US417471A - Gas-engine - Google Patents

Description

W. E. GRIST.

GAS ENGINE.

(No Model.)

Patented Dec 17; 1889.

ll ll L W h i HIE a lll ll ll\lll| UNITED STATE PATENT OFFICE.

IVILLIAM E. CRIST, OF BROOKLYN, NEIV YORK.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 417,471, dated December 17, 1889,

Application filed m 10, 1889. Serial N0. 317,039. (no model.)

To all whom it may concern.-

Be it known that I, VVILLIAM E. CRIST, of Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Gas-Engines; and I do hereby declare that the following is afull and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, making a part of this specification.

This invention pertains to that class of motors which are driven by the explosion of a gas or gaseous compound, and relates to the improved construction of an engine of this type having vibrating pistons.

It consists in the improved construction, combination, and arrangement of its several parts, as hereinafter described and claimed, whereby the working chambers are exposed tot'he air for cooling, the burned gases are freely exhausted from before the pistons, and a fresh charge is compressed and exploded under each at the end of every stroke.

In the accompanying drawings, Figure 1 is an end View of my improved vibrating gasengine, showing one-half thereof in central section; and .Fig. 2, a side View showing likewise one-half thereof in central section.

Similar letters indicate like parts in both of the figures. 1

A represents a cylindrical segmental casing formed integrally with or secured upon a suitable base B, parallel with its axis. A portion of the casing embracing an arc of about ninety degrees (more or less) is wholly removed from the side thereof opposite the base. Its ends are closed by end plates or heads 0 C, securely bolted thereto. These heads furnish bearings for a shaft D, extending longitudinally through the casing in coincidence with its axis. This shaft is mounted to rock in its bearings, and is fitted with two radial plates D and D which extend the entire length of the inside of the casing, so as to make a close joint with the inner face of each of its-heads and project out from the shaft in opposite directions far enough to contact at their outer edges with the inner periphery of the casing.

arepreferably formed in'the same diametric plane and in one piece with the axial shaft These radial plates- D, and in combination therewith constitute the oscillating pistons of the engine. The joints between the walls of the casing and the pistons are packed by means of metallic spring-seated packin -strips a a, inserted in longitudinal grooves in the ends and edges of each piston to bear outwardly in the customarymanner against the walls.

A crank-shaft E is mounted above the easing A parallel with the piston-shaft D, in suitable bearings in the two heads 0 O, which are extended far enough for the purpose, and

a crank formed in the shaft E, preferably midway the length of the casing, by means of two disks E E, and a transverse pin 7 (see Fig. 2) is coupled by a connecting-rod E to one of the piston-plates D; hence the oscillation of the piston is made to produce a rotation of the crank-shaft, and the crank is so proportioned with reference to the radial distance of the connection of the rod E with the piston from the'axis of the piston that a revolution of the crank is produced at each oscillation of the piston over an arc of about ninety degrees, more or less.

The inner portion of the casing is divided longitudinally by partition-walls F F, which extend from end toend thereof and radiate from theinner side of the piston-shaft D to the inner periphery of the casing at a diverdegrees, and the pistons are so adjusted in their connection to the crank E that when the inner face of either piston is brought up closely against the proximate partition-wall F the crank will be on a dead-center. In the movement of the engine the crank E is car ried past its dead-center in the customary manner by the momentum of a fiy-wheel E fixed upon the crank-shaft E.

The piston-shaft D is confined and supported throughout its length within the casing between the apex of the diverging partition-walls F F on one side and the edge of a parallel bar F, mounted on the diametrically-opposite side thereof, and Whose ends are fixed in the ends of the'casing. This bar F serves also to strengthen the casing, and to prevent the hot air discharged from the into the other. The joints between the shaft and said longitudinal supports are severally packed by means of spring-seated packingstrips a, or other equivalent paeki n g material, fitted in longitudinal groovesin the partition and the supporting-bar.

The segmental space included within the casing next to the base P, between the radially-diverging partition-walls F F and the inner periphery and ends of the casing, eonstitutes the supply-chamber I l of the engine. A vibrating piston G is mounted in said chamber, being made to project therein from a rocksha-ft G, fitted in the inner central angle of the chamber and made to oscillate in suitable bearings formed in the heads 0 C of the easing. The edges of this piston are packed to maintain a close joint with the inner walls of the supply-chamber as they move over it, and the rock-shaft G is also packed in its longitudinal seat, so as to prevent a leakage from the one side to the other.

The two outer corners or angles of the supply-chamber II are made to communicate, each by means of an extended port ll',with a cylindrical valve-chamber I, formed within the base B to extend from end to end thereof, within which is fitted closely a cylindrical tubular valve-piece J. This valve-piece J is formed with a longitudinal partition or septum therein extending from end to end thereof, dividing it into two unequal chambers, the larger of which is left open and the smaller closed at each end. The longitudinal septum is longitudinally slotted to form a narrow slit or valve-opening c, communicating with the larger open-ended chamber for a length about equal to that of the port II. This valve-opening is closed automatically by a weighted or spring-actuated flap-valve K, fitted in the smaller closed chamber and hinged at one edge to the face of the septum to extend over and close upon the valve-opening c. A second longitudinal cylindrical passage or bore (1 is provided in the valve-piece J under the hinge of the valve K, and a small narrow longitudinal slot (2 is pierced intermediate the valve-opening c and the hinge of the valve K to communicate with said cylindrical passage and be covered and closed by the valve. The cylindrical passage or bore (1 is closed at one end and connected at the other with a gas-supply pipe d, so that while a supply of air will be admitted to the port H through the open ends of the enlarged chamber under the valve K when the valve is lifted a supply of gas will be simultaneously admitted through the bore (Z. An inner tube d may be fitted within the bore (1 to admit of rotation therein and be longitudinally perforated to serve as a valve to control the slot 2, and thereby regulate the delivery of gas through the same as the perforations are brought into more or less com plete registry with the slot by a rotation of the tube (1 This rotation may be effected by means of a governor attached to the engine.

By withdrawing the valve-piece J from its seat in the valve-chamber I the valve K may be readily reached for repair or renewal. The open ends of the valve-piece may be protected by wire screens '1, as shown in Fig. 1.

A narrow extended port L is formed centrally through each of the partition-walls F F to establish communication between the supply-chamber and the piston-chambers, and each port is covered by a suitable springaet-uated puppet-valve L adapted thereto, and which is seated in the piston-chamber and is guided by a suitable stem working in the port. The spring for automatically closing the valve is preferably fitted within the port L, and may consist of an elastic plate U, attached centrally to the valve-stem, and whose ends shall engage the walls of the port, the spring-plate being perforated to present the least possible obstruction to the flow of the gases through the port.

The outer end of the rock-shaft G, carrying the compressing piston G, is fitted with a crank-arm G which is coupled bya connectin g-rod G to a wrist-pin S upon the fiy-wheel E on the crank-shaft E, so that the revolution of said shaft shall produce an oscillation of the compressing-piston G in synehronism with the movements of the driving-pistons D D The wrist-pin S is so adjusted with reference to the crank-arm G and to the crank E, coupled to the driving-piston, that the compressing-piston G shall invariably move in the direction opposite to that of the working-piston, which is being driven by the force of an explosion. This movement of the compressing-piston will operate to draw in behind it into the supply-chamber through one of the induction-ports II a supply of air or gas and to compress the admixed air and gas in front of it, constituting the explosive charge, toward the driving-piston which is moving toward it in the working-chamber. The explosive charge is retained in the supply-chamber by the resistance of the spring actuating the valve L until the approaching driving-piston in the piston-chamber has completed its stroke toward the valve and has commenced its return, the burned gases in front of said drivingpiston being in the meanwhile freely discharged as it advances through an exhaustport Q in the casing A, opening outwardly from the inner outer angle of each pistonchamber.

Each exhanst-port Q is controlled, as shown in Fig. 1, by a valve M, carried upon an arm projecting from a rock-shaft M, which is positively operated in synehronism with the movement of the compressing-piston G by means of a crank-arm M on its outer end, coupled by a connecting-rod N with a corresponding crank-arm N on the end of the shaft G, carrying said piston, said arms being so adjusted with reference to the compressing-piston G, and allowed to have so much lost motion each by means of longitudinal slot Y therein, as that each exhaust-valve M shall close just before said piston has completed its stroke and has so far compressed the explosive charge before it as to force open the valve L against the stress of its spring. After the exhaust-valve has closed, so much of the burned gas as may still remain in the working-chamber is compressed and driven into the exhaust-port Q and the space in front of its valve M, so that, as the driving-piston begins to make its return-stroke, the explosive charge entering through the valve L will alone fill the space under the inner face of.

the piston. At the instant the explosive chargeenters the working-chamber under the driving-piston it will be exploded by the action of the igniting-device. This igniting device may be of any of the approved forms now well known to the art, to be rendered effective by the use either of a gas-flame or by means of an electric spark.

Practically I have found the ignitor illustrated in the accompanying drawings to be an efficient one. Said ignitor consists simply of a tube P, closed at one end and communieating at the other through the casing with the inner end of the piston-chamber near to the inlet-valveL'. This tube is kept at ared heat by means of a Bunsen burner P, or

other suitable means, and so soon as the compressed explosive charge has entered the piston-chamber a portion of it, entering the tube P, will become ignited and produce an explosion of the entire charge. A separate ignitor is preferably connected with each of the piston-chambers. As the compressing-piston begins its return-stroke at the moment it has fully driven the explosive charge into the working-chamber, the valve L is thereupon at once relieved, and will instantly close.

The piston-chambers are encircled by a water-jacket R, formed within the walls of the casing in the customary manner, the several water-spaces being connected by transverse passages in the heads of the casing, adapted to facilitate a circulation of water in the jacket. The water-supply is admitted through inlet-ports R R in the lower part of each head, from which it flows and circulates through the several spaces of the waterjacket and is discharged through central outlets R R in the upper part of the casing, on each side thereof. a

As the piston-chambers outside of the pistons are opened freely to the air the currents of air which follow the pistons as they are carried inward and are expelled again by their outward movement will assist greatly in cooling the walls of said chambers.

In the operation of this improved motor, by turning the shaft E so that it shall make one revolution the compressing-piston G will, during the first half of said revolution, draw a charge of air, .admixed with a due proportion of gas, through the inlet-port I-I into the supply-chamber H, and during the remainder of the revolution will, by its return-stroke, compress said charge. In the meantime the neously with the'compressing-piston in directions opposed thereto, so that as the latter drives and compresses the charge of admixed air and gas toward either port L in the supply chamber communicating with either Working-chamber, the piston in said working-- chamber will be carried toward the same port. During this movement of the working-piston the exhaust-valve G will be open and will allow a free exhaust of the'air or burned gases from in front of the piston until the stroke of the piston is nearly completed, whereupon the exhaust-valve will be closed in manner as described. The remainder of the stroke of the piston will then compress so much of the air and burned gases as remains out into the exhaust-port Q. As the compressing piston compresses the charge in the supply-chamber, the spring which governs the valve L, toward which the piston is moving, will operate to retain and confine the charge in the supply-chamber against the stress of the 'advancing piston. The power of the spring to hold the valve L closed, and thus confine the compressed charge, will be re-enforced so soon as the exhaust-valve is closed by the pressure of the air' and gas in the workingchamher upon said valve L, efiected by the advance toward it of the working-piston as it completes its stroke. So soon, however, as the piston begins its returnstroke so as to diminish this pressure, the valve L, relieved therefrom, will no longer resist the pressure of the charge, and will fly open against the stress of its spring, and as the compressingpiston completes its stroke the charge will be wholly carried into the working-chamber, and be thereupon instantly ignited and exploded to exert itsfull force against the receding working-piston, which, as the crank will have then fully passed the dead-center, will be in position to act most effectively upon the crank. To render this delivery of the explosive charge into the working chamber prompt and effective, the compressing-piston is so geared that it will move with its greatest rapidity at the end of its stroke in each direction, occurring after the exhaustvalve has been closed, the driving-piston at the same time making its slowest movement. So soon as the explosive charge has thus been discharged into the workingcylinder, the valveL will, under the stress of its spring, automatically close, being relieved from pressure on its inner side by reason of the return movement of the compressing-piston, which begins at this moment. The exhaust-valve will remain closed during the entire out-ward stroke of the piston, but will open so soon as the stroke is reversed, to allow a free vent for the burned gases during the returninward stroke.

While one piston is moving outward on one ing inward and discharging the burned gases by whose explosion it was carried outward, the movement of the compressing-piston operating meantime to compress a fresh charge and to draw in a fresh supply of air and gas in readiness for compression. There is thus virtually a continuous application of power in this engine, the intermissions, more or less frequent, which occur in other forms of gasengines being wholly avoided therein.

I claim as my invention- 1. The combination, in a vibrating gas-engine, of acentral rock-shaft, segmental working-chambers formed on opposite sides thereof, oscillating pistons fixed to the shaft to vibrate in said working chambers, exhaustvalves communicating with the inner ends of said chambers, means, substantially as described, for opening said exhaust-valves durin g the instroke and closing the same during the outstroke of each piston,a single supplychamber for receiving and compressing the charge for both working-chambers and communicating by suitable ports at its opposite ends with the inner end of each valve controlling said ports and opening toward the working-chambers, a compressing-piston reciprocating in said supply-chamber in unison with the movements of the working-pistons to deliver a charge of compressed gas into each working-chamber at the end of the instroke of its piston, valves opening in to the opposite ends of the supply-chamber, and means for igniting the charge forced into each working-chamber by the compressing-piston, substantially in the manner and for the purpose herein set forth.

2. The combination, in a gas-engine, of a working-piston reciprocating in a workingchamber, a compressing-piston moving in a separate supply-chamber toward the workingpiston as it advances and from it as it recedes, a valve controlling a port connecting the supply and working chambers and opening toward the latter, a spring, substantially as described, controlling said valve,a valve controlling an exhaust-port communicating with the inner end of the working-chamber, a rock-arm carrying said exhaust-valve and actuated in coincidence with the compressing piston by connection with its shaft, whereby the valve is made to open as the working-piston moves inward and close as said piston moves outward, and an igniting device communicating with the inner end of the working-chamber, all substantially in the manner and for the purpose herein set forth.

3. The combination, in a gas-engine, of a central rock-shaft, segmental working-chambers formed on opposite sides thereof and provided with exhaust-valves at their inner ends, oscillating pistons fixed to the shaft to vibrate in said working-chambers, a parallel driving-shaft, a crank upon said shaft coupled to one of said pistons, a segmental supplychamber intermediate the working-chambers having supply-valves at eachend thereof, a

second rock-shaft mounted parallel with the first in the inner angle of said supply-chamber, a compressing-piston fixed thereon to vibrate in the supply-chamber, and cranks upon said second rock-shaft and drivingshaft arranged relatively to each and coupled in manner to cause the compressingpiston to advance toward the working-pistons as they move inward and recede therefrom as they move outward, substantially in the manner and for the purpose herein set forth.

4. The combination, in a gas-engine, of a central rock-shaft, segmental working-chambers formed on opposite sides thereof, oscillating pistons fixed to the shaft to vibrate in said working-chambers, a parallel drivingshaft, a crank upon said shaft coupled to one of said pistons, a segmental supply-chamber intermediate the working-chambers and opposite from the driving-shaft, a second rockshaft mounted parallel with the first in the inner angle of said supply-chamber, a compressing-piston fixed thereon to vibrate in the supply-chamber, a crank upon said second rock-shaft arranged relatively to and coupled with a crank upon the driving-shaft in manner to cause the compressing-piston to advance toward the working-pistons as they move inward and recede therefrom as they move outward, valve-controlled ports connecting the two ends of the supply-chamber with the inner ends of the two working-chambers, and an exhaust-port at the inner end of each working-chamber governed by a valve so actuated by the movements of the secondary crank-shaft as to be positively opened as the piston begins its inward stroke and positively closed immediately before said stroke is completed, substantially in the manner and for the purpose herein set forth.

5. The combination, with the supply-port for gas and air in a gas-engine, and with a cylindrical valve chamber communicating with said supply-port, of a tubular valvepiece fitting in said valve-chamber, and which is longitudinally divided by a fiat septum into two longitudinal spaces communicating with each other by means of a longitudinal aperture in the septum, one of said spaces being left open peripherally and closed at its ends by transverse end plates, and the other left open at its ends only to communicate freely with the outer air, said valvepiece having also a separate cylindrical bore formed longitudinally in an enlargement of its wall at one angle of the open-ended space, the bore being closed at one end and made to communicate through an aperture in the septum with the valve-space whose ends are closed, a gas-supply pipe fitted to the open end of the bore, and a valve fitted upon the septum to close down upon the apertures therein, substantially in the manner and for the purpose herein set forth.

6. The combination, in a gas-engine, with its supply-valve K and with the gas-inlet In testimony whereof I have signed my IO governed by said valve, of the cylindrical name to this specification in the presence of bore communicating with said inlet, and the two subscribing Witnesses.

perforated movable tube cl, fitted closely in 5 said bore and communicating" with a gas- VILLIAM E. CRIST.

' supply pipe, whereby the admission of gas 7 to the inlet-port maybe regulated bya moye- \Vitnesses: ment of said tube, substantially in the man- A. N. JESBERA,

ner and for the purpose herein set forth. E. M. XVATSON.

It is hereby certified that in LettersPatent'No. 417,471, granted December 17 upon the application of William E. Grist, of Brooklyn, New York, for an improv in Gas Engines, errors appear in the printed specification requiring the fol] corrections, viz: In line 25, page 4, a. comma should be inserted after the Word and. the following word"va1ve should read valves; and that the Letters Patent: be read with these corrections therein that the same may conform to the record case in the Patent Office.

Signed, countersigned, and sealed this 24th day of December, A. J). 1889.

CYRUS BUSSEY, Assistant Secretary of the I'M [snub] Oountersigned G. E. MITCHELL,

Commissioner of Patents.

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