US386949A - williams - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1.

H. WILLIAMS.

GAS MOTOR ENGINE.

No. 386,949. Patented July 31, 1888.

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(No Model.) 3 Sheets-Sheet 2.

H. WILLIAMS.

GAS MOTOR ENGINE.

(No Model.) 3 Sheets-Sheet 3.

H. WILLIAMS.

GAS MOTOR ENGINE.

No. 386,949. Patented July 31, 1888.

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UNITED STATES PATENT OFFICE.

HUGH VILLIAMS, OF STOCKPORT, COUNTY OF CHESTER, ENGLAND.

GAS-MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 386,949, dated July 3l, 1888.

Application filed January 23, 1888. Serial No. 261.033. (No model.)

.To LZZ whom z' may concern:

Be it known that I, HUGII WILLIAMS, a subject of the Queen of Britain, and a resident of Stockport, in the county of Chester', England, have invented new and useful Improvements in Gas-Motor Engines, of which the following is a specification.

This invention relates to an invention for which I made application for Letters Patent of the United States on the 23d day of' January, 1888, Serial No. 261,632. ln the specification to that said application I described and the drawings showed a gas motor engine arranged substantially as follows: A compound cylinder consisting of a charging-cylinder and a power-cylinder of two different diameters with a charging-piston and a power-piston each fitted to the diameter of its respective cylinder and combined and operating as asingle piston; also, a passage for the admission and discharge of mixed gas and air to and from the chargingcylinder, and a valve for alternately placing said passage in communication with the gas and air inlets and with a res ervoir for the storage of the charge compressed into it by the action of the charging-piston until at the proper moment the said charge was free to flow through a valve into the powercylinder, where it was subsequently compressed by the power-piston and then eX- ploded.

New, my present invention consists, chiefly, in employing duplicate engines of substantially the construction specilied in my said application, the two engines being coupled to one and the same crank shaft.

In order that my invention may be fully understood and readily carried into effect, I will describe the accompanying three sheets of drawings, reference being had to the figures and letters marked thereon.

Figure lis a side elevation, and Fig. 2 a plan, both partly in section, of a gas-motor engine constructed and arranged according to my present invention. Fig. 3 is an irregular sectional plan of the gas and air admission valves and their passages. This View is taken on the plane ofthe line A B, Fig. l. Figs. 4, 5, and 6 are transverse vertical sections taken, respectively, on the lines C D, Fig. 1, E F, and G H, Fig. 2.

Similar letters refer to similar parts throughout the several views.

a designates the frame or main casting of the engine, b the ily-wheel, and c the crankshaft. Each compound cylinder is bored to two diameters to form two sets of cylinders, Z d and c e', which are fitted with pistons ff and g g of corresponding diameters. The larger cylinders, (Z d', are those into which the charges of mixed gas and air are drawn by the charging-pistonsff, and the smaller eylinders, c e', are the power-cylinders, in which the said charges are compressed and ignited to aetuate the power-pistons gg'. Thcpistons of each pair are respectively formed with or connected together by a hollow trunk, h h', which trunks are connected by rods Z i' to the crank-shaft c.

The gas-inletsjj, Figs. l, 3, and 4, and the air-inlets 7c, one of which is shown in the sectional view, Fig. 4, are controlled by two vertieally-reciprocating slide-valves, Z Z, which are operated from the same eccentric on the crank-shaft c, which operates the ordinary slide ignition-valves,m m,by means of the conneeting-rods m2 m. The slide-valves Z Z are operated by means of a rod, a, jointed at one end to the reciprocating connecting-rod m2, and at the other end to a lever, n', pivoted on the frame at n2. On the lever n are pivoted two fingers, n n4, which are weighted at a5, and are jointed to a rod, o,wliieh is pivoted to a rod, o', connected to the governor p. In each of the valves ZZ there is an opening and a passage, Z2, (see Fig. 4,) and the valves are weighted with springs 1' fr', (see Fig. 1,) which keep them normally closed to prevent the entrance of gas from the inletsjj'and air from the inlets k,- but when the reciprocating connectingrod m2 by means of the rod a rocks the pivoted lever n onits fulerum n2 the said lever by means of the lingers n* n" alternately raises first one and then the other slide-valveZ or Z', so as to place the opening therein opposite the gas-inlet, and by means ofthe passage Z2 to connect the air-inlet k with a passage, s or t. Of these the passage s leads to an inlet, s', into the charging-cylinder d, and also to an inlet, si, (see Figs. 2 and 6,) controlled by non-return valves s3, to the power-cylinder e', while the passage t leads to an inlet, t', into the charg- IOO ing-cylinder cZ,and also to an inlet, t2, into the power-cylinder e, controlled by non-return valves, (not shown, but exactly similar to the valves si, Fig. 6.) The slide-valve Z governs the passage s and the slide-valveZ the passage t, so that when the valve Z is raised by the action of the rod n, lever n', and finger n3, as described, the opening and passage Z2 in the said valve connect the gas-inletj and the air-inlet Za by the passage s and inlet s with the charging cylinder' d. l Zhen the finger n3 begins to fall again, the valve Z is closed by the action ofthe spring i. Similarly, when the inger n4 raises the valve Z, the opening and passage Z2 therein place the gas-inlet j and air-inlet 7c in communication with the passage t, and so by the inlet t with the charging-cylinder d. lVhen too much gas is being admitted to the engine through lightening of the load or from other cause, and the governorballs p rise, the rod o is raised and draws the rod o in the direction of the arrow, Fig. 1, thereby moving the fingers n3 n* clear of the valves Z Z', so that when the fingers rise by the action of the rod fn they fail to raise either of the valves Z Z', and no more gas and air are admitted to the charging-cylinders d d until the governor-balls again fall and the yfingers 'n3 n* resume their vertical position. The powercylinders e e are furnished with exhaust-ports e'l e, respectively, as shown in Fig. 2 and illustrated, also, by Fig. 5, and the engine is provided with the usual arrangements for storing gas, for supplying flame to the slide ignitionvalves m m, and for jacketing the power-cylinders.

The operation of the engine constructed and arranged as above described is as follows: The engine may be started in any convenient manner, either by turning the iiy-wheel, or, in the case of large engine/s, by the application of an auxiliary starting-engine, and as the pistons move in the direction of the arrow, Fig. l, the traverse of the connecting-rod m2 operates the rod u and raises the valve Z', thereby placing the gas-inlet j and air-inlet 7c into communication with the passage t, so that as the piston f moves outward it draws into the charging-cylinder cZ from the passage t, through the inlet t,aoharge of mixed gas and air. On the return-stroke the finger n* drops and the spring 1" closes the valve Z, thereby shutting off the gas and airsupply from the charging-cylinder d, while the finger n3 opens the valve Zand by means of the passage s and inlets connects the gas and air supply with the chargingcylinder d', so that as the combined pistons f g move inward the piston f expels the charge from the cylinder oZ through the port tiuto the passage t, while, the combined pistonsf g moving outward,the piston f draws from the supplyj k a charge of mixed gas and air through the passage s and port s into the chargingeylinder d. On the next stroke the pistons again move in the direction of the arrow, Fig. 1, and after the piston g has moved a certain distance outward the pressure on the contents of the power` cylinder e will be reduced sufficiently to allow the mixture of gas and air in the passage t to raise the non-return valves and to rush through the inlet t2 into the powercylinder e. Meanwhile, as the valve Z is at this time open, the charging-pistonf will be drawing in a fresh charge through the port t, as already described, and the charging-piston f will be expelling the charge from the cylinder cZ into the passage s. On the next stroke the piston g, moving inward, cornpresses into the combustion chamber of the cylinder e the charge of mixed gas and air in the said cylinder, the charging-piston f expels the charge from the cylinder d, the piston f draws in a fresh charge into the charging-cylinder d', and the piston g a mixed charge from the passage s through the valves s3 into the power-cylinder e. The slide ignition-valve m then brings the liame to the port in connection with the inlet t2, thereby igniting the charge compressed within the powercylinder e and giving an impulse to the powerpiston g,which moves outward, and the powerpiston y',moving inward,comp resses the mixed charge within the power-cylinder e'. When the piston g has reached the limit of its instroke, the compressed charge within the combustion-chamber of the power-cylinder e is exploded by the flame carried by theslide ignitionvalve m,and thus an impulse is given to the piston g. During the outstroke of the power-piston g, as above described,the exhaust-ports e2 are uncovered as the said piston approaches the limit of its outstroke, and the new charge admitted to the cylinder e from the passage t at that moment sweeps out the products of combustion through the exhaust-ports e2,and,simi larly,when the power-piston g uncovers the exhaust-ports e5, the charge under tension in the passage s, rushing through the valves s into the cylinder e sweeps out the products of combustion through the exhaust-ports e3.

It will be obvious from the yforegoing; description of the cycle of operations that compressed charges of mixed gas and air are red rst in one powercylinder and then in the other, and consequently that two impulses are obtained for every revolution of the crankshaft. When, however, the load is suddenly lightened, or from other causes it is necessary that the engine should develop less power,and the governor 19 by means of the connectingrods o o' moves the fingers n3 n4 out of their vertical positions, then the ngers cease to operate the valves Z Z and the supply of gas and air is cutoff from the engine,a.nd no explosion takes place within the power-cylinders until the engine regains its normal speed and the fingers as a* have recovered their vertical position.

What I claim as my invention, and desire to secure by Letters Patent of the United States, 1s-

l. The charging-cylinders d eZ', their pistons ff', the power-cylinders e e and their pistons g g', the piston-connecting rods 'Z Z', and crank- IOO IIO

shaft c, in combination with the valves l Z', controlling-passages s and t, communicating at one end with the gas and air inlets and at the other end with their respective charging and power cylinders, said valves being operated by suitable connections from one of the connecting-rods of the two slide ignition-valves mm and regulated by connections from the governor p, all substantially as and for the purposes herein described.

2. The combinatiomwith the two compound cylinders d e d e', their respective pistons connected to the crank-shaft c, to which are also connected the slide ignition-valves m m,

HUGH WILLIAMS.

Vitn esses:

C. SEDGWICK, EDGAR TATE.

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