open at one end, and contains the working-piston B, the truuk-piston B', having valves o o opening inward, and they compressing-piston B2. The pistons B B' are connected by the rod a, and the connecting-rod b is jointed to ears within the piston B', and at the outer end to the crank c ofthe main shaft C. The compression-piston B2 slides 'on the rod a, and is attached to two rods, d d, which extend through the head of the piston B', (the openings being suitablyT packed,) and are connected to a cross-head, d', sliding in guideslots .fo x in the sides of the trunk of the piston B', the latter being guided by a hollow cylindrical extension, A', ot' the cylinder A. The

connecting-rod d2 is jointed to the cross-head d' and to a wrist-pin,d3,ona countercrank,d4,`

carried by the wrist-pin of the crank c, the

cranks being set and pistons connected to secure the movements hereinafter described.

As the connecting-rod b vibrates across the center, a second air-port, z', near the outer end, the two air-ports communicating through a channel, f, and a gas-port, s, also near the outer end, and communicating with a gas-pipe, s'. The igniting-opening q is a short distance,i from the closed end ofthe cylinder, and channels h h, within the cylinder, extend from the rear end past the said opening. The exhaustport is closed by a valve, e', and a valve,f', closes the channel f. each valve having a stem extending to an arm on a rock-shaft,f2, vi-

brated from a cam, E, on the shaft C through the medium of a rod, F, and crankarmf.

A valve, s2, in the gas-channel is connected io a stern on which bears an L-lever, G, vi-

brated at proper intervals by a slide-rod, G', 65

operated by an eccentric, G", on the main shaft. The rod G' slides in an eye at the end ot a lever, H, which is connected to the governor I, so that any undue increase of speed will raise or lower the rod G', and carry it from opposite the lever G, thereby preventing the lifting ofthe valve s2, and thus cutting ott the governed by a slide-valve, J, which is slotted to 7 5 receive a flame, and carries it tothe ignitingopening in the usual manner, the valve being moved by a projection, g, on the shaft C, which is carried alternately, by the shafts revolution, against the opposite sides of a yoke 8o or frame, h, which is attached to the valverod h'. Quick motions are thus imparted to the valve, so as to move it suddenly and only" for a short time.

In Figsland 2 the parts arein the position 85 they occupy when the rear end of the cylinder A contains a charge of' mixed gases under compression ready to explode. When the llame-carrying port in the valve J is opposite the igniting-opening q the charge will be 9o piston B2, however, at once beginning to travel away from the piston B,as shown in diagram, Fig, 4, owing to the ditterent positions of the two cranks to which the pistonrods are connected, thus compressing the air between the pistons B2 B. As the piston B' passes the port t and the piston B2 passes the port t, the air flows through the channel fto the space between the pistons B2 B, (see Fig. 4,) and as the piston B passes the port t(see Fig. 5) the compressed air is suddenly forced into the space behind the piston B, the exhaust being then opened, and traverses the said space, cxpelling the dead gases through the port e. The working-pistonB and trunk-piston B are now at the limit-of their forward movement; but the piston B2 continues to move in the direction of its arrow, Figs. 5 and 6, until it uncovers the gas-port s and draws in a supply of gas to mingle with the air in the space between the pistons B B2. 0n the return movement,

Fig. y7, thepiston B expels theairfrom behind it through the exh aust-port e, the piston B2 leaves the piston B suddenly under the change in the positions of the cranks, and compresses the charge between it and the piston B until the parts are at the position shown in Fig. 8, when the charge will be compressed to its greatest density.

It is desirable that the charge be exploded while at its greatest compression; but it will be seen that in ordinary engines, where the charge is compressed between the workingpiston and the end of the cylinder, it is impossible to explode the .gases when the crank is on the dead-center. The piston is therefore withdrawn from the end of the cylinder until the crank is in the proper position, and the gas then exploded; but this relieves the charge of pressure and wastes a great part of the power used in compressing the gas. To avoid this objection the charge has been compressed in separate cylinders and then forced into the working-cylinder when the piston' and crank are in proper position; but this increases the size and weight of the engine, necessitates the use -of close-fitting valves, and is otherwise objectionable. By the construction shown I avoid both these objections, for after the charge is compressed to its greatest density (the parts being in the position shown in Fig. 8) the pis- 'ton B, acted on by the crank b4, approaches the piston B2, Fig. 9, and the charge is transferred through the channels h to the rear of the piston without any expansion, the piston B moving forward until it is in contact with the piston B2, which remains nearly stationary, (see Fig. 10,) by which time the crank c is in such a position that the explosion which then follows acts most effectively to turn the shaft. The operations then followin the order and with the effect before described. By this means I compress the charge toits greatest density and explode it without any expansion when the crank is in its most effective position, and without a second compression-cylinder or valves and packing other than those essential to every cylinder.

It will further be seen that as all the pistons are in one cylinder any leakage will result simply in a transfer of the gas from one chamber to another, so that the tight packing requisite when different cylinders are used is avoided.

It willbe seen that the variable' movements of' the pistonsare positively imparted by the double crank without any lost motion or the use of appliances liable to fail in coacting properly; but I do not limit myself to the use of such devices, as cams, eccentrics, Sac., or a second crank-shaft, may be used. for compressingthe charge on one side of the piston and transferring it to the other after it has moved part of its stroke may be used. For instance, the charge -may be transferred from one side of the piston B to the other through the piston itself.

The expulsion of the waste gases by driving a charge of air through thecylinder from end to end is an important feature, as thereby the gases are completely expelled, butwithout loss of time in the operation. It will be obvious, however, that this mode of expulsion may be applied when the air is admitted at one side of the cylinder and the gas expelled at the opposite side, and] that the expulsionV may be effected after the piston has traveled back a short distance, instead of when it is at the end of its stroke.

The movement of the igniting-valve by a tappet or any other device whereby it is caused to change its position quickly and then come to a rest is an important feature, as" thereby the vignition may be effected at the precise moment required, and` the opening-then immediately closed.

Instead of using the pistons B2 Bto force a charge of air through the rear of the cylinder, a separate air-cylinder maybe used; or air stored under pressure in a reservoir may be employed. In this case the piston B' might Other means IOO be dispensed with.

I do not abandon or dedicate to the public any patentable features set forth herein and not hereinafter claimed, but reserv'e'the right IIO to claim the same either in a reissue of any y patent that maybe granted upon this applica- ,tion or in other applications for Letters Patent that I may make.

I therefore claim-h 1. In a gas-engine, the combination of a working-cylinder, two pistons, and appliances, substantially as described, for operating them independently, and air and gas ports and channels, substantially as set forth, whereby vthe charge of explosive gases is compressed in IIS both traveling. forward to receive between them a second charge ot' gases, substantially as set forth.

3. The combination of the cylinder, pistons B B2, and ports, passages, and valves, and operating devices, substantially as described, whereby the two pistons are separated while traveling forward to receive a charge of gases between them, and are `then brought toward each other while traveling back to compress said charge until the piston B reaches the limit of its motion, and said pistonV is then brought against the piston B2 to force the charge to the opposite side of the piston B, substantially as set forth.

4. The combination, with the cylinder A and its ports and passages, and with the piston B, rod c, connecting-rod b, and shaft C and crank t c, of the piston B2, rods d, connecting-rod el',

and supplemental' crank d2, substantially as set forth. i

5L The combinationofthe cylinder, its ports, and valves and pistons B B', connected together, and intermediate and independentlyoperating piston, B2, substantially as set forth.

6. The combination of the cylinder, piston B, piston B', connected thereto and provided with a trunk, and piston B2, connected to rods extending through the piston B', and attached to a crosshead sliding in guides of the trunk, substantially as set forth.

7. The combination, with a gas-engine, of ports arranged at opposite portions of the workin g-cylinder, and air-passages and valves, substantially as set forth, whereby a charge ot' air is carried through the cylinderaway from the piston, when the latter is at thelimit ot'its forward motion, after the explosion of the gases and prior to the admission of a new charge, substantially as set forth.

S. The combination, with theworking cylinder and piston of a' gasengine, of exhaust and air ports and passages arranged to :admitma charge of air after the explosion and then ""to permit the same to be expelled by the backward movement of the piston, as set forth.

9. y The combination ofthe cylinder, connected pistons B B', intermediate piston, B2, and ports and passages arranged to carry the air from between the pistons B2 B' to the rear of the piston B, substantially as set forth.

10. The combination ofthe cylinderA., having the ,exhaust-port e, communicating air-ports t t', `igniting-opening q, and gas-port s, arranged and provided, with valves, substantially as se't forth, and working-piston B, piston B', provided with air-openings and valves, and intermediate piston, B2, substantially as set forth.

ll. The combination of the gas-inlet valve and operating appliances, a reciprocating rod, G', constituting part ot' said operating appliances, and a governor and connections whereby said rod is thrown out of connection with theother parts when the speed of the engine becomes excessive, substantially as set forth.

In testimcnywhereof Ihave signed myname to thisspecitication in the presence of two sub scribing witnesses.

CYRUS W. BALDWIN.

Witnesses:

J oHN B. GREEN, in., J oHN C. FREEMAN.

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