US403379A - Gas-engine - Google Patents

Description

(No Model.) N' ROGERS ,1 A WHARRY.

GAS ENGINE.

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` UNITED STATES PATENT OFFICE.

NEWTON ROGERS ANn JAMES A. WHARRY, or TERRE HAUTE, INbIANA.

GAS-ENGINE. i

BPEGU'IGTION ormg part of Letters Patent No. 408,379, dated Hay 14, 18.89.

Application lllod August 22, 1888- Sorlal No. 283,451. (No model.)

To all whom it 11m-y concern.-

Beit known thatwe, NEWTON ROGERS. and JAMES A.- WHARRY, of Terre Haute, in the county of Vigo and State of Indiana, have invented certain new and useful Improvements in Gas-Engines; and we do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

Our invention relates to an improvement in' 15 gas-engines, and has for its object to produce a two-cylinder engine, the connecting-rods of which operate one crank-pin, the valves of the two cylinders being operated from a single way-shaft, and the speed of the engine being.

controlled by mechanism which will exert its influence upon each cylinder in a manner so as to throw one of them out of operation in advance ofthe other on vattaining a speed above the normal. The explosive mixture` used in the cylinders may be any fuel-gas and air; butl preferably use a carburetor and manufacture the carbureted air on the spot. The ignition is eected by means of an electric spark produced by a dynamo operated by the engine. By means of the mechanism hereinafter described the engine may be operated with a single cylinder, if desired. l accomplish these objects by means of the mechanism illustrated in the accompanying drawings, in which- Figure l is an elevation showing one part in vertical section. Fig. 2 is a plan. Fig. 3 is an end elevation. Fig. 4 is a sectional detail of the way-shaft and governor connections. Fig. 5 is a sectional detail showing the manner of connecting the main and Way Similar letters of reference indicate like parts in all theviews.y A represents the frame of the engine, and B the two cylinders bolted thereon. Each cylinderis provided with a combustion-chamber, C, which is not entered by thepiston.

D is thepiston, and Erepresents connect- 5o `ing-rods from the two pistons to the single crank-pin F. The crank-pin l." is keyed or otherwise secured in the disk-crank G on the main shaft l'l. Each cylinder is provided with v a head, I, suitably cored for the 'circulation of water which enters at J and passes 'out of the jacket K at L. The cylinder is provided with cooling-ribs M, which radiate the surplus heat to the water and afford a large area of cooll ing-surface. Each cylinder is provided with pipe-connections and a main valve, N, thereon for the admission of the gaseous mixture. The Valve N is fed with carbureted air or with gas through' a check-valve, O, and stop- Avalve, P by a pipe, Q, leading from the carburetor R, and with, air by means of a Astopvalve, S. The two stop-valves serve to regulate the strengthv of the mixture, and the check-valvel to prevent the return of any gas or dame to the carburetor which may leak past the mainvalve during compression and 7o ignition. The main valves are operated in a manner to be hereinafter described, and the mixture passes from thence by port T to the cylinder during the suction-stroke andy is compressed in the combustion-space C during the return-stroke of the piston. Y [Each cylinder is provided with an exhaustvalve, U, operated 'as described hereinafter, andthe exhaust from each cylinder passes into casing a, surrounding the air-inlet pipe b of the carburetor, by means of pipes c, and heats the air to be carbureted, and finally leaves the'casing by pipe d. A

As the carburetor is made the subject-matter of a separate application'led August 22, Serial No. 283,449, it will not be 'described here in detail. The main shaft is supported in bearings H H2, ixed to the main frame A, and is provided with a worm, A', keyed thereon. This worm gears with a worm-wheel, A2, secured to' a way-shaft, A3, bymeans of pins' or bolts g, as shown more fully in Fig. 7. This way-shaft extends the full length of thev engine and is mounted in revolving bearingsB, which revolve in bearings B2, fixed in brackets B3, secured to the cylinder.

The connection between the way-shaft and the bearings B is formed by pins or bolts h. v This way-shaft is therefore revolved by the main shaft without longitudinal play or movement. 0n the main engine-shaft is mounteda centrifugal governor, C', which slides a collar, C2, back and forth upon theshaft as the balls of the governor ily out orare retracted.-

As the collar C moves, it communicates its motion to a double-forked bell-crank, C', to a roller, D', which is rigidly secured to a' sleeve, D', which slides upon the way-shaft A. Slots g and h' permit this movement by the boltsv g and h, respectively. To the revolving bearto the compression of these springs, and the.

springs E2 cause the sleeve D2 to return to its normal position as the speed becomes normal.

Upon the way-shaft A2 are rigidly secured twon exhaust-cams, G', facing in opposite di'- rections to suit the operation of the two cy1' inders, respectively. On .the sleeve D2 are secured the two inlet-valve cams G', which are provided with a series of` steps, 1 2 3, as shown, if desired, or only a single cam-surface can be used on each cam, according as the engine is to be controlled by gradually reducing the inlet-opening before finally keeping it closed altogether as the speed increases or as the cut-oil` is to be secured at once on an increase of speed beyond the normal. The exhaustfcam operates the levers G3 to open the exhaust-valves alternately. A

The inlet-cams operate the inlet-valves N through the medium'of levers l. These levers are provided with friction-rollers to roll upon the surface of the cams. The inlet and exhaust valves .are 4provided with springs, which keep the valve closed unless opened by the levers, as shown. The caps D3 are provided with cams pointing in opposite directions, for operating the ignitor-rod l, which 'is provided with 'a retracting-spring, 13,' and adjusting-screw J. The rods I2 operate rock shafts K', connected with the curved electrode K2, which makes and breaks contact with a fixed electrode, K. The engine-shaft is provided with a pulley, L', fixed to the shaft for transferring the power to driven machinery, with the pulley L. running loosely upon the shaft, but turned thereby through connection with va spring- 5o held pawl, as more specifically described in our application filedAugust`22, 1888, Serial No. 283,448, for operating the dynamo M', and a y-wheel, M2, keyed to the shaft, to provide the necessary means for storing momentum 55- and conducting the even movement of the engine.

'The dynamo Mis provided with'a widebelt-pulley, M, and belt N2, connectingit with belt-pulley L. An idle-wheel, N3, can 'be 6o thrown into and out of gear with the fly-wheelA and the dynamo-pulley, as deseribedin our said application, Serial No. 283,448.

The warm-air-inlet'pipe to the carburetor is provided with a valveO,by' means of which cold air may be admitted tothe -warm air to regulate the temperature of the carburetoz` andsthe gases evolved therein, as vmore fully set forth in our ss'lp lication foi-car: buretor tiled August 22, 888. Serial No.Y 283,449.

The operation of ,engine is as follows: Ther engine being turned by hand, on'the outstrokel of each piston in succession a charge of carbureted air, of regulated strength and temperature, and a charge of atmospheric air are drawn by s'uction through valves P, Q, S, and N into the cylinders. On the returnstroke of each piston the charges'are compressed into the combustion-chambers and then red by the electric spark produced by the igniting apparatus, as explained Vin our application led August 22, 1888, Serial No. 283,452. Thus while one engine is drawing itseharge the other is compressing its charge', and then lires it while the first engine ccmpresses. The secondl engine then .exhausts while the rst is making its power-stick .v

then to exhaust in its turn. The exh L products serve to heat the carburetor,

already described, before reaching the atmosphere. 4'lhe regulation of the speed is eected as described in our application, Serial No. 283,450 .that is, each cam is moved to the left as the speed inc, andthe inlet-valve lever drops from one cam-step to the other, thus decreasing the lift of the inlet-valve; or if only one cam-surface is used instead of the steps the gas-inlet valve will atrpnce fail to open. The two cams occupy such a relative position with respect to theinletl-valves' that the right-hand engine drops off the camsooner than the left-hand engine, thus-throwing itv `idle when excessive speed takes place, and at a still higher speed both engines run idle. Although we have here described a compression engine as the most desirable one for utilizing explosive gases, it is Aevident that by having theworm and worm-Wheel of the same size,

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insteadof the wheel being twice the sizeof the worm, we would havel a simple non-compression engine. The engine co'uld also be changed to a dierent cycle by changing. the' relative diametersof worm and .wheelto suit.

v,It will be seen that for light running one of the engines may be disconnected "jaltogether, and the additional bearing-piecejslipped in under the crank-pin rings', thus avoiding 'the friction which would ensue on account of run- II-O ning the second engine idle constantly, and l,

also avoiding the danger of miss fires owingv to running two engines with verylight charges,

which charges, on accountof their smallness, might be injuriously mixed with too large a quantity of the waste not cleared by the exhaust.

We do not inthis application claim the.-

ignitor, thegovei'ning apparatus, the carbuf retor, or the dynamo-operating mechanism separately, as we have already claimed them in separate applications, as mentioned above; but- What we do claim as new, and desire to secure by Letters Patent, is.

1. The combination, with a gas-engine, a

main shaft thereof, a worm thereon, a wheel gearing with said worm' rigidly secured to a way-shaft, an exhaust-cam on said way-shaft, and a sleeve adapted to move longitudinally on and revolve with the way-shaft, of an inletvalve cam on said sleeve and revolving bearings in which the ends of the way-shaft are secured and in which the sleeves move longitudinally, and means for shifting the sleeve longitudinally in the bearings and on the wayshaft upon a change of speed of said engine, substantially as described.

2. In a gas-engine, the combination of a way-shaft operated from the main shaft, revolving bearings in which the ends of the way-shaft are secured, a sliding sleeve on said way-shaft and in said revolving bearings, an exhaust-valve cam on the way-shaft, inletcam on the sleeve, a cap secured to the end of the revolving bearings, and an ignitor-cam on said cap, substantially as described.

3. In a duplex gas-engine, the combination, with a main shaft,away-shaft operated thereby, revolving bearings in which the ends of the way-shaft are secured, a sleeve sliding on said way-shaft and in said revolving bearings, exhaust-cams on the way-shaft, inletcams on the sleeve, caps secured to said bearings containing springs bearing on the ends of the sleeve, ignitor-canis on said caps, and connections with a governor for sliding said sleeve independently of the way-shaft,whe1e by the positions of the inlet-cams may be altered without altering the positions of the exhaust-cams, substantially as described.

4. In combination with the way-shaft of a gas-engine operated by worm-gear connection with the main shaft thereof, a governor on the main' shaft and connections therefrom to a sliding sleeve on the way-shaft, revolving bearings carried by brackets secured to the ends of the way-shaft in which said sleeve slides, connect-ions between the way-shaft and the sleeve for causing them to revolve together, springsl for keeping the sleeve in a normal position longitudinally on'the wayshaft and to resist the action o f the governor, means for adjusting the compression of said springs, inlet-cams en the sleeve, ignitor-cams attached to the revolving bearings, and exhaust-cams on the way-shaft, substantially as described.

5. In combination with the two gas-engines, connections therewith and with a single crank-pinand crank-shaft, a way-shaft operated by this shaft, two exhaust camson the way-shaft, a sleeve on the way-shaft, two inlet-cams on this sleeve, the distance between them being less than the distance between the respective inlet-valve levers operated by said cams, means for shifting the sleeve lengthwise as the speed of the engine' varies, whereby the inlet-valve of one engine is rendred inoperative in advance of the other, and revolving bearings and caps secured to the way-shaft in which the sleeve slides having ignitor-cams thereon and operating a reciprocating electric ignitor, substantially as set forth.

6. A gas-engine cylinder provided. with heatradiating surfaces surrounded by a Waterjacket, whereby the cooling contact with the air-circulating water is increased, substantially as described.

.7. ln combination with the two cylinders of a duplex gas-engine, inlet-valves therefor, connections between said valves and a carburetor, exhaust-valves connected with the cylinders and connections therewith and with a jacket surrounding the air suction-pipe of the carburetor, a common outlet from said jacket, and a cold-air valve in said suctionpipe for varying the temperature of the heated air of the carburetor and controlling' the temperature of the charge admitted to the cylinders, and air-valves connected with the engine-inlet, substantially as described.

8. The combination, with the main shaft H of a gas-en gine, of a worm, A', thereon, a wormwheel, A2, gearing therewith, secured by pins g to a Way-shaft, AS, a sleeve, D2, sliding on the shaft A3, and slots g', to permit this sliding by the pins. g, said pins causing the shaft A3 and sleeve D2 to revolve together, said sleeve and way-shaft serving to carry the inlet and ignitor cams and the exhaust-cams, respectively, substantially as described.

9. In combination with a duplex gas-engine, a Way shaft and governor operated thereby, a sliding sleeve en the way-shaft operated by said governor, inlet-cams 'on the sleeve, exhaust-cams on the way-shaft, re. volving bearings for keeping the way-shaftin a fixed longitudinal position, ignitor-cams attached to said bearings, adjustable electric igniting devices operated by said cams, anda carburetor heated by the Waste heat of the engine for supplying the gas to the inletvalves, and connections from the exhaustvalves of the cylinders to a heater for the air-inlet of the carburetor, substantially as described. y

In testimony that we claim the foregoing as our own we aix o'ur signatures in presence of two witnesses.

NEWTGN ROGERS. u JAMES A. WHARRY. Witnesses:

MARTIN I-IOLLINGER, W. C. ENeLE.

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