US430312A - Eisenhuth - Google Patents

Description

(No Model.) 3 Sheets- Sheet 1.

J. W. EISENHUTH. SINGLE ACTING BXPLOSIVE LNGINE.i

No. 430,312. Patented June 1'7, 1890.

(No Model.) 3 Sheets-Sheet 2.

J. W. BISBNHUTH. SINGLE ACTING EXELGGIVE ENGINE.

No. 430,312. Pateneda'une 17, 18Go.

.L E 71719 2. E J I/ (No Model.)

3 Sheets- Sheet 3. J. W. EISENHUTH. SINGLE ACTING EXPLOSIVE ENGINE. No. 430.312.

-Patented June 17, 1890.

UNTTEDV STATES PATENT OFFICE.

JOHN WV. EISENI'IUTH, OF SAN FRANCISCO, CALIFORNIA, ASSIGNOR, BY

DIRECT AND MESNE ASSIGNMENTS, TO THE ELECTRIC VAPOR ENGINE f COMPANY, OF SAME PLACE.

SINGLE-ACTING EXPLOSIVE ENGINE.

- SPECIFICATION forming part of Letters Patent No. 430,312, dated June 17, 1890. Application filed December 6, 1889. Serial No. 332,818. (No model.)

To all whom t may concern.-

Be it known that I, JOHN WASHINGTON AEISENHUTH, a citizen of the United States,

residing` in the city and county of San Francisco, State of California, have invented an Improvement in Single-Acting Explosive Engines; and I hereby declare the following to be a full, clear, and exact description of the same.

My invention relates to that class of explosive engines in which the explosion is due to an electric spark within the cylinder; and my invention consists in the novel construction of the, electrodes and means for operating them, the novel inlet pipes and valves, and the novel exhaust-valve and means for operating it, together with details of construction and arrangement, all of which I shall hereinafter fully describe.

The object of my invention is to provide an explosive engine of simple construction and operation, and which will work explosive gases or any vapor to a high percentage, giving great power at small expense and without danger of explosion.

Referring to the accompanying drawings for a more complete explanation of my invention, Figure l is a vertical section of the engine, taken through thelongitudinal plane of the crank-shaft. Fig. 2 is a vertical section taken through a plane transversely of the crank-shaft. Fig. 3 is a detail of casing M. Fig. 4 is'a perspective View of sleeve N and attached cam O. Fig. 5 is a cross-section of same. Fig. G is a View of cam g on shaft G.

A is the shell of the engine cast integral, forming the upper or cylinder portion, the central or crank-shaft portion, and the lower or leg portion altogether. In the upper portion of the shell is formed the cylinder B, water-jacketed, as usual with these engines. In the cylinder is the piston C, the rod c of which extends downwardly throughthe open lower end of the cylinder and is connected with the crank d of the shaft D, which is mounted in the central portion of the main shell. The top of the cylinder is provided with a cap or head b.

The means for eifecting the electric spark side is let a longitudinally-sliding electrode- F, having on its inner end a contact-point f, which is adapted by the movement of the electrode to come in contact with the electrode E. This electrode F is held out of contact by a spring f2, and carries in its outer end a roller f3 of some non-conducting material.

The electrode is insulated from the shell by means of suitable packing, as shown at j", and is also provided with a water-jacket f4. To operate the sliding electrodel have a cam g, which bears against the roller f3. This cam is on the upper end of a vertical rotary shaft G, supported in suitable bearings g above and below and connected with the shell. The lower end of said shaft has a beveled pinion g2, with which meshes a beveled pinion CZ on the crank-shaft.

Zdesignates the circuit-wires, which may be supposed to extend from any suitable electric battery or source and are connected with the electrodes suitably. It willbe seen, therefore, that by the revolution of the crank-shaft a sliding motion is imparted to the electrode F, whereby its contact-point creates a spark with the electrode E for the purpose of exploding the gas which is let into the cylinder above the piston. The inlet for the explosive gas is shown in Fig. 2, and consists of a pipe H, the lower end of which is let or slipped into a tubular socket a, formed with the main shell and open at its lower end, whereby air may pass into said pipe and its passage is controlled by a cock h. The gas-inlet is shown l by the pipe I, controlled by a cock t', said pipe j oining the pipe H. In the upper end of the pipe H, which communicates with the upper end of the cylinder, as shown in Fig. 2, is formed a valve-seat J, controlled by an upwardly-moving valve K, the stern of which is seated in a guide above, whereby it accurately comes down to its seat. As the piston descends, the gas and air are drawn in through the valve K into the upper end of the cylinder.

The exhaust-valve and the mechanism for operating it are shown in Fig. l. It consists of a valve L, mounted in a suitable seat l, cast on the side of the cylinder and carried by a vertically-movable valve-stem l', controlled in its movement by springs Z2, one in a casing above and one below, as shown. Around the lower end of the'valve-stem is seated the sleeve m of the annular or circular eccentric grooved casing M, which encircles freely the crank-shaft D and is supported from the shell by a bracket a. In the interior of this casing are formed two grooves m', which in the upper portion of the casing are side by side, and into one of them the lower end of the valve-stem projects. These grooves incline to one another until at the lower portion of the casing they cross each other, as shown in Fig. 3. Mounted upon the crank-shaft, on a feather adapting it to slide back and forth, is a sleeve N, to which is connected pivotally a shuttle shaped curved cam O, which is adapted to fit in the grooves m of the casing-M. As the shaft D rotates carrying the sleeve N with it, the cam moves also, following first one of the grooves of the circular casing, until at its lower portion it crosses into the other groove and comes up on the other side directly under the valvestem Z', thereby raising said stem and its valve L to eifect the exhaust of the engine. On its next rotation the cam comes up in the other groove and does not affect the valvestem, thereby accomplishing the object intended, of opening the exhaust only at alternate revolutions of the crank-shaft, which is rendered necessary by the operation of the single-acting' engine.

The operation of the engine is as follows: In Fig. l the piston is shown atits upper limit and about to descend. As it moves down it draws in the gases through the inlet-valve, and as it rises again on its upstroke it compresses said gases. Then as it prepares to descend again on its second stroke the electric spark is created, by which the compressed gases are exploded, thereby driving the piston downward. On its upstroke the exploded gases are exhausted before it by the movement of the cam O raising the exhaust-valve stem Z', and t-he operation is thereupon repeated.

It will be seen that by insulating both electrodes I avoid making my engine serve as part of the circuit, as is commonly done, and by water-jacketing them I keep them cool and avoid any injury to the temper of the spring material of which they are composed in part or in whole.

Y Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. In an explosive engine, the cylinder, the

piston therein, and the crank-shaft, in combination with the stationary water-jacketed electrode projecting into the cylinder above the piston and insulated therefrom, the spring-con trolled sliding water-jacketed electrode projecting into the cylinder and having a point adapted to be brought into contact with the stationary electrode, said sliding electrode being insulated from the cylinder, the vertical rotary shaft on the outside of the cylinder having the pinion, and the cam, the insulating an ti-friction roller on the outer end of the sliding electrode, against which the cam impinges, and the pinion on the crankshaft, substantially as herein described. 2. In an explosive engine, the cylinder, the piston, and the crank-shaft, in combination with the exhaust-valve, the vertically-Inovable stem thereof, the annular casing about the crank-shaft having the internal grooves inclined to and crossing each other, and into one of which the valve-stem projects, the sliding sleeve on the crank-shaft, and the curved and pointed cam pivotally connected with the sleeve and traveling in the grooves of the casing, whereby at each alternate revolution of the crank-shaft it raises the valve-stem to eifect the exhaust of the engine, substantially as herein described.

In witness whereof I have hereunto set my hand.

JOHN IV. EISENHUTH. Vitnesses:

S. H. NoURsE, H. C. LEE.

Images