US555717A - Gas-engine - Google Patents

Description

{No Model.) I 3 Sheets-Sheet 1 OQJ. WEINMA-N8z E..E. EUOHENHOFER.

GAS ENGINE.

Patented Mar. 3',

(No Model.) 3 Sheets-Sheet 2. G. J. WEINMA N 8; E. E. EUCHENHOPER.

I GAS ENGINE; N0.' 555,'7.1 .'7. Patented Mar. 3, 1896.

3 Sheets-Sheet 8'. GYJ. WEINMAN & E. E. EUGHENHOFER.

(No Model.)

GAS ENGINE.

Patented Mar. 3, 1 896.

' iTnn STATES,

CHRISTIAN .I. \VEINMAN AND EDVARD E. EUCHENHOFER, OF DAYTON, OHIO.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 555,717, dated March 3, 1896.

Application filed January 11, 1894. Serial No. 496,456. (No modelfl T0 aZZ whom, it may concern."

Be it known that we, CHRISTIAN J. WEIN- MAN and EDWARD E. EUCHENHOFER, citizens of the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improve ments in Gas-Engines, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to certain new and useful improvements in gas-engines; and the improvements have reference to the valve by which gasoline and air or gas (artificial or natural) and air are admitted to the exploding-chamber; have reference to the trip-arm by which the valve-stem of this valve is actuated; have reference to mechanism for actuating this trip-arm, so that when the speed becomes too high the arm will move out of the plane of the valve-stem and not actuate it, but will return to actuating position when the speed becomes normal; have reference to an arrangement of cams on a rotating shaft and arms on a rock-shaft, in connection with the stems of the inlet and exhaust valves and the movable electrode; have reference to a compensating or yielding device forming a part of the movable electrode to prevent the positive action of the cam in moving this electrode from injuring it or the stationary electrode; have reference to an inspection-aperture, so as to observe from the outside the condition of the electrodes at their point of contact, and have reference to other details and incidental features, which will be hereinafter fully described.

In the accompanying drawings, on which like reference letters and numerals indicate corresponding parts, Figure 1 represents a front elevation of our improved engine with some of the parts broken away. Fig. 1 is a detail view of one of the parts; Fig. 2, a side elevation of the same, with portions in section on the line x x of Fig. 1; Fig. 3, a horizontal section of the cylinder and chest on the line y y of Fig. 2; Fig. 4, a detail view of the stationary but adjustable electrode; Fig. 5, a detail view showing the yielding or compensating device forming a part of the movable electrode; Fig. 6, a transverse sectional View of the camshaft and a side elevation of the several cams, showing their relative position when the engine is on the halfdownstroke; Fig. 7, a detail side elevation of one form of governor; Fig. 8, a sectional view of the same on the line .2 z of Fig. 7 Fig. 9, a detail view of the preferred form of governor; Fig. 10, a sectional view of the same on the line .2 2' of Fig. 9, and Fig. 11 an enlarged sectional view of, the mixing-valve by which the explosive is admitted.

The letter A designates the base of the engine, which is essentially an upright column having a bearing B for the main shaft 0 and carrying the cylinder D, which is preferably cast in one piece with the column. Surrounding the cylinder is a water-jacket E, forming a part of the casting, with which water-jacket pipes F and G connect and conduct water to and from it. The cap or head H is bolted to the cylinder and has a binding-screw I for connection with one wire of the battery whose circuit is opened and closed by the electrodes for the purpose of producing the igniting spark.

The main shaft has an ordinary crank J to which is connected the piston-rod K at one end. A piston L is fitted to the cylinder as usual, and the piston-rod is pivoted upon a stud-bolt M of the piston. The piston has a depending lip O,which when the piston passes above the oil-orifice P prevents the oil from escaping.

Secured to the cylinder, by bolts or otherwise, is a chest Q, divided horizontally by a wall R, which wall forms seats for the inlet and outlet or exhaust valves, and is divided by two vertical walls S in the lower part. These horizontal and these vertical walls divide the chest into an inlet-chamber T and outlet-chamber U, a water-chamber V, and an upper chamber The screw-plugs shown at X simply fill in core-holes incident to casting the chest. At Y, Figs. 1 and 2, is shown a screw-plug, which closes an aperture through which the electrodes can be seen so as to facilitate the adjustment of them. The stationary electrode a is in the chamber \V and is fitted to an insulating-sleeve 1) carried by a gland c which screws into a boss (Z of the chest. Binding-nuts e and f serve to hold the other wire of the electric circuit. This electrode may be adjusted by manipulating the nut f. The movable electrode 9 passes through a stuffing-box h, extending through the waterchamber V, which chamber communicates with the water-jacket through a port '1', whereby the movable electrode is kept cool. The lower end of this electrode passes through a boxj, andis provided with a sleeve 7c, within which fits a movable pillar Z. A stout spiral spring at is between the pillar and the upper end of the sleeve and acts as a cushion between the pillar and the electrode, so that when the cam which lifts the electrode has brought it into contact with the stationary electrode any further elevation by the cam will be compensated forby the yielding of the spring to avoid mashing the points of the electrodes. Thus the adjustable electrode can be adjusted at approximately the proper position, and this springm will compensate for any irregularity in adjusting it a little too low. This is important, because as the electrodes wear away at the points one of them must be adj usted, and the ordinary user would find difficulty in adjusting it with the perfect exactness that would be required in the absence of this compensating-spring to bring it to the point at which the cam would cease lifting the movable electrode. A spring presses down on the movable electrode and quickly breaks the contact when the cam has passed the proper point, as will hereinafter appear. The spring 0 is slightly weaker than the spring m.

The chamber \V is the explosive chamber and communicates with the clearance-space 1) of the cylinder through the port 1 A narrow wall 0 stands across the middle of the port (1 to protect the electrodes from the more or less oil contained in the exhaust-products absorbed from the lubricant.

The exhaust-valve shown at s has a stem t by which it is normally held to its seat, the spring pressing on a collar u, and the stem being guided in a box r, which box with the boxesj and to extend from abracket 2 secured to the column or base.

The mixing-valve is secured to the side of the chest and opens into the chamber T. This valve consists of a shell 3, divided into a chamber l and a chamber by a wall, which forms the seat for the inlet-valve proper, (shown at 6,) and carried by a stem 7, pressed down so as to set the valve by a spring 8, the lower end of the stem being fitted to a box 9 on the arm 10 projecting from the bracket 2. A pin 11, extending from the box 9, fits a slot 12 in the stem 7 and prevents the stem from working out of position in a rotary direction. The lower end of the stem has a knife edge 13, which is engaged by a stud 14, carried by the trip-arm 15 mounted on the rock-shaft 16 supported in bearings 17 projecting from the bracket 2. The stud ll has a V-shaped notch 18 to engage with the knife edge 13 of the valvestem 7. The trip-arm 15 is keyed by a feather-key 19 to the rock-shaft 16, so as to rise and fall when the shaft is rocked and yet to have a reciprocating motion on the shaft, so as to throw the stud 14 in and out of line with the valve-stem 7, according to the speed of the engine, the governor controlling this reciprocating movement of the trip-arm 15, as will presently appear.

Referring again to the mixing-valve, it will be seen that it has a gas-inlet hole 20 and a draft-hole 21. The hole 20 is used when natural or artificial gas is utilized and introduced through the cock-controlled pipe 22. The draft-hole 21 is closed by a plug 23, as shown in Fig. 11, when either of the gases is used. The required atn1os] )l1eric air to mix with either of the gases or gasoline is introduced. into the chamber T through the pipe 24, which has a cock 25 and a scale and pointer 26 to determine the position of the cock and consequently the amount of air being admitted in proportion to the amount of gas in the one case and the amount of gasoline in the case now to be stated. A gasoline-valve is attached to the mixing-valve and consists of a shell 27, in the upper part of which a stuffingbox is provided, and a screw-threaded valvestem 28 is applied,which,when screwed down, closes the orifice and shuts off the admission of gasoline. A check-valve, preferably in the form of a ball 29, prevents the return of any gasoline to the pipe 30 which connects with the supply. A peculiarity of the improvement is the gasoline-orifice '31, extending through the wall of the mixing-valve, which forms the seat for the valve 3. Thus this valve 6 closes the gasoline-orifice at the same time that it closes the communication between the outer air through the draft-orilice 2i and the chamber a. \Ve have found by actual usage that the suction of the engine-piston would not readily draw in the gasoline until we supplied the draft-orifice 21. After this the force of the indraft was so augmented that it could be depended upon absolutely to draw in the required quantity of gasoline. 13y arranging the gasoline-orifice 21 so that it is opened and closed by the same valve that controls the inlet of air from the draft-orifice the operation becomes perfect. It will be understood, therefore, that while the needed atmospheric air is obtained through the pipe 2i the orifice 21 is used besides for the above purpose when gasoline is employed.

Referring now to the gasoline mechanism, it will be seen that the main shaft 0 carries a grooved reciprocating collar 2, in which groove works the stud (see Figs. 1 and 2,) which stud is carried by an arm 3i pivoted at its lower end in a bracket carried by the base. The upper end of the arm carries a similar stud 30, which works in a groove 37 of the trip-arm 15. Now when the governor reciprocates the collar 32 the arm 3-; in turn reciprocates the trip-arm 15, which occurs when the speed exceeds the normal for which the governor is set.

A fly-wheel 38, in addition to the flywheel 39, is secured to the shaft 0, and to its hub 40 are pivoted governor balls or weights ll, directly, as shown in Figs 9 and 10, and indirectly or through a link 42, as shown in Figs. 7 and 8. the collar-operating links 43, being pivoted also to the collar. In the form shown in Figs. 9 and 10 the balls or weights are slotted to accommodate the position of the links 43. In this form the balls or weights are provided with lugs 44, to which the springs 45 are connected. One lug of each ball carries a screwbolt 46, which by a nut 47 is adjusted to regulate the tension of the springs. The same arrangement is shown in the form illustrated in Figs. 7 and 8, with the exception that the lugs 47 are farther inward on the bolts or weights, and a pin 48 is passed through the lugs, to which the springs are connected and by which the screw-bolts and nuts are supported. The preferred form is shown in Figs. 9 and 10, because it is more simple. This governor mechanism described and shown does not alone and in itself, however, form any part of the present invention, being merely illustrated and described as one form of governor that may be used, while, as governor mechanism, vper se, it constitutes the subjectmatter of another and separate application for improvements in governors filed by us on the 15th day of June, 1894, Serial No. 514,650.

Referring now to the mechanism by which the valve-stems and movable electrodes are actuated, it will be seen that the rock-shaft 16 carries three arms 49, 50, and 51 respectively. The arms 50 and 51 are merely pivoted on the rock-shaft and do not affect it when they are moved and are not affected. by it when it is moved. The arm 49, however, is keyed or otherwise fixed to the rock-shaft, as shown in detail under Fig. 1, so that it will operate the rock-shaft to unseat the mixing-valve 6 at the same time it raises to unseat the admission-valve 52 seated in the wall R, as above described. This valve has a stem 53 held down by the spring 54, and the stem is guided in the box to and rests upon the arm 49, and the stem 15 of the exhaust-valve rests upon the arm 51. Each of these arms carries a roller 55, each of which is operated by a cam 56, 57, and 58 respectively, which cams are fixed to the rotary shaft 59, which rotates half as fast as the main shaft 0 and receives motion from the latter through the gearwheel and the pinion 61.

The cams are best seen in Fig. 6, where their relative position is illustrated when the engine is on the half-downstroke, as shown in Figs. 1 and 2.

The operation of our engine will be understood from the foregoing description when taken in connection with the following: As the piston starts down, the cam 56 begins to pass under its roller 55 and continues to pass under it and lift the valves 6 and 52 until the piston reaches, or just before it reaches, the lower dead-center, when the cam leaves the roller and valves 6 and 52 close by the action of their springs. During this downward movement of the piston it is drawing in To the balls or weights are pivoted.

the charge. As it makes the up or return stroke it compresses the charge. Just as the crank leaves the lower dead-center on the upstroke the cam 57 reaches its roller 55, and by the time the crank has passed over the upper dead-center and isj ust beginning to descend this cam passes from under the roller and the contact of the electrodes is suddenly broken by the action of the spring 0, the eX- plosion now taking place. l/Vhen the piston just passes the lower dead-center and begins to rise, the cam 58 reaches the roller and begins to lift the exhaust-valve s, and when the piston about reaches the upper dead-center the cam leaves the roller and the exhaustport is quickly closed by the spring on the valve-stem. This operation is repeated continuously.

Having thus fully described our invention, what we claim as new, and desire to secure by Letters Patent, is

1. In a gas-engine, the combination of a mixing-valve chamber for either gas or gasoline, having a seat, a valve for the seat, a cock-controlled gas-inlet opening below the seat, a gasoline-orifice leading into the seat, and a regulating and check valve therefor.

2. In a gas-engine, a mixing-chest divided into chambers admission and exhaust valves for the chambers in combination with the cylinder, the latter having a clearance-space, a port leading from one of said chambers into the clearance-space, and a wall across part of the port, and electrodes in said chamber and opposite said latter wall.

3. In a gas-engine, a mixing-chest divided into compartments, an admission and an exhaust valve opening and closing between the compartments, electrodes terminating in one compartment, a division of the other compartment into a subcompartment through which one of the electrodes passes,in combination with the cylinder and water-jacket communicating with the subcompartment.

4. In a gas-engine, the combination with a mixing-valve and its stem, the inlet-valve and its stem, the movable electrode, the exhaust-valve and its stem, springs to seat said valves and a rock-shaft carrying arms which lift each of said stems and said electrode, two of the arms being connected to the rockshaft against independent rotation, of a rotary shaft receiving motion from the main shaft, and cams on the rotary shaft operating the arms which lift the inlet-valve stem, the movable electrode and the exhaust-valve stem.

5. In a gas-engine, the combination with a rotary shaft operated by the main shaft, and cams on the rotary shaft, of a rock-shaft, arms on the rock-shaft for operating the inletvalve stem, the movable electrode and the exhaust-valve stem, one of said arms being fixed to the rock-shaft so that when actuated by its cam it will rock the shaft, while the other of said arms are merely supported by the said rock-shaft.

0. In a gas-engine, the combination with a rotary shaft operated by the main shaft, a cam on the rotary shaft, a rock-shaft, and an arm on the rock-shaft operated by the said cam, of a stationary electrode, and a movable electrode operated by said arm through said cam, a sleeve on the movable electrode, a pillar slidingly fitted to the sleeve, and a spring Within the sleeve and acting on the pillar, and adapted to yield to the further movement of the cam after the electrodes are in contact, and a spring acting on the movable electrode to break the contact.

7. In a gas-engine, the combination with a rotary shaft operated by the main shaft and carrying a cam, of a stationary electrode, a movable electrode operated by said cam to cause it to make contact with the stationary electrode, a spring to break said contact, and a second spring located and held between the movable electrode and the said cam and arranged to yield to the movement of the cam after the electrodes are in contact.

In testimony whereof We affix our signatures in. presence of two witnesses.

CHRISTIAN J. lVEINlllAN. EDWARD E. EUGIIENIIOFER. \Vitnesses:

W. A. HALLANAN, JOHN Roman.

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